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Google
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Ellen Eyre Morgan Marshall
and
Stewart McColloch Marshall
A gift to the
Stanford University Libraries
293
8 rapidly when
In going up,
med, only very
ful effect is pro-
ry, rapid sluices
ising the useful
, besides, would
which the load
tion. A current
e, may-be stem-
miles an hour ;
ocity ich is 10 only horse being of moved 3 8 power mov- miles miles 1
tons
this current has
", as the useful
iles an hour in
18 great. On a
ultiplied delays
asequent dimi-
the expense of
ther hand, the
in descending,
to render it an
apids improved
d, for the above
is would in part
ald be but little
On such a river
interrupted in
and economical
ature by sluices,
of a canal ; and
rwise more ex-
er; and it was
ed to make the
expressed, that
ted the naviga-
er on the Kan-
I do not think
Digitized by Google
Digitized by Google
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A CONNECTED VIEW
OF
THE WHOLE INTERNAL NAVIGATION
OF
THE UNITED STATES;
NATURAL AND ARTIFICIAL, PRESENT AND PROSPECTIVE:
CORRECTED AND IMPROVED FROM THE EDITION OF 1826, AND MUCH ENLARGED,
FROM AUTHENTIC MATERIALS, DOWN TO THE PRESENT TIME.
WITH
A SHEET MAP,
AND NUMEROUS ENGRAVED PROFILES, FOR THE ILLUSTRATION OF THE SUBJECT.
THE MAP
WAS BEEN ENGRAVED FOR THE PURPOSE, ACCORDING TO THE LATEST TOPOGRA-
PHICAL CORRECTIONS AND IMPROVEMENTS.-IT IS PROJECTED, ON A
REDUCED SCALE, FROM TANNER'S EXCELLENT FOUR SHEET
MAP OF THE UNITED STATES, RECENTLY PUBLISHED.
AND WITH
VARIOUS AUTHENTIC STATISTICAL DETAILS.
BY A CITIZEN OF THE UNITED STATES.
eorge Anaroyd
PHILADELPHIA:
PUBLISHED BY THE AUTHOR.
FOR SALE BY THE PRINCIPAL BOOKSELLERS IN THE UNITED STATES.
PRINTED BY LYDIA R. BAILEY.
1830.
Digitized by Google
A73
1830
EASTERN DISTRICT OF PENNSYLVANIA, to wit:
(L.
S.)
BE IT REMEMBERED, That on the seventeenth day of April, in
the fifty-fourth year of the Independence of the United States of
America, A. D. 1830, GEORGE ARMROYD, of the said District, hath deposited
in this office the Title of a Book, the right whereof he claims as author, in the
words following, to wit:
" A Connected View of the Whole Internal Navigation of the United States;
" Natural and Artificial, Present and Prospective : corrected and improved from
" the Edition of 1826, and much enlarged, from authentic materials, down to the
" present time. With a Sheet Map, and numerous engraved profiles, for the
" illustration of the subject. The Map has been engraved for the purpose, ac-
" cording to the latest topographical corrections and improvements-It is pro-
" jected, on a reduced scale, from Tanner's excellent four sheet map of the
" United States, recently published. And with various authentic statistical de-
" tails. By a Citizen of the United States."
In conformity to the Act of the Congress of the United States, intituled " An
Act for the encouragement of learning, by securing the copies of maps, charts,
and books, to the authors and proprietors of such copies, during the times
therein mentioned." And also to the Act, entitled, An Act supplementary to
an Act, entitled, 'An Act for the encouragement of learning, by securing the
copies of maps, charts, and books, to the authors and proprietors of such
copies, during the times therein mentioned,' and extending the benefits thereof
to the arts of designing, engraving, and etching, historical and other prints."
D. CALDWELL, Clerk of the
Eastern District of Pennsylvania.
Digitized by Google
ADVERTISEMENT.
IN place of 450 pages, as was supposed, this
work is found to extend to 617 printed pages;
which augmentation, together with an extra ex-
pense incurred for the engravings, in order to illus-
trate the subject to the best advantage, has occa-
sioned the whole to be far more costly to the pub-
lisher, than was in contemplation at the time of
issuing proposals. It cannot be afforded at a less
price than four dollars, in boards.
Notwithstanding this, the work is deliverable to
every subscriber, agreeably to proposals, and the
question, in regard to subscribers, of difference in
the price, submitted entirely to their own liberality,
and judgment in the case, to decide upon.
Digitized by Google
Digitized by Google
PREFACE.
« Shall I lead your astonishment to the verge of incredulity ? I will : know,
then, that one-tenth of the expense borne by Great Britain in the last campaign,
would enable ships to sail from London, through Hudson's river, into Lake Erie.
As yet, my friend, we only crawl along the outer shell of our country. The in-
terior excels the part we inhabit, in soil, in climate, in every thing. The proud-
est empire in Europe is but a bauble, compared to what America will be, must
be, in the course of two centuries, perhaps of one."-MORRIS, Dec. 1800.
THIS work was undertaken in the summer of 1825, and has
since been added to, as new matter from time to time has occur-
red for insertion. The immediate object of it is, to present as
clear and distinct a view as possible, of the past progress, and
present state, of a particular class of improvements, whereof an
enumeration at large, with detail of circumstances, is here at-
tempted to be given; and, by inference, the present state and
prospects of the country viewed in relation to that class of im-
provements, and their advancement towards a state of perfection
in the internal intercourse of the whole nation.
The ultimate object of this undertaking, that of becoming, as
it is hoped it may be, the occasion or instrument of a respectful
suggestion, to whomsoever the talent and gratifying opportunity
may be given, of a desideratum yet being to be satisfied, in re-
gard to various topics of the highest import. So, not to this
nation merely, but to the commonwealth of nations; namely :-
A literary performance, or series of performances, by an able
pen, that can sink deep into the investigation of causes, and,
with the fidelity and enticement of nature's way, can, at the
same time, not the less entertain and engage attention, by a just
and lively description of matters ;-a pen that can reason as
justly, as narrate pleasantly.
It (the desideratum) is a correct, and a minute, as well as com-
prehensive exposition of facts, 80 clear and convincing, and ob-
viously authentic, as without comment or more explanation, to
spread a knowledge of details as they really are, their true ori-
gin, and their proper bearings. Which knowledge, thus dispens-
ed to the public and the world, necessarily in this, as in other
cases, implies a dismissal of ignorance, and it becomes pleasant
to anticipate it as superseding a certain alleged existing " ob.
Digitized by Google
iv
PREFACE.
scurity," that has hitherto been floating over and about this
youthful creation.
Not only are we anxious that the present face, or physical su-
perficies, of the country, should appear as fair to view as is con-
sistent with truth, or, in other words, in the garb and colouring
it has acquired, but moreover, that the hoped for new light
should be made to penetrate and display the very energies,-the
character of the operations, internal and external, of this rising
and advancing republic, already become the aggregate of many
independent states, and of still more extensive territories, inci-
pients of additional states.
The effect desired, is that of opening to broad view the actual
condition and character of this nation as a whole, her genuine
history, which, though taken all together, is but brief in point
of time, yet will be found to be impressively important, more
and more so, as the few genuine particulars come to be more and
more developed or explained ;-the effect, in short, of display-
ing her acquisitions and attainments, physical, intellectual, and
moral, compared with time and circumstance her resources, as
far as may be, commercial and political ;-in so much, that, for
the honour of the nation, and good of mankind in the cause of
knowledge, combined, no portion of this sectional information may
remain wanting, or in suspense, or the sum in toto be of rare oc-
currence among men of letters in the distant world; and especially,
that, in the mind of no person claiming to be well informed, the
name of the UNITED STATES may longer remain associated
with an idea distorted, vague, or inadequate. It has been said
abroad, and reiterated, that, in the document of true and genuine
information regarding this section of the world, there is a hiatus
or chasm that requires to be filled up, and requires the touch of
a "gentleman" to do it-a gentleman too, who shall not belong
to that class of philosophers who content themselves with the
surface of things, but who shall be qualified to examine into
and analyze the characters and constitutions of men and matters,
and every way disposed, as well as qualified, to draw solid lo-
gical deductions, from accurate, well established premises, with
an enlightened, unprejudiced mind ;-a writer, in short, who
shall not have viewed the institutions of the country as through
an opera glass screwed to a wrong focus, but, if his survey be
luminous and definite, then shall, besides, have his pen trimmed
and dressed in such sort, as neither to expose the gouty accou-
trement of an invalid, nor the light and unsubstantial apparel,
or trim, of a mere tourist pen ; on the contrary, be so cleanly
shaved and polished at the sides, and nicely adjusted, as to trans-
mit a clear, expanded, and intelligent view of the whole.*
Captain Basil Hall's "Tour" through the United States and part of Canada,
is not destitute of interest, nor without many judicious and instructive remarks,
Digitized by Google
PREFACE.
V
In the interval, however, ere the social world can be thus
ably and in extenso informed touching this great but youthful
member of the commonwealth of civilized nations, and its com-
ponent qualities and materials, the present inquiry and partial
delineation will, it is hoped, present something of a satisfactory
character. It will lay open to the intelligent reader at a dis-
tance, through a plain statement, a connected series of facts and
circumstances appertaining to the one exclusive topic under-
taken; and, being unmixed with other subjects, save here and
there some incidental matters that have claimed to be noticed,
may, perhaps, on that account, be the better suited for convey-
ing a clear and impressive idea of what the particulars stated are
intended to designate, namely-the precise point of advancement
arrived at, and actual prospects of the country in this department
of her career in prosperity.
But as the actual existence of the various works of improve-
ment herein detailed, together with the mode and manner of
their execution, necessarily implies, in the higher attributes of
the nation, attainments, capabilities and views to correspond
and harmonize, 80 there can be no doubt the enlightened reader
and philanthropic economist and politician, will be enabled to
elicit general conclusions nothing short of being satisfactory to
his own mind, and some particular ones, and both perhaps not
the less certain of an early verification for being on a scale of
no inconsiderable dimensions. And in aid of his closer calcula-
tions as to particular points, it is hoped that a variety of authen-
tic, statistical, and other information, and some remarks thereon,
which will be found partly interspersed among the articles of
this composition, and partly as an appendage, precedent to the
General Rail Road article, the Canada article, and the Index,
may be received with favour, and prove useful.
It will be perceived, that the succession of dates inserted at
many of the enumerated articles of improvement, apply respec-
tively to those articles, each one alone ; by which method, an
such as might be expected from a sensible traveller; but much certainly might
have been added by the gentleman i and more, perhaps, as profitably expunged
from his notes.
The tour of a celebrated character through the United States, in 1824 and
1825, recently published in Paris, by A. Lavasseur, and now translated into Eng-
lish, has afforded an uncommon measure of gratification to readers in this part
of the world.
" America, or a General Survey of the Political Situation of the several Powers
of the Western Continent, with conjectures on their future prospects, by a Citi-
zen of the United States," published in 1827, will be long consulted as a standard
work on the subject treated.
The " Washington Papers" are soon to be spread before the public. They
are in able hands for arrangement, and with or without commentary, will, no
one doubts, afford, not only a rich repast for the political and domestic craving
appetife, but instruction the most solid for the hour of reflection.
Digitized by Google
vi
PREFACE.
historical sketch, as well as description, is afforded to each arti-
cle separately.
It will likewise be borne in mind, how short the period is
which has sufficed for the achievement of what exists at the pre-
sent day, in the various navigation improvements particularized.
Not longer since than in the summer of 1817, it was, that the
great Erie canal of New-York, for which, at the recommenda-
tion, and in a great measure through the influence of the late la-
mented Governor De Witt Clinton, the pecuniary resources of
the state were pledged, had its commencement; and the success
with which the prosecution of that work was attended, in real-
izing as it went on the objects of it, to a degree that outstripped
every moderate expectation, and even surpassed the most san-
guine anticipations of its supporters ;-this it was which operat-
ed as a first effectual impulse, in bringing a deal of the country's
capital suddenly forward, and the minds of men to bear intensely
on the subject; it has served to bring into existence, of what
now exists, all the rest nearly; that is to say, all nearly that
now exists of great internal improvements, taken upon a broad
national scale, in favour of universal intercourse. Without af-
firming that it created, we may safely say that it awakened, the
general spirit of enterprise in this career of active industry, the
true foundation of every other kind of prosperity; and the whole
stock of the nation's now improved natural science, distributed
as we find it among hundreds of favoured individuals, is in re-
quisition and active service ; and to thousands of the classes of
labouring industry over the face of the country, substantial em-
ployment is actually afforded, in the prosecution of the many
works of improvement, public and private, begun upon, and
now more or less advanced; an activity this, that is in chief
part, if not altogether, clearly to be traced to the impulse men-
tioned. Before that time, the Middlesex canal in Massachusetts,
the Santee canal of South Carolina, and partial, but still very
useful works at the rapids and falls of some rivers, particularly
the Connecticut river and the Merrimack, adopted at an early
epoch, were all the improvements which the navigation of the
country had acquired ; notwithstanding the circumstance often
alluded to, which has become at the present day of striking no-
toriety, and has been termed an inherent aptitude in Ameri-
cans generally for the works of mechanical and physical science,
but, in truth, is nothing more nor less than the development of
skill and progress therein, consequent on advances of popula-
tion and freedom of institutions. It is, however, a skill not only
in the various known applications of the science, but extended
to the most important discoveries for facilitating the practical
arts, incessantly calling upon and engaging the attention.
The states last mentioned, and other states of the Union, it
Digitized by Google
PREFACE.
vii
must be allowed also, were not unendowed with acuteness of
perception originally, in regard to their proper interests, nor
unmindful of prosecuting their own particular objects; but, as
the expression implies, these objects were more sectional in their
nature than general ; and the state of Pennsylvania, although
especially conspicuous for her enlarged views, from the earliest
periods, on the subject of trade and intercourse, and a persever-
ing application of her valuable resources, manifested by a large
amount of expenditure from year to year in the cause; yet, at
the period of impulse above alluded to, Pennsylvania herself
was, and had been for some time, "slumbering,"-slumbering
under the slow operation of a course of correctives. In the
years 1791, 1792, 1793, she had been bold and profuse ; but,
after a while, and just in the midst of her overcalculated projects
of achievement, was suddenly admonished that it was time for
her to draw in and be prudent. She was, in fact, exhausting
herself prematurely and though she possessed stamina within,
and felt it, was not at that time strengthened and fortified with
the proper aids and supports from without. The steps she had
taken were loose, and miscalculated for stability. But she took
the hint, and she adopted the wise plan of sedatives and pa-
tience; and under the operation of these it was that she slum-
bered herself into convalescence and vigour, as will be seen in
the pages of this work.
This reserved preliminary page, the writer experiences no
small gratification in occupying with a DEDICATION. He can
obey no impulse more pleasing, than thus to inscribe his just
acknowledgments to several most estimable and well-informed
FRIENDS, for the generous interest they have taken in the
hoped-for success of this his undertaking; and the many oppor-
tunities they have, to that end, improved, in both furnishing
from their own stores, and causing him to be supplied from
others, with much valuable materials suitable to his purpose.
The which, he has freely made use of throughout the pages of
the book; and which he considers, wishing no concealment of
the fact, to have mainly contributed to all that the public will be
forward to recognise of good in the production. He is not fain
to lay claim, avowedly or mentally, for his own particular share,
to much, if to any merit, in the performance, beyond the motives
which have actuated his assiduity, and not a little cheered him
during the course of his labours from beginning to end ; the wri-
ter is but too well aware, notwithstanding the flattering nature
of his aims, and although no pains nor any of his best faculties
have been spared to acquire copious information, and to select
Digitized by Google
viii
PREFACE.
from what he obtained, and render all, within admissible bounds,
unexceptionably perfect, that yet there may still be found, both
deficiency and error, in more than one instance of the subject
matter, amongst the number of insertions, many of which hav-
ing proceeded immediately, or exclusively, as it were-e ipse
-from his own individual depôt, without receiving the benefit
of new lights, to amend, qualify, or explain former information
and impressions received into the storehouse.
Notwithstanding, however, the apprehensions here expressed,
the reader is again respectfully assured, that exertions have not
been omitted to prevent, as much as possible, deficiencies, and
every kind of inaccuracy throughout. The main topic under-
taken, and immediate incidental ones, are, 80 far as explorations
extend, and data exist, susceptible of being treated with entire
precision ; and the principal descriptions they embrace, at the
several divisions of the work, are of a nature claiming of right
to be exact, up to the technical meaning of the word, in order
fully to accomplish the object in contemplation. This is truly
what has been attempted; and, if it so be, that the author has
failed of succeeding, from within himself and his own proper re-
sources, at some points, to the same extent and degree of pre-
eision his friends have succeeded for him; and in virtue of their
eontributions, enabled him to be perfect at other points; he is
far from wishing that any of these his defects, laid open to pub-
lic scrutiny, should not receive comment. He is, on the con-
trary, most heartily disposed to apply all "Reports" on the oc-
casion, meant as salutary, in the way of 80 many correctives.
He invites, therefore, all useful information, from whatsoever
quarter and in whatsoever shape acknowledging his special
motive for this invitation to be, the hope of being enabled to cor-
rect, to enlarge, or to modify, and to present something, in a
FUTURE EDITION, that shall be QUITE PERFECT.
Digitized by Google
INTERNAL NAVIGATION
OF
THE UNITED STATES.
NATURAL AND ARTIFICIAL, IN CONNEXION.
The connexion is designated in the map of the United States, by coloured lines,
traced from point to point of one river to another, where such canals of con-
nexion already exist, or are in contemplation ; exhibiting, in consequence, (with
the aid of some of the great river courses themselves,) one continuous, uninter-
rupted Inland Navigation, from sea to sea ;-from the ports of outlet and inlet
on the Atlantic, through the country, and by a variety of routes, to the ports of
the Gulf of Mexico.
The Red coloured lines represent those canal works that are already finished,
or well advanced ; the Yellow lines, those that are either not yet commenced,
or, if commenced, not as yet actively prosecuted. All which is attempted to be
explained at the proper heads of the subject in this book.
The letters N, A, M, prefixed, one or other, at each of the articles, signify
Natural, Artificial, or Mixed, in reference to the kind of navigation comprised
in that article.
The articles of canal works are numbered consecutively throughout, beginning
at New-England, and ending at Florida, from No. 1 to No. 159.
At the end of each division, into which the United States is here reduced, a
summary is given of the Navigation, natural and artificial, comprised within the
same ; and at the end of the whole description, is given, a recapitulation, and
grand summary, for the whole United States.
NEW-ENGLAND NAVIGATION.
M.-From the mouth of Merrimack river, below New-
buryport, up the stream, by a ship passage, twenty
miles, to Haverhill, Massachusetts, and thence, by a
navigation rendered boatable, or to be so rendered,
B
Digitized by Google
10
INTERNAL NAVIGATION
by canals and other improvements, at sundry rapids
and falls, up to the mouth of Baker's river, near
Plymouth, in Grafton county, New-Hampshire.
Distance, Miles, 130
No. 1.
MERRIMACK CANALS.
The particulars of these improvements are as follows :-
1. Bow canal, at Gardner's falls, 4 miles below Concord, New-
Hampshire; 25 feet overcome by 4 locks and a dam ; dis-
tance one-third of a mile. Expense,
$19,000
2. Hooksett canal, at 7 miles below, 16 feet fall,
overcome by three locks ; distance two-thirds
of a mile. Expense,
I
13,000
3. Amoskeag canal, at 2 miles below, 45 feet fall,
overcome by 9 locks and several dams; dis-
tance 1 mile. Expense,
-
60,000
4. The Union canal, immediately below, comprising
6 sets of falls, overcome by 7 locks ; distance
9 miles. Expense,
35,000
5. Cromwell's falls, 5 miles 'below, made passable
by 1 lock. Expense,
-
9,000
6. Wiccasee falls, 15 miles below, made passable by
1 lock of 10 feet. Expense,
12,000
7. Patucket canal, 4 miles below, 34 feet fall, over-
come by 3 locks ; distance 4 miles.
From Patucket falls to Haverhill, the descent is 45 feet; dis-
tance 36 miles.
Above the town of Concord, up to Plymouth, it is proposed
that a new survey shall be made, with a view to a thorough im-
provement of the navigation between those points, whether to
be effected for more or less of the distance upon the river stream,
or by means of one continuous canal along the valley.
A.-From Baker's river last mentioned, near Plymouth, by
canal, across the valley and the sources of Muscomy
river, to a point on the Connecticut, at or near Han-
over, or Lebanon, on the Muscomy ; or otherwise,
perhaps, up the valley of Baker's river, and down
that of the Oliverian, which discharges into the Con-
necticut river, at Haverhill. Supposed amount of
lockage, 500 feet.
Distance, Miles, 35
Digitized by Google
OF THE UNITED STATES.
11
No. 2.
BAKER'S RIVER AND OLIVERIAN CANAL.
This, together with some of the articles whieh follow, are
projects now on foot for improving and extending the navigation
of New-England, and especially in regard to the Connecticut
valley, and the waters of the Connecticut river. A convention
of the several states took place in January last, (1825) on the
occasion, and committees were chosen, and commissioners have
been appointed, to promote the objects, and superintend the
works, for general utility. This article is to constitute, too, a
small but important link of a general and most comprehensive
chain.
1828. NOTE.
A survey of this canal route was gone into under an officer of
the United States corps of engineers; according to which, the
summit ridge was found situate at 111 miles from the Connecti-
cut river; its height 683.45 feet above the same, and 549.45 feet
above the Pemigewasset. Length of the whole canal, by the line
surveyed, 394 miles. But it appears that some misunderstand-
ing occurred during the operation, in consequence of which a
re-survey is to take place, and then it is thought that not only
some of the high ground gone over will be avoided, but the dis-
tance be somewhat shortened.
This prevents an exact plan of the canal from being laid down
for the present. The resources for a supply of water to the
summit, so far as yet ascertained, consist in the discharge from
Baker's river, from the Tarlton or Eastman's two ponds, and
the supply that may be derived from the latter as reservoirs.
This canal is planned to meet, at the point of intersecting the
Pemigewasset, a line of canal passing from thence, through
Squam lake and the Winnepiseogee lake, to tide water of the
Piscataqua river, and connecting, consequently, by a direct line
of navigation, the Connecticut river at Haverhill, with the sea-
port of Portsmouth, New-Hampshire, as described at article
No. 4.
A route has been surveyed between the Connecticut river, at
Sugar river, below Clairmont, and the Merrimack, near Concord,
by way of Sugar river valley and the Sunapee lake; also by
the valley of Blackwater river and the Conticook. The summit
level here is the Sunapee lake, which is an immense body of wa-
ter, insomuch that no doubt of an ample supply for a canal can
exist. Distance of the lake from the Connecticut river, by the
path of the survey, 251 miles, and from the Merrimack, 48f
Digitized by Google
12
INTERNAL NAVIGATION
together making, for length of canal, 681 miles, besides 34 for
crossing the lake. Total, 711 miles.
The lake is calculated to be not only the summit reservoir, but
the summit pass also of the canal. Its level, 786.09 feet above
the Connecticut river, and 859.04 above the Merrimack, mak-
ing, for lockage, a total of 1645.13 feet.
M.-From the foot of Fifteen-mile falls, or head of M'-
Indoe's falls in Connecticut river, at Barnet in Ver-
mont, by boat navigation, down to Hartford in Con-
necticut; rapids and falls in the way having been
overcome, many years since, by improvements, to a
certain degree. At present, additional improvements
are on foot, to render the navigation more perfect.
Distance, Miles, 220
No. 3.
CONNECTICUT RIVER CANALS.
Improvements along the river, up to this point, or to a point
above Newberry in Vermont, have heretofore been made; but
not so as to obtain in low water season a good boatable naviga-
tion beyond the north line of Massachusetts, and the object
now is to augment the facilities, and to render the whole of this
distance passable for steam-boats of burthen, or steam-boats for
towing loaded boats of burthen. Surveyors have been appoint-
ed, and the business is in progress. Moreover, the general go-
vernment have undertaken to continue the examination of this
river, upward from Barnet to its source in lake Connecticut, on
the border of Maine and Lower Canada.
The descent of the river, from Barnet, to Hartford in Con-
necticut, is 420 feet. This, it is proposed to overcome by dams,
and locks, and short canals, at the several places; extending to-
gether about twenty miles, and making, consequently, two hun-
dred miles of slack water navigation. Estimate of cost for these
improvements, including purchases of the existing locks and ca-
nals, 1,439,827 dollars.
In November 1825, the legislature of Vermont passed an act
of incorporation in favour of a company, as "The Connecticut
River Company," to embrace the object, and to take effect after
being confirmed by the legislatures of New-Hampshire, Connec-
ticut, and Massachusetts. Before which last, however, the mat-
ter is still pending; the two others have concurred.
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OF THE UNITED STATES.
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The act goes to empower the company to receive a transfer
of rights and privileges, from any and all prior associations in-
corporated for local improvements; and to raise by subscription
a capital of 1,500,000 dollars, for the purpose of effecting the
suggested improvements; which are as below stated, viz.
(Massachusetts has since concurred.)
1. At Enfield falls, 10 miles above Hartford, esti-
mate of cost,
-
-
-
-
-
$ 119,885
2. At South Hadley, various alterations,
-
194,027
3. At and near Hadley,
-
-
-
-
15,143
4. Below Montague falls, 13 miles,
-
-
36,005
5. At Montague falls,
-
-
-
-
-
89,000
6. At and near Miller's falls,
-
-
-
25,217
7. At Cooper's rocks, near the New-Hampshire
line,
-
-
-
-
-
-
-
46,445
8. Opposite Brattleboro', a dam and canal,
-
57,420
9. At Clay's Island, 12 miles below Bellows falls,
27,504
10. At Bellows falls,
-
-
-
-
-
107,313
11. At the north of Charlestown,
-
-
-
46,610
12. At Dean's flat, 2 miles below Windsor bridge,
36,570
13. At Quechy falls, between Hartfield and Plain-
field,
-
-
-
-
-
59,369
14. At White river falls, Lebanon,
-
-
-
85,709
15. Opposite Bradford, a dam and canal,
-
-
29,725
16. Near Newberry,
-
-
-
-
66,486
17. At Barnet,
-
-
-
-
-
-
19,286
Sundries additional, together with purchase of the
old locks and canals,
-
-
-
-
378,113
Total amount up to Barnet, $ 1,439,827
The number of locks requisite will be 41. Dams 16. There
will be 17 miles of the navigation through short canals, and 202
miles, or thereabouts, of river slack water navigation, the pools
averaging 12 miles in length, more or less.
Above Barnet, the river obstructions are formidable. The de-
scent from lake Connecticut is 1120 feet; thus,-
Level of the lake to Eames' dam at Stewards-
town,
-
-
-
-
-
-
-
Feet, 562
Thence to Sommers' dam at Dalton, the head
of Fifteen-mile falls,
-
-
-
-
222
The Fifteen-mile falls, which includes 20 miles
line of level,
-
-
-
-
-
336
Carried forward, 1,120
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INTERNAL NAVIGATION
Brought forward,
1,120
From foot of Fifteen-mile falls, to foot of M'-
Indoe's falls, between Barnet and Lyman,
50
Descent from the lake to this point,
-
-
Feet, 1,170
At Barnet, these improvements, contemplated by the Connec-
ticut River Company, intersect the surveys now making by the
general government, with a view of opening a communication
between the waters of lake Ontario, and the Atlantic shore,
through the Piscataqua and Kennebeck rivers, as noticed at
Article 10.
But, besides the improvement of the Connecticut river navi-
gation as here particularized, by locks and dams, up to Barnet,
it is likewise under consideration to cause such additions to be
made to the Farmington, and the Hampshire and Hampden ca-
nals, (hereinafter described,) as will go to form one continued
line of canal up to the same point, a distance in all of 270 miles
that is to say, from New-Haven, through Connecticut and Mas-
sachusetts, to Barnet in Vermont.
NOTE.
As intimated above, a complete examination of the upper wa-
ters of the Connecticut, beginning at Barnet, the point where
the New-England surveyors left off, and extending to lake Con-
necticut in the high lands bordering New-Hampshire, Maine,
and Lower Canada, has been gone through with as likewise an
examination for an intended canal route between the Connecti-
cut river and Lake Memphramagog.
These preliminary surveys are now reported to the war depart-
ment of the United States, and as it thence appears that the pro-
ject last mentioned is practicable, the article here following is in
consequence inserted.
A.-From a point of the Connecticut river, at the mouth
of the Nulhegan, or of the Pasumpsic, by canal, up
the valley thereof, to a summit level at the Green
Mountains, Vermont, and thence down to a point
of Lake Memphramagog.
Distance, Miles, 50
No. 4.
CONNECTICUT AND MEMPHRAMAGOG CANAL.
The route from the lake to Connecticut river, by the Clyde
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15
and the valley of the Nulhegan, presents, it is understood, less
difficulty for the construction of a canal, than the route by the
Pasumpsic valley. The principal feeder is Knowlton lake in the
town of Random: summit level 495 feet above Lake Memphra-
magog, and 296 feet above the Connecticut at the mouth of Nul-
hegan river; together 791 feet, the lockage required.
The route to the Connecticut by the Barton and Pasumpsic river
valleys, has Willoughby lake for feeder, in the town of West-
more. Summit, 523 feet above Lake Memphramagog, 755 above
the Pasumpsic river mouth; together 1278 feet.
A route by Black river, and passing through Danville, was
surveyed, but not found eligible ; the summit elevated.
NOTE.
A survey of the Pasumpsic route has been made under an offi-
eer of the United States corps of engineers, from which it ap-
pears, that a summit has been established at a ground called Sa-
vannah pond, and this found to be 803 feet above the Connecticut
level, also 572.69 feet above the Barton at the point where this
river can be made use of, to Lake Memphramagog,-the adja-
cent country does not any where offer a convenient and sufficient
supply of water for the proposed canal, except it be at Willough-
by lake ; and on determining the level of this lake, it was un-
fortunately found to be 58.88 below the Savannah pond summit ;
80 that a canal is here impracticable, unless an extensive deep-
cutting at the summit be resorted to. Moreover, it has not yet
been ascertained how the water can best be conducted from Wil-
loughby lake to the summit; but if taken from the southern end,
a tunnel of 14 mile may be necessary, besides a winding feeder
of several miles in length. Further examinations are to be gone
into. The distance from Savannah pond summit to the Connec-
ticut river, by the line surveyed, 334 miles, and to the point of
Barton river, 134 miles; together 47 miles.
Should the connexion of the Connecticut river and Lake
Memphramagog be realized, as contemplated in the present ar-
ticle, it may possibly, in time, become an essential part of one
direct line of navigable communication between Boston harbour
and the River St. Lawrence; the line in question comprising im-
provements as here follows :-
1. The Middlesex canal in Massachusetts.
2. Canals around falls in Merrimack river.
3. The Merrimack and Connecticut canal, by the Baker and
Oliverian river valleys.
4. A part of the Comecticut river improvements.
5. The Connecticut and Memphramagog canal, as here in-
serted.
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INTERNAL NAVIGATION
6. Improvements of the St. Francis river of Lower Canada,
between Lake Memphramagog and the St. Lawrence.
M.-From Lake Memphramagog, by the valleys of Black
and La Moelle rivers, to the north of the latter on
Lake Champlain, 8 miles north of Burlington. Dis-
tance by canal, or canal and river stream improved,
Miles, 75
No. 5.
MEMPHRAMAGOG AND CHAMPLAIN CANAL.
A survey for this proposed connexion, as being the western
division of a route from the Connecticut river to Lake Cham-
plain, by way of Lake Memphramagog, has been effected, by a
detachment from the United States corps of engineers, but the
results have not as yet been reported upon in detail. It is how-
ever understood, that the construction of a canal along this route
is shown to be not only practicable, but exempt from any unu-
sual difficulty.
M.-From the tide water of the Piscataqua river, above
the harbour of Portsmouth, New-Hampshire, or from
the navigable water of the Cocheco, below Dover, by
canal, up the valley, and across to Lake Winnepiseo-
gee, through which, and across to Squam lake, and
thence across to the Pemigewasset or Upper Merri-
mack river, at Holderness, below Plymouth Court-
house. Distance, by canal, 40, by lake navigation
20, together,
Miles, 60
No. 6.
THE WINNEPISEOGEE CANAL.
The New-England committee on improvements have caused
the principal section of this proposed work to be surveyed, for
a commencement to be made in it; viz., from the Piscataqua, at
tide water, to the mouth of Merrymeeting or Willey's river,
south extremity of Lake Winnepiseogee ; the distance, 80 far,
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OF THE UNITED STATES.
17
on the route, being 28 miles; the waters of the lake 501 feet
above tide level, requiring lockage accordingly. It is proposed
for this canal to be 30 feet wide, 4 feet deep, the locks 82 feet
long, and of stone. The engineer's estimate of cost is 590,982
dollars; and, in addition, about 74,000 dollars for the continua-
tion from Lake Winnepiseogee to Holderness, on the Upper
Merrimack.
The lake will form a summit level, with an abundance of wa-
ter to supply the canal on both sides.
A company, originally instituted in 1811, for this undertak-
ing, have had their charter renewed. Capital stock, 600,000
dollars.
NOTE.
A resurvey of this canal route has been made, under an officer
of the United States corps of engineers. It commences from a
station on the Cocheco, at Dover, passing by the valley thereof,
up to a summit table land between this and Willey's river, ele-
vated 54 feet above the starting point at Dover; and thence, af-
ter gaining a second summit, between Willey's river and Lake
Winnepiseogee, it passes to Alten bay, which is found to be,
by the line of route now surveyed, 294 miles distant from Do-
Ver; and, according to the same, the highest land between Wil-
ley's river and Lake Winnepiseogee is at the 28th mile, say 564
feet above the said starting point, or 572.35 above low water
mark, and this makes the level of Lake Winnepiseogee 517.21
feet above low tide water.
As stated above, it was intended to consider this great lake as
the summit of the canal, from whence to draw the supply of wa-
ter for the whole distance, after sufficiently deepening the level
of the canal ; but this, it appears, would in fact be cutting through
an extensive summit range of land, which, although clearly prac-
ticable, would prove costly in the extreme. And, it is in con-
sequence recommended, with a view to obviate a part of the deep
cutting in question, that a certain length of Willey's river, after
being raised by means of a dam and lock, and furnished with a
towing path, should be used as a canal. But it is also recom-
mended so to alter the original plan, as to abandon the use of the
Winnepiseogee water, and adopt the Merrymeeting pond, from
whence the river Willey originates, as a source of supply for the
canal navigation-a source which it is supposed cannot fail of
being ample, the calculation being that the works can be so con-
strueted as to ensure a supply at the rate of 260 cubic feet of wa-
ter per second during the driest season.
No portion of the Cocheco stream, nor any of its tributaries,
is contemplated as being applicable to the uses of this canal. All
C
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INTERNAL NAVIGATION
that valuable water-power is already taken up, and employed
most usefully in supplying the flourishing cotton factories at Dover.
A.-From Portland harbour, at the mouth of Presumscut
river in Casco bay, state of Maine, by canal, up the
valley, to Sebago lake, and thence up to Bear pond
in Waterford.
Distance, Miles, 50
No. 7.
OXFORD AND CUMBERLAND CANAL.
For this proposed canal, or canals, the legislature of Maine
passed an act of incorporation two years ago, but the work is
not yet commenced ; it is expected to be placed under contract
in the approaching season, (1827.) The route was surveyed,
and the expense of the work for the first 17 miles, viz. between
Portland harbour and Sebago lake, estimated at 138,000 dollars.
Towards promoting the enterprise, some considerable privile-
ges have been granted by the state in favour of the company.
Bear pond is 143 feet above tide level.
A.-From Bear pond, the point last above mentioned, by
canal, to a point of the Androscoggin river, at or near
Bethel.
Distance, Miles, 20
No. 8.
WATERFORD AND BETHEL CANAL.
This is projected as a continuation of the undertaking specifi-
ed in the foregoing article; by which a communication between
Portland harbour and the Androscoggin river is to be effected.
No regular survey, however, for this extension, has as yet taken
place.
A.-From the Kennebeck river at Gardner, by canal and
by way of the Cobbassee Contee river, the Winthrop,
the Wilson's, and great Androscoggin ponds, to a
point of the Androscoggin river opposite the town-
ship of Leeds.
Distance, Miles, 30
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OF THE UNITED STATES.
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No. 9.
KENNEBECK AND ANDROSCOGGIN, OR THE
COBBASSEE CONTEE CANAL.
The proposed connexion of the two rivers, has been the ob-
ject of a company in Maine, long since organized for the purpose;
but no advance in it hitherto is made, except the surveying of
the ground. One survey was made many years ago, and another
took place in the season last past, under an officer of the United
States corps of engineers, reported upon to the war department.
Between the levels of the two rivers, the Kennebeck at Gard-
ner or mouth of the Cobbassee Contee, and the Androscoggin
river at Leeds, there is an ascent of 260 feet, one half of which
occurs within the first 11 mile ; that is to say, between Gardner's
wharf, Kennebeck river, and the Iron works pond dam, at 7200
feet above the Cobbassee Contee; and this, it has been suggested,
might possibly be overcome by means of an inclined plane ; in
addition to which, it was thought, that by adopting a series of
lock and dam constructions, and the clearing away of such ob-
stacles in the Cobbassee Contee river and other natural channels
along the route, as should prove susceptible of being cleared
away, there might not be occasion for more than about 4 miles,
or 41 miles of excavation and regular canal works, to complete
the entire navigable communication for freight boats ; which
expectation appears to be more than confirmed, by the recent
survey alluded to above ; except, however, that it is recommend-
ed by the United States engineers, the Cobbassee Contee canal
should not extend eastward of the Iron works pond, but there
terminate and that from thence to Gardner, the improvements
should consist in an excellent, well-constructed road, as a rail
road.
In this proposed route of communication, the canal works are,
viz.
1. Between the great Androscoggin and Wilson's ponds, dis-
tant near 2 miles, and much costly deep cutting requisite, averag-
ing in 4 of a mile not less than 60 feet.
2. To overcome a fall of 70 feet in 6200 feet distance, on Wil-
son's creek, between Wilson's and south Winthrop ponds.
3. At Cram's mills on the Cobbassee Contee river, 10 miles
above the Iron works; a canal of 2000 feet, to overcome a fall
in that distance of 13 feet.
The descent of 134 feet, existing between the Iron works
pond and the Kennebeck river at Gardner, goes at present all to
form water power, which, during the dry season of the year,
and especially on the occurrence of any unusual drought, is need-
ed in toto, by the numerous manufacturing establishments already
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INTERNAL NAVIGATION
to be seen in prosperous activity along the Cobbasse Contee
stream.
The discharges of water from the several ponds, in August,
were as follows :-
Great Androscoggin,
-
-
101
Wilson's pond,
-
-
-
27
South Winthrop,
-
-
-
49
Cubic feet per second.
Cobbassee Contee, at Cram's mills, 93
A change in the line of route, with a view of obviating some
difficulty, has been recently suggested from a very intelligent
quarter, and merits to be thoroughly examined into. It proposes
entirely to avoid the Androscoggin pond, and to join the river
above the township of Leeds.
But, besides thus connecting the Kennebeck and Androscog-
gin rivers, the company's object has been, and continues to be,
to improve the navigation of the latter, above the point of con-
nexion, and by canal to strike across to the Connecticut, as spe-
cified in the article which here next follows :-No. 10.
NOTE.
A project which has at times appeared, though of considerable
importance, yet of doubtful execution, so as to embrace all the
advantages desired from it, is that of uniting, by means of a short
canal, the waters of Merrymeeting and Casco bays. It has been
styled, the "Brunswick canal," and an accurate survey of the
ground in reference to it is at present on foot.
There are two methods of effecting the union in question ;
namely, through a summit level, with the necessary locks, and
a feeder canal taking its supply of water from the Androscog-
gin river, above Brunswick falls; and by a direct communica-
tion or thorough cut canal, by way of the "New meadows."
But this latter route would not, as it appears, afford the essential
requisites of a navigation intercourse between places situate on
the waters of the two bays, free from sea exposure by the way.
On the other plan, a route has been proposed, extending in dis-
tance from bay to bay 51₈ miles, the feeder canal from above
Brunswick falls 2²₈ miles in length, to intersect the same at a
point 3f miles from Casco bay, and 13 miles from the Merry-
meeting. Descent from summit level, to medium high tide of
middle Casco bay, 38.61 feet, and from the same to low water
mark on the Androscoggin 44.38 feet.
M.-From the point last above indicated, on the Andro-
scoggin river at or near Leeds, up the course of the
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same, to the mouth of Dead river, above Shelburne,
New-Hampshire, and thence, by canal, across, by the
valleys of Dead river and upper Ammonosack, to
the Connecticut river at Northumberland. Distance
by canal, or by canal and stream improvements to-
gether,
Miles, 130
No. 10.
ANDROSCOGGIN AND CONNECTICUT CANAL.
A survey upon this article at large, was expected to be gone
into by the United States engineers, so as to form ground-
work for an immediate decision, upon the great contemplated
section of internal communication embraced by this and the pre-
ceding article: namely, from the Connecticut river at Northum-
berland, by the valley of the Ammonosack, to the Androscog-
gin, and down this latter to the point of junction with the Cob-
bassee Contee route, through which, to join the Kennebeck river
at Gardner; but the two extremes only of this line, have as yet
been surveyed; the long course of the Androscoggin itself, is
yet untouched, except so far as a very cursory examination goes;
from which, however, it would appear probable, that this river
does not admit of being improved in its bed, by means of locks
and dams, to obtain a good navigation; and consequently, the only
plan remaining to be considered of for uniting the two extremes,
is, that of an independent canal, lateral to the said river, and along
its valley; with a view to which, a regular survey is recom-
mended. It would be advisable also, to extend the survey of
the Androscoggin valley down to Brunswick falls; as the result
may have an influence on the projected canal route from thence
to Casco bay, designated above.
The route of connexion surveyed between the Androscoggin
river and the Connecticut at Northumberland, commences at the
Dead river pond, which may be considered as a natural reser-
voir, and is nearly on the summit of the line. In a distance of
7160 feet, it is 141 feet above the Androscoggin level; but as
this river rises precipitously, and at the head of a series of falls,
and violent rapids, where the elevation is 411 feet above the
Dead river pond level at low water, it is proposed a feeder shall
receive water.from the Androscoggin, to supply the canal sum-
mit. Length of this feeder 6100 feet.
The character of the country through which both feeder and
main canal are to pass, is rugged in the extreme. Soil-clay, and
granite rocks.
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INTERNAL NAVIGATION
At 51 miles from the Androscoggin, by the route surveyed,
the south end of the Ammonosack pond, the origin of the Am-
monosack river, is struck, the north end whereof is nearly 241
miles from the Connecticut, making for the whole distance, as
surveyed, 311 miles, length of the pond inclusive. The descent
to the Connecticut level, taken at a low state of the water, is
found to be 231.50 feet, and to the Androscoggin 154.32 feet,
making a lockage up and down, of 385.82 feet, in case this pond,
rather than the Dead river pond, be adopted for a summit level
to the eanal. The latter is 13.32 feet less elevated. It has been
suggested to raise this by a dam at its outlet, to a level with the
Ammonosack pond, and by a thorough cut to throw both into
one, thus causing the whole extent of these ponds, and the
thorough cut, to form a part of the canal, and be a summit reser-
voir.
The practicability of constructing this canal, and giving it a
command of an abundant supply of water, is questionable, but
if practicable, it is not a little desirable to have not only this and
the Cobbassee Contee project both realized, but the two united
by an intermediate navigable communication, by such means as
shall be found to avail ; if not by works of improvement in the
bed of the river, according to the ideas that have been entertain-
ed on the subject; then, by an independent canal along the val-
ley thereof. Besides the great importance of it to the immediate
local trade, particularly in lumber, it will make an addition to
the grand New-England chain spoken of, as may be seen on the
map. The internal trader and navigator may then stretch from
the Piscataqua in New-Hampshire, from Portland on Casco bay,
and from Bath on Merrymeeting bay, state of Maine, direct to
the St. Francis river, Lower Canada, equally as from Boston
harbour already noticed, by way of the Connecticut river.
NOTE.
The improvements thus far designated ; namely,-
The navigation of the Merrimack, the Connecticut, and
the Androscoggin rivers, or canals along their valleys.
A connexion by canal, between the Upper Merrimack
and the Connecticut rivers.
Connexion by canal, between the Connecticut and Lake
Champlain, via Lake Memphramagog.
Connexion by canal, between the Merrimack and tide
water of the Piscataqua.
Connexion by canal, between the Androsooggin river and
Portland harbour.
Connexion by canal, between the Androscoggin and Ken-
nebeck rivers.
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These, together with,-
The canal connexion between Lake Champlain and the
River St. Lawrence, as designated at article No. 27,
being once accomplished, there will be laid open a number of
direct communications between the waters of Lake Ontario and
the Atlantic shores, across the states of Maine and New-Hamp-
shire.
This is the object taken into view by the surveys made and
making by certain detachments from the corps of United States
engineers, of the Androscoggin, Kennebeck, and Upper Connec-
ticut rivers, and the canal routes appertaining.
M.-From Augusta, on the Kennebeck river, up the
course of the stream, and, taking the western, other-
wise named the Dead river branch, up to the High-
lands between Maine and Lower Canada; there to
form a junction by canal with the waters of the Chau-
diere river of Lower Canada, which discharges into
the St. Lawrence, above Quebec. Distance, by
stream improvements and canal navigation together,
Miles, 200
No. 11.
KENNEBECK RIVER CANALS.
Application was some time since made by the state of Maine
to the general government, for surveys to be made of the Ken-
nebeck river : the which, as well as other surveys already no-
ticed in the articles preceding, has in part been accomplished.
The dangerous pass of Lovejoy's narrows, in tide water, be-
tween the mouth of the river and the town of Gardner, has, in
the first place, had the engineer's attention. A plan of works
for removing the danger is reported, and an appropriation is, by
congress, made for its execution. Between Lovejoy's narrows
and the town of Gardner are situated two shoals, stretching
across, called the Sands," over one of which there is not found
a depth of more than 6 to 7 feet of water in the channel at low
tide, which calls for improvement, if to be accomplished within
any reasonable bounds of expense. At Shepherd's landing, too,
Hallowell, the channel is narrow, and requires to be widened.
But between Hallowell and the bridge at Augusta, there is a
more urgent call for improvement, the river being at places so
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24
INTERNAL NAVIGATION
shoal, as absolutely to restrict the present navigation to time of
high water, or to a short space of time during each successive tide.
Above the bridge at Augusta, where sloop navigation has terminat-
ed, and the tide ceases to act, up to Taconic bay, or the bridge at
Waterville, is a distance of 184 miles of boatable navigation, but
requiring to be facilitated by the removal of a number of existing
obstacles along the channel. The Taconic fall and rapids im-
mediately above, are not to be effectually overcome but by a
continuous canal, extending from the vicinity above Kendall's mills
to Taconic bay, below Waterville, a distance of 41 miles, with a
difference of 55 feet from surface to surface of the water for lockage
in that distance. This important improvement once effected,
and the river channel improved at several rapids, above Ken-
dall's mills, as can readily be done by enlarging the gaps in the
ledges of rocks, there will be laid open a fine continued boat
navigation, from Taconic bay up to Scowhegan eddy, which is
a fine deep basin of water, below the falls of that name, and 80
miles from the mouth of the river. The Falls of Scowhegan are
very formidable; they have been surveyed, however, and at
this point of the Kennebeck the surveys of the United States en-
gineers have ceased for the present. It appears that the descent
from' still water above the rapids, to still water of the eddy be-
low, is 26.05 feet, and would include, for a canal, an extensive
deep-cutting. The river in this distance is confined to a narrow
channel, its banks mural precipices, and current extremely
rapid.
In Taconic bay the water level is 36 feet above high tide at
Augusta bridge. Distance from Scowhegan falls up to Nor-
ridgewock 5 miles.
It is desirable that surveys on the upper parts of the Kenne-
beck should be made, to ascertain, with regard to the practicability
and the expediency of such improvements thereon, by canal or
other works, as may be likely to confer, amongst the advantages
contemplated, the special one of leading to, and establishing, a
connexion with the River St. Lawrence, by way of the Chau-
diere, or Kettle river, as above suggested that is to say, always
with a proviso, that the Canadian government should see proper
concurrently to promote the object. Its accomplishment would
form a short and direct water communication between Quebec
and the Atlantic, through the central parts of the state of Maine.
From Augusta, on the main Kennebeck, up to the confluence
of the east and west branches, is about 100 miles ; and thence,
by the windings of the west branch, or Dead river, to the source
thereof, at the summit, in common with the sources of the Chau-
diere, the distance is about another 100 miles, or the same as
by the east branch, through Moose Head lake.
It was by this route, then emphatically a wilderness, that the
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noted General Arnold, at the commencement of the revolution
war, penetrated to Quebec. At that very period, too, there pre-
vailed in England a strong opinion, that but for the death of
General Montgomery, the great American enterprise would have
been carried. For the solidity of which opinion, the writer (who
was a witness) presumes not to vouch, but may say, in favour of
events as they are, that in all probability it is a happiness to the
world, and especially this western world, the bold attempt failed
of being crowned with full success. No one will presume to
affirm, what state of things, different from the present happy one,
would have taken place, had the key of the St. Lawrence been
lost to the British empire.
NOTE.
However the event may be, as to the internal communication
by water with Lower Canada, as suggested in this article, there
is little or no doubt at all as to the maintaining of a good road
of communication between the settlements of the Kennebeck and
the Chaudiere, being regarded as an object of interest on both
sides. It will enlarge the scale of intercourse, to mutual bene-
fit, and especially during the season of winter. The legislature
of Maine have just voted a sum of 5000 dollars towards the ob-
ject, and congress have now before them the measure of construct-
ing a military road as far as the boundary line of the state.
A.-From the Penobscot river, at Bangor, at the mouth
of the Kenduskeag, or near the same, by canal, up
the valley, to Pushaw Great pond, or lake.
Distance, Miles, 6
No. 12.
THE PUSHAW CANAL.
This intended canal is somewhat detached in situation, from
the general great continuous line of improvements herein under-
taken to be described. It comes, however, into relation with
the largest river of the state of Maine and its navigation, and is
esteemed of much local importance. Its object is lumber; with
which the country around the Pushaw lake is abundantly stocked.
The legislature of Massachusetts formerly passed an act of in-
corporation in favour of the project ; but the work was delayed,
D
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INTERNAL NAVIGATION
and a new charter has now been granted by the legislature of
Maine.
N.-From Hartford, on Connecticut river, down the
stream, by a sloop and ship navigation, to the sea, at
Saybrook, Long Island sound; whence, along the
sound, and up to New-Haven, at the head of New-
Haven bay.
Distance, Miles, 85
A.-From the city and port of New-Haven, by canal,
through the state of Connecticut, to the north line
thereof, at Southwick, in Massachusetts; passing
through the town of Farmington; and also from
Farmington, up the Farmington river course, to the
north line of the town of Colebrook, it being the
state line; passing through the town of New-Hartford,
Connecticut. Distance, from New-Haven to South-
wick 50, from Farmington village to the Colebrook
line 25 : together,
Miles, 75
No. 13.
THE FARMINGTON CANAL.
For this canal, an act of incorporation was granted by the
state of Connecticut, in 1822, authorizing subscriptions to a ca-
pital at the discretion of the company ; and it being understood
that the state of Massachusetts would extend the line of the ca-
nal into that commonwealth, to a convenient point of the Con-
necticut river. The work will now go into execution with a
prospect of being completed at an early period, being highly
favourably reported upon as to facility of construction, and a
plentiful supply of water, with a choice in the line of route :
which, from Farmington to New-Haven, will probably be along
the Southington and Cheshire valleys. In the distance from
Southwick to New-Haven, about fifty miles, there will be re-
quired a ten foot lock for every three miles of canal, or nearly so.
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NOTE.
These works are in progress. The excavation of the Farm-
ington canal commenced in September 1825, and it is supposed
the whole canal will be finished in 1827, or 1828. The engi-
neer's estimate of cost, for the line between New-Haven and
Southwick ponds, is 420,000 dollars; but the work is partly un-
der contract, at twenty per cent. less than the estimate. Dis-
tance, according to survey, 58 miles ; lockage, 218 feet. Over
the Farmington river, there will be thrown an aqueduct of 280
feet, and in height 34 feet above the river surface. It is pro-
posed, as to the branch canal up the Farmington, to carry it, for
the present, only to New-Hartford, a distance of 15 miles ; the
estimate for which is 101, 773 dollars. Width of canal to be 36
feet ; depth of water, four feet; width at the bottom 20 feet :
its commencement at New-Haven harbour, from a basin of 20 acres
capacity. The construction of the dam across the Farmington
river, at the head of the feeder, to be of stone laid in hydraulic
mortar, and 11 feet high. The locks 80 feet long in the clear,
and 12 feet wide : their construction, a wooden frame, planked
water-tight, and supported by walls of dry masonry.
A.-From the ponds at Southwick above mentioned, by
canal, northward, across the river Westfield, to a con-
venient point of junction with the Connecticut river,
above Northampton.
Distance, Miles, 20
No. 14.
WESTFIELD AND NORTHAMPTON CANAL.
This, as above stated, is a proposed continuation, within the
state of Massachusetts, of the Farmington canal.
NOTE.
The Westfield and Northampton, otherwise called the Hamp-
shire and Hampden canal, is to be, as already stated, a prolonga-
tion, within the state of Massachusetts, of the Farmington ca-
nal. There has been a very recent survey ; and the estimated
expense of the work, from Southwick to its junction with the
Connecticut river, at the Great Bend, about two miles above the
village of Northampton, making large allowances, is 290,000
dollars ; to which amount of stock, books for subscription are
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INTERNAL NAVIGATION
in consequence opened, at the different places most interested in
the work. The width of the canal to be at bottom 20 feet, at
the surface of the water 34 feet ; the banks to be 6 feet high ;
locks, 12 feet in the clear, and 90 feet long. Distance measured
at the survey, 29 miles ; lockage, 298 feet.
The company associated for the work here specified, and the
Farmington canal company, purpose applying to their respect-
ive legislatures, for an act of joint incorporation ; so as to con-
stitute the whole, in fact, but one canal. And it is to be noted,
that the present view is, to extend this important canal upwards
to the south line of Vermont state, near to Brattleborough, and
thence into that state, along the banks of Connecticut river, as
far as the mouth of Wells' river at least. The local facilities for
this continuation are said to be not inferior to those afforded for
what is already undertaken ; and it is made clearly to appear,
from facts known and stated, that to and from the port of New-
Haven, along this canal, to whatever distance it may be carried,
the trade will be very great and lucrative. The copious streams
in the route, to be taken into service, will besides give oppor-
tunities of tapping this canal, along many miles of its length, al-
most at pleasure ; so as to afford water power for machinery and
manufacturing purposes, to an indefinite extent; perhaps, too, in
a few instances, for irrigation.
A.-From a point on the Connecticut river, at or near
Windsor, by canal, across the state of Vermont, and
touching perhaps near the head waters of Otter river,
or by Castleton and Fairhaven, and the Pulteney river,
to Lake Champlain, at Whitehall ; or otherwise, from
a point of the Connecticut, at or near the mouth of
White river, below Norwich, to a point of Lake
Champlain, at or near Burlington.
Distance, Miles, 100
No. 15.
CONNECTICUT AND CHAMPLAIN CANAL.
OR MONTPELIER CANAL.
At a meeting of delegates from the counties of Chittenden,
Washington, Orange, and Caledonia, in Vermont, convened at
Montpelier, in June last, (1825,) commissioners were appoint-
ed to ascertain as to the practicability of this connexion; and
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they have made a report, which states, as the result of their
examinations-viz.
That the canal may commence at the shore of Lake Cham-
plain, and pass up Onion river valley, through Williston and
Richmond, to Bolton falls. Distance, 21 miles ; rise, at the
point of outset, in Burlington village, 220 feet.
From Bolton falls to Montpelier, is 16 miles ; ascent, 174
feet.
From Montpelier, through Plainfield and Marshfield, to
Onion pond, 21 miles; ascent, 877 feet.
From Onion pond to Connecticut river, at the mouth of
Wells river. Distance, 19 miles; descent, 918 feet.
Or, from Montpelier, through Barre and Williamstown, to
Cutter's pond summit ; ascent, 363 feet. Thence to the Con-
necticut, at the mouth of White river; descent, 486 feet.
Or, from Montpelier, up the valley of Dog river, through
Berlin and Northfield, to a summit in Roxbury : distance, 16
miles ; ascent, 484 feet. Thence to the Connecticut, at the
mouth of White river ; descent, 590 feet.
In consequence of which reconnoissance and report, measures
are taken, by the legislature, for an accurate and complete
survey.
In regard to the southern route specified in the text above,
there is proposed to be constructed along a portion thereof, a
canal, as designated in the article which here follows :-No. 16.
NOTE.
A survey of this important communication has been made,
under an officer of the United States corps of engineers, the
route to have its termination on the Connecticut, at the mouth
of White river.
The lowest place at which the highlands, between the Cham-
plain and the Connecticut waters, in this direction, can be pass-
ed, is in that dividing ridge called the Hog's back, and through
Cutter's pond ; assuming which pond as a summit, the survey
makes the distance thence, through Montpelier, the capital of
Vermont, and through Onion river valley, to a debouche on the
lake, in good water, near Burlington, 597 miles, 200 feet ; the
level of the lake 818.58 feet below Cutter's pond ; and the dis-
tance to the Connecticut river 433 miles, 380 feet; difference of
levels 579.34 feet. Total length of canal 1034 miles, 580 feet.
Total rise and fall 1397.92 feet.
But for the supply of this canal with water, it unfortunately
happens that the examinations made, have ascertained the re-
sources of the country as not being adequate. All that could be
calculated on, even on the supposition of an expensive tunnel
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INTERNAL NAVIGATION
summit, made to accommodate the reception of a part of this sup-
ply, appears to be as follows :-
Discharge from Clarke and Cold ponds,
9.20
Pierce's pond,
-
- 1.55
Second branch, -
- 1.78
}
Cubic feet
per second.
Stephen's branch,
- 10.00
Total supply for a tunnel summit of 4 miles, 22.53 cubie feet
per second.
To secure, if possible, the execution of a work calculated to
form so strong a feature in the general assemblage of improve-
ments of the kind begun and contemplated, the engineer recom-
mends that the summit of this route be passed by a rail road.
A.-From Rutland, on the Otter, by canal, westward,
across the valley of Pulteney river, and through Cas-
tleton, or Pulteney, to Whitehall on Lake Champlain,
head of the New-York canals. Distance, Miles, 25
No. 16.
RUTLAND AND WHITEHALL CANAL.
A charter has been granted by the legislature of Vermont, for
the construction of this proposed canal, and concurred in by that
of New-York. It being planned to form a junction with the
New-York northern canal, the project lays claim to objects not a
little interesting to both states.
As the stream of Otter river passes at some distance from the
town of Rutland, it is proposed, in order to accommodate the
trade of the place, to obtain a nearer position for the forming of
a basin, and this, on the present occasion, presents itself in a
natural enclosure, requiring but little to be done for an adjustment
of it to the purpose; some embankment on one of its sides, by
means of earth taken from the bottom, is the chief operation need-
ed. It embraces an area of 10,000 square yards, and may con-
veniently be fed with water from East creek, within the distance
of 1 a mile. From this proposed basin, to the east bank of Pulte-
ney river, which forms the boundary between Vermont and New-
York states, the distance by the line of route surveyed, is 1st
miles; the difference of levels or descent, 184 feet; and from
thence to the New-York and Champlain canal, in a distance of
71 miles, the descent is 220.98 feet; making together, for length
of canal, 251 miles, and for lockage thereof required 404.58
feet.
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In regard to a supply of water, the streams along the route
were gauged, and the following results obtained ;-
East creek, -
-
32.65
Otter creek, near the
crossing place,
264.00
Cubic feet per second.
West creek,
-
16.90
Bombazine creek,
26.22
M.-From the mouth of Otter river, at Ferrisburg, on
Lake Champlain, up the stream, and (at points
of improvement) by canal, to the head water of the
Otter, in Bromley township. Distance through a
mixed navigation,
Miles, 100
No. 17.
OTTER RIVER CANALS.
For this projected work, an act of incorporation has been ap-
plied for to the Vermont legislature. The Otter river, or creek
so called, furnishes, in general, excellent navigation between
the falls, which are at Vergennes, Middlebury, Pittsford, and
Rutland.
A.-From the head of Otter river in Bromley township,
as inserted in the last article, by canal in continuation,
to the upper water, and along the valley of the Bat-
tenkill to the New-York line, and thence to the Hud-
son river, or the Champlain canal, in Washington
county, New-York, opposite Saratoga. Distance, 40
miles-deduct so much of it, lying within New-York
state, as noticed at No. 34 of the New-York series,
20 miles,
Miles, 20
No. 18.
THE OTTER AND BATTENKILL CANAL.
This is a continuation of the above line, and is referred to in
the New-York series of canals.
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INTERNAL NAVIGATION
A.-From Chelmsford, Massachusetts, on the river Mer-
rimack, above Pawtucket falls, by canal, to Boston
harbour.
Distance, Miles, 293
No. 19.
THE MIDDLESEX CANAL.
A charter of incorporation for this undertaking was obtained
from the Massachusetts legislature in 1789, but little was done
in it by the company, till the year 1793 when Mr. Weston, an
experienced engineer from England, was invited to run levels,
and survey the ground. He did so ; and confirmed, by his report,
the favourable opinions already entertained. From that time, the
work was carried on with an industry commensurate with its
importance, through many striking difficulties attendant on its
execution at the early period in question; and, in 1804, though
not then fully complete, it was laid open for public use. Various
additions were afterwards made, and there have necessarily been,
from year to year, many repairs and renovations, besides a num-
ber of incidental constructions, as buildings, wharves, &c. to ac-
commodate the trade; and purchases of some lands: the cost of
all which, together, amounts to about 700,000 dollars. This ca-
nal is generally 30 feet wide at the water surface, and 20 feet at
the bottom; depth of water 3 feet; height of the banks 4 feet.
From the summit level at Concord river, there is a current down
the canal of about a half mile per hour, in consequence of a de-
scent or fall of 1 inch per mile. The boats of transportation,
which carry 14 tons, are drawn by single horses, at the rate of
3 miles per hour; and the expense of transporting a ton, the
whole length of the canal, is 3 dollars and 50 cents, whereof 1
dollar and 70 cents is toll, and 1 dollar and 80 cents freight.
Packet boats pass the whole length downwards in 5 hours; up-
wards in 7 hours. The grant to the Middlesex Canal Company,
is a perpetuity.
NOTE.
This canal falls short of the distance specified as above. The
Concord, or Sudbury river, which affords a full supply of water
in both directions, crosses the line of it at the summit level ; and
from thence, by the most recent and accurate measurement, it is
22 miles to Charlestown, and 5 miles to the point of junction with
the Merrimack river; together 27. From tide-water, at Charles-
town, to the summit, the ascent is 104 feet, and thence to the
Merrimack, the descent 32 feet; which is overcome by 20 locks
of various lifts ; and these are 75 feet long in the clear, 10 feet
wide at the bottom, and 11 feet at the top. The number of aque-
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ducts, over rivers and streams, are 7; and there are 50 bridges
across the canal, having stone abutments, 20 feet apart. As to
aggregate cost, it stands at 528,000 dollars that is to say, this
is the amount of assessments on the proprietors ; what has been,
over and above, expended, was derived from income, appropriat-
ed at different times to the object.
During the last war, the timber used in repairing the Consti-
tution frigate, and since then, the timber for building the Inde-
pendence 74, (live oak excepted), was all brought down this ca-
nal to Boston ; and through the same channel, most of the masts,
spars, &c. used there, in repairing and fitting out vessels of war,
have been supplied. Without the Middlesex canal, this part of
the country could not have furnished these articles for the occa-
sion ; but now, there is no part of the United States, where the
best white oak timber, for naval purposes, can be so easily, and
so abundantly supplied, as from the central parts of New-Hamp-
shire, through the Merrimack river and Middlesex canal. The
resources of this quarter, in white oak timber, pine spars, and
lumber of various kinds, are inexhaustible for ages to come, or
will undoubtedly be rendered so, when the Winnepiseogee coun-
try, and the Connecticut river upper valley, come both to be
united, by means of canals, with the Merrimack, as is soon to
be the case.
Notwithstanding all this, however, and much more that might
be said, touching the immense importance of the Middlesex ca-
nal, the time has not yet arrived, for the enterprising projectors
and proprietors to receive any renumeration, in profit arising
from the tolls thereof, or even to have the interest of their ex-
penditure made thereby good to them. This is apparent, from
the average annual income of the 3 years last past, not having
amounted to quite 30,000 dollars. For 1825, it was only 27,930
dollars. Whereas the calculation is, that about 40,000 dollars in-
come is requisite to yield a dividend of 6 per cent., after paying
the expenses of management, and ordinary or average annual re-
pairs. It is true, the corporation is possessed of mills erected at
Charlestown, and others at Billerica, on Concord river, as also
other real estate of value ; which may contribute to render the
concern lucrative.
Moreover, the proprietors are the principal owners of the ca-
nals round the several falls of Merrimack river; which at the
present time is a far more productive property, in proportion to
the capital invested, than the Middlesex; the tolls from these
canals yielding a large interest upon the cost of them.
Between Concord, New-Hampshire, and the entrance of the
Middlesex canal at Chelmsford, the improvements in question,
on the river Merrimack, long since effected, are as follows :
At Bow, 4 miles below Concord, a fall of 25 feet in & of a
E
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INTERNAL NAVIGATION
mile; overcome by a durable canal with 4 locks, and a dam
across the river, at the expense of 19,000 dollars.
Seven miles below this, are the Hooksett falls of 16 feet, run-
ning 50 rods; overcome by a canal with 3 locks. Expense
13,000 dollars.
Eight miles farther down, are the Amoskeag falls; overcome
by a canal 1 mile in length, with 9 locks, and several extensive
dams, at an expense of about 60,000 dollars.
Immediately below, commences the " Union Canal," extend-
ing 9 miles, and comprehending 6 sets of rapids or falls. These
works have cost about 35,000 dollars; and for this distance of 9
miles, a toll is authorized at the rate of 71 cents per ton, per mile.
Finally, Wicassee falls, 4 miles above the entrance of the Mid-
dlesex canal. These have been locked, at an expense, including
some incidentals, of about 12,000 dollars.
But, what is here perhaps most in point, is the very great ac-
cession of prosperity, which the Middlesex canal cannot. fail to
experience, when the great line of New-England connected navi-
gation, at present under contemplation, as herein described, and
every day advancing at different points, shall in a measure be
realized.
A.-From Boston harbour, southward, across a part of
Massachusetts, to communicate with Rhode Island,
by way of Taunton river and the Narraganset. This
is the route suggested for a canal in the well known
report of Mr. Secretary Gallatin, in 1808; and is at
the head of a then proposed series of Atlantic canals,
adapted to the passage of sea coasting vessels, as at
that time under consideration. Distance from Wey-
mouth landing to Taunton, on Taunton river,
Miles, 26
No. 20.
BOSTON AND NARRAGANSET CANAL.
This desirable project was ascertained to be practicable, by an
examination made previous to the report mentioned, by order of
the Massachusetts legislature and the ground was again viewed
by commissioners of the state, conjointly with a board of United
States engineers for internal improvement; which board report-
ed favourably to the war department, under date 3d February
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OF THE UNITED STATES.
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1825. Summit level at Howard's meadow, 133 feet above tide ;
which by digging 1 mile of distance, may be reduced to 123
feet. Lockage required, consequently, 246. Width of canal sug-
gested, 60 feet ; depth, 8 feet ; supposed cost, 1,250,000 dollars.
NOTE.
The project of constructing a rail road between Boston and
Providence Rhode Island, is at present on foot. As a prelimi-
nary on the part of Massachusetts, various courses of the route
have been run by their engineer, and levels of the country taken:
and plans and estimates are preparing for a proper selection to
be made. Forasmuch as the jurisdiction of Rhode Island is con-
cerned, the legislature of that state will, it is understood, pass 1
law, concurrently with Massachusetts, to promote the object ;
and if it be to be the undertaking of a corporation under charter,
the company to have equal privileges in both states.
JULY, 1829.
The route proposed for this rail road, leaving Boston, passes
through the towns of Roxbury, Dedham, Walpole, Foxboro', and
across Sekonk plane and cove, to the India bridge, in Providence.
Length, 43 miles; ascent, 3811 feet ; descent, 378 feet. Dif-
ference of level, consequently, between Boston and Providence,
34 feet. General course, S.S.W.
A.-From Barnstable bay, at the mouth of Scusset river,
across the isthmus of Cape Cod, westward, by canal,
to the mouth of Back river, on Buzzard's bay ; or
otherwise, from Barnstable harbour, across, south-
wardly, to Hyannis harbour.
Distance, Miles, 7
No. 21.
CAPE COD CANAL.
A canal across this isthmus has long been a subject of specula-
tion, and some years ago a company was organized for the ob-
ject, in a canal that should be adapted to vessels drawing 10 feet
of water ; but hitherto obstacles of a formidable character have
frustrated its execution. They consist materially in shoals, which
obstruct a safe approach from sea, on one side or the other. In
addition, the ground through which a canal would have to pass,
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INTERNAL NAVIGATION
is found to be porous and springy. Science and experience, it is
possible, might overcome this latter obstacle, in case a good ap-
proachable harbour for vessels of the requisite draft of water
could be found. The most advantageous passage for a canal,
would be that between Barnstable and Buzzard's bays ; and a
survey was made in 1825, by engineers of the United States corps,
from the mouth of Scusset to that of Back river ; but it would
appear, from the report, that a sufficient depth of water is not
found over the bar, on either side, for coasting vessels.
An appropriation has been made by Congress, for the improve-
ment of Hyannis harbour.
A.-From Boston harbour, by canal, across Massachu-
setts, to strike upon Connecticut river; suppose at or
near Northampton or Springfield. Distance, Miles, 90
No. 22.
BOSTON AND CONNECTICUT, OR CHICKAPEE
CANAL.
This is also a work proposed, and especially the object of a
resolution of the Massachusetts legislature, at their last session,
authorizing the appointment of commissioners, to ascertain as
to the practicability of making a canal from Boston harbour to
Connecticut river, and to cause such surveys as they may deem
necessary, to determine on the most convenient and advantageous
route for the same."
An act of incorporation for a similar undertaking, was passed
in the year 1792, in favour of the late general Henry Knox and
associates ; but, in those days, capital was wanting, and the pe-
riod limited by the charter was suffered to expire, without the
work having been commenced.
NOTE.
Since the above article was written, surveys of the ground
have been made ; and the engineer, appointed by the governor
of Massachusetts to co-operate with the commissioners, having
been engaged in this service during the summer and autumn, has
just made an elaborate report, (9th Jan. 1826.)
By which it appears, that, as it is desired that this, and the
canal in continuation, from Connecticut river to the Hudson,
shall come into close connexion with the Erie and Champlain
canals of New-York and it having been ascertained, by recon-
noissances, made by the Massachusetts commissioners, that the
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best route from the Connecticut to the Hudson, is up the valley
of the Deerfield river, and down that of the Hoosack, it is in
consequence requisite to take a more northerly course for this
canal between Boston and the Connecticut, than the route by the
Chickapee to Springfield. It may furthermore be requisite to
take such northerly route, on account of certain water privileges
already granted to the Blackstone canal company ; as Worcester
long pond, the Blackstone and all its tributary streams, which
perhaps may be essential to the success of that undertaking. For
these reasons, it has seemed expedient and proper to abandon
the southern route; and a complete survey has been made of
one, to terminate at the mouth of Miller's river on the Connec-
ticut, and whereof Mud pond, in Ashburnham, forms the sum-
mit level, at 1066 feet above low water mark in Boston harbour,
and 893 feet above the Connecticut, at the mouth of Miller's
river.
From this summit, the route westward passes Pierce's mill-
pond, Whitney's mill at the village in Winchendon, Hyde's
bridge, Dennis' pond at New Boston village, in Winchendon,
and thence, along by the course of Miller's river, to its mouth,
below Durkee's mill-dam.
From the summit of Mud pond, eastward, the route is by the
valley of the Brook stream to Gross's mill-dam, to Whitman
and Farwell's mills, and along the left bank of the Nashua river
to the road in Fitchburg; thence by the valley of Pearlhill brook
and Wilder's ridge, and the ponds of Lunenburg, across to the
Nashua again at Staple's mills; thence through Shirley, Groton,
Littleton, Boxborough, and across Fort pond brook, to Eliza-
beth river at Sherman's mill-pond; thence to Concord river,
above Lee's bridge, and over the high land which divides the
waters of the Concord and the Charles, down to Waltham plain,
at a point near the Schoolhouse: from thence to an eligible point
of the harbour, hereafter to be selected. It is suggested, that the
point of termination may be in a capacious basin, east of Wash-
ington street, where an easy communication can be had be-
tween sea vessels and canal boats, merely by forming an enclo-
sure with lock-gates, for the admission of ships and other vessels
to the surface of the water of the basin. The plan will probably
be subservient also to the supplying the town of Boston with
fresh water.
Distance, by the line of this survey.
Western section, from summit,
-
-
-
-
38
Eastern
do.
do.
-
-
-
-
-
62
Miles, 100
Fall, eastward and westward, 1959 feet.
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INTERNAL NAVIGATION
The canal is to be 40 to 43 feet wide at the water surface, 28
feet at the bottom, 5 feet deep; and it is proposed that the locks
shall correspond, in dimensions, to those of the Erie canal of
New-York; say 90 feet long, by about 14 feet in width.
As to a supply of water, there is, considering the elevation of
the summit, the means of an uncommon abundance at hand: in-
dependent of a number of great ponds, which may, any or all
of them, be converted into reservoirs, and turned into the canal,
as occasion is found to require, at very little expense, the sources
of supply, found in the line of route, are not inconsiderable. The
reservoir ponds alluded to, are in Ashburnham, Gardner, and
Westminster, as follows :-
Upper Naukeag pond, 286 acres, 20 feet deep
giving,
249,163,200
Lower Naukeag pond, 208 acres, 10 feet deep,
90,604,800
East pond,
66 acres, 10 feet deep,
28,749,600
Wattatic pond,
27 acres, 10 feet deep,
11,761,200
Gardner pond,
139 acres, 20 feet deep,
121,196,800
Westminster pond,
152 acres, 20 feet deep,
132,422,400
878 acres.
Cubic feet,
633,898,000
So that there cannot be a doubt of an abundant supply of war
ter forthcoming for the contemplated canal over the Mud pond
level, answerable to the most extensive trade, at all seasons of
the year, save the season of ice. Even the reservoirs alone,
should it be necessary to resort to them, cannot but be sufficient,
without using the natural streams passed on the line, in case such
a thing is desirable.
The engineer's estimate of expense is, for the present, merely
a rough one, because it is thought needful, at the next season,
to re-examine parts of the route, in order to ascertain the means
of avoiding certain difficult places, if possible, and how to over-
come some other difficulties that are not to be avoided ; also, it
is proposed to make some lateral surveys, which time did not
admit of at the past season ; in consequence whereof, it may be
presumed there may be deviations, more or less, from the gene-
ral line marked out, that may affect materially the details of cal-
culation. The estimate given in, applies to what is already known
as feasible at least, and stands thus :-
For lands, water rights, &c.
-
-
-
$
20,000
For lockage, 1959 feet, at 800 per foot,
-
1,567,200
Amount carried forward,
$
1,587,200
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Amount brought forward, $ 1,587,200
For trunk of canal, including culverts, bridges, de-
fence walls, &c., 100 miles, at 8000 per
mile,
800,000
For aqueducts, deep cutting, &c.
-
-
-
300,000
For reservoirs,
-
-
-
-
-
-
20,000
For superintendence, and eontingencies,
-
292,800
3,000,000
A.-From Northampton, or Springfield, on Connecticut
river, by canal, continuing across Massachusetts to
the New-York line, and thence into New-York state
to the Hudson river, at or near the town of Hudson.
Distance, Miles, 60
No. 23.
CONNECTICUT AND HUDSON CANAL.
This may be regarded as a continuation of the project last
above inserted; but its full execution is necessarily dependent
on the concurrence of the state of New-York.
NOTE.
This, as already observed, is to be as a prolongation of the
line, from the point where the canal of the preceding article ter-
minates, on the Connecticut; so as to form one direct line from
Boston harbour to the Hudson, and there to come into immedi-
ate connexion with the Erie canal of New-York.
Time did not allow of a minute survey of this canal route, or
this section of the whole line being gone into by the engineer,
during the past season ; but the Massachusetts commissioners,
in virtue of their preliminary examinations, have ascertained the
fact of the practicability of constructing an eligible canal along
the Deerfield and Hoosack river valleys.
The narrows and falls in the Connecticut, below Miller's
river, it is proposed to pass by means of a dam, and a short ca-
nal along the left bank of the Connecticut, and across the bend,
so as to debouche opposite to the mouth of the Deerfield. From
that point, the route is up the Deerfield valley, to a summit-le-
vel, lying between the western branch thereof and the north
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40
INTERNAL NAVIGATION
branch of the Hoosack river, in Reedsborough ; or, to a tunnel,
as a summit-level, extending between the Deerfield great bend,
and the Hoosack in Adams, through the base of Hoosack moun-
tain ; a length of 4 miles : which tunnel, if adopted, to be 20
feet wide, and 131 feet high.
After passing the Hoosack mountain, no formidable difficulty
is discovered to exist, in the way to the Hudson. The route is
down the valley of the Hoosack, as far as the falls in Pownal,
and thence, either to continue down, on the right of the river,
and strike for the Lake Champlain canal at Stillwater, 1 mile
north of the mouth of Hoosack, and 16 miles distant from the
Erie canal or else, to take the left bank of the river Hoosack,
from Pownal, to a point south of the Four Corners, and thence
strike direct for the city of Troy, on the Hudson.
The following is given in by the engineer, as an "approxi-
mation" to an estimate of expense; to serve in some measure
for a guide, until a full and minute survey of this canal route
shall take place; which, it is understood, will be in the season
that is coming.
Length of canal, 78 miles, at $10,000 per mile, $ 780,000
Hoosack mountain tunnel, 4 miles in length, at
$ 230,208 per mile,
-
-
-
-
920,832
Lockage east of Hoosack mountain, 611334 feet,
at $ 1,000 per foot,
-
-
-
-
611,340
Lockage west of Hoosack mountain, 711 feet,
at 1000 per foot,
-
-
-
-
711,000
$3,023,172
NOTE.
In the place of canals, it has lately been suggested, that a rail
road should be constructed from Boston harbour to the Connec-
ticut river, and thence, by continuation, to the Hudson; and
plans for this project have been offered. It is thought at present,
that along this line of the country, the rail road mode of improve-
ment, besides being less costly than a canal one, may be produc-
tive of superior general advantages.
For a single track road, between Boston and the Connecticut,
with sidelings at proper intervals, to allow teams to pass one an-
other, and taking the distance at 100 miles, the estimate is as
here follows :-
Purchase of land and of water rights,
-
-
$ 20,000
Levelling road, and fixing foundation stone, at 4000
per mile,
-
-
-
-
-
-
400,000
Amount carried forward, $420,000
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Amount brought forward, $420,000
Cost of rolled iron bars, with expense of importation,
exclusive of duty, at 2879 per mile,
-
287,900
Duty on rolled iron bars, in case it be not remitted,
141,000
Iron chains for securing bars,
-
-
-
73,900
Laying the rails,
-
-
-
-
-
-
34,000
Additional expense of the steep declivities, 9600 feet,
at $6 per foot,
-
-
-
-
-
-
57,600
Wagons and carriages,
-
-
-
-
-
20,000
Superintendence and contingencies,
-
-
-
165,600
Total, $1,200,000
Or, 'at the average rate of $ 12,000 per mile; which is thought
to comprise large allowances in the principal items.
The routes suggested, are these; viz.
From Boston, by Waltham, Sudbury, Westboro', Worces-
ter, Spencer, Brookfield, Palmer, Springfield, Westfield,
to a point near the Hampshire and Hampden canal. Dis-
tance,
-
-
-
-
-
-
-
Miles, 108
Branching therefrom at Sudbury, and proceeding through
Lancaster and Westminster to Miller's river at Winchen-
don; thence to the Connecticut above Miller's falls, and,
by another branch, to Deerfield and Greenfield,
-
84
A branch from Palmer, proceeding through Granby and
South Hadley, above the falls, to Northampton,
-
16
Whole distance of main road and branches, from Boston to
the Connecticut river and vicinity,
-
-
Miles, 208
From either of which proposed points of termination, it may be
eligible to extend the line into Berkshire county, and thence to
the Hudson river ; as, suppose from Westfield, through the val-
ley of Westfield river to Stockbridge, and to Albany; or other-
wise, from Northampton, through Goshen, Cummington, Wind-
sor : or, through the Deerfield river valley to Hoosack mountain,
and across to Williamstown, and to the Hudson.
For this continuation, the distance, in addition, may be,
Miles, 100
An appropriation for effecting surveys, has been passed by
the Massachusetts legislature.
The construction of the Quincy rail road in Milton, has fully
succeeded, and may be regarded as establishing principles in fa-
vour of other and more extensive works of the kind. It is at
present in constant use, in conveying stone from the five granite
F
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42
INTERNAL NAVIGATION
quarries to the landing, at the mouth of Neponsit river, Boston
harbour.
Not only has the action of the weather, during the past
winter, had no injurious effect upon the work, but proved also
not to occasion any impediment scarcely to the regular daily
business going forward.
The length of road from the farthest quarry to tide water, is
near 3 miles. It has a small, but not uniform descent; and it has
for object, the transportation of large masses of granite; the cars
for which, carry each about 41 or 5 tons, either placed on a plat-
form under the axle, or slung in chains.
Two of these cars make a load for a single horse, working
through the day, and travelling at the rate of 3 miles per hour.
The sleepers are of granite, hewn from the same quarries; they
are 71 feet long, and laid 8 feet apart ; the rails are of pine, 12
inches deep, with a covering of oak, and plates of iron over
that.
The whole cost of the road is said to amount to $ 33,150, ex-
clusive of $ 11,053, paid for the purchase of land, building of
wharf, and some other accommodations.
NOTE.
The legislature of New-York, in virtue of the proceedings had
in Massachusetts, have passed a law, providing for the appoint-
ment of commissioners, with concurrent power and directions,
to explore routes, complete surveys, and locate a rail road, from
the point of intersection with the line of the state, to its termi-
nation on the Hudson river; and have pledged the legislature,
that if the state of Massachusetts shall, either directly or by in-
corporated individuals, construct a rail road from Boston to the
eastern boundary of New-York, the state of New-York will then,
either continue the construction to the Hudson, or grant corpo-
rate powers for its being 80 continued, on a footing of mutual
and equal privilege as to all the objects of the road in both
states.
The executive of Massachusetts, in addressing the legislature,
observes;-
Nothing short of a personal knowledge of the country, can
furnish a proper and adequate estimate of its immense capacity
for business and improvement. An interior trade, ten fold its
present amount, might be had with the sea coast, but for the
expense of. transportation."
The address, along with a number of striking observations in
point, further states :-
" It may safely be assumed, that, to many of the existing manu-
facturing establishments, the saving of expenses of transportation,
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OF THE UNITED STATES.
43
by a rail road, would exceed the value of all the protection
which the most liberal tariff of duties. ever proposed could
give."
NOTE.-1829.
A bill is reported to the Massachusetts legislature, authorizing
the construction of a rail road, from Boston to the western line
of the state, and the raising therefor a capital stock, to the
amount of 3,300,000, whereof $ part to be subscribed by the
commonwealth.
The route adopted between Boston harbour and Albany, on
the Hudson, is as follows; conformably to which an engraved
profile of the road is given, along with the map illustrating this
work.
Beginning at Boston, the route takes a western direction along
the valley of Charles river, through Watertown, Newton, Need-
ham, and Natick ; and passes along the ravines of Concord river,
by Sherburne, Holliston, Southboro' and Grafton, to the town
of Worcester; thence through the town of Leinster, and over
Grant's summit in Spencer, into the valley of Chickapee river,
which it pursues to Ludlow factory, where the road crosses the
Chickapee, and enters the town of Springfield. Continuing its
western course along the banks of Westfield river, and passing
through the towns of Westfield, Russel, Blandford, Chester, and
Becket, it ascends Mount Washington, where the road attains its
greatest altitude, 1480 feet ; thence it descends into the valley of
the Housatonic, through Dalton, to Pittsfield. Rising again in
the town of Canaan, and crossing the dividing ridge between
the waters of the Housatonic, and those of the Hudson, it de-
scends the basin of the latter, through Chatham, Kinderhook,
and Schoodic, and intersects the Hudson at Castleton landing
whence it pursues nearly a due north course along the left bank
of the Hudson, to Greenbush, opposite Albany. Length of the
road from Boston to the New-York state line, 160 miles; thence to
Albany, 40. Total distance from Boston to Albany, 200 miles.
Altitude'at Grant's summit, 918 feet; Connecticut at Springfield,
38 ; and at Mount Washington, 1480 feet above the Atlantic
ocean. General course, W.N.W.
N.-From Taunton, down Taunton river, to Mount Hope
bay, down which, and up to Providence harbour,
Rhode Island.
Distance, Miles, 50
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INTERNAL NAVIGATION
A.-From Providence harbour, Rhode Island, by canal,
along the Pawtucket, otherwise the Blackstone river
valley, to Worcester in Massachusetts.
Distance, Miles, 45
No. 24.
BLACKSTONE CANAL.
Regular surveys for this work have been made, and prepara-
tions for its execution have commenced. The estimate amounts
to 600,000 dollars, for which the stock of the company is about
to receive an overflowing subscription.
In early times, the idea of opening a canal communication
between Providence and the important town of Worcester, was
formed, as of a thing that would very likely, in process of time,
be done. It will now be realized, with an immense accumula-
tion of collateral advantages.
Since the above was written, contracts have been made for
excavating and embanking; and the work is now (1826) in ac-
tive progress. It is expected the whole canal will be complete,
and laid open for navigation, next year.
N.-From Providence harbour, down to Narraganset bay,
and thence through Long Island sound to the harbour
of New-York.
Distance, Miles, 220
NOTE.-ON THE GREAT FISHERIES.
At Nantucket, from 1st January, to 31st December, 1828, there
have arrived 20 ships from the Pacific, with 40,820 barrels
spermaceti oil.
One do. from coast of Brazil, with 1100 barrels whale oil.
Whale ships from Nantucket, now at sea, viz.
Sailed in all 1828, 29
Sailed previously, 28
-57 ships.
At New-Bedford, from 1st January, to 31st December, 1828.
By 31 Ships,
11 Brigs,
Importation from the Pacific, the banks of
3 Schooners,
Brazil, and the Atlantic.
Sperm oil,
25,923 barrels.
Whale oil,
28,502
do.
Whale bone, 262,310 pounds.
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OF THE UNITED STATES.
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SUMMARY FOR NEW-ENGLAND
ARTIFICIAL NAVIGATION.
Page.
No.
Miles.
10
1. Merrimack river canals, and stream improve-
ments,
-
-
-
-
-
110
11
2. Baker's river and Oliverian canal,
-
-
394
12
3. Connecticut river canals, and stream improve-
ments,
-
-
-
-
-
220
14
4. Connecticut and Memphramagog canal,
-
50
16
5. Memphramagos and Champlain canal,
-
75
16
6. The Winnepise fee canal,
-
-
-
40
18
7. Oxford and Cumberland canal,
-
-
-
50
18
8. Waterford and Bethel canal,
-
-
-
20
19 9. Kennebeck and Androscoggin, or Cobbassee
Contee canal,
-
-
-
-
30
Brunswick canal and feeder,
-
-
-
73
21 10. Androscoggin and Connecticut canal, and stream
improvements,
-
-
-
-
-
130
23 11. Kennebeck river canals, and stream improve-
ments, -
-
-
-
-
-
-
200
25 12. The Pushaw canal,
-
-
-
-
-
6
26 13. The Farmington canal,
-
-
-
-
73
27 14. Hampshire and Hampden canal,
-
-
29
28 15. Connecticut and Champlain canal, or Montpe-
lier canal and rail road,
-
-
-
-
1034
30 16. Rutland and Whitehall canal,
-
-
-'
251
31 17. Otter river canals, and stream improvements,
100
31 18. Otter and Battenkill canal,
-
-
-
20
32 19. The Middlesex canal,
-
-
-
-
27
34 20. Boston and Narraganset canal,
-
-
-
26
35 21. Cape Cod canal,
-
-
-
-
-
7
36 22. Boston and Connecticut canal,
-
-
-
100
39 23. Connecticut and Hudson canal, -
-
-
78
44 24. The Blackstone canal,
-
-
-
-
45
Total of artificial navigation,
16117
NATURAL NAVIGATION.
10
Merrimack river, up to Haverhill,
-
-
20
16
Through Winnepiseogee lake,
-
-
-
20
Amount carried forward, 40
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INTERNAL NAVIGATION
Page.
Miles.
Amount brought forward,
40
26
From Hartford, on the Connecticut river, to
New-Haven, -
-
-
85
43
From Taunton, on Taunton river, to Provi-
dence, Rhode Island,
-
-
-
50
44
From Providence harbour, down to Narragan-
set bay, and thence to New-York harbour,
220
To which add :-
For all other streams and navigable waters; viz.
Of the rivers, creeks, and bays within these
six states, some of which are particularized
below; there are about 500 capable of afford-
ing an average natural navigation of 10 miles
each.
This amounts to, 5000
Total of natural navigation, 5395
Total of artificial navigation, 16111
Total of both,
Miles, 70061
Tributaries of the Connecticut river; viz.
In Massachusetts; the Deerfield, the Agawam, the Chicka-
pee, the Millers.
In Connecticut; the Windsor, the Scantic.
In Vermont; the West, the Saxons, the Williams, the Black,
the White, the Waterquechy, the Umpomponosack, the Waits,
the Wells, the Pasumpsic, the Nulhegan.
In New-Hampshire; the Upper Ammonosack, the Lower
Ammonosack, the Israels, the Johns, the Muscomy, the Sugar,
the Cold, the Ashwelot.
Tributaries of the Merrimack river; viz.
In Massachusetts; the Concord, the Beaver, the Shawsheen,
the Spicket, the Powow.
In New-Hampshire; the Bakers, the Blackwater, the Conto-
cook, the Souhegan, the Bowcook, the Cohas, the SuncooR, the
Piscataquog.
Charles river; rises in Middlesex county, Massachusetts, and
falls into Boston harbour.
Mystic river; discharging on the north side of Boston harbour:
it is connected with the Merrimack, by the Middlesex canal.
Ipswich river; rising in Middlesex county, and falling into
the sea, below Ipswich.
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Neponsit river; rising in Norfolk county, and falling into
Massachusetts bay.
North river; from Plymouth county, falling into Massachu-
setts bay.
Taunton river; from several sources, falling into Mount Hope
and Narraganset bays.
The Housatonick; rising in the valley of Berkshire, Massa-
chusetts, and falling into Long Island sound, at Stratford, Con-
necticut.
IN THE STATE OF MAINE; VIZ.
Saco river, rises in the White mountains, New-Hampshire,
enters the state of Maine at Fryeburgh, where it bends abruptly
to the north, and then pursues a general south-east course, of
more than 70 miles; receiving by the way, the Great and Little
Ossapee from the west, and discharging into the sea, between the
towns of Biddeford-and Saco. Five or six miles from the mouth,
are falls of 40 feet in height, precipitated over rocks, at Indian
island : immediately below which, is a fine natural basin, open to
ship navigation.
The Androscoggin river; has its source in the same ridge
with the Connecticut, north of lake Umbagog, running south
into the lake, and out thereof within the state of New-Hamp-
shire, whence, at Shelburne, it re-enters Maine, and, after a
winding course of near 200 miles, or a comparative course of 150,
joins the Kennebeck at Merrymeeting bay, above the port of
Bath. Navigation much obstructed by falls and rapids, but likely
ere long to e.improved.
The Kennebeck river, comprehends a western branch named
Dead river; and an eastern branch, which is the main stream,
rising in the same high lands between Maine and Lower Canada,
opposite the sources of the Chaudiere, and flowing, (the main
Kennebeck) by an intricate series of lakes and creeks, eastward
into Moose Head lake; from whence, on the western side, it
re-issues, and pursues a course south-westward to where the
Dead river unites with it, at about 100 miles from the sources
mentioned. After which, the Kennebeck pursues a general
course, nearly south, of 150 miles, to the sea. It is navigable
for ships of burthen to Bath, and for sloops 42 miles, up to Au-
gusta, subject, however, to an impediment at low water. From
Augusta, it is boatable 18 miles to Taconic falls, at Waterville,
where the Sebasticook enters on the east, and constitutes much
of the downward stream. At Norridgewock, 25 miles higher,
the Sandy viver enters from the west. The country along the
upper part of the Kennebeck, as well as the river itself, calls
for improvement.
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INTERNAL NAVIGATION
The Penobscot river; is formed from two main branches,
both passing through a number of lakes, the remote sources
of the most western branch reaching to within 60 miles of the
St. Lawrence, immediately below Quebec, and interlocking with
sources of the Kennebeck, the St. John's, and the Chaudiere, in
the high lands west and north-west of Moose Head lake. It
flows by a general course of south-east, into the Chesuncook
lake, a sheet of water 15 miles long by 5, and again issuing
therefrom at the south-east angle, pursues the same direction to
the influx of the Watawankeag river from the north-east, at 60
miles above Bangor. From the point of junction with the Wata-
wankeag, the stream takes a general course westward of south to
Penobscot bay. It receives, at 30 miles above Bangor, the wa-
ters of its great tributary from the west, the Piscataquis, which,
in a general course of 50 miles, is composed of various branch-
es, having their sources spread around the east and south of
Moose Head lake, to the extent of 50 miles and upwards. The
united stream meets the tide at Bangor, up to which point
large sea vessels ascend, and at 30 miles below, it opens into
Penobscot bay, between Castine and Belfast; which, at 30 miles
still south, terminates in the ocean, between St. George's point
and Fox island. Penobscot bay and river included, have a
comparative course of 220 miles. .The upper water of the river
above Chesuncook lake, flows past and within 2 miles of the
northern extremity of Moose Head lake. Here it is proposed
to cut a canal, and thus form a union of the Penobscot and
Kennebeck navigation from near the sources of these rivers.
To the great rivers specified, belong many tributaries, navi-
gable for short distances, and communicating with lakes and
ponds, which abound throughout this part of the country. And
moreover, and besides what is here enumerated, the bay and
harbour navigation along the sea border. of the state, as well
as the lower river navigation, is most extensive and commo-
dious.
In the distance between the promontory of Portland, and the
shore of New-Brunswick, at Passamaquoddy, the coast of Maine
is indented by capacious bays, and these again are jagged into
lesser ones, and strewed over with innumerable islands. Sheep-
scot river and bay discharge into the ocean east of the Kenne-
beck, the fine port of Wiscasset standing on the west of this
river, which is navigable 20 miles, up to New-Castle.
Muscongus river, and St. George's river, each communicate
with a number of small lakes, and enter the sea through the Bay
of Muscongus, east of the Sheepscot; the Union river also, the
Machias, and others, have all harbours at or near their mouths,
and are for the most part navigable 10 to 20 miles upward.
The Schoodic, or St. Croix river; the boundary in part of the
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United States and New-Brunswick, is formed of two branches,
viz. the St. Croix proper, and the western branch, or Schoo-
dic. The former, at latitude 45° 50', commencing in a congeries
of lakes, and curving from south to east 40 miles, flows thence
as a stream, southward, 25 miles, and receives the outlet of an-
other series of lakes, composing the waters of the Schoodic
branch; from whence the joint stream pursues a course south-
ward and eastward into Passamaquoddy bay ; the whole compara-
tive course of the St. Croix being about 100 miles. It presents
for the most part good navigation.
The St. John's river, and basin. are described as follows by
Mr. Darby, in his Geographical View."
"Sixty miles, a little north of east from the mouth of St. Croix,
the great river St. John's enters the northern side of the Bay of
Fundy. Geographically, the basin of St. John's extends from
latitude north 45° 15' to 48°, and longitude from 6° 40' to 11° 40'
east. Lying in a position from north-west to south-east, this basin
is in form of a parallelogram, 240 miles long, and about 80 mean
width, area 19,200 square miles. Independent of any artificial
improvement, the St. John's is one of the most navigable of the
Atlantic rivers, being much less impeded by rapids, shoals, or
falls, than any other stream intervening between it and the Hud-
son. It is formed by two main branches; the St. John's has its ex-
treme fountains in the north-west part of Maine, interlocking
sources with those of the Penobscot and Chaudiere, at north
Jatitude 46° 10', long. 6° 40' east. Flowing thence north-east,
about 100 miles, nearly parallel to, and about 40 miles from, St.
Lawrence river, it curves to the east, and receives from the south
a large branch, the Alaguash. Assuming a course of north-east
by east, in a distance of 6 miles below the Alaguash, the main
stream is augmented by the St. François from the north, and at
40 miles; the termination of this course, by the still more con-
siderable confluent, also from the north, the Matawaska.
The St: François rises between Maine and Lower Canada,
about 15 miles from the St. Lawrence, between Nare and Green
islands, at north latitude 47° 45', and flowing thence about 40
miles, comparative course, falls into St. John's.
The Matawaska is a stream deserving particular notice, as at
and near its mouth extends, along St. John's, the settlement of
the same name, now a subject of negotiation between the United
States and Great Britain. See the map at that section of Maine.
The Matawaska, the northern branch of St. John's, drains
the extreme northern angle of Maine, and consequently, of the
United States part of the Atlantic slope. The remote sources of
this stream rise within 20 miles of the main volume of St. Law-
rence, or about 30 due south from the mouth of Rimousky river,
at north latitude 4S°. Flowing south-east about 80 miles, the
G
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50
INTERNAL NAVIGATION
Matawaska joins the St. John's. Below their junction, the united
streams flow south-south-east 40 miles, and inflect to a little east
of south at north latitude 47°, and pursue the latter course 80
miles. From some distance above the junction of St. John's and
Matawaska, the main volume flows at a small distance from the
eastern verge of its basin ; the Restigouche, Nipisigic, and Mi-
ramichi, all rise near the St. John's, and flow north-easterly into
the Gulf of St. Lawrence.
The only confluent of St. John's below the Matawaska, which
deserves particular notice, is the imperfectly known Aroostook.
Interlocking sources with the Penobscot, the Aroostook follows
the inflections of the St. John's, flows first 50 miles a little east
of north, and thence about an equal distance north-east by east,
and unites with its recipient at 46° 44' north.
If a line be drawn along the earth's surface from the Saco
river, where the stream traverses the White mountain chain, and
extended thence north-east, it will pass over a series of bends in
the Androscoggin, Kennebeck, Penobscot, and St. John's, which
when viewed on a map, appear as if constructed from a given
model, and afford conclusive evidence of a uniform structure in
that section of the continent, and exhibit another instance, in
the absence of mountain representation, of the defects of our
maps.
We have traced the St. John's to its great curve, where, in
perfect accordance with the Saco, Androscoggin, Kennebeck,
and Penobscot, it inflects to the north-east, which course it main-
tains 25 miles, and again turns to nearly east 50 miles. It is now
a tide water river of great width and volume, and again bend-
ing, assumes nearly a southern course of 50 miles, and is lost in
the Bay of Fundy, after an entire comparative course of 380
miles.
" As a navigable channel, the St. John's is much superior to
any other stream of the United States north-east of the Hudson.
The excessive high tides, and projecting rocks near its mouth,
render it difficult of entrance except between the ebb and flow.
The tides rise within its channel upwards of 80 miles. The
mouth, between St. John's and Castleton, is narrow, and has
only 17 feet water at low tides. Over this bar the incumbent
mass of waters, above fifty feet, rush with prodigious velocity
and eddying violence, particularly at the flow, when the ocean
swell encounters the current of the river ; but within, all is
safety."
IN THE STATE OF NEW-HAMPSHIRE; VIZ.
Salmon-fall river, or Piscataqua; has many tributaries. From
its source to its mouth, below Portsmouth, it is the boundary be-
tween New-Hampshire and Maine.
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OF THE UNITED STATES.
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Besides the Piscataqua, the Connecticut, the Merrimack, the
Saco, Androscoggin, and Upper and Lower Ammonosack, there
are numerous streams contributing to water the state, in part
navigable, and many lakes.
IN THE STATE OF VERMONT ; VIZ.
Lake Champlain; navigable in all its length, from Whitehall,
its south extremity, to the Canada boundary, latitude 45°.
The Missisque, La Moelle, Otter, the Onion, and other streams,
rise in the Green mountains, and fall into Lake Champlain; the
Otter, at 20 miles south of Burlington, after a course northward
of 90 miles: it has, between its falls, a bold navigation.
IN THE STATE OF CONNECTICUT; VIZ.
The Thames; formed of the Shetucket and Yantic rivers,
uniting at Norwich; falls into Long Island sound at New-Lon-
don. Vessels of burthen ascend to Norwich.
The Housatonick river; as well as the Connecticut, traverses
the state from north to south, and branches into many short
streams.
IN THE STATE OF RHODE ISLAND ; VIZ.
Providence river; formed of the Wanasquiatucket and Mo-
shasuck streams, which unite above the town of Providence, 35
miles from the ocean.
Patuxet river; rises by two branches in the west of the state,
and discharges into the Providence, 5 miles below the town.
Pawcatuck river; waters thereouth-west part of the state, and
falls into Stonington harbour, Connecticut.
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52
INTERNAL NAVIGATION
NEW-YORK NAVIGATION.
N.-From New-York harbour, by the Hudson river,
which is navigable to Albany for steam and sail boats,
and by some improvement, particularly at the Over-
slaugh near Albany, may be rendered so for larger
vessels up to Albany.
Distance, Miles, 145
A.-From Albany, by canal, (save in part where the Hud-
son stream is availed of, south of Fort Edward) to
Lake Champlain, at Whitehall. Distance, from Wa-
terford, or from the point of union with the Erie ca-
nal, south of the Mohawk river,
Miles, 62
No. 25.
THE NEW-YORK CHAMPLAIN CANAL.
For this, and the grand Erie canal next below inserted, toge-
ther with subsidiary works, the state of New-York has incurred
a debt, amounting, down to the 31St December 1824, to 7,467,770
dollars: whereof the interest, by the terms of contract, partly
at 6, and partly at 5 per cent., is 402,823 dollars per annum.
The revenue, from tolls, exclusive of other income, for the
12 months ending 31st December 1824, has exceeded 310,000
dollars, and it is expected, that in a year or two after all shall be
finished and complete, the amount of tolls will be doubled, per-
haps tripled.
N.-From Whitehall, through Lake Champlain, to the
United States boundary line, north of the town of
Champlain, lat. 45°. Whence, the River Sorel, or
Richelieu, in Upper Canada, conducts to the St.
Lawrence.
Distance, Miles, 120
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A.-From Albany, by canal, westward, passing Schenec-
tady, Little Falls of Mohawk, Utica, Rome, Jordan,
Montezuma, Lyons, Palmyra, Pittsfield, Rochester,
Lockport, Blackrock, to Buffalo, on Lake Erie. Its
junction with the Champlain canal, is formed south of
the Mohawk river, the latter canal passing the town
of Waterford on the north bank, and crossing the
Mohawk. The distance, from Albany to Buffalo.
Miles, 363
No. 26.
THE ERIE AND HUDSON GANAL.
Of this, not much now remains to be done; a few miles only:
and its full completion is expected with confidence, before the
expiration of next year, 1826. The canal has a declivity of 4
feet between Buffalo and Rochester; and there will be, in the
whole distance, 81 lift locks, embracing 688 feet of lockage, in
3 sections, thus:
West.
Buffalo to Montezuma,
-
-
-
-
158
Middle.
Montezuma to Utica,
-
-
-
-
96
East.
Utica to Albany,
-
-
-
-
-
109
Miles, 363
West. 21 locks. Descending
-
-
-
-
-
190
Middle. 7 do. Ascending
- 62
-
-
-
79
2
do.
Descending
- 17
East.
51
do.
Descending
-
-
-
-
-
419
81 locks.
Feet, 688
Or, fall and rise, in the distance all together, 692 feet, and giv-
ing, consequently, 568 feet for the level of Lake Erie above the
Hudson at Albany. From Syracuse to a little east of Utica, this
canal has a summit water level of 67 miles; along which distance
not a single lock therefore, nor any interruption. It is 40 feet
wide at the surface, 28 feet at the bottom; depth of water 4
feet; and boats of 40 to 100 tons, laden with commodities, travel
through its finished sections at the rate of 55 miles in 24 hours;
boats with passengers at the rate of 100 miles in the same time.
The locks are 90 feet long in the clear, and are of 15 feet width, a
circumstance, which appears now to be regretted by some of our
engineers, who think that had they been built of half that width
or a little more, say 8 feet or 84 feet, there would have been
great advantage in it ; but this is a controverted point.
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54
INTERNAL NAVIGATION
A substantial and commodious harbour and basin have been
constructing at Blackrock on the Niagara river, with a view to
this canal having its termination there; that is to say, for it to
enter that basin, and to receive its western supply of water there-
from; an additional canal from thence, passing on to Buffalo; but
by an act of the legislature, 20th April 1825, it is now made the
duty of the canal commissioners, to continue and complete the
Erie canal, to Lake Erie at the mouth of Buffalo creek, distinct
from, and independent of the basin at Blackrock, if in the
opinion of the commissioners this plan will secure a more certain
and permanent supply of water for the western part of the canal,
or if, for any other reasons, they think it more for the public ad-
vantage, than the Blackrock plan.
By the same act of the legislature, the canal commissioners
are authorized also, to cause such alteration and improvements
in the Champlain Canal," between Fort Edward on the Hud-
son and the dam at Saratoga falls, as they may deem necessary,
to form a complete canal navigation from Fort Edward down to
Fort Miller, 8 miles, and thence to Saratoga falls 21 miles far-
ther; along which intermediate space of 104 miles, the channel
of the river has hitherto been used and for the expense of this
alteration, the sum of 170,000 dollars is appropriated.
For the double purpose of insuring an abundant supply of wa-
ter on the summit level of the Champlain canal, and of opening
the navigation to a still higher point on the Hudson, the plan
has been adopted of a navigable feeder, leading from the river at
two miles above Glen's falls, through Glen's village and Sandy-
hill, seven miles, to the Champlain canal, entering it at two miles
above the village of Fort Edward; and the work is commenced.
Total length of main canal, to its junction with the Erie
canal,
-
-
-
-
-
-
-
-
Miles, 631
Glen's falls feeder,
-
-
-
-
-
-
-
7
Together, Miles, 70$
NOTES.
A.
According to the eighth annual report of the commissioners,
the New-York canal fund, on the 1st of January, 1825, con-
sisted of the following items :-
The canals, estimated at cost, deducting the amount
of tolls received therefrom,
-
-
-
$ 8,829,056
Lands given by the Holland Land Company, in the
county of Cattaraugus, 100,632 acres; valued at
35,221
Amount carried forward, $8,864,277
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OF THE UNITED STATES.
55
Amount brought forward, $8,864,277
Lands given by John Hornby, in Steuben county,
3,000 acres, valued at
-
-
-
-
-
3,000
Lands given by G. Granger, in Steuben county,
1,000 acres, valued at
-
-
-
-
-
5,000
Grand island, in Niagara river, 17,381 acres,
-
48,423
Onondaga salt springs reservation, 540 shares,
-
27,000
Bonds in hand for lands sold, of the canal fund,
-
58,646
Amount of canal fund,
-
-
-
-
$ 9,006,346
B.
The canal debt and revenue.
The receipts into the canal fund treasury, during the year
1824, were,
In revenue and loans, together,
-
-
-
$ 2,243,497
The disbursements in 1824,
-
-
-
- 1,984,140
Leaving, consequently, at the disposal of the com-
missioners, for the current year, a balance of
-
$259,357
The canal revenue for the current year, 1825, is estimated
thus:-
Tolls,
-
-
-
-
-
-
-
- $ 400,000
Auction duty,
-
-
-
-
-
-
-
186,500
Steam-boat tax,
-
-
-
-
-
-
-
5,000
Salt duty,
-
-
-
-
-
-
-
-
120,000
Interest and principal on sales of land ; in part,
-
6,000
Amount,
-
-
-
-
-
-
-
- $717,500
The canal debt, as follows:-
$4,524,270 of stock, at 5 per cent. The interest
whereon,
-
-
-
-
-
$226,213
2,943,500 of stock, at 6 per cent. The interest
whereon,
-
-
-
-
-
176,610
$7,467,770
$ 402,823
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56
INTERNAL NAVIGATION
C.
Estimate to a full completion of them.
The Erie and Champlain canals, it is now pretty well ascer-
tained, will be complete early in 1826. It was at one time ex-
pected they would be finished this year, 1825, except as to the
alteration in the Champlain canal, between Fort Edward and
Saratoga falls, which was lately authorized by law.
For a full completion of them, as also to satisfy all claims for
damages, the commissioners estimate that there will be required
the further sum of,
-
-
-
-
-
- $ 800,000
Add thereto,
The interest on the canal debt for this year, as is
stated, B,
-
-
-
-
-
-
-
402,823
Amount required for 1825,
-
-
-
1,202,823
The balance as stated B, at the disposal
of the commissioners, is,
-
- $259,357
The canal income this year, is estimat-
ed, B,
-
-
-
-
-
-
717,500
These together make
-
-
-
-
-
-
976,857
So that the exigencies of the current year, which
the legislature will provide for by a loan, amount to $225,966
The canal debt, to 1st of January, 1825,
as stated, B, is,
-
-
-
$7,467,770
The sum required, as above,
-
- 225,966
These together, make the amount of debt to the 1st
of January, 1826, when the canals will be nearly
finished,
-
-
-
-
-
-
$7,693,736
Deduct therefrom,
The donation lands, and Grand island, competent to
reduce the debt, this sum,
-
-
-
-
91,644
Amount of debt to the 1st of January, 1826, to be
extinguished by means of canal revenue,
-
7,602,092
D.
Prospectus.
The commissioners observe, that when an uninterrupted wa-
ter intercourse from the great lakes to the Atlantic ocean, by
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OF THE UNITED STATES.
57
means of competent canals, such as it is hoped the Erie and
Champlain and their accessories will prove to be ; shall extend
its influence into the almost boundless regions west and north,
the effects produced, will be such as to make it not unreasonable
to expect there will be, for some few years to come, an augment-
ed proportion in the increase of toll amounts; great as that in-
crease hitherto has actually been, since the works have been in
progress. The auction and salt duties will be affected, too, by
the eyent, in a like favourable manner. The commissioners think
it quite a safe calculation, to compute, for the ten years next
ensuing, after the manner which follows :-
The average amount of tolls for 10 years, commenc-
ing on 1st January, 1826 : annually,
-
-
$ 700,000
The average amount of auction and salt duties, be-
longing to the canal fund : annually,
-
-
420,000
Making together exclusive of steam-boat tax, and
bonds in hand, and avails of unsold lands ; an
average annual income of
-
-
-
$1,120,000
From out of which, there will be required as fol-
lows :-
The average annual interest on the canal
debt,
-
-
-
-
-
- $410,000
Expenses for repairs, and superintend-
ence,
-
-
-
-
-
-
100,000
510,000
Leaving, consequently, an annual surplus revenue,
to be applied to the payment of the canal debt of
87,602,092, this sum,
-
-
-
-
-
$610,000
Which, if the ground taken for accruing revenue, be assumed
as solid premises, will, by being applied on the principle of a
sinking fund, or in purchasing other stocks of the state, be ade-
quate to an entire extinguishment of the said debt, on or before
the 1st of January, 1836. And thereafter, if the same reasoning
continue to hold good, and especially if it receive strength from
the rapidity of the country's increase in population and general
wealth, there will be a net amount of income of a million of dol-
lars and more, and successive additions made to it ; which may
be turned into the treasury, and thereby may the government be
enabled to remove from the people all burdensome taxation ; to
diffuse the blessings of education more and more abundantly; and
accelerate by so much the increasing general prosperity of the
state.
H
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58
INTERNAL NAVIGATION
NOTE, ADDITIONAL, DECEMBER 31, 1825.
The work has thus early been accomplished. On the 26th of
October, the Great Erie canal was in a navigable state ; and ves-
sels passed from that lake to the Atlantic ocean. In eight years
and a little more, artificial communication of about 450 miles in
length, have here been effected to the Hudson river ; namely,
from Lake Champlain, by the northern canal; thence to Lake
Ontario, by the western canal and the River Oswego improved
and thence by continuation westward, to Lake Erie at Buffalo
opening, by the access they afford to other navigable waters in
the west, the north, and south, an extent of inland navigation
unparalleled in the world.
The expense of these works, in their actual state, including
auxiliary and incidental matters, has been 9,267,234 dollars;
which is exclusive of interest paid on loans. About 850,000
dollars of this sum is the cost of the Champlain canal.
The canal debt having been increased this year, 1825, by a
loan of 270,000 dollars, at 6 per cent., stands thus :-
$ 4,524,270, at 5 per cent.
3,213,500, at 6 per cent.
$7,737,770
But, the said loan being to be reimbursed on the 1st of Octo-
ber next, 1826, the canal debt, from loans, will then return to
its former point, viz. 7,467,770 dollars.
The amount of tolls received this year, 1825, it is now ascer-
tained, exceeds half a million of dollars. It was estimated, in
the foregoing statement, at 400,000 dollars. So that the real
state of things at the present day, is much better than what was
supposed in the calculation ; and consequently anticipations be-
ing morę than realized, we perceive, on taking our prospective
view from hence, a still fairer and more encouraging aspect of
the great concern, in its circumstances at large and results, than
the anticipated prospectus, above laid down, was qualified to
present. The ground is not shaken, for what is there predicted
of it, from this time forward ; but, on the contrary, strengthened
and improved.
There are, however, as have been pointed out, many colla-
teral, or additional improvements yet to be gone into, or to be
completed ; and of the work that is done, some of its parts are
not without defects, which will require immediate remedy : but
in the prosecution of these operations, which may possibly fill
up a series of some years, there can be nothing to interrupt or
retard the general prosperous tide of affairs ; on the contrary,
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OF THE UNITED STATES.
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much to accelerate and advance it, by adding to existing facili-
ties. The increase of transportation will, it is highly probable,
" require a double set of locks, and perhaps a canal on the north
side of the Mohawk, from Utica eastward." This, or railways,
will very soon be required. At the present moment, a prospect-
ive view of the affairs of the Erie and Champlain concern, may
be taken, as here follows :-
The canal debt, to the 1st of January, 1826, is
$7,737,770. After the 1st of October, it will
be,
-
-
-
-
-
-
-
$7,467,770
Which there is a competency to reduce, by donation
lands and bonds in possession, to amount, as par-
ticularized, of
-
-
-
-
-
-
171,656
Making the amount of debt, to 1st of January, 1827,
to be extinguished, by means of canal revenue, $7,296,114
Revenue for the year 1826, viz.
Balance in hand on the 1st of January, as per state-
ment of the commissioners,
-
-
-
-
$ 226,672
Tolls. In 1824, the amount was $ 289,820 ; in 1825,
511,280. This year, estimated at
-
-
750,000
Auction and salt duties,
-
-
-
-
-
350,000
Reimbursement to be made to the commissioners, of
this sum advanced by them on account of the
Cayuga and Seneca, and Oswego canals,
-
-
58,727
Amount of revenue for the current year,
-
$1,385,399
Payments for the year 1826, viz.
Interest on the loan debt, $7,737,770, to the 1st of
October, and $7,467,770 from that date,
-
-
$414,973
Estimated expense of repairing the canals, and col-
lecting tolls,
-
-
-
-
-
-
-
140,000
Improvements to be made on the Champlain canal,
100,000
Damages, estimated at
-
-
-
-
-
50,000
Loan, reimbursable on the 1st of October,
-
-
270,000
Total expenditure,
-
-
-
-
-
-
$ 974,973
So that, it appears the present year (1826) will have produced
a surplus of 680,426 dollars, towards sinking or paying off the
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60
INTERNAL NAVIGATION
debt, besides 100,000 dollars appropriated to an alteration of the
Champlain canal together, 780,426 dollars.
It is confidently expected, the surplus will, in subsequent
years, amount to a million of dollars and more.
The following description of the two canal routes, has appear-
ed in print.
The Erie canal commences at Buffalo, on Lake Erie, near the
mouth of Buffalo creek, and proceeds for 10 miles along the
shore of Lake Erie, and the bank of Niagara river, to Tone-
wanta creek, which it enters at its mouth. The channel of the
Tonewanta is then made use of for 12 miles, after which the ca-
nal proceeds in a north-east direction, by a deep cut, 74 miles to
Lockport, where it descends 60 feet by 5 locks, and proceeds in
an easterly direction, on the south side of the Ridge road, and
parallel to it, on a uniform level, for 63 miles, to Rochester,
where it crosses the Genessee river by an aqueduct of 9 arches,
each of 50 feet span, and immediately after receives a navigable
feeder, or branch canal, 2 miles long, which connects it with the
Genessec river above the Great falls. It' then proceeds in an
easterly direction, to Montezuma, 671 miles, in which distance
it descends 126 feet, by locks at various places, and crosses Mud
creek twice, by aqueducts, near the villages of Palmyra and
Lyons. At Montezuma, the level of the canal begins to ascend,
and between this place and the town of Salina, a distance of 27
miles, it rises 67 feet. In Salina, commençes the 'Long Level,'
which is preserved through the towns of Manlius, Sullivan, Le-
nox, Verona, Rome, Whitestown, Utica, and into Frankfort, in
Herkimer county, a distance of more than 69 miles. From
Frankfort, the canal descends, in the course of 12 miles, 49 feet,
to the head of Little falls, where are 5 locks, each of 8 feet de-
seent, and an aqueduct over the Mohawk, supported by 3 arches,
connecting the Erie canal with the old canal at German flats.
From the foot of Little falls, the canal continues its course for
70 miles, down the valley of the Mohawk, on the south side of
the river, through Danube, Conajoharrie village, Charleston,
Florida, Rotterdam, and the city of Schenectady, to Niskayuna,
4 miles below Schenectady, where it crosses the Mohawk, by
an aqueduct 748 feet long, supported by 16 piers, 25 feet above
the river surface. Descent from the foot of Little falls to Nis-
kayuna, 86 feet. After crossing the Mohawk, the canal proceeds
along the north bank thereof for 12 miles, and then re-crosses, by
an aqueduct 1188 feet in length, and passes by the Cohoes falls,
where, in the space of 2 miles, it descends 132 feet, by 16 locks.
A little below the Cohoes falls, a feeder enters from the Mo-
hawk, and connects the Erie with the Champlain canal, and the
united work then proceeds to Albany, S4 miles, in which dis-
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OF THE UNITED STATES.
61
tance it descends 44 feet, and terminates in the tide waters of
the Hudson.
Among the side cuts, or short branches of the Erie canal, are,
these : viz.-
1. One in Watervliet, opposite Troy, where a passage is open-
ed into the Hudson, by 2 locks.
2. One proceeding from Syracuse, to the village of Salina, at
the head of Onondaga lake, 11 mile.
3. The one referred to, opposite Rochester, by which boats
from the canal may ascend the Genessee river more than 70
miles.
The Champlain canal commences at the village of Whitehall,
at the head of sloop navigation on Lake Champlain, and imme-
diately rising, by 3 locks, 26 feet, proceeds on a level, 51 miles
up the valley of Wood creek, enters that stream, and follows its
channel for 3 miles, to a lock of 4 feet lift, which extends the
navigation up the creek 31 miles farther, to Fort Anne village,
where, after rising by 3 locks, 24 feet, it leaves the creek, and
proceeds 12 miles on a summit level, through the towns of Fort
Anne and Kingsbury, to Fort Edward. Here it receives the
waters of the Hudson, above the great dam in that river, by a
feeder of half a mile in length, and soon after descends 30 feet,
by 3 locks, into the Hudson, below the dam. The great dam is
900 feet long, 27 feet high, and throws back an ample supply of
water for the summit level. From Fort Edward, the navigation
is continued for the present down the channel of the Hudson, 8
miles, to the head of Fort Miller falls, around which it is carried,
by a canal taken out of the east bank of the river, half a mile
long, and having 2 locks, of 18 feet descent. From Fort Miller,
the river is made navigable for near 3 miles farther, by a dam at the
head of Saratoga falls, just above which the canal is again taken out
of the river, on the west side, and proceeds on a level for 17
miles, through Saratoga and Stillwater, Schuyler's flats, and over
Fish creek by an aqueduct, to a point 2 miles below Stillwater
village. From this point to Waterford, where the canal enters
the Mohawk, a distance of 9 miles, it descends 86 feet, by 9
locks, 6 of which are in the town of Waterford. From Water-
ford, the Hudson is now made navigable for sloops to Troy, 31
miles below, by a dam across the river at the latter place, 1100
feet in length, 9 feet high, and having a sloop lock at its eastern
extremity, of 114 feet long, 30 feet wide, 9 feet lift. The cost
of this lock and dam was 92,270 dollars. See the engraved pro-
file of the Erie canal.
FEBRUARY, 1827.
The canal commissioners have rendered their report for the
last year, ending on the 30th November, 1S26. By which report
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INTERNAL NAVIGATION
it appears, that the tolls have exceeded the amount they were
estimated at : they stand thus-
For the Erie canal,
-
-
-
- $687,976
The Champlain canal,
-
-
-
-
74,191
The Cayuga and Seneca canal,
-
-
3,023
Tolls for 1826,
-
-
-
-
-
-
-
$ 765,190
Besides which, there has been received into the ca-
nal treasury, viz.-
For auction and salt duties,
-
-
-
-
-
278,144
Sales of land, interest on bonds, and part of princi-
pal,
-
-
-
-
-
-
-
-
7,635
Balance of fund in hand at the beginning of the
year,
-
-
-
-
-
-
-
-
226,672
Total received for 1826,
-
-
-
-
$ 1,277,641
Expenditure, as follows. :-
Interest on the loan,-
$2,943,500, at 6 per cent.
-
- $ 176,610
4,901,271, at 5 per cent.
-
- 245,063
$421,673
For various repairs, and new works of improvement
on both the Erie canal and Champlain canal ; as
also payments on account of the Cayuga and Se-
neca canal, and the Oswego canal,
-
-
-
871,864
For the collecting of tolls and contingencies, not yet
settled, but estimated at
-
-
-
-
-
30,000
Total expenditure for 1826, -
-
-
-
$ 1,323,537
Which expenditure, consequently, has absorbed the whole of
the year's income, and exceeds it by 45,896 dollars; this having
been occasioned by some costly improvements which it was
thought highly proper should take place, both on the Erie canal
and the Champlain canal; together with sundry payments made
by the commissioners in execution of the Oswego canal, and the
Cayuga and Seneca canal. So that all these canals are now
amalgamated, and brought under one head of account with the
commissioners.
The construction between Fort Edward and Saratoga falls, to
fill up the line of continuity of the Champlain canal, in lieu of
that distance on the North river channel, is now nearly finished;
and the Glen's falls feeder is under contract, to be completed this
year, 1827.
The loan debt, it will be seen, in consequence of these heavy
extra disbursements during the last year, has not been reduced,
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OF THE UNITED STATES.
63
but amounts at present to 7,844,771 dollars. Whereof 2,943,500
dollars is at 6 per cent., and 4,901,271 dollars at 5 per cent.
It was thought of the highest importance to postpone for a
season, the object of reduction, in favour of adding, by means
of extra expenditure, to the security and stability of the works
at large; thereby to enhance the prospects of the state in real
solid permanent advantages, derivable from them. The imme-
diate prospects of the state, founded upon what has here been
stated, and which are not a little flattering, are according to what
follows; viz.
Tolls expected for the present year, 1827,
-
$ 870,000
From other items of canal fund,
-
-
-
300,000
Total estimated income for 1827, 1,170,000
Interest on loan debt, same as above,
$ 421,673
For ordinary repairs,
-
-
-
100,000
Disbursements required to complete the
Oswego canal, and the Cayuga and Sene-
ca canal,
-
-
-
-
-
330,000
For new feeders, locks, bridges, and some
other improvements yet to be added,
120,000
For collectors and contingent expenses,
30,000
For deficit of 1826, -
-
-
-
45,896
Total estimated expenditure,
1,047,569
Leaving for 1827, a surplus of $ 122,431
By this time, should the expenditures on the Oswego, and the
Cayuga and Seneca canals, all have been made to the full, these
canals will have become productive of revenue: but, setting aside
immediate expectations as to these last, an estimate for the year
1828, may fairly be stated, thus ;-
Tolls for 1828,
-
-
-
-
-
-
$ 1,000,000
From other items of canal fund,
-
-
-
300,000
Total estimated income, $ 1,300,000
Interest on loan debt, same as above,
$421,673
For ordinary repairs,
-
-
-
100,000
For walling, protecting of banks, renewal
of bridges, and other improvements,
120,000
Toll collectors and contingencies,
-
30,000
Total of estimated expenditure,
671,673
Leaving a surplus of
-
-
-
-
-
628,327
Which, with the preceding,
-
-
-
-
122,431
Make together, the sum of $ 750,758
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64
INTERNAL NAVIGATION
Estimated, as applicable, at the expiration of the year 1828, to the
reduction of the canal loan debt.
JANUARY, 1829.
By the annual report of the canal commissioners, now submit-
ted to the assembly, it appears, that the aggregate result, as to
finances, to the present period, has just about come up to expecta-
tions. In proof whereof, the loan debt is reduced to $ 7,780,156,
and the commissioners have on hand in the canal treasury, and
invested in other stocks, the sum of $ 625,982, to be applied to
the object of reduction as early as possible. By contract with
the lenders, no part of the above amount of debt is reimbursable
before the year 1837.
As already noticed, the affairs of the Oswego canal, and of the
Cayuga and Seneca canal, were, some time back, amalgated into
one amount with those of the Erie and the Champlain canals.
Of the joint canal fund, from all sources, including tolls, the
revenue which has ensued, during the past year, 1828, amounts
to 1,233,435.
And the whole of the expenditures, including interest on loan
debt, and some payment in reduction of principal, together with
temporary loans paid off; these have amounted to 1,002,987.
The receipts of toll were 838,412, which does not quite come
up to the mark expected; and this may he attributed to a defi-
ciency in the last year's wheat crop. Wheat is the great staple
of the western part of the state, and usually affords an amount of
toll nearly equal to that of all other articles descending the Erie
canal from thence.
Some additions and repairs of importance, and many substan-
tial improvements, have been made to the works generally, at
what may be considered as an extra expenditure. Nearly all the
locks on the Erie canal have been furnished with additional cul-
verts and gates; some locks have been rebuilt; as have many
bridges, upon an improved plan ; the locks at Glen's falls feeder
of the Champlain canal, nearly finished; which feeder is to be
navigable in the coming spring season. The Oswego canal, and
Cayuga and Seneca canal, now prosecuted to the eve of a satis-
factory completion, have each occasioned a larger amount of dis-
bursements than was calculated on.
Prospects for 1829, are stated as follows; viz.
Taking the tolls at only the last year's amount, or
thereabout, the other items of canal fund revenue
added, will give, as the whole amount of receipts, $1,260,000
Amount carried forward, $ 1,260,000
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OF THE UNITED STATES.
65
Amount brought forward, $ 1,260,000
The expenditure, which, besides interest on loan debt,
will probably not embrace any large sum beyond
what may always be needed to defray current ordi-
nary repairs, and a due superintendence of the
works, it is thought quite sufficient to estimate at
757,443
Giving a surplus, in favour of the canal fund for the
current year, 1829, of the sum of -
-
-
$ 502,557
To complete the New-York communication between the At-
lantic ocean and the great lakes; as also to spread the advantages
of a canal navigation through the state conformably with the
main design, it is strenuously recommended to the legislature,
by the executive of this state, to take into consideration, and
adopt measures for the early execution of the leading works es-
sential to promote the objects contemplated. A series of under-
takings are enumerated, as claiming, in this view, the attention
of the New-York legislature ; namely :-
A.-In the first place; a canal between the River St. Law-
rence and Lake Champlain at or near the boundary
line of New-York with Canada. Distance, Miles, 75
No. 27.
ST. LAWRENCE AND CHAMPLAIN CANAL.
A survey of the route, applicable to this projected canal, has
recently been made, and there is not found any formidable ob-
stacle in the way, save that there is a ridge of 900 feet of ele-
vation to pass ; on account of which, as this mountain takes an
abrupt descent within the domains of Great Britain, after pass-
ing the Canada line, it would be very convenient to run the ca-
nal through that territory, in case it were ascertained that the
government of Great Britain were willing to agree upon condi-
tions for such a measure. Distance, from the mouth of St. Regis
river to the lake, near Champlain town, about 75 miles. It has
been recommended, by a committee in congress, that measures
be adopted on the part of the executive, (in establishing the
northern boundary line of the United States,) to obtain from the
government of Great Britain, a cession of a tract of land north
of the 45° of latitude, 4 miles in width, and extending from
Rouse's point on Lake Champlain, to St. Regis on the River St.
Lawrence. The possession of this strip of land, it is affirmed,
I
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66
INTERNAL NAVIGATION
would enable the suggested canal to be constructed with facility,
and at small expense.
Other routes have been proposed; particularly one from Platts-
burg, Clinton county, running westward to a point of the St.
Lawrence river at or near Ogdensburg.
The length of which last, according to a partial survey made
thereof, would not be less than 130 miles, but where the sum-
mit could be supplied with water from the Lake Chateaugue.
A.-Secondly; a junction of the Great Erie Canal with
Lake Ontario, through the River Onondaga, or Os-
wego.
Distance, suppose, Miles, 50
No. 28.
OSWEGO CANAL.
Some provision for this object, of distinguished importance in
the list, was heretofore made by the legislature, but insufficient
in amount. By an act passed 25th April, 1825, the commission-
ers of the canal fund are empowered, for the purpose of carry-
ing on improvements along the river Oswego, and in order to
connect, by a perfect navigation, the Erie canal with the waters
of Lake Ontario-to raise forthwith, by means of loan, and to
employ as the same shall be called for, to the extent of 227,000
dollars, this sum coming up to the engineer's estimates for the
accomplishment of the works, taken in addition to what has been
already expended. The distance, suppose from Rome, or more
probably from Syracuse or near it, to the mouth of the Oswego,
40 or 50 miles, more or less.
The completion of this undertaking would seem to be an ob-
ject of the highest importance, considered in the light of extend-
ing the benefits of the great Erie canal into the counties of Os-
wego, Jefferson, and St. Lawrence, and of giving a neighbourly
access, by water, to Upper Canada, as the Champlain canal does,
and will more and more, to Lower Canada.
A survey has been made of the route, commencing at Salina
village, and passing through the valleys of Lake Onondaga, of Se-
neca river, and of Oswego river, to Lake Ontario. Fall 160 feet.
FEBRUARY, 1827.
The state commissioners have reported, on this canal, that the
sum appropriated, of 227,000 dollars, has been expended, and that
an additional sum of 210,000 dollars, by estimate, will be requir-
ed in the course of the present year, to complete the work.
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OF THE UNITED STATES.
67
Pursuing a route on the northern shore of the lake, it will
form a connexion with the Erie canal at Salina.
JANUARY, 1829.
At length this important work has reached within a mere trifle
of being finished ; and a good boat navigation obtained between
the Erie canal and Lake Ontario, at Oswego harbour. The extent
of it is 38 miles; one half this distance being canal, connected
with Oswego river by locks and dams, the other half a slack wa-
ter navigation on the river. Its structures consist of 22 bridges,
7 culverts, 1 aqueduct, 2 waste weirs, 8 dams across the river,
13 locks of stone, and 1 of stone and timber, overcoming 123
feet of descent. The sum of 505,115 dollars has now been ex-
pended on this construction, and about 20,000 dollars is still to
be added; making the final cost, 525,115 dollars, or thereabout.
A.-From Great Sodus bay, Lake Ontario, by canal,
through Wayne county, to strike the Erie canal, at
a point where the latter may be entered by the Cay-
uga and Seneca canal, next below inserted.
Distance, Miles, 25
No. 29.
GREAT SODUS BAY CANAL.
The location of this proposed canal is dependent on a contin-
gency, as above stated : it is probable, however, the point of in-
tersection on the Erie canal, will be at Montezuma.
A.-Thirdly; it is recommended by the governor, to
unite, in the most accommodating manner, the waters
of the Lakes Seneca, Canandaigua, Cayuga, and
others of the secondary class, with the Erie canal.
Distance of one of the suggested communications,
by the outlets of Seneca and Cayuga lakes, at which
some works of improvement have heretofore been
carried on, is,
Miles, 21
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68
INTERNAL NAVIGATION
No. 30.
CAYUGA AND SENECA CANAL.
An act has passed the legislature, 20th April, 1821, directing
this work to be prosecuted. Besides the important navigation
improvement implied, it has especially for its object, to drain
and reclaim some extensive tracts of land, commonly known and
designated as the " Cayuga Marshes." The engineer's report on
the subject, proposes to locate the improvements in question, be-
tween Geneva, on Lake Seneca, and Montezuma, or near it, on
the Erie canal, with. some choice, open to contingencies, in the
line of route to be adopted from Seneca falls to the Erie canal
and upon this point, it is made a duty of the commissioners, to
cause such additional surveys and examinations to be made as
are needful; and to have the works constructed on such levels,
and on such a plan upon the whole, as to sink the waters of Lake
Seneca and the River Seneca, 80 much below their natural levels,
as to produce the effect of draining off the marshes at the head
of that lake, and the various tracts of marsh and wet land at
points lower down. What is proposed to be reclaimed, or par-
tially improved in this way, is very considerable in the aggre-
gate : the tracts are situate on both sides of the Erie canal, and
mostly in the midst of a highly fertile district. An appropriation
on this article is made, of the sum of 150,000 dollars. The dis-
tance, from Geneva, by the Seneca river, to Montezuma, is
about 21 miles.
FEBRUARY, 1827.
The state commissioners have reported on this canal, that its
execution has been unavoidably retarded, and that, in addition
to the 150,000 dollars appropriated for it, the sum of 30,000 dol-
lars, in the course of this year, will be requisite to its comple-
tion.
DECEMBER, 1828.
On the 15th of last month, water was admitted into every part
of this canal, from the foot of Seneca lake, to the Erie canal at
Montezuma, and but little labour remains now to be bestowed
on it, in the spring, to establish a thorough navigation. The
works consist of 10 miles of independent canal, and 10 miles 24
chains of slack water navigation. There are 7 locks, embracing
731 feet of lockage, 19 bridges, 5 safety gates, 5 dams, 6 cul-
verts. And the total expense will be about 211,000 dollars.
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OF THE UNITED STATES.
69
NOTE.
On the subject of draining marshes, it may be noticed, that
in France, an immense project is in actual contemplation, hav-
ing for object, to redeem all the marsh land of that kingdom.
It is said to engage a number of great capitalists, and to have
the patronage of government. Many a century may pass away
from this time, before the ratio of population to territory, in
these United States, will have been 80 raised, as to require and
give encouragement to a similar general undertaking; yet, with-
in this country, there are a few districts which may, before the
lapse of many years, exercise profitably the mechanical geni-
us of the inhabitants, in draining swamps and marshes, to an
extent, perhaps, equal to all the waste land of that description
in France, or more. The Mississippi delta, it is not improbable,
will have very early attention paid to it.
A.-Fourthly; recommended by the governor, a connex-
ion between the Delaware river and the Hudson.
Distance,
-
-
-
-
-
-
64
Continued to the Lackawaxen,
-
-
-
17
Miles, 81
No. 31.
THE DELAWARE AND HUDSON CANAL.
This work is likely to be forthwith executed. The company
instituted for the purpose, have recently had new privileges at-
tached to their charter by the state, and are now, moreover, pri-
vileged, by act of the state of Pennsylvania, to co-operate and
be in union of interest with the "Lackawaxen Canal and Coal
Company" of Pennsylvania.
A regular survey has been made of the whole line of the pro-
posed improvements. It extends from tide water of the Waalkill
or Rondout river, at Eddy's factory (near Kingston), through
the Rondout and Neversink valleys, to the Delaware river, 17
miles below the mouth of the Lackawaxen river; up which, to
the head waters thereof at Keen's mill-pond in Wayne county,
Pennsylvania, 4 or 5 miles from the coal mines of Lackawan-
nock. Distance in all, 117 miles, whereof 36 are in Pennsylva-
nia state, viz :
From tide-water of the Rondout, to the summit level, at
the head of Sandberg creek, between the Hudson and
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INTERNAL NAVIGATION
the Delaware, in Sullivan county, is 38 miles, and a
rise of
-
-
feet 535
From summit level, down Neversink valley, to the De-
laware river, at 4 miles above the mouth of Neversink,
is 26 miles, and a descent of
-
-
-
-
80
Up the Delaware river, to the mouth of the Lackawaxen,
is 17 miles, and a rise of
-
-
148
Up the Lackawaxen, to head water at Keen's pond, is 36
miles, and a rise of -
668
So that, in these 117 miles, there will be 1431 feet of lockage,
as requisite to overcome the rise and fall. The canal to be 32
feet wide at the water line; 4 feet deep.
The engineer's total estimate of expense, is 1,208,632 dollars.
Since the foregoing was written, this work has been carried
on with great industry, and is much advanced. The greater part
is under contract, and it is expected the whole canal, as far as the
Delaware river, 64 miles, will be finished in the course of next
year, 1826, in case the intervening winter should be mild, and
favourable to the workmen.
JANUARY, 1S27.
This canal was commenced in August 1825, and is reported
on as being now finished, within a mere trifle, as far as the De-
laware, 4 miles above the mouth of the Neversink. At the open-
ing of the spring, it will no doubt be made ready for navigation.
See Lackawaxen canal, article 59.
A.-From opposite the mouth of Lackawaxen river on
the Delaware, by canal, up the Delaware valley,
across part of Sullivan and Delaware counties, to
the mouth of the Cookquago branch at the town of
Deposite.
Distance, Miles, 60
No. 32.
LACKAWAXEN AND COOKQUAGO CANAL.
Surveys are yet to be made in regard to this projected under-
taking, as also the one in continuation of it, as next below spe-
cified. They are both recommended to the attention of the le-
gislature, as a highly useful prolongation, in the state of New-
York, of the Delaware and Hudson canal.
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A.-From the point of the Cookquago branch, struck as
above at Deposite town, by canal, westward, across
to Bettsburg on the Susquehanna river, and thence,
along the valleys of the Susquehanna and Tioga, and
the Canisteo branch of the latter, to Hornellsville on
the Canisteo.
Distance, Miles, 150
No. 33.
COOKQUAGO AND CANISTEO CANAL.
In regard to this article, like as the foregoing, regular exami-
nations of the ground are yet to be made. If found of easy
practicability, there is but little doubt of an early execution of
the combined work : and one uninterrupted line of canal navi-
gation may ere long be formed, extending from the Hudson to
the mouth of Lackawaxen river on the Delaware, and thence
up the Delaware valley to Deposite, and westward from thence
across the southern counties of New-York, quite to Lake Erie
at Portland harbour, and running for the most part nearly pa-
rallel with the Erie and Hudson canal, between Buffalo and
Albany.
Thus these two great parallels of canal, having the Hudson
on the east, Lake Erie on the west, and communicating with
each other at various points on the way, will include within
their influence the major part of the whole superficies of the
state of New-York : and a prolongation of the line from Port-
land, through the Conewango and Alleghany valleys, will carry
the intercommunication, by canal, as far as Pittsburg on the
Ohio. The next inserted article, No. 34, is that of another
contemplated communication between the Delaware and the
Hudson. The great question in the present article is, as to the
practicability of a communication, by canal, between the Dela-
ware river at Deposite, and the Susquehanna at Bettsburg. The
summit of the dividing land is found to be 497 feet above the
Delaware, and 527 feet above the Susquehanna. If this appa-
rent difficulty can be surmounted, it is understood for the rest,
that nature has formed a valley, extending even from the foot of
Otsego lake, to the western part of Steuben county ; through
the whole of which, a distance of 220 miles, a canal might be
constructed at a comparatively small expense.
NOTE.
In prolongation of the general canal system, it has moreover
been suggested, as called for by the great interests of the coun-
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INTERNAL NAVIGATION
try, that there should be a construction gone into, to encircle
Lake Erie with a canal, from Buffalo quite to Detroit.
The table, below inserted, of the distance by stations, will
present some idea of the magnitude of this suggestion, as also of
the facilities to be found in the natural streams along the route,
for a requisite supply of water; and Mr. Darby, in his Geogra-
phical View of the United States, has the following passage, in
favour of the proposed undertaking :-
Never did more circumstances combine, to excite to the per-
formance of any undertaking, than to that of encircling Lake
Erie with a canal, from Buffalo to Detroit. It would more than
complete the chain already in part executed in the Erie, and in
progress in the Ohio canal, and the whole taken together, con-
stitute one of the most useful and extensive lines of natural and
artificial navigation, not only in existence, but which the earth
admits to be put into existence.
At the first view, it will no doubt to many persons appear
extravagant, to propose bordering a navigable lake of above 300
miles in length, with a canal; but, if careful comparison is made
between the safety and regularity of transportation by such a
canal, and the very uncertain and tedious navigation of the lake,
a decision would at once be made in favour of the former. The
same canal boat which would be loaded in the Ohio or Hudson,
could, without transshipment, be conveyed to the opposite ex-
treme.
"The most remarkable circumstance, however, in such a canal,
is, that it could be carried upwards of 300 miles on one level, if
such a mode should be requisite; and, in any manner of construc-
tion, would demand less lockage, and be more secure of an
uninterrupted supply of water, than any other canal line of equal
length, which can be traced in the United States."
TABLE.
Miles.
Buffalo harbour to Smoker's creek,
-
-
-
4
Cayuga creek,
-
-
-
-
-
-
-
9
13
Two Sisters' creek,
-
-
-
-
-
-
6
19
Cattaraugus creek,
-
-
-
-
-
-
9
28
Dunkirk harbour,
-
-
-
-
-
-
13
41
Fredonia creek,
-
-
-
-
-
-
-
1
42
Portland, mouth of Chatauque creek,
-
-
-
14
56
Northern angle of Pennsylvania,
-
-
-
10
66
Twenty mile creek,
-
-
-
-
-
-
1
67
Sixteen mile creek,
-
-
-
-
-
-
6
73
Twelve mile creek,
-
-
-
-
-
-
5
78
Erie town and harbour,
-
-
-
-
-
8
86
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Miles.
Fair View, and mouth of Walnut creek,
5 91
Elk creek,
-
-
-
-
-
.
-
6
97
Crooked creek,
-
-
-
-
-
-
-
5 102
North-west angle of Pennsylvania,
-
-
-
4 106
Connaught village and river,
-
-
-
-
1 107
Ashtabula village and river,
-
-
-
-
14
121
New-market, and mouth of Grand river,
-
-
27
148
New-market creek,
-
-
-
-
-
9 157
Cuyahoga river and town of Cleaveland, where the
Ohio canal debouches into Lake Erie,
-
-
18
175
Rocky river,
-
-
-
-
-
-
6 181
Black river,
-
-
-
-
-
-
-
18
199
Beaver river,
-
-
-
-
-
-
-
4 203
Vermillion river,
-
-
-
-
-
-
5 208
Old woman's creek,
1
-
-
-
-
-
10
218
Huron river,
-
-
-
-
-
-
-
3 221
Sandusky bay
-
-
-
-
-
-
-
10
231
Portage river,
-
-
-
-
-
8.
+
20
251
Toussaint river,
-
-
-
-
-
-
-
8 259
Maumee river,
-
-
-
-
-
-
-
15
274
Raisin river,
-
-
-
-
-
-
-
9 283
Stoney creek,
-
-
-
-
-
-
-
5 288
Huron river,
-
-
-
-
-
-
-
10 298
Rouge river,
-
-
-
-
-
-
-
22
320
Detroit,
-
-
-
-
-
-
-
-
5 325
A.-From a point of the Hudson river, at or near New-
burgh, by canal, along the Waalkill and Pauling's
creek valleys, to the River Delaware, at the Water
Gap.
Distance, Miles, 88
No. 34.
NEWBURGH AND WATER GAP CANAL.
By an act of the New-York legislature, 9th April, 1824, a com-
pany was instituted for this undertaking, and entiled the "Orange
and Sussex canal company," and a concurrent act of incorpora-
tion was passed by the state of New-Jersey. The project has,
lowever, been in some degree suspended ; but at present exami-
nations are on foot to ascertain with regard to its feasibility, and,
in case of a favourable report, it is expected the company will
receive aid from the state for a prosecution of the work.
K
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INTERNAL NAVIGATION
A communication by canal, between the Hudson and the De-
laware, at these points, is highly desirable ;-the route, between
a continuation of the Catskill mountain on one side, and the
Highlands on the other, passing through a valley of great ferti-
lity, and well replenished with minerals and lumber for trans-
portation ; and, moreover, this route, striking the River Dela-
ware at a point whence it is probable there will soon be a con-
tinuation of the route direct to the Susquehanna coal region.
The ascent from the Hudson river to the proposed summit le-
vel, is stated at 430 feet ; descent thence to the Delaware, 207
feet.
M.-Fifthly ; recommended by the governor, a connex-
ion between the upper waters of the Alleghany, the
Susquehanna, and the Genessee rivers.
Distance, Miles, 250
Nos. 35 and 36.
ROCHESTER AND OLEAN CANAL.
GENESSEE AND CHEMUNG CANAL.
By means of improvements at the natural obstructions, and of
canals of communication from the Genessee to the other rivers
specified, a line of navigation may be obtained, thus :-
Up the course of the Genessee, from Lake Ontario to Williams-
burgh, and thence, on the one hand, up the valley into Catta-
raugus county, to Olean, or Hamilton, and through Cattaraugus,
to where the Alleghany river strikes on Pennsylvania ; on the
other hand, from Williamsburgh, through Livingston and Steu-
ben counties, down the Conhocton and Chemung valley, to the
boundary line above Tioga point, or New-Athens. Regular exa-
minations and estimates upon this article are directed by law,
20th April, 1825.
NOTE.
Examinations on this article are not yet gone through with ;
but surveys have been partially made of several lines of route,
for a canal between Rochester and Olean, or Hamilton, on the
Alleghany. By the one proposed to pass through the valleys
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of the Genessee, Black creek, and Oil creek, the distance is 111
miles ; lockage 1059 feet ; estimate of cost, 875,588 dollars.
M.-Sixthly ; recommended by the governor, a connex-
ion between the Erie canal and the Susquehanna ri-
ver, along the valley of the Chenango.
Distance, Miles, 150
No. 37.
THE CHENANGO CANAL.
The supposed route for this is from Utica, through Oneida,
Madison, and Chenango counties, to Chenango point, in Broome,
and thence down the east branch of the Susquehanna, to the
Pennsylvania line, near Tioga point; and it comprehends a dis-
tance of 150 miles. Surveys and estimates directed by law, 20th
April, 1825.
NOTE.
A survey has been had on this article, taking the route as
commencing at Binghamton, below Chenango point, and proceed-
ing up the Chenango valley, through Norwich, to the Erie ca-
nal at Whitesborough. Distance, by survey, from Binghamton
to Whitesborough, 96 miles; lockage, 1032 feet; estimate of
cost, 715,478 dollars.
A.-Seventhly ; recommended by the governor, a con-
nexion between Lake Seneca and the Susquehanna
river, and Lake Cayuga and the Susquehanna.
Distance, together, Miles, 50
Nos. 38 and 39.
SENECA AND TIOGA CANAL.
CAYUGA AND OWEGO CANAL.
From the head of Lake Seneca, to Newtown, on the Che-
mung, or Tioga branch of Susquehanna, and from Ithaca, at the
head of Lake Cayuga, to the East Branch of the Susquehanna,
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76
INTERNAL NAVIGATION
at or near the village of Owego :-these make together a dis-
tance of about 50 miles. Surveys and estimates directed by law,
20th April, 1825.
Another route of communication has been proposed, which
appears to have great advantages to recommend it. It is from
the head of Cayuga lake, direct across to the main Susque-
hanna, that is to say, commencing at the town of Ithaca, as-
cending the Cayuga inlet, and descending the valley of Shep-
ard's creek, to Tioga point, or near the same. Distance 37
miles.
The canalling facilities are said to be good, and this line is a
very direct one for transporting the New-York articles of plaster
and salt into Pennsylvania. But, moreover than that, it approach-
es an extensive range of coal beds, situate on Towanda creek.
This creek enters the Susquehanna in Bradford county, about 14
miles below Tioga point; and the coal is found in the Highlands,
which terminate the forks thereof, at a short distance from the
river, say 5 or 6 miles. It is of the bituminous kind, like the
coal at the head waters of the Tioga river, and far more accessi-
ble for the consumption of New-York. As to abundance, those
who have surveyed the ground, report that there is coal enough
to supply all the state of New-York with fuel, and that they are
of opinion, much the greater part of it will eventually be sup-
plied from these beds.
Supposed lockage, between Seneca lake and the Chemung at
Newtown, 504 feet. Estimate of cost, 239, 118 dollars, including
a navigable feeder from Painted Post to the summit level. Be-
tween Lake Cayuga and the village of Owego, lockage 760 feet;
estimate, 320,000 dollars.
NOTE.
A company has been authorized by the legislature of New-
York, to construct a rail road between Ithaca at the head of Lake
Cayuga, and the Susquehanna river at Owego.
1829.
The legislature of New-York have authorized the construction
of the Chemung canal ; that is, from the head of Seneca lake to
the town of Elmira, or Newton, with a navigable feeder from
the Chemung narrows, at the village of Painted Post, on the Che-
mung river, to the summit level : provided that the construction
of both main canal and feeder can be accomplished at a sum not
exceeding 300,000 dollars.
The proposed point of junction of the navigable feeder with
the summit level, is at 13 miles distance from the head of Sene-
ca lake; and the said feeder, commencing at Painted Post, will
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itself be 13 miles in length. From the Painted Post, it is pro-
posed to carry a rail road up to the coal mines at the head waters
of the Tioga, a distance of about 40 miles. Distance in all, 66
miles, to Seneca lake.
M.-Eighthly; recommended by the governor, a connex-
ion between the Erie canal at Buffalo, and the Alle-
ghany river at its confluence with the Conewango
creek, and Lake Erie, at Portland.
Distance, Miles, 120
Nos. 40 and 41.
THE CONEWANGO CANAL.
PORTLAND AND MAYSVILLE CANAL.
This contemplated route of communication, through Erie coun-
ty, and part of Cattaraugus and Chatauque counties, in a direction
nearly south, to the Pennsylvania line, at the Conewango creek
intersection; and thence to Maysville, at the head of Chatauque
lake, and to Portland on Lake Erie, comprises a distance of
about 120 miles. Surveys and estimates are directed by law,
20th April, 1825.
NOTE.
A survey has been had, with a view to the proposed works of
this article : viz.
A canal from Portland, on Lake Erie, to the head of Cha-
tauque lake. Distance, 104 miles; lockage, 724 feet; estimate
of cost, 398,685 dollars.
A canal from Buffalo, through the valley of the Conewan-
go, to the river Alleghany. Distance, 89 miles ; lockage, 856
feet; estimate of cost to the Pennsylvania intersection, 503,312
dollars. This canal to communicate with Lake Chatauque, at
Jamestown.
(There is now a handsome schooner sailing on Lake Cha-
tauque; and a steam-boat is about being built, to be established
thereon, and to ply between Jamestown and Maysville.)
Portland, on Lake Erie, is 60 miles from Buffalo : it has a
pretty good harbour ; and is becoming of importance as a landing
place.
The engineer, who has recently surveyed the Conewango route,
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INTERNAL NAVIGATION
states that the proposed canal may be easily extended from the
mouth of the Conewango, down the valley of Alleghany, to
Pittsburg; and that the expense for the whole distance, of a ca-
nal by this route, from Buffalo to Pittsburg, would be less than
2,000,000 dollars. See the Pennsylvania article, No. 89.
M.-Ninthly; recommended by the governor, a connex-
ion between Black river of Ontario, and the Erie
canal, on one hand ; the river St. Lawrence on the
other.
Distance, Miles, 250
Nos. 42 and 43.
BLACK RIVER ONTARIO CANALS.
OGDENSBURG AND BOONSVILLE CANAL.
From Sackett's Harbour, Ontario, by the stream in part, and
the valley of Black river, through Jefferson, Lewis, Oneida, and
Herkimer counties, to the Erie canal, east of Utica; and from
the waters of Black river, by a canal, to the St. Lawrence, at
or near Ogdensburg: also from the Erie canal, west of the vil-
lage of Rome, to intersect the aforesaid route. Surveys and es-
timates for all of which are directed by law, 20th April, 1825 ;
and detailed reports are expected, that may enable the points of
route to be decided upon.
The distance, by canal and river stream together, may be about
250 miles.
NOTE.
The New-York commissioners have effected in part the exa-
minations here directed ; and they report, as practicable, a route
of communication between the Erie canal and River St. Law-
rence, from Rome, through Boonsville, to Ogdensburg: distance,
114 miles ; lockage, 1587 feet ; estimate of cost, 931,014 dol-
lars. Or through Camden to the same. Distance, 129 miles ;
lockage, 635 feet ; estimate, 855,630 dollars.
A.-Tenthly ; it is recommended by the governor to
improve forthwith the upper parts of the Hudson
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river, so as to remove effectually the there existing
embarrassments to its free navigation.
Distance, Miles, 10
No. 44.
THE OVERSLAUGH.
This is the impediment specially alluded to : it is situate a
few miles below Albany ; that is to say, between Albany and
New-Baltimore; and the removal of it is of so much greater im-
portance, as it is now in a great measure ascertained to be pro-
fitable for canal boats to be attached to the canal exclusively, and
transshipments of their lading consequently to be made, when-
ever they arrive at tide water, or other natural navigation.
It has been proposed to improve the bed of the Hudson at
this place, partly by the use of machines, and partly by bring-
ing together, or rather filling up spaces between a number of
small islands, so as to confine the current if possible to one chan-
nel ; and thereby produce a greater velocity, and greater depth
of water. By the which, or some other means, there can be
very little doubt the object will ere long be attained ; not only
will the sloop navigation be facilitated, but larger vessels find
also a passage up to Albany, Troy, Waterford, and Lansingburg.
Some transverse dams have indeed been constructed, and longi-
tudinal ones will follow; and, if such means as these alone have
not the desired success, a deep lateral canal or two may possibly
be next attempted : the distance is short.
NOTE.
The construction of a ship canal, from Albany to Coeymans,
is suggested, and application about to be made for an act of in-
corporation. Capital, 1,000,000 dollars. The distance about
12 miles.
A.-Eleventhly ; recommended by the governor, several
canals of connexion between the bays of Long Island.
They are recommended as very desirable.
Distances, together, Miles, 50
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INTERNAL NAVIGATION
No. 45.
LONG ISLAND CANALS.
The bays of this important island are directed by law, 20th
April, 1825, to be surveyed, and their favourable points for a
connexion to be defined; and the same to be reported upon,
with estimates.
The bays in view are, particularly, Gravesend bay, Jamaica
bay, Great South bay, and across the Canoe place, to Southold
bay. The aggregate of canal works, perhaps, 50 miles.
An uninterrupted navigation along the south side of the isl-
and, and thence to the bays on the north, is an object of great
moment.
NOTE.
The leading improvements suggested, are as follows :-
1. To join Southold bay with Southampton bay, at
Canoe place. Estimate,
-
-
-
-
$30,919
2. Southampton bay, with Great South bay, -
-
93,344
3. Shoals in Great South bay to be removed,
-
20,000
4. From Hog island inlet to Jamaica bay,
-
-
63,837
5. Jamaica bay to Gravesend bay,
-
-
7
54,124
This, comprising between Canoe place and Gravesend, a dis-
tance of about 11 miles of canal, and 75 miles of bay navigation;
together,
-
-
-
-
-
-
-
-
Miles, 86
NOTE, (1829.)
An improvement at the dangerous pass of Hurlgate has long
been desired. At present a project for effecting it is on foot,
which derives encouragement from a survey that has been made
of the ground. From this, it appears, that a ship canal, between
Pot cove and Hallet cove, to avoid the present navigation dif-
ficulties, can be opened, and that the length thereof, so as to se-
cure a depth of water in the coves sufficient for the largest ves-
sels of war, will be 2439 running feet whereof 470 feet will
be excavation below high water ; 1369 feet excavation of high
upland, with indication of rock; and 600 feet of salt marsh.
Two pair of gates at each extremity will be necessary. Dimen-
sions of the canal, 137 feet in width from bank to bank, on the
water surface, at high tide; 80 feet at the bottom, and 281 deep.
This will accommodate a line of battle ship and for such a canal,
including a drawbridge, the estimate of cost is $ 162,152. For
a canal, 178 feet deep at high water, 82 feet wide between the
banks, and 40 feet at bottom, the estimate is $ 64,548.
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And, moreover, by an act of the legislature, 20th April, 1825,
surveys and estimates are directed to be made for the several
canals designated, as next follows, viz.-
A.-From the Erie canal, at Syracuse, in Onondaga
county, through Port Watson, to the projected Che-
nango canal.
Distance, Miles, 65
No. 46.
PORT WATSON CANAL.
To be reported upon to the legislature, at their next session.
NOTE.
By a report made on this article, the projected route com-
mences at Syracuse, near the village of Salina, and proceeds by
the valley of Onondaga creek and Homer, to Port Watson ;
whence, by the Tioughnioga river, to Chenango point.
Length of canal, as far as Port Watson, 47 miles ; lockage,
865 feet ; estimate of cost, 432,000 dollars.
A.-From the Erie canal, at or east of Herkimer, by ca-
nal, to Lake Otsego, and down the Unadilla river
valley, to the Susquehanna, east branch. Distance
to Bainbridge, and thence down to the Pennsylvania
line,
Miles, 100
No. 47.
UNADILLA CANAL.
To be reported upon to the legislature, at their next session.
NOTE.
Application is making to the legislature to institute a com-
pany, for the effecting an improved slackwater navigation along
the Susquehanna, from Cooperstown, on Lake Otsego, to the
Pennsylvania line, near Harmony ; with power to construct a
rail road, from the head of Lake Otsego, to a point of the Erie
canal, at or near Fort Plain.
L
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INTERNAL NAVIGATION
A.-From the Alleghany river at Olean, by the Tonne-
wanta valley, and through the village of Batavia, to
the Erie canal.
Distance, Miles, 90
No. 48.
BATAVIA CANAL.
To be reported upon to the legislature, at their next session.
A.-From Buffalo, on Lake Erie, by the valley of Buffalo
creek and Ischua creek, to Olean point, on the Al-
leghany river.
Distance, Miles, 75
No. 49.
BUFFALO AND OLEAN CANAL.
Examinations of a route for this projected communication,
are to be made and reported upon.
A.-From the Champlain canal, or the Hudson river,
along the valley of the Battenkill, to the Vermont
line.
Distance, Miles, 20
No. 50.
BATTENKILL CANAL.
To be reported upon to the legislature, at their next session.
A continuation of this canal, within the state of Vermont, to
the head waters of the Battenkill, is proposed, as stated at No.
18 of the New-England series.
A.-From Sharon, in Schoharie county, to the tide water
of the Hudson, at or below the mouth of Croton ri-
ver ; or, from a point of the Erie canal, to the Hud-
son, at the mouth of Croton, passing through Sha-
ron, in Schoharie county.
Distance, Miles, 140
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No. 51.
THE SHARON CANAL.
To be reported upon to the legislature, at their next session.
A.-From Catskill, on the Hudson river, along the val-
ley of the Catskill and Schoharie creeks, to intersect
the Erie canal, west of Schoharie creek.
Distance, Miles, 60
No. 52.
THE CATSKILL CANAL.
To be reported upon to the legislature, at their next session.
A.-From Lake Erie to Lake Ontario, by canal, along
the Niagara river valley. Distance from Buffalo to
Fort Niagara, 35 miles ; or, from the mouth of Ton-
newanta creek to Lewistown,
Miles, 15
No..53.
THE NIAGARA CANAL.
Application will be made to the legislature, at their next ses-
sion, for an act of incorporation, to enable a company to make a
canal round the falls of Niagara, in Niagara county, to terminate
at Lewistown.
NOTE.
An act was passed, authorizing a boat canal and rail way,
round the falls to Lewistown ; but a bill, now before the New-
York legislature, proposes to enlarge the object, by water, to a
sloop lock navigation.
The company, by this, may hope to compete, in some mea-
sure, with their rival on the other side, the Welland canal com-
pany. Capital stock, 500,000 dollars.
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INTERNAL NAVIGATION
SUMMARY FOR NEW-YORK STATE.
ARTIFICIAL NAVIGATION.
Page. No.
Miles.
52 25. The New-York Champlain canal, distance,
701
53
26. Erie and Hudson canal,
-
-
-
-
363
65 27. St. Lawrence and Champlain canal,
-
-
130
66
28. Oswego canal,
-
-
-
-
-
38
67
29. Great Sodus canal,
-
-
-
-
-
25
68 30. Cayuga and Seneca canal,
-
-
-
21
69 31. Delaware and Hudson canal,
-
-
-
81
70 32. Lackawaxen and Cookquago canal,
-
-
60
71
33. Cookquago and Canisteo canal, -
-
-
150
Portland and Detroit canal,
-
-
-
269
73 34. Newburgh and Water Gap canal,
-
-
88
74 35. Rochester and Olean canal,
-
-
-
111
74 36. Genessee and Chemung canal,
-
-
-
139
75 37. Chenango canal,
-
to
-
-
-
96
1
75 38. Seneca and Tioga canal,
75 39. Cayuga and Owego canal. Or
~~~~~~~~~~~~~~~~~~~~~~~~~
-
66
Seneca and Tioga canal and rail road,
77
40. Conewango canal,
-
-
-
-
-
89
77 41. Portland and Maysville canal, -
-
-
104
.78 42. Black river of Ontario canals and stream im-
provements,
-
-
-
-
-
136
78 43. Ogdensburg and Boonsville canal,
-
-
114
79
44. The Overslaugh canal,
-
-
-
-
12
80 45. Long Island canals,
-
-
-
-
11
The Hurl gate canal,
81 46. Port Watson canal,
-
-
-
-
47
81 47. Unadilla canal ; or
Otsego canal and rail road,
m
-
-
-
100
82
48. Batavia canal,
-
-
-
-
-
90
82 49. Buffalo and Olean canal,
-
-
-
-
75
82
50. Battenkill canal,
-
-
-
-
-
20
83
51. Sharon canal,
-
-
-
-
-
140
83
52. Catskill canal,
-
-
-
-
-
60
83 53. Niagara canal,
-
-
-
-
-
15
Total of artificial navigation,
26264
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NATURAL NAVIGATION.
Page
Miles.
52
The Hudson river, up to Albany,
-
-
145
52
Lake Champlain,
-
-
-
-
-
120
80
Bay navigation of Long Island,
-
-
75
81
Tioughnioga river, from Port Watson to Che-
nango point,
-
-
-
-
30
To which add :-
Lake George, situate south of Lake Cham-
plain, and communicating therewith by a
short outlet, at the old fort of Ticonderoga.
It is 37 miles long ; from 1 to 7 wide, -
37
Oneida lake, situate west of Rome, and dis-
charging into the Ontario by the river Os-
wego. It is 25 miles long, by 5 in width,
25
The lakes, viz-Otsego, the head of Susque-
hanna river, 9 miles long; Salina, or Onon-
daga, 7 miles; Owasco, 14 miles Cayuga,
40 miles; Skeneateles, 15 miles; Seneca,
35 miles: Crooked, 20 miles; Canandai-
gua, 20 miles ; Chatauque, 19 miles ; toge-
ther, -
-
-
-
-
179
The rivers; Oswegatchie, Grosse, Racquet,
and St. Regis; which fall into the St. Law-
rence.
The Big Chazy, Saranac, Sable, and other
streams, tributary to Lake Champlain.
104 rivers in this state, 192 creeks and minor
lakes, as enumerated below. Allowing to
these an average natural navigation of 15
miles each ; this makes
-
-
-
4440
Total of natural navigation, 5051
Total of artificial navigation, 26264
Total of both,
Miles, 76774
In the order of the counties of New-York, the rivers are as
follow:-
IN SUFFOLK, L. I.
The rivers; Peconick, Connecticut, Patchogue, Nessaquague,
Conetquot, Oriwanke; and Mattatuck creek.
The bays; Huntington, Gardener, Great Peconick, Great
West, Great South, Shinnecaugh, Toad, Bullshead, Mecoa,
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INTERNAL NAVIGATION
Quonic, Drownmeadow, Setauket, Stony Brook, Acaboutick,
Three Mile; and ponds, Ronconcomb, Sagg.
IN QUEEN, L. I.
The bays; Rockaway, Parsonage, Merrick, Jerusalem, Cow,
Jamaica, Oyster, Little Neck, Hampstead harbour, Oyster, Cold-
spring, Flushing; and creek, Newtown.
IN RICHMOND, L. I.
Freshkill, and other small creeks.
IN ROCKLAND.
The rivers; Hudson in part, Hackinsack, Passaick, Rama-
pough; and the Slate creek.
IN WEST CHESTER.
The rivers; Croton, Bronx, Mahanus, Mamaroneck, Hutchins,
Sawmill, Hudson in part, Peekskill, Harlaem, Byram ; and the
ponds, Long, Byram, Rye.
IN PUTNAM.
The rivers; Hudson in part, Peekskill, Croton; and the
ponds, Mahopack, Crumb.
IN ORANGE.
The rivers; Hudson in part, Waalkill, Neversink, Mongaup,
Ramapaugh, Rutgers, Poplopenskill, Otter; the creeks, Shaw-
angunk, Warwick, Chambers, Moordenars; the ponds, Thomp-
son's, Wickham, Duxido, Cedar.
IN DUTCHESS.
The rivers; Hudson in part, Roeliff, Junsinskill; the creeks,
Wappinger, Oblong, Wassnick, Sprout, Crumb, Elbow, Ten
Mile; and the ponds, Saghkill, Londstmanskill, Slissing, Wha-
ley's.
IN ULSTER.
The rivers; Hudson in part, Waalkill, Esopus, Big and Lit-
tle Shandakin, Rondout, Saghkill, Plattekill, Goodherskill and
Shin's lake.
IN SCHENECTADY.
The river ; Mohawk, in part; the creeks, Schoharie, Nor-
manskill, Airplaatskill, each in part.
IN DELAWARE.
The rivers; Delaware, Susquehanna, Charlotte, each in part,
the Cookquago, Popackton, Little Delaware Oleont creek, and
Beaver creek, in part.
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IN SULLIVAN.
The rivers; Delaware, Neversink, each in part; the creeks,
Beaver, Ten Mile, Kalkoon, and others.
IN ALBANY.
The rivers; Hudson, Mohawk, Catskill, each in part, Nor-
manskill, Coeymanskill, Vlamanskill, Bozakill, Hacneraykill
in part, Bethlehem and Black creeks, and Fox creek in part.
IN GREENE.
The rivers; Catskill, Kaatuskill, Schoharie, Hudson, each in
part.
IN COLUMBIA.
The rivers; Hudson, Greene, each in part; the creeks, Kin-
derhook, Kleinskill, Abrams, Stone, Roeliff, Jansenskill, Dove-
kill, and Taghconic.
The lakes ; Cookpake, Fish, Charlotte, and Whiting's.
IN SCHOHARIE.
The rivers; and creeks; Schoharie in part, Cobelskill, Fox,
and head of Cookquago; Lake Utsayanthy.
IN RENSSELAER.
The rivers ; Hudson, Hoosick, each in part, Poestenkill,
Wynanskill; the creeks, Little Hook, Quackenkill, Tomhan-
ick, Sunkomissick, Moordenaarskill, Tackewassickill, Tierken-
kill; and Sand lake.
IN CLINTON.
The rivers; Big and Little Chazy, Little Sable, Saranac,
Great Sable in part.
Lake Champlain in part, Chazyhead pond, Cumberland bay.
IN WASHINGTON.
The rivers; Hudson, Poultney, Powlet, Hoosick, each in part
the Battenkill, Wood creek, (North) Moses, East, White, Black
creeks.
The lakes; George, Champlain, each in part; Big pond South
bay.
IN WARREN.
The rivers; Hudson, and North branch in part, Schroon, East
Stony, and Halfway creeks in part.
The lakes; George, Schroon, each in part, Brandt lake,
Friend's lake, Loon lake, French pond.
IN SARATOGA.
The rivers; Hudson, Mohawk, Sacondaga, each in part,
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INTERNAL NAVIGATION
Snoekill, Anthonyskill, Dwarskill, Mournkill ; the creeks;
Kayadarassoras, Fish, Glowegee, and Chuckdenunda in part.
The lakes; Saratoga, Long, Round ; and Oval pond.
IN FRANKLIN.
The rivers; Salmon, Little Salmon, St. Regis main and east
branches, in part; head of Racquet, Trout, Chateaugay.
The lakes Chateaugay, Saranac, Tupper's in part, and some
ponds.
IN ESSEX.
The rivers ; part of Great Sable and branches, Schroon river,
part of Hudson north branch, Boquet river, Gilliland's creek;
outlet of Lake George.
The lakes; Champlain, George, Schroon, each in part, Para-
dox lake: Augur, Rattlesnake, Worm ponds; the bays of Peru,
and North-west.
IN BROOME.
The rivers; Delaware, Susquehanna, Chenango, Tioughnioga,
each in part, part of Otselick, and of Owego creek, Nanticoke,
Oghquago, and Cocoanut creeks.
IN MONTGOMERY.
The rivers; Mohawk, Sacondaga, Schoharie, each in part;
part of East Canada creek ; Garoga creek, Stoney, Otsquago,
Chuckdenunda, West Stoney, Canajoharie, Nowndaga creeks.
The lakes, or ponds, at the heads of East Canada, and Garoga
creeks, and others in the north-west part of the county.
IN HAMILTON.
The rivers ; head waters of Racquet, of Moose, of Sacondaga,
of Jessups, of some branches of the Hudson ; Piseeka river, and
many creeks.
The lakes, or ponds ; Piseeka, Pleasant, Oxbow, and others.
IN OTSEGO.
The rivers Susquehanna, Unadilla, Charlotte, each in part;
the creeks, Butternut, Otsego, Shenevas, Cherry valley, Oaks,
Fly, Wharton.
The lakes ; Otsego, and Caneaderago, or Schuyler's lake.
IN COURTLANDT.
The rivers ; Tioughnioga and its branches, Otselick in part.
Skeneateles lake in part.
IN HERKIMER.
The rivers; Mohawk in part, West Canada creek and branch-
es, East Canada in part; heads of Black, Independence, Beaver,
Moose, Oswegatchie, Unadilla rivers.
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IN TIOGA.
The rivers ; Susquehanna, Tioga, each in part ; the creeks,
Cayuta, Butlers, Newtown, Cuttetant, and part of Owego, and
others.
IN ONEIDA.
The rivers; Mohawk, Black, each in part part of Oneida
creek, and of Fish creek, and western branches, Oriskany creek,
West Canada creek in part, Wood creek, Nine Mile, Cincinnati,
Saghdequada creeks.
Oneida lake in part.
IN JEFFERSON.
The rivers; Black, Indian, Oswegatchie, each in part, Chau-
mont river ; the creeks, Stoney, North and South, Big Sandy,
and Perch.
Lake Ontario in part, and some small lakes ; the bays, Hun-
gry, Chaumont, Black river ; Sackett's harbour, Henderson's
harbour.
IN LEWIS.
The rivers; Black, Moose, Independence, Beaver, each in
part, heads of Great Fish creek, and Indian river, of Great Sal-
mon creek, and Mohawk river; of a branch of Oswegatchie ;
Deer creek, Otter Creek.
IN ST. LAWRENCE.
The rivers St. Lawrence, Oswegatchie, Gross, Racquet, St.
Regis, Indian, each in part.
The lakes ; Black, Cranberry, and Tupper's in part, and small
river head lakes.
IN OSWEGO.
The rivers ; Oswego, and Salmon, Oneida in part; the creeks,
Salmon, Grindstone, Catfish, Little Sandy, Scriba, and others,
head of Fish creek.
The lakes; Ontario, Oneida, each in part, Fish lake; the bays;
Sandy creek, Four Mile.
IN CHENANGO.
The rivers ; Chenango, Susquehanna, Unadilla, Otselick, each
in part.
IN STEUBEN.
The rivers; Tioga in part, Conhocton, Canisteo ; the creeks,
Mud, Canoe, Tuscarora, Conicodco, and others.
The lakes ; Seneca, Crooked, each in part, Mud, Loon, and
Little.
M
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INTERNAL NAVIGATION
IN MADISON.
The rivers; head waters of Chenango, Unadilla, Otselick,
each in part, Tioughnioga ; the creeks, Comassaraga, Cowassa-
bon, Chitteningo, and part of Oneida.
The lakes; Cazenovia, and part of Oneida.
IN TOMPKINS.
The lakes ; Seneca, Cayuga, each in part.
The creeks; Fall, Six Mile, Cascadilla, and part of Salmon.
IN ONONDAGA.
The rivers ; Seneca, Oswego, Onondaga, each in part; Salina
and Skeneateles outlets ; the creeks, Onondaga, Nine Mile,
Butternut, Limestone; head of Tioughnioga, part of Chitte-
ningo.
The lakes ; Onondaga, Otisco, Skeneateles, Fish, part of
Oneida, and the Green ponds.
IN CAYUGA.
The rivers ; Seneca in part, Owasco outlet and inlet, part of
Salmon creek, and others.
The lakes ; Owasco, parts of Ontario, Cayuga, Skeneateles,
Cross ; Duck pond Nine Mile bay.
IN ALLEGHANY.
The rivers; Genessee, and the heads of rivers and creeks which
flow into the Susquehanna, into Lake Erie, into the Alleghany,
into the Genessee.
IN SENECA.
The rivers; Seneca, Canandaigua, each in part, Seneca out-
let, Tuckyhannock creek.
The lakes; Ontario, Cayuga, Seneca, each in part; the bays,
Port East, Little Sodus, part of Great Sodus of Ontario.
IN LIVINGSTON.
The rivers ; Genessee in part, Honeoye outlet in part; the
creeks, Canaveraga, Casaqua, Canesus ; the head of Conhoc-
ton.
The lakes ; Canesus, and part of Hemlock.
IN ONTARIO.
The river; Canandaigua in part; the creeks, Red, Flint,
Mud, and Salmon; the outlets of Hemlock, of Honeoye, of
Crooked lake.
The lakes ; Canandaigua, Scametica, Honeoye parts of Se-
neca, of Crooked, of Ontario, and of Hemlock; and Great So-
dus bay in part.
IN MONROE.
The rivers; Genessee in part; the creeks, Irondequot, Stone,
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parts of Black, of Allen's, of Salmon, of Sandy, and other
creeks.
Lake Ontario in part ; Irondequot and Braddock's bays.
IN NIAGARA.
The rivers ; Niagara, Tonnewanta, each in part; the creeks,
Wilkins, Howell's, Tuscarora, Cayuga, and others; and part of
Lake Ontario.
IN GENESSEE.
The river Tonnewanta, and all its head waters ; parts of Al-
len, of Black, of Cattaraugus creeks ; the creeks, Anyocheeca,
Oakorchard, Johnson, Sandy, and three branches of Buffalo ;
the heads of Ellicott's, and of Sulphur spring.
Lake Ontario in part; the Silver, the Jefferson, and some
smaller lakes.
IN CATTARAUGUS.
The rivers; Olean, and parts of Alleghany, and Connemaugh;
the creeks, Oswaya, Tusquiatossee, Tuniauguant, Oil, Ischua,
Great and Little Valley, and part of Cattaraugus.
IN ERIE.
The rivers; Niagara, Tonnewanta, Cattaraugus, each in part;
the creeks, Seneca, Gayuga, Cazenovia, (forming Buffalo,) Elli-
cott's, Cauquaga, Two Sisters, Sulphur spring, Ransom's,
Smoke's, Conjockeda, and others.
IN CHATAUQUE.
The river Conewango; the creeks, Cosdauga, Walnut, Cha-
tauque, Canadaway, French ; and parts of Cattaraugus, of South
Branch, and Chatauque outlet.
The lakes; Chatauque, Cosdauga, Bear, and part of Erie.
NOTE.
In-the several shipyards of the port of New-York, there are
now building, as follows :-
2 Line of Battle ships.
2 Frigates.
2 Sloops of War.
And repairing :-
1 Line of Battle ship.
The above are for foreign account. There are, besides, on
the stocks :-
12 Merchantmen.
8 Steam Vessels.
And on the stocks of the United States Navy Yard :-
2 Frigates.
2 Sloops of War.
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INTERNAL NAVIGATION
NOTE ADDITIONAL, 1828.
1. Since the year 1826, no state tax has existed in New-York,
of any description. The expenses of government are charged
upon a fund denominated the General Fund," the capital where-
of is 1,670,740 dollars, and the revenue derived from it, though
at this moment not quite equal to the charge in question, is likely
to be rendered equal.
2. There exists in New-York a "Literature Fund," of 331,609
dollars, the management whereof, and distribution of revenue,
are intrusted to the regents of the university.
3. A " Common School Fund," amount 1,700,000 dollars, in
productive capítal; whereof the income is about equal to an annual
appropriation of 100,000 dollars.
4. A " Canal Fund," the income whereof for the 12 months
last past, has amounted to 1,233,435 dollars.
Thus the public funds of the state of New-York, are compos-
ed of,
A General Fund.
A. Literature Fund.
A Common School Fund.
A Canal Fund.
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NEW-JERSEY, DELAWARE, MARYLAND,
PENNSYLVANIA, AND OHIO NAVI-
GATION.
N.-From New-York harbour, through Rariton bay, and
up the river, to Brunswick, in New-Jersey.
Distance, Miles, 35
A.-From Brunswick, on the Rariton river, by canal, to
the Delaware, below Trenton falls. This line is the
one marked out for a water communication, in Mr.
Gallatin's Report of 1808, alluded to. The location
of the canal now to take place, will probably not
differ widely from the plan at that time.
Distance, Miles, 28
No. 54.
DELAWARE AND RARITON CANAL.
A charter for the execution of this projected work, was grant-
ed, by an act of the New-Jersey legislature, on the 30th Decem-
ber, 1824, conditionally, that the concurrence of Pennsylvania
should be given touching one of its provisions; which has in
consequence been given, but under certain limits and stipula-
tions, by an act of the legislature, passed on the 6th April,
1825.
Upon a joint examination, made by commissioners of New-
Jersey state, and a board of engineers of the United States ap-
pointed to that object, it was decided as most eligible, if not in-
dispensable, that a feeding canal should be constructed, drawing
from the Delaware itself a supply of water for the summit level
of the main canal; that appearing to them the only certain source
for obtaining an abundance, proper to facilitate a passage, such
as the intercourse is likely to require, and adapted to such ves-
sels as navigate the great rivers and bays of the sea-coast. This
therefore has been adopted into the plan: the feeder to enter the
River Delaware, at or near Bull's island falls, 23 to 26 miles
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INTERNAL NAVIGATION
above tide, at Lamberton, and to terminate, and enter the main
canal, within a mile or two of the latter's debouche at Lam-
berton.
The capital stock of the company, which is 800,000 dollars,
with privilege to augment to a milliom if requisite, and an op-
tion on the part of the state, of being one-fourth proprietor, if its
legislature so determine, has been subscribed with eagerness, and
preparations for the work are gone into.
The engineers' estimates are,
For the main canal, taking the length thereof at 30
miles, and making, it is said, large allowances,
$475,000
For the feeder, taking it at 25 miles, and large al-
lowances,
-
-
-
375,000
Together, $850,000
The location of this canal will, it appears, differ somewhat
from the above specification. It is in agitation to run the line
from the Rariton, at some miles below Brunswick, or between
Brunswick and Washington, and to make it strike across, not to
Lamberton, but to Bordentown, at the mouth of Crosswick's
creek; to which point, in such case, the feeding canal will ne-
cessarily be extended downward that is to say, extended to
Long Bridge Farm, 51 miles distant from Trenton. But it is
besides in agitation, to lengthen this feeder upwards; that is to
say, for it to commence, and take its supply of water out of the
Delaware, at within a short distance of Easton, in place of tak-
ing it out at Bull's island falls. In consequence of which altera-
tion, if it take place, there will be an enlargement of the com-
pany's capital stock, to quadrate with the increase of expense.
A still further consideration of the subject, seems to have
brought back the original intention of terminating this canal at
Lamberton, after a course by Millstone valley, somewhat cir-
cuitous in comparison of the other. The New-Jersey commis-
sioners report the following line of route as agreed upon.
The main trunk. Along the Rariton valley, and the Millstone
river valley, to near its junction with Stony brook ; passing south
of Princeton, and through the Lawrence meadows, to the city
of Trenton, and thence to Lamberton, and its point of connexion
with the channel of the Delaware. The feeder to commence op-
posite to Durham, or the confluence of the Delaware and Mus-
conetcong; passing along the margin of the Delaware, through
Trenton, to its termination in the main canal, within a mile of
Lamberton, direct across, and by the canal itself, 24 miles from
the Delaware, below Lamberton. Width of the feeder 40 feet ;
depth of water 5 feet. It has a descent of 117 feet; the head
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of Durham falls being 130 feet above tide level, and the Rariton
river, a little below Brunswick, 13 feet above tide. The summit
level 48 feet. Width of the main trunk to be 60 feet, and-depth
of water 8, to correspond with the Chesapeake and Delaware
canal. Whole length of the canal and feeder, 84 miles. Length
of the locks on the main canal, 100 feet, measured between the
hollow quoins. Width at bottom, and between the hollow quoins,
22 feet.
To avoid the shoals of the Delaware below Lamberton, it is pro-
posed to extend the main canal into Pennsylvania, by a construc-
tion from Biles creek, opposite Lamberton, across the alluvial
soil of Bucks county, to Tullytown wharf, distance 5% miles ; a
cut that will moreover be advantageous, in reducing the distance
between Lamberton and Philadelphia to 28 miles only, in place
of 40.
A new estimate is given as follows: :-
Main canal, to 59th section, near the mouth of Mill-
stone river,
-
-
-
-
$ 313,897
Lockage, and work connected with the locks,
-
187,600
Continuation of main canal, from 59th section to New-
Brunswick,
-
-
-
-
164,000
Aqueducts and culverts,
-
-
-
-
72,300
Grubbing and making roads,
-
-
-
-
12,856
Fencing 60 miles of canal and feeder,
-
-
-
38,400
Road and farm bridges,
-
-
-
-
-
66,000
Protecting banks of main canal with stone,
-
-
20,680
Feeder to Eagle island, 5 feet deep, 40 feet wide ;
20 miles, -
-
212,592
1,088,325
Contingencies, five per cent,
-
54,416
1,142,741
Continuation of feeder from Eagle island to
Durham, -
-
-
-
-
- $256,875
Extension of main canal in Pennsylvania,
or Pennsbury manor canal, -
-
87,384
344,259
Total, $1,487,000
Notwithstanding which, however, a law has finally passed the
Pennsylvania legislature, to this effect ;-that the company be
obliged to make their canal below those points, in both rivers,
where there is not at all times 8 feet of water, and below all
shoals, sand bars, &c., allowing them, however, the right to re-
move those obstructions in the channels of the rivers, if they
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INTERNAL NAVIGATION
prefer that to carrying the canal below them ; and allowing them
also to make the canal across Pennsbury manor. Pennsylvania
stipulates also some other conditions.
The expense of constructing the canal, under the conditions
of this law of Pennsylvania, will, it is supposed, amount to little
short of 2,000,000 dollars.
JANUARY, 1827.
In consequence of the occurrence last above stated, the under-
taking altogether is suspended for the present; the canal com-
pany not deeming it advisable to prosecute the work, subject to
the conditions of the Pennsylvania law here mentioned.
This suspension is much to be regretted; possibly, however,
it may have the effect of accelerating another enterprise; which,
if not of quite equal importance with the canal as projected,
will in many respects be an excellent substitute; namely ; a rail
road across New-Jersey state, between the Rariton and Delaware
rivers; which there is great likelihood will be undertaken, if
not forthwith, as soon as the art of constructing rail ways shall
be somewhat better understood with us, in its several details,
than can be said as yet to be the case.
A short lapse of time, with the public attention turned, as it now
is, to the subject, and in particular to the actual results in the in-
stances of two or three of the rail way constructions in England,
will be sufficient, with what information is already possessed, to
make up the requisite stock of science on the subject, to proceed
with upon safe ground. And now assuming for a fact, that a
substantial work of the kind, with double tracks, can be con-
structed, of permanent materials, at an expense not exceeding
the estimate for a canal such as has been projected, over about
the same length of ground, there is scarcely a doubt, even in
case the New-Jersey legislature should determine to leave the
thing entirely to individual enterprise, but the subscription for
it will eagerly be filled up, as soon as it shall be proposed on the
solid footing alluded to.
No district of country cap be found, offering a line of road
of a like moderate length, better, if so well, adapted to the pur-
poses of a general transportation ; nor much better calculated
for the effecting a rail way construction along its distance ; and
consequently, there is offered the fairest prospect of success; a
success which perhaps will not be greatly interrupted even by
the concurrent operations, at a future day, of the projected Dela-
ware and Rariton canal" itself.
A plan for a rail road between Camden and Amboy bay, is
submitted to the New-Jersey legislature.
A plan for one from Patterson, on the Passaic, eastward, to the
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OF THE UNITED STATES.
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Hudson, is likewise submitted, and an act of incorporation ap-
plied for.
JANUARY, 1829.
As time advances, and improvements of the country at large
are every day receiving accessions, in degree more or less ac-
celerated, the anticipated views still taken of the accomplish-
ment of this canal, lose nothing of their former vividness. The
several great branches of the country's inland navigation, as now
established, and every day growing in importance and value,
constitute a dependence, that leaves no doubt upon the mind, of
a very ample income being in store, to remunerate for the exe-
cution of the project, viewed even in the mere light of a separate
individual or corporation.enterprise.
On the north-eastern side of the Rariton-we have
1. The East river navigation to Providence, Rhode Island.
Into which flows 1. The Eastern coasting trade. 2. The trade
of the Middlesex canal, extending from Boston to Concord in
the centre of New-Hampshire. 3. That of the Blackstone ca-
nal from Providence to Worcester in Massachusetts, 45 miles.
4. The Farmington canal, leading through a rich agricultural
country to New-Haven-together with the trade of the naviga-
ble rivers of New-England, which empty into the East river,
or sound-and
2. The New-York Canals: Connecting Lake Erie and Lake
Champlain with the Hudson, embracing a trade, the tolls from
which have amounted during the past year to 838,412 dollars—
a trade constantly increasing with the progressive improvement
of the country, and which will speedily be swelled to an im-
mense amount by the completion of the numerous additional ca-
nals contemplated by the legislature of that great and enterpris-
ing state.
By these mediums, the immense trade of a population of se-
veral millions of our most enterprising citizens, scattered over a
large agricultural and manufacturing country, embracing seven
states, have access to the Rariton. But its progress is bounded
by the southern shores of that river-thus far it can go and no
further. It is still 28 miles from the Delaware.
Passing over this narrow strip of land, to the shores of the
Delaware-we have
1. The Lehigh Canal, opening an outlet from the inexhausti-
ble fields of coal at Mauch Chunk into this river, with the cer-
tain prospect of a continuation of this navigation to the Susque-
hanna, and Lake Erie, in reversion.
2. The Central Pennsylvania Canals, uniting the Delaware
and Susquehanna with the Alleghany and Lake Erie, connecting
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INTERNAL NAVIGATION
the various navigable streams of Pennsylvania, and opening an
avenue by which her immense agricultural and mineral trade will
flow into the Delaware.
3. The Chesapeake and Delaware Canal, connecting the
Delaware with, 1. The Chesapeake bay and its tributary rivers
and populous cities-The Susquehanna, Patuxet, Rappahannoe,
Potomac and James-Baltimore, Annapolis, Norfolk, Peters-
burgh, Fredericksburgh, Richmond, Alexandria, Washington,
&c. 2. The Dismal Swamp Canal, soon to become navigable to
Newbern in North Carolina. And 3. The splendid canal and
rail road projects, uniting the Ohio river with the Chesapeake.
Such is a brief view of the two great sections of country and
their internal navigations, which the Delaware and Rariton ca-
nal is to unite. It is to form a junction between the East river
navigation and its canals and the New-York canals on one side;
and the Lehigh, central Pennsylvania, and Chesapeake naviga-
tions and canals on the other. A view before which, in the
opinion of the committee, the mere fact that this proposed canal
will open a navigation between Philadelphia and New-York,
sinks almost into insignificance.
But, the inquiry with us, now particularly in hand, is as touch-
ing a minor interest, compared with the great national concern-
ment alluded to: it is, as to the probable revenue of the propos-
ed Delaware and Rariton canal. On the 15th of this month,
was made a very able and circumstantial report, to the New-
Jersey legislature, by a committee appointed to review the whole
ground. They strenuously recommend the execution of the work,
by the state, as a public concern, and set forth with great clear-
ness, in a series of details, the many advantages, both public and
private, that may in all reason be expected, and which, indeed,
for the most part, must infallibly flow out of it. The committee
recommend it, not only on the broad principle above stated,
but as a measure calculated well to reward the state, in her year-
ly finances, if she assume the proprietorship of the enterprise.
The revenue of the canal, to arise from tolls on merchandise,
and personal passage along the same, is predicated on a compre-
hensive review taken by the committee, and stated to the legis-
lature, of the branches of this country's trade and intercourse,
embraced in the inquiry.
An estimate of revenue is likewise reported, through the go-
vernor of New-Jersey, in compliance with a resolution of the
legislature, authorizing and requiring the governor to obtain an
accurate estimate of the quantity of merchandise, and productions
of all sorts, constituting the coast and inland trade, between the
cities of New-York and Philadelphia, and the ports and places
on the waters of the Chesapeake; as follows:-
Supposing the canal and feeder are to be 60 miles in length,
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OF THE UNITED STATES.
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and that 100,000 tons of coal from the Lehigh, to pay only a
cent a ton per mile, shall yearly pass through it, will
give
-
$60,000
From the great facility of communication which
this and the Chesapeake and Delaware canal (now
nearly finished) will afford, between New-York,
Philadelphia, Baltimore, and other ports on the
Chesapeake bay, the intercourse will be immensely
increased; for a very small variation in the price of
any article, in any of these markets, would cause
shipments through these canals, where insurance
would be unnecessary, and certainty of time could
be calculated on, so that the estimated amount of
the coasting trade between New-York, the Dela-
ware river and bay, and the Chesapeake bay, as
now furnished by the corporation of that city, name-
ly, 212,000 tons, may safely be assumed as the mini-
mum on which toll would be collected ; to which
must be added, what now passes inland, say 10,000
tons more, making an aggregate of 222,000 tons, to
pass through the canal, and pay a cent and a half a
ton per mile, or sixty cents per ton through, will give
133,200
The toll on the transit of passengers, from the very
cheap, easy, and comfortable manner they may,
through the canal, be conveyed from city to city,
will in a little time be a considerable source of in-
come. Upwards of 80,000 passengers in the steam-
boats and stages have passed between New-York and
Philadelphia during the past year, and will probably
be nearly, if not quite doubled, when this cheap and
very convenient mode of conveyance shall be afford-
ed, and it is believed may safely be set down at
20,000
The lumber, grain, flour, with various other arti-
cles of agricultural produce, and manufactures, which
will pass through both feeder and canal, from each
side of the Delaware above; from the transit of
merchandise carried back ; and from the lime, marl,
and other manures; with the wood, timber, stone,
brick, and other articles, to be shipped on the line of
the canal, which would presently be set in motion,
may, it is presumed, be estimated at a like sum of
20,000
Making a sum total of annual toll of
233,200
To which add :-
For the East river, &c. trade with Philadelphia,
38,562
For the East river, &c. trade with the south, &c.
33,333
Total estimate of revenue from tolls,
$ 305,095
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INTERNAL NAVIGATION
In the present view of things, the dimensions of the canal
have been assumed, at 60 feet by 8, the feeder 40 feet by 5; and
the estimate already exhibited, with reference to the Millstone
route, taken as a basis; but the same not intended to preclude or
discourage any re-examination or reconsideration, eil as to
route or dimensions, that may be deemed advisable, before the
one or the other shall be absolutely decided on and fixed. Tak-
ing the estimate as it stands, and the feeder not supposed to ex-
tend higher up the Delaware than Eagle island, we have an
amount of 1,142,741 dollars, for canal and feeder together;
length of the two 60 miles, or about 19,000 dollars average rate
per mile. But this estimate was made two years ago, and since
that time, materials being considerably reduced in price, and
contracts for canal labour having been made at one half the for-
mer rate of this most expensive item in the work, to wit, 64 cents
per cubic yard of excavation, it is thought, in consequence of
this, that 13,000 dollars per mile, or the sum of 780,000 dollars,
may be considered an ample estimate of cost, for the whole 60
miles of canal and feeder; it being admitted, that along the line
of route traced, there exist not any unfavourable circumstances
for construction.
Commissioners are forthwith to be appointed, by the states
of New-Jersey and Pennsylvania, respectively, with a view to
their coming to an amicable arrangement, for the reciprocal use
of the waters of the Delaware, in relation to this canal, and the
Pennsylvania state canal ; and also for milling and manufacturing
purposes, to the mutual benefit of the states.
N.-From Rariton bay, at Perth Amboy, up the Arthur
Kull, and Newark bay, and Passaick river, to the en-
trance of the Morris canal, as next below specified, at
Acquacknack.
Distance, Miles, 30
A.-From Acquacknack, on the Passaick river, by eanal,
acress the state of New-Jersey, to the Delaware river,
opposite Easton.
Distance, Miles, 76
No. 55.
THE MORRIS CANAL.
For this canal, across the state of New-Jersey, north of the
one last specified, a charter was also obtained and the stock of
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OF THE UNITED STATES.
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the company has been filled, with a great excess of subscrip-
tions. The work is to commence forthwith. The route survey-
ed is through Warren, Morris, and Essex counties, making a
general course of east and west nearly. It commences at Philips-
burg on Delaware, or opposite the mouth of Lehigh river ; tak-
ing along the north side of the Pohatcung river after crossing
which, it proceeds along the north of Musconetcong valley,
to Stanhope, and thence, on the south, to Brookland. Here
is the crown, or summit level, deriving water from the lake,
or great pond Hopatcung, in the vicinity : from whence the
route is down the valley of Rockaway river to its mouth ;
thence to Little falls of the Passaick, to Patterson, and to Ac-
quacknack.
The details of the route, however, are not yet quite fixed ;
nor can they be, some of them, but as the work advances. The
crown, as above, will give the bottom of the canal an elevation
of 888 feet above tide at the Passaick, and 739 feet above the
Delaware level at Easton; of the which rise and fall, it is pro-
posed that 1400 feet shall be overcome by the use of inclined
planes in place of lockage. The canal to be 30 to 32 feet wide
at the water surface, 16 to 18 feet at the bottom, and 4 feet deep,
calculated for boats of 3 feet draft. The engineers' estimate is
809,813 dollars; or, on the supposition of locks being used in
the construction throughout, then the estimate amounts to
1,148,103 dollars. At present, the sentiment is in favour of the
experiment of inclined planes.
May, 1827.
This canal was commenced in July 1825, and, by an official
report of the president of the company, just now given in, there
appears to be such satisfactory progress made, that the whole,
from the Delaware opposite Easton, to the Passaick, extended to
Powles Hook, or Jersey city opposite New-York, may be com-
plete and in operation, in the course of next year, 1828, or the
year following.
An important change has been made in the route, by extend-
ing it from the Passaick to the Hudson ; it was laid out first to
Acquacknack, and secondly, to Newark, still on the Passaick,
in the belief that the high rocks of Bergen ridge could not
be passed. There has, however, since then, been discovered a
falling off of the ridge, precisely at a spot where a ravine exists
and passes quite across the ridge. Through this the canal will
be carried, with considerable facility, and so as to be on a level
with tide water all the way from Newark to Jersey city, which,
as the canal is to go, is between 11 and 12 miles. Locks of mason-
ry, and an extensive dam, together with a collection of machinery,
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102
INTERNAL NAVIGATION
have been completed at the Hopatcung lake, and the result
goes to indicate that there is a supply of water 5 times greater
than will be necessary for the locks along the whole line of
canal. Nevertheless, it has been thought expedient to adhere to
the plan of inclined planes," on a part of the route, for the
sake both of economy in the construction, and of superior ex-
pedition in the conveyance to be afforded. And from an experi-
ment made recently at Rockaway, where the difference of level
amounts to 52 feet perpendicular, there is reason to believe the
plan will succeed to perfect satisfaction, although the experi-
ment itself was not quite as conclusive as could have been wish-
ed, owing to certain deficiencies in some of the preparatory steps
taken for the occasion.
Research is at present making, after the most efficient machi-
nery that can be adopted into these works, according to the latest
improvements in mechanics, and the needful preparations of the
ground are making, for the application of the same at the several
places where inclined planes are to come into use. The highest
lift to be encountered is 90 feet; it is at Boontown falls.
The western division of this canal, from the summit level,
embraces 75 sections of half a mile each; and the eastern divi-
sion, as far as the Passaick, 90 half mile sections; which, conse-
quently, with the 12 miles additional to the Hudson, makes the
whole canal distance 941 miles, or thereabout, besides a naviga-
ble feeder at the summit, of 4 of a mile, which opens a naviga-
tion of 9 miles upon Lake Hopatcung.
The cost of all the work done, down to the 1st of this month,
amounts to 417,917 dollars, and this is considered as having been
by far the most difficult portion of the whole ; so that it is con-
fidently expected the entire canal, including its extension from
the Passaick to the Hudson, will not exceed the cost of 1,250,000
dollars, but rather fall within this sum.
The company's canal stock, agreeably to charter, and subscrib-
ed for, was to the amount of 1,000,000 dollars ; but circumstances
of defalcation amongst subscribers, caused the company afterwards
to resume more than half the number of shares, and of these,
the company are at the present day still holders of a portion
to be disposed of, say 3204 shares, which, if the company can
immediately dispose of at par, would enable them to finish the
Morris canal as far as Newark, by the month of July or August
1828.
The directors are sanguine as to a highly beneficial revenue
from this canal, when once it shall come into full operation, and
apparently are so with reason, considering the various produc-
tive sources from agriculture, from manufactures, and from the
mines, which its location will command, for a great transporta-
tion ; and more especially, after a water communication with the
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OF THE UNITED STATES.
103
Susquehanna river shall be laid open through the Lehigh, a pro-
ject that is now on foot. In the mean time, the proprietors of
the Lehigh coal mines, it is stated, have offered to come under
contract, to deliver annually, for a number of years, 50,000 tons
of coal, at the entrance of the Morris canal, at the price of 3
dollars per ton; which would include considerable profit to the
Lehigh company, besides paying them the charge of transporta-
tion.
OCTOBER, 1829.
These works have continued to be steadily prosecuted, and as
it would seem, with great judgment, and not a little skilful con-
trivance on the part of the engineers employed; though not
with that rapidity, altogether, which was at one time intended,
owing in part to some disturbance the company experienced in
financial operations, a natural consequence of their resumption
of a large portion of their capital stock, as has here been stat-
ed; and in part also, owing to a willingness to gain adequate
and confirmed experimental knowledge in regard to the inclined
plane system, which the company contemplated from the begin-
ning to adopt into their plan, as already stated. Accordingly,
there is now the best ground for believing, that the system will,
in this undertaking, prove completely successful and if so, the
time is not far off, when a new era may commence, as for the
intercourse improvement principle acquiring accelerated force;
and the late Fulton's known saying on that head come to be greet-
ed as a true prediction, applicable to the country at large. It is
computed that the difference in cost of inclined planes, compar-
ed with locks, is as 8 to 1; and, as to time in the act of passing,
as 16 to 1 in favour of planes.
There remains not now, on both divisions of the route, more
to be done, than can with facility be accomplished in the ensuing
working season, if nothing new occur to prevent. In the course
of operations thus far, some slight alterations have been made as
to sites and distances: the whole route, as it now exists, runs as
follows :-
Western division, from the feeder at summit level, near Lake
Hopatcung, to the Delaware opposite Easton, comprising 74
sections, of 42 chains each, -
-
-
say 74 sections.
Eastern division, from feeder at summit, as far as
Newark on the Passaick river, comprising,
97
do.
From Newark, to Jersey city on the Hudson,
21
do.
Together equal to 100 miles 64 chains; to which, adding the
navigable feeder from the lake, 60 chains, this makes in all a
navigable distance of 101 miles 44 chains. And this includes
the sections passing through the town of Newark, to the west
bank of the Passaick, not included in former estimates.
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104
INTERNAL NAVIGATION
There will be on the western division, 7 locks, overcoming a
difference in level of 67 feet, and 11 inclined planes, overcom-
ing 691 feet. On the eastern division, between summit level and
the Passaick, there will be 17 locks, overcoming a difference of
156 feet, and 12 inclined planes, overcoming 743 feet.
Total ascent and descent, 1657 feet.
There will be within these limits, 4 guard locks, 5 dams, 30
culverts, 12 aqueduets, 200 bridges and upwards.
The aqueducts are all complete; that across the Passaick river
at Little falls, is especially worthy of notice, as superior to any
work of the kind in America. It is a beautiful structure, all of
cut stone, finished with architectural skill and taste; the duct
resting on a single arch of 80 feet, with 50 feet radius, and
measuring 52 feet perpendicular above the water level, that is,
up to the coping of the side walls, above which, will be the ba-
lustrade. Extent, from wing wall to wing wall, over 200 feet
say 215.
The inclined planes are situated thus; viz.
On the western division: :-
Feet. Inclination.
Feet.
1 At Great meadow, elevation
58
making
580
1 At Stanhope, -
-
70
"
-
770
1 Near Sager's, -
-
-
55
1
"
660
IS
1 At Old Andover,
-
"
80
"
0
640
1 Near Anderson,
-
64
"
-
768
1 At Montrose, -
.50
"
-
-
Too
500
1 At Pohatcong, -
73
"
-
-
TO
730
1 At Hulziser's, -
-
-
62
"
682
1 Near Bridleman's creek,
100
"
-
1000
TO
1 Near Green's mills,
44
"
-
-
18
528
I At Delaware river,
35
"
-
-
420
On the eastern division ; viz.
1 At Summit level,
-
50
1
-
"
TI
600
1 At Drakesville,
-
80
"
-
10
800
1 Near do.
-
38
"
-
-
II
456
1 At Baker's mills,
-
-
52
"
416
1 At Dover,
-
-
-
63
"
567
1 At Rockaway, -
-
-
52
"
624
1 At Boontown falls,
-
-
80
"
To
800
1 At Montville, -
.
-
76
"
836
1 At do.
-
-
-
74
"
814
1 Near Pompton,
-
-
56
"
672
1 At Bloomfield,
-
52
"
-
624
1 At Newark,
-
70
"
-
-
840
23 Planes, together surmounting 1434 feet.
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OF THE UNITED STATES.
105
Were it not that two or three of the eastern planes, and as
many locks, remain to be finished; and that, on one or two other
of the planes, some experimental improvements are yet going
forward, the whole 50 miles of this eastern division, from the
summit down to Newark, would at the present time be naviga-
ble and in use ; preparations are making to lay open, and give
activity to all the unobstructed parts thereof, in a few days from
this.
The present estimated cost, for the whole of the works, from
the Delaware at Easton, to the Hudson at Jersey city, including
consequently the Bergen division, when completed, is 1,242,275
dollars. There has been expended by the company, down to
the 29th of last month, the sum of 912,393 dollars, which in-
cludes payments for lands purchased, water privileges, &c.
The company's affairs appear to be in a prosperous condition,
a consequence of great prudence in the management, at a critical
period of time, and since ; and the prospects, touching their not
hitherto productive enterprise, to be now very bright.
The present suspension of the Delaware and Rariton project,
though regretted as to itself, will, however, confer considerable
advantages on the Morris, at its outset, not only as the latter will
have, for some time at least, the unrivalled transportation across
the state of New-Jersey, to the city of New-York, of the Le-
high coal, but as forming a connexion with the great natural and
artificial water communications of the states of New-York and
Pennsylvania in general. The Lehigh canal terminates on the
west bank of the Delaware, at a point directly opposite to where
the Morris begins; the two canals may in fact be considered as
one, and a word may here be said of the economy observed, or
to be observed, in the Lehigh coal transportation; this substance
being taken up at the mine, or rather coal quarry, above Mauch
Chunk, without being handled by man, from the time it enters
the coal wagon there, until its delivery in New-York. It is put
by the miner into a wagon, at the mine, and is drawn 800 yards
by animal power, to the apex of the self acting plane thence
the wagon descends 9 miles to the schute on the Lehigh river,
and there discharges itself into a boat, in which the coal is brought
to the wharves of New-York; and were it not for a certain in-
direction which the Morris route takes, for the sake of passing
near the important manufacturing town of Patterson, the dis-
tance by the canal, and that by the ordinary road, between New-
York and Easton, would be nearly the same. The state of New-
York is now engaged in effecting a canal communication between
the great Erie canal and the River Susquehanna, as specified at
Article 38; and the project of opening a canal by the Nescopec
valley, between the Susquehanna and the Lehigh, as specified at
Articles 62 and 63, and the general Pennsylvania state article,
0
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106
INTERNAL NAVIGATION
it is probable will also succeed. Now it may be seen, that when
these designs are accomplished, New-York city will have the
following route, both to the coal districts and the great lakes, at
command; namely :-
Through the Morris canal, to Philipsburg opposite Easton.
Through the Lehigh canal, up to Wright's creek.
Through the Nescopec canal, to Berwick.
By the Pennsylvania canal, up to the New-York line.
By the Chemung canal, and the Seneca canal, to the Erie canal
at Montezuma.
Which will be nearly as direct a route, to that point on the Erie
canal itself, and so far towards the great lakes, as the route at
present pursued, up the Hudson and the Eastern part of the
Erie canal; and be a far more direct route to the extensive coal
districts of the line; besides affording another advantage, which
in years of severe weather accruing, may be great, viz. that this
will be a navigation opening earlier in the spring, and continu-
ing open later in the fall, than the navigation near Albany.
M.-From the junction of the Rariton canal with the
River Delaware, up the stream of the Delaware, to
the mouths of the Lehigh and Lackawaxen rivers,
and thence up to the New-York boundary line, north
of Wayne county, near the forks of the Popachton
and Cookquago.
Distance, Miles, 220
No. 56.
UPPER DELAWARE CANALS.
In the Delaware river, there are no precipitous falls. It well
accommodates a downward navigation, and this distance of its
upper water can, sometimes, in the season of flood, be also as-
cended by boats. To render it passable at all times, it is propos-
ed to clear out and deepen the natural channel; to cut down the
heads of the falls and pitches; 80 as to make the descent more
gradual and uniform : then, to dam up all, or many of the lakes
and ponds about the tributary streams, so as to save water, to be
let out only when wanted in the dry season; and lastly, in case
of necessity, to construct lateral canals at particular passes. The
execution of which, it is expected, will 80 far improve the navi-
gation of the Upper Delaware, as to enable craft of some burthen,
and possibly steam-boats, to navigate nearly all the summer
through, quite up to the forks.
Digitized by Google
OF THE UNITED STATES.
107
NOTE.
The particulars of existing falls, and rapids, and shallows,
between tide water and Easton, are described from actual sur-
veys, as follows; and, in SO far as they obstruct the river's navi-
gation, there is reason to believe effectual improvements will
forthwith be made. The states of both New-Jersey and Penn-.
sylvania are highly interested in the measure.
Distance below
Length of
Fall of
Head of
the mouth of
each in
each.
each
the Lehigh in
feet.
Ft.
In.
above tide.
miles.
Ft.
In.
Trenton falls,
-
-
49
3500
9
8
9
8
Gould's falls,
-
-
461
3000
4
5
16
8
Scudder's rift,
-
-
44
2500
4
2
24
S
Knowles' Point rift,
-
394
500
3
1
33
6
Bucktail rift,
-
-
364
500
1
5
36
5
Wells's falls,
-
-
351
4780
12
1
49
9
Greenbank rift,
-
-
32
500
1
9
58
9
Galloper's and Howel's rift,
31
1500
7
6
68
3
Bull's falls, -
-
-
274
800
4
5
72
2
Cutson's rift,
-
-
254
1000
3 10
85
4
Tumbledown falls,
24 to 25
5000
11
1
89
1
Marshall's island rapids,
21 to 234
1000
11
5
100
7
Man of war rift,
-
20
500
1
5
102
3
Stuhl's falls,
-
-
18
350
1
8
107
2
Freeman's falls,
-
-
17
700
3
7
110
11
Normixon falls,
-
-
14
1700
4
11
117
6
Linn's falls,
-
-
12
2300
7
4
127
Durham falls,
-
-
94
350
2
9
130
Gravelly falls,
-
-
8.
1500
1
3
133
Roeky falls,
-
-
7
2000
2
9
136
Ground Hog rift,
-
6
1700
1 11
138
1
Old Sow rift,
-
-
5
750
2
4
145
5
Chifford's rift,
-
-
31
2000
5
1
150
10
Bixler's rift,
-
-
1
2000
7
5
160
5
In addition to which, are the following shallows, where the
water, without sensible fall, has but little depth: viz.
Limestone shallows; these occur at a short distance above
New-Hope, and 321 miles below the mouth of the Lehigh.
They have 15 inches at low water.
Lowrey town shallows; at 164 miles below the Lehigh; these
are formed by a sand bar in the pool, through which a channel
is eut near the Pennsylvania shore.
Whippeorwill shallows; at 21 miles below the Lehigh; this
is a small gravel bar, at the head of an island of same name
near the Jersey side.
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110
INTERNAL NAVIGATION
Schtuylkill from Philadelphia, and be transported from the head
of the present navigation, with an advantage, in time and ex-
pense, over other routes, to several points calling for it.
The annual report, for 1825, has been made; and the follow-
ing statement exhibits the company's financial situation:-
Statement of the receipts and expenditures of the Schuylkill
Navigation Company, from the commencement, to the first
day of January, 1826.
Amount received from subscribers,
-
$1,037,796 26
Do.
for tolls,
-
-
-
-
23,099 81
Do.
rents,
-
-
-
-
10,994 69
Do.
interest, -
-
-
-
3,837 09
Do.
real estate,
-
-
-
893 04
Do.
on loan,
-
-
-
-
843,273 60
Do.
for premiums on loans,
-
5,589 40
Do.
from the city corporation, for
removing the restriction on
the surplus water at Fair
Mount,
-
-
-
-
26,000 00
.
$1,951,483 S9
Amount paid for improvements, $1,704,948 80
Do.
land,
-
-
63,405 64
Do.
damages,
-
39,701 73 -
Do.
interest on loans,
80,911
41
Balance on hand, in se-
curities,
-
-
$ 60,848 89
In cash,
-
-
1,667 42
62,516 31
$1,951,483 89
Received,
In 1818, tolls. $233, ho. and gr. rents, $15
1819, do. 1,202
do.
60
1820, do.
803
do.
25, water rents, $300
1821, do.
1,792
do.
130
do.
296
1822, do.
1,055
do.
243
do.
684
1823, do.
1,964
do.
274
do.
1,164
1824, do.
635
do.
645
do.
2,482
1825, do. 15,415
do.
435
do.
4,275
$23,099
$ 1,827
$9,201
By which it appears, that the cost of these works, exclusive
of interest on loans, may finally be taken at about 1,850,000
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OF THE UNITED STATES.
111
dollars. Of course, to bring in, at the rate of 5 or 6 per cent.
on this disbursement, there will be required a net revenue of
from, 95,000, to 110,000 dollars; which it is hoped will, within
a few years, be much more than. realized.
It was not until the latter part of September, that a thorough
navigation, between Mount Carbon and Philadelphia, became
established; yet, the tolls down to the end of the season, (about
the 19th of December,) have amounted to 15,415 dollars, and
it is conjectured, that in all the present year, 1S26, the amount
of toll will not fall short of 70,000 dollars, besides the income
from ground and water rents, which now is about 5,000 dollars.
The coal trade is increasing with great rapidity; the demand for
coal being, just now, much beyond the means of transporting it
from the mines; and the income from general transportation,
that is, from other articles than coal, seems likely far to exceed
what was anticipated by calculators: the produce of the Susque-
hanna, it is remarked, is "seeking a conveyance to market,
through the Schuylkill." The Union canal, when finished, will
be the means of bringing in no small addition to the Schuylkill
company's revenue; and it seems, moreover, at this moment, to
be a favourite project, to construct a rail way, between the
head of the Schuylkill works, and some point of the Susquehan-
na river, not far from Sunbury.
The annual expenses, for superintendence, after the present
year, it is supposed may amount to 13,000 dollars. Of the
average annual expenses for keeping the works in repair, there
is not, as yet, sufficient experience to speak with any precision;
but the sum of these two items, deducted fróm the amount of
tolls and rents, will give, of course, the company's net annual
income.
JANUARY, 1827.
Another yearly report has been made to the stockholders;
and the present situation of the company's affairs, is shown by
the "general statement;" thus:-
Amount received from subscribers,
20,970 shares, at 50 dollars,
- $1,048,500
Outstanding, deduct,
-
-
-
727
$1,047,773
Amount received for tolls,
-
-
-
-
-
66,208
Amount received for rents,
-
-
-
-
17,366
Amount received for interest,
-
-
-
-
4,442
Amount received for sales of real estate,
-
-
2,177
Amount received on loan,
-
-
-
-
-
945,074
Amount carried forward, $2,083,040
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112
INTERNAL NAVIGATION
Amount brought forward, $ 2,083,040
Amount for premium on the loan,
-
-
-
8,732
Amount for stock forfeited,
-
-
-
-
49
Amount from the city corporation, for a removal of
restrictions on the surplus water at Fair Mount,
26,000
$2,121,421
Amount paid for improvements, includ-
ing all contingent expenses,
- $1,858,985
Amount paid for real estate,
-
-
65,650
Amount paid for damages,
-
-
58,063
Amount of interest on loan,
-
-
133,704
$2,116,402
Balance in hand,
5,019
$2,121,421
Tolls received for 1826; viz.
Descending,
-
-
-
-
-
$32,969
Ascending,
-
-
-
-
-
10,140
$43,109
Water and other rents,
6,372
$49,481
From which it appears, that the tolls for the year expired,
have not amounted to the sum it was thought they would amount
to : yet their actual amount nearly triples that of 1825, although
there happened, in the height of the season, an interruption of
business, occasioned by the unfinished state of the works at 2
few points; and these are yet to be made perfect against the
opening of business in the spring ensuing.
As to proportion, in ascending, compared with the descend-
ing tolls, it has risen from as 1 to 6, (its ratio in 1825,) to as 1
to 34, its ratio shown as above; which is a favourable circum-
stance of no small account.
It appears that the whole cost of these works, including real
estate and contingencies, down to the present time, amounts to
1,987,828 dollars; that is to say, 1,992,847 dollars, is the ag-
gregate amount of capital and loan debt invested, with a balance
of 5,019 dollars cash, in hand, towards the payments of next
year.
In how short a period from this time, the accruing revenue
will have come up to the work of enabling the managers, with
propriety, besides discharging the annual interest on the amount
Digitized by Google
OF THE UNITED STATES.
113
of loan, to declare dividends in favour of the stockholders, re-
mains yet to be ascertained. It possibly may be thought most ad-
visable to postpone this measure yet for a season, for the sake
of some further improvements to the works, calculated to render
them more lastingly beneficial than otherwise they might be.
The gross amount of tolls and rents, 49,481 dollars, for the past
year, makes about 21 per cent. on 1,987,828 dollars, the whole
sum disbursed. Strong hopes are entertained that the stock will
become a profitable one to the company. Recent occurrences
have satisfactorily confirmed every favourable idea indulged in,
as to the great public utility of these works and the greatest
activity now prevails, in extending local conveniences, such as
warehouses and other buildings, and various establishments to
accommodate the trade that offers ;-a trade, in fact, waiting to
be accommodated. The rate at which the coal trade has in-
creased with us, and the likelihood of its going on more and
more to increase, indicate, that before many years pass away, a
second line of transportation may very possibly be needed, be-
tween the Schuylkill collieries and the wharves of Philadelphia.
It is in contemplation to extend the navigation from Mount
Carbon to the mouth of Mill creek, and likewise in the direc-
tion of West branch, Schuylkill which will give 3 leading ave-
nues to the collieries viz.-
Eastward, by Mill creek,
Westward, by West branch,
By the centre, or turnpike.
Which last, may be improved into a rail road.
JANUARY, 1S28.
The report on the Schuylkill navigation company's affairs,
for the year now expired, shows that the tolls of 1827 have
amounted, as follows :-
Descending, $ 42,865 00
Ascending, $ 15,284 00
Together, $58,149 00
And that the tonnage passed through the locks, has
been, descending and ascending together, tons, -
65,501
In 1826, the whole tonnage was
-
-
-
32,404
So that the year's trade has actually more than doubled the pre-
ceding one. It does not give double the amount of tolls, by rea-
son, chiefly, that the managers, for the sake of future as well as
present encouragement, have thought it advisable to make a con-
P
Digitized by Google
114
INTERNAL NAVIGATION
siderable reduction on the material article of coal. At this re-
duced rate of toll, the sum received on coal has been,
31,360
On all other articles, descending,
-
- $ 11,505
Ascending,
-
- 15,284
26,789
Total, as above, $58,149
In 1825, the amount of ascending tolls, compared with the
descending, was as 1 to 6. In 1826, the proportion rose to as 1
to 34. For the last year, it appears to be as 1 to 24ths.
The whole cost of the company's works, including real es-
tate and contingencies, down to the present time, is 2,067,016
dollars.
The extension up to Mill creek is now under contract, to be
executed forthwith. It is 21 miles above Mount Carbon, and is
a prolific coal quarter.
The aspect of this concern is not a little promising: the stock-
holders are looking forward to be well remunerated for their
patient advance of capital.
JANUARY, 1829.
The annual report of the president and managers of the Schuyl-
kill navigation company, notices, that, in the past year, many
substantial improvements and repairs have been added to the
works. The extension of the navigation to Mill creck, is finish-
ed in a manner quite satisfactory ; the works generally have
been improved in solidity ; and the year's operations are gone
through with, free from accidents to impede their steady pro-
gress.
The quantity of coal brought to market this season,
has been,
-
-
-
-
-
-
-
47,284
In 1827, the quantity was
-
-
-
-
-
31,360
Increase, more than 50 per cent., Tons, 15,924
Tonnage passed through the locks in 1828,-
Descending, 84,134
Ascending, 21,329
105,463
In 1827, it was
-
-
-
-
-
-
-
65,501
Increase, 61 per cent., Tons, 39,962
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The tolls of 1828 have amounted, viz :-
Descending, whereof 46,202 dollars is derived from
coal,
-
-
-
-
-
-
$ 64,001
Ascending,
-
-
-
-
-
23,170
-
$87,171
The tolls of 1827 amounted to
-
-
-
-
58,149
Increase, 50 per cent., $ 29,022
Of the tolls of 1828, as above, the sum of 12,214 dollars was
received from boats navigating the Union canal.
The income of the company from real estate, ground rents,
and water rents, continues advancing; and, it may here be ob-
served, that the new town of Pottsville, at the head of the works,
is rapidly growing up to a place of consequence.
NOTE.
The following statement serves to show, that an enormous ex-
penditure has in reality been incurred on the Schuylkill im-
provements generally ; but, granting the position, it may as
truly be said, that the advantages purchased are, in point of va-
lue, incalculable. In that point of view, the community has got
a great bargain, and got it consequently cheap enough but the
fact is, in another point of view, that 15 years ago this country
was young, if not in the theoretical, at least in the practical,
of such like works; and were the whole ground to be, de novo,
gone over at the present day, there is not a doubt but that a con-
spicuous economy of cash might take place, for the acquisition
of equal benefits; and not only so, but a plan differing rather
widely, as to details, from the present existing one, would per-
haps now be adopted. However, the statement appertaining to
the present state of things, stands thus :-
Sums expended by the present company,
-
$2,190,176
Expended by the city corporation on the dam and
canal at Fair Mount, exclusive of the water works,
300,000
Expended by the old Delaware and Schuy[kill canal
company, on the abandoned route, about
-
-
210,000
Legislative appropriations, and private expenditures
on the river, prior to 1815, supposed
-
-
20,000
Sum to be expended by the company to complete the
works,
-
50,000
Total amount, $2,770,176
The Fair Mount dam is 1478 feet long.
One of the objects to be effected by the old Delaware and
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116
INTERNAL NAVIGATION
Schuylkill canal company, was to supply the city of Philadel-
phia with water. Which privilege, on the dissolution of that
company, devolved on the Union canal company ; and finally,
by agreement, the city corporation undertook, and they have
well executed, the noble enterprise. Of this, a detailed analysis
is here given, viz.-
FAIR MOUNT WATER WORKS.
Cost of ground at Fair Mount, including the va-
cation of streets, and sundry restrictions,
- $ 116,834 00
For the water power purchased of White and Gil-
lingham,
-
-
-
-
-
-
-
150,000 00
For the dam, canal, buildings, and machinery,
-
300,000 00
For the payment of damages for lands overflowed
by the dam, -
-
-
-
-
-
-
40,000 00
For a new pump and iron water wheel, &c.,
-
12,000 00
For the erection of reservoir No. 3, -
-
-
25,000 00
For the 20 inch iron main, now in use, and for
the necessary branches and feeders required to
supply the city and districts with water,
-
120,000 00
For reservoirs No. 1 and 2, formerly used for the
steam engine works,
-
-
-
-
-
50,000 00
For an extra 20 inch iron main, to be laid in 1829,
65,000 00
For erecting reservoir No. 4, now in hand,
-
60,000 00
For 172,792 feet of iron pipes, laid through the
city,
-
-
-
-
-
-
-
-
337,920 00
For 52,800 feet of wooden pipes, and hydrant
pumps,
-
-
-
-
-
-
-
52,800 00
Together amounting to, $ 1,329,554 00
Statement of iron pipes laid in the city and districts:-
In the city,
-
-
-
172,792 feet.
In Spring Garden,
-
-
15,298
In Northern Liberties,
-
38,323
In Southwark,
-
-
26,233
Making, 252,646 feet.
Or upwards of 48 miles.
Number of dwellings, manufactories, &c. supplied with water:-
In the city,
-
-
-
6775
In Spring Garden,
-
-
357
In Northern Liberties, -
-
1066
In Southwark,
-
-
-
572
Together, 8770
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The above dwellings, factories, &c. consume daily, an average
quantity of water, equal to 160 gallons each, after making due
allowance for the additional quantity of water used from the
public hydrant pumps, which exceed 300 in number.
Amount of water rents assessed in the city and districts.
In the city,
-
-
$35,791 50
In Spring Garden,
-
2,508 75
In Northern Liberties, -
8,426 50
In Southwark,
-
-
4,293 25
Together, $51,020 00
Being on the average less than 6 dollars for each family or
manufactory.
Independent of the advantages of the Schuylkill water for pri-
vate comfort, the difference of losses by fire between New-York
and Philadelphia may be attributed to it, as by a late publication
it appears, that the amount of losses sustained by fire in Phila-
delphia during the last. year, was less than 100,000 dollars,
when in New-York it was upwards of 600,000 dollars.
NOTE.
From the head of the Schuylkill navigation company's works,
a rail road is proposed to be constructed along the Norwegian
and Mill creek valley, over a tract of about 10 miles, and
through a rich body of coal land. Books for subscriptions to the
undertaking, to be opened on the 9th February, 1829, at Potts-
ville, and at Philadelphia. See article 67.
Moreover, a company is organized, as the " Mine hill and
Schuylkill haven rail road company," for the object of construct-
ing rail roads between those points, and along the valley of the
Schuylkill west west branch, to the coal mines in that direction.
The route from Schuylkill haven, passes up the valley of west
branch to the confluence of that and the west west branch, and
thence divides, taking the direction of each of these streams to
the foot of Broad mountain, a distance in all of 17 miles.
This coal district, taken at large, has a length from east to
west of 70 miles, with an average width, between Sharp moun-
tain and Broad mountain, of 3 miles, consequently covering a
surface of about 210 square miles. It comprises the Schuylkill
mines in the middle, the Swatara and Susquehanna mines on the
west, and the Lehigh mines on the east. The veins of coal
average about 10 feet in thickness: their depth, on the inclined
plane, stretching beyond any experiments hitherto made.
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INTERNAL NAVIGATION
SUMMARY.
The Schuylkill navigation company's works; consisting of
canal and slackwater navigation, between Philadelphia and the
mouth of Mill creek,
Miles, 1101
To which may be added, viz :-
Rail road, as above, commencing at Pottsville, and pass-
ing, by the Norwegian and Mill creek valley, to a rich
body of coal lands, -
10
The proposed rail road to be carried by the Schuylkill
valley company," from the head of navigation, as above,
to Reber's mill, or Port Carbon. See article 67.
-
10
Rail roads along the valley of west branch, and west
west branch, from Schuylkill haven, each to the foot
of Broad mountain. Together,
-
-
-
17
A rail road between the navigation, as above, and the
Pennsylvania north branch canal, at the town of Cata-
wissa, passing round the heads of Great and Little Ma-
hanoy creeks. See Pennsylvania state canal and rail
road article,
-
58
A branch rail road, from the summit of the last specified,
to communicate with Little Schuylkill river. See the
same,
Another branch rail road, from said summit, to commu-
nicate with the Lehigh navigation, by way of Quacake
valley. See the same,
An improved slackwater navigation of the Little Schuyl-
kill river; or else, a continuation of rail road, down
to its junction with Big Schuylkill. See article 66, -
22
Aggregate connexion when complete, Miles,
JANUARY, 1830.
By a fresh annual report, now made to the stockholders, the
public are confirmed in the fact of the business of this company,
for the year last past, having been quite equal to what was anti-
cipated of it; and in the expectation, that great prosperity is from
the present moment to be looked forward to, as for these noble
works terminating in making liberal returns to the worthy pro-
jectors and proprietors of them, for all the skill and perseverance
exerted from the beginning to this epoch; and, what is more,
as terminating in advantages to the community at large, such as
are not, in point of extent or amplitude, susceptible of being by
any means calculated with precision beforehand. The company's
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OF THE UNITED STATES.
119
charter being soon to expire, they have obtained from the state
legislature, a renewal, or supplement, whereby all needful pow-
ers are continued to them, for the term of fifteen years, from the
eighth day of March next; and security in consequence given,
for undertaking, without reserve, all such enlargements, exten-
sions, and improvements of the works, as are or may be in con-
templation, and the good of the community now or hereafter
may require. The official report of the president and managers
contains these words ; viz: :-
"The importance of this improvement to the city and state,
can scarcely be now appreciated ; but there is every reason to
believe, that the utmost extension which can be given to the
exercise of the privileges and powers of the company, will not
go beyond the demands of trade."
The quantity of coal brought to market in the season
just closed, has been,
-
-
-
-
-
79,973
In 1828, it was
-
-
-
-
-
-
-
47,284
Increase, near 70 per cent., Tons,
32,689
Tonnage passed through the locks in 1829.-
Descending, Tons, 112,704
Ascending,
:
-
21,820
134,524
In 1828, it was
-
-
-
-
-
-
-
105,463
Increase, 27h per cent., Tons, 29,061
The tolls of 1829 have amounted, viz :-
On descending, whereof 77,032 dollars is derived
from coal,
-
-
:
-
-
$92,186
Ascending trade,
-
-
-
-
27,853
$ 120,039
The tolls of 1828 amounted to
-
-
-
-
87,171
Increase, 371 per cent.,
$32,868
Total cost of the improvements, 1st of January,
1830,
-
-
-
-
$ 2,236,937
A.-From Reading, on the Schuylkill river, by canal,
called " the Union Canal," westward, to Middle-
town, or confluence of the Swatara and Susquehanna
ers.
Distance, Miles, 71
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INTERNAL NAVIGATION
A.-From Middletown, as above, by canal, to the mouth
of Paxton creek, and taking along the rear of Har-
risburg, thence up to the mouth of Juniata river, or
thereabout. This is a contingent supplementary
work, to be decided upon by the result of inquiries
and examinations now on foot; but, in the mean
time, " the Harrisburg canal company" have obtain-
ed a charter, to improve a part of the distance ;
namely, from Paxton creek, to a point of the Sus-
quehanna river above Hunter's falls. The latter is
for the purpose, in particular, of supplying the
town of Harrisburg with water. Distance, Miles, 30
No. 58.
THE UNION CANAL.
This great work, denominated the Union," from two for-
mer companies, chartered in the years 1791 and 1792, to open
a canal between the waters of the Susquehanna river and the
Schuylkill, and another between the Schuylkill and the Dela-
ware, having united, and being now the company prosecuting
this work, is, according to a report made by the managers, ex-
pected to be finished, so as completely to join the Susquehanna
and Schuylkill rivers, early in the year 1827. One-half of it in
distance, and about two-thirds as regards difficulties, labour, and
expense, may be considered as done : this consists of a summit
level, at Lebanon, length 24 miles, (which the engineers have
a project of extending,) and nearly all the eastern section, or the
descent from Lebanon, to the mouth of the Tulpehocken, at
Reading, 34 miles. The canal is 24 feet wide at the bottom,
and gives, at 4 feet depth of water, 36 feet surface : the locks
are 81 feet, differing in that respect from the New-York canal
locks, and those of the Schuylkill, which are wide. The canal
has a towing path of 10 feet on the south margin, and the num-
ber of locks in this descent is 52, overcoming a fall of 300 feet.
Along the western section, to the mouth of the Swatara, the fall
to be overcome is 210 feet. The whole canal distance, will be
best adapted to boats of 20 to 25 tons burden, which, with one
horse, a man, and a boy, to each, will transport their lading at
the rate of 21 to 3 miles per hour.
Further, it is in contemplation, as already stated, to extend
the line of this communication from the Swatara to Paxton creek,
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OF THE UNITED STATES.
121
and thence upward to a point of the Susquehanna river, opposite
the mouth of Juniata, or thereabout ; which, however, is a con-
tingency resting on the adoption of the Susquehanna and Juniata
rivers, as one of the great thorough water communications from
east to west. The Union canal, not including this adjunct, was
estimated at 1,000,000 dollars cost.
Since the above was written, the annual report of the presi-
dent and managers has been laid before the stockholders, 15th
November, 1825, which exhibits'a fair prospect of this canal
being finished, and in use, early in the year 1827, if not by the
end of 1826. Nothing material of the eastern section now re-
mains to "be done, except in front of Reading, and that will be
completed next spring. It is proposed to erect a dam across the
Schuylkill river, at the mouth of the Tulpehocken, and extend
the canal about 2 miles. downward from Reading, thereby ren-
dering more perfect and commodious, a union with the Schuyl-
kill navigation works, and giving to the borough of Reading a
fine harbour, that will be of vast consequence to her.
On the western section, the valley of the Quittapahilla, at
first intended for the route, has been abandoned, and a more
advantageous one taken up ; which passes from the west of the
old summit, first to Snavely's farm; thence; by a tunnel of
286 yards, to the valley of Clarke's creek, and to the Swatara ;
over which, passing by an aqueduct, it continues on along the
western side thereof, to the Susquehanna. From the western
extremity of the old summit, to within a mile of the Swatara
mouth, at Middletown, there are 74 half-mile lengths, all under
contract, and the contractors are obligated to complete these
portions by the 1st October, 1826. The mile still in reserve,
(which is to crown the whole,) will be disposed of, so as to
meet the other work. Making allowances, therefore, the entire
of the Union canal will probably be finished, and in use, by the
spring or summer of 1827. In consequence of the alterations
mentioned, the distance, altogether, will be increased to about
77 or 78 miles.
On the eastern section, including the summit level, the ex-
pense incurred amounts to 524,979 dollars: and for the western
section, it is estimated now at 550,000 dollars.
The plan of this canal, as now fixed, is thought to possess
great advantages; insomuch, that at a future day, when the
trade of the country shall require it, a double set of locks may
be constructed with the practicability of raising, by mecha-
nical power, at a moderate expense, the whole contents of the
Swatara river into the summit level, if it shall be needful ; and
by this operation, together with, in case it be found needful, an
extended feeder, taken from a point as near the river head as
coal region at the Blue ridge, have at command an abund-
Q
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122
INTERNAL NAVIGATION
ance of water, to answer occasions, when things shall have ad-
vanced to the state anticipated.
A bill, to authorize the Union Company to extend the present
navigable feeder of the canal, from near Weidman's forge, up
towards the head of the Swatara, or the coal beds at the Blue
ridge, is before the state legislature. (It has passed.)
NOVEMBER, 1826.
Another annual report to the stockholders has just been made.
It is in the highest degree favourable ; going to confirm previous
expectation in the completion of the work by the time speci-
fied, or thereabout, in a manner, as the report expresses it, to
give entire satisfaction. This is grounded on the masterly work-
manship, and, to all appearances, by a careful inspection, on the
solid and durable structure of the several parts that are now
finished.
The report goes farther : it gives strong hopes of advantages
accruing to the company, superior to what was of late calculat-
ed on, or than could in fact, until now, be anticipated as so im-
mediately to follow the completion of the work; for present ex-
pectations are founded, in a degree, on a new combination of
circumstances ;-in the first place, by virtue of agreement with
the "Schuylkill Navigation Company," boats of the Union will
pass the Schuylkill locks down to Philadelphia, and in conse-
quence, there has been effected, or soon will be, a prolongation
of the canal, to about 4 miles below Reading, 80 as to form a
convenient junction at the head of what is called the "Girard
section." In the second place, a similar advantage, and greater
in degree, is to be derived from a connexion with the Pennsyl-
vania state canal, now constructing from the termination at Mid-
dletown of the Union, and to be continued to Pittsburg. In the
third place, an economical and never failing measure has been
adopted, for gaining an additional and prompt supply of water at
the summit level, whenever occasion shall so require, by means
of the use of steam and an engine of 100 horse power, with
pumps of 20 inches diameter, is bespoke: which, whenever want-
ed, will throw up from the river Swatara, (94 feet,) at the
rate of 670,000 cubic feet, making the aggregate supply of
water to the summit, from the various sources specified, equal
to 307 locks full per day ; and this of course may still be aug-
mented by the erection of another water wheel, as originally in-
tended; or the application of a second steam-engine, as most pro-
bably may take place. In the fourth and last place, the plan
adopted by the engineers, in the construction of this canal through-
out, is such, that at a future day, as soon as the trade of the
country shall require it, it will be competent to the company to
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OF THE UNITED STATES.
123
enlarge the capacity thereof for transportation, by merely rais-
ing, as can very conveniently be done, the banks and locks, and
applying such further steam or mechanical force as is above sug-
gested, or circumstances may call for, to raise the summit sup-
ply to any required extent.
The whole length of the main canal, from the Schuylkill works,
near the head of the Girard canal, to the great basin of the Penn-
sylvania state canal on the Susquehanna, is reported at 82 miles
6 chains, and the navigable feeder on the Swatara, as at present,
up to near Weidman's forge, in the direction of the coal mines,
7 miles 40 chains: the locks are of cut stone ; in number 93,
with 2 guard locks of wood; and are 80 constructed as for the
average time required to pass the boats through, not to exceed
5 or 6 minutes for each; 80 that a passage between the Susque-
banna and Reading for loaded boats, is expected to be compass-
ed within 40 hours. The reservoirs on the summit level, now
complete, are 2, containing 12 millions cubic feet of water.
What chiefly remains to be finished, is the tunnel, and the
section of canal which is to connect it with the great basin of
the state canal, near the junction of the Swatara river with the
Susquehanna; and the managers feel confident of having the
entire line open to the public, for the transportation of property,
in the ensuing season. The tunnel alluded to, will be an exca-
vation through solid rock; the dimensions of it 174 feet wide,
12 to 14 feet high, 850 in length.
In regard to an extension of the Swatara feeder as far as the
coal region, for which, authority of the legislature is obtained,
the measure is before the stockholders for their determination
the act authorizes the carrying this feeder up the Swatara, as far
as the south-eastern foot of Broad mountain, in Schuylkill coun-
ty, if requisite.
The following is a summary description :-
Beginning at its eastern end in the Schuylkill works, about 4
miles below Reading, it ascends along the western bank of the
Schuylkill, to the valley of the Tulpehocken; and passes up
that valley to the east end of the summit level, within 5 miles
of Lebanon, rising 311 feet, by 54 locks of various lifts, 8 to 4
feet. The summit extends 6 miles 7S chains, part whereof is a
tunnel of 850 feet, opening into Clark's creek valley, along
which the canal descends to the Swatara; and continuing along
this river valley, terminates in Middletown on the Susquehan-
na, where it joins the east end of the Pennsylvania canal. De-
seent from summit 2081 feet, overcome by 39 locks; whole
length of the canal 82 miles, exclusive of the navigable feeder
of 71 miles, leading to the Swatara coal beds. It has 43 waste
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INTERNAL NAVIGATION
weirs, 49 culverts, 135 road and farm bridges; 12 aqueducts,
1 of which is 276 feet in length; 2 guard locks of wood, 93
lift locks of cut stone, cemented principally with the water lime
of Pennsylvania. There are, besides, solid protecting walls to
the extent of 14 miles, constructed against the pressure of con-
tiguous streams. (See engraved profile of this canal.) At the
water works, one of the wheels for raising the water of the Swa-
tara to the summit, is 36 feet in diameter, working 2 pumps
and there are to be 2 steam-engines, viz., one that is now erect-
ed of 100 horse power, and a second one, similar, or of 120 horse
power. By which arrangement, it is understood, most ample
provision will be made, in the way of guarding against any stop-
page or interruption of the current trade, from the contingency
of any portion of the water works happening at any time to
give way, or requiring to be repaired. The engine now erect-
ed is to work at 60 pound pressure to the square inch, but is af-
firmed to be of sufficient strength to sustain a pressure of 200.
The cylinder is 23 inches diameter; length of stroke 6 feet; num-
ber of strokes per minute 20. The boiler 32 inches in diameter,
and adapted to anthracite coal for fuel. Cost of this engine, com-
plete, Pittsburg manufacture, 5000 dollars.
A lock of 21 feet lift, connects the basin of the Union with
the basin of the Pennsylvania canal, and between the latter and
the Swatara river is a lock of 9 feet, which is connected with
the outlet of the Union canal into the Swatara.
NOVEMBER, 1S27.
Tne Union canal, it appears from official report, is now com-
plete in all its parts, save only the planking on the summit,
which is to be finished within a few days. So that this canal
will be in readiness for service throughout, at the opening of
next spring.
The summit excepted, the whole canal, including its naviga-
ble feeder, is at present filled with water, and used for convey-
ing articles from place to place.
The boats of the Union canal are necessarily narrow, to suit
the locks; those already in use are of 25 tons burthen, and found
to be easily drawn, each by a single horse, and to pass through
one of the locks in 5 to 6 minutes.
Upon a supposition, therefore, of the locks meeting employ-
ment equal to the passing 8 of these boats through per hour,
this makes, for the day of 24 hours, 4800 tons; and if the year
be taken at 250 effective days, we find, from these data, that the ca-
pacity of the Union canal will be equal to 1,200,000 tons of goods
passing through the locks annually, part eastward, part west-
ward.
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OF THE UNITED STATES.
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But it will, at any time hereafter, be competent to the com-
pany, should the trade of the country require it, to augment
the capacity of this canal, by raising the banks and locks 1 foot;
50 that boats of 40 tons may then navigate it, and then it will
have the competency of passing 1,920,000 tons annually. A
double set of locks may also be resorted to, to accommodate the
trade and prevent detention.
A second steam-engine, of 100 or 120 horse power, and an-
other great water wheel, are constructing, and are forthwith to be
erected.
NOVEMBER, 1828.
Another annual report, by the president of the company, is
now made. On the 20th of December, last year, the planking of
the summit of the canal, in the extent of 6 miles, was finished ;
and the, weather of the season continuing mild, there passed, on
the 25th of that month, a boat and cargo of Susquehanna coal,
through the entire canal, to its port opposite Reading. With
the opening of spring it was in readiness for use, and has been,
and is at the present time, in successful operation; that is to say,
free from accidents or interruptions not incidental to new canals
generally, during the first season of trial. Not more OF greater
leaks than are usual to new works have declared themselves ;
and these, on drawing off the water, when the current season
for navigation shall have closed, may then be effectually stop-
ped: 18000 tons of goods have already passed through the locks
since spring, notwithstanding every impediment likely to be en-
countered in a first season of which, the want of boats in this
instance proved a material one. An abundance of them, it is
not doubtful, will be, by private enterprise, prepared for the trade,
against the ensuing spring.
Great additional improvements, as formerly suggested, have
latterly been decided on by the company, to widen the scope of
accommodation for a vast expected course of business through
this canal, and to guard especially against any casual interruption
of it, by the occurrence of any unusually dry season reducing
the volume of water in the Swatara river below the standard
calculated on. In consequence, there will be formed, and the
work is now under contract, a new reservoir, of prodigious ca-
pacity, in the mountainous country, and in the very bed of the
river. It will be compassed by means of a dam of 40 feet high,
at the gap of the Blue mountain, where the ravine through which
the Swatara passes, has been found to be 430 feet wide, with
rocky banks. Up to this point, the present feeder from Weid-
man's forge is to be extended, and the construction of this dam
will have the effect of setting the water back above the mouth
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INTERNAL NAVIGATION
of Fishing creek, and making a pool of 6 miles in length, there-
by, in addition to the main object of forming a great reservoir
for the summit, perfecting 80 much of the Swatara navigation
towards the coal mines of that quarter, and approaching them to
within the distance of 4 miles. This part of the navigation, it is
ascertained, can be so arranged, as to admit of the water being
drawn down as much as 10 feet, for the uses of the summit, if
ever occasion should 80 require, without interrupting the pas-
sage of boats.
In the second place, it is determined, not only to sheathe the
sides of the summit, but to raise them 80 as to attain a perpen-
dicular depth of 5 feet 4 inches of water, producing an extra
quantity equal to 700 locks full ; a provision, consequently, in
readiness to be used in times of drought, as a reduction of the 5
feet 4 inches of water down to 3 feet 4 inches, may at any time
be made, without interrupting the navigation.
These great matters accomplished, and a few slight improve-
ments, perceived to be called for on the two sections, east and
west, being also once made, it is confidently hoped the Union
canal may be regarded as a fixed and solid establishment, being
at the same time the direct occasion of a large accession of pros-
perity to a district of country secondary to none in importance,
and a direct channel, through which the trade is uninterrupt-
edly to circulate, between the Susquehanna river, on one hand,
and the Delaware, with its port of Philadelphia, on the other.
The erection, however, of dams, at various points of the Sus-
quehanna, now going forward, some of "them quite across the
stream, and the rest more or less obstructive to navigation,
whilst building, together with the yet unfinished state of other
portions of the Pennsylvania" canal works, it is true, may ope-
rate so as to interrupt business, and delay any great activity of
the Union, as a thoroughfare of the trade to the Delaware, for
a season or SO.
It is the purpose of the company, sanctioned by an act of the
legislature, amending the clauses of the charter, to extend the
feeding canal, as above stated, from the present head, at Weid-
man's forge, up to the proposed basin, or Swatara gap, at the
foot of the Blue mountain, and further, to extend a navigable
canal, from the northern extremity, or head of said basin, up
to a point at or near the village of Pine grove connecting the
whole by means of locks, and making the distance of feeder, and
prolongation, in all, about,
-
-
-
- Miles, 23
To which, adding length of main canal,
-
-
-
82
This makes a total of, Miles, 105
From different points of the Great basin, and Branch canal,
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thus described, there will hereafter be carried short rail roads
along the valleys of the Swatara river, and its several branches,
up to situations in this eoal region," found to be most favoura-
ble for eoal excavation; but whether these contemplated rail
roads are to be undertaken by the Union company, or by other
individuals, is at present uncertain. In either case, as it is be-
lieved, the Swatara coal will enter upon a competition in the
market with the coal of other districts, on about equal terms ;
so this goes materially to strengthen the hope entertained, that
the Union canal will enjoy the constant transportation of this
important mineral to a large amount. It is affirmed, that the
mines of the Swatara, or depôts of coal there, soon to become
mines, can be wrought as easily and economically as those of
Mount Carbon.
A.-From the mouth of Lackawaxen river, on the Dela-
ware, by canal and slack-water improvements, up the
course of the former to its head waters, situate 4 or
5 miles from the coal mines of Lackawannock.
Distance, Miles, 36
No. 59.
LACKAWAXEN CANAL.
By an act of the state of Pennsylvahia, passed on the 1st of
April, 1825, the " Lackawaxen canal and coal company," insti-
tuted to improve the navigation of the River Lackawaxen, are
authorized also to act in union of interests with the " Delaware
and Hudson canal company" of New-York. By which union,
the projected works of improvement in both states make one
whole, extending from the sources of the Lackawaxen to the
Hudson river, at or near Kingston, as is particularized in the
Delaware and Hudson" article, already inserted, and whereof
64 miles lie in New-York state, 36 miles in Pennsylvania, be-
sides 17 miles common to both, in case the stream be used. Rail
way along the route, is, equally with canal, authorized by the
charter.
The Lackawannock coal mines, (to be termed, with a tract of
land annexed, " Carbondale,") are 32 miles distant from Wilkes-
barre, or 22 from Pittston, and 16 miles from the Dyberry fork
of the Lackawaxen; to which last, a rail road from the mines is
in agitation; and this canal, up the Lackawaxen valley, to stop,
by consequence, at the Dyberry point.
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128
INTERNAL NAVIGATION
NOTE.
The company have had it latterly in contemplation, to con-
struct a rail road, to hold the place altogether of this projected
canal ; i. e. a road to run between the termination of the Dela-
ware and Hudson canal, at 4 miles above the mouth of -Never-
sink, on the Delaware, and the Lackawannock coal mines above
designated. Distance 58 miles.
Nevertheless, (December, 1828,) this important canal has been
prosecuted, and the work is now finished ; that is to say, from
the mouth of the Rondout river, on the Hudson, to Port Jervis,
near to Carpenter's point on the Delaware, and thence along the
eastern bank of the Delaware, to a point opposite the mouth of
Lackawaxen river : distance 81 miles, as described at article
No. 31, and as being so far the Delaware and Hudson canal ;"
from which point, to the western bank of the Delaware river, a
dam having been erected across, the Lackawaxen canal com-
mences thence, and is continued up the Lackawaxen river valley
to the Dyberry forks, at the village of Honesdale : distance 25
miles.
Between Carbondale and this point, the distance whereof, as
already stated, is 16 miles, the construction of a rail road, for
conveying coal from the mines so far for embarkation, is actu-
ally in considerable forwardness, and promises to be in use by
the end of next-summer; in the mean time, transportation be-
tween Carbondale and Honesdale, by the common road, has com-
menced, and the New-York market will thence be supplied with
coal in large quantities.
The structure of the rail road is to be of timber, with iron
plates screwed to the timber rails. Both stationary and locomo-
tive steam-engines are to be used.
Summary, between the Hudson, near Kingston, and the Car-
bondale coal mines on the Lackawannock river, viz :-
Canal, by the valleys of the Rondout river, the Ne-
versink, and the Delaware, to a point opposite the
mouth of Lackawaxen, and thence, by dam,
across,
-
- Miles, 81
Canal, by continuation, up the Lackawaxen valley,
to the Dyberry forks, or village of Honesdale, -
25
Rail road, thence to Carbondale,
-
-
-
-
16
Total, Miles,
122
Total estimate of cost, 1,916,704 dollars.
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A.-It has been proposed to extend the canal last above
specified, to the Susquehanna river; that is, from
the head water of the Lackawaxen, at Keen's pond,
down the Lackawannock valley, to Pittston; 33 miles.
But the mountain to be passed in this route, is 250
feet above the level of Keen's pond, which is 1431
feet above tide; and Pittston is 496 feet above tide;
so that there would be an abrupt lockage of 1435
feet; likely to set aside the attempt at present, even
supposing there is no want of water for a summit
level, without a long tunnel ; which does not appear
to have been regularly ascertained as yet.
Distance, Miles, 33
No. 60.
LACKAWAXEN AND PITTSTON CANAL.
A proposed communication between the Lehigh and the Sus-
quehanna, at Wilkesbarre, by way of Solomon's creek, is said
to present more facility of execution : the route is the one in
the following article.
NOTE.
It is proposed to erect a rail road from the Dyberry forks of
the Lackawaxen, to a point of the Lackawannock coal district,
to be termed " Carbondale ;" distance 16 miles. Distance from
Carbondale to Pittston, 22 miles.
A.-From Lausanne, on the Lehigh, to Green Mount
run, otherwise called Sandy Island run. Ascent 495
feet. Distance, 21 miles.
Green Mount run to summit level, in which the
use of inclined planes is suggested. Ascent, 361
feet. Distance, 64 miles.
Summit level, through a tunnel, to Solomon's creek.
Distance, 81 miles.
R
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INTERNAL NAVIGATION
Solomon's creek to Wilkesbarre, in which also the
use of inclined planes is suggested. Descent, 894
feet. Distance, 44 miles.
Rise and fall, 1750 feet. Distance, Miles, 40
No. 61.
THE LAUSANNE AND WILKESBARRE CANAL.
As above particularized and noticed in the article preceding ;
but this projected communication is not promising.
A.-From Stoddartsville, on the River Lehigh, another
coal region of Pennsylvania, by a series of slack-water
improvements, accomplished and to be accomplished,
to the mouth of that river, at Easton, on the Dela-
ware.
Distance, Miles, 84
No. 62.
THE LEHIGH NAVIGATION.
An act of the state, dated 20th March, 1818, authorized na-
vigation improvements along this mountain stream, the fall of
which, in the course of 100 miles, is not less than 1650, or 1700
feet : from Stoddartsville to Easton, 1184 feet; and to over-
come this last, is within the undertaking of the " Lehigh coal
and navigation company." They are obligated to render this
distance navigable; and Messrs. White and Hazard, the su-
perintending engineers, have already succeeded in the work, so
far as to carry improvements up to Laurel run, which is 17
miles above Mauch Chunk, or within about 20 miles of Stod-
dartsville. They have, by means of dams and falling locks, ren-
dered the stream navigable for their coal vehicles, called arks,
from Mauch Chunk, the seat of the coal beds, downward to
Easton, which is 46 miles, and has a fall of 364 feet; and this
degree of their success, has opened an active and increasing
transportation of anthracite coal, to a market for its consumption,
particularly to Philadelphia.
Still, however, the actual navigation is no more than a down-
ward one on the Lehigh. Thoughts are entertained of effecting
an upward navigation, and the able engineers of the company
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do actually promise that they will effect it, from Easton as high
as Mauch Chunk, 80 soon as the River Delaware itself shall be
improved, by canal or otherwise, for its ascending navigation to
reach up to Easton.
Any ascending navigation of the Lehigh, much higher than
the coal beds, although not impracticable, would be difficult and
expensive. But, it seems probable, that there will be accom-
plished, ere long, some kind of connexion between the waters
of the Lehigh and the Susquehanna, in favour at least of a de-
scending transportation of bulky commodities; in particular, of
coal.
From a very recent, but not altogether conclusive, examina-
tion of the ground, it is conjectured that a cut, of but a few
miles in length, is practicable, as in the article next following ;
the summit commanding, it is thought, a sufficient supply of
water.
NOTE.
From the mouth of Mauch Chunk creek, a road of 9 miles
conducts to the coal mines ; which are situate at the summit of
the mountain, about 1000 feet above the level of the Lehigh, at
the mouth of Mauch Chunk creek.
The mountain from which this creek derives its name, is a
spur of the Blue ridge, and divides the waters falling into the
Schuylkill and Lehigh rivers.
The entrance to the mine, or, perhaps, more properly to speak,
quarry, presents to the eye a stupendous and a beautiful spec-
tacle. One entire mountain of coal, black and glossy as jet,"
from beginning to end of the excavation ; not separated by in-
tervening strata of other matter, but one continuous mass of the
same material for fuel; all finely polished, and in places scin-
tillating with the colours of the rainbow, according as the light
admitted from the entrance happens to fall upon its various sur-
faces, raised upon the blackest ground. This is the kind of coal
denominated anthracite, and, perhaps, only to be found in the
state of Pennsylvania. Of it there are several varieties. It gives
out, as is now well known from daily experience, a most pow-
erful heat, when once thoroughly ignited; nevertheless, it remains
as yet undiscovered how to use this coal to advantage in the fur-
nace, a desideratum the more eagerly sought after, as in the very
vicinity of the anthracite coal, are situated inexhaustible beds
of the finest iron ore.
The legislature of Pennsylvania, it may be hope:l, will pass
a law, to entitle whosoever may be the successful discoverer
of a mode'of using anthracite coal advantageously in a blast or
air furnace, for reducing ore into metal, on a large scale, to a
generous premium.
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INTERNAL NAVIGATION
JANUARY, 1827.
The engineers and managers of the Lehigh coal and navi-
gation company," have just made an elaborate and an interest-
ing report on the present situation of the company's works and
property and as to prospects which they appear to possess, of
extraordinary advantages and profit to the company, being the
immediate consequences of certain new improvements pointed
out, in case these shall be pursued to a completion, according to
a plan adopted latterly, and already carried partially into effect.
It is stated, that the Lehigh coal and navigation company are
proprietors of nearly all the eastern end of the southern coal-
field, embracing its whole width of 7650 feet, for about 10
miles in length, commencing at the Lehigh its depth unascer-
tained, but at the least 60 feet.
A rail way, which has been commenced, is to convey the coal
from the mine down to the Mauch Chunk landing ; and this to
be done free of any propelling power, other than its own gra-
vity, except for the first half mile, which distance is an acclivity
to the summit level ; from whence the descent of the rail road,
84 or 84 miles, to terminate at the commencement of a chute,
or inclined plane, and this latter to terminate in a depôt for
coal, sufficiently elevated above the edge of the water for the
coal to be expeditiously shot into the arks and boats, as they arrive
to receive it. The whole elevation of the summit above the
Lehigh, is 982 feet ; height of the upper part of the chute,
about 200 feet the sleepers of the road to be, in this instance,
of timber, laid 4 feet apart; the rails likewise of timber, cover-
ed with plates of iron.
The lands of the company have a front on the Lehigh of 3
miles, 1 mile of which can be converted into coal landings. The
Beaver meadows coal range, which lies parallel to the compa-
ny's, is at least 30 feet thick, and 5 miles wide of this also, the
produce may chiefly descend, on rail ways, by the power of
gravity, to the Lehigh landings. And the Northern, or Wilkes-
barre and Lackawannock coal range, lying in veins 6 to 18 feet
in thickness, can also, or a good portion thereof, reach the Le-
high, by rail ways of 6 to 18 miles long.
The stores of coal, therefore, at this place, in readiness for
transportation by water, will doubtless at all.times be very great.
It is probable, as the report intimates, that one half of all the
anthracite coal excavated from the mines of that description,
hitherto discovered in Pennsylvania, will find its way to mar-
ket, most economically, through the waters of the River Lehigh,
considering particularly that the business so carried on is not
likely to be affected in its limitation, by any deficiency of wa-
ter in this river, at the driest season of the year. It has been
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ascertained, say the engineers, that at 17 miles above Mauch
Chunk, there is at command a quantity sufficient to fill one of
the largest locks of the Lehigh every 7 minutes; and from Mauch
Chunk downward, the locks can be filled and passed, either way,
in 5 minutes each; but allowing for a boat of 150 tons, 10
minutes to pass a lock each way, equal to 3 boats or 450 tons
per hour, it gives 10,800 tons per day, or for the year of 250
days, 2,700,000 tons descending, and the same quantity ascend-
ing. This is the computed capacity of the River Lehigh.
To connect the Lehigh and Susquehanna, it is suggested, in
the engineers' report, as expedient to throw a dam across at 14
mile above Bear creek, or 6 miles below Stoddartsville, by
which the Lehigh river water will be made to flow into a feed-
er canal, to the summit between Wright's creek and the Nesco-
pec : and a main canal to be constructed in conformity to these
premises. This is proposed as one of the eligible means of ren-
dering the Lehigh a great thoroughfare from and to the northern
parts of Pennsylvania and the state of New-York; and regular
examinations of the ground, are in a train of being made and
reported upon, as stated in the article which next follows, No. 63.
The calculation, in reference to the Lehigh itself, is, that when
the additional improvements which are begun shall be finished,
the company will have it in their power to place their coal to
any extent that may be required, upon the wharf at Philadelphia,
at the cost of 145 cents per ton, exclusive of tolls.
Now, as to tolls, answering to the repairs of works and main-
tenance of a canal navigation, they will, generally speaking, be
in proportion to distance and lockage: taking which for a cri-
terion, the Lehigh establishment possesses, from situation, an
obvious advantage over some other establishments, in the con-
veyance of their coal respectively to market. This is made ap-
parent to the eye, by a scheme, or diagram, of the sundry routes,
drafted by the engineer of the Lehigh company, thus:-
DRAFTS
of the comparative Heights and Distances of the principal
Districts of Anthracite Coal, in Pennsylvania, to Market.
To Philadelphia Market; viz.
Feet.
Lackawaxen-317 miles; from the coal landing
at Keen's pond,
Lockage, 1583
Wilkesbarre-275 miles via Chesapeake and
Delaware canal,
550
Wilkesbarre, via Lehigh-170 miles; from sum-
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INTERNAL NAVIGATION
Fest.
mit level of the proposed Susquehanna and
Lehigh canal, -
-
Lockage,
1325
Lehigh-132 miles; from Mauch Chunk coal
landing,
-
-
-
524
Schuylkill-108 miles; from Mount Carbon coal
landing to Philadelphia, west side, -
-
588
To New-York Market; viz.
Lackawaxen-217 miles ; from the coal land-
ing near Keen's pond,
-
-
-
1431
Wilkesbarre-375 miles; via River Susquehan-
na, the Chesapeake and Delaware canal,
and Delaware and Rariton canal,
-
-
650
Wilkesbarre, via Lehigh-192 miles; from sum-
mit level of the proposed Susquehanna and
Lehigh canal,
-
-
-
-
1325
Lehigh-162 miles ; from Mauch Chunk coal
landing,
-
-
-
-
-
-
524
Schuylkill-208 miles; from Mount Carbon coal
landing,
-
-
738
New-York, for the present, relies principally for a supply of
coal to her great emporium, on the mines of the Hudson; on
those of the country situate near the margin of her canals; and
on the Lackawaxen or Lackawannock mines in Pennsylvania
to which last, the Delaware and Hudson canal, and the works along
the Lackawaxen valley, conduct: and for the present, the wants of
Philadelphia are supplied from Mount Carbon and Mauch Chunk
together, through the Schuylkill and Delaware rivers and canals;
the two latter sources being both looked to for a large supply,
passing into and along the contemplated New-Jersey canals, 80
soon as they shall be in existence, and prepared to receive it.
Moreover, in regard to this mineral, it is believed, that for rea-
sons stated at Article 93, the period is not very distant, when
the produce of the Potomac banks may be brought to a tolerably
successful competition, at most of our coal markets, not except-
ing occasionally those north of the Chesapeake, with the other
supplies eventually to be found at them for sale.
The navigation improvements spoken of as yet to be perfect-
ed, embrace 52 large locks on the Lehigh, of 100 to 130 feet in
length, and perhaps 27 dams, and a certain 'length of canal ; 6
of these locks, with the necessary proportion of dam and eanal,
for ascending navigation, being already finished; and when all
this shall be done, there will be a complete ascending as well
as descending navigation upon the Lehigh river, to and from
Mauch Chunk, for steam-boats as burthensome as 150 tons, or
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other vessels up to 200 tons each. And the scheme of improve-
ments further embraces a series of lock and other constructions
along the bank of the Delaware river, from the mouth of the
Lehigh at Easton, down to tide water, so as to overcome the
rapids in this distance, or 160 feet of descent. Added to which,
a commodious rail road, as above described, for conveying the
coal, very economically, from the mine to the water side.
When all shall be thus complete, a steam-boat, as above, will
make the trip, from Mauch Chunk to Philadelphia and back, in
7 days, allowing 1 day for loading and unloading by the power
of the engine.
Five of the locks already finished, are 130 feet long; 30 feet
wide; and by some peculiarity in their construction, may, not-
withstanding these large dimensions, be passed through, either
up or down, in less time, it is said, than the common locks can.
The company's valuation of their present stock, and the im-
provements as projected, all together, is as here follows; that is
to say, when all shall be thus complete, it is estimated the whole
amount of cost will have been 2,000,000 dollars; viz.
For improving the Lehigh river, from Mauch
Chunk to the Delaware; and the Delaware navi-
gation from Easton to tide water,
-
-
$ 1,200,000
For a rail road from the coal mine, down to the
Lehigh river landing, and all other expendi-
tures, -
-
-
800,000
Total amount; which includes the company's whole
property,
-
$ 2,000,000
The quantity of coal dispatched from Mauch Chunk, in the
course of last year, was 31,280 tons: and preparations are now
making for the dispatch of 40,000 tons between the opening of
spring and December next.
In the year 1830, if against that time the navigation works,
in the manner described, shall all be finished, as it is expected
they may be, the company purpose bringing to market 100,000
tons of Lehigh coal; and will be able to increase the quantity at
the rate of 100,000 tons annually, for.a number of years thence-
forward, if the demand for it shall call for such increase.
The mines of the Lehigh and of the Susquehanna together,
may be regarded as inexhaustible ; at least, are more than ade-
quate to any supply that can be needed for centuries to come,
great and increasing as may, and to a certainty will be, the de-
mand for coal. The capacity of the Lehigh waters for transport-
ing the article from the mines, has been shown to be equal to
2,700,000 tons per annum.
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INTERNAL NAVIGATION
NOTE.
In regard to improving the navigation of the river Delaware,
from tide water up to Easton, although the supposed expense
thereof, as proposed by the Lehigh company engineers, is in-
cluded in their statement, as above, yet, being a concern of the
state of Pennsylvania at large, the legislature are petitioned on
the subject, and prayed to cause the needful improvements to be
effected. Or, it is not improbable, that a branch section, or new
division, of the Pennsylvania state canal, may be made to take
this course, and supersede other projects. (This is now fully
realized, and the Delaware valley adopted into the one great
state enterprise.)
JANUARY, 1829.
By a report of the board of managers, now made to the stock-
holders, it appears, that, notwithstanding some accidental occur-
rences, tending to retard the execution of the proposed additions
and improvements to the works, 80 as not to come up, in point
of rapidity, with first expectations, yet, on the whole, the pro-
gress of operations is found to be very satisfactory ; and withal,
notwithstanding all embarrassments of the work going forward,
and hindrances of the weather, the company succeeded in send-
ing down to market, during the past season, upwards of 30,000
tons of coal.
The rail road at the mine, it is stated, continues an effective
auxiliary to the business of the company ; and, it is hoped, that
the whole of the works now in progress on the Lehigh, will be
thoroughly complete before the expiration of the coming season.
Then, there will be finished, a navigation from Mauch Chunk
to Easton, made up of 37 miles of canal, and about 10 miles of
slackwater pools, having 5 feet depth of water, and a well-con-
structed towing path along the whole distance, faced with a per-
manent slope-wall, from the top of the bank to the under water
line ; being a facing of 16 to 18 feet ; the ponds connecting
the several lengths of canar all cleared out in the channel, to the
width of 50 feet ;. the canals, at their surface, all 60 feet wide
at least; the first mile of distance, commencing at Mauch Chunk,
and long since complete, has a bottom width of 60 feet ; this
large area having been planned for a capacious basin or boat har-
bour; it is formed by a dam and guard lock, and comprises 4
lift locks, of 130 feet length in the chamber, by 30 feet wide:
after which, the several distances of canal, down to Easton, will
all be 45 feet wide at bottom, and the bank walls mostly sloped
11 foot base, to 1 foot rise, 80 as to give, for 5 feet depth, a
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water surface of 60 feet wide; where sandy soils occur, the bank
slope to be 2 base to 1 rise, and the water surface consequently
65 feet in width at such places. These canals are, or will be,
furnished with 43 locks, from 6 feet lift to 9, whereof 2 are at the
same time guard locks, besides other 5 guard locks at the poòls
respectively ; dimensions 22 feet wide, and 100 feet long be-
tween the gates.
Eight dams, substantially built across the river at as many
points, and varying in height from 6 to 16 feet, will supply the
canals with water ; and the whole line of navigation, both canal
and pool, is intended to retain a depth of 5 feet, so as to accom-
modate boats of the burthen of 134 to 150 tons, or pairs of boats
of 67 tons each. Whole difference of level to be overcome by
lockage, as the same is now measured, 360.87 feet. The lock
walls are constructed, and constructing, of rough stone, laid in
hydraulic cement, and planked stoutly on the inside ; the stone
for which cement, was luckily discovered in the vicinity of the
river, and has proved to be of excellent quality.
The plan embraces also four aqueducts; one built over the
Monococy at Bethlehem, having 3 stone arches of 18 feet span
each ; one over the Aquanshicola creek at Lehigh gap ; one
over the Hackendoque one over Burtsh creek.
Twenty-two culverts 4 of which double, and all laid in hy-
draulic cement; 22 waste weirs of wood, from 50 to 100 feet
in length. About 23 bridges 7 whereof for public roads, 21 feet
wide, and 50 feet span generally, erected on stone abutments of
dry walls. (See the engraved profile of the Lehigh work.)
It is observed, on the supply of water, that, over and above
all that can be required for the purposes of navigation, it will
afford very important power for machinery, in advantageous si-
tuations, especially the one at Easton.
About one-eighth part of the whole work remains to be finish-
ed; and a recent estimate, delivered in by the company's acting
engineer, runs thus ; viz:-
Contracts, completed and accepted, amount to,
152,038 47
Monthly estimates on unfinished work, do., -
425,487 75
Lumber, cement, and iron work furnished by
the company,
-
-
-
-
174,194 56
Work remaining to be done, materials to be fur-
nished, and amount due on contracts, -
-
178,775 38
Add for contingencies, -
-
-
-
-
30,000 00
$960,496 16
The board of managers conclude their address to the stockhold-
ers, in the following terms :-
When these magnificent improvements are completed, nothing
S
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INTERNAL NAVIGATION
will remain but the finishing the Delaware division of the Penn-
sylvania canal, to enable this company to come into the market
with an ample supply of coal, of the first quality, and at the
most reduced price. And when it is recollected how much of
the Delaware canal is already excavated and under contract, no
reasonable doubt can exist that the whole might be completed in
the course of the present year; and if the legislature should he-
sitate about making the necessary appropriation, their fears might
be dispelled by a knowledge of the fact, that tonnage is already
waiting, sufficient, at a moderate rate of toll, to produce a hand-
some income to the state. And-surely improvements of a simi-
lar character elsewhere, could not be more effectually promoted,
than by speedily finishing a division of canal, that would at once
demonstrate the wisdom and profit of such investments.
Your managers might here expatiate upon the prospects of
advantage to arise from the completion of the Morris canal, and
from several other important works, intended to connect with
the improvements on the Lehigh, which, beside increasing the
profits of the company, would greatly swell the revenue of the
state upon the Delaware division of their canal ; among these
may be mentioned the proposed connexion of the Susquehanna
with the Lehigh, through the valley of the Nescopec; and the
Delaware and Rariton canal. The former has been recently sur-
veyed by a skilful engineer, appointed, under the authority of
the state, to explore the district of country lying north of the
Blue mountain, and between the Susquehanna and Delaware
and we have had the satisfaction to learn, that his opinion is de-
cidedly in favour of this route, as the only practicable line, in this
region, where sufficient water can be brought to the summit to
supply a canal of any importance ; and that here an abundance
can be obtained; and no serious difficulty presents to making the
improvement. Believing, as we do, that this channel would fur-
nish the best outlet for the trade of the North branch of the Sus-
quehanna, and equally convenient with any other now made, or
which can hereafter be made, for the trade of the West branch,
we are fully persuaded that the strongest inducements exist for
its construction; whether this should be done by private com-
panies, or by the state, is perhaps an important question. If the
state should desire to make it, no difficulty ought to be present-
ed by the company, respecting their right to improve that part
of the upper grand section of the Lehigh, not necessary to per-
fect their arrangements in the neighbourhood of Mauch Chunk.
But whether this connexion be made or not, we presume that
sufficient evidence exists to justify the stockholders in the settled
conviction, that nothing but steady perseverance and energy are
required, to crown their own enterprise with complete success.
The rail road, from the principal mine to Mauch Chunk land-
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ing, which has been completed since May, 1827, is found to be
an effective adjunct to the other of the company's works, and
even materially essential to the great success that attends their
operations. This, then, being in proof with regard to a rail road
operated upon in part by horse power, it has suggested an im-
provement, and given occasion for measures to be taken in the
vicinity, and a situation to be selected, whereon to erect a steam-
engine, for the purpose of drawing up the wagons loaded with
coal, from the mouth of the mine to the rail way summit, whence
they will continue to descend by their own gravity to Mauch
Chunk. The selection of site is such, that from the engine sta-
tion, a convenient connexion can be made with a point to which
the wagons will run by gravity, with their lading of coal, not
only out of the great mine already opened, but also out of such
as may hereafter be opened, within a range of 2 miles ; and
horse power will thenceforward only be needed to drag the empty
wagons, after discharging their coal, up the inclined plane.
The rate at which the horses and mules now travel with the
empty wagons up the inclined plane, is 5 to 7 miles per hour,
which experience has taught to be more favourable to the health
of the animals than a greater speed ; and, 80 strong is their at-
tachment to riding down, that, in one instance of their being
sent up with the coal wagons, without the mule carriages, the
hands were not able to drive them down, but were actually
obliged to drag up their carriages for the animals to ride in !
The rail road now possessed, and in use, by the company,
stands thus :-
Length, from Mauch Chunk to the west end of the
coal mine,
-
-
-
-
9 miles, or feet, 47,520
Lateral, or branch roads to the mine,
-
-
-
8,069
Roads, and branches of the same, in the mine,
-
11,437
Total length of single tracks, 12 To miles, or feet, 67,026
The cost whereof,
-
-
-
-
-
-
$38,726
Cost of reservoir, brake, chute, and fixtures,
-
9,500
Total cost, $48,226
On the important question of economy, in rail roads and ca-
nale compared, the acting manager's report contains the follow-
ing passage :-
Perhaps some remarks on our experience with our rail road,
on which has been transported upwards of 60,000 tons, may
settle the question, with some of our stockholders, who have
doubted the policy of canalling the valley of the Lehigh, in
place of making a rail road. I therefore now give the cost of
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transportation on our rail road, and also on the Erie canal ; data
for the latter I obtained from the superintendent of the east di-
vision of the Erie canal, and also from a gentleman, largely en-
gaged for three years, in the making of hydraulic lime, or ce-
ment, and transporting it on 152 miles of this canal : both are
given, without tolls or repairs of road or canal.
Cost of transportation on our rail road, for the year 1828.
Mules and horses, cost
-
-
-
11 cent per ton a mile.
Hands,
-
-
-
-
-
11 do.
do.
Repairing wagons,
-
-
-
1
do.
do.
Oil for
do.
-
-
-
-
do.
do.
Total, 353 cents per ton a mile,
full load one way, and the whole cost divided into the distance
one way only.
Cost of transportation by the Erie canal.
For boats of 40 tons burthen, 1 cent per ton a mile full loads
one way, and returning empty. Calculated as per the rail road.
Calculating on same data as above, on a boat of 67 tons, such
as will be adapted to the Delaware canal, will cost seven-tenths
of a cent per ton a mile : and for a boat of 134 tons burthen,
adapted to the Lehigh canal, one-half cent per ton a mile ; the
latter being less than one-sixth the cost per mile, as per our rail
road, notwithstanding the favourable circumstances attending that
rail road.
A rail road, well made, is attended with little expense for
repairs and decay at first; but all its essential parts begin, though
slightly, to decay at its existence, and its decay gradually in-
creases to its final annihilation.
A canal is attended with expensive breaches, &c., in the first
instance, but every repair makes the work better, and most of
its constituent parts are as durable as time.
JANUARY, 1830.
The official report now issued, commences in these words,
namely :-
It is with great pleasure that the managers congratulate the
stockholders on the entire completion of the Lehigh canal, from
Mauch Chunk to the harbour of Easton, on the Delaware. The
high and permanent character of the works, as given by the com-
missioners who were. appointed by the governor of the state,
under the provision of the act of assembly, to inspect the im-
provements made by the company, preparatory to granting them
the right to assess toll, has since been fully sustained and con-
firmed by the minute inspection of the line, in one instance, by
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141
the whole board of managers, and by frequent visits of com-
mittees of the board, and of their officers.
The managers wish not improperly to vaunt the merits of the
work thus spoken of, but they believe they may, with perfect
truth, state, that there is no work of the kind in our country, of
equal length, that can compare with it in point of magnitude,
permanency, and efficiency. In the words of the acting mana-
ger, 'there has been no money expended for ornament, though
no money has been spared to render the work sound and per-
manent.'
As before stated, the length of our line of improvement is 46₫
miles, and has cost, including the whole of the river improve-
ment, from its commencement as a descending navigation, to its
final completion, as above, including also the amount paid to
White and Hazard for their property, rights, and privileges, and
the extinguishment of Hauto's claims, about 1,558,000 dollars.
The managers have spoken of their work as finished this was
strictly the case until the middle of the last year, when it was
deemed expedient, by the canal commissioners, to direct an ad-
ditional dam to be thrown across the Lehigh at its mouth, be-
low the company's present outlet lock, consequently making a
a new outlet lock necessary. This was done with a view to pro-
cure a feeder for the Delaware arm of the Pennsylvania canal,
from our jurisdiction on the Lehigh, in place of procuring it,
as previously intended, from the waters of the Delaware, by
damming that river below Easton. The work pertaining to the
plan of which we have spoken, is rapidly completing, and it is
believed that no injury to the interests of the company, or deten-
tion on that account to the navigation of the Lehigh, will take
place.
"As relates to the full success of our past labours, in yielding
to the stockholders their fair expectation of profit on their in-
vestment, of which the managers are exceedingly sanguine, they
proceed to remark, that the speedy prospect of an ample outlet
to the trade of the Lehigh, is now brightening in their view.
As soon as the company shall have a free navigation for keel-
boats, which they can return to Mauch Chunk by the Pennsyl-
vania and New-Jersey canals, and reach the tide waters of the
Delaware, New-Jersey, and New-York, an immense business
will be thrown open to our company, possessing as we do an abi-
lity to supply coal, bounded only by the demand."
On account of the works still in hand, during the forepart of
the past season of business, the company's shipments of coal
from Mauch Chunk did not commence before the latter end of
June, and from that time to the closing of the season, the quan-
tity loaded at their premises, and sent down, by the company
themselves and others, has amounted to 27,150 tons.
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The report of the company's acting manager, contains the fol-
lowing very interesting passages :-
"In addition to the extensive examinations which took place
previous to my last report, explorations have been made, which
prove we can uncover and quarry our coal in a continuous open-
ing, about 2 miles in extent, east and west, having our present
quarries about in the centre. We have uncovered coal at the
summit of the mountain, 320 feet north and south, across the
strata of coal, which is of a quality similar to that in the great
quarry; so that we have, beyond all doubt, enough coal that can
be quarried, without mining, to last more than one generation,
even supposing our shipments exceeded 1,000,000 of tons a
year, and that, without extending our quarries more than 1 mile
from the summit. And when our successors have done quarry-
ing, they may follow the veins under ground eastward to the
river about 7 miles more, and 5 miles in a western direction.
On the supposition that we should have to raise some of our
coal up to a summit from 40 to 160 feet, I have been induced,
by way of experiment, to put up a set of propellers to uncover
the coal, which answers my most sanguine expectations. The
result of 1 day's work with the propellers is as follows viz.
"In 10 hours, 3 horses drove the machinery and raised 204
wagons loaded with 11 tons each, or including the weight of the
wagons, 2 tons each, up a plane of 35 feet rise and 210 feet in
length. As the propellers require no more attention, in passing
a wagon, than a piece of common rail road, and there being no
gudgeons or machinery to grease except the driving part, the
expense of going up hills is reduced to a mere trifle, being con-
fined pretty much to that of the driving power. In a country
like ours, where coal can be had for 50 cents a ton, the expense
of a steam-engine, with the necessary attendance, would not ex-
ceed one twentieth the cost of horse labour. The peculiar situ-
ation of the company's coal lands, makes this an exceedingly
valuable discovery, as the mountain extends from the river on
the side of all our lands, so that by the aid of the propellers,
and 2 or 3 engines, a coal business to the extent of 500,000 tons
can be effected by gravity to and from the coal mines to Mauch
Chunk, and thus avoid all animal power.
We have made some very satisfactory alterations in the rail
way, for the purpose of preventing the early decay of the tim-
ber and the jolting of the wagons. We now run the wagons at
the average rate of about 6 miles an hour, and find this motion
produces much less wear both of the wagons and road than a
greater velocity. I have demonstrated, to my satisfaction, that
the wear and tear of the road and wagons is in proportion to the
motion, and that in the end, a. motion exceeding 20 miles an hour
(which we tried in the first months of our business) will make
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the transportation on rail roads more expensive than that on our
graded turnpike, on which the rails were laid.
It is expected the Delaware division of the Pennsylvania ca-
nal, and the Morris canal, will both be ready for use by mid-
summer of the present year. Should this expectation be realiz-
ed, 60 far as to give full confidence that they can be used without
interruption in the succeeding year, we can readily make such
arrangements as to give each of those canals 100,000 tons of
freight for the year 1831.
Some time ago, specimens of the Lehigh anthracite, and mine-
ral powder, were sent over to a scientific gentleman at Man-
chester, England, for the purpose of undergoing analysis there,
and practical or familiar experiments, with a view to elicitation
of discovery; for the hope is always entertained with us, that a
discovery will sooner or later be made, by which one at least
of these very cheap and abundant substances, and both, perhaps,
may be brought to use, for the furnace, upon the most extensive
scale, profitably, consequently, to multitudes concerned in the
desideratum.
The shipment from hence spoken of above, produced the in-
formation and inquiries contained in the extract here inserted.
"The black matter sent by Captain Dixey, appears, from my
experiments upon it, to be almost wholly vegetable charcoal, in
the state it reached me (rather damp),-by exposing 600 grains
for a few hours, to a temperature of 200 to 212, Fahrenheit, it
lost in weight 120 grains, or 20 per cent., leaving 480 grains.
80 grains, or one sixth, thus dried, then infused for some hours
in distilled water, frequently agitated, then separated by filter,
and dried, weighed as at first, 80 grains,-so that no part was dis-
solved, nor was the water at all altered in its specific gravity.
The same weight (80 grains), infused in dilute sulphuric acid,
then washed and dried, lost no weight, nor was the acid colour-
ed or altered in specific gravity;-treated the same way with dilute
nitric acid, and with dilute muriatic acid, the result was the
same. When deflagrated with nitrate of potash, the nitrate is
decomposed, and there remains sub-carbonate of potash, result-
ing from the decomposition of the nitrate; and a small quantity
of earthy matter, resulting from the charcoal and its impurities.
Such being the result of these experiments, it appeared to me
not worth further pursuit, as it is evidently nothing but vegeta-
ble carbon, or charcoal, with a small portion of earthy admixture.
Its value of course is small-not enough to pay freight to this
country; I wish, for your sake, that gold had been a component
part; butalas! neither dollars nor cents present themselves to my
chemical view.
"The sample of Lehigh coal, is the most beautiful and pure
anthracite I ever saw, but it would not suit my or Englishmen's
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INTERNAL NAVIGATION
taste for parlour fuel; we like a blazing fire. Is it used in your
smelting furnaces ? I think it would do well for that purpose,
and for malting; or for any purposes where a strong fire without
smoke is necessary. It requires a pretty strong draft to burn it
to full effect. Does it occur near Philadelphia? Is it in a moun-
tain, or under low ground Do they mine it by perpendicular
or horizontal shafts ? The difference of cost in cash and labour
of the two ways, is immense."
Alluding again to the coal dust, the writer proceeds :-
It is a very curious geological discovery. You say any quan-
tity may be had. I should like to know how it lies; whether
horizontal-to what extent-what it lies upon, and what stratum
or strata cover it, and what depth under the surface of the earth,
and what is the thickness of its stratum. By its being in the
form of powder, I think it cannot have been formed where it
now lies, but that it is there an alluvial deposite, brought from
some higher country, perhaps, at a very remote period, by rain,
or the overflowing of rivers and lakes on a higher level it
may originate from the spontaneous burning of some large forest,
or a great surface of grass, reeds, &c. Does it contain no large
pieces of charcoal, or any other organic remains, as bones, shells,
&c. I think a paper well drawn up, descriptive of its localities,
and every visible circumstance attending it, would be an accepta-
ble contribution to the transactions of the London Geological
Society."
Upon the appearance of which, the editor of this book made
application to the gentlemen at the head of the Lehigh coal and
navigation" establishment, for a statement of further facts ; and
he has, very obligingly, been furnished with a letter on the sub-
ject, in the following terms;-
I received thy favour of the 7th instant, with the inelosed
queries.
"Query 1. Have experiments been made, giving a probability
that anthracite coal may be used for smelting iron ore?
" Answer. We pulverized anthracite coal, and mixed it with
iron ore, and put the mixture in a close crucible, which we
put in a furnace, and kept it there under a cherry red heat; say
we had 4 close crucibles, thus filled, and kept in the fire for 24,
12, 6, and 2 hours each. Part of the contents of those subjected
to 24 and 12 hours heat, were put in other crucibles and melted
down by a smith's fire in 15 minutes, and produced good grey
iron, soft enough to be cut with a penknife. That subjected to 6
hours heat, melted down also, into white cast iron. That sub-
jected to 2 hours carbonating, was also melted, but the iron did not
separate from the other matter.
Hence we infer, there is no chemical difficulty in the way of
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its general application for smelting iron ore, and in the most per-
fect manner.
" Our mining of anthracite coal, is carried on in the same way
as Cooley quarried his stone at Fair Mount, when he built the
Fair Mount dam. The coal is loaded in the mine into the wa-
gons, which bring it to Mauch Chunk; the wagons, thus loaded,
pass out of the mine by gravity, and so does the water drain
out.
"2. What is the condition of the fine black matter, and how
is it found?
"Answer. It usually forms the upper covering of the coal,
say 3 to 6 feet in thickness; it appears to be decomposed coal.
Whenever the coal crops out to-day, the finest black matter is
on the top, and it gets coarser as we descend; same as in a common
stone quarry, when good plough land is on the top, and as they
dig down, it gets coarser to the rotten rock, and next comes soft
rock, that can be barely handled, and then comes the hard rock;
just so with our coal. Our fine black matter contains small
pieces of pure hard anthracite coal, but no organic remains. We
have some veins that fracture like wood, but it is more trouble-
some in a fire than slate itself. We have appearances of "fern,"
&c. in our small veins, but never or very rarely in our great
mine."
A.-From Berwick, on the Susquehanna, through the
Nescopec valley, to Lowrytown, on the Lehigh, 16
miles above Mauch Chunk; or to Lausanne. Sum-
mit, 948 feet.
Distance, Miles, 35
No. 63.
THE BERWICK AND LEHIGH, OR NESCOPEC
CANAL.
An act of incorporation, 25th March, 1826, has passed the
legislature of Pennsylvania, for this undertaking ; by which
the company are empowered to enter on the Nescopec creek, at
or near the falls thereof, and to construct a canal, or a slackwa-
ter navigation, or both, from thence to a convenient point of the
Lehigh. Capital stock 600,000 dollars, with power in the com-
pany to augment, should the cost of the works require it. The
company, on being organized, to receive their charter of incorpo-
ration from the governor, as the "Susquehanna and Lehigh canal
company."
T
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This, together with some of the preceding projects of commu-
nication, here inserted, whether the same be executed through-
out in the form of navigable passes, or, as it appears at present
probable, by means, in part, of rail roads, will evidently be
much stimulated by the progress and completion of the Rariton
canal; if the latter, as it is hoped, shall speedily be set on foot;
in consequence of a close connexion of interests. There will
be established a transportation direct across to New-York, not
only of the Lehigh coal itself, but also of that produced from
the ranges of coal beds, situate on the Susquehanna and neigh-
bouring waters; as thus:-
From Wilkesbarre, by canal or rail road, to Lausanne,
on the Lehigh,
-
-
Miles, 40
Lausanne, to the mouth of the Lehigh, at Easton,
-
49
Easton, passing down the Delaware, and through the
feeding canal, and the main canal, to Rariton river,
80
Thence to New-York,
35
Distance, Miles, 204
A canal has also been proposed, from the mouth of the Lack-
awannock, at Pittston, on the Susquehanna, through North-
ampton, to the Delaware, at the Water Gap, 24 miles above
Easton, as is inserted in the article which here follows. This
route, continued on to New-York, would be still more direct,
viz.
From Pittston to Water Gap,
-
-
-
-
Miles, 60
Water Gap to Easton,
-
-
-
24
Easton to New-York,
-
-
-
-
-
-
115
Miles, 199
NOTE.
By an act of the legislature, passed on the 3d April, 1827,
the board of commissioners for internal improvement, are re-
quired to make examinations, to ascertain as to the practicability
and cost of constructing a canal, or a rail road, between the
North branch of the Susquehanna and the River Delaware, by
the head waters of the Lehigh, and by Broadhead's creek valley;
and to report thereupon.
NOTE.
Accidents have occasioned a postponement of these exami-
nations, by the Pennsylvania commissioners, to the season of
1828.
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DECEMBER, 1828.
It appears, by report of the commissioners, that the construc-
tion of a canal along the Nescopec valley, is not at all impracti-
cable, but would be attended with an inconvenient amount of
lockage. A rail road is recommended. The opinion, however,
of the Lehigh Company's engineers, is still in favour of a canal
between Berwick and the Lehigh upper waters. They think it
probable, that transportation from Berwick, as far as Mauch
Chunk, may, by means of a canal, be afforded at one third of
the price a rail road would require to be paid per ton. They
represent, moreover, that it is the only line for a water commu-
nication, north of the Blue mountains, that can connect the Sus-
quehanna river with the Delaware and Philadelphia; furnishing
the best outlet to the important trade of both the North branch
and West branch of the Susquehanna. Water, the engineers state,
is in abundance, and, by resorting to a tunnel of only 175 poles
long, and a dam of 10 to 13 feet high, across the Lehigh, at the
mouth of Bear creek, the River Lehigh will flow into the summit.
It is proposed that the Nescopec canal be adapted to boats of
67 tons, to correspond with the Delaware division of the Penn-
sylvania canal.
A.-From the mouth of the Lackawannock, at Pittston,
on the Susquehanna, by canal, across the head waters
of the Lehigh river, through Stoddartsville, and
through Northampton county, down the Pocano, or
Broadhead's creek valley, to the Delaware river, at
the Water Gap.
Distance, Miles, 60
No. 64.
PITTSTON AND WATER GAP CANAL.
This proposed canal route, like one or two others, to connect
the waters of the Susquehanna and the Delaware, has not yet
been satisfactorily surveyed; but the importance of the project
will not fail to bring it forward. It will open a very direct com-
munication between Philadelphia and all the Wyoming district
of country, abounding in coal of the anthracite kind. The in-
tended improvements in the bed of the Delaware, on its upper
waters, will take place, to meet the occasion. This route is
shown too, in the preceding article, to be more direct than by
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INTERNAL NAVIGATION
the Lehigh route, across to the city of New-York. It will, more-
over, become a leading route to and from the counties in New-
York state, south of the secondary lakes.
In the latter point of view, indeed, an easy and commodious
communication, between Pittston and the Delaware river, ap-
pears to be an object extremely desirable more so, perhaps,
than on every other account; and might fully warrant the con-
struction, not only of a canal, but of a rail road also, upon the
very best plan, to accommodate the probable transportation
trade. This route will, there can be no doubt, become a most
active thoroughfare for much of the produce of a very rich
wheat country, and the return trade; and Pittston and Wilkes-
barre will rise in importance, as places of depôt on an extended
scale.
Since the above was written, application has been made to the
legislature of Pennsylvania, for an act of incorporation, as "The
Delaware and Susquehanna canal and rail road company ;" capi-
tal stock, 1,500,000 dollars. The works to. commence at Lack-
awannock, and proceed to the Delaware Water Gap, and to Easton.
Application also, for another act of incorporation, constituting
The Wilkesbarre and Delaware central rail way company
capital, 1,000,000 dollars, to make the connexion in a line from
Wilkesbarre to the Delaware Water Gap. Likewise, another
act of incorporation for The Lackawannock and Susquehanna
rail road company ;" capital, 150,000 dollars. The line of con-
nexion, from the Susquehanna to the Belmont coal beds.
NOTE.
By an act of the legislature, 3d April, 1826, the governor is
authorized to institute a company, as the Delaware and Sus-
quehanna canal and rail road company," empowering the same
to make a complete canal navigation, or a rail road, from a point
of the River Susquehanna, at or near the mouth of the Lacka-
wannock, to a point of the River Delaware, at or near the Wa-
ter Gap, and thence to another point of the River Delaware,
opposite the mouth of the proposed Delaware and Rariton feeder
canal, suppose near to Durham creek, Bucks county ; or, per-
haps, to Easton merely. Empowering the company also to con-
struct a branch canal, or rail road, from the main canal or rail
road aforesaid, to the borough of Wilkesbarre, if they, the com-
pany, shall decide so to do.
Capital stock, 1,500,000 dollars, with power in the company
to augment if requisite.
The company at liberty to construct, at their option, either
canal or rail way, along any part of the route.
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DECEMBER, 1828.
By surveys made in the past season, with a view to connect-
ing the Lackawannock river with the Delaware, at the Water
Gap, through Broadhead's creek valley, either by means of canal
or rail road, it does not appear that the routes surveyed and re-
ported upon by the state engineers, furnish needful facilities for
either the one or the other construction. See summary on the
Pennsylvania canal and rail road.
A.-From the Lehigh river, near Allentown, by canal,
along the Jordan and Perkiomen valley, to the river
Schuylkill.
Distance, Miles, 40
No. 65.
THE PERKIOMEN CANAL.
As to this formerly projected undertaking, surveys have been
suspended.
M.-From the River Schuylkill, at a point above Kitta-
tinny mountain, and below Orwigsburg, by the East
branch, or Little Schuylkill valley, and that of the
Catawissa creek, through Schuylkill and Columbia
counties, to the Susquehanna river, near Danville.
Distance, by canal, or the stream improved,
Miles, 50
No. 66.
THE CATAWISSA CANAL.
An act has passed the Pennsylvania legislature, empowering
the governor to grant a charter for a portion of this projected
work ; that is to say, for effecting a lock navigation along the
East or Little Schuylkill river, to the coal mines: subscription
books to be opened on the 11th June, 1826, by commissioners
appointed for the purpose.
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NOTE.
The said act passed on the 20th February, 1826, by which
the company are styled the 'Schuylkill East branch navigation
company," and are empowered to make a complete navigable
canal, or a slackwater navigation, as they may deem most eligi-
ble, between the point of junction of said East branch, or' Little
Schuylkill river, with the Big Schuylkill, up to the point where
the Wilkesbarre state road crosses the river ; or, to the foot of
Broad mountain, if found expedient by the company, with pri-
vilege and right to connect this improvement at the junction of
the two branches, with the improvement already formed, or
forming, by the "Schuylkill navigation company." Capital stock,
250,000 dollars, with power in the company to enlarge it in case
of need. Distance for a rail road, along Little Schuylkill valley,
22 miles.
It is further made the duty of this company, to cause a sur-
vey to be made of the ground, and of the waters from the head
of said navigation, by the Catawissa valley, to the Susquehanna
river with a view of completing the connexion of the waters
of the Susquehanna and the Little Schuylkill. And, in case of
not succeeding in a practicable route for canal communication,
then to cause a survey and estimate of cost to be made for a rail
road of communication.
The company are authorized to purchase and hold coal lands,
to the extent of 5000 acres.
NOTE 2.
An act of incorporation has passed, in favour of the " Potts-
ville and Danville rail way company," for the object of con-
structing a rail road, from the head of the Schuylkill navigation,
at or near Pottsville, to the most eligible point of the Susque-
hanna river. Also, by an act of the legislature, March, 1S28,
the board of canal commissioners are required to effect surveys
from points of the Schuylkill river canal, to a point or points on
the Susquehanna river, between Catawissa and Sunbury, with a
view to the construction of a rail road of connexion, and to report
to the legislature, with estimates, and all particulars.
DECEMBER, 1828.
It appears, by report of the commissioners, that, from Cata-
wissa, a rail road, suited to locomotive steam engines, except at
the summit, where stationary power is needed, may be carried
either through Quacake valley to the Lehigh river ; or carried
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to the Schuylkill at Pottsville; or, by the head of Little or East
Schuylkill, to the point of junction with Big Schuylkill. And
that a rail road, adjusted for the use of horse power, may be
constructed between Pottsville and either Danville or Sunbury.
-Sunbury being situated on the verge of the pool, in which
the trade of the North and that of the West branch Pennsylvania
eanals meet, ought, it would seem, on this account, to be pre-
ferred.
A.-From the mouth of Mill creek, on the Upper Schuyl-
kill, by canal, or other navigation improvements, up
to the mill of George Reber. Distance, Miles,
No. 67.
SCHUYLKILL VALLEY CANAL.
By an act of the legislature, 20th March, 1827, the governor
of Pennsylvania is authorized to institute a company, as the
" Schuylkill valley navigation company," for the purpose of
effecting this work of improvement; not to interfere, however,
with the rights and privileges heretofore granted in favour of
the Schuylkill navigation company. Capital stock, 150,000
dollars.
NOTE.
A rail road is proposed to be constructed over this tract of 10
miles, more or less, for the transportation of coal ; as also an-
other rail road, of about the same distance, commencing from
the Schuylkill navigation company's works, at Pottsville, and
passing by the Norwegian and Mill creek valley, to a rich body
of coal lands : and books for subscription to this undertaking
are to be laid open at Pottsville, and at Philadelphia, on the 9th
February, 1829.
A.-From the mouth of Mahanoy creek, on the Susque-
hanna river, Northumberland county, by canal, or
slackwater, or other improved navigation, up the
course of said creek, and up that also of the Little
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Mahanoy, and of Serby's brook, to the coal mines,
on and near the latter.
Distance, Miles,
No. 68.
MAHANOY CREEK CANAL.
By an act of assembly, 22d March, 1827, the governor of
Pennsylvania is authorized to institute a company, as the "Ma-
hanoy creek navigation company," for the purpose of effecting
this work of improvement; and the company to have power to
construct a rail road, from the coal mines along the route, or any
part thereof. Capital stock, 60,000 dollars.
A.-From the mouth of Shamokin creek, on the Susque-
hanna river, Northumberland county, by canal, or
other improved navigation, up the course of said
creek, to the coal mines, situate on or near the same.
Distance, Miles,
No. 69.
SHAMOKIN CREEK CANAL.
By an act of assembly, 14th April, 1827, the governor of Penn-
sylvania is authorized to institute a company, as the "Shamo-
kin creek canal company," for the purpose of effecting this work
of improvement ; with power in the company to construct a
rail road from the mines, along the route, or any part thereof,
at their option. Capital stock, 60,000 dollars.
A.-From Newbold's landing, soon to become "Delaware
City," on the River Delaware, nearly opposite to
Fort Delaware, Pea Patch island, 45 miles below Phi-
ladelphia, westward, across the peninsula, to Back
creek, Maryland, on the Chesapeake, 4 or 5 miles
south of Frenchtown, and near the mouth of Long
creek.
Distance, Miles, 14
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No. 70.
THE CHESAPEAKE AND DELAWARE CANAL.
This work commenced on the 5th of April, 1824, and is in
such vigorous prosecution, that, barring casualties, it will be com-
plete for navigation before the year 1828. It is to be 60 feet
wide at the water surface, 36 feet at the bottom, 8 feet depth of
water, and at every half-mile, to have recesses for the passing of
vessels, where the width will be increased to 110 feet. There
will be no more than 2 lift locks, one tide lock at the Delaware,
and another at the Back creek termination. Dimensions of the
locks, 100 feet long, by 22 wide in the chamber.
The line of canal is divided into 7 sections Nos. 1, 2, 3, to
St. George's town, distance 41 miles, to be made on the thorough
cut plan, the bottom 10 feet below the level of common high
tide on the Delaware ; Nos. 4, 5, 6, as far. as Broad creek, 74
miles, to have, for the present, the bottom on a level with com-
mon high tide No. 7, which is through Broad creek to Back
creek, 14 miles, to have the bottom 6 feet below the common
high tide level of the Chesapeake."
The section No. 5, comprises a deep cut of 34 miles, and of
76 feet in depth at its highest part and this summit, which is
8 feet above common high tide, is plentifully supplied with wa-
ter from the drainage of the adjacent country, or the creeks on
either hand, which empty into the Chesapeake and the Delaware
respectively. An extensive reservoir, measuring at least 100
acres area, by an average depth of 10 feet, will therefore here
be formed ; or, if needful for the occasions of the earral, more
than one reservoir.
The peculiar and very interesting feature of the arrangement,
is, that it may be regarded as provisional ; for it contemplates an
enlargement, at a future day, whenever it shall be decided to
make this canal into a passage for ships: a project which can
readily be executed, on the thorough cut plan, by deepening the
sections Nos. 4, 5, 6, 10 feet, and the western section, No. 7,
2 feet and then there will be a canal throughout, with a com-
mand of the Atlantic ocean for its reservoir, to give constant
passage to large vessels, as well as to small.
Furthermore, details have been submitted for the improve-
ment of this canal, at some future day, to such a scale as for it
to be adapted to the passage of ships of war, drawing 20 feet
of water, and so far to correspond with the great Caledonian
canal. In which ultimate improved state, the engineers' esti-
mate of cost for it, has been given in at 2,000,000 of dollars
not, however, to say, but that a larger expense might be needed
for such a work.
U
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On the plan of its immediate execution, it will be sufficient
for a passage to our coasting vessels, or boats of equal draft, and
will, at the least, in this. respect, equal in accommodation the
Dismal Swamp canal, between Virginia and North Carolina, as
also the Delaware and Rariton canal, as at present projected.
In regard to cost, on this provisional scale, the estimate is
1,250,000 dollars. Towards which, the general government
is, by virtue of an act of congress, a subscriber to the joint
stock of the company, for
-
-
-
$300,000
The state of Pennsylvania, a subscriber for
-
-
100,000
The state of Maryland, for
-
-
-
-
50,000
The state of Delaware, for
-
-
-
-
25,000
Connected with the work, there is constructing, at the eastern
debouche of the canal, on the Delaware river, a capacious har-
bour for shipping. Form of the harbour, semicircular ; with
an opening of 150 feet, at that part of the arch where the main
current of the river forms a tangent to it, and where vessels will
be received and delivered in 20 feet of water, near upon the
edge of the river channel. The whole, for solid security, no
less, but rather much more, than for beauty even, to be finished
with facings of stone, from the top of the embankments to the
bed of the river.
The Delaware tide lock of the canal, which is 100 feet in
length between the gates, and 22 feet wide in the chamber, and
containing 40,000 feet of solid masonry, is finished. It opens
into a capacious basin. The Back creek lock will correspond in
dimensions.
The summit level, above noticed, makes, in consequence of
the deep cutting there, an elegant site for a bridge, that will be
thrown across, with a span of 200 to 250 feet, and the under
side of the arch 90 feet above the bottom of the canal.
DECEMBER, 1826.
Great and unlooked for difficulties have been encountered at
section 3 of this undertaking, a distance of about 34 miles, ex-
tending to the lock at St. George's town, through Cranberry and
St. George's marshes.
On arriving at, and attempting to carry the works over this
ground, marsh land though it was known to-be, yet, at this late
period only, it was, and never before, that the worst of its cir-
cumstances, in relation to canal purposes, came to be discovered.
It was found to be infinitely less suited for canal construction,
than had been supposed; in so far, as where stiff clay had been
thought to prevail, at a certain depth of the earth, and to offer
consequently at that depth the resource of a compact foundation,
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upon digging into those very places, no clay was found : and,
in this dilemma, no alternative presented, but the one of mak-
ing a foundation of 34 miles long, from materials at a dis-
tance ; which was wisely resorted to, and the work proceeded ;
and it is now well advanced through this formidable pass.
This, however, the managers have necessarily not been able to
effectuate, short of a great increase of expense; and therefore,
as this occurrence was not foreseen, the ultimate cost of the
Chesapeake and Delaware canal, it is understood, will exceed
the early estimate of it, by a considerable amount.
At other points, the work has been advancing satisfactorily,
as appears by an official report; and it does not appear that the
completion of the work, in toto, will, from what has occurred,
be much, if at all delayed beyond the appointed period; viz.
1828.
NOTE.
It is not unworthy of being remarked, that the Delaware and
Chesapeake communication, has been considered as the parent
of all canal projects in this country having, from certain causes,
attracted the attention of the commercial and enterprising com-
munity of Philadelphia, at a period very soon after the time
when canals commenced in England. We find, that as early at
least as the year 1767 or 1768, the matter was seriously taken
up, and prosecuted by Mr. Thomas Gilpin and other gentlemen;
who were at great pains in accomplishing a number of surveys,
and giving estimates to the public, for a canal from Duck creek
to the head of Chester. In 1769, a condensed view of all that
had been done, was presented by Mr. Gilpin to a committee of
merchants, formed in Philadelphia, for the purpose of improving
the trade of the province; as also to the American Philosophical
Society : and this was soon followed by a survey, and remarks
upon another route; viz. from Bohemia river to Appoquinimink;
which, by the by, might perhaps have been a preferable route for
a canal to the present one. After which, the Elk route was also
examined. These and many other particulars of what was done,
previous to the revolution, to promote the object in question, and
again subsequent to that event, when the time had come round
for the subject to be taken up anew, have been given to the world,
by a descendant of the gentleman above named, in an historical
work, not long since published. And it is curious to observe
from it, how intimately the idea of this very improvement could
identify itself, at that early day, with the country's best interests
and future prosperity, in the minds of many patriotic individuals.
They were, however, not a little enlightened, as it would seem;
nor a little zealous in the cause ; and not a little, perhaps, of the
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INTERNAL NAVIGATION
present day's success, in the accomplishment of their wishes, is
to be attributed to their own diligent efforts, followed up and
persevered in to the end, by some of their descendants, succes-
sively, through every change of circumstance.
We have said above, that the Chesapeake and Delaware com-
munication has been regarded as the first canal project in this
country 80 saying, however, without any intention to disregard
the most accurate chronology in such an important point of his-
tory, or any wish to be instrumental in dealing "first honours"
otherwise than in strict conformity to the true order of those
long past events; and if it be not within our power, at the pre-
sent day, to determine the point in question, with all the pre-
cision it merits, it is no less an act of justice here to state, that
what is now termed the Union canal," starts up in importance
for the honour of a precedence. It has been affirmed, that as
early as 1762, David Rittenhouse, the celebrated astronomer,
and at or about the same time, Dr. William Smith, provost of
the University of Pennsylvania, effected a survey, or surveys,
and levelled a route for a canal, to connect the waters of the Sus-
quehanna and Schuylkill rivers, by the Swatara and Tulpehock-
en and, what would not be credible, did it not seem to be well
authenticated, is, that these conspicuous characters, together with
some others, their contemporaries, and particularly residents of
Philadelphia, actually viewed this project, great as it was in it-
self, still as nothing more than a part of something greater; a
preliminary step to something farther. These gentlemen had at
that day in their "mind's eye," a thorough commercial commu-
nication between the east and the west, and the waters of Lake
Erie reciprocally, in a line of route 582 miles long; which they
actually traced for it, between the Delaware river, and the Ohio
at Fort Pitt, and the lake at Presque isle. This, not by means
of one continuous navigation, it is true, but by the projection
of judicious improvements, the times considered, along the great
water courses, such as locks, and dams, and walls, with here and
there a short canal, and a good turnpike road across the Allegha-
ny meuntain.
All this, it is to be remarked, was in agitation here in the
minds of several eminent men, at a time even when the Duke
of Bridgewater's canal, in England, was hardly finished, and
turnpikes but just got into vogue and the Union canal,' now
so called, identifying itself with what was then to be the first
effective part of the whole gigantic project, may, perhaps, with-
out the smallest intentional injustice, file a claim for seniority
over every other canal project of the country, whether acted on
by works, or not; a seniority over even the Chesapeake and
Delaware communication; which, however, is a point not here
undertaken to be absolutely decided on.
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William Penn, in one of his papers, of the year 1690, says
something of the feasibility of a passage, by water, between
the Susquehanna river and a branch of the Schuylkill; but
the brevity of the passage renders it unintelligible, as canals
were-not then practically known in England.
JUNE, 1827.
The president and directors of the Chesapeake and Delaware
capal, have just made a new general report; which, taken all to-
gether, is highly gratifying. It is so, in the view that it gives
of the actual situation of the works; and likewise in the proba-
ble inferences to be drawn as to the quantum of their approach-
ing efficiency. Nothing of the kind can, according to the tenor
of the report, be more promising. The most sanguine expecta-
tions are at present entertained, as to those great public benefits,
which necessarily must follow a suceessful opening of this canal
navigation; and of individual enterprise, in the case, being be-
sides, remunerated to a liberal extent.
This is the present encouraging aspect of things, notwithstand-
ing that the managers have had, for some months last past, a se-
ries of difficulties to surmount; such, in fact, as have called for
the exercise of all their zeal and industry on the occasion, as well
as an extra application of science.
Unfaithfulness and failure on the part of some of the con-
tractors, along with the occurrence already noticed, have con-
jointly been the cause but RO greater detriment has ensued,
than some delay, and a considerable augmentation of expense ;
both which, it was desirable to have avoided ; but, on the other
hand, it is not improbable that the entire work will have derived
advantages, in point both of stability as a structure, and useful-
ness in its general objects, from the very circumstance of the
deliberation observed in finishing and testing some of the parts
where accidents have occurred ; and, at some other points, the
incidental changes made, in regard to plan, from the one origi-
nally laid down. The slipping and sinking of banks over marsh
and quicksand ground, claimed repeatedly extra attention to-
wards the obtaining of a solid foundation ; and there has been
taken, on each of these occasions of repairing, or of reconstruc-
tion, the most deliberate measures for the purpose of not leav-
ing in any doubt the security and permanency of the work.
The same caution having been adopted likewise in regard to
other important parts of this great undertaking, it has occasioned
altogether an immense quantity of stone work, additional to that
originally contemplated in the plan. In the construction of the
Delaware harbour, solid wharf-work has been adopted in lieu of
earthen banks: 220 feet of wharf on the north side, and the
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INTERNAL NAVIGATION
same on the south, with 500 feet on the river bank, connecting
the two sides, are finished as to timber work, and nearly filled
up with stones and clay.
The scale of the canal itself, is so materially changed, that
instead of 8 feet depth of water, as at first intended, it is now
constructed for a retention of 10 feet throughout ; and the Che-
sapeake and Delaware canal is a canal of 10 feet navigable depth
in ordinary tides : in spring tides, occasionally the depth will
be increased to 12 feet.
Section 3, which has proved so difficult and expensive in its
execution, can now be said to have yielded to labour and perse-
verance. The water of the Delaware has, by way of experi-
ment, been passed into it. The banks, however, of this section,
are yet to be wrought upon.
Section 1 is finished.
Section 2, likewise so, excepting some small matters of facile
accomplishment.
Sections 6 and 7, both finished.
Sections 4 and 5, including the deep cut, and summit level,
comprise therefore what chiefly remains to be finished, and it is
all in a satisfactory train : 1900 and odd workmen and labourers
are at this moment industriously employed on it ; and, before
the close of the present season, should no sinister accident hap-
pen, great progress will have been made towards a completion
of the whole canal. The span of the bridge across the deep cut,
is 235 feet. (See an engraved profile view of this canal.)
PROSPECTS OF INCOME, VIZ :-
Capacity of the Chesapeake and Delaware canal.
This canal will be competent to the passage of boats of more
than 100 tons burthen.
Now, allowing 3 boats, of 100 tons each, to pass the locks
from east to west, and the same number the other way, every
10 minutes each, it gives 600 tons within the hour, or 14,400
tons per day ; or, for the year, taken at 300 days, 4,320,000
tons. This is the computed capacity of the Chesapeake and De-
laware canal.
But, supposing a tonnage equal to 5 boats only, averaging 75
tons each, should pass the locks per hour ; and supposing the
canal to be employed at this rate during 15 hours of the 24, this
gives 5625 tons per diem, or 1,687,500 tons for the year of 300
days.
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GENERAL ESTIMATE OF INCOME,
On a supposition of employment equal to the above computed
trade, of 1,687,500 tons passing through the canal locks
in the course of a year ; viz :-
The present rate of carriage for a barrel of flour from Elkton
to Newcastle, varies, according to circumstances, from 25 to 374
cents; this latter being in general the packet price ; which, at
10 barrels to the ton, makes the rate of carriage $2 50. to $3 75
cents.
Now, looking to this rate of transportation, it has been sup-
posed, that the toll for passing the Chesapeake and Delaware ca-
nal might, in reason and moderation, be fixed at 80 cents per
ton as a maximum, and 40 cents as a minimum, according to
bulk and kind of the merchandise. If, then, constant employ-
ment should take place ; or rather, if only such a run of em-
ployment should take place, as will, in the course of the year,
amount to the tonnage here supposed, of 1,687,500 tons ; and,
if we suppose one-half of this as appertaining to the maximum
description of goods, and the other half to the minimum descrip-
tion, we shall, upon these suppositions, obtain for the Chesapeake
and Delaware canal, an annual income as here follows :-
843,750 tons, at 80 cents, $ 675,000
843,750 tons, at 40 cents, 337,500
Amount of tolls for a year of 300 days, $ 1,012,500
An amount, this, which may be startling at first sight, but which
it does not at present appear impossible should be realized, pro-
vided the rates of toll here supposed were absolutely established.
There is a large margin, therefore, for allowances, as to the quan-
tity of trade that may be forthcoming, and great prospects will
still remain.
In the following statement of calculations," the scale is not
otherwise contracted, than by a supposition of the canal having,
not a full and constant, but a partial, employment.
CALCULATIONS,
Tb show the probable income of the Chesapeake and Delaware
canal, by particulars likely to pass through the locks at
the early stages of its operation; viz :-
The produce of the Susquehanna, in grain, flour, iron,
whiskey, &c., 60,000 tons, at 80 cents per ton,
$48,000
Amount carried forward, $ 48,000
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Amount brought forward, $ 48,000
Lumber of the Susquehanna, 3,000,000 cubic feet,
at 75 cents per 1000,
-
-
-
-
-
2,250
Coal of the Susquehanna, 20,000 tons, at 40 cents
per ton,
-
-
-
-
-
-
8,000
Tonnage, between ports of the Delaware and the
Chesapeake, 64,000 tons, at 80 cents,
-
-
51,200
Probable tonnage to and from. eastern ports, passing
the canal, to avoid the longer navigation by sea,
15,000 tons, at 80 cents,
-
-
-
-
12,000
Annual income, according to these premises, $ 121,450
Which, provided the present state of our internal commerce
prove not to be overrated in these calculations, will, in the course
of a few years, it is not unreasonable to conclude, double itself,
and triple itself, and go on to do more. The capacity of the ca-
nal is shown above to be equal to that, and much more, without
any probable inconvenient pressure of business upon it. In the
end, lateral locks may have to be constructed to accommodate
the trade.
In corroboration of the present estimate, it may be remarked,
1. That the downward commerce of the Susquehanna river
for the year 1826, conveyed in rafts, keel boats, and arks, has
been computed at 5,000,000 dollars in value, and the tonnage
or bulk thereof equal to
tons. A great proportion of
which, and nearly all perhaps that portion of the trade compos-
ed of the bulkiest commodities, such as coal, lumber, &c., it is
probable will continue still to find its way, by the river channel,
to tide water, notwithstanding those canals which will present
themselves on the passage down ; 80 that of this trade, a good
deal may be expected to enter the capacious locks of the Chesa-
peake and Delaware canal, leading to the Delaware river. It
appears, from registers taken, that between the 3d day of March,
and the 3d of July, 1826, there passed the town of Columbia,
bound to tide water,
1037 Arks,
164 Keel boats,
1090 Rafts.
2. As to the item of trade, or the tonnage between the ports
of the Delaware and the Chesapeake :-In the first place, there
are now 3 lines of packets, exclusive of steam-boats, employed
between Philadelphia and Baltimore alone :-one by way of Wil-
mington, one by Newcastle, and one by Appoquinimink; which
3 lines, comprise 8 vessels, of 40 to 45 tons each, dispatched
each way every week, and their freights deposited, or delivered
over, respectively, to an intermediate over-land conveyance. Now,
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if we suppose the double freight of each trip to amount to 50
tons, and that the year averages 40 weeks merely of navigable
weather, we shall have 400 tons, as the weekly tonnage of mer-
chandise, by these over-land packets, or 16,000 tons per annum,
between Philadelphia and Baltimore alone. These packets trans-
port principally the lighter and more valuable articles of com-
merce ; besides them, there is, in the second place, a regular
line by sea, sailing weekly between Philadelphia and Baltimore;
and, in the year 1826, the clearances at the Philadelphia custom-
house, for the several ports of the Chesapeake, Baltimore in-
cluded, appear to have amounted to 10,280 tons. How much
the tonnage the other way amounted to, does not appear ; but
the sum of these quantities taken together, it is not improbable
will be found to bear no more than a limited proportion to the
tonnage of the trade from port to port, which hereafter is to be
carried on, through so convenient, safe, expeditious, and, conse-
quently, economical a channel, taken in every sense, as the Che-
sapeake and Delaware canal.
The able report of the managers has, for a concluding para-
graph, the words as here follows :-
" When we take into view the immense trade of the Susque-
hanna, and its tributary streams; the vast amount of produce
which must arrive from the west, by the Pennsylvania state ca-
nal, so happily commenced ; and the increased intercourse which
will be opened with the eastern shores of Maryland and Virgi-
nia, and the various other thriving and extensive districts con-
nected with the Bay of Chesapeake, we may be induced to
doubt, not indeed whether one canal will lack employment,
but whether it will be possible for it alone to accommodate all
the trade which will present itself at the gates," (for a passage
through.)
JUNE, 1S28.
The ninth annual report of the president and directors is now
issued. The tenor of it goes to confirm previous expectations
and, it is expressly stated, that a doubt does not exist, of the
entire canal being complete and navigable in the ensuing au-
tumn. For some weeks past, the water has been let into sec-
tions No. 1, 2, 3, 4, and a lively scene of business already pre-
vails all along the eastern division, from the River Delaware to
the company's wharf, near the summit bridge and it is found
that the depth and the expanse of water are such, as to enable
vessels to proceed along this splendid canal, at the rate of 6 or
7 miles an hour.
The work upon the deep cut of the summit, is advancing ra-
pidly to a close; the stoning extends along the whole 31 miles,
X
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by a wall somewhat more than 11 feet perpendicular, 16 feet on
the slope, on each side, and descends 1 foot below the bottom
of the canal. It is from 18 inches to 5 feet in thickness at the
base, according to the nature of the soil over which it passes;
at the top, from 1 to 3 feet thick ; and under the summit bridge,
this wall is carried up, on both sides of the canal, until it is met
by the abutments, which of course it will serve to protect. Of
44,000 perches of masonry which this wall will contain, 18,000
only now remain to be built.
The present water-arrangements on the summit, are these:-
500 acres overflowed, which it is computed will
yield,
-
-
-
-
- cubic feet, 43,560,000
Lum's mill pond, 100 acres, average depth 6 feet,
26,136,000
Jones's mill pond, 25 acres, average depth 5 feet,
and may be increased,
-
-
- 5,445,000
Additional 3 feet, which Lum's pond can be raised, 21,780,000
Cubic feet, 96,921,000
This, it is to be observed, is independent of the supplies to
be derived from the inexhaustible reservoirs formed of the De-
laware river and Chesapeake bay, whenever the demands of the
canal shall render it needful to resort thereto.
An act of Congress has passed, authorizing the secretary of
the treasury to subscribe in behalf of the United States, for 750
shares additional, or 150,000 dollars, to the stock of this com-
pany.
The whole expenditure on this canal, is now upwards of
2,000,000-dollars.
JULY 4th, 1829.
This day, a thorough navigation of the canal, from the Che-
sapeake waters to the Delaware, has taken place, and the event
of a passage through is celebrating.
The canal will shortly be laid open for general navigation.
OCTOBER 18th, 1829.
Yesterday, by appointment, the ceremonies appropriate to the
great event, were observed ; and the chairman of the commit-
tee, on the occasion, announced, to a numerous assembly of vi-
sitants, passing through the canal from state to state, in ceremo-
nious style, that the work is finished ;" all is now complete,
and a thorough navigation laid open to the public.
NOTE.
The legislature of Delaware state are applied to for an act of
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incorporation, for the construction, by a company, of a rail road,
between Newcastle, on the River Delaware, and Frenchtown,
on Elk river, Maryland.
N.-From Frenchtown, (Maryland,) down the River Elk,
to Chesapeake bay, and up the Patapsco river, to
Baltimore.
Distance, Miles, 60
A.-From Baltimore, or tide water of the Patapsco, by
canal, northward, to the Susquehanna river, above
Conewago falls. Distance, according to a survey
made of the ground,
Miles, 92₫
Whereof 36. 75. Across the valley, to near Havre de Grace.
14. i2. Thence, along the margin of the Susque-
hanna, to the Pennsylvania line.
41. 51. Thence, to the head of Conewago falls ;
this section being wholly within the
state of Pennsylvania; and, therefore,
requiring its concurrence in the construc-
tion ; for which, application will be
made to the legislature.
Total lockage, 335 feet.
No. 71.
THE BALTIMORE AND SUSQUEHANNA CANAL,
OR YORK-HAVEN CANAL.
This proposed canal, surveyed by commissioners of the state
of Maryland, and reported upon to the legislature as practicable,
although for nearly 56 miles it must run along the margin of the
river, and be of expensive construction, has for object, to aug-
ment the trading intercourse between Baltimore and the various
and distant tracts of country watered by the Susquehanna and
its branches ; and may be considered, in relation to the city of
Baltimore, as an object of interest, to about the same degree,
for the upward as well as downward trade of the river, as the
contemplated Pennsylvania canal, below inserted, through the
counties of Chester and Lancaster, on the east side of the Sus-
quehanna, in relation to the city of Philadelphia. The engineer's
estimate of expense, for the 924 miles, is 2,600,000 dollars.
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INTERNAL NAVIGATION
A vote has passed the Maryland house of Delegates, appro-
priating 500,000 dollars towards the execution of this work.
JANUARY, 1827.
At a meeting of the citizens of Baltimore, a new plan for a
company, and the execution of a canal, has just been adopted.
The company to be styled the Pennsylvania and Maryland
eanal company," and the proposed canal to be divided into
2 sections, north and south : the north section to begin at the
mouth of Swatara river, the termination of an eastern section of
the Pennsylvania state canal, and to terminate at tide water on
the Susquehanna; the south section to begin from the point last
mentioned, and to terminate at the city of Baltimore. Capital
stock, 2,500,000 dollars.
The states of Maryland and Pennsylvania invited to patron-
ize and subscribe.
MARCH, 1827.
An act of incorporation, in conformity to the above, has just
passed the Maryland legislature, in such sort, that not York-
haven, but the mouth of Swatara river, is to be the commenc-
ing, or northern point of this canal; always, however, provided,
that a concurrent act be passed by Pennsylvania. Liberty is
left for either side of the Susquehanna to be availed of in the
construction, according to whichever shall be found to be most
eligible. Distance to Baltimore, about 100 miles.
This act also confirms the grant of 500,000 dollars made at
the last session ; providing that this sum shall be at the disposal
of the present company, so soon as 800 shares of the stock shall
have been, bona fide, subscribed for.
The act confirms, moreover, the grant of 500,000 dollars in
the way of subscription, in favour of the Chesapeake and Ohio
canal, 80 soon as the congress of the United States shall have
subscribed for 10,000 shares in this canal stock, and guarantied
to the state of Maryland, the privilege of intersecting the said
canal through the district of Columbia.
NOTE.
An act of incorporation has also passed the Maryland legis-
lature, for a rail road, to be constructed from Baltimore to the
Ohio river ; and the state of Virginia has passed a law, confirm-
ing this charter, with a proviso, that the said canal shall not
strike on the Ohio at any point lower than the Little Kanhaway
river. The company is styled, The Baltimore and Ohio rail
road company." Capital 5,000,000 dollars.
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The estimated distance of this proposed road from Baltimore
to Wheeling, or to some other suitable point on the Ohio, is 250
miles; along which, the tolls for conveyance of goods, it is as-
sumed, may be fixed at the rate of 21 dollars per ton, or 1 cent
per mile, per ton, from west to east, and 3 cents per mile from
east to west. At which presumed rates, the company anti-
cipate a revenue of 750,000. dollars, to be derived from 150,000
tons descending, 50,000 tons ascending, per annum.
In regard to cost, the highest estimate, in the rough, for a
road of double tracks, is 20,000 dollars per mile; giving, for-250
miles, 5,000,000 dollars, the amount of the company's capital
stock.
Regular surveys are to be immediately gone into. Locome-
tive engines are to be applied.
It is supposed that the 250 miles upward, may be travelled
at the average rate of 4 miles per hour; making 621 hours.
NOTE.
A rail road is suggested, between the city of Baltimore and
York-haven on the Susquehanna ; as thus :-
From Baltimore to Western run,
-
-
Miles, 15
Western run to Gunpowder creek,
-
-
-
-
10
Gunpowder, to summit at Strasburg, and thence to Co-
dorus valley,
-
-
-
-
-
18
Codorus to Yorktown,
-
-
-
-
-
-
14
Yorktown to York-haven,
-
-
-
-
-
12
Length, Miles, 69
The act of Maryland, incorporating the "Baltimore and Sus-
quehanna rail road company" for this object, is, however, not
concurred in by Pennsylvania, as regards the portion of said
road proposed to be located within the state of Pennsylvania ;
and the consequence, it is supposed, will be the construction of
a rail road, by the company, from Baltimore, to terminate at the
Maryland and Pennsylvania line.
The 4th of July, 1828, the 52d "American anniversary," is
appointed the day for a splendid ceremonial, to attend an actual
commencement in the construction of the Baltimore and Ohio
rail road, whereof the first corner stone is then to be laid, with
masonic observances, and sanguine are the expectations formed
as to the success of this great enterprise!
DECEMBER, 1828.
An examination of the ground for this undertaking, between
Baltimore and the Ohio river, by a party of the United States
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INTERNAL NAVIGATION
corps of engineers, detailed for the purpose, has been gone
through with, and reported upon favourably and surveys are
on foot for the location of the entire eastern division of the road,
extending from Baltimore to Cumberland, whereof about 25
miles, beginning from the Baltimore corner stone, are under eon-
tract, and already well advanced in the preparatory work to the
laying of the rails. Subscriptions to the capital stock of the com-
pany, have been made to the amount of 4,000,000 of dollars;
there remaining, as yet, 1,000,000 to be filled up; which it is
expected will, in whole or in part, be done by the general go-
vernment. A collision in regard to pre-emptive rights, on cer-
tain portions of the ground bordering the Potomac, has occur-
red, between the company and the Chesapeake and Ohio canal
company," but this matter is in a train for judicial arrangement,
and it is supposed will be adjusted without any material delay
having been occasioned to the operations of either party, in the
location of their works.
The road, commencing from the corner stone" at the south-
west angle of the city, and crossing Gwyn's falls, strikes into
the valley of the Patapsco, by a deep cut through the dividing
ridge, and proceeds up the said valley; whence, in the direction
of Bennet's bush, or Linganore creek, it passes to " Point of
Rocks," where the Potomac breaks through the Catoctin moun-
tain ; from which point, the projected route, as far as Cumber-
land, lies generally along or near to the margin of this river.
From Cumberland, the passage of the Alleghany ridge, and
thence the whole western division of the road, down to the Ri-
ver Ohio, are as yet confined to preliminary examinations, on
the part of the company's engineers. The examinations go no
farther, as yet, than to ascertain the practicability of the under-
taking; and a choice in the direction is still open. It is suggest-
ed, however, that facilities of location are to be obtained, by
entering the territory of Pennsylvania, and, after passing the
Laurel hill by the valley of the Youghiogany, proceeding with
the route, in the direction of sundry tributaries of the Monon-
gahela and Ohio rivers, as far south as the Pennsylvania line OR
the Ohio, or even to the mouth of the Little Kanhaway in Vir-
ginia; or the line of route may be carried down the Youghio-
gany and Monongáhela valleys, to Pittsburg.
The actual location of the road, approaches at present to Parr
spring ridge, or high land between the waters of the Patapsco
and the Monococy, 40 miles distant from Baltimore; and this
ridge, in pursuance of the plan of operations adopted, is assign-
ed as the first occurring point on the road, for the construction
of an inclined plane, and stationary power to be applied. The
governing principle, at the very outset, which was thought to be
indispensable; namely, that of " accommodation to the city of
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Bultimore, as now improved," has led to the maintenance of a
level of 66 feet above mean tide, for the distance of about 61
miles; because, with this elevation of the great avenue or main
rail road, brought within the limits of the city, the line may be
so continued, as that, diverging branches, or single track roads,
may from thence strike off, in any requisite number, through
any or all of the principal streets of Baltimore, and be made to
proceed to any point or points of navigable water, at pleasure,
from Harris creek to Carroll's point inclusive; but this capital
object will not have been accomplished without a very extraor-
dinary expense being incurred, owing to natural circumstances
of the road at its commencement. Upon the natural conclusion,
that the immediate great flow of trade must be eastward, it be-
came evident, upon true engineering principles, that all ascents in
that direction were to be avoided, in order to economize the motive
power intended to be applied and this, therefore, it was, that
determined the adoption of a level, to extend from the city bound-
ary to the valley of the Patapsco, and up the said valley to some
point, whence, by an equable ascent within the limit prescribed,
of 30 feet rise to the mile, the route might be conducted across
the Frederick road, at Ellicott's mills, at such an elevation, as
to admit a passage for that road under the rail road. Ellicott's
mills are by this way 114 miles from Baltimore. At contract
prices, it appears that the cost of bridging and grading this sec-
tion, in readiness for the reception of rails, will amount to 17,000
dollars per mile, or a total of 200,000 dollars; whereof 157,000
dollars will be absorbed in the first half of this distance.
Strenuous efforts may be expected, on the part of the company's
engineers, to accomplish, in all the season of 1829, the entire
bridging and grading of about half the distance from Baltimore
to the Parr spring ridge, and a final location of the residue of
that distance, if not as far quite as the Potomac valley, a distance
of 66 miles; and to procure and lay the rails, with all their ad-
justments, along some part of the distance graded. See engrav-
ed profile of the work, as far as Williamsport, on the Potomac.
DECEMBER, 1829.
The location of the route has now taken place, as far as
Lower Point of Rocks, 69 miles from Baltimore, along which
distance, the works are in as promising a train, and forward a
state, as could, with a due regard to their proper execution, be
desired.
Starting at Pratt street, at 66 feet above mid-tide, they main-
tain, agreeably to the plan laid down, a dead level to Dorsey's
run, from whence the road has a gradual ascent of about 13 feet
per mile, until it reaches the top of Parr spring ridge; a gradual
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INTERNAL NAVIGATION
descent runs on the western side of this ridge to Williamsport,
on the Potomac, as may be seen on the profile; and proves, ac-
cording to the survey now made, to be of the same favourable
character as far as Cumberland, or the vicinity of the great coal
districts. It is therefore ascertained, that in all the distance of
180 miles, there is but the single point of Parr spring ridge, re-
quiring to be supplied with stationary power; and consequently,
that it will afford remarkable facility for the transportation of
coal, and other commodities, to market at Baltimore, at all seasons
of the year.
The section of road between Baltimore and Ellieott's mills,
or division No. 1., which, together with the city division, em-
braces 13 miles and upwards, is now completed, and the width
graduated to 26 feet, with the exception of an unimportant point
or two; that is to say, all is ready 80 far, for the work of laying
the rails, which is to commence forthwith, and be prosecuted
through the winter, except as to some places, where the road is
entirely of earth, or the embankments too fresh. The aggregate
of excavation and embankment, on these 13 miles, amounts to
1,274,403 cubic yards.
The Carrollton viaduct over Gwyn's falls, is a work very much
admired for solidity, beauty, and grandeur. The whole exterior
of which, is composed of dressed blocks of granite; and very
many blocks of the same material, of prodigious size, have their
place in the interior. The length of this structure is 312 feet;
height, from foundation to top of parapet, 63 feet 9 inches from
the surface of the water to top of parapet, 51 feet 9 inches. Width
of the rail way travelling path, 26 feet 6 inches. Eastern abut-
ment 19 feet thick. Western abutment 20. Chord of the arch,
springing from the abutments, 80 feet 3 inches; height, from the
ehord line to top of key stone, 33 feet. From the water to top
of key stone, 47 feet 3 inches. To relieve this arch from pressure,
parallel spandrel walls are built on each side, and connected with
transverse brick walls, having cells or openings 2 feet wide, by
5. feet 3 inches long, and a coping of 6 inch stone flags, imme-
diately below the bed of the road. Wing walls 15 feet thick at
their base each, with as deep a foundation as the abutments, on the
eastern side for 30 feet distance, on the western side for 100 feet.
There are, along with the essential parts of this viaduct, or
bridge, and the many contrivances for its greater security, a great
variety of architectural embellishments interspersed, and the
whole is thought to be finished with extraordinary taste.
It was commenced, no longer since than about the middle of
May last, and on the 7th of November, within the lapse of 6
months, was passed over.
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A.-From Baltimore, or tide water of the Patapsco, by
canal, through the district of Columbia, to the Po-
tomac river, at the Little or the Great falls.
Distance, about Miles, 55
No. 72.
THE BALTIMORE AND POTOMAC CANAL.
This is contemplated as a continuation, across to the port of
Baltimore, of the proposed grand opening, by water, to be ef-
fected between Washington city and Pittsburg, by way of the
Potomac valley, as described in the article below inserted.
Surveys, as to this supplementary work, from Little falls, Po-
tomac, through Columbia district to Baltimore, have not been as
yet completely made ; they were gone into, and calculations
made, incidentally to examinations that were then on foot, for
a canal, to enter the Potomac at a different point. The exami-
nations will be completed, in connexion with those for the pri-
mary work, now going forward.
Taking the distance at about 40 miles, and the lockage be-
tween Little falls and tide water of the Patapsco, at 323 feet,
the engineers' estimate was 719,213 dollars; but, allowing the
distance and the lockage to be in reality both greater, according
as one only, or as two summit levels may be found to be requi-
site, the expense of construction will, of course, be greater; but
it is said can hardly, from what is positively known, come up to
1,000,000 of dollars.
The Little falls, Potomac, is 37. feet above tide; consequent-
ly, presents a saving of 74 feet in lockage, for a-canal to Balti-
more, taken from thence, compared with one, if the work were
commenced at the tide water below ; for it is ascertained that at
this level of 37 feet above tide, a canal can pass through the city
of Washington, north of the capitol, with facility.
A route different from this has been proposed, for a canal com-
munication with the Potomac; namely, from Baltimore to the
mouth of the Monococy river, about 50 miles above Georgetown;
and as yet it is not certain, which of the two may, in preference,
be adopted.
NOTE.
The Maryland house of delegates have passed a vote, appro-
priating 500,000 dollars, as a subscription of the state, towards
effecting a canal communication between Baltimore and the
Potomac river."
Y
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INTERNAL NAVIGATION
JANUARY, 1828.
A survey has been made of the route, by a party of the United
States engineers. It contemplates a junction with the Chesa-
peake and Erie canal at Georgetown; and is on the plan of a sin-
gle summit level; which, if adopted, will involve an enormous
expense, as it appears, for deep cutting, through Waterloo, Mid-
dle, and Snowden's ridges, a distance, the 3 together, of 6 miles.
The report states ; viz.
Distance.
Feet.
Georgetown to Bladensburg,
-
93
descending
18
Thence to Summit Level,
-
94
ascending
130
Summit Level,
-
-
-
127
Thence to Elk ridge landing,
-
53
descending
122
Thence to Baltimore,
-
-
71
descending
24
Total distance, therefore, 44₫ miles.
Lockage, 294
The canal calculated to be 48 feet wide at the water surface,
33 feet at the bottom, and 5 feet deep: the locks 104 feet long
from heel-post to heel-post, 14 feet wide in the clear, and to be
constructed of faced stone.'
Estimated cost 2,980,815 dollars.
May, 1828.
A charter has been granted by the Maryland legislature,
for the construction of a rail road between the cities of Balti-
more and Washington; and the same is now confirmed by Con-
gress, for as much as respects its passing into the district of Co-
lumbia.
The charge to be made by the company, on all goods by this
road, for the whole distance, not to exceed 1 cent per ton per
mile, toll, and 3 cents for transportation; and the charge for pas-
sengers not to exceed 3 cents per mile.
M.-From the mouth of the Susquehanna, below Havre
de Grace, up the river stream, in its contemplated
improved state, and by lateral, canals at particular ra-
pids, through the Pennsylvania counties of Dauphin,
Northumberland, Columbia, Luzerne, Bradford, to
Tioga point, otherwise called New-Athens; and
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171
thence to the New-York line, either by way of the
Tioga branch, towards the head of Seneca lake, or
by the Owego branch, towards the head of Cayuga
lake; a junction being proposed with one or other of
these lakes, or perhaps with both, as is already in-
serted at the-New-York article.
Distance, to the New-York line, Miles, 275
No. 73.
THE SUSQUEHANNA RIVER, MAIN AND NORTH
ROUTE.
By an act of the legislature of Pennsylvania, 25th March,
1825, the governor of the state was empowered and required to
make additional appointments of commissioners, for the purpose
of ascertaining with precision, the navigable capabilities of the
River Susquehanna throughout, and of carrying into effect such
measures as may realize the local facilities discoverable, for open-
ing communications, through the Susquehanna, with the west
and the north.
Towards improving the navigation of these sections of the
river, an appropriation was, at the same time, made by the legis-
lature; and this work, which has reference to the bed of the ri-
ver, between the towns of Columbia and Northumberland, or
the mouth of West Branch, is now in active prosecution con-
tracts have been made with individuals, and much is expected
to be done before the present season closes, of what is contract-
ed for; and preparations made for increased operations upon it
during the next season.
The lower points of the river, that is to say, from Columbia
down to tide water, are also attended to by the commissioners,
under an act of 1823, conjointly with a board of commissioners
of the state of Maryland. In their report, made last December,
1824, details are given, as to several obstacles to the descending
navigation having been, during the past season, removed. The
report contains, likewise, an opinion, that an ascending naviga-
tion, from tide water to Columbia, may be effected, if the ex-
pense of it, consequent on the difficulties of the ground, does not
prevent.
But there are, likewise, taking place, from day to day; im-
provements in the construction of steam-boats, which possibly
may result in vastly curtailing the labour, requisite otherwise
to be bestowed upon the other class of river improvements; that
is to say, what is at this moment a particular object of research
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INTERNAL NAVIGATION
is, to reduce, by. mechanical means, the boat's draft of water,
and to communicate, at the same time, to paddles, or other es-
sential part of the boat's movement, an increase of power, where-
by some rapids may be stemmed, which hitherto have been quite
impassable. A steam-boat, named the Susquehanna, launched
not long since, on experiment, was brought to navigate, upon an
even keel, at a draft of 18 inches fore and aft ; but this, in the
present state of things, will not clear the shallow rapids; and an-
other boat is building at present, in Baltimore, on a plan to draw
less water than the Susquehanna."
Moreover than this, there is a sheet iron vessel building at
York, of the dimensions of 60' feet keel, 9 feet beam, 3 feet
depth; the weight of iron employed to be 3400 pounds, and the
weight of wood work, for cabin, deck, &c., to be 2600 pounds.
Weight together, 6000 pounds, or suppose 3 tons; the steam-
engine, boiler included, to weigh 2 tons; making, for the whole
weight, 5 tons; which is to have no more than 5 inches draft of
water, and for every ton of lading, or weight of any kind, taken
on board, the boat's draft to be 1 inch additional. The engine
is upon the high pressure principle, calculated to bear 600 pounds
to an inch ; but is to be worked with not more than 100 pounds
to the inch. The power of the engine to be that of 10 horses,
and the space for it to occupy in the boat, 10 feet, by 3 feet 4
inches; anthracite coal to be used exclusively, for the production
of steam.
All these circumstances taken together, warrant a conclusion,
that the course of the main Susquehanna, and north-eastern branch,
will become completely and conveniently navigable, for all the
purposes of descending navigation and transport; and possibly
for the ascending also, without an interruption. Little or nothing
is now wanting for the object, as far downward as the Conewago
falls, even from the head of Otsego lake, in the heart of New-
York state, except occasionally, at certain points, deeper water
the upper parts of the river, in many places, spreading out into
shallows; but for which the remedy, in general, will not be very
difficult; the channel can be contracted, and thereby deepened: it
can be cleared, at particular places, of a few obstructing rocks.
From Otsego to the Conewago falls, the distance is 400 miles;
and from the head of Conewago falls to tide level, at Port De-
posite, distance 60 miles, the descent is 272 feet.
During the revolution war, the whole distance, between the
head of Otsego lake and Tioga point, was navigated by a brigade
of the army, with all their artillery, their horses, and munitions
of war, free from any loss or accident, though this was in the
latter part of summer. It was done by means of an artificial
freshet or flood, produced from a head, which the men had suc-
ceeded in raising, by the labour of about 6 weeks, in damming
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173
up and watching. A project that was conceived, and brought to
bear, by the enterprising spirit of a soldier of distinction, (the
late general James Clinton, on being ordered to join general Sul-
livan at Tioga point,) although not one man of the brigade, such
was the wild state of the country down to that period, had ever
before so much as seen that branch of the Susquehanna river.
Great attention has been paid, this last year or two, in Europe,
and particularly in Scotland, with the most promising beneficial
effects, to the saving water system; it is not merely by a dam-
ming up, temporarily, of the outlets of remote head collections,
and streams of water, to be let out occasionally, as required,
but likewise by embanking valleys for the preservation of rain
water, and forming artificial reservoirs thereof in the immediate
vicinity, and even within the actual boundaries of cities and
seaport towns; the same creating water power, which 80 far
displaces, to much advantage, the steam-engine power that was
previously made use of for the same objects, but used in certain
cases at greater expense, or to a more limited extent, as is very
aptly exemplified, by comparison, in the circumstance of our
Fair Mount water works, which have so happily replaced the
former steam power, in supplying the city of Philadelphia with
water from the Schuylkill.
The aqueduct for carrying Shaws Burn water to Whin hill,
immediately south of Greenock, is, including flexures, about 7
miles long. A great reservoir is constructed, by means of an
embankment across the valley, and the ground submerged has
an area of 315 acres; the highest water of which is 56 feet, and
the quantity contained, 250,000,000 of cubic feet; which, to-
gether with the contents of some smaller dams, amounts to
300,000,000 of cubic feet. An ample store this, derivable from
the floods of the Burn, to supply the Greenock works, during 4
months of the year; that is to say, by detention of water in the
reservoirs in wet weather, and its discharge in dry weather, to
the full extent of turning the mills, or to the extent of any
deficit in the supply from other quarters. This will be regulat-
ed by weather sluices; and wasting sluices, placed along the
aqueduct, at întervals, will secure against overflowing or rup-
ture.
The discharge of water from the reservoir, being estimated at
300,000,000 cubic feet of water, in 4 months, or 105 days; and
the fall from the aqueduct on the Whin hill, to high water mark
on the Clyde, being 5121 feet, it follows, that, deducting 121
as declivity between the contiguous mill seats, there will still
be an aggregate of 500 feet, as an effective head of water; and
this affords a power, according to professor Leslie's formula,
equal to that of 8,234 horses, working at the rate of 8 hours
per day.
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INTERNAL NAVIGATION
This great amount of mechanical power, obtained, as it would
seem, at something less than the expense of 20,000 pounds ster-
ling, the estimated cost of the whole work !
It has been stated, as remarkable, that Scotland, producing
but few of the staple articles for exportation, and presenting
obstacles not a little formidable to the construction of canals;
moreover, deeply indented, as is the whole western coast, from
Solway Frith to the Orkneys, with arms of the Atlantic sea,
and on the north-east and the east, having the spacious estuaries
of the Dornach, Cromarty, Murray, Spey, Don, Dee, South Esk,
Tay, and Forth rivers, all affording more or less navigable facili-
ties ; and besides, having no part of the country, perhaps, at a
greater distance from tide water than 45 miles ;-all these cir-
cumstances considered, it has been stated as remarkable, that
Scotland should possess any canals at all ; yet, in point of fact,
she is both splendidly and usefully supplied with canal works;
as shown by the following specifications: :-
The Forth and Clyde Canal.
Beginning at tide-water at Grangemouth, on the Forth, and
terminating at Bowling bay, on tide-water, below Glasgow
length 35 miles, height of summit level 156 feet; having 20
locks on the east side of the summit level, and 19 on the west
side, (the same state of tide being 9 feet higher in the Clyde
than in the Forth) ; width 30 feet in the bottom, and 50 at the
water line; locks 74 feet long, and 20 feet wide; depth of water
on the sills, 8 feet ; [have understood that the depth has been
increased to 10 feet,] has 18 draw-bridges, and 15 large aque-
ducts; has 1 artificial reservoir of 50 acres, and 24 feet deep, and
another of 70 acres and 22 feet deep, for supplying the summit
level cost, 200,000 pounds sterling. The revenue raised in
1823, 50,000 pounds sterling, or about 25 per cent. on the ori-
ginal expense. The principal articles of thoroughfare, are grain,
timber, West India produce, and passage-boats. Engineer, the
celebrated John Smeaton.
The Monkland Canal.
This canal connects the Forth and Clyde canal with the city
of Glasgow; length 12 miles, width 24 feet at bottom, and 34
at the water line depth 41 feet; raises 119 feet from the point
where it strikes the Forth and Clyde canal, and terminates in
a basin in the suburbs of Glasgow. Revenue, 12,000 pounds
sterling per annum. Articles of transportation, coal, iron, and
manure. Engineer, the celebrated steam-engineer, James Watt.
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OF THE UNITED STATES.
175
The Glasgow and Androssen Canal.
Beginning at Glasgow, and runs on the same level to Pauley
and Johnston, then ascends 64 feet, and, on that level, passes the
villages of Loughwinnoch, Beith, Dalzey, and Kilwinning, to
near Saltcoats, where it descends 100 feet to tide-water at An-
drossen. Length 30 miles; size of boats 70 feet long and 7 feet
beam.
Canal connecting Glasgow with Edinburg.
Beginning at the lock No. 16, on the east side of the summit
of the Forth and Clyde canal, and raising 110 feet by 11
locks, and, proceeding on that level, terminates in a basin in the
suburbs of Edinburg.
This canal is proposed to be connected with the summit Jevel
of the Forth and Clyde canal, by an ascent of 6 locks, which
will connect the cities of Edinburg and Glasgow, by. levels, 1
of 26 and another of 28 miles, separated by 6 locks near Fal-
kirk. Has 1 small tunnel and 3 large aqueduct bridges. Engi-
neers, Messrs. Hugh Baird and Thomas Telford.
Crian Canal.
This canal is 9 miles long, summit 62 feet above tide water,
and is passed by 15 locks, each 96 feet long and 24 feet wide,
and connects that arm of the Atlantic called Kilbramin Sound,
and Loch Fine, which separates the long peninsula of Kintyre
from the main land, with Jura Sound, near the north-east end of
that island.
From an inspection of the map, it is evident, that, by this
canal, and the Caledonian canal, without being exposed to the
billows of the Atlantic, a vessel may sail from the mouth of the
Clyde to the German ocean, at the Murray Frith, completely
land locked. Engineer, Mr. Telford.
Caledonian Canal.
This work is, perhaps, not surpassed by any thing of the kind
in the world, and connects the Northern ocean, at the mouth of
the Murray Frith, with the Atlantic, at Fort William ; begin-
ning at the Murray Frith, where there is a sea-lock of 170 feet
long, 40 feet wide, and has a lift of 8 feet. Opposite the town
of Inverness, there are 4 locks of 8 feet lift, which raises it to
the level of Lough Ness; then, by a canal 61 miles long, to
Lake Darfour, which is 1 ₫ mile long, and has from 5 to 9 fa-
thoms of water. The entrance to this lake is secured by a regu-
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176
INTERNAL NAVIGATION
lating lock; thence, by Lough Ness, 22 miles, with a depth of
water varying from 5 to 129 fathoms, and without a rock or
shoal. At the south end of the lake, the canal crosses part of
the Glacis of Fort Augustus, and ascends 40 feet, by 5 locks, to
the level of Lough Oich, which is about 5 miles in length, and
* of a mile in width. This lake is the summit level of the canal,
and is 94 feet above the level of the sea. From Lough Oich to
Lough Lochey, a distance of 24 miles, the digging is 40. feet
deep; near the end of this deep cut, there is a descent to Lough
Lochey of 91 feet, by 2 locks, 1 of which is a lift of 7 feet, and
a regulating lock having a lift of 21 feet. The surface of this
lake is raised 12 feet above its original level, to avoid excavating
rock. From Lough Lochey, to Lough Eil, is a descent of 64
feet, by 9 locks, 1 of which is a guard or regulating lock ; thence
to the Atlantic by 3 locks, which descend 22 feet 9 inches. The
locks are 170 and 180 feet long, 40 feet wide, and have 20 feet
water on the sills: the width of the canal is 50 feet at bottom,
and 100 feet at the water line, and 20 feet deep. The lock gates
are plates of cast iron, 4 inches thick, and form segments of a cir-
cle, and each pair of gates weighs about 200 tons; they work on
wrought iron rollers, and are opened and shut by machinery.
The whole length of the canal is about 691 miles, 30 of which is
excavated, and 394 through deep lakes. Cost, 1,000,000 of pounds
sterling. Engineer, Mr. Telford.
To return to the Susquehanna ;-since the above was written,
the sheet iron boat, Codorus, was launched at. York and after
passing the locks at Conewago, was directed up the Susquehanna
river. She passed the rapids on her way successfully, and is now
at anchor opposite Harrisburg. She stemmed, with great ease,
the ripples opposite M'Claysburg, and passed through Miller's
.ripples, to Cockstown. Her draft of water, with all her machine-
ry on board, is 61 inches; and for every subsequent ton of lading,
or of passengers, 1 inch more. She can accommodate about 70
passengers.
The channel of the Susquehanna is under contract for improve-
ment, at the several rapids upwards from Conewago, undertaken
80 as that there may be afforded at least 12 inches of water in
depth, by 50 feet in width: and as soon as this shall be effect-
ed, a boat, on the plan of the Codorus, may then pass up, with
70 or so, or more passengers on board, or other equivalent
weight.
The Codorus experiment has determined with precision, the
depth and width of channel requisite to accommodate vessels of
this construction. It has determined that rapids, provided they
have 12 inches of water, and a straight channel of 50 feet, can
be passed up by such vessels, with at least 5 tons of lading.
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OF THE UNITED STATES.
177
StiH subsequently to the above there is now issued a report
of the commissioners of Pennsylvania, acting under the two laws
for improving the River Susquehanna; viz. one taking it from Co-
lumbia upwards, to Northumberland town; the other, from Co-
lumbia downward, to tide water. The report is dated 17th
November, 1825, and states,
That, from Columbia upwards, the commissioners have this
year (1825) carried their examinations as far as Liverpool, and
issued contracts for works upon the bed of the river, at the
principal rapids, and most difficult places in- the way leaving,
however, many others to be attended to hereafter; some of
which contracts are already fulfilled, the rest in progress; and
so far, improvement is accomplished. A new appropriation,
required of the legislature, will enable the commissioners to
extend their operations from Liverpool upward, as contemplat-
ed, and also to take in, and place under contract, those situations,
which, for this season, they were obliged to pass over. It appears,
that in addition to clearing and sinking the river bed, a certain
number of wing dams must necessarily be constructed, in order
to secure a navigable channel, at every point, throughout the dry
season of the year.
From Columbia downward, contracts in toto have been issu-
ed, and the most of them have been fulfilled ; which has already
improved this passage, rendering places, before dangerous to
navigate downward, now easy.
In the next season, (1826) wing dams are to be constructed at
a number of places between Columbia and the head of the Ma-
ryland canal ; and the remaining contracts on the river bed will,
no doubt, be complied with. All which being accomplished, it
is asserted, there will not then be any further improvement
practicable upon the natural stream, from Columbia down to
tide water.
MARCH, 1827.
There is now before the legislature, the report made to the
governor of Pennsylvania, by the engineer appointed to explore
and survey the River Susquehanna in its main and north chan-
nel, more particularly than heretofore; that is to say, through
all the distance lying between the Maryland and the New-York
boundary lines, with a view to such improvements, if found
practicable and expedient, as will give effect to a thorough and
constant navigation, both ascending and descending, by the ri-
ver stream, without the aid, if possible, of lateral canals; and
upon such a scale as to give passage to steam-boats, arks, and
large river craft, for an unlimited transportation of the trade up
and down.
Z
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178
INTERNAL NAVIGATION
The examination commenced at Harmony, in Susquehanna
county, where, at the distance of 15 miles 47 perches along the
Great bend, the river returns into New-York state ; so that the
examination again commenced, at the point of the line where
it re-enters Pennsylvania, which is 4 miles above Tioga point.
The examination proceeds by sections, as below stated ; and
the engineer reports, that the improvements along the river
stream, to the desired extent, can be effected and the engineer's
plan is as follows :-
To excavate a channel, and form a towing-path along the mar-
gin of the river, the width of the channel to be, in the main
river, 60 feet, in the branch, 50 feet, and throughout 34 feet
deep. In addition to this,—
To erect a sufficient number of dams, of 31 feet in height
each, with an equal number. of sunken locks, of 6 to 8 feet lift.
By which mode, a continuous channel, of 61 feet in depth,
will be obtained at the lowest stage of the water, sufficient to
afford a safe and spacious navigation at all times of the year, when
not obstructed by ice; nor will it, in the times of freshets, in-
terfere with the present mode of descending the river. The
work of erecting dams, it is remarked, will be greatly assisted
by numerous islands, strewed over the river in every direction.
At the Nescopec falls, at the town of Berwick, it may be best,
it is remarked, to give place to a side lock, of about 1000 perches
in length; and, at Conewago, where the fall is 191 feet in I of
a mile, it may be found expedient to have recourse to Hopkins's
old canal,-to excavate this 3 feet deeper, and then, by 3 locks,
sink into the pond at the lower end of the falls.
Estimate of expense, according to the annexed expose.
Section, from the state line north of Tioga point, to
Northumberland,
-
-
-
-
-
-
$ 573,227
Section, from Northumberland down to the Mary-
land line,
-
-
-
-
750,351
Total, $ 1,323,578
Which, however, is exclusive of the dams, locks, guard-walls,
breakwaters, &c., to be estimated hereafter.
Digitized by Google
EXPOSE OF IMPROVEMENTS,
On North-east branch, in part, and the North branch of Susquehanna river, to Northumberland.
Ripples in each section.
Irregular natural chan-
nel excavation, requir-
Section.
Distance in
Miles and
Perches.
Fall in feet
and parts.
Average fall
per mile.
ing pilots for steam-boat
Regular margin excavation, with towi, : paths, requiring no pilot for
The mumber.
Average
depth.
Length in
Perches.
Composition.
and craft navigation,
craft and steam-boat navigation, calculated for 31 feet in lowest water
adapted to 2 feet low
seasons.
water.
ft. in.
Cubie yds.
Price
Total cost.
Cubic yds.
Price
Total cost.
Gravel.
The part of North-east branch. It includes
1
15.47
59.089
3.900
30
0.7
1528
39.200
18 cts.
$7,056
284.352
15 ets.
$32,652
Comstock's rapids.
2
20.26
63.859
3.179
29
1.1
1295
Gravel.
79.139
18
$ 14,242
392.700
15
$ 58,905
3
37.31
86.840
2.340
27
2.0
1350
do.
82.500
18
14,850
715.444
15
108,816
This includes Wyalusing falls.
4
34.69
74.797
2.187
25
1.0
1220
do.
74.555
18
13,420
688.661
15
103,299
do.
5
26.218
41.024
1.542
19
1.0
1485
36.483
& shistus.
371
10,648
521.766
20
104,353
an
This includes Nanticoke falls, and the long-
est ripples.
6
25.90
40.648
1.616
11
1.0
1556
Gravel.
95.088
371
35,658
491.944
20
98,388
This includes Nescopec falls.
7
22.280
30.142
1.316
18
1.0
560
do.
34.222
37 $
12,833
457.333
20
99,466
166.74
337.310
2.030
1.1
7466
401.987
$101,651
3267.848
$573,227
Total for North branch, or New-York line to
Northumberland.
OF THE UNITED STATES.
On the main river, from Northumberland, to the Maryland line,
Gravel
8
20.40
S5.947
1.788
20
1.0
680
49.866
50
$24,933
472.260
25
& shistus.
$118,066
This includes M'Kee's half falls.
9
21.80
60.751
2.855
19
1.0
1230
do.
90.200
50
45,100
498.666
25
124,666
This includes Berry's falls, and Forster's falls.
10
19.160
43.127
2.211
1.9
680
do.
49.866
50
4,933
453.896
25
113,474
This includes Hunter's falls.
11
18.195
49.351
2.686
13
0.9
420
do.
30.800
50
15,400
460.179
25
120,911
This includes Conewago falls.
12
28.40
157.900
5.615
1.0
soft rock.
546.469
50
273,234
This includes Strickers, Turkey hill, Wissingers,
Eshelman's point fall, Indian step, Cully's falls.
Digitized by Google
107.195
347.076
$750,351
Total.
Making together, Distance,
273 miles, 269 perches.
Fall,
685 feet.
m
Exclusive of the detached Harmony section, and not including dams, locks,
Estimated expense, 1,323,578.
guard walls, break waters, &c. to be estimated hereafter.
179
180
INTERNAL NAVIGATION
Extract from official report of 1828.
It would be difficult to form any thing like an estimate of the
quantity and value of the produce which will descend the val-
ley of the Susquehanna in a few years, but a clear view of the
kinds of these commodities is shown, and thence, perhaps, some
conjecture may be formed as to the future magnitude of them,
by a reference to the account stated of the arks, rafts, and boats,
which descended the river last spring, under all the inconveni-
ence, and at all the hazards attending this perilous navigation in
the bed of the river.
From an account kept at Harrisburg, it appears, that, between
the 28th of February and the 23d of June, 1827, there passed
that place, 1631 rafts, and 1370 arks.
The rafts supposed to contain, on an average, each,
25,000 feet of lumber,
-
-
Amount, feèt, 40,775,000
Two hundred of the arks, laden with coal, each 55
tons,
-
-
-
Amount, tons,
11,000
Remainder of the arks, laden principally with flour
and whiskey for the Baltimore market, average,
400 barrels,
-
-
-
Amount, barrels,
468,000
About 300 keel boats descended during the same pe-
riod, with wheat, average, about 900 bush-
els,
-
-
-
-
Amount, bushels,
270,000
The latter enumerated articles, after finding their way over the
difficult and dangerous navigation from York-haven to tide,
at Port Deposite, were then transshipped into bay-craft for Balti-
more.
Under an act of the legislature, 11th April, 1825, the canal
commissioners were moreover required to effect a survey along
the valley of the Susquehanna river, North branch, with a view
to the construction of a canal, from Northumberland up to the
New-York line. Which survey was, in the past season, gone
through with ; and the engineers' and commissioners' report is
this ; viz :-
That the board have found the ground generally favourable
for the construction of a canal, which may be effected at a less
expense than 8000 dollars per mile, average rate ; making, con-
sequently, for the whole distance of 161 miles, about 1,288,000
dollars. This is the outside estimate. Lockage, 337 feet. The
article here follows.
A.-From Northumberland, on the Susquehanna river,
by canal, up the valley thereof, to the same point as
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OF THE UNITED STATES.
181
in the article preceding; that is to say, to the New-
York boundary line, between Lake Seneca and Tioga
point.
Distance, Miles, 161
No. 74.
NORTHUMBERLAND AND TIOGA CANAL.
It is much to be desired, that this work were speedily gone
into. The New-York state project of a canal, from the head of
Seneca lake to Newtown, is in a fair way of being executed ; so
that, when both shall have been accomplished, and the eastern
division of the Pennsylvania state canal continued from the
mouth of Swatara river as far as Northumberland, there will
then need only to be added, one short cut of about 16 miles, in
New-York state, to fill up the line of canal navigation from the
mouth of Swatara river to Seneca lake, a distance of 254 miles;
and Seneca lake will communicate, by canal, with the great Erie
canal at Montezuma.
The ascending lockage required from Seneca lake to Seneca
summit, is 443 feet ; and from that point to the mouth of Swatara
river, the descent is 552 ; together 995 feet of lockage, whereof
477 feet lies within the state of Pennsylvania. It is a line of ca-
nal communication, through which the states of New-York and
Pennsylvania will have active intercourse.
NOTE.
By an act of the Pennsylvania legislature, 3d April, 1827,
the board of commissioners are required to make further exami-
nations, surveys, and levels, for the most favourable location of
this projected canal, and to report the result, with estimates.
A.-From Tioga point of the Susquehanna, by canal and
slackwater navigation on Tioga river, to the coal
mines, at Peter's camp.
Distance, Miles,
No. 75.
PETER'S CAMP CANAL.
By an act of the Pennsylvania legislature, 20th February,
1826, the governor is authorized to institute a company for this
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182
INTERNAL NAVIGATION
proposed work, and to be styled the "Tioga canal and navigation
company."
Power in the company to make a complete navigable canal,
or a slackwater navigation, up and down the River Tioga, be-
tween the New-York line, at or near Lawrenceville, and the
coal beds, at or near Peter's camp; also, by Crooked creek, to
Pine creek, if the company deem this latter to be eligible.
Capital stock, 125,000 dollars, with power in the company to
augment, should the cost of the works require it.
A.-From Port Deposite, on the east bank of the Susque-
hanna, along a line of rapids, north, to the boundary
line of Maryland and Pennsylvania.
Distance, by canal; Miles, 10
No. 76.
PORT DEPOSITE CANAL, MARYLAND.
This was constructed several years ago, by the state of Mary-
land. Canal works on the west side of the river, as high at
least as Columbia, will, according to report made, be carried up
ere long; being now ascertained to be practicable at no very un-
common expense.
A.-From Safe harbour, Susquehanna river, at the mouth
of Conestoga creek, by canal and slackwater passage,
up the course of the creek, to Lancaster city.
Distance, Miles, 18
No. 77.
THE CONESTOGA CANAL.
By an act of the state, bearing date 28th March, 1820, Mr.
James Hopkins was empowered to improve this navigation.
The citizens of Lancaster have the thing now in progress. The
works will comprise a canal and 8 dams, with their locks, over-
coming 70 feet of fall. An act of incorporation passed the legis-
lature for it, on the 3d March, 1825.
It appears, that a contract has been entered into with the com-
Digitized by Google
OF THE UNITED STATES.
183
pany, for a steam-boat navigation, to be effected from the city
of Lancaster to the Susquehanna river, by the 4th day of July,
1827. Consideration, 53,240 dollars.
Were a canal accomplished upon a large scale, along the val-
ley of the Conestoga, down to the Susquehanha river, there would
then only remain to be constructed the extreme eastern section,
through Chester and Lancaster counties, of the Pennsylvania
state canal, (hereinafter described,) in order to unite, through
Lancaster city, the waters of the Schuylkill and Susquehanna
rivers; and lay open, consequently, an enlarged, and, in some
respects, new scene of business through that city, of the highest
importance.
But, the Chesapeake and Delaware canal, as well as the pre-
sent course of improvement on the Conestoga navigation, once
finished, and provided. success attends the operations now going
forward to improve the channel of the Susquehanna, there will
already be laid open a great increase of navigable communica-
tion along the line, between Philadelphia and Lancaster, and
the western counties.
Another class, too, of advantages, will naturally attend the im-
provements suggested, and partly on foot, along this line, to no
small amount; namely, the creation of water power, and esta-
blishment successively of numerous manufactories.
DECEMBER, 1S28.
The work of improvement along the Conestoga, has been suc-
cessfully completed, and a good navigation is now open for arks
and boats, from Safe harbour up to the city of Lancaster. It is
effected by a series of locks and dams; the pools affording never
less than 4 feet depth of water; the locks 100 feet long, by 22
in the chamber. Towing path on the south side of the river.
The pools present beautiful sheets of water, of a width generally
from 250 to 350 feet.
A.-From foot to head of Conewago falls, west side of
Susquehanna river, York county, Pennsylvania; and
the same, east side, Dauphin county ; by canals.
Distance, together, Miles, 24
No. 78.
CONEWAGO CANALS.
Both these, under the authority of legislative acts, were long
since constructed. Two dams, one of 800 feet, the other of 500
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184
INTERNAL NAVIGATION
feet, are connected with the works The fall surmounted is 21
feet, by 1 guard and 3 lift locks, each 110 feet long, by 18 wide.
NOTE.
An act has passed the Pennsylvania legislature, authorizing
the governor to grant a charter of incorporation to a company,
as the Codorus navigation company," for the object of im-
proving the navigation of this stream, from its mouth on the
Susquehanna, up to a point above the borough of York.
A.-From a point on the River Schuylkill, at or near Val-
ley Forge, by canal, through the Pennsylvania coun-
ties of Chester and Lancaster; or, perhaps, through
Delaware, Chester, and Lancaster, to the Susquehan-
na river. Distance, viz.
From Philadelphia, up the River Schuylkill, to
Valley Forge,
-
Thence, along the valley, north side, to the Gap,
16 miles east of Lancaster city, -
-
- 38
From the Gap, passing by Lancaster, and up
the course of the Susquehanna, across the
Chickesalungo creeks, and the Coney, and
the Conewago, to the Swatara river, at Mid-
dletown, -
-
45
From Middletown upwards, to the mouth of
Paxton, or Hunter's falls, or other higher
point of the Susquehanna, convenient for
crossing it by an aqueduct, as is already in-
serted at the Union cana article,
Miles, 83
No. 79.
THE DELAWARE AND SUSQUEHANNA CANAL.
This is to be viewed as one section of an entire Pennsyl-
vania line of canal, from Philadelphia to Pittsburg; the prac-
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OF THE UNITED STATES.
185
tieability of which first section, and in part as to the others, has
been ascertained, as appears on the face of a report, made by the
state commissioners, dated 2d February, 1825.
In consequence whereof, and to obtain further and more spe-
cific information, the legislature resolved to proceed in the re-
search by an increased board of canal commissioners, and passed
a law, under which the governor has made appointments accord-
ingly; five characters were by him selected for the duty ; and
more comprehensive examinations are in consequence now on foot,
to be reported upon, when accomplished. In the mean time, the
line of communication, as it has been contemplated, may be
stated to run thus :-
Section 1. From Philadelphia, to the River Susquehanna at or
near Harrisburg, to be determined by the best plan for
taking the water out of that river, and crossing it by an aque-
duct.
Section 2. From the east bank of the Susquehanna, across to
the west, and up the course of the Juniata river to the upper
fork of the Frankstown branch, below Holydaysburg, in
Huntingdon county.
Section 3. From the Juniata forks, over the Alleghany moun-
tain, to the forks of the Little Conemaugh river, in Cam-
bria county.
Section 4. From thence, down to Pittsburg.
But, in consequence of the expected, and apparently very
successful completion of the Union canal, being now near at hand,
it is to be observed, that the execution of the extreme eastern
section of the " Pennsy Ivania canal," here under consideration,
will not form the first in order as to time, 'but the second great
artificial channel of communication across between the Susque-
hanna and the Delaware. It is, however, well understood at the
present day, that the accomplishment of the one, need be no bar
nor hindrance to, but rather, on the contrary, will aid in giving
scope for furthering the execution of the other. For many years to
come, this trade of mutual and reciprocal internal interests will
grow, as opportunities are afforded for its expansion, in the way of
cheap and easy modes of transportation, for the commodities of
the country to a market; and, where possible, to a choice of
markets. This is now well understood. In what is here inci-
dentally observed, there is meant no attempt at promulgating
novelty. The riches of the country, yet in a latent state, are
known to abound; and there is nothing required but a certain
growth of the country's intelligent population, and, concurrent-
ly, the facilities of internal commercial intercourse to be advanc-
ed, for those riches to be developed, and brought, step by step,
into a state of cheering activity.
So, the projected portion of the Pennsylvania state canal, lying
A a
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186
INTERNAL NAVIGATION
between the cities of Philadelphia and Lancaster, will, it is like-
ly, be forthwith executed; and from the latter city, probably,
be so carried forward, as to strike the Susquehanna river at Co-
lumbia. Or, should it so happen, after further examinations,
which are now to be made, that along the whole of this route,
canal construction be fully ascertained to be too difficult and
expensive, then, probably, a rail road, for the distance between
Philadelphia and Columbia, through Lancaster, will at once be
resorted to.
NOTE.
By an act of the legislature, 3d April, 1827, the board of
Pennsylvania commissioners are required to make examinations,
surveys, and levels, along the whole route from Philadelphia to
Middletown; with a view to the construction of a canal, to meet,
and unite with, the "eastern section" of the Pennsylvania ca-
nal, now in progress. They are likewise required to make ex-
aminations for a rail way, with locomotive steam-engine, &c.,
along this route, and to report upon both modes of improvement,
with estimates. A rail road between Philadelphia and Columbia,
will, in all probability, take place.
A.-From a point of the intended canal last above speci-
fied, by canal, down the Brandywine valley, to a
point north of the Delaware state line, and thence,
across the ridge to Chester creek valley, and down
the latter to the River Delaware.
Distance, Miles, 25
No. 80.
CHESTER CREEK CANAL.
By the act last above mentioned, the Pennsylvania commis-
sioners are also required to make examinations for this proposed
branch canal, out of the foregoing main section. Or, in case the
waters of the Brandywine cannot be diverted from their natural
channel, then, examinations to be made, for a rail road across the
dividing ridge; and to report all particulars.
NOTE.
It being now ascertained, that a canal between the Susque-
Digitized by Google
OF THE UNITED STATES.
187
hanna and Delaware rivers, through Chester and Delaware coun-
ties, is not practicable, therefore this proposed branch canal
does not take place. But, a rail road probably will.
A.-From the mouth of Paxton creek, or such other point
of the Susquehanna river, as may be struck by the
canal last above specified; across by an aqueduct, and
from thence up the Juniata valley to a situation on
the upper waters thereof, whence a navigable commu-
nication can be formed with the waters of the Kiski-
menetas, and so by the course of that river, and the
Alleghany, downward, reach the Ohio, at Pittsburg.
Distance, by canal altogether, or perhaps, in part, by
river stream, as follows: viz.
From the mouth of Paxton creek, below Har-
risburg, to the Juniata,' and thence, through
Perry, Mifflin, and Huntingdon counties,
to the Frankstown fork, taking the courses
of the river, is
-
-
-
-
- 142
From the Juniata forks, across the ridge, to
the forks of the Little Conemaugh river,
27
Thence, by the courses of the rivers, to Pitts-
burg ;-
Little Conemaugh,
-
-
-
10
Big Conemaugh,
-
-
-
-
48
Kiskimenetas,
-
-
-
-
25
Alleghany,
-
-
-
-
-
30
113
Miles,
282
No. 81.
JUNIATA CANAL.
This, which comprises sections 2, 3, 4, of the great Pennsyl-
vania contemplated undertaking, whereof section 1 is specified
above, will, if the line of route here designated be retained and
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INTERNAL NAVIGATION
adopted, make the canal pass across the Alleghany ridge, by the
aid of a tunnel of 4 miles, at 754 feet below the crown, the ele-
vation of which is 2585 feet above tide water; and this being as-
sumed as a summit level, makes about 1075 feet of fall, to be
overcome by lockage between the mountain and Pittsburg, tak-
ing the Ohio there at 756 feet above tide. For such a canal, the
estimate given in is as follows:-
East section, No. 2,
-
-
-
-
-
- $ 961,548
Mountain section, No. 3,
-
-
-
- 1,086,735
West section, No. 4, -
-
-
-
-
-
749,344
$2,797,627
Or, in round numbers, 3,000,000 of dollars, for a canal, taking
it to commence at the mouth of the Swatara, and to terminate
at Pittsburg.
NOTE.
According to recent intelligence from the Pennsylvania com-
missioners, it is stated, that the western section of this work,
fixed upon to be recommended to the legislature, is as follows ;
and that drafts and estimates will be prepared accordingly, viz.
From the highest point of navigation on the Juniata,
across to the highest point of navigation on the Cone-
maugh river; this to be, not canal, but a road, which
can be constructed at a cheap rate, and so laid as not
to exceed an angle of one degree with the horizon.
Distance,
-
-
-
-
-
191
From the point last mentioned, that is, from Ben's creek
harbour, on the Conemaugh, a canal, down to Pitts-
burg. Distance,
-
-
-
-
-
-
120
To which add, for the eastern section, from Harrisburg, 130
Total distance, for canal and road together, from Harris-
burg to Pittsburg,
-
-
Miles, 2694
JANUARY 20, 1826.
A bill has be introduced into the Pennsylvania legislature,
and will no doubt pass, for the commencement of the 'Pennsyl-
vania canal" without further delay; that is to say, for the con-
struction of two sections, very important of themselves, even as
independent canals, and essential as parts of the whole line in
contemplation: namely, an eastern section, from the present ex-
tremity of the Union canal at the mouth of the Swatara, to a
point of the Susquehanna river, opposite the mouth of Juniata
the distance perhaps 25 miles, and the lockage about 28 feet. A
Digitized by Google
OF THE UNITED STATES,
189
western section, extending from Pittsburg to the Kiskimenetas
river, length about 30 miles, and lockage 44 feet.
300,000 dollars is the estimate for constructing these sections,
and is proposed, by the bill, to be appropriated by the legisla-
ture.
The whole great work, including these sections, it is pro-
posed shall be a State Canal, to be kept in the hands of the
public.
FEBRUARY 3, 1826.
The Pennsylvania commissioners, under an act passed 11th
April, 1825, have now reported in full to the governor of the
state, with plans and estimates. They report two routes as prac-
ticable, between the Susquehanna and Alleghany rivers ; viz.
the Juniata route, and a northern route; but with regard to the
first of these, it does not appear that a supply of water can be
relied on for the pass across the dividing mountain, so as to admit
of a constant navigable communication; and, in consequence of
this, it is suggested to pass the mountain by a rail road. The
particulars, including estimates, are as follow :-
The Juniata Route :-267 Miles 173 Perches from the Mouth
of Juniata.
From the Susquehanna river to the Frankstown branch of Ju-
niata. Rise 582 feet; locks 73; culverts 36 ; aqueducts 6.
Basin, capable of containing 100 boats, at the june-
tion of the Frankstown and Beaver dam branch,
15,000
Store houses, cranes, &c.
-
-
-
-
12,000
28 miles of rail road, with sidelings and brakes, on
the east and west sides of the meuntain, commu-
nicating with the south fork of Conemaugh,
330,000
Basin at junction of the south fork,
-
-
-
15,000
Store houses, cranes, &c.,
-
-
-
-
-
12,000
From the south fork of Conemaugh, to the mouth of
Kiskimenetas; fall 653 feet; locks 81 ; culverts
32; aqueducts 2.
From the Kiskimenetas to Pittsburg; fall 46 feet
locks 6; culverts 10; aqueducts 2.
1281 feet, rise and fall.
160 locks, -
-
I
800,000
78 culverts,
-
-
-
-
-
117,000
10 aqueducts,
-
-
-
-
-
40,000
Amount earried forward, $ 1,341,000
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INTERNAL NAVIGATION
Amount brought forward, $1,341,000
238 miles of canal: width at the top and water line
40 feet; at bottom 28 feet; depth of water 4 feet;
towing path 6 feet above the bottom; at 6,000 dol-
lars per mile, grubbing included,
-
-
- 1,428,000
2,769,000
Contingencies, 10 per cent., -
-
-
276,900
$3,045,900
JANUARY, 1827.
The commissioners of the state of Pennsylvania, under act
11th April, 1825, had still, at the opening of last season, to per-
fect the several surveys as here follows :-
1. A survey of the Northern route," by the Susquehanna
West branch, the Sinnemahoning, the Clarion, and the Alle-
ghany rivers, from the mouth of Juniata to the mouth of Kis-
kimenetas.
2. A survey of the Alleghany river valley, from the mouth
of Kiskimenetas to that of French creek, with a view to a con-
nexion with Lake Erie.
3. A survey of the "Juniata route," from the mouth of Ju-
niata river, to that of the Kiskimenetas.
4. A survey of the Susquehanna river North branch, from
Northumberland up to the New-York state line.
5. A survey of routes, through Cumberland and Franklin
counties, for a junction-canal between the Susquehanna river and
the Potomac, by the Conecocheague valley, or by the Monoco-
cy and the Conewago.
Which surveys have chiefly been accomplished, but the en-
gineers' and commissioners' reports on them are not yet pre-
pared.
The commissioners, under the same act, were invested also
with these duties; namely,
1. To perfect the survey of a route, between Philadelphia
and the Susquehanna, through Chester and Lancaster counties.
2. To survey a route, to connect the " Juniata route" with
the proposed Chesapeake and Ohio canal, hereinafter described.
But upon these two objects, and especially the latter, any pro-
ceedings of the Pennsylvania board of commissioners are now
postponed for a while, until the works, of which they are ap-
pendages, shall have been caused in some degree to advance.
Under the act, 25th February, 1826, the commissioners re-
ceived this object in charge ; viz.
The location and construction of two canals, to form an eastern
and a western section, and become parts of one grand Pennsyl-
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OF THE UNITED STATES.
191
vania canal, after intermediate spaces shall have been filled up.
That is to say :-
1. A canal from the mouth of the Swatara river, to a point
of the Susquehanna opposite the mouth of Juniata, at Clark's
ferry.
2. A canal from Pittsburg, to the mouth of Kiskimenetas, on
the Alleghany river.
Which two canals are at present in active progress of execu-
tion. The specification here follows.
A.-From the mouth of the Swatara river, as above stat-
ed, to a point of the Susquehanna opposite the mouth
of the Juniata, at Clark's ferry.
Distance, Miles, 231
A.-From Pittsburg, by canal, up the Alleghany valley,
to the mouth of Kiskimenetas, on the River Allegha-
ny. Distance, including navigable feeder, Miles, 39
No. 82.
MIDDLETOWN AND JUNIATA CANAL.
No. S3.
OHIO AND KISKIMENETAS CANAL.
The first of these was located, and given out to contractors,
in June and July last, by sections of a half mile each, 47 in num-
ber. Length, consequently, together, 231 miles. Some of the
sections are now nearly finished. The cost of as much of the
work as was done to the 2d December, appears to amount to
56,517 dollars, and there will be requisite, according to a re-
port presented by the engineer, the additional sum of 296,400
dollars, to complete the whole; which is expected to be accom-
plished in the course of this year, 1827.
The general dimensions of the canal are,
40 feet, width of water line.
28 feet, width at bottom.
4 feet, depth of water.
But, to afford some local accommodation, and a certain quantity
of surplus water for machinery, 3 feet in addition have been
given to the width, and 6 inches to the depth, from Harrisburg
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INTERNAL NAVIGATION
up to the mouth of the Juniata. The locks, 17 feet wide, 90 feet
long, within the chamber. At Harrisburg, the basin, which is
now nearly finished, has an area of 31 acres. The level of this
canal is carried to the upper reef of Foster's falls, near Clark's
ferry.
The other canal was, after some time employed in examining
both sides of the Alleghany river, located on the west side,
from the mouth of Kiskimenetas down to the mouth of Pine
creek, 5 miles above Pittsburg: from whence it is proposed,
either to continue the same down, so as for it to enter the Alle-
ghany immediately opposite the city ; or else, to cross this river
at the mouth of Pine creek, by an aqueduct, and so proceed down
the eastern side to Pittsburg, and there enter the Alleghany or,
pass through the city, and enter the Monongahela; or, enter
both these rivers, according as the state legislature shall decide
upon the point. The question involves a considerable difference
of expense.
A navigable feeder from the Kiskimenetas, at about 9 miles
above the mouth of this river, is to pass down the north bank
thereof, and cross the Alleghany by an aqueduct at the main
canal.
The main canal, from the mouth of Kiskimenetas as far as
Pine creek, was placed, by the commissioners, under contract,
in August last; and since the beginning of September, the work
has been carried forward with spirit: it is all to be completed by
the month of December next, and the aqueduct in May, 1828.
What is actually finished of the work, the engineers' report sets
down at 40,000 dollars cost; and for what is to be done, the es-
timate is as here follows:-
For excavation and embankment,
-
-
-
- $96,972
Locks, culverts, and the small aqueducts,
-
- 50,044
Large feeder aqueduct over the Alleghany river,
- 70,000
Bridges,
-
-
-
-
-
-
-
-
5,045
Under contract,
$ 222,061
To which, on a supposition that the Alleghany be crossed
by the main canal at Pine creek, there is to be added,
For the aqueduct,
-
-
-
-
-
-
85,000
For the 5 miles distance between the aqueduct and the
termination of the canal, in Pittsburg, -
-
-
46,946
Total estimate, exclusive of damages to property along
the line,
-
-
-
$394,007
Total of lockage, from the head of the aqueduct on Kiski-
menetas river, down to Pittsburg, 81 feet.
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No. 81. JUNIATA CANAL. (CONTINUED.)
FEBRUARY, 1827.
The report now made, exhibits the Juniata route as more fa-
vourable than any other one yet explored, for a canal from east
to west. Still, however, the localities do not admit of the moun-
tain being passed by water. A rail road, or a turnpike, must
necessarily be resorted to over that portion of the route. The
following summary of the survey, comprises the few particu-
lars, essential, at present, to be known of it; viz.
1. From the mouth of the Juniata to Frankstown,
distance 132 miles; lockage 594 feet; estimate, $ 1,262,000
2. Thence to Johnstown on the Conemaugh river,
by a rail road, or a turnpike, distance 41 miles.
6. Thence to the head of the Kiskimenetas feeder
canal, according to the present location thereof;
distance 64 miles; lockage 368 feet; estimate,
S36,138
Total estimate of cost, exclusive of the road, $2,098,138
Total distance 237 miles. Lockage 962 feet.
It is proposed that a location of the road shall take place as
early as possible and then an estimate of the cost of construction
may be formed. The line already run, should no alteration be
made, has determined the length of road to be as above, and that
it will have an ascent of 1591 feet, and a descent of 1348 feet;
for which a uniform inclination is proposed to be given, of 1°
with the horizon, or nearly so.
The board of commissioners, in their report, strenuously re-
commend to the state, the construction, without delay, of the
works as here follows:-
1. A canal from the mouth of Juniata river, or a point opposite
thereto, up the Susquehanna valley to Northumberland, and
thence up the valley of West branch, as far as the mouth of
Bald Eagle, Lycoming county. Distance stated in survey 107
miles. Estimate of cost,
-
-
-
-
$1,294,000
2. A canal from Northumberland, as already parti-
cularized, up the North branch valley, to the New-
York state line. Distance 161 miles; estimate, 1,288,000
3. The Juniata canal, and land portage, as above
specified, to join the present location of the "west-
ern section" canal, at the head of the Kiskimenetas
feeder. Distance of canal, 196 miles; estimate, 2,098,138
The aggregate estimate, for these 464 miles of canal,
being,
-
-
-
$4,680,138
Bb
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INTERNAL NAVIGATION
NOTE.
A bill has passed the legislature of the state, 3d April, 1827,
by which the board of canal commissioners are authorized to
earry into execution the Juniata line of canal; also to enter upon
examinations, and take the necessary steps for various other pro-
posed works. They are required; viz.
1. To locate and contract for the works, beginning at the
eastern section," now in progress, and passing up the valley
of the Juniata, to a point at or`near Lewistown, in Mifflin county,
Pennsylvania.
2. To locate and contract for canal works, beginning from the
" western section," now in progress, and passing up the Kiski-
menetas and Conemaugh valleys, to a point at or near Blairsville,
in Indiana county.
3. To make examinations and surveys, from Frankstown, on
the Juniata river, to Johnstown, on the Conemaugh: to determine
in respect to the best mode of passing the Alleghany mountain
whether by rail road, or other kind of road, and all attendant
circumstances, including the consideration as to using the power
of steam-engines, locomotive and stationary, in case a rail way
be adopted to complete the communication across.
4. To locate and contract for a canal, beginning at the said
" eastern section," and passing up the Susquehanna valley, as
far as the town of Northumberland; having, in this location, due
regard to the accommodation of the trade flowing from both
branches of the Susquehanna river.
5. To make further examinations, surveys, and levels, with
a view of ascertaining precisely as to the practicability and cost
of a thorough navigable communication between the West branch
of Susquehanna, and the Alleghany river.
6. Further examinations, surveys, and levels, for the location
of a canal, from Northumberland, up the Susquehanna North
branch valley, to the New-York state line and estimate.
7. Examinations, surveys, and levels, for the location of a ca-
nal, from the said western section," at or near the mouth of
Kiskimenetas, by the Alleghany river and French creek valleys,
to a point on Lake Erie, at or near the town and harbour of Erie.
8. Examinations, surveys, and levels, for the location of a ca-
nal, from the city of Pittsburg, by the valleys of Beaver and
Shenango, to the same point of Lake Erie.
9. Examinations, surveys, and levels, for a canal, from Phi-
ladelphia, through Chester and Lancaster counties, to Middle-
town, at the mouth of Swatara river; there to meet and unite
with the section of canal now in progress; also to make exami-
nations for a rail road, with locomotive steam-engine power, or
without, along this route; and to report upon both modes, with
estimates.
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OF THE. UNITED STATES.
195
10. Examinations, surveys, and estimates, for a canal, to strike
from the foregoing canal, down the Brandywine valley, to a
point north of the Delaware state line, and thence across the ridge,
to the valley of Chester creek, down which to the River Dela-
ware or, if the waters of the Brandywine cannot be led from
their natural channel, then to make examinations for a rail road
across the ridge; all which to be reported upon.
11. Examinations, &c., to ascertain as to the practicability and
cost of forming a connexion between the North branch of Sus-
quehanna river and the Delaware, by the head waters of the Le-
high, and down Broadhead's creek valley, by means of a canal,
or of a rail road; and to report.
12. Examinations, &c., to ascertain as to the practicability,
and the expense, of extending the " Pennsylvania canal," from
the mouth of Swatara river, down the line of the Susquehan-
na, east side; as also on the west side, as far as the Maryland
boundary line; and to report thereupon.
Towards the fulfilment of all which requirements, and the ac-
complishment of their several objects, appropriations are made
to the extent of 1,200,000 dollars; that is to say, this sum has
been voted by the legislature, to answer engagements for the
present year's occasions in the furtherance thereof.
A.-From a point of the River Delaware, at Philadelphia,
by canal, up the Delaware valley, to Easton, at the
mouth of the Lehigh, and thence in continuation, up
to Carpenter's point, at the north-east line of the state.
Distance, Miles, 150
No. 84.
THE PENNSYLVANIA CANAL;-DELAWARE
LATERAL SECTION.
-
A regular survey of the whole of this route is in forwardness,
to be reported upon to the legislature. In the mean time, the
commissioners, acting under the authority already stated, have
this day, 27th October, 1827, broken ground and commenced
the work, at the town of Bristol; and contracts are entered in-
to for several of the lower sub-sections from Bristol upward.
For the distance between Bristol and Easton, 60 miles of ca-
nal, with a depth of 5 feet water, the engineers' estimate of cost is
686,596 dollars, including a dam across the River Lehigh; lockage
170 feet. Canal 40 feet wide at the water surface, and of pro-
portionate width at bottom, with 5 feet depth of water. The
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INTERNAL NAVIGATION
locks to be 100 feet long in the clear, by 14 wide. For the dis-
tance between Bristol and Philadelphia, 171 miles of canal,
200,799 dollars, including aqueducts over the Neshamony, Po-
quiston, Pennypack, and Tocony creeks, and a capacious basin at
Kensington. Termination of the canal at Kensington, near Dy-
ott's glass factory.
Were it requisite for the locks in all the distance between
Easton and Bristol, to be supplied, in toto, with water from the
Lehigh, this stream is considered as being quite sufficient.
NOTE.
The survey between Easton and Carpenter's point has been
finished ; and the engineers' estimate for a canal along this dis-
tance, 70 miles, amounts to 1,430,699 dollars.
An act has passed the Pennsylvania legislature, March, 1828,
authorizing and requiring the board of canal commissioners, to
locate the distance of canal between Taylor's ferry and Easton,
and to place immediately, or in the course of this year, from 15
to 45 miles of the same, under contract for execution.
The board of commissioners are, by this act, moreover re-
quired to make further examinations between Easton and Car-
penter's point, with a view to the construction of a canal along
this distance, of smaller dimensions than the general scale, and
with locks of 9 feet width ; and to report a location of the same,
with estimates of cost, and all particulars, to the legislature, at
their ensuing session.
M.-From Sunbury, 35 miles above the mouth of Juniata,
up the Susquehanna, West branch, to a point on its
upper waters, whence a navigable communication
may be formed with the Alleghany river, and thence
down to the Ohio at Pittsburg. Distance, by canal,
or by a mixed navigation of canal and river stream,
viz.
By the courses of the West branch, through Northumberland,
Lycoming, Centre, and Clearfield counties, to its extreme source
in Indiana, at the dividing ridge, -
170
-
-
-
Acrosss to the Alleghany river, at or near Kittaning, below
the mouth of Mahoning creek,
35
-
-
-
-
Thence, downward to Pittsburg,
50
-
-
-
-
Milcs, 255
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197
But, according to a report of the Pennsylvania commissioners,
this West branch route, taking it to commence from the mouth
of Juniata, is by actual measurement 365 miles in length, includ-
ing 14 miles of rail road, which, should ever this route be adopt-
ed, it is recommended to substitute at the pass across the divid-
ing mountain, owing to an apparent scantiness of water for
lockage.
The report is dated February 3d, 1826, and the survey is stat-
ed as follows:-
From the mouth of the Juniata, to West branch, and up the
same to the mouth of Clearfield creek; rise 732 feet.
Thence, up to the Cherry Tree, below the mouth of Cushing
creek; rise 283 feet.
14 miles of rail road, from the Cherry Tree to the forks of
Two Lick creek.
Down Two Lick to Black Lick, and thence to Newport fall
261 feet.
Newport to mouth of Kiskimenetas; fall 275 feet.
Thence down to Pittsburg ; fall 46 feet.
Rise and fall 1597 feet.
Distance, Miles, 365
No. S5.
SUSQUEHANNA WEST BRANCH CANAL.
The commissioners of the state of Pennsylvania, are specially
required to review this line of route, and cause surveys on it, to
ascertain whether it may not have a preference over the Juniata
route to the Ohio, last above specified; or whether both may
not hereafter be executed with advantage, and be connected one
with the other.
From near Blair's Gap, at the Alleghany mountain, where
the head waters of the Juniata and the Conemaugh rivers ap-
proach, there strikes out a ridge to the heads of the Sinnema-
honing branch of the Susquehanna, which may be considered
in its extent as the dividing summit between the eastern and
western streams. It will be ascertained by the commissioners,
through accurate surveys and levels, and measurement of streams,
whether any, or what point or points of this ridge, can be advan-
tageously passed, for the purposes of navigation; and they will
compare the circumstances of such passage, or passages, with
those of the Juniata summit.
FEBRUARY 3, 1826.
A northern route," has been reported on by the commission-
ers, which differs in circumstance from the one by the Juniata
summit, in passing the mountain by a continuous navigation, and
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INTERNAL NAVIGATION
not by rail road; that is to say, with the aid of a tunnel 482
perches in length, at 140 feet below the ridge; but the distance
of this route exceeds the Juniata route by 85 miles. The par-
ticulars, including estimate, are as follow :-
"Northern Route:-
Distance from mouth of Juniata to Pittsburg, 353
miles 11 perches; viz.
From the mouth of Juniata to Northumberland, rise
86 feet; locks 11; culverts 20 ; aqueducts 5.
Up West branch to the Sinnemahoning, rise 277 feet;
locks 34; culverts 44 aqueducts 8.
Up which, to the tunnel, at the head of West creek,
rise 896 feet; locks 112; culverts 16 ; aqueducts 5.
Tunnel 482 perches in length, and 140 feet below the
surface,
-
-
-
-
-
-
$180,000
5 dams and feeder, at the head waters of Toby and
of Elk creek,
-
-
-
-
-
32,000
From tunnel, to the mouth of Clarion river, fall 708
feet; locks 89; culverts 14 ; aqueducts 5.
Thence, down the Alleghany to Pittsburg, fall 116
feet; locks 14; culverts 36 ; aqueducts 8.
Rise and fall, 2083 feet.
260 locks, at $ 5000,
-
-
-
-
-
- 1,300,000
130 culverts, at $ 1500,
-
-
-
-
-
195,000
31 aqueducts, at 4000,
-
-
-
-
-
124,000
350 miles of canal, at 6000 dollars per mile, grub-
bing included, -
-
-
-
-
-
- 2,100,000
3,931,000
Contingencies, 10 per cent.,
-
-
393,100
Amount of estimate, $4,324,100
This route deviates from that by the main sources of West
branch, in its taking a more northerly course from the mouth of
Sinnemahoning creek to the Alleghany river. It is also shorter
by 12 miles.
FEBRUARY, 1827.
The " northern route" is now further reported upon, after a
more ample examination; from which it appears, that a thorough
canal along this line of route, is not practicable, on account of a
deficiency of water at West creek summit.
If this route were adopted, a road of about 25 miles from the
mouth of West creek to a point of Clarion river, would have to
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199
be substituted for canal. This route is, besides, long and difficult,
and the work would be costly.
Here follows a comparison of particulars, as they present them-
selves on this route and on the Juniata route.
Whole distance to the mouth of the
North.
Juniata.
Kiskimenetas,
-
-
-
337 miles
249 miles.
Length of canal,
-
-
-
310 do.
20S do.
Portage,
-
-
-
-
27 do.
41 do.
Rise and fall of portage,
-
-
1130 feet
2939 feet.
Lockage,
-
-
-
-
1080 do.
962 do.
Cost estimated exclusive of the
portage,
-
-
-
-
$4,592,000
$2,098,138
A canal, however, embracing a portion of the route, is recom-
mended as eligible, and, in çonnexion with other proposed works,
deserving of the immediate attention of the state. It is as here
follows:-
A:-From the mouth of the Juniata river, or point oppo-
site thereto, by canal, up the Susquehanna valley, to
Northumberland, and thence up the West Branch
valley, as far as the mouth of Bald Eagle creek, Ly-
coming county.
Distance, Miles, 107
No. 85. BALD EAGLE CANAL ;-SUSQUEHANNA
WEST BRANCH.
It is expected that the board of commissioners will be direct-
ed by the legislature, to make an actual location of this canal,
and to commence the work. The engineers' estimate for it is
1,294,000 dollars. But, by adopting a slackwater navigation
at two or three places, where the river passes through narrows, a
saving of 263,000 dollars may be made, reducing the estimated
cost to 1,031,000 dollars, or, about 9650 dollars per mile. Lock-
age 255 feet.
APRIL, 1827.
By an act of the legislature passed on the 3d of this month, the
board of canal commissioners are authorized and required to lo-
cate immediately, and contract for the construction of a canal,
along so much of this route as lies between the mouth of Junia-
ta river, and Northumberland, on the Susquehanna ; and an ap-
propriation is made for the purpose.
Moreover, they are authorized and required to cause such fur-
ther examinations, surveys, and levels, as may be sufficient to
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INTERNAL NAVIGATION
determine with precision, in regard to an entire navigable com-
munication between the West branch Susquehanna river and
the Alleghany, being, or not being practicable, and if practica-
ble, the cost thereof.
NOTE.
The commissioners report, that these further examinations
have been prosecuted unsuccessfully, the engineers not having
discovered a summit commanding a competent supply of water,
or, at least, a supply that could permanently be depended on ; 80
that the former opinion is confirmed, that a thorough navigable
communication between the eastern and western waters of Penn-
sylvania, adapted to the useful purposes contemplated, is not, at
any justifiable expense, practicable.
An act has passed the Pennsylvania legislature, March, 1828,
authorizing and requiring the board of canal commissioners to
locate the section of canal between Northumberland and the
mouth of Bald Eagle river, and to place immediately, or in the
course of this year, from 20 to 25 miles of the same under con-
tract for execution.
NOTE.
A company has been chartered by the legislature, as the "Ly-
coming navigation, rail road, and coal company," capital 250,000
dollars. They are empowered to hold coal lands as a body cor-
porate, and to improve their premises as expressed in the charter.
The company's tract of coal lands consists of 3000 acres, situ-
ate on the head waters of Lycoming creek. A commencement
has been made in mining, and some of the coal sent to market,
which is of the bituminous kind. It is stated that the veins lie
horizontally, and are easily wrought upon. It is proposed by the
company, in furtherance of the objects of their charter, to con-
struct a rail road from the landing place up the creek valley to
the mines, a distance of 20 miles; by the aid of which improve-
ment, and as soon as the Pennsylvania canal shall have reached
the mouth of Lycoming creek, they purpose entering largely
into the transportation of coal.
The company look forward to their means of supplying the
article on very advantageous terms ; and state the following as
the easy routes along which it will have conveyance to the se-
veral markets for it. The miles, however, as extended, vary
somewhat from the exact distances these routes will present when
perfected.
1. Lycoming rail road,
Miles 20
Pennsylvania canal, Union, and Schuylkill, to
Philadelphia,
-
240
-
Miles 260
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2. Lycoming rail road,
-
-
-
-
Miles 20
Pennsylvania canal to Columbia, and thence, by rail
road, to Philadelphia,
-
-
-
-
-
197
Miles 217
3. Lycoming rail road,
-
-
-
-
-
Miles 20
Pennsylvania canal to Berwick,
-
-
-
-
73
Nescopec and Lehigh canals to Easton,
-
-
-
80
Morris canal to New-York,
-
-
-
-
-
90
Miles 263
4. Projected rail road, from the Lycoming coal mines, to
the head of Seneca lake, in New-York,
Miles 58
M.-From Pittsburg, by the course of the Alleghany ri-
ver, through the counties of Alleghany and Arm-
strong, to French creek, at Franklin, in Venango, and
up French creek to the mouth of the outlet of Con-
neaught lake, ten miles below Meadville: from which
point, two routes for canals offer, to lake Erie, of
about 48 miles each, to the town of Erie; either of
them requiring much lockage, but the supply of wa-
ter to be had from French creek, it is said, may be
ample for a summit level.
Distance from Pittsburg to the French creek
ford,
-
-
-
-
165
Thence to Erie town,
-
-
48
Miles, 213
No. 86.
LAKE ERIE AND OHIO CANAL.
The Pennsylvania Route.
A detachment from the United States corps of engineers have
been, and still are engaged in preliminary examinations along
C c
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INTERNAL NAVIGATION
this route ; and the commissioners appointed by the state, will
carry their inquiries and surveys to the needful extent upon this
article, so as to frame a circumstantial report to the legislature;
which, however, it appears, cannot be accomplished before the
season of 1826, owing to other objects, as enumerated; on which
last, the engineers' and commissioners' attentions are employed.
But, the Alleghany river, in all the distance from Pittsburg
to the New-York line, about 240 miles, it is understood, is sus-
ceptible of having its bed so thoroughly cleared, and its natural
channel so well improved, and in consequence supplied with
water, as that a regular uninterrupted navigation, for steam-boats
of burthen, or boats of burthen towed by steamers, may be there
established, for both the descending and the ascending trade; and
that this can be effected at a moderate expense ; for, the works
proper to accomplish it, are of easy execution.
Should the improvement of the Alleghany channel be thus
realized, in its course from the New-York line to Pittsburg,
through the counties of Warren, Venango, Armstrong, and part
of Alleghany; and through the towns of Warren, Franklin,
Lawrenceburg, and Kittaning, in length 240 miles; it will in-
clude 140 miles, the distance between Pittsburg and French
creek fork at Franklin, out of the 213 miles specified in this ar-
ticle as the projected canal route. Should it, however, be pre-
ferred to have a continuous line of canal independent of the river
channel, the improvement of the latter must, notwithstanding,
prove to be of very high importance; and it is estimated, that
the moderate sum of 400,000 dollars would be sufficient to ac-
complish a complete navigation for steam-boats, on the Allegha-
ny river, between Pittsburg and Warren. Distance 220 miles.
The only source to be -relied on, for a competent and perma-
nent supply of water to a Pennsylvania canal, between the Ohio
river and lake Erie, is French creek, whether it be that the
route commence by the Alleghany valley, or by the valley of
the Big Beaver.
The works of improvement now carrying on at Erie harbour,
it is expected, will render it the best harbour on the south shore
of the lake, for easy access, as well as security within. A cut
through the bar at the entrance of it, is requisite.
JANUARY, 1827.
By the act of the legislature, 11th April, 1825, the Pennsyl-
vania commissioners were required to effect a survey of the Al-
leghany river valley, from the mouth of Kiskimenetas to the
mouth of French creek at Franklin, with a view to the connect-
ing of Pittsburg with lake Erie, by a continuation of the line
of "Pennsylvania canal." Which survey has been completed
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in the past season ; and the engineers' and commissioners' report
is as follows:-
That the ground presents great difficulties to the construction
of a canal along this valley, but that it is practicable. Distance
between the two points mentioned, 88 miles; Lockage, 235 feet;
and the cost estimated at 1,754,000 dollars, or about 20,000 dol-
lars per mile.
A survey and location, made at the same time, for a navigable
feeder canal, from French creek to the intended summit level at
Conneaught lake, is also reported upon; and this report is to per-
fect satisfaction. There appears not to be any formidable impe-
diment in the way of this object, and not only will the supply
of water from this feeder be most ample for any future commu-
nication between the Alleghany river and lake Erie, but it is
computed, that even in the driest season, after every allowance
made for the wants of the summit, there will remain a consider-
able surplusage, to be applied to purposes at pleasure.
It is proposed to construct this feeder on the same dimensions
as the main canal itself, in the two sections already commenced.
Length, from a point of French creek to the foot of Conneaught
lake, 211 miles. Estimate, including a large aqueduct over
French creek, and several extra conveniences at the two extre-
mities, 231,820 dollars, namely ;
Works at Bemis's mill on French creek,
-
-
$
13,690
Construction of feeder down the French creek valley,
eastern route ; aqueduct included,
-
-
-
117,047
Construction of feeder from French creek to Con-
neaught lake, and works at the latter,
-
-
77,803
Feneing, at 240 dollars per mile,
-
-
-
5,280
Engineering and superintendence,
-
-
-
18,000
Total estimate,
$231,820
SPECIFICATION; ;-
A.-From a point of French creek, by canal, down the
valley thereof, and thence to Conneaught lake. Dis-
tance as above.
Miles, 211
No. 87.
CONNEAUGHT SUMMIT;-FEEDER CANAL.
Under the Pennsylvania act, 25th February, 1826, the board
of canal commissioners are empowered to construct this feeder
eanal, as soon as they shall find it advisable to do so.
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INTERNAL NAVIGATION
NOTE.
By an act passed 3d April, 1827, the commissioners are re-
quired to cause further examinations, surveys, and levels, for
the best location of a canal, from a point of the Kiskimenetas ri-
ver as above, by the Alleghany and the French creek valleys;
to a point of lake Erie, at or near the borough of Erie; and re-
quired to report upon the same, with estimates.
A.-From the city of Pittsburg, by canal, passing up the
Beaver and Shenango river valleys, through Allegha-
ny, Beaver, Mercer, Crawford, and Erie counties,
to a point of lake Erie, at or near the borough of
Erie.
Distance, Miles, 175
No. 88.
THE SHENANGO VALLEY CANAL.
By the act 3d April, 1827, referred to in the foregoing article,
the Pennsylvania commissioners are further required to make
examinations, surveys, and levels, to determine as to the expe-
diency of a canal along the route here specified, and to report
upon the same, with estimates.
NOTE.
It is now ascertained, that this canal route, passing through
the Shenango valley, will be adopted as the Ohio and Lake
Erie section of the Pennsylvania state canal. See article 86.
A.-From a point of the Pennsylvania state canal, Kiski-
menetas section, by canal, to the New-York state
line, at the intersection of Conewango creek.
Distance, Miles, 150
No. 89.
KISKIMENETAS AND CONEWANGO CANAL.
Application is made to the Pennsylvania legislature, for an act
of incorporation, authorizing the construction of a canal, to com-
mence from a point of the state canal, and to proceed northward,
and strike the Conewango creek at the New-York line. This
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route, from the said point of commencement, at or near the mouth
of Kiskimenetas, passing through the counties of Armstrong,
Venango, and Warren ; at which extremity it will meet the pro-
posed New-York Conewango canal, and communicate with both
Lake Erie, and the Erie canal of New-York.
NOTE.
By an act of the legislature, 16th April, 1827, the governor of
Pennsylvania is authorized to institute a company as the Alle-
ghany and Conewango canal company," for the purpose of con-
structing this canal. The point of commencement, however, to
be, not at the Kiskimenetas, but at the mouth of French creek,
or near thereto ; and thus, the route to pass by the Alleghany
and Conewango valleys, to the New-York line.
Capital stock, 250,000 dollars, with power in the company to
increase it to the amount the work may require. Distance, 70
miles.
By a supplementary act of the legislature, 8th April, 1829, the
company are empowered to use their discretion in the mode of
this improvement, and to substitute for canal, if they think pro-
per, a slackwater navigation, from the mouth of Conewango
creek up to the New-York line.
A.-From the west bank of the Susquehanna river, op-
posite Harrisburg, or from such point, as where the
proposed aqueduct, towards the Juniata, shall strike
the west side of the Susquehanna; by canal, diverg-
ing to the Potomac river ; suppose through the Cum-
berland and Conococheague valleys to the mouth of
Conococheague river, at Williamsport, 94 miles above
tide water of the Potomac.
Distance, Miles, 90
No. 90.
THE CONOCOCHEAGUE CANAL.
This proposed Susquehanna and Potomac connexion, is an-
other object, pointed out to the attention of the Pennsylvania
commissioners of survey, and may probably receive it in the
season of 1826.
JANUARY, 1827.
By an act of the legislature of Pennsylvania, the 11th April,
1825, the canal commissioners of the state are required to effect
a survey of routes through Cumberland and Franklin counties,
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INTERNAL NAVIGATION
for the object of a connecting canal between the Susquehanna
and Potomac rivers, by the Conococheague valley, or by the
Monococy and the Conewago. Which survey was, in the past
season, effected ; and
The report of the Engineers and Commissioners is as follows,
That the most favourable summit between the Conococheague
and the Conodogwinnet, is at Green village, Franklin county,
where a supply of water, equal to 43 cubic feet per second, may
be had through short convenient feeders. The measured line, be-
tween the mouth of Conodogwinnet and Green village, is 75
miles; ascent 365 feet.
The South mountain, which is found to be 823 feet in height
above the mouth of the Conodogwinnet, intervening between
the waters of the Conewago and the Conococheague, no canal
communication between the two latter appears to be practicable:
and, in regard to the Conewago and Monococy project, the sum-
mit level, which is at Gettysburg, is found not to command a
sufficient supply of water.
So that, the Conodogwinnet and Conococheague route, as above
stated, is, it would appear, the only one to be adopted for a canal
between the Susquehanna and Potomac rivers. Distance, from
the mouth of the Conodogwinnet, by way of Green village sum-
mit, to the mouth of the Conococheague, at Williamsport,
Miles, 120
NOTE.
By an act of the legislature, 3d April, 1827, the board of com-
missioners are required to make further examinations, with a
view to the construction of this proposed canal.
Also to make examinations of the ground from Harrisburg
bridge, west end, to the borough of Chambersburg, Franklin
county, and from the west end of Columbia bridge, through York
and Gettysburg, to Chambersburg ; with a view to the eonstruc-
tion of a rail road ; and to report upon the same, with estimates.
NOTE.
Accidents have occasioned a postponement of these further
examinations, to the season of 1828.
M.-From Washington city, up the River Potomac, to
the head of tide water, and thence still up the river
stream, by a navigation rendered boatable by a series
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of canal and other improvements, to Cumberland, in
Alleghany county, Maryland. Distance, by a mixed
navigation,
Miles, 182
No. 91.
POTOMAC RIVER CANALS.
The Potomac company, in pursuance of the powers vested in
them by charter, have executed the following works.
1. Large canals, taken out of the river, and conveyed through
locks, round the principal falls.
At Little or Lower falls, about 3 miles above Washington ; a
canal of 21 miles long. Difference of level 37 feet 1 inch, sur-
mounted by a series of 4 sets of locks, of solid masonry, 80 feet
in length, and 12 in width.
At Great falls, 9 miles above; a canal of 1200 yards long, lined
with walls of stone. Difference of level 76 feet 9 inches, sur-
mounted by a series of 5 sets of locks, of solid masonry, each
100 feet long, and varying in width from 10 to 14 feet of lift
from 10 to 18 feet, and of the cubical contents of 18000 to 25000
feet: a set of guard locks, and an extensive basin. Of the lock-
seats, the 2 lower pair have been excavated entirely out of the
solid rock, and exhibit a lasting and handsome specimen of skill
and perseverance. Both here and at Little falls, the canal di-
mensions are, 25 feet wide at surface, 20 feet at bottom, 4 feet
deep.
At Seneca falls; at Shenandoah falls; at House's falls; canal
works on a lesser scale.
2. Erections of walls, and excavations in the body of the ri-
ver, in order to confine the passages of water within canals of
widths varying from 16 to 25 feet.
Dams of stone run across the river, leaving openings or sluices
of similar width, to raise the water in the river above them.
Removals of large stones, and masses of rock; which obstruct-
ed the passing of boats along many parts of the river channel.
Similar to these, works have been executed on the Monococy,
the Autictam, and the Conococheague rivers; and very extensive
operations upon the Shenandoah.
Notwithstanding, however, the extent, and in general the skill
manifested in the erection of these works of the secondary class, on
the Potomac, at an enormous expense, it is apprehended that very
little additional facility, has ever, in consequence, been, or is yet,
afforded to the navigation up and down the stream; and although
the Potomac company are required, by their charter, to give a
low water navigation of at least a foot deep throughout the year,
yet it is chiefly to floods and freshets that the navigation at pre-
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INTERNAL NAVIGATION
sent used is indebted, and of course is of limited duration, not
exceeding, perhaps, for the two seasons, from 35 to 50 days dur-
ing the year.
Under these circumstances, therefore, and in order to combine
the present, as also any future stream improvements it may be
thought advisable to construct, with the more improved mode of
navigation ; namely, by independent or continuous canals, and
to place the whole under one general administration, it has been
resolved, at a meeting of the stockholders of the Potomac com-
pany, 16th May, 1825, to make a surrender in favour of the
lately instituted Chesapeake and Ohio canal company," of the
charter of the Potomac company, and to convey (for considera-
tions acknowledged) all the property, rights, and privileges of
the latter, to the said Chesapeake and Ohio canal company, spe-
cified in the article next below inserted.
This surrender and conveyance, to take place immediately
upon the due organization of the Chesapeake and Ohio canal
company, agreeably to the terms and requirements of their
charter.
The river's descent, in the distance of 182 miles from Cum-
berland, is 578 feet ; and, taken from the mouth of Savage river,
it is 890 feet to tide-level.
According to an official report, rendered in the year 1808, the
sums expended for improving the Potomac navigation, and that
of the Shenandoah together, down to that period, amounted to
444,652 dollars.
The sums expended by the "Potomac company," down to the
31st July last, 1827, and actually paid, amount to
739,205
And there was due by the company, for work done,
201,398
Together,
$940,603
Amount of tolls and rent, for the year ending at the
same date, 31st July, 1827,
-
-
-
-
$ 10,947
NOTE.
This company received a charter in the year 1784, by concur-
rent acts of the Maryland and Virginia legislatures; a measure
in no small degree promoted by the influence and active exertions
of General Washington:
But, as early as February 1773, a project of improving the
navigation both of the Potomac and of James river, from tide wa-
ter upward, by John Ballendine, of Fairfax county, Virginia, was
published in the city of London, in reference to a proposal then
under consideration by the British government, to establish a
" new colony on the Ohio, in North America."
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It was proposed by Mr. Ballendine, to effect these works of im-
provement on each river, by means of locks and otherwise, and
to earry them up to the highest points practicable, so as to com-
municate, by a short and easy wagon road, each, the Potomac
with the Monongahela, and James river with the great Kanhaway.
The locks and canals along each line, always to have at least 4
feet water, and the barges to be used in the trade, it was propos-
ed should be, at first, of 60 feet keel, 15 feet width, and 3 feet
depth, so as to draw 2 feet of water, but might, in process of
time, be replaced by barges of 150 or 200 tons, differently con-
structed.
The commeree of the Atlantic ports, with the then contem-
plated new colony on the Ohio river, through these two avenues,
it was believed, would soon grow into great importance; and cal-
culations were stated, whereby large profits were assigned to the
boats and barges to be employed in the transportation.
Of the success that would have attended, however, a prosecu-
tion of Mr. Ballendine's bold and spirited projects at that epoch,
there exists not, perhaps, any difference in opinion now, con-
sidering all that has since taken place, in the way of improve-
ment along both of the Atlantic rivers in question, and how the
case stands at the present moment with these interesting matters.
COPY OF ORIGINAL DOCUMENTS, VIZ.-
"Proposals for opening the navigation of the River Potomac
-printed in London, in 1773, by John Ballendine.
"Whereas the removing the obstructions in the rivers James
and Potomae, in the colony of Virginia, in North America, and
thereby making a more easy and cheap communication, than
there is at present between the several seaport towns on these
rivers, and the numerous and populous settlements upon the up-
per parts thereof; and also between the said seaport towns, and
the rivers Monongahela and Great Kanhaway, in the proposed
new colony, upon the back of Virginia and Maryland, will
greatly increase the yearly demand for, and consumption of,
British manufactures, and promote the culture and importation
of hemp, tobacco, flax, &c., into this kingdom: And whereas
John Ballendine, of the county of Fairfax, in the said colony of
Virginia, gentleman, being well acquainted with the said rivers,
and having skill and judgment in water works, and having al-
ready made several useful improvements on and in the said Ri-
ver Potomac, did, in the beginning of the year 1772, represent
to the respective governors and councils, and general assemblies
of the colonies of Virginia and Maryland, and to the other prin-
cipal inhabitants thereof, that if they, by their several donations
D d
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INTERNAL NAVIGATION
and otherwise, would countenance and encourage his undertak-
ing, he would engage to remove the obstructions in, and render
more navigable by locks, &c., than are at present [for large boats
and barges] the said rivers James and Potomac, from the tide
waters of the same to the heads thereof. And to the end that he,
the said Ballendine, might receive every necessary information
for the perfect completion of the business aforesaid, he did un-
dertake to embark for the kingdom of Great Britain, and exa-
mine the canal in Scotland, from Carron to Clyde, and the ca-
nals, locks, &c., of the Duke of Bridgewater, &c. And whereas
his Excellency the Earl of Dunmore, Governor of the colony
of Virginia, his Excellency Robert Eden, Esq. Governor of
Maryland, the Right Honourable Lord Fairfax, and most of the
principal gentlemen of the said provinces, were so fully convinc-
ed of the knowledge and integrity of the said Ballendine, and
of the facility and great utility of rendering the said rivers Po-
tomac and James more extensively navigable than they are at
present, did, therefore, on the 9th day of May, 1772, promise
and oblige themselves, and their heirs, &c., by a certain instru-
ment of writing, bearing date the same day, to pay to the said
Ballendine, and his assigns, the respective sums of money there-
in written, opposite to their several names, as upon reference
being had to a copy of the said instrument (authenticated under
the seal of the county of Prince William, in the said colony of
Virginia) will more fully and at large appear. And whereas the
said Ballendine, in conformity to his engagement as aforesaid,
did embark for this kingdom, and has, since his arrival therein,
examined the great canal in Scotland, and several others in Eng-
land, and has obtained plans and models of many necessary ma-
chines and works, and has engaged several ingenious mechanics
to go with him to North America, for the purpose of opening
and rendering more easily and extensively navigable, the said
rivers James and Potomac. And whereas we, the subscribers,
being willing and desirous to co-operate with our fellow-subjects
in Virginia and Maryland in so beneficial and public-spirited an
undertaking, do promise and oblige ourselves, and our executors,
and administrators, (each for himself, and not one for another,)
to pay to the said John Ballendine, his heirs and assigns, the
following respective sums, written opposite to each of our names,
and at the times, and under the conditions and limitations here-
after mentioned; that is to say :-
" First, That the sums of money hereunto subscribed, and all
such farther and other sums as have been or shall be subscribed,
either in North America or elsewhere, shall be faithfully and
solely applied to, and disposed of, for removing the obstructions
in, and rendering more open and extensively navigable, than are
at present (as aforesaid) the said rivers Potomac and James, from
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the tide waters of the same, (or as far as sea vessels do now sail
up these rivers) to such parts of the heads of the said rivers; as
from thence, the shortest and most convenient wagon roads can
be made, to the rivers Great Kanhaway and Monongahela, in the
intended new colony aforesaid.
"Secondly, That the said rivers, from the tide waters there-
of to such parts of the heads of the same, as aforesaid, shall be
so opened, and rendered more easily and extensively navigable,
as that the intended locks and canals shall always have 4 feet
water in them [that being the general depth of the said rivers
James and Potomac]-and barges, of at least 50 tons burthen,
may also, when laden, be employed on the said rivers, from the
tide waters thereof, to the heads of the same, as aforesaid.
"Thirdly, That inasmuch as it is intended that the said rivers
shall be so rendered more open and extensively navigable, by
the voluntary subscriptions of gentlemen both in North America
and in Great Britain, it is, therefore, expressly covenanted and
conditioned by the subscribers, to and with the said John Ballen-
dine, that no other tax, duty, or impost, shall, at any time here-
after, be laid or levied upon any articles or commodities going
up, or being sent down, the said rivers Potomac and James as
aforesaid, except such only as the respective legislatures of the
colony of Virginia, and province of Maryland, shall, by concur-
rent acts of Assembly, charge the said commodities with, for
the sole purpose of paying the expenses attendant on the said
locks and works, and keeping the said rivers, and the channels
thereof, free from logs or other obstructions, which may occa-
sionally be brought down the same, in the time of freshets.
'Fourthly, That the said John Ballendine shall keep a fair
and just account of all the particular costs and expenses, which
shall arise and be incurred in the removing of the obstructions,
erecting locks, &c. in the rivers Potomac and James, (as afore-
said) until the same is finished.
"Fifthly, That all the said accounts of the costs, expenditures,
and charges, as aforesaid, with their several and respective vouch-
ers, shall be submitted to the examination and final adjustment
of six gentlemen, to be nominated and appointed as follows :-
Two thereof to be nominated and appointed by and under the hand
and seal of the governor of the colony of Virginia for the time
being; two to be nominated and appointed by and under the hand
and seal of the governor of the province of Maryland for the
time being; and the remaining two to be nominated and appoint-
ed under the hand and seal of the honourable Thomas Walpole,
of the county of Middlesex, in the kingdom of Great Britain;
any four of which said commissioners, from time to time, meet-
ing, adjusting and settling the said accounts, and delivering a
copy thereof, when so settled, signed by each and every of them,
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INTERNAL NAVIGATION
to the governors, severally, of the provinces aforesaid, to be
lodged and deposited by them, in the respective Rolls Office, or
Office of Registry in the said colonies, shall be deemed final and
conclusive; and in and by such accounts, and no other, the said
Ballendine shall be credited for the costs, expenditures, and
charges, as aforesaid, (and also for his expenses to and from this
kingdom, and a compensation for his services, &c. as mentioned
under the sixth head,) and therein likewise shall the said Bal-
lendine be debited for such sum or sums of money, as he shall
have received or may receive, in and by virtue of subscription
made, or to be made, in Great Britain, or North America, for
the purposes aforesaid.
Sixthly, That the said John Ballendine shall be paid out of
and from the money so subscribed as aforesaid, such reimburse-
ment for his expenses to and from this kingdom; and also such
compensation and reward for his skill, judgment, and industry,
in directing, managing, and completing the business of render-
ing the said rivers James and Potomac more easily and exten-
sively navigable, as aforesaid, as they, the said commissioners,
or any four of them, shall certify under their hands, to the
respective governors of Virginia and Maryland, for the time
being, that the services of the said John Ballendine do merit and
are entitled to.
'Seventhly, That so soon as it shall appear, by a certificate
signed and sealed by the governors of the colonies of Virginia
and Maryland, respectively, and by two of the council of each
of the said colonies, that the said John Ballendine has rendered
complete and sufficient, by locks and otherwise, as aforesaid, one
half of the whole intended navigation of the said rivers James
and Potomac, and that barges, of at least fifty tons burden, can
pass loaded up and down the said rivers, from the tide waters
thereof, to the end of the said finished and completed naviga-
tion; that then, we, the subscribers, do oblige ourselves, several-
ly, and not jointly, and our several executors and administrators,
to pay to the said John Ballendine, his executors, administrators,
and assigns, the one moiety or half part of the several following
sums of money, written by us opposite to each of our names; and,
so soon as the whole of the said intended navigation, on the said
rivers James and Potomac, shall be fully made and completed, by
locks and otherwise, as that barges of at least fifty tons burden shall,
when loaded as aforesaid, pass up and down the said rivers, from
the tide waters thereof, to the heads thereof, as is specified and
particularly mentioned under the first head; and so soon, like-
wise, as the same shall be certified to us under the hands and
seals of the governors of the colonies of Virginia and Maryland,
respectively, and of two of the council of each of the said colo-
nies; that then, we, the subscribers, do, as aforesaid, oblige our
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OF THE UNITED STATES.
213
selves, and each and every of our executors and administrators,
(severally, and not jointly,) to pay to the said John Ballendine,
his executors, administrators, and assigns, 80 much, and no more,
of the remaining moiety of our following respective subscrip-
tions, as shall, (together with the money that may be collected
in North America, for the purpose aforesaid,) be sufficient to pay
the amount of the liquidated and settled accounts of the said
Ballendine, as mentioned and described under the fifth head.
"In testimony whereof, we have hereunto set our hands
and seals, in Great Britain, this
day of
,
one thousand seven hundred and seventy-three."
"Transcript from an original contract between Thomas Wal-
pole, W. Pownall, B. Franklin, and Samuel Wharton, rc-
lative to the colony here alluded to.
We the committee of the purchasers of a tract of country for
a new province, on the Ohio, in America, do hereby admit the
Ohio company as a co-purchaser with us, for two shares of the
said purchase, in consideration of their agent, Col. ****** to
withdraw the application of the said company, for a separate
grant within the limits of the said purchase.
'Witness our hands, this 7th day of May, 1770.
THOMAS WALPOLE,
W. POWNALL,
B. FRANKLIN,
'SAMUEL WHARTON.
'The whole being divided into seventy-two equal shares; by
the words two shares' above, is understood, two seventy-se-
cond parts of the tract, so as above purchased.
THOMAS WALPOLE,
W. POWNALL,
B. FRANKLIN,
SAML. WHARTON.'
" In a printed advertisement, dated London, February 25,
1773,' of the 'cost of carriage from the seaports of George-
town, in Muryland, and Richmond and Alexandria in Vir-
ginia, to the proposed new colony on the Ohio, in North
America, by John Ballendine, of Virginia,' the following
particulars are narrated:-
"It is proposed by Mr. Ballendine that the locks íntended to
be erected in the rivers James and Potomac, shall always have
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INTERNAL NAVIGATION
four feet water in them, as that is the general depth of these ri-
vers, except in the spring and autumn, (which are the great pe-
riods of exportation and importation from and into Maryland
and Virginia,) when these rivers usually have from 6 to 8 feet
water in them.
" Mr. Ballendine is thoroughly convinced, from an experience
of fifteen years, in transporting merchandise up and down the
River Potomac, that all kinds of British goods can be carried
from Georgetown (which is a seaport on that river, at least
twelve miles above Alexandria, where General Braddock landed
his troops,) to the head of the north branch of the navigable waters
of Potomac, at 6d. sterling per hundred weight; and at the same
price, also, goods can be carried from Richmond, (a seaport
town,) on James river, to the head of that river. He proposes,
at first, to employ barges of only 60 feet keel, 15 feet wide, and
3 feet in depth, which will not draw more than 2 feet water.
But when the country on the Ohio is thickly settled, barges of
150 and 200 tons can (as is now done on the Thames) be pro-
perly made use of on the rivers James and Potomac.
It requires but 3 days for the barges to go down the stream,
from the head of the north branch of the navigable waters of
Potomac, to the seaports of Georgetown and Alexandria; and
only the same space of time, from the head of James river,
down stream, to the seaport of Richmond, in Virginia; and from
thence back again, up stream, to the head of James river, only
8 days; and the same time from Georgetown, or Alexandria, up
stream, to the head of the navigable waters of the north branch
of Potomac."
A.-From tide water of the Potomac river, above George-
town, by canal, along the meandering course of the
river,/up to Wills' creek at Cumberland, and still up-
ward as far as the mouth of Savage river; whence,
by the course of this and Crabtree creek, to the di-
viding ridge; across which, and taking the valley of
Deep creek to the falls, pass, by the ravine of the
Youghioghany river, through Smithfield, and Con-
nelsville, to the Monongahela river, at 15 miles above
Pittsburg.
Distance as follows;-
Miles, 360
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OF THE UNITED STATES.
215
Eastern Section.
From head of tide water to Great falls,
9
Great falls to Harper's ferry,
-
-
96
Harper's ferry to Conococheague,
-
39
,
Thence, to Cumberland,
-
-
38
Thence, to mouth of Savage river,
-
33
Savage river, to summit level,
-
-
13
Miles, 228
Western Section.
From the dividing ridge, to the
Narrows,
-
-
-
6
Thence, to falls of Deep creek,
9
Thence, to Smithfield, -
-
24
Smithfield to Connelsville,
-
38
Thence, to Monongahela river,
40
Down to Pittsburg,
-
-
15
132
Miles 360
No. 92.
CHESAPEAKE AND OHIO CANAL.
Final surveys of the ground, for this proposed communication
with the west, in a line passing through the seat of the general
government, are now making by the United States engineers,
and commissioners of the states of Virginia and Maryland, ap-
pointed thereto; and a report upon all matters in relation to the
subject, it is hoped may be made at the next session of con-
gress.
Congress, on the 30th April, 1824, made an appropriation for
the object; and directed that a detachment from the United
States corps of engineers should examine and survey bętween
the tide water of the Potomac and the head of steam-boat navi-
gation on the Ohio river ; and between the Ohio river and Lake
Erie; for the purpose of determining as to the practicability of
a communication, by canal, between those points; of designat-
ing the most suitable route; and of forming plans and estimates
for its execution.
To carry which act of congress, in reference to the present
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INTERNAL NAVIGATION
and other suggested objects, into the more complete effect, a
board of internal improvement was instituted by the executive;
and three brigades of the United States engineers have been,
since then, and still are, engaged on this ground. They are ex-
pected to report after the close of the present season, 1825.
The partial examinations and inquiries, hitherto made, give
expectation that this grand and highly interesting project can be
carried through; and possibly, in this case, it may be done, with
no very great variation from the line of route here designated,
although the ridge to be passed across, or through, which is call-
ed the Little Backbone, or Little Savage mountain, is 2486
feet above tide water, and 1730 feet above the level of the Ohio
river at Pittsburg.
The crown of the ridge has 116 feet of elevation from the bed
of Deep creek, at the Narrows; from whence it has been pro-
posed to commence the cutting. Now, this cutting is, in five
and a half, or six miles, to reach the east side of the mountain;
and having received the water of Deep creek, will convey it to
the eastern descent, conducting to the Potomac waters.
A summit level, therefore, is here proposed, of five and a half
or six miles long, at a depth of 116 feet, where it subtends the
highest part of the ridge; and it may be formed, either by an
open cut through the whole, or else by an open cut in part, and
a tunnel of about a mile and a half, immediately under the crown,
which last will probably have the preference.
It is supposed that a good summit level can be obtained at this
place, to be amply supplied with water from Deep creek; which
is fed chiefly from glades, or mountain meadows of great extent;
and these, it is said, send forth water throughout the year.
Estimates of expense, predicated on what is here laid down,
have been formed, and submitted, as follow:-
The eastern section, 228 miles, comprising 2400
feet of lockage,
-
-
-
$3,342,250
Summit level, for tunnel and excavation,
-
343,750
The western section, 132 miles, comprising 1600
feet of lockage,
-
-
-
-
-
1,880,560
Total, $5,566,560
The preparatory examinations are stated thus ;-
From tide water in the Potomac, to Cumberland-Moore
and Briggs' survey,
-
-
-
-
Miles 182
From Cumberland to mouth of Savage river-Abert's
survey,
-
-
-
-
271
-
Amount carried forward,
2094
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OF THE UNITED STATES.
217
Amount brought forward,
2091
From mouth of Savage river to mouth of Bear creek, by
the Deep creek route-surveys of I'Neill and Shriver,
41
From mouth of Bear creek, to Pittsburg-Schriver's
computation,
-
-
100
Distance, Miles 3501
Rise to Cumberland,
-
-
-
Feet 537
to Savage river,
-
-
-
-
-
3271
to base mark on Deep creek,
-
-
-
1432
Ascent,
22961
Fall to mouth of Bear creek,
-
-
-
-
956
to the Ohio at Pittsburg,
-
-
-
5841
Descent, 1540}
Lockage, feet, 3837
But, with regard to this calculation, as the more elaborate sur-
veys of the ground, which are now on foot, may bring new facts
and circumstances to light, so there may be occasion to make
many alterations in the details of construction, if not in the ge-
neral plan, or line of route; and to modify accordingly the esti-
mate.
For the execution of the work, a charter, dated 27th January,
1824, was granted by the state of Virginia, to the Chesapeake
and Ohio canal company," upon conditions of confirmation on
the parts of Maryland and Pennsylvania, and of congress in be-
half of Columbia district, as also of the concurrence of the old
Potomac company," in the provisions of the act of incorpora-
tion.
In conformity to which, the legislature of Maryland passed
an act in January, and congress one in February, 1825; also, the
old Potomac company, by a resolution of the stockholders, have,
for as much as they are concerned, given in their concurrence.
At a general meeting, 16th May, 1825, it was resolved to surren-
der up the charter, and make a conveyance to the Chesapeake
and Ohio canal company ; which is accordingly to be done. The
Pennsylvania legislature have a bill of assent before them, and
it most likely will pass.
The capital stock proposed, and authorized by the charter to
be subscribed, is 6,000,000 dollars, with power to augment,
should the work eventually be found by the company to re-
quire it.
A convention of delegates from the states of Virginia, Mary-
land, Ohio, Pennsylvania, and district of Columbia, have em-
powered a committee to open books and receive subscriptions.
E e
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INTERNAL NAVIGATION
The corporate powers are perpetual; and the canal, and all its
appurtenances, are, for ever, exempted from taxation.
It is also, and every part thereof, to be for ever esteemed and
taken as a public navigable highway, free for general transport-
ation, on payment of such tolls only, as are stipulated by the
act ; nor is any additional toll or tax, for the use of the canal or
works belonging, ever to be imposed, without the consent of the
states through which the canal passes, and of congress of the
United States.
The act provides, that the right to the waters of the river Po-
tomac, for the purpose of any lateral canal or canals, which the
state of Virginia, or of Maryland, may authorize to be made in
connexion with this canal, is reserved to the said states respec-
tively, and a similar right reserved to the state of Pennsylvania
in relation to the rivers and streams within the territory of that
state, the waters of which may be used in supplying the western
section of this canal: also provides, that the government of the
United States shall retain the power to extend this canal, in and
through the district of Columbia, on either side, or both sides, of
the River Potomac.
The house of delegates of the state of Maryland, have passed
a vote, appropriating 500,000 dollars, as the state's subscription
to the stock, if the work goesinto effect.
NOTE.
On the present article, a remark occurs, that is not without
interest in canal history. At the tumultuous, and, for this coun-
try, (then colonial,) critical period of 1769, the celebrated Richard
Henry Lee, brought a bill into the Virginia house of burgesses,
for the purpose of opening and improving the navigation of
the river Potomac, from tide water up to Fort Cumberland.
The details of which bill have been considered as no less remark-
able for a display of statistical knowledge, and economical views
in regard to the country, at that early day, than for exemplify-
ing the indefatigable industry, and versatility of a mind, known
to be incessantly intent upon furthering the political objects of
his country, at the momentous epoch in question. It is, besides,
a striking instance, in addition to one already noticed, of the ra-
pidity with which comprehensive ideas, touching a new class of
important improvements, adopted in the mother country, could
travel across the Atlantic, to be received and adopted here. Bal-
lendine's project followed on the heels of this legislative pro-
ceeding.
JANUARY, 1827.
The board of United States engineers for internal improve-
ment, have reported upon this article.
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OF THE UNITED STATES.
219
Truly, they have taken a magnificent view of their subject,
and treated it on a scale accordingly. Their report, dated 23d
October, 1826, is now before congress. It states, that the ob-
jects of the survey, now gone through with, were;-
"To determine the route to be recommended ; and, to obtain
the data necessary to frame a general plan of the work, and a pre-
paratory estimate of the expense."
And the result is, that the route selected, as having appeared
to be the most eligible one, and the estimates of cost, for a canal
of the character described, are given in as here follows;-
Eastern Section.
From Cumberland to Georgetown, along the valley of the Po-
tomac, on the Maryland side; the minima resources of water on
this line, being from, viz.
The south branch ;-
Great Cucapon,
The Shenandoah,
together, affording at the
Evitt's creek, Licking creek,
rate of 457 cubic feet per
Great Conococheague,
second.
The Antictam, Monococy, Seneca,
Distance, 185g miles. Descent, 578 feet, by 74 locks. Esti-
mate 8,177,081 dollars.
Middle Section, 70 miles 1010 yards.
From Cumberland, or west end of the eastern section, to the
mouth of Casselman's river, on the Youghioghany, keeping on
the right side of the valley, which gives to the canal a southern
exposure.
This section includes the summit level, where a tunnel of 4
miles 80 yards long, passing under a ridge of the Alleghany of
856 feet elevation, is needful, with a deep cut of 1060 yards
long at the western end, and another deep cut of 140 yards at
the eastern end, each of these cuts opening into a basin of 880
yards in length, 64 in width.
The tunnel, deep cuts, and 2 basins, form together the sum-
mit level, the length of which, therefore, is 5 miles 1280 yards.
At the termination of each basin is a lock.
The stream of the Casselman is chiefly relied on, to supply
the summit and the portions of canal contiguous; and, by com-
putation, deduced from a series of observations, it appears, the
minimum supply, during the expected 8 months of navigation,
will be at the rate of
2,750,000 cubic yards from reservoirs,
1,728,000 do. from the river stream,
4,478,000 cubic yards per month,
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INTERNAL NAVIGATION
Which is supposed to be more than sufficient, grounded upon
calculations detailed in the report.
Estimate for the Summit Level.
Tunnel shafts,
-
-
-
$ 233,033
Heading,
-
-
-
-
383,535
Side heading,
-
-
-
7,704
Tunnel,
-
-
-
-
2,495,243
Draining,
-
-
-
-
159,469
For the tunnel, 4 miles 80 yards in length, $3,278,984
The eastern basin,
-
-
-
-
-
26,741
The eastern deep cut,
-
-
-
-
-
18,733
The western do.
-
-
-
-
of
141,841
The western basin,
-
-
-
-
-
5,668
Total for summit level,
$3,471,967
On this same section, the canal proceeds from the
summit;-
1. Eastward to the mouth of Little Wills' creek,
and thence to where the eastern section terminates,
a little below Cumberland. Distance, 29 miles 240
yards. Descent, 1325 feet, by 166 locks. Estimate
for this portion, including a feeder from the Poto-
mac, and aqueduct and guard lock thereto, also a ca-
pacious basin and levees around,
-
-
-
$3,856,624
2. Westward, from summit at a basin in Flagher-
ty's creek valley, the termination of a feeder from
the reservoir in the Casselman's valley; to the mouth
of Middle Fork creek, and thence to that of the Cas-
selman on the Youghioghany river. Distance, 35
miles 1250 yards. Descent, 636 feet, by 80 locks.
Estimate,
-
-
-
-
-
-
-
$2,699,532
Middle section, total Distance, 70 miles 1010
yards. Lockage, 1961 feet. Estimate,
$10,028,123
Western Section.
-
From the Youghioghany river, at 440 yards below the mouth
of the Casselman, along the right of the valley, to the Monon-
gahela river, and thence, by the right bank of this stream, down
to Pittsburg; the resources of water on this section, being,
From the Casselman river,
Laurel Hill run,
Youghioghany river,
~~~~~~~~~~~~~~~~~~~~~~~~~
giving, at their minima, at the
rate of 70 cubic feet per second.
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OF THE UNITED STATES.
221
To which running water, is to be added the water of the re-
servoirs; viz.
Cubie yards.
From Indian creek,
-
-
-
-
-
-
210,370
Mountz creek,
-
-
-
-
-
-
323,889
Jacob's creek,
-
-
-
-
-
-
356,357
Big Sewickly creek,
-
-
-
-
- 1,750,580
2
Dunbar,
-
-
-
-
-
-
-
214,464
Reservoirs, cubic yards, 2,855,660
The means exist also of forming other reservoirs, should oc-
casion require an addition of them to these. Distance, on this
section, 85 miles 348 yards. Descent, 619 feet, by 48 locks.
Estimate,
-
-
-
-
-
$4,170,223
For the whole canal, therefore, as follows;- ;-
Distance, 341 miles 676 yards.
Lockage, 3158 feet, by 398 locks.
Estimate of cost,
$22,375,427
(See engraved profile.)
The dimensions adopted in this statement, are these ;-
Width at bottom, 33 feet.
Width at water surface, 48 feet.
Depth of water, 5 feet.
Towing path, 9 feet wide.
Guard locks, 5 feet at the top.
Surf beams, kept on a level with the water, 5 feet wide, each.
Towing path and top of the guard bank, 2 feet above the ca-
nal surface.
These dimensions, however, to be modified, in carrying on
the construction, where local circumstances 80 require; but the
depth of 5 feet water to be preserved throughout. The locks to
be 102 feet between the hollow quoins, and 14 feet wide in the
clear, adapted to boats of 60 tons.
Taking various data, more or less plausible, as a ground, the
board of engineers compute that the annual revenue of the canal,
when its trade, by virtue of the increase 'of population and the
action of the canal combined, shall have reached their maximum,
will amount to the enormous sum of 5,570,791 dollars, or about
one fourth of the aggregate construction at the estimates here
specified.
This, truly, is a flattering perspective of things; but, when
the happy period of a maximum trade shall have arrived, it may
well be expected, that the opportunities for the conveyance of
commodities to and fro, will have multiplied, and the vastly
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INTERNAL NAVIGATION
augmented amount of receipts for transit through every consid-
erable district or section of the country, will not then 'remain to
one establishment alone, but have to be distributed amongst a
plurality, whether of the canal or the rail road description.
The appearance of so large a sum in the engineers' report, as
the estimated cost of this great canal, has caused surprise; and
not a little regret has been expressed, that so able scientific a re-
port should not have been framed upon better local information,
in regard to the prices of labour and materials along the tract
of country surveyed, than those gentlemen appear to have ob-
tained. A thorough acquaintance with these particulars, it has
been shown, would have afforded a basis for the otherwise valua-
ble calculations of the report, so different from the one assumed,
that it would have resulted in an estimate of total cost, not ap-
proaching within several millions the sum above transcribed from
the report.
Difference in the statement of prices considered, and all things
else the same, it has been affirmed, that this canal, between
Georgetown and Pittsburg, can be constructed for less than one
half, perhaps for one third of the above sum of 22,375,427 dollars.
An adjourned meeting of the convention of delegates on this
projected work, took place at Washington on the 6th of Decem-
ber. Delegates from the states of Virginia, Maryland, Pennsylva-
nia, Ohio, and the district of Columbia, all present; at which a
committee was appointed to prepare, and the committee appoint-
ed did prepare, an estimate of cost, founded upon data in their
possession, deemed good, although hastily collected together;
and which estimate of the committee was to the effect above
signified. Whereupon the convention passed resolutions as here
follows:-
Resolved, That an extension of the Chesapeake and Ohio ca-
nal to lake Erie, at such points and by such route, either in Penn-
sylvania or Ohio state, as shall be considered most advantageous
to the company, or to intersect the Ohio state canal, if deemed
more expedient;-is within the view and contemplation of the
friends of internal improvement, and therefore entitled to the
favourable consideration of this convention.
Resolved, That the president of the United States be, and he
is hereby requested to cause, under the act of congress, 30th
of April, 1824, surveys and estimates to be made on the several
routes embraced within the foregoing resolve.
Resolved, That the president of the United States be request-
ed to cause a survey to be made from the mouth of Kiskimenetas
river to the harbour of Presqu' Isle, on Lake Erie, by way of
the Alleghany river and French creek, with a view to ascertain
as to the practicability of a canal between those points and also
of a route from the Ohio, at the mouth of Beaver river, by the
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OF THE UNITED STATES.
223
way of Little Beaver, to intersect the Ohio state canal near the
mouth of Sandy creek.
Resolved, That it will be expedient to obtain such amendment
of the charter of the Chesapeake and Ohio canal company, as
shall authorize the company to terminate, if they deem proper,
the eastern section of the said canal, at or near the town of Cum-
berland ; and to extend, by any route therefrom, the western
section, across the Alleghany mountain to Pittsburg; or to sub-
stitute therefor a rail way, or a turnpike road, along that por-
tion of the route, or any part thereof, designated in the report of
the board of internal improvement, dated 23d of October, 1826,
as the Middle Section or on that part of the route by Sa-
vage river, which corresponds therewith ; and in the event that
such a change shall be deemed expedient in the route now pre-
scribed by the charter, to defer the extension of a canal along
the Potomac, from Cumberland to the mouth of Savage river; or
to reduce the dimensions thereof, and give it a breadth less than
that now prescribed.
Resolved, That a committee be appointed to memorialize the
congress of the United States for a subscription to the stoek of
the said canal, and to present like memorials to the legislatures
of Virginia, Maryland, and Pennsylvania, and that application
be made to the cities of Washington, Georgetown, Alexandria,
and Baltimore, to aid by their subscriptions the stock of the
company.
Which resolutions being passed, and an acting committee ap-
pointed, the convention adjourned, on the 9th of December,
sine die.
It remains, therefore, yet to be ascertained, whether it be most
advisable to adopt the route last surveyed, for as much of it as
lies between Cumberland and the Youghioghany river, at the
mouth of the Casselman, of to adhere to the original plan of
continuing along the margin of the Potomac, as far as the mouth
of the Savage, at the base of the Alleghany mountain, and thence
by way of Deep creek to the Youghioghany. This latter, pass-
ing through an extensive body of coal land, has, in consequence,
much importance attached to it.
But a survey, has been additionally made by the United States
engineers, aloi g the Potomac valley, between Cumberland and
the mouth of Savage river, with a view to this being construct-
ed as a branch canal to the main one. Estimate for this adjunct,
$1,794,903.
SPECIFICATION:-
A.-From Cumberland, or west end of the eastern sec-
tion of the article as above, by canal, up the Poto-
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INTERNAL NAVIGATION
mac valley, to the mouth of Savage river, at the
base of the Alleghany mountain.
Distance, Miles, 30
No. 93.
SAVAGE RIVER BRANCH CANAL.
Should the Casselman summit be adopted into the route of
the Chesapeake and Ohio canal, as above inserted, then it is pro-
bable, for reasons stated, that this branch will be added. Lock-
age 312 feet, by 39 locks. Estimate of cost, by the United States
board of engineers, as above.
The coal trade is relied on as a source of income to the com-
pany in no inconsiderable propartion. An expectation grounded
on the well known excellent quality of the Potomac coal on the
extraordinary facility there will be of reaching the elevated
banks which supply it, by the proposed canal boats; (for it will
be found along those very banks, in parallel strata, with but a
small horizontal dip;) on the moderate charge, consequently, of
toll and freight, at which it will thence be quarried, taken on
board, and conveyed to market; and, finally, on the various mul-
tiplied uses to which this kind of coal is applicable. When the
boats of this proposed canal shall arrive at these coal-beds, it is
believed the article will be delivered on board at something less
than the rate of one cent per bushel.
From the enlarged dimensions of the Chesapeake and Ohio
canal, designed, as has been seen in a former note, to give to the
boats the advantage of floating on an indefinite expanse of wa-
ter, the freight cannot be computed at more than four, or, at
most, five cents the bushel. The tolls charged on this com-
modity, in the early operations of the canal, will be required
to be large, in order to yield a sufficient income upon the stock
of the canal : they will, of course, be reduced, when the re-
sources of the country through which the canal passes, and the
territories which it is designed to unite, shall be fully developed.
If the toll for the first years be computed at 64 cents the bushel,
then the price of the commodity in the district of Columbia will
be 121 cents, exclusive of the mercantile profit of the dealer,
which may make it fourteen cents.
On various parts of the line of the canal, it will be much
lower. At Pittsburg, coal is delivered into the cellars of the
houses of the inhabitants, after transportation from the neigh-
bouring mines, distant from one to five miles, at three cents the
bushel.
If the district of Columbia, the states of Maryland and Vir-
ginia, the river Potomac, or the shores of the Chesapeake, shall,
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OF THE UNITED STATES.
225
hereafter, rear a city of but secondary rank, or all their cities to-
gether shall be equivalent to but one such emporium of arts and
commerce; if this emporium shall not surpass the single city of
Glasgow, in Scotland; the future profit accruing to the Chesa-
peake and Ohio company from coal alone, will reach the maxi-
mum income limited by its charter, as the following extract
from a work of unquestioned authority will clearly demonstrate:
"In the suburbs of Glasgow, there are eighteen collieries,
containing 58 engines, amounting in all to.1,411 horse power.
"Taking the average of three years, ending the 31st of De-
cember, 1824, exclusive of what came from the suburbs,
1,690,653 tons of coal were brought, annually, to Glasgow, by
the Monkland canal." The tonnage of this canal, at three cents
toll a bushel for its coal, would amount to $1,420,148 43, or
near a million and a half of dollars.
On the 11th of April, 1825, there were in Glasgow 176 en-
gines used in manufactures, amounting, in whole, to 2,970 horse
power, average of engines horse power.
"The first boat propelled by steam, in Europe, was made in
Glasgow. It began to ply on the Clyde, in January, 1812. On
the 11th of April, 1825, there were 53 steam-boats plying on
the Clyde, containing 68 engines, amounting to 1,936 horse
power. Total steam power, viz. engines in Glasgow and on the
river Clyde, 244, equivalent to the power of 4,906 horses.
"The population of Glasgow, in 1801, was 83,769; in 1821,
147,043. The population of the suburb parishes of Barony and
Gorbals, are included in these estimates. The Royalty alone
contained, in the last year, 72,765 souls.'
Throughout Great Britain coal is found, not on the sides of
mountains, as along the Potomac, but beneath, and sometimes
very far below the general surface of the country, as on James
river in Virginia. It is, consequently, brought to the surface
there, by the application of great power, and at heavy cost. Al-
most as much labour is exerted in pumping water from the mine,
and in raising the rock and earth loosened in excavation, as in
elevating the coal to the surface of the earth; and the health of
the labourers, immured in sulphurous and damp pits, while get-
ting it, is exposed to a danger, which will not be encountered
on the banks of the Potomac. Some estimate of this advantage
of the Potomac coal mines, over coal pits, 80 circumstanced,
may be formed, from the fact, that the bushel of coal now costs
at the summit of the shafts sunk near the James river, consider-
ably more than the computed expense of raising and transport-
ing it to the markets of the Potomac, exclusive of toll. Every
branch of American manufacture is destined, hereafter, to expe-
Sinclair's Analysis of the Statistical Account of Scotland.
Ff.
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INTERNAL NAVIGATION
rience this advantage, in a competition with Great Britain, for
the supply, not only of American consumption, but of that of
all other nations. Great Britain owes her superiority, in manu-
factures, eminently, to her abundant mines of this valuable mi-
neral, and that nation which shall hereafter obtain it, on the
cheapest terms, all other circumstances being alike, must sur-
pass her in the mechanic arts, as she has hitherto done the rest
of the world.
When the forests of a country have been thinned or exhaust-
ed by the various uses to which wood is applicable, the cost of
the manufacture of both lime and iron depends on the price of
other fuel or mineral coal, if to be had at all.
Russia has been sometimes induced to prohibit or suspend the
exportation of timber, for the sake of her iron manufacture, to
the serious injury, and indeed almost total ruin, of a part of her
subjects. Ireland, which early manufactured iron, at one time
ceased to do so, because its forests would no longer supply ne-
cessary fuel. The quantity of iron annually supplied by the
English mines, was, after the middle of the last century, re-
duced, from the same cause, to but 28,000 tons, when Dudley
discovered that it could be smelted by the substitution of coked
coal for common charcoal. In consequence of this discovery,
the annual production of iron in Great Britain had risen, in 1803,
to 300,000 tons. Such will be the result in America, of pushing
internal navigation from the Atlantic to the bases of those moun-
tains that supply, in the same neighbourhood, iron ore and mi-
neral coal. The foreign importation of this necessary commodity
will then cease, and an immense stock arise for exportation, on
terms cheaper than any other country now known can supply it
to the world.
Pit coal, freed, by coking, from its bitumen, and made to re-
semble, as nearly as possible, the charcoal of wood, is conse-
quently diminished in gravity. Coke is, therefore, transported
in great quantity on the British canals, and is applied to various
uses as well as to the smelting of iron ore, for which it is so ex-
tensively employed, that it may be said to be the basis of the
British iron works. The bitumen, which is separated in a fluid
form in this process of coking, defrays its. cost, and is applicable
to many of the uses of vegetable tar. England, however, con-
tinues to import into New-Castle and Hull large quantities of
Swedish iron for the manufacture of steel, and especially of that
species which, being anciently used to make sheep shears, is call-
ed shear-steel, in her manufactures.
Iron has not been found in any considerable quantity on the
Erie canal of New-York. It is manufactured in the Highlands
on the Hudson, and procured from Lake Champlain, of excel-
lent quality, by the Northern canal. It abounds, in every quality,
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227
ON the Potomac, in the vicinity of the Coal Banks, and on the
navigable streams of Virginia, which empty their waters into
that river. The flux, essential to the manufacture of the crude
ore, is abundantly supplied by lime stone and other minerals in
the vicinity of the ore banks.
The mountains which seem to impede the progress of the Che-
sapeake and Ohio canal, will, therefore, become the fruitful source
of its income; which must surpass that of any canal which yields
neither coal nor iron.-Report to Congress.
No. 92. CHESAPEAKE AND OHIO CANAL. (CON-
TINUED.)
What with the mass of valuable information upon this great
undertaking which the managers are now furnished with, and
the measures taken for obtaining a confirmation in regard to va-
rious details in many parts of the construction as contemplated,
from practical experience had in neighbouring quarters, the mana-
gers appear to be in a train for arriving forthwith at that point
of confidence which may ensure subscriptions, and be followed
up by a judicious location of the work.
Such a report of the subject, probably, will be made to con-
gress, as may induce a subscription, on the part of the United
States, to the extent of one million.
NOTE.
A re-survey of the whole Chesapeake and Ohio route is im-
mediately to take place by civil engineers, under appointment
of the United States war department, or as much of the route
as may be found necessary, for the purpose of reconciling dispa-
rities in the estimates made as above, and of arriving at the real
or most probable truth as to what will be the cost of this canal.
It will be grounded upon actual comparison by the engineers, of
what has been done and is doing, both in New-York state and
the state of Pennsylvania; and a circumstantial report on the
subject will be expected, for the information of congress. In
the mean time, books will be opened, by the committee author-
ized, in Washington and other places, for subscriptions to the
capital stock of $6,000,000.
May, 1828.
On the 10th of March last, the civil engineers' report was
made to the war department, and by the latter submitted to con-
gress, of a re-examination of this canal route, as far as near
Cumberland, and of a revision of the estimates ; by which it is
confirmed that this " eastern section" can be constructed at an
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INTERNAL NAVIGATION
expense of less than one half the sum contemplated in the re-
port of 23d October, 1826; viz.
Estimated cost of a canal, to be made along the valley of the
Potomac, on the Maryland side, from 1 mile below Cumber-
land, to tide water at Georgetown, 186 miles 1353 yards.
For a canal of 40 feet water surface wide, and 4 feet
depth ; the locks 90 feet in the chamber, by 15
feet wide,
-
-
-
$3,643,641
If 10 per cent contingencies be added,
364,364
It makes, $4,008,005
For a canal of 48 feet water surface, 33 feet at bot-
tom, and 5 feet depth the locks 102 feet in the
chamber, by 14 feet wide,
-
-
-
3,937,265
Contingencies 10 per cent,
393,726
Makes, $4,330,991
For a canal of 60 feet water surface, 45 feet at bot-
tom, and 5 feet depth; the looks 102 feet in the
chamber, by 14 feet wide,
-
-
-
$4,072,133
Contingencies 10 per cent,
407,213
Makes, $4,479,346
The latter enlarged dimensions to extend 126 miles out of
the 186. Along the other 60 miles, which includes all the deep
and river embankments, and steep hill side cutting, the estimates
still keeping a canal of 40 feet water line width in view.
In these estimates, 7 great feeders are embraced, all, except
one from the Great Conococheague, drawn from the Potomac it-
self: from which, as great a quantity of water çan be drawn as
can conveniently move in the canal, without obstructing the as-
cending river navigation.
The distance to be supplied by. each of these feeders is as fol-
lows; beginning at sub-division No. 1, which is to be supplied
by a feeder from the Potomac and Mills creek on the middle
section, to
Miles.
Feet.
Feet-
Feeder
The south branch of the Potomac,
16
5076 descent 104
No. 1. From Potomac below South
branch,
-
-
31
do.
96
2. From Potomac to Williamsport,
39
2271
do.
80
3. From Great Conococheague to
Harper's ferry,
-
-
-
38
4068
do.
112
Amount carried forward,
126
855
do.
392
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OF THE UNITED STATES.
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Feeder.
Miles. Feet.
Feet
Amount brought forward,
126
855 descent 392
No. 4. From Potomac below Shenan-
doah, to head of Seneca falls,
39
1551
do.
64
5. From Potomac to head of Great
falls,
-
7 3300 do.
32
6. From Potomac to head of Little
falls, -
-
9 2799
do.
110
7. From head of Little falls, through
the existing canal, to George-
town,
-
-
-
-
4
834
do.
37
Total distance, 186 4059 do.
635
In consequence of which official information, and especially,
in consequence of congress having just passed an act authorizing
a subscription, on the part of the United States, of 1,000,000
dollars to the company's stock, the work is immediately to be
gone into.
Other subscriptions; viz. by the state of Maryland, by the
three corporations of Columbia, and by a number of individuals,
which had taken place conditionally, already amounted to
2,600,000 dollars. So that, here is nearly, if not a full and en-
tire, provision now made for a thorough accomplishment of the
section of canal from Georgetown up to Cumberland. During
the prosecution of which, deliberate measures will be taken for
what regards the proposed continuation of the work, in carry-
ing it across the mountain, and entering on the western sec-
tion." This will be done, with immense advantages in posses-
sion, derived from practical experience.
To the engineers' new estimate for the eastern section, may
be added the following, in regard to the middle and western sec-
tions, as forming together, for the present, a brief summary for
the entire canal.
The cost of summit level, including a tunnel of 4 miles, is esti-
mated upon given data, at -
-
-
-
$1,539,000
Lockage of the whole middle section between Cum-
berland and the mouth of Casselman river, em-
bracing 1961 feet of ascent and descent, at 1000
dollars per foot lift,
-
-
-
-
1,961,000
Lockage of western section, between the mouth of
Casselman river and Pittsburg, 85 miles, embrac-
ing a descent of 619 feet, at 600 dollars per foot
of lift,
-
371,400
Amount carried forward, $3,871,400
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INTERNAL NAVIGATION
Amount brought forward, $ 3,871,400
The construction in other respects than lockage, of
about 150 miles of canal, between the summit
level and Pittsburg, at 13,500 dollars per mile,
which is considered a fair, if not a large average
estimate. For 100 miles of the work next above
Pittsburg, an offer has been made to construct at
the rate of 10,000 dollars per mile,
-
-
- 2,025,000
Total estimate for middle and western sections, $5,896,400
It being to be observed, that if the middle, or mountain sec-
tion lockage shall derive its stone from the adjacent excavation,
as may be expected, then it will be found that the cost thereof,
is overrated above, near 1,000,000 of dollars.
It is observed by the committee in congress, that, if the ele-
ments of a just calculation be derived from the numerous tables
of ascertained facts produced; and a fair comparison be institut-
ed, between the simple deductions inferable from them, and the
scientific conclusions of the United States engineers, the result
of that comparison must be, that those learned officers have
overrated the cost of the Chesapeake and Ohio canal, in the ag-
gregate, much more than 100 per cent; and that this work can
be accomplished, on a more enlarged scale than their own, at less
than 10,000,000 dollars.
On the 20th of next month, June, a meeting of the stockhold-
ers takes place at Washington; in order to a choice of directors
being made, for a term not exceeding 3 years.
It is provided by act of congress, that, for the supply of
water to any other canal, which the state of Maryland, or state
of Virginia, or congress, may authorize to be constructed in con-
nexion with the Chesapeake and Ohio canal, the section leading
from the head of Little fall of Potomac, to the proposed basin
next above Georgetown, shall preserve the same tide elevation
throughout, and have a width at the water surface of not less
than 60 feet; a depth of water not less than 5.
JULY, 1828.
The 4th day of the present month, on which fell the 52d anniver-
sary of America, was the day appointed for an actual commence-
ment in the work of this great undertaking; and the operation of
breaking ground, with the first stroke of the spade, was assigned,
by the president and managers of the canal company, to the presi-
dent of the United States.
Accordingly this task has been ceremoniously performed, and
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OF THE UNITED STATES.
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a beginning of the excavation made, at the spot marked out by
the engineer in chief for it to begin; namely, at the head of
Little falls, Potomac, a short distance east of the existing canal
there. It was hailed, as being thought to be, in its several attendant
circumstances, auspicious of a final and glorious fulfilment of the
celebrated Bishop Berkeley's prophecy, of the last century,
"Time's noblest empire, is the last,"
in allusion to the gigantic empires of conquest, by man over
man, which have successively subsisted and vanished, in the an-
cient world; and to the transplantation of learning and the arts
to this hemisphere, as destined to become, in time, a "nobler"
and more lasting empire than the others;-the-dominion of learn-
ing and the arts, over the natural imperfections of man's condi-
tion.
The first great and essential step, observes the president, to-
wards the accomplishment of the bishop's prediction, was, the
acquisition of the right of self-government by the people of
the British North American colonies, achieved by the Declara-
tion of Independence, and the acknowledgment thereof by the
British nation.
The second step; more arduous than the first; that of form-
ing a union of all the separated colonies, under one general go-
vernment, effected by the adoption of the actual Constitution of
the United States.
And the third step; more arduous and difficult still than either
of the other two, or both; is now most happily gained, as ex-
emplified in the ceremonies of the day, not alone at the particu-
lar spot here designated, but besides, within the precincts of a
neighbouring city, on the occasion of a commencement in the
execution of another vast enterprise, different in mode and form,
but similar in its objects. This third step is the all-important
one gained, of an adaptation of the powers, physical, intellectual,
and moral, of this whole union to the successive improvement
of its own condition politically, physically, and morally, both as
a whole, and as regards the many distinctive parts of which the
whole is composed.
Such works as these, will not, it is to be hoped, or rather, it
may be affirmed of them, cannot, through any vicissitude short
of a convulsion in Nature, present to distant future generations
of men, a mere detached solitary spectacle or .two of astonish-
ment and wonder, like the pyramids of Egypt, or some frag-
ments of aqueducts; memorials of power and grandeur passed
away ! But that, being. the victory of human genius, over the
tyranny of ignorance, now, apparently for the first time, so di-
rected as to subserve the good of all classes of the community,
whether proximate as to place, or remote; in short, the good of
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INTERNAL NAVIGATION
man at large,-the principle will necessarily grow into a "no-
ble," and glorious "empire," still in remote future ages re-
taining inherent energies, to swell the tide of human know-
ledge, and still enlarge the sphere of human happiness.
The subjoined highly wrought passage from a recent Euro-
pean publication, may perhaps be allowed a place, and read with-
out reluctance, as a quotation illustrative of certain facts not in-
apposite to the present point of the subject.
The world has not witnessed an emigration like that taking
place to America, 80 extensive in its range, so immeasurable in
its consequences, since the dispersion of mankind; or perhaps
since the barbarians broke into the empire, when the hunter or
pastoral warrior exchanged the lake of the eagles, or the dark
mountains, for the vineyards and olive yards of the Romans.
As attraction in the material world is ever withdrawing the par-
ticles of matter from what is old and effete, and combining them
into newer and more beautiful forms; so a moral influence is with-
drawing their subjects from the old and worn-out governments
of Europe, and hurrying them across the Atlantic, to participate
in the renovated youth of the new republics of the west; an in-
fluence which, like that of nature, is universal, and without
pause or relaxation; and hordes of emigrants are continually
swarming off, as ceaseless in their passage, and crowded, and un-
returning, as the travellers to eternity. Even those who are
forced to remain behind, feel à melancholy restlessness, like a
bird whose wing is crippled at the season of migration, and look
forward to America as to the land of the departed, where every one
has some near relative or dear friend gone before him. A voice
like that heard before the final ruin of Jerusalem, seems to whis-
per to those who have ears to hear—' Let us depart hence."
RECAPITULATION.
The president and directors have fixed the width of the canal, at
the water surface, at 60 feet, except for a few portions of no great
extent altogether, but where the expense would be excessive; at
these places the surface width to be reduced to 50 feet, but no
where on the whole line to be less than 50. Width at the bot-
tom, generally 45 feet, but to depend, in a degree, upon the
quality of the earth through which the canal passes, and the fa-
cilities that may be afforded for the inner pavement of its
slopes as it advances along. Depth of water, for the present, not
less than 5 feet throughout, and having in view a depth ulti-
mately of 6 feet. The inner lining of the banks to be of stone;
at least so far as this material for it can be furnished from the ex-
cavations. The locks, of stone throughout, with chambers 100
feet by 15 in the clear; and it is under consideration to establish
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OF THE UNITED STATES.
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a double set of these, along the first 60 miles of canal, that is,
up to the mouth of the Shenandoah river.
Hopes are entertained, from the known disposition of con-
tractors, and other circumstances, that these 60 miles, or at
least as far as the Catoctin mountain, which is 50 miles, may be
completed by the spring of 1830. With a proviso, however, that
a collision of interests, or an apparent collision of interests,
which has intruded itself between this company and the Balti-
more and Ohio rail road company, on the point of a priority of
right to use the Maryland bank of the Potomac, shall be speedily
removed, by a legal decision.
The lowest feeder on the line, will be taken from the river
immediately above Little falls, and this feeder it is intended shall
be 80 feet in width, and 6 feet deep, with a view of a plentiful
supply of water being had from it, not only for the several sub-
eanals which are in contemplation, as extensions from the main ;
as one to the navy yard, one to Annapolis, one to Alexandria, one
to Baltimore; but besides, a large volume of surplus water to be
used hereafter for manufacturing purposes within the district of
Columbia, in case it shall be found expedient so to use it. With
regard to the eastern termination of the main canal, it has been
proposed, after entering the basin above Georgetown, to carry
on the works into the city of Washington, first to the mouth of
Rock creek, and then to the mouth of the Tiber, there entering
a basin to be constructed at an elevation of 3 feet above common
high tide of the Potomac. This to be the point of termination;
and sub-canals to be extended to the navy yard, to Alexandria, to
Annapolis, and to Baltimore.
The Alexandria connexion to be by means of an aqueduct
aeross the Potomac river.
A.-From Pittsburg, by canal, ascending by the course of
the Big Beaver river, to a summit level, near Warren,
in Ohio state; and from thence, descending through
the valley of Grand river, to Newmarket or Fairport,
on Lake Erie; or, otherwise, descending through the
Cuyahoga valley, to Cleaveland. Distance, from Pitts-
burg to Cleaveland,
Miles, 154
No. 94.
OHIO AND ERIE CANAL;-BY BIG BEAVER.
This is to be considered as a continuation of the Chesapeake
and Ohio canal line, last above inserted; the two canals consti-
tuting, together, one grand national project; and they will be de-
G g
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INTERNAL NAVIGATION
cided upon in conformity to such connected reports as shall be
made by the United States engineers, now engaged in the exa-
minations.
The summit level here pointed out, which is a small swamp,
situate north of Warren, at about 60 miles from Lake Erie, be-
tween the sources of the Big Beaver, the Cuyahoga, and Grand
rivers, and which offers, within a small eompass, much variety
of route, is 342 feet above the level of the lake, and 218 feet
above the level of the Ohio river at the mouth of the Big Bea-
ver, or thereabout.
NOTE.
It is probable, however, that a route different from this, will
be reported on by the United States engineers, so as to strike
Lake Erie shore more to the east, either in Ohio state, or in
Pennsylvania. Four brigades of topographieal engineers, and
one brigade of civil engineers, have. been engaged upon the Chesa-
peake and Ohio canal and this canal together, and they have com-
pleted their labours of surveying. Minute accounts of the whole,
with estimates appertaining, are in course of preparation, to be
reported to the war department, in the summer of this year,
1826, but not before the rising of congress. The estimates for
the whole great project, it is understood, will vastly exceed what
has heretofore been supposed.
JANUARY, 1827.
The completion of surveying referred to above, it now ap-
pears, regarded only the Chesapeake and Ohio canal, reported
upon 23d October, 1826, as in the foregoing article. The sur-
veys on the line from Pittsburg to Lake Erie, were delayed; and
no report on the subject, except merely the preparatory exami-
nations in 1824, as to the practicability of such a canal, has yet
been made, by the United States board of engineers.
They pointed out a variety of routes, to be considered of, and
out of which regular surveys are yet to decide which is to be the
chosen one; as
1. From Pittsburg, to follow the right bank of the Ohio ri-
ver, to the mouth of Big Beaver; whence, up the valleys of Big
Beaver, Shenango, and Pymatuning; and to descend to Lake Erie,
at the mouth of the Ashtabula river. Summit level to run to the
east of Pymatuning swamp, and be supplied by a feeder from
French creek, through Conneaught lake.
2. From Pittsburg, as above, to the forks of the Shenango and
Mahoning, whence up the Mahoning valley to a summit level
at Champion swamp, and thence down to Lake Erie, either fol-
lowing the valley of Grand river, or turning to the mouth of
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OF THE UNITED STATES.
235
the Ashtabule, through the townships of Bloomfield and Austen-
burg. Summit to be fed from Cuyahoga river and Silver creek.
3. From Pittsburg, up to the same forks, whence up the She-
nango valley to Greenville, and the Shenango creek valley, or
else, Crooked creek valley, to Conneaught lake summit level ;
from whence, to descend to Lake Erie at the mouth of Elk
creek; summit to be fed from French creek and the reservoir of
Conneaught lake.
4. From Pittsburg, to ascend the valley of the Alleghany to
Franklin, and of French creek and Conneaught creek, to the
summit level of Conneaught lake, and thence down to Lake Erie,
as in the route last suggested.
Such are stated as being four routes which may connect the
Obio river at Pittsburg with Lake Erie, by the shortest distance
and least elevation of summit level. Exact surveys, however, can
alone give true distances and true heights.
Other terminations for the canal, at Lake Erie, are likewise
suggested, and are yet to be considered of ; as,
The Cleaveland termination, from a summit at the rapids of
the Cuyahoga; or otherwise, by uniting with the northern sec-
tion of the Ohio state canal, descend from the Ohio portage sum-
mit, to Cleaveland : and the eastward suggested termination of
Presque Isle or Port Erie, from a summit level at Beaver dam
swamp, where rises Lebœuf creek of the Alleghany, and Walnut
creek of Lake Erie.
At a meeting of the canal convention of delegates at Washing-
ton, on the 9th December, a resolution on this subject, along
with others, was passed, and a committee was appointed, to ad-
dress the president of United States thereupon, as is stated in
the article above inserted.
May, 1828.
Definitive examinations and surveys, in regard to a location of
route, for a continuation of the Chesapeake and Ohio line of ca-
nal from Pittsburg to Lake Erie, are still postponed, and now
not intended to take place until after the eastern section of the
said Chesapeake and Ohio line shall be well advanced, and some
progress made in the middle and western sections towards their
execution.
A recent discovery, of the highest împortance in regard to
these canals in particular, and of proportionately favourable bear-
ing on the construction of canal works generally, consists in the
existence of inexhaustible quantities of hydraulic lime-stone on
the Potomac river; this now well ascertained fact, taken in con-
nexion with its being also discovered in corresponding situations
along James river and along the Susquehanna, seeming not to
leave a doubt of this precious material being eventually found to
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INTERNAL NAVIGATION
exist in abundance, on every long line of canal, leading from the
seaboard towards the mountains, through the lime-stone region
of the middle states of the Union.
An improvement, of the mechanical kind, has likewise just
been made, likely to cast a most favourable influence over the
success of all future canals. It is the happy invention of artists
lately employed on some of the New-York canal locks; and con-
sists in increasing the number of paddle-gates, and so placing
them as to fill and empty a lock in one half the time hitherto re-
quired. The expense of this improvement will be small ; the
advantage, equal almost to doubling the number of locks !
A.-From Lake Erie, by canal, to the Ohio river, through
the state of Ohio; several routes for which seem na-
turally pointed out; as the following :-
By the sources of the Cuyahoga river, and the Tus-
carawas branch of the Muskingum.
By the sources of Black river, and the Killbuck
branch of the Muskingum.
By the sources of the Sandusky and the Scioto ri-
vers.
By the sources of the Maumee and the Great Mi-
ami rivers.
All which having been examined, and the circum-
stances separately and connectedly considered, a com-
pound canal, upon a broad scale or, rather, a plu-
rality of canals and feeders, has been adopted; so as
to comprehend a great proportion of all the navigable
distance specified above. Distance, according to sur-
veyors' report, exclusive of feeding canals,
Miles, 572
Nos. 95 and 96.
OHIO STATE CANALS :-THE MUSKINGUM AND
SCIOTO DIVISION; THE MIAMI VALLEY DIVI-
SION.
This is an enterprise of the state, entered upon by the go-
vernment, after due consideration, and a course of surveys made
of the ground, by their commissioners and engineers.
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OF THE UNITED STATES.
237
The plan is comprehensive, and nothing now is wanting, save
a series of circumstances to favour the execution of it, in the
same spirit as that in which it is gone into: if which should take
place, we may behold, not the prospect merely, but the actual
and sudden creation of a very great increase of prosperity to
this section of the country.
To meet the expense, in the mean time, it is proposed to have
recourse to the loan system ; and a fund of 400,000 dollars,
raised against an issue of state stock, bearing an interest of 5 per
cent. per annum, answers to the present year's occasions, 1825.
Other loans will take place, from year to year, to defray the
expense, as the work proceeds: and to pay the annual interest
of the sums so borrowed, as well as to secure the redemption of
the debt, a state land tax is to be assessed, until such time as the
improvements; having become productive, shall supersede its
continuance.
On the part of the general government, there stands assigned
100,000 acres of the public land, in aid of the object.
Portions of both the Muskingum and the Scioto river valleys
are to be included in one great canal, as now it is decided on,
and the work begun : another great canal, which is also com-
menced, takes within it the Miami river, and a portion of the
Maumee, terminating below the rapids thereof, near Lake Erie;
80 that the improvements commence from a point as near to the
eastern extremity of the state, on the Erie shore, as has been
thought advisable, with reference to securing a good harbour at
the lake, and a summit with plenty of water; that is to say, at
Cleaveland, or mouth of the Cuyahoga river; and the line, in its
progress, strikes diagonally ; and again, beginning at the south-
west angle of the state, and taking a direction northward, from
the Ohio river at Cincinnati, the improvements will here em-
brace the whole of the western border.
The plan and estimates of the engineers are given in as fol-
lows:-
Route by the Tuscarawas and the Cuyahoga.
No. 1. From the mouth of Scioto river to Cochoc-
ton,
-
-
-
-
-
-
Miles, 176 23
No. 2. From Cochocton to Old Portage bridge,
92 2
No. 3. From Old Portage bridge to Lake Erie level,
at Cuyahoga,
-
-
-
-
-
38 23
Length of the main line,
-
-
-
-
Miles, 306 48
Length of Columbus and Raccoon fork feeders,
-
15 45
Canal and feeders
-
-
-
-
Miles, 322 13
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238
INTERNAL NAVIGATION
No. 1. Expense of construction,
-
-
$1,675,240
No. 2.
Do.
do.
-
-
-
610,563
No. 3.
Do.
do.
-
-
-
446,033
Additional, at the feeders and harbour,
-
69,873
Total expense of canal and feeders,
-
-
$2,801,709
Amount of lockage, 1185 feet.
Route by the Great Miami and the Maumee.
From the Ohio river, at Cincinnati, to the Loramies
summit,
-
-
-
-
-
- Miles, 145 66
From the summit to the foot of Lower rapids of
Maumee,
-
-
-
-
-
-
119 56
Length of main line,
-
-
-
- Miles, 265 42
Length of feeders, from the Miami and Mad rivers,
25 20
Canal and feeders,
-
-
-
-
- Miles, 290 62
Amount of lockage.
South of summit,
Feet, 511
North of do.
378
Feet, 889
Expense of construction.
From the Ohio to the crossing of Mad river, near to
Dayton,
-
-
-
-
-
-
$566,837
From the crossing of Mad river, to the south end of
the Loramies summit,
-
-
-
-
-
846,973
From the south end of summit, to the crossing of the
Maumee, below Fort Defiance,
-
-
-
682,309
From the crossing of Maumee to the foot of Lower
rapids,
-
-
-
-
-
-
-
406,375
Main line,
-
-
-
-
-
-
-
$2,502,494
Feeders,
-
.
-
-
-
-
-
427,463
Canal and feeders,
-
-
-
-
-
- $2,999,957
Total expense, for the whole on both routes, 5,731,666 dol-
lars ; and if 10 per cent. for eontingencies be added, it makes
the sum of $6,304,832.
It is calculated, that the line first above specified, together
with so much of the other line as reaches from Cincinnati to
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OF THE UNITED STATES.
239
Dayton, 67 miles, will all be finished by the year 1831. On the
4th day of July, 1825, the commencement was made.
The said first mentioned line of route may run thus, viz.
From Portsmouth, on the Ohio, at the mouth of the Scioto
river, which is 474 feet above tide level, and 94 below Lake
Erie, up the valley of this river, east side, to the vicinity of
Pikestown ; there crossing the river on its surface, and proceed-
ing northerly, to near Chilicothe, where it again crosses the ri-
ver, and continues along the eastern bank to the Big Belly creek,
near the dividing line of Pikeaway and Franklin counties, where
it receives a feeder of 10 miles in length, from the Scioto at Co-
lumbus. After this, leaving the Scioto valley, it passes, east-
ward, up the valley of Walnut creek, to the Licking and Wal-
nut creek summit, between the head waters of those streams.
To supply which summit with water, feeders are to be cut to
the north, to the south, and the Raccoon forks of the Licking,
besides a large reservoir to be established near the canal.
From the summit, the line proceeds down the valley of Lick-
ing creek to Rocky fork, and thence across the valley to the
Tomaka, and down the course thereof to near its junetion with
the Muskingum river. From this point the ascent commences ;
and the line passes up the Muskingum valley to White Woman's
creek, near the junction thereof with the Tuscarawas at Cochoe-
ton. Crossing the creek at its surface, it proceeds up the valley
of the Tuscarawas fork, first on the western, then on the eastern
side of the river, to a point where its two head waters unite,
near the south-west angle of Portage county. This is the centre
of the Portage summit, extending 10 miles, viz. 5 miles on the
bank of the Tuscarawas, and 5 miles across to the Cuyahoga
river. It receives an abundance of water from the Tuscarawas,
at this point, where it crosses the stream.
From the north of the Portage or Akron summit, which is
499 feet above. the Ohio river, at Portsmouth, 973 feet above the
Atlantic level, and 405 feet above Lake Erie, the line passes
down the Cuyahoga valley, first on the west, after on the east
side of the river, to within 6 miles of the mouth thereof, at
Cleaveland; for which 6 miles, the river channel is to be used,
with a towing path annexed.
Such is the plan formed but in the prosecution of this exten-
sive work, many local deviations from these particulars, it is not
impossible, may be made, for the better completion of it, under
all occurring circumstances. See the engraved profile of this
canal.
That portion of the Miami line of canal of immediate execu-
tion, begins from a large basin at Cincinnati, on the Ohio, and
passes northward, up the valley of Mill creek, and across to that
of the Miami, at Hamilton ; whence up to Middletown, where
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240
INTERNAL NAVIGATION
a short cut is to enter the Miami river, and receive its water.
From Middletown the line proceeds 23 miles, up the eastern
bank, to Mad river, at one mile from its confluence with the
Miami at Dayton. In this distance of 67 miles, the ascent from
the Ohio, at low water, is 108 feet, to be overcome by lockage.
For a supply of water, the Mad river is abundantly equal there-
to, for the whole distance.
From Dayton, the line will hereafter extend through the val-
leys of the Miami, Loramies creek, the Anglaise, and the Mau-
mee, to Lake Erie. The summit level, which commences about
18 miles north of Dayton, extends 60 miles within a single lock;
and this level, together with 75 miles of the line north of it,
must receive all its water from feeders from the Mad and the
Miami rivers.
Width of canal, at the water surface, 40 feet ; depth 4 feet.
NOTE.
At Cleaveland, on account of an obstruction at the mouth of
the harbour, occasioned by sand thrown up by the waves, a re-
medy is proposed, by erecting a pier, to extend 1056 feet in
length, from the shore into the lake.
The commissioners have been authorized by the Ohio legisla-
ture, to make surveys for the purpose of ascertaining as to the
practicability of a canal from the mouth of Little Beaver on the
Ohio river, to a point of the main canal at Tuscarawas, at or
near the mouth of Sandy creek, and near the line which divides
Stark and Tuscarawas counties. This would at once connect
Pittsburg and Lake Erie.
Besides which, there is to be a convention of delegates from
the counties of Portage and Trumbull, in Ohio state, and of Bea-
ver, Butler, Mercer, and Alleghany, in Pennsylvania, to be held
soon; in order to adopt measures for ascertaining as to the prac-
ticability of carrying a canal direct from Pittsburg to the said
Ohio canal, at the Portage summit, the centre of which summit
is at the south-west angle of Portage county and it extends five
miles along the banks of the Tuscarawas, and five miles across
the portage, to Cuyahoga river.
In regard to the Miami valley canal, it will be so abundantly
supplied with water from its two sources the Mad, river above
Dayton, and the Miami river at Middletown; that the commis-
sioners anticipate very extensive establishments of hydraulie
works, through them, at Cincinnati. They calculate on water
sufficient for 60 pairs, at least, of four and a half feet mill-stones,
to be kept in constant operation, without at all injuring the
banks of the canal, or impairing the mill privileges on the Mia-
mi river.
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OF THE UNITED STATES.
241
A.-From the Ohio river at the mouth of the Little Bea-
ver, by canal, westward, through Columbia county,
Ohio, to a point of the Ohio state canal, at or near
the junction of Sandy creek with the Tuscarawas ri-
ver.
Distance, Miles 60
No. 97.
SANDY CREEK CANAL.
The canal commissioners of the state of Ohio, have been au-
thorized, by a resolve of the legislature, to effect preliminary
surveys for this projected communication. It is connected in
some measure with the project specified in the next inserted ar-
ticle.
A.-From the river Ohio, at Pittsburg; or, from the
mouth of Big Beaver, by canal, north westwardly, to
strike the Portage summit of the Ohio state canal.
Distance, Miles, 75
No. 98.
PORTAGE SUMMIT CANAL.
In addition to the proposed route of communication, as speci-
fied in the article last above inserted, a convention of delegates
from the counties of Trumbull and Portage, in Ohio state, and of
Beaver, Butler, Mercer, and Alleghany, in Pennsylvania, have
before them the object of ascertaining in regard to the practicabi-
lity and expediency of a canal communication, direct, between
Pittsburg and the Portage summit, as expressed in this article.
NOTE.
A company has been instituted by the state of Ohio, as the
" Pennsylvania and Ohio canal company," for the execution of
this proposed work ; and a concurrent act has been passed by the
legislature of Pennsylvania. The point, however, of this canal's
eastern termination, to be fixed by a board of Pennsylvania com-
missioners, and the waters of French creek not to be made use
of to supply this canal.
H h
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INTERNAL NAVIGATION
No. 95, No. 96.-OHIO STATE CANALS. (CONTINUED.)
JANUARY 1827.
By a report of progress during the past year, rendered by the
canal commissioners to the legislature, it appears, that, from the
Portage summit to the basin near Cleaveland, a distance of 37
miles of canal will be navigable in June next; also from the said
summit southward, as far as Goshen, in Tuscarawas county, a
distance of 61 miles, is under contract, to be finished in July,
1828. Or, together, about 100 miles; which, it appears, will be
accomplished at a cost considerably within the general estimate.
Also, that about 35 miles of the middle division of this canal, is
under contract, to be completed in the summer of 1828. This
comprises the Licking summit level, the deep cut, the great re-
servoir, and feeder.
Of the Miami line of canal, the distance of 43 miles from the
Ohio river below Cincinnati, up to Middletown, is in such for-
wardness, as to leave no doubt of being complete for navigation
in the course of the ensuing summer. And all the remaining
sections of both lines, are to be prosecuted in that order which
will best ensure their being laid open to use, and to consequent
income from tolls, in degree as they shall successively be finished.
On this plan, it is expected by the commissioners, that there
will be open a connected line of canal navigation, between Lake
Erie, and the deep cut on Licking summit, distance 183 miles,
as early as the month of July, 1S2S.
Of this same line, and the Miami line together, upwards of
100 miles, probably, will already be navigable in the summer of
this year, 1827.
Experience, thus far, both as to the several portions of the
work actually finished, and those now under contract, warrants
a belief that these canals will be accomplished at an expense
considerably within the aggregate estimate.
Surveys in regard to the Sandy creek and Portage summit ca-
nal routes are still pending.
May, 1828.
To give aid to the state of Ohio, in these her great undertak-
ings, and accelerate their completion, an act has just been pass-
ed by congress, authorizing grants of public lands; as follows;-
To aid the state, in extending the Miami valley canal, from
Dayton to Lake Erie, there is assigned, of the public lands
which the same shall pass through, a quantity equal to one half
of 5 sections in width on each side of the canal, between Day-
ton and the Maumee river at the mouth of the Anglaise; the Unit-
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OF THE UNITED STATES.
243
ed States reserving to herself each alternate section of the said
land, from one end to the other; provided this extension be com-
menced within 5 years from the approval of this act, and finish-
ed within 20 years; and the canal to be for ever a public high-
way for the United States, free from toll.
Further, there is assigned of public lands within the state, to
be selected by the governor thereof, the quantity of 500,000
acres, for the purpose of aiding the said state of Ohio in the con-
struction and completion of canals generally, as well those al-
ready in progress, as others, if any, in extension of the same,
yet to be commenced : provided, however, that the same be
completed within 7 years from the approval of this act by the
legislature of Ohio and the said canals, all and every of them, to
be public highways, for the use of the government of the Unit-
ed States, free from toll, for ever.
JANUARY, 1829.
Owing to various accidental and natural causes, the works of
this article, taken at large, have not advanced altogether with
that rapidity which was for some time expected but on the
other hand it is shown, by the annual report of the commission-
ers just made, that what has been accomplished proves to be of
the most solid character, and that every hope subsists of the
most sanguine anticipations in regard to the whole being ulti-
mately realized, and every object of the great state undertaking
attained.
The aqueduct over the Tuscarawas river, near the south line
of Starke county, has been finished, and is considered a fine
piece of architecture; all the foundations of aqueducts, culverts,
and other structures, between the Licking summit and Massil-
lon, have been placed and secured, and the masonry resting upon
these is in a good and forward state; as it appears that most of
the other heavy jobs of contractors on the unfinished line north
of the Licking summit, likewise are. The works at the mouth of
the Cuyahoga, designed to secure a commodious channel from
Lake Erie into the river, leading to the canal, have been prosecut-
ed in a satisfactory manner by means of an appropriation from con-
gress. The supply of water on the Portage summit, is found so
far to be more than ample, and no doubt is harboured but that it
will prove, in future, equal to the demands of the most active
commerce.
Much the greater part of tolls collected during the past sea-
son, has accrued upon the 38 miles of canal between Akron and
Cleaveland. Under authority of the legislature, act of 11th Feb-
ruary last, a side cut, to connect the canal with the Muskingum
river, near the town of Dresden, has been traced, and is now un-
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244
INTERNAL NAVIGATION
der contract, to be finished by next September. It is st miles
in length, to cross the Tomaka creek on an aqueduct, and de-
scend to the River Muskingum by 3 locks, with 28.79 feet of
lockage. Estimate of cost, 35,400 dollars.
South of the Licking summit, an aqueduct for crossing the
Scioto river near Circleville, and lines of canal extending to and
across Deer creek, are now placed under contract, the whole to
be finished by the 1st of June, 1830. They embrace, in a dis-
tance of 554 miles, 240.75 feet of lockage, divided into 34 locks.
On the whole canal, the total length of line finished at present, or
under contract, stands thus;-.
From Cleaveland to Massillon,
Lockage,
67 Miles.
Massillon to Caldersburgh,
68 do. 39 ch.
Caldersburgh to Deer creek,
114 do. 69 ch.
250
28
and between Cleaveland and the Massillon lock, a distance of 67
miles, the navigation has been laid open. This section has cost
the sum of 737,521 dollars, including sundry important improve-
ments, grafted upon the original plan it comprises 49 locks, all
of stone, overcoming an ascent and descent of 436 feet.
Moreover, the board of commissioners have decided, for rea-
sons stated, on continuing the location from Deer creek down-
ward, along the west side of Scioto river; in consequence where-
of, the canal to terminate at a point immediately opposite the
narrow isthmus formed by the Scioto and Ohio rivers, at the
lower end of the town of Portsmouth; and the said isthmus to
be cut through ; in this way forming a capacious harbour on the
Scioto, for the meeting there of canal boats and steam-boats in
any number.
In relation to the Miami canal, the entire line from Cincinnati
to Dayton is complete, with the exception of a dam on Mad
river, and a small side cut at Hamilton, and the whole is now fill-
ed with water; this division, which embraces 22 locks, overcom-
ing a descent of feet, stands thus, as to extent and cost; viz:
Length of canal according to survey
made since its completion,
-
-
-
65 20 34
Hamilton side cut,
-
-
-
53
62
Miami feeder,
-
-
-
-
42
00
Mad river feeder,
-
-
- 1 40 00
2 55 62
Total length, Miles,
67 75 96
Cost, including side cut and feeders, and repairs of all dama-
ges, 746,852 dollars.
The Still Water and Killbuck creeks are in a course of regular
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245
examination, with a view to the improvement of their naviga-
tion.
DECEMBER, 1829.
It is officially reported, that the residue of the entire line of
eastern canal is now under contract, to be completed in the year
1831. The navigation has actually advanced as far as near New-
ark, on the Scioto, 180 miles from Lake Erie. It is expected to
reach Chilicothe, or thereabout, some time next year; and, in
1831, its termination at the Ohio river.
No. 83. (CONTINUED.)
THE PENNSYLVANIA CANAL; OHIO AND KISKI-
MENETAS SECTION.
The final location of the Ohio residue of this section, took
place in May 1827, and on the 21st June it was, by the com-
missioners, placed under contract. The section, in consequence,
continues from Pine creek down the western bank of the river
Alleghany, to a point opposite Washington street; thence, by an
aqueduct across, and, by a tunnel through Grant's hill, to the
Monongahela river at the mouth of Suke's run; but, on the
western side, it is to be connected also with the Alleghany by
means of locks, and therefore it will have a double outlet and
inlet. The estimate of cost is, viz. -
For the canal from Pine creek to its junction with the
Alleghany river,
-
-
-
-
$129,604
For the aqueduct across to Pittsburg contracted for, - 100,000
For the works thence to the Monongahela river, in-
cluding a tunnel of 800 feet through Grant's hill,
and locks,
61,000
Total, $290,604
The feeder aqueduct, across the Alleghany, at the mouth of
Kiskimenetas, and the canal thence down to Pine creek, are now
well advanced to a completion : and the cost of these portions of
the work, it now appears, will be 396,223 dollars, making, with
the sum above, the amount of 686,827 dollars.
This section, therefore, of the Pennsylvania canal, is rendered
more costly, by something considerable, than was presumed by
former estimates. Alterations made in the line of route, and ad-
ditions to what was at first proposed, have materially contribut-
ed to cause the difference; and some accidental hill-slips upon
the Alleghany river, in consequence of severe weather, have
been a further cause.
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INTERNAL NAVIGATION
No. 85. (CONTINUED.)
JUNIATA AND NORTHUMBERLAND CANAL.
By an act of the legislature, 3d April, 1827, the Pennsylva-
nia commissioners were authorized to locate, and contract for,
so much of a projected canal, as lies between the mouth of Ju-
niata river and the town of Northumberland on the Susquehan-
na. Pursuant to which, after a due examination of both sides of
this river, for a selection of the best, the canal route was, by
the commissioners, laid out on the west side, beginning at Dun-
can's island, and passing up the river valley to a point opposite
Northumberland. The work was placed under contract, and im-
mediately commenced, and the whole distance, which is 371
miles, between the two points mentioned, is to be completed by
the 1st December, 1828. At contract prices, the cost of these
371 miles of canal, including 30,000 dollars for the erection of
a dam at Shamokin ripples, will be 441,350 dollars.
No. 81. (CONTINUED.)
THE PENNSYLVANIA CANAL;-DUNCAN'S ISLAND
AND LEWISTOWN SECTION.
By act of the legislature, 3d April, 1827, the Pennsylvania
commissioners were authorized to proceed to the location and
construction of this portion of the Juniata section of canal; first,
however, causing strict examinations to be made on both sides
of the river, in order to fix on the most favourable location.
In virtue whereof, and measures being taken accordingly, the
line of route was, by the commissioners, determined, so that, be-
tween Lewistown and North's island it should be on the north
bank of the Juniata; crossing which by a dam, it should thence
proceed along the south bank, down to the head of Duncan's isl-
and, at the mouth of Juniata.
The work was placed under contract; and the commissioners
expect this distance of canal, which is 441 miles, to be laid open
for navigation in the spring of 1829, and at the cost of 597,775
dollars. This is the estimate.
At Duncan's island, the Susquehanna will be crossed by a dam,
and the communication of this section of canal, and of the North-
umberland section, with that of the eastern division opposite
the mouth of Juniata, will be made through the pool of the dam,
and by means of a towing path and a turnpike bridge.
NOTE.
The location of the road across the Alleghany mountain, has
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OF THE UNITED STATES.
247
necessarily been postponed to the spring or summer of 1828.
A hope is entertained of some change being effected in the plan,
by which the distance of road may be shortened to about 30
miles.
An act has passed the Pennsylvania legislature, authorizing
and requiring the board of canal commissioners to locate the
section of canal from Lewistown to the highest point expedient
and practicable for a canal on the Juniata; and to place imme-
diately, or in the course of this year, 1828, from 15 to 45 miles
thereof under contract for execution.
Moreover, the board of commissioners are by this act re-
quired to locate and contract for the construction of a rail road
across the Alleghany mountain, by the shortest or most eligi-
ble route, to connect the Juniata and Conemaugh sections of
canal.
No. 81. (CONTINUED.)
THE PENNSYLVANIA -KISKIMENETAS
AND BLAIRSVILLE SECTION.
Pursuant to act of the legislature, 3d April, 1827, the com-
missioners caused this portion of the Pennsylvania canal line to
be marked out; and on the 20th October, 1827, it was all placed
under contract, a distance of 51 miles, between the mouth of
Kiskimenetas river and Blairsville, in Indiana county: the cost
whereof, at the contract rates, will be 552, 789 dollars.
Some of the work is done; and it is expected the whole dis-
tance of canal between Blairsville and Pittsburg, will be naviga-
ble by the month of November, 1828.
An act has passed the Pennsylvania legislature, anthorizing
and requiring the board of canal commissioners to locate the
section of canal from Blairsville up to the highest point expedi-
ent and practicable for a canal on the Conemaugh river; and to
place immediately, or in the course of this year, 1828, from 15
to 45 miles of the same under contract for execution. More-
over, the board of commissioners are to locate, and contract for,
a rail road across the mountain, as stated in the article last above
inserted.
I
No. 82. (CONTINUED.)
THE PENNSYLVANIA CANAL;-MIDDLETOWN
AND JUNIATA SECTION.
This portion of the great canal is far advanced, and would ere
now have been quite complete, but for a delay at the upper ex-
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248
INTERNAL NAVIGATION
tremity, in order to ascertain the precise point for crossing the
Susquehanna river. And it being now decided that the Juniata
section, likewise the Northumberland section, are both to com-
municate with this section, through the pool of a dam to be erect-
ed across at Duncan's island, there is consequently required an
extension of this section from Forster's falls up to the said point;
which is in progress. It is expected, that in all the distance from
Fishing creek down to the mouth of the Swatara, water will be
admitted, and a junction formed with the Union canal, in the
coming spring. The entire cost of this section is now estimated
at 478,738 dollars.
No. 74. (CONTINUED.)
NORTHUMBERLAND AND TIOGA CANAL.
As directed by act of the legislature, 3d April, 1827, the board
of Pennsylvania commissioners have caused a re-survey of the
route for this proposed canal, along the north branch of the Sus-
quehanna, between Northumberland and the New-York line;
and, by the engineers' report thereof, now given in, it appears,
that, for the whole distance, which is 161 miles, the estimate of
cost amounts to 1,820,587 dollars.
This supposes a location of the canal, partly on one side of
the river, and partly on the other, crossing and re-crossing at
several points, so as to take advantage of the most favourable
ground for economy in the execution. Nevertheless, this esti-
mate is considerably higher than the former one. For 56 miles
of the distance, that is, from Northumberland to the Wyoming
valley, keeping on the west side of the river, the expense will
not exceed 8,500 dollars per mile.
NOTE.
An act has passed the Pennsylvania legislature, March, 1828,
authorizing and requiring the board of canal commissioners to
locate this section of canal, between Northumberland and the
New-York state line; and to place immediately, or in the course
of this year, from 15 to 45 miles of the same, under contract
for execution.
No. 79. (CONTINUED.)
THE PENNSYLVANIA CANAL;-DELAWARE AND
SUSQUEHANNA SECTION.
Pursuant to act of the legislature, 3d April, 1827, the Penn-
sylvania commissioners proceeded to cause surveys to be made
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249
towards conclusive information and decision upon this proposed
section ; and the result is, that, having established a summit le-
vel at the gap of Mine ridge, which divides the waters proposed
to be connected, the engineer found the means of an adequate
supply of water for the summit to be decidedly wanting, and
therefore, that a navigable connexion is impracticable.
Which being ascertained, the engineer, in conformity to in-
structions contained in the said act, next proceeded to survey
the ground for a canal, from the mouth of Swatara river as far
as Columbia on the Susquehanna, and for a rail road along the
remainder of the distance to Philadelphia. The line of road ac-
cordingly projected, reaches the north of Lancaster city, very
direct, and thence, crossing the Conestoga, the Pequea, and some
other streams, arrives at the Gap; whence it descends into Ches-
ter valley on the north side, and, crossing the Brandywine
branches, reaches the valley summit, and passes to the south side,
at the White Horse. It thence crosses the country to a point
of the Lancaster road about one mile from Philadelphia. At this
point, it is left, for the present moment, for consideration, as to
whether or not it shall pass the Schuylkill river ; and then, the
location to be completed.
For the proposed canal from the mouth of Swatara to Columbia,
the engineers' estimate amounts to 192,000 dollars. And a
rough estimate for the rail road as above, from Columbia to Phi-
ladelphia, makes it probable that 1,000,000 dollars will cover
the expense, or thereabout.
From the bank of the Susquehanna, where a stationary engine
will be requisite to surmount the declivity, it is stated, that the
graduation adapted to locomotive steam-engines, may be pre-
served along the whole distance to the city of Philadełphia.
NOTE.
A survey of the ground has been made, in reference to a con-
tinuation of canal down to the Maryland line, the construction of
which, it appears, would be attended with formidable difficulties,
if at all practicable; particularly so, on the west side of the Sus-
quehanna. On the east side, for a canal along the 61 miles dis-
tance between the mouth of Swatara and the Maryland line, the
cost is estimated at 1,245,408 dollars. Of which sum, the distance
below Columbia would require 1,053,408 dollars.
An act has passed the Pennsylvania legislature, March, 182S,
by which the board of canal commissioners are authorized and
required to locate the section of canal between the mouth of the
river Swatara and Columbia, and to place forthwith, or in the
course of this year, 10 miles of the same under contract for exe-
cution. Moreover, the board of commissioners are by this act
Ii
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INTERNAL NAVIGATION
required to locate, by the most eligible route, a rail road from
Philadelphia, through the city of Lancaster, to Columbia on the
Susquehanna, and thence to the west end of the borough of York,
in York county ; and to place that portion of the road east of the
Susquehanna immediately under contract, with a view to its be-
ing completed within two years, or as early thereafter as practica-
ble. Distance of rail road, 84 miles.
And further, the commissioners are by this act required to
effect surveys between the borough of Columbia and the mouth
of Conestoga river on the Susquehanna, with a view to an im-
proved navigable communication from one to the other, whether
by canal or by other means; and to report upon the same, with
estimates, and all particulars.
No. 87. (CONTINUED.)
CONNEAUGHT SUMMIT AND FRENCH CREEK
FEEDER CANAL.
The Pennsylvania commissioners, under act of the legislature
25th February, 1826, caused a commencement on this feeder;
that is to say, upon a selected portion, 9 miles in length, which
is common to all the suggested canal routes between the Ohio
river and Lake Erie; and therefore will be applicable, and come
into service, which one soever of the routes may be adopted.
The work was placed under contract on the 15th August, 1827.
It begins at Bemis's mill on French creek, and passes down, 9
miles, to the Conneaught outlet. Some of the work is done, and
according to contract prices, the cost of this portion of feeder will
be 80,768 dollars.
No. 86. (CONTINUED.)
THE PENNSYLVANIA CANAL;-OHIO AND LAKE
ERIE SECTION.
The commissioners, as directed by act of the legislature, 3d
April, 1827, caused a course of surveys, applicable to this section
of canal, to be made, in order to determine as to the line of route,
to be preferred, under all circumstances, for accomplishing the
proposed connexion. From the results of several surveys and
correspondent estimates, combined with what was already ascer-
tained and reported on last year, it appears, that-
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1. Commencing at the mouth of Kiskimenetas, and passing by
the Alleghany valley and French creek, through Waterford, to
Erie harbour, there would be 162 miles of canal; 1103 feet of
lockage. The estimated cost, $2,339,427.
2. Commencing at the same point, and passing by the Alleghany
valley and French creek, and Conneaught summit, and thence
by Elk creek to Erie harbour. Distance 166 miles; lockage
837 feet. The estimated cost, $2,667,373.
3. Commencing at Pittsburg, and passing by the Beaver and
Shenango valleys, and the Conneaught summit, and thence by
Elk creek to Erie harbour. Distance 1671 miles; lockage 8521
feet. The estimated cost, $1,730,015.
4. Commencing at the same, and passing by the Beaver and
Shenango valleys, and by the Conneaught lake, French creek,
and Waterford, to Erie harbour. Distance 186 miles; lockage
1118 feet. The estimated cost, $1,576,131.
And considering all which, the board of commissioners are, for
various reasons, decided in recommending that the No. 3 line of
route be adopted. This canal, therefore, to commence from the
Ohio at Pittsburg, and, striking from the Shenango valley upon
a point near to Conneaught lake, cross the Conneaught summit,
and thence proceed to strike across the valleys of Elk and Wal-
nut creeks, for the harbour of Erie, or Presque Isle.
NOTE.
An act has passed the Pennsylvania legislature, March, 1828,
requiring the board of canal commissioners to effect a survey of
the valley, as also of the stream of the Monongahela river, be-
tween Pittsburg and the Virginia state line; with a view to a
navigable communication, either by canal or a slackwater navi-
gation; and to report on the same, with estimates, and all par-
ticulars.
This improvement will meet the Virginia navigation improve-
ments on the upper waters of the Monongahela.
Moreover, the board of commissioners are, by this act, au-
thorized and required to effect additional surveys and examina-
tions, along the valley of the Alleghany river, from the mouth
of Kiskimenetas to that of French creek, to ascertain as to the
practicability and probable cost of, viz.
1. Constructing a canal between those points.
2. Improving the navigation of the river, by dams and locks,
for steam-boats, between those points.
3. Improving the same, for common boats, between those
points.
4. Effecting an improved navigable communication, partly by
canal, and partly by dams and locks, between the said two points.
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INTERNAL NAVIGATION
And also are required to effect further examinations, from
Pittsburg to the mouth of Beaver river on the Ohio, to ascertain
whether, or not, the navigation of the Ohio river can be ade-
quately improved, at a less expense than the expense of a canal,
between the points last above referred to; and to report to the
legislature, upon all these matters, with estimates in detail.
The engineers' estimates for the whole of the Pennsylvania
canal and rail road," amount to something above 8,000,000 of
dollars. With contingencies, it is thought probable the whole cost
will not fall short of 10,000,000; and may be considerably more,
much of the route proving very difficult; but, however costly
it may be, there exists, at the present day, a high degree of pub-
lic confidence; and experience goes to prove, on the most ma-
ture principles of analogy, that a thorough accomplishment must
have the effect, not confined to a scanty or even a liberal remu-
neration, but that of enriching the commonwealth, successively,
in a ratio not to be reduced to calculation or estimate before-
hand.
At the spirited rate at which the works are now advancing, it
is supposed the whole may be complete in 4 or 5 years. The ap-
propriation for the service of the present year, is 2,000,000 of
dollars.
This most comprehensive project in the catalogue of improve-
ments, to become, by and by, a magnificent, if not wonderful,
continuous structure, comprising, as it were, a chain and platform
of moving industry, over a line and area of unprecedented di-
mensions, may be said to have originated in a certain bill brought
into the Pennsylvania legislature, by Mr. William Lehman, the
Philadelphia member, in the session of 1817, being the very
year in which the New-York Erie canal was commenced,-a
bill for a board of commissioners to be appointed to take pre-
liminary steps for making canals and ruil roads. To the
persevering and intelligent industry of this gentleman, from that
time forward, through a laborious collection and arrangement
of facts, out of doors, and incidental statements, at each suc-
ceeding session, it is no more than strictly just to say, is mainly
owing that the measure of state improvement was at length car-
ried, and acts have passed accordingly, as already noticed, in
succession, and that the project has been improved and perfect-
ed, into the connected and comprehensive system, which the
foregoing specifications claim to exhibit ;-a matter, truly, for no
feeble, or lukewarm public gratulation !
DECEMBER, 1S28.
From the respective engineers' reports, made to the governor,
and by him communicated to the Pennsylvania legislature, it
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253
appears, that, in addition to the several sections of canal; namely,
From Pittsburg, up the Alleghany, Kiskimenetas, and Cone-
maugh valleys, to Blairsville,
-
-
-
- 80
Part of French creek feeder, from Bemis's mill to Conne-
aught outlet,
-
-
-
9
From the mouth of Swatara to that of Juniata,
-
- 24
From the mouth of Juniata river, up the valley thereof,
to Lewistown, -
-
- 441
From the mouth of Juniata, up the Susquehanna valley,
to Northumberland, -
-
-
-
-
- 37
From Bristol, up the Delaware valley, to Taylor's ferry, 18
Together, Miles, 2121
which, prior to the present year, authorized by acts of the le-
gislature, of 1826, and 1827, were already under contract, and
in progress of execution; the following have, in the course of
the past season, been placed under contract also, and the work
of each is, more or less, advanced ;-
Along the Delaware division, from Taylor's ferry up to
New-Hope,
-
-
7
Along the same, from New-Hope up to station south of
Easton,
-
-
- 284
Adjunct to the Juniata and Susquehanna divisions, in
order to unite these at an eligible point on Duncan's isl-
and,
-
-
41
Along the Susquehanna division, part of 54 miles, be-
tween Northumberland and Nanticoke falls,
-
- 45
Along the West branch division, from Northumberland
up to Muncy hills,
-
-
-
-
- 23
Along the Juniata division, from Lewistown up to Smith's
mills above Huntingdon,
-
- 45
Engineers' estimate for this section, 890,229 dollars.
French creek feeder; extension thereof, terminating at
Muddy run, two miles short of Conneaught lake,
10}
Along the Conemaugh section, from Blairsville up to near
Johnstown,
-
- 27
Along the Susquehanna division, part of the distance be-
tween Middletown and Columbia,
- 10
Together, Miles, 2001
Making, in all, 413 miles of canal, whereof one half the dis-
tance, or thereabout, is nearly finished; and, should the means
continue to be provided on a liberal scale, and the same spirit
be exerted during the ensuing year, the residue will by that time
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INTERNAL NAVIGATION
be respectably, and, it is hoped, (in regard to tolls) profitably
advanced, together with such further sections of the great work
as may, wholly or in part, have been placed likewise under con-
tract.
Minute examinations were made, preparatory to a rail road
location between Columbia and Philadelphia, whereby it was
satisfactorily ascertained, that such a construction, graduated
within the limit of locomotive machinery, from the bank of
Susquehanna river, to the bank of Schuylkill, will not be diffi-
cult to effect; each end of this road, however, being to terminate
at an inclined plane, supplied with stationary steam power, by
which to reach the water level. It is proposed, according to the
view at present taken, to cross the Schuylkill river by a bridge
near the seat of the late Judge Peters, and carry on the rail road
thence, to and along the line of the old Union canal, to the in-
tersection of Broad and Vine streets, in Philadelphia; leaving it
to be decided, by circumstances, hereafter, as to the construction
of short branch roads, leading to and through the city and ad-
joining districts, to the Delaware river. A location has been
made, according to the following designation, accompanied by a
series of observations, which still keeps the question open, for
inquiry and decision, as to any means there may be of adopting
partial improvements into the plan.
1. From the Mine ridge gap summit fixed on, at Henderson's,
down through the north-east corner of Lancaster, to the Big and
Little Conestoga, passing north of Mount Pleasant village, to
the head of the inclined plane near Columbia bridge; or other-
wise, a position at the southern extremity of the town. Height
of plane 90 feet; length thereof 660 yards. The engineers'
estimate, for levelling and other works on the road, preparatory
to laying the rail way, amounts to 131,285 dollars. Distance,
29 miles.
2. From the summit as above, eastward, crossing the west
and east branches of Octoraro creek, and winding on, through
Chester and Delaware counties, to a point north of the seat of
the late Judge Peters; whence, by an inclined plane of 180 feet
to the Schuylkill river; crossing which, and following the bed
of the old Union Canal, the line, arrived east of Bush Hill esta-
blishment, curves southwardly and enters Broad street, proceed-
ing to the intersection of that and Vine street in Philadelphia. A
company is proposed as the Northern Liberties and Penn town-
ship rail road company," with the object of constructing a
branch which shall pass on to Front street, Philadelphia, by the
way of Willow street, Northern Liberties; and another branch,
if the company think proper, to pass westward, and strike on the
Schuylkill river, at a point north of Vine street. The graduation
of the whole road, from level distances to a maximum ascent and
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descent of 30 feet in one mile. Engineers' estimate, for road
forming from Columbia to Vine street, Philadelphia, 495,557
dollars. Distance, from the head of inclined plane at Columbia, to
the Schuylkill river, 791 miles; distance to Vine street,
miles.
Estimate for rail way.
Supposing the use of iron and stone only.
Malleable rail; for double tracks; weight per yard
28 lbs. ; is 88 tons per mile; delivered at 65 dol-
lars,
-
-
-
-
-
-
-
-
$5720 00
For sidelings,
-
-
-
-
-
-
143 00
Chairs of cast iron, 18.267 tons at 45 50
-
-
831 14
Iron pins for fixing chairs, &c.
-
-
-
-
36 00
$6730 14
United States import duty, 25 per cent.,
-
-
1682 59
Broken stone for paving and embedding,
-
-
970 00
Blocks of stone for fixing rails, &c.
-
-
-
1835 00
Contingencies,
-
-
-
-
-
-
280 11
$11,497 78
Making, for 79.42 miles,
-
-
$913,143
Amount for bridges, using wooden rails
plated with iron,
-
-
-
- 10,066
For 2 steam engines,
-
-
-
- 14,000
Total cost of rail way from Columbia to
the river Schuylkill,
-
-
-
-
-
$937,209
This, consequently, being in addition to the grading and
bridging the road, above estimated; which preparatory work,
may, however, be reduced T¹⁷ᵗʰ in expense; in case the use of
iron and stone be exclusively adopted in the rail way, according
to the supposition in this estimate.
Very extensive surveys have also been made, during the past
season, at the Alleghany mountain, in reference to the portage
between the Juniata and Conemaugh levels; but the subject is
not yet quite matured for a decision as to the precise line of route
to be adopted. Besides a rail road, and in combination with it,
the project of carrying across, an easy, graduated, M'Adamized
turnpike, between the eastern and western heads of the canal, is
at present in contemplation, and strongly recommended by the
engineer; not, however, with any view of its entering into com-
petition with the rail way conveyance in the transportation of
country productions and of merchandise, but to subserve the
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INTERNAL NAVIGATION
convenience of travellers, whose numbers, passing and repass-
ing, will necessarily be multiplied by the scenes of business cre-
ated along the canals and rail roads, and at the places they con-
nect. The routes surveyed, and submitted for a selection, em-
brace 2 summits, as follows;-
1. From Bob's creek summit, eastward, by way of
Newry, to the canal basin near Frankstown ; Miles. Chains.
descent 1591.30 feet,
-
-
-
-
-
21
79
Westward, to basin as proposed, on the Cone-
maugh, at the north branch junction; descent
935 feet,
-
-
-
-
-
-
-
10
20
Total ascent and descent 2526.30,
distance, 32
19
Estimate for formation of road, 333,895 dollars, or 10,543 dol-
lars per mile.
2. From same summit, eastward, by way of Newry, Miles.
Chaina.
to basin, near Poplar run, 1552 feet,
-
18
16
Westward, to the Conemaugh basin, as above, 935
feet,
-
-
-
-
-
-
-
10
20
Total ascent and descent, 2487 feet,
distance 28 36
Estimate for formation of road, 302,655 dollars, or 10,652 dol-
lars per mile.
3. From same summit, eastward, by the south side
of Blue Knob, to Cove basin; descent, 1515.17
Miles.
Chaine
feet,
-
-
-
-
-
-
-
16
46
Westward, to the Conemaugh basin, as above;
descent, 935 feet,
-
-
-
-
-
10
20.
Total ascent and descent, 2450.17 feet, distance, 26
66
Estimate for formation of road, 283,584 dollars, or 10,571
dollars per mile.
1. From Sugar run gap summit, eastward, to the ca-
nal basin near Frankstown ; descent, 1381.655
Miles.
Chains.
feet,
-
-
-
-
-
-
-
15
00
Westward, to the proposed Conemaugh basin ; de-
scent, 758.175 feet,
-
-
-
-
14
481
Total ascent and descent, 2139.83;
distance,
29
481
Estimate for formation of road, 248,341 dollars, or 8,341 dol-
lars per mile.
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2. From the same summit, eastward, by the north
side of the turnpike, to the Frankstown basin; Miles.
Chains.
descent, 1419.281 feet,
-
-
-
-
18
54
Westward, to the Conemaugh basin, as above;
descent, 788.175 feet,
-
-
-
-
14
481
Total ascent and descent, 2177 feet;
distance,
33
221
Estimate for formation of road, 318,155 dollars, or 9,559 dol-
lars per mile.
3. From the same summit, eastward, by the south
side of the turnpike, to the Frankstown basin; Miles. Chains.
decent, 14171 feet,
-
-
-
-
18
66
Westward, to the Conemaugh basin, as above;
descent, 758 feet,
-
-
-
-
-
14
481
Total ascent and descent, 21751 feet;
distance,
33
341
Estimate for formation of road, 345,185 dollars, or 10,325
dollars per mile.
To which one soever of these routes that may be selected,
they all terminating at the North branch junction, is to be added,
viz-
From the said point of junction, down the Conemaugh valley,
to Johnstown; descent, 380 feet. Distance, 17 miles 40 chains.
Estimate for formation of road along this adjunct, 166,250
dollars, or 9,500 dollars per mile. Also, the amount of rail way
is to be added; the average cost whereof, per mile, is estimated,
according to the following proposed plan, at $7,820 30.
Plan.
Stone supports, or sleepers, 20 inches square, by 30 inches
long, properly cut and drilled to receive a wooden plug; these
placed in 4 parallel lines, 5 feet apart, and on them to be placed
side rails of locust timber, 6 inches by 10, secured to the stone
supports. Upon the inner edges of these side rails, plates of roll-
ed iron, 2 inches by half an inch, to be secured.
Estimate.
4224 stone supports, cut, drilled, and set, at 70 cents, $2956 80
1418 pieces of locust timber, prepared and delivered,
at 75 cents, -
-
-
-
-
-
1063 50
30 tons iron plates, drilled and delivered, at $ 100,
3000
00
4 tons iron bolts, delivered, at $ 150,
-
-
600 00
1 ton spikes,
-
-
-
-
-
200 00
Cost per mile, workmanship included,
$7820 30
Kk
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INTERNAL NAVIGATION
As directed by law, a further examination of the Delaware line
of canal, from Easton up to Carpenter's point, has been made;
and estimates have been formed on two several scales; namely-
allowing to this distance of canal, the same capacity as to the sec-
tion below Easton, the engineers' estimate of cost, in that case,
appears to amount to 13,309 dollars average rate per mile; but
for a canal of smaller dimensions, if such should be determined
on, it is calculated that the average of 11,678 dollars per mile,
may suffice for its construction. The point is undecided for the
present, and no part of the section yet under contract.
The new survey was prosecuted, as here follows;-
From a dam at Peters' rift, three quarters of a mile above
Carpenter's point, down the Delaware valley, to Easton; crossing
in its course the Bushkill, and Broadhead's creek, the Sawkill,
Ranny's kill, Dingman's creek, Cherry creek, Cobuskill, the
Lower Bushkill, and other streams, also passing the Walpuck
bend, the Water gap, and the Wygaat ranges of mountains; this
last not far from Easton. Descent, from station at the dam, 259
feet, by 28 locks. Distance, miles. The engineers' esti-
mate, for a canal 40 feet wide at the water surface, 25 at the bot-
tom, 5 feet deep, with locks of 11 feet wide, and calculated for
boats of 40 tons, is 885,502 dollars. Estimate for one of 32 feet
wide at surface, 20 feet at bottom, and 4 feet deep, 776,798 dol-
lars.
For the sections between Philadelphia and the station 61 miles
below Easton, the engineers' estimate, at contract prices, amounts
to 626,571 dollars. For the section thence up to Easton, 137,028
dollars.
On the Susquehanna north branch division, the section of 27
miles, from Nanticoke falls downward, is estimated, at contract
prices, at 283,007 dollars; and the 27 miles in continuation,
down to Northumberland, estimated at 129,250 dollars.
According to survey effected on the 'West branch," along the
eastern side thereof, from Northumberland up to a proposed
dam on Bald Eagle creek, 2 miles above the mouth thereof, the
distance of this canal route is found to be 68 miles 85 perches;
and the engineers' estimate of cost for the canal, amounts to
723,311 dollars.
A survey of the Ligonier section, between Blairsville and
Johnstown on the Conemaugh, makes the distance thereof 28
miles 52 chains; and the cost is estimated at 500,413 dollars, in-
cluding a basin and harbour.
The surveys authorized by law, to determine as to a rail road
location, from some point of the Schuylkill canal, to Sunbury,
Danville, and Catawissa ; also for canals, and rail roads, between
the Lehigh river, and North branch Susquehanna, by the Nes-
copec valley ; and for a connexion by canal or rail road, from the
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Lackawannock to the Delaware, by Broadhead's creek, and
other projected routes ;-have all been executed and the result
is;-
1. That it appears probable, a canal by way of the Nescopec val-
ley, between the Lehigh river at the mouth of Wright's creek,
and the North branch canal at Berwick, is not impracticable, but
the execution attended with difficulties very expensive to be over-
come, particularly in point of lockage : the survey traces the
routes, from a summit between the respective waters, down the
valley of Wright's creek, to the Lehigh, distance 2.23 miles, in a
descent of 209.217 feet; and from the same point, down the Nes-
copec valley, to a point of junction with the North branch canal,
at 96 feet below the bridge at Berwick, distance 35.05 miles, in
a descent of 829.284 feet; and it proposes that the summit
should be reduced 70 feet, by means of a tunnel 175 poles long,
with some deep cutting : which, however, will still leave a rise
and fall of 898.501 feet to be overcome by lockage, and for an
extension of the canal from the mouth of Wright's creek, down
to Mauch Chunk, 597 feet in addition together, 14951 feet.
The other difficulties eonsist, in much rock excavation, in long
stretches of embankment and slope wall, and in forming a con-
nexion with the North branch canal, by an aqueduct of 1230 feet
long, elevated 20 feet above the water of the river. Yet, as the
supply of water for the summit level, to be had from Wright's
creek, from Pine run, and especially from Bear creek, is ascer-
tained to be abundant; so the canal, though of difficult construc-
tion, is considered to be practicable. Whole distance, according
to survey, 37.28 miles.
A careful examination of the whole dividing country, between
the North branch of Susquehanna, and the tributaries of the De-
laware river, proves, that, excepting by the valley of the Nesco-
pec, no route is presented for a canal, with facilities of construc-
tion deserving of consideration. (See article 63.)
2. That, in regard to a rail road between a point or points of
the Susquehanna from Sunbury to Catawissa, and a point of the
Schuylkill canal, there are difficulties in the way, arising from
the depth and the direction of the Mahanoy and Little Mahanoy
valleys; the junction of the two Mahanoy streams presents a gulf
700 feet lower than the most depressed part of the Broad moun-
tain, requiring to be passed; which, and the subsequent diffi-
culties, found on the line from the said fork, by the Shamokin
valley, to Danville, and to Sunbury, made it nearly conclusive
for an abandonment of it; and other experimental lines were re-
sorted to. In consequence whereof, a route has been traced as
follows ;-
From the Schuylkill navigation, near Pottsville, or from Potts's
furnace, passing up the valleys of Norwegian creek, east branch,
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260
INTERNAL NAVIGATION
and Mill creek, to the most depressed point of Broad mountain,
at an elevation of 900 feet, and thence along the northern slope
thereof, rising from 10 to 20 feet per mile, to a summit at the
head of the Mahanoy creek, and the dividing ground between
that stream and Little Schuylkill ; from which point, a level is
established to the most depressed point of the dividing ground
between Little Schuylkill and the south branch of Catawissa.
Here is a descent of 600 feet, in less than 4 miles, to be over-
come by inclined planes; after which, a graduated descent of
271 to 13 feet per mile, reaches the North branch Susquehanna
canal, at the town of Catawissa. This route, in length 58 miles
13 chains, according to the survey, is calculated for locomotive
steam-engines, except at the Broad mountain and Catawissa
summits, where stationary power is needful. And it is proposed
that branches be extended both to Little Schuylkill, as presenting
the most direct feasible line of route from North branch Susque-
hanna to Philadelphia, and to the Lehigh river, by the way of
Quacake valley. Of both which branches, the examinations made
have determined the practicability, but surveys for their precise
location remain yet to be made.
From the Schuylkill navigation, near Pottsville, to the Broad
mountain summit as above, and thence to the forks of the Maha-
noy, and to the Susquehanna river at Sunbury, the distance is 49
miles 70 chains ; but, although shorter, as already intimated, is
much less favourable to graduation than the Catawissa route.
In case, however, horse power, in place of locomotive engines,
be adopted, it is understood that a rail road may be adjusted to
it. (See article 66.)
3. That, in regard to other routes for rail way communication,
and particularly, one proposed hy way of Black creek and Little
Schuylkill, and another between the Susquehanna, at Wilkesbarre,
and the Lehigh navigation, it appears to be ascertained, by a line
of levels run, and critical examination made, from the Catawissa
and little Schuylkill summit, along the whole of the dividing
ground between the North branch Susquehanna and the Lehigh
river, as far north as the Wilkesbarre and Easton turnpike,-
'that such routes are to be considered as impracticable, by reason
of the great elevation of their summits, and other obstacles.
(See article 61.)
4. That, in regard to a connexion between the Lackawannock
and Broadhead's creek, either by canal or rail road, for which
two routes had been suggested; viz. One passing up the val-
ley of Roaring brook, crossing the Lehigh and Tobyhanna rivers
near their source, and descending from that table land, to the
valley of Broadhead's creek ;-the second route, leaving the val-
ley of Roaring brook at a point where it approaches the West
branch of Waalenpaupack, and then retaining a level, after cross-
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ing the dividing ridge, for a descent into Broadhead's creek val-
ley; the examination of the first route proved unfavourable, on
account of its elevation of 1900 feet above tide level, and great
difficulties in crossing the Lehigh and Tobyhanna rivers. The
second line of route could not be examined with instruments, on
account of a fall of snow intervening, but so far as a partial re-
connoissance could go to decide the question, proved not as fa-
vourable as had been expected. (See article 64.)
On the result of a fresh survey along the Alleghany river, as
directed by law, from the mouth of Kiskimenetas to the mouth
of French creek, embracing different modes of improvement, it
appears, that,
1. For an entire canal between those points, traced along the east
side of the river, 28 feet wide at the bottom, the towing path 12
feet wide at the top, the river banks to be supported by a wall
of stone, aqueducts with stone abutments and wooden superstruc-
tures; distance 934 miles; descent on the river 223 feet, (dif-
fering from former surveys) ; the first supply of water taken
from French creek, the rest, by 3 feeders, from the Alleghany
from the 81st mile, the canal to be continued on a level, down
to its intersection with the Kiskimenetas canal; lockage 205
feet. For this, the estimate amounts to 2,100,559 dollars.
2. For an improved stream navigation, by locks and dams,
combined with a length of canal, and adapted to the use of steam-
boats; thus;-from French creek down to Fort Run ripple, 3
miles below Kittaning, it is proposed to construct 18 dams and
28 locks, with ponds between, wherever two locks are required
by the height of any dam ; at this point the slackwater improve-
ment to terminate, and a connexion to be formed with the Kis-
kimenetas line, by a canah Locks to be 120 feet, by 20 in the
chamber, and built of stone; these dimensions assumed as being
adapted to the size of the low water steam-boats in use on the
Ohio. These boats introduced, it is calculated, will carry each
60 tons of freight, with 3 feet draft of water, and will travel,
each one with 2 canal boats in tow, of 40 tons freight each, at
the rate of 5 miles per hour, or average, including lockage, of 4
miles per hour.
For the improvement after this plan, the estimate of cost is as
follows:-
Cost of the dams,
-
-
-
-
$346,035
Ponds and short canals,
-
-
-
- 25,623
Removing of rocks and gravel bars, below
the locks,
-
-
-
-
-
-
5,275
Amount carried forward, $ 376,933
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INTERNAL NAVIGATION
Amount brought forward, $ 376,933
Cost of 121 miles of canal, from Fort Run to
Kiskimenetas,
-
-
-
-
- 219,697
Guard lock at head of canal,
-
-
- 2,050
Lockage, 185 feet, at 1,300 dollars per foot
lift,
-
-
-
-
-
-
- 240,500
839,180
Contingencies, 10 per cent, 83,918
$ 923,098
This, from its saving in some measure the construction of
dams, and the advantages offered for its connexion with the
Kiskimenetas canal, seems, at present, best adapted to the river.
3. For an improvement, adapted to steam-boat navigation, by
means of locks and dams, without the aid of canals. Estimate,
873,343 dollars.
4. For an improvement, by locks and dams, adapted to the
use of common boats; the formation of towing path, on this
plan, very expensive, arising from circumstances of the river.
Estimate 1,708,275 dollars.
A thorough examination was made along the valley and the
stream of the Monongahela river, from Pittsburg up to the
Virginia state line, with a view to the effecting an improved
navigation, by means of a canal or otherwise. By the report
upon which, it appears, that a canal construction is not prac-
ticable, on one side or the other, within the limits of any rea-
sonable expense; but, that a slackwater navigation on this ri-
ver, may be advantageously carried into effect. The distance
between the Virginia line and Pittsburg, is 89 miles, along
which the river falls 75 feet; it is proposed, by erecting 8 dams,
with 10 appropriate locks, at proper intervals, as designated in
the report, to create, along the said distance, a complete steam-
boat navigation, with 4 feet depth of water.
The dams here proposed, are those known by the name of
crib and frame dams; the bottom to be built in the form of crib
work, the top of frame work, and the whole to be filled in with
loose stones.
Estimate of cost, as follows;-
For the 8 dams, including wing walls, excavation,
&c.,
-
-
-
-
-
-
-
- $156,916
Ponds, -
-
-
-
-
-
-
-
-
5,553
Lockage, 75 feet, at 1,300 dollars, -
-
-
-
97,500
Amount carried forward, $259,969
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263
Amount brought forward, $259,969
Grubbing and clearing along the banks,
-
-
-
6,350
Removing some wing dams,
-
-
-
-
-
1,676
Damages of mills, -
-
-
-
-
-
-
8,500
Walling below locks,
-
-
-
-
-
-
2,400
$278,895
Contingencies, 10 per cent., 27,889
Total cost, $306,784
Or, in case crib locks be used, the cost, $ 265,534
An examination of some distance on the Ohio river, was more-
over made, with a view to improving the navigation thereof;
namely, from Pittsburg down to Stone's island, immediately be-
low the mouth of Beaver distance 251 miles; and the object,
it appears, may be accomplished by the erection of 4 dams, with
their locks, as below specified. By which, a continued steam-
boat navigation, to the extent of 4 feet depth of water, at the
lowest stages of the stream during the dry season, will be ob-
tained. Plan of the dams, the same as that proposed for the
Monongahela river; the locks to be built of stone, and to be 140
feet, by 40 in the chamber, as calculated for the largest boats
that come up to Pittsburg. Descent to be overcome, 34 feet;
with a foot proposed for the dam to raise at Pittsburg; this makes
35 feet.
Dam at Neville's island, two parts,
-
-
-
- $37,685
Dam at Wolrey's Trap ripple, -
-
-
-
- 31,210
Dam at Dead Man's ripple,
-
-
-
-
- 34,505
Dam at foot of Stone's island,
-
-
:
-
-
- 39,650
Lockage 35 feet, at 1,600 dollars,
-
-
-
- 56,000
Excavation below locks Nos. 3 and 4,
-
-
- 2,130
$201,180
Contingencies, 10 per cent., 20,118
Total estimate of cost, $221,298
Upon the surveys directed in reference to proposed rail roads,
from the west end of Harrisburg bridge, to Chambersburg, Get-
tysburg, and York, no report is yet made.
In consequence of the contracts now entered into, and the
works respectively more or less advanced, estimates of expense,
claiming mostly to be provided for in the ensuing year, (1829)
are given; together with some observations by the board of com-
missioners, as here follows :-
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264
INTERNAL NAVIGATION
Delaware,
-
-
-
-
-
-
-
$ 520,000
North branch, -
-
-
-
-
-
-
- 330,000
West branch, -
-
-
-
-
-
-
- 151,000
Juniata, (Lower line,)
-
-
-
-
-
- 315,000
Do. (Upper line,)
-
-
-
-
-
- 890,000
Susquehanna division, including dam and bridge over
the river,
-
-
-
-
-
-
-
- 284,000
French creek feeder,
-
-
-
-
-
- 76,000
From Middletown to Columbia,
-
-
-
- 245,000
Conemaugh, from Blairsville to Johnstown,
-
- 500,000
Part of Pennsylvania rail road,
-
-
-
- 200,000
$3,511,000
It is estimated, from the experience of former seasons, that
supposing the utmost activity to be used upon all the lines with-
in the approaching year, at least 700,000 dollars of the aggregate,
exhibited by this statement, will remain to be expended in the
year 1830, so that the amount required for the operations of next
year, making full allowance for the sums yet to be paid on the
eastern and western divisions, cannot materially exceed 3,000,000
dollars, and may probably fall short of that sum. In as much,
however, as the faith of the commonwealth is already pledged
for the contracts made, it will probably be desirable, that a pre-
cise limit should not be fixed, and that full scope should be giv-
en for the execution of such contracts as early as possible.
That this statement presents a scene of operations of great ex-
tent, is readily admitted ;-but it is equally certain, that a vi-
gorous effort for another year, will so reduce its magnitude, as
to place the success of the whole system of internal improve-
ment beyond a reasonable doubt. By the month of August
next, 47 miles on the Juniata, 41 miles more on the Susquehan-
na, and 28 miles on the Delaware, will certainly be completed,
reducing the whole distance to 184 miles. By the month of De-
cember next, the North and West branch divisions may be ready
for navigation, the Delaware line to Easton will be nearly com-
pleted, and the obligations of the commonwealth, for lines now
under contract, will have been reduced to a sum considerably
short of 1,000,000 of dollars.
Upon the view thus presented, the board would propose a
system of proceeding, recommended at once by its extreme sim-
plicity, its tendency to sustain the confidence of the public, and
the certainty it affords, that the whole scheme of internal im-
provement adopted by the state, embracing a complete commu-
nication, from Philadelphia to Pittsburg and Lake Erie, and
the projected lines along the Susquehanna, its branches, and the
Delaware, may be triumphantly executed within a reasonable
period.
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OF THE UNITED STATES.
265
It is based upon the supposition, that the whole expenditure
of the coming year will be 3,000,000 of dollars, which, added to
3,300,000 dollars already borrowed, makes 6,300,000 dollars ;
and also that the income from the eastern and western divisions,
next year, will equal the interest of the excess of the canal debt
above 6,000,000 of dollars, at the end of that year. Upon these
suppositions, it is proposed :-
1. That the revenue at present applicable to the interest of
canal loans, be so increased by legislative provisions, as to pro-
duce, annually, the interest of 6,000,000 of dollars, independently
of all receipts from the canals.
2. That all further extensions of the lines of improvement be-
yond the cost of 6,000,000 of dollars, shall be made by loan,
upon the credit of receipts, from the finished canal, and shall be
limited by the sufficiency of those receipts to discharge the in-
terest of such further loans.
3. That as the finished portions of the canal increase in re-
venue, so as to exceed the interest of the loans to which they
are pledged, the excess shall be applied as a sinking fund, or as
a fund for the making of other valuable improvements, not in-
cluded in the present system.
The board, in offering these suggestions, desire it to be under-
stood, that they mean not to diminish the extent of the system,
as already adopted, but, on the contrary, that they calculate upon
its early and effectual completion. They entertain no doubt,
that the receipts from canal tolls, within the year 1830, will jus-
tify the expenditure of $3,000,000 that year, if such a sum be re-
quired ; and will increase from that time, in a ratio fully equal
to the further wants of the commonwealth, in executing its sys-
tem. In proof of this, they remark, that during the whole of
next season, 103 miles of valuable canal will be in full opera-
tion; that at the commencement of the year 1830, the extent
navigable will be 290 miles; and that within the last mentioned
year it will be extended to 350 miles, embracing sections equal-
led by none other in promise and importance.
1829.
SUMMARY OF PARTICULARS ON THE 'PENNSYL-
VANIA CANAL AND RAIL ROAD,"
Embracing the divisions and subdivisions as below stated
which are in part finished, in part under contract for exe-
cution, and the rest in a course of preparation or prelimi-
nary arrangement.
No. 84.
DELAWARE DIVISION
Connecting the Delaware navigation at Philadelphia, with the
L 1
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266
INTERNAL NAVIGATION
same at Carpenter's point, at the north-east boundary of the
state, by canal, along the valley of the river ; viz.-
Philadelphia and Bristol section; distance according to
Miles.
survey,
-
-
-
-
-
171
Bristol and Easton section ; viz. Bristol to Taylor's
ferry,
-
-
-
-
- Miles, 18
Taylor's ferry to New-Hope; ascent by
locks,
feet,
-
-
-
-
-
-
7
New-Hope to station south of Easton ; ascent by
locks,
feet,
-
-
-
-
-
281
Latter station to Easton; ascent by locks,
feet, 61
60
Easton and Carpenter's point section; ascent to dam
at Peters's rift, 1 of a mile above the point, by 28
locks, 259 feet. Distance, by the survey,
661
Miles, 144
Nos. 86, 88.
OHIO AND LAKE ERIE DIVISION;
Connecting the Ohio navigation at Pittsburg, with that of Lake
Erie at Presque Isle harbour, by way of the Beaver and She-
nango valleys, and across the valley of Elk creek; being one
of the routes surveyed between the said points; viz.-
From Pittsburg, by the Beaver and Shenango
valleys, to Conneaught summit. Lockage,
345 feet,
i
-
-
-
-
Miles, 1201
From said summit to Erie harbour. Lockage,
5074 feet.
-
-
-
-
-
Distance, 47
Miles, 1674
No. 87.
FRENCH CREEK AND CONNEAUGHT SUMMIT
FEEDER;
From Bemis's mill on French creek, along the eastern side
thereof, 9 miles, down to a point opposite the Conneaught outlet;
and thence passing across by an aqueduct, westward 121 miles,
to the said lake ; 80 much of this route as extends to Muddy run,
within two miles of Conneaught lake, having been laid off and
placed under contract. Descent, feet. Distance, Miles, 211
Nos. 73, 74, & 82.
SUSQUEHANNA OR MIDDLE DIVISION;
Connecting the Susquehanna navigation at Columbia, Lancaster
county, with the same, at the New-York state line, 4 miles
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267
above Tioga point, by canal, along the river valley, comprising
the several sections as here follows ;-
Columbia and Middletown section; ascent, by 8
locks, 70 feet,
-
-
-
-
-
Miles, 18
Middletown and Duncan's island section; ascent,
by
locks,
feet,
-
-
- 24
Duncan's island and Northumberland section;
ascent, by 9 locks, 62 feet,
-
-
- 374
Additional, in order to unite this division and
the Juniata division, at an eligible point of
Duncan's island,
-
-
-
-
- 41
Northumberland and Nanticoke section; ascent,
by 9 locks, 774 feet,
-
-
-
-
- 54
Nanticoke and Tioga section; ascent, by locks,
feet,
-
- 107
245
No. 81.
JUNIATA, OR EASTERN PART OF TRANSVERSE
DIVISION;
Connecting the Susquehanna navigation at Duncan's island, with
a rail road communication across the Alleghany mountain, and
through this latter, with the Alleghany or western division, by
canal, along the valley of the Juniata river, up to Frankstown ;
this division comprises the sections as follows;-
Duncan's island and Lewistown section ; ascent,
by 11 locks, 95.3 feet,
-
-
-
Miles, 441
Lewistown and Huntingdon section; ascent, up
to Smith's mills, by locks, feet,
-
45
Huntingdon and Frankstown section ; from
Smith's mills, upward; ascent, by
locks,
feet,
-
-
-
-
-
-
421
132
(See engraved profile.)
Nos. 81 & 83.
ALLEGHANY, OR WESTERN PART OF TRANSVERSE
DIVISION;
Connecting the Ohio navigation at Pittsburg, with a rail road
communication across the Alleghany mountain, and, through
this latter, with the Juniata, or eastern division, by canal, along
the Alleghany, Kiskimenetas, and Conemaugh river valleys, up
to Johnstown; this division comprising the sections as here fol-
lows;-
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268
INTERNAL NAVIGATION
Grant's Hill tunnel section,-
From the Monongahela river at Suke's run,
through said tunnel, to the Alleghany
aqueduct, at Washington street, Pittsburg.
Ascent and descent, by 4 locks, 39 feet,
Miles,
t
The Alleghany section,-
From Pittsburg, across by the aqueduct,
and up the Alleghany river valley, to
the mouth of Kiskimenetas river.
Ascent, by locks,
feet,
30
(This section includes a connexion with
the Alleghany river, west side, opposite
Pittsburg, by a line of communication 60
chains in length. Lockage 45 feet).
Kiskimenetas section,-
From the Alleghany line, along the valley
of the Kiskimenetas, up to the head of the
Salt works. Ascent, by locks, feet,
24
Conemaugh lower section,-
From the terminating point last mentioned,
up the Conemaugh valley, to Blairsville.
Ascent, by locks, feet,
27
Conemaugh upper section,-
From Blairsville, as above, up the said val-
ley, to Johnstown.
Ascent, by 30 locks, 234 feet,
281
—110³
(See engraved profile.)
No. 81.
MOUNTAIN RAIL ROAD, OR MIDDLE PART OF
TRANSVERSE DIVISION;
Connecting the east and the west head navigation ; namely
According to one of the several routes surveyed;
From the Juniata level at Frankstown, by the
north side of the turnpike, to a summit at the
Sugar run gap. Ascent, 1419 feet; distance, Miles, 184
From said summit, down to a basin at the North
branch Conemaugh junction.
Descent, 758 feet, distance,
141
From the said point of junction, down the val-
ley, to Johnstown.
Descent, 380 feet,
distance,
171
501
(See engraved profile.)
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No. 85.
WEST BRANCH OF SUSQUEHANNA DIVISION;
Connecting the navigation at Northumberland, with the naviga-
tion of the Bald Eagle river, which discharges into West branch,
in Lycoming county ; viz.
From Northumberland, by canal, up the West branch val-
ley, east side of that river, to a dam above the mouth of the
Bald Eagle, and thence, across the small peninsula there form-
ed, to a dam on the Bald Eagle, erected to a level the same as
the other dam. Ascent, by 14 locks, 101 feet.
Distance, according to survey, Miles, 684
No. 79.
PHILADELPHIA AND COLUMBIA RAIL ROAD
DIVISION;
Connecting the Delaware navigation at Philadelphia, with that
of the Susquehanna at Columbia, by a rail road passing through
the counties of Delaware, Chester, and Lancaster; viz.
From the Mine ridge gap summit, at Henderson, westward, to
the head of inclined plane, at Columbia.
Ascent and descent, 8481 feet, Miles, 29
From the said summit, eastward, to the head
of inclined plane, at the Schuylkill river.
Ascent and descent, 940 feet,
50
From head of inclined plane, across the Schuyl-
kill, to the intersection of Broad and Vine
streets, in Philadelphia,
-
-
-
-
34
824
(See the engraved profile.)
Length of " Pennsylvania canal and rail road," Miles, 10221
Whereof 8884 miles composed of canal,
1334 miles composed of rail road,
Subject to any alterations that may take place, on and along the
sections not yet definitively located, particularly the Delaware di-
vision, relative to which, commissioners on the part of Penn-
sylvania and New-Jersey jointly, are to examine, and report.
Sub-Recapitulation.
Delaware division,
-
-
-
-
Miles, 144
Ohio and Lake Erie division,
-
-
-
1671
French creek and Conneaught summitfeeder,
211
Susquehanna division,
-
-
-
245
Amount carried forward,
578
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270
INTERNAL NAVIGATION
Amount brought forward, Miles, 578
Juniata, or east part of transverse division,
132
Alleghany, or west part of transverse divi-
sion,
-
1103
Mountain part of transverse division,
-
50₫
West branch division, to Bald Eagle,
-
684
Philadelphia and Columbia rail road,
-
824
1,0221
To which may be added; viz.
The several particularized works in contemplation, which
are to be regarded either as integral parts, or as com-
ing, when finished, into immediate connexion;-they
are, as designated herewith, No. 1 to 9,
about 450
Together, Miles, 1,4721
It is not, of course, to be expected, that of this gigantic un-
dertaking, every section throughout will be immediately begun
upon ; prudence, and the true interests of the public, rather re-
quire that the means of the state, in this matter, should be con-
centrated and applied with full energy, to complete, in the first
instance, those parts already commenced, and render them pro-
fitable, ere any heavy disbursements be gone into upon the re-
mote sections. A somewhat gradual extension of the works,
will best ensure the successful and even speediest accomplish-
ment of the whole grand enterprise, according to its original
design.
Proposed works in connexion with the Pennsylvania canal
and rail road, referred to above;-
1. A canal between the Lehigh navigation at Wright's
creek, and the North branch canal, at Berwick, by the Nes-
copec valley, as already stated. Lockage, 8981 feet. Tun-
nel, 175 poles. Distance, according to survey,
Miles, 37#
2. A rail road, between the Schuylkill navigation at
Pottsville, and the North branch canal at the town of Cata-
wissa, passing round the heads of Great and Little Mahanoy,
as already described. Adapted to locomotive steam power.
Distance, according to survey,
58
3. A branch rail road, from the summit of the latter, to
communicate with Little Schuylkill river; the practicability
of which is ascertained, but the route not yet regularly
traced,
4. A branch rail road from said summit, to communicate
with the Lehigh navigation, by way of Quacake valley, also
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OF THE UNITED STATES.
271
ascertained to be practicable, but the precise route remain-
ing to be traced,
-
-
5. An improved navigation of the Alleghany stream, be-
tween the mouth of French creek and the mouth of Kiski-
menetas, by means of locks and dams, combined with 124
miles of canal, as already described. Adapted to steam-boat
trade. Decent, 223 feet. Distance, according to survey, 934
6. An improved navigation of the Monongahela river
stream, from Pittsburg, up to the Virginia state line, by
means of dams and locks, as already described. Adapted
to steam-boats. Ascent, 75 feet, to be overcome by lock-
age. The distance, according to survey,
-
-
89
7. An improved navigation of the Ohio river stream,
from Pittsburg, down to Stone's island, below the mouth
of Beaver, by means of dams and locks, as already describ-
ed; to admit the steam-boat trade at the lowest stages of the
water during the dry season. Descent, 34 feet. Distance,
according to survey,
-
-
-
-
25₫
8. Extension of rail road from Columbia to the mouth of
Conestoga river, on the Susquehanna, and from the same to
the west end of the borough of York, in York county. Lo-
cations for these, not yet accomplished,
-
-
9. A rail road from the Susquehanna navigation opposite
Harrisburg, through Cumberland and Franklin counties, to
the borough of Chambersburg. This has just been report-
ed upon. The country between Carlisle and Chambersburg
admits of two distinct lines of location, according to the
route surveyed and detailed in the report, and taking it to
commence, not at Harrisburg bridge, but at the river bank,
1 mile 14 chains below, and to terminate in Chambersburg,
near the market-house, is 541 miles; and supposing the
road plan as suggested to be followed, which is this;-
After levelling and grading, sleepers 3 by 6 inches,
to be laid 8 feet apart, and embedded on broken stone. Lo-
cust blocks to be pinned on these, their upper surfaces level
with the horse path. Upon these, oak scantling to be secur-
ed, and the iron rails spiked to the timber. Iron, 2 inches
by 3/8 of an inch;-then, the engineers' estimate of the total
cost of a road on this plan, with double tracks, and including
turn outs, amounts to 418,964 dollars, or the average rate of
7673 dollars per mile,
-
541
NOTE.
A rail road from Chambersburg, through Gettysburg, to the
borough of York, is reported on as not practicable, within any
admissible expense.
-
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272
INTERNAL NAVIGATION
1829.
Efforts are at present directed, and are to be additionally en-
forced, to accomplish navigation upon parts of the "Pennsyl-
vania canal," in the following order; namely,
Middletown and Duncan's island section,-
Navigation throughout to be laid open on the
1st September, -
-
-
-
-
-
Miles, 24
Grant's hill tunnel section,
-
-
-
Miles,
The Alleghany section,
-
-
-
-
-
30
Kiskimenetas section,
-
-
-
-
-
24
Conemaugh lower section,
-
-
-
-
27
These 4 sections, from Pittsburg to Blairs-
ville, inclusive. Navigation throughout to
be Iaid open on the 1st September, -
-
811
Duncan's island and Northumberland section, and
connexion, at the island, with the Juniata
section,-
Navigation throughout to be laid open on the
1st September, -
-
-
-
-
-
42
Duncan's island and Lewistown section,-
Navigation throughout to be laid open on
the 1st November, -
-
-
-
-
441
The North branch sections, from Nanticoke downward, and
the Delaware sections, from Easton downward, to be vigorously
prosecuted.
Of the Philadelphia and Columbia rail road, a section to be
accomplished forthwith.
DECEMBER, 1829.
Relative to the waters of the Delaware river, the commission-
ers appointed by the states of Pennsylvania and New-Jersey,
have agreed upon the terms of a convention, to be ratified by
each legislature, for the mutual use of the waters of the Dela-
ware.
It provides for the successful completion of the Pennsylvania
canal, in the valley of the Delaware on one side, and the supply
of the New-Jersey canal, between the Delaware and the Rari-
ton on the other side. It also provides for maintaining the river
stream navigation, and for the interest of the river fishery.
By the 1st article, the state of Pennsylvania is at liberty to
erect a dam across the river at the head of Wells's falls, and to
construct a feeder therefrom, for the Pennsylvania canal, not ex-
ceeding 40 feet wide at the water line, 25 feet wide at the bot-
tom, and 5 feet in depth, with a guard lock and other works as
needful.
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OF THE UNITED STATES.
273
By the second article, the state of New-Jersey is at liberty to
erect a dam across the river at the head of Warford's falls, at
Eagle island, or Bull's island, and to construct a feeder there-
from for the contemplated Delaware and Rariton canal, not to
exceed 40 feet in width at water line, 25 feet at the bottom, and
5 feet in depth perpendicular.
By the third article, it is provided, that either state may erect
dams at other places therein specified.
JANUARY, 1830.
Owing to insufficiency in the provisions of the legislature at
their last session, the works of the past season have been chiefly
confined to the sections of canal which were under contract, and
had been commenced ; and upon them, not any very rapid pro-
gress has been made; and not only so, but some embarrassment
in duly discharging the demands of sundry of the contractors,
has ensued.
The commissioners reported, on the 18th of last month, to the
legislature, as follows :-
That the whole distance of the Pennsylvania canal, authoriz-
ed to be constructed by the several acts of assembly, and placed
under contract prior to the 1st of June, 1829, is 4194 miles: 9
miles have been placed under contract since that period; mak-
ing a total, now finished or under contract, of 4281 miles; viz.
Miles.
From Pittsburg to Johnstown,
-
-
-
- 104
From the mouth of the Juniata, to Smith's mills, above
Huntingdon,
-
-
-
-
- 90
From Middletown to Muncy hills, upon the West
branch of the Susquehanna, and including 10 miles
placed under contract between Middletown and Co-
lumbia,
-
-
-
-
-
- 100
From Northumberland, up the North branch of the
Susquehanna, to Nanticoke falls,
-
-
- 55
From Bristol to Easton,
-
-
-
-
- 60
From Bemis's mill, on French creek, to Muddy run, 191
4281
Of which aggregate distance, 195 miles are now finished for
navigation viz.
From Pittsburg to the head of the dam at Blairsville, 75
From the mouth of the Juniata to Lewistown, -
- 45
From Middletown to Clarke's ferry,
-
- 24
From the mouth of the Juniata to Northumberland, - 41
On the French creek feeder,
-
-
-
-
- 10
Miles, - 195
M m
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274
INTERNAL NAVIGATION
And a great portion of the remaining 2334 miles pretty well
advanced; also that there are 40 miles of the Philadelphia and
Columbia rail road under contract, and in progress, as to prepara-
tory formation.
The report states; that,
The sum required to pay the debts due upon the re-
spective divisions of the canal, and portion of rail
road, according to the reports of the acting com-
missioners and superintendents, amounts to
1,398,791
The whole amount of work, of every description,
yet to be done upon the several divisions above
specified, as estimated by the principal engineers,
2,060,742
The amount already expended,
-
-
-
-
6,406,000
Making the total expense, for 4281 miles of canal,
and 40 miles of rail road formation, -
-
9,865,533
As expressed above, 195 miles of the canal to be laid open
for navigation as soon as the season commences, and the rest,
in such a train, as for the greatest part, if not all, to be finished
off and made navigable in the course of the summer; if, as there
can hardly be a doubt, adequate legislative provision be made
for the same.
The location of route, for an extension of the canal from the
city of Pittsburg to Presque Isle on Lake Erie, was in the con-
templation of the legislature at their last session, but has not
yet been effected. Some additional examinations of the ground
have, however, taken place, and have decided the commission-
ers in recommending, that the route by the Beaver and Shenan-
go valleys, Conneaught lake, the Elk and Walnut creeks, be
adopted, in preference to the Alleghany river and French creek
route, or any other.
The Portage rail road, across the Alleghany mountain, has
likewise had additional attention; and the engineer, in his re-
port, recommends passing the summit by a tunnel of one mile
long, and overcoming the elevation by 5 lifts and 5 levels on
each side. The Portage, according to this plan, measures 38
miles 51 poles; and, for a complete execution of it, the engi-
neers' estimate of cost is 936,005 dollars.
To decide on the precise means of accomplishing this connex-
ion, is a thing of no inconsiderable magnítude; for, on the deci-
sion, right or wrong, may depend, besides lesser considerations,
the great one of a successful or unsuccessful competition of the
Pennsylvania canal with other avenues for the trade of the west-
ern states to the Atlantic.
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OF THE UNITED STATES.
275
SUMMARY FOR NEW-JERSEY, DELAWARE,
MARYLAND, PENNSYLVANIA, AND
OHIO STATES.
ARTIFICIAL NAVIGATION.
Page. No.
Miles.
93 54. The Delaware and Rariton canal,
-
-
60
100 55. The Morris canal,
-
-
-
-
-
1011
106 56. Delaware river canals, and stream improvements,
220
108 57. Schuylkill river canals, and slackwater improve-
ments,
-
-
-
-
-
-
1101
120 58. The Union canal,
-
-
-
-
-
105
127 59. The Lackawaxen canal and rail road,
P
41
129 60. Carbondale and Pittstown canal,
-
-
22
130 61. Lausanne and Wilkesbarre canal,
-
-
40
130 62. Lehigh river canals, and stream improvements,
and rail road to the mine,
-
-
-
93
145 63. Nescopec and Lehigh canal,
-
-
-
35
147 64. Pittstown and Water Gap canal,
-
-
60
149 65. The Perkiomen canal,
-
-
-
-
40
149 66. The Catawissa canal,
-
-
-
i
50
151 67. Upper Schuylkill valley canal,
-
-
-
152 68. Mahanoy creek canal,
-
-
-
-
152 69. Shamokin creek canal,
-
-
-
-
153 70. Chesapeake and Delaware canal,
-
-
14
163 71. Patapsco and Susquehanna canal,
-
-
100
169 72. Patapsco and Potomac canal,
-
-
-
442
171 73. Susquehanna river canals, and stream improve-
ments, -
-
-
-
-
-
-
288
181 75. Peters's camp canal,
-
-
-
182 76. Port Deposite canal,
-
-
-
-
10
182 77. Conestoga river canals, and stream improve-
ments, -
-
-
-
-
-
-
18
183 78. Conewago canals,
-
-
-
-
-
24
265
The Pennsylvania state canal and rail road,
10221
186 80. Chester creek canal or rail road,
-
I
25
204 89. Kiskimenetas and Conewango canal,
-
-
70
205 90. The Conococheague canal,
-
-
-
120
207 91. Potomac river canals, and stream improve-
ments,
-
-
-
-
,
-
-
182
Amount carried forward, 28744
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276
INTERNAL NAVIGATION
Page. No.
Miles.
Amount brought forward,
28741
215
92. Chesapeake and Ohio canal,
-
-
-
341
224
93. Savage river branch canal,
-
-
-
30
233
94. Ohio and Erie canal, by Big Beaver valley,
154
236
95. Ohio state canals, Scioto division,
-
-
322
236
96. Ohio state canals, Miami division,
-
-
290
241
97. Sandy creek canal,
-
-
-
-
-
60
241
98. Portage summit canal,
-
-
-
-
75
41461
Deduct for so much rail road included at
articles 59, 62, 79, 80, 81, -
-
-
1831
Total of artificial navigation, 3962{
NATURAL NAVIGATION.
93
New-York harbour to Rariton bay,
-
-
35
100
Rariton bay to the Passaick,
30
-
-
-
108
Lower Delaware river,
-
-
-
-
155
108
Lower Schuylkill river,
9
-
-
-
-
163
Frenchtown to Baltimore; bay navigation,
60
To which add :-
For all other streams; viz. Of the rivers, creeks,
and bays in these five states, some of which
are particularized below; there are in number
about 475, affording an average natural navi-
gation of 15 miles each.
This makes, 7125
Total of natural navigation,
7414
Total of artificial navigation, 39621
Total of both,
Miles, 11376
IN NEW-JERSEY STATE ; VIZ.
The Hackinsack river, rises in New-York, and passes, by 1
southern course, into Newark bay. It is navigable 15 miles.
Great and Little Egg Harbour rivers, rise in Gloucester and
Burlington counties, and fall into Great and Little Egg Harbour
bays, on the Atlantic coast. They are navigable, together, 100
miles.
Other small rivers and creeks, and the bays and sounds into
which they discharge, on the east of the state, between Sandy
Hook and Cape May.
Morris river, rises in Salem, and runs through Cumberland
county into Delaware bay. It is navigable 30 miles.
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OF THE UNITED STATES.
277
Cohanzy river, runs also through Cumberland county, into
the bay, and is navigable 25 miles.
Creeks, tributary to the River Delaware, on the west border
of New-Jersey, from the bay upwards.
IN DELAWARE STATE; VIZ.
Christiana creek, runs from Pennsylvania, into the north of
the state, and after being joined by the Brandywine, falls into
the Delaware river. It is navigable 13 miles.
Creeks, falling into the Delaware river and bay, between the
Christiana and Cape Henlopen.
Nanticoke river, flows south-westwardly, through this state,
into Maryland.
IN MARYLAND STATE VIZ.
The Elk, the Sassafras, the Chester, the Choptank, the Nan-
ticoke, the Wycomico, the Pocomoke, and other streams, tribu-
tary to Chesapeake bay, from the Eastern shore.
The Patuxent river, rises west of Baltimore, and falls into
the Chesapeake, between Drum and Cedar points. It is naviga-
ble 60 miles.
The Severn, the Patapsco, and other short streams and bays,
on the west of the Chesapeake.
Rivers and creeks, tributary to the Potomac, on the east and
the north-east.
IN PENNSYLVANIA STATE ; VIZ.
Confluents of the Delaware river, from the west and north-
west; they are many, but streams of inferior magnitude in ge-
neral, except those already noticed.
Confluents of the Susquehanna; from Tioga point to Sunbury,
the Towanda, the Wyalusing, the Tunkhannock, the Lackawan-
nock, Fishing creek, and some others, are mountain streams of
short natural navigation.
West branch, Susquehanna, receives some considerable streams,
as the Sinnemahoning, the Bald Eagle, Pine creek, Lycoming,
the Loyalsock, and others; partly navigable.
The Juniata branch, receives the Frankstown, which is con-
siderable, and many streams of limited navigation.
Creeks, falling in below the mouth of Juniata.
The Pennsylvania confluents of the Potomac river; these are
not considerable.
Confluents of the Alleghany river these are very considera-
ble, as the Kiskimenetas, French creek, Clarion river, Red
Bank, Mahoning, and others; affording much natural naviga-
tion.
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278
INTERNAL NAVIGATION
Confluents of the Monongahela river, in Pennsylvania; the
Youghioghany, and some minor streams.
IN OHIO STATE; VIZ.
The Great Miami river, navigable to Dayton, in Montgomery
county.
Its confluents; the White water, South-west branch, Mad ri-
ver, and others.
Little Miami river, meanders 100 miles, between its main
source in Greene county, and its mouth at six miles above Cin-
cinnati, on the Ohio: it is precipitous, but receives a branch
from the east, and several small streams, partly navigable.
Scioto river, navigable up to Columbus, where it receives the
Whetstone river.
Other confluents of the Scioto; the Big Belly, the Walnut, the
Alum, the Darby, the Deer, the Paint, the Salt.
The Hockhocking river, rises in Fairfield county, and is navi-
gable 70 miles from its mouth, at Troy.
Whitewoman's river, formed by the junction of the Owl and
the Mohegan, unites with Killbuck creek, at 5 miles above Co-
ehocton, and forms that branch of the Muskingum.
Tuscarawas river; by this and the Whitewoman's uniting, at
Cochocton, the Muskingum river is formed.
The Muskingum, is navigable from its mouth, at Marietta, up
to Cochocton ; a natural obstruction, at Zanesville, having been
overcome by a lock improvement at that place.
The principal tributaries of the Muskingum, are navigable at
high water, each 40 or 50 miles.
Big Beaver river, has its source in this state, partly ; its mouth
in Pennsylvania.
The Sandusky river and bay, the Huron, the Vermillion, the
Black, the Rocky, the Cuyahoga, the Chagrin, the Grand, the
Ashtabula; these discharge into Lake Erie.
PORT AND CITY OF PHILADELPHIA.
As a companion to the Note inserted upon the active state of
ship-building in the port of New-York, this note serves to re-
cord, that, in the ship yards on the Delaware, there are at this
time constructing, more than 10,500 tons of shipping, which in-
cludes a man of war of the largest size.
But the CITY itself, though not now claiming, as to commerce,
to be ranked as the prime emporium of the Union, is still pos-
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OF THE UNITED STATES.
279
sessed of incidents of high, if not higher grade, for the subject of
a NOTE; as, for instance, the journals announce to the public
about fifty courses of scientific lectures, proposed to be delivered
in the city, in the approaching winter; including nine courses at
the university.
Besides the University of Pennsylvania, as of old, relative to
which, it may be remarked, that a more efficient organization in
the cause of academical learning, than of late years, is in con-
templation by the trustees,-besides this university, the city of
Philadelphia now cherishes other institutions, which have their
standing professors, and lecturers on science and the arts; law,
commerce, and the mechanical operations inclusive.
1828.
If the Pennsylvania capital be not, at the present day, to be
ranked as No. 1, in foreign and domestic commerce, yet she has
the virtue and the glory of maintaining a no little conspicuous
eminence in another point of view: in brief, she still is the DIS-
TINGUISHED CITY and likely long to continue so, in her
splendid institutions of beneficence, literature, science, and the
arts, and especially, not omitting those of elementary character,
in favour of the multitude of her citizen sons and daughters, most
needing elementary aids and primary instruction.
By the State, the sums expended, in various improvements,
apart from public education, from the year 1791, to the year
1828, have been stated, as follows;-
Schuylkill and Susquehannna rivers,
Schuylkill and Delaware,
in
$ 440,000
Conewago, east and west,
-
-
-
-
220,000
Chesapeake and Delaware; old canal,
-
-
100,000
Ditto
ditto.
new canal,
-
-
2,028,600
Schuylkill navigation,
-
-
-
-
-
2,490,176
Lehigh navigation, exclusive of purchases of land,
stocks, &c.
-
-
-
-
-
-
-
1,100,719
Union canal,
-
-
-
-
-
-
-
1,600,000
Lackawaxen canal and rail road,
-
-
-
440,000
State tanals and railways, to the 1st July, 1828,
2,160,000
Legislative appropriations for clearing rivers, erect-
ing piers, harbours, &c. and private expenditures,
440,000
$11,019,495
102 turnpike roads, extending 2380 miles,
-
-
8,431,059
49 bridges, constructed by companies,
-
- 2,560,000
Total, expended on roads, bridges, and inland na-
vigation, from 1791, to 1st July, 1828,
-
$22,010,554
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280
INTERNAL NAVIGATION
To which may be added, by anticipation, 8 or 10 millions, to
complete the state canal and railway now in hand.
But, as to the coasting trade of Philadelphia, it appears by an
official report made to the chamber of commerce, that the same,
for the year 1827, comprising-
1. The value of vessels and their cargoes, regular-
ly employed in the said trade alone, has
amounted to,
-
-
-
-
-
27,895,000
2. The value of what was carried on in transport
vessels, estimated at,
-
-
-
-
20,000,000
Amount in total, for 1827,
-
-
-
$47,895,000
Whereof, 2,090,000 dollars employed in the coal trade.
And it may here be noticed, that the Port is about to receive
an improvement of vast universal importance, in the erection of
a breakwater, at the entrance of the Delaware, on a comprehen-
sive scale; the site whereof, near Cape Henlopen, is designated
on the map.
1829.
The following account, given by à visitant, of the Philadelphia
navy-yard, and its contents of burthen, is presented verbatim, as
an apposite notice just at this place.
A little inflation of style in the description, it is not doubted,
will generously be overlooked by the reader, in favour of what
may be deemed not a little glorious to the arts of the nation; and
possibly too, may be viewed as something a little curious, by
many persons whom this particular piece of information may
not as yet have reached.
THE NAVY YARD.
This establishment, which boasts the possession within its bor-
ders, of the largest vessel in the world, deserves a passing no-
tice, both from its location and its value, as furnishing the na-
tion with the means of defence, on which we pride ourselves
more than on any feats of arms on land. The Pennsylvania, is
the greatest curiosity in naval architecture of which the world
can boast; and we are proud that she drew the name of the state,
which we have always considered the key-stone of the federal
arch. She has three decks, independent of the spar deck, and
is pierced for 160 guns, but will probably carry 200. With her
complement of men, which will not be less than 13 or 1400, her
giant dimensions, rounding stern, and an able commander, she
may literally sweep the seas; and wo be to the enemy who at-
tempts to cope with her single handed. There are 40 or 50 car-
penters at work upon her at present, and our readers may form
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OF THE UNITED STATES.
281
some idea of the work yet to be executed to render her fit for
service, when we inform them that it would take 500 carpen-
ters six months to accomplish all that is necessary. She is built
after a model of Mr. Humphreys, naval architect, who was at
great pains and expense in visiting the European navy yards,
before he adopted the present plan. Mr. James Keen is the ar-
chitect who has superintended the work generally.
In the adjoining building is the Rariton, a frigate of the first
class, nearly completed, also built with a round stern.
In the yard is the enormous ordnance, 42 pounders, for the
Pennsylvania, which lie in sullen silence, ready to have their
fury roused at the call of the nation. The best bower anchor of
the Pennsy weighs 10, 171 pounds ! ! The yard itself, to
which has lately been added extensive brick buildings, for the
accommodation of the various artisans employed, is in excellent
order; the marines were undergoing an examination during our
visit, and appeared to advantage; their muskets were as neat as
if just from the mint. In the stream lies the Cyane, which has
passed through the hands of three European nations, and finally,
through the agency of Commodore Stewart, came in our pos-
session. She was originally built in Denmark, from which na-
tion she was captured by the French, who again lost her to the
English ; the well known engagement where Commodore Stew-
art captured the Levant in her company, which vessel, however,
escaped, placed her on the list of American vessels. She is to
be hauled up and repaired, her upper deck taken off, and con-
verted into a single decked sloop of war. Farther out lies the
Sea Gull, celebrated for her expedition against the pirates, under
Commodore Porter. She is now a receiving vessel, being past
active service. There are few places more worthy of being visit-
ed by strangers than our Navy Yard and those who make the
proper application, may be assured of a polite reception, either
from Commodore Bainbridge or his. officers.
There is a rumour in circulation, and it rests apparently on
good foundation, that a compliment of no mean character, and
curious enough to be the subject of reflection, is about being paid
to the United States in her maritime and naval capacity. It is no
less a compliment, than that of a deputation from the third naval
power of Europe, of a certain number of officers, for the purpose
of seeing some service, on board our ships of war, and, together
with a knowledge of the mode of ship building as practised by us,
to acquire that of our mode.of discipline, and our tactics.
This is an incident that may well be placed on the historic
page, along side of the well known anecdote of the first Czar
Peter of Russia, with various additional circumstances of curi-
osity, as food for reflection.
N n
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282
INTERNAL NAVIGATION
VIRGINIA NAVIGATION.
N.-From Washington city, down the Potomac river, and
down Chesapeake bay, to Hampton roads ; thence up
James river, to Bermuda hundred, or City Point;
thus far there being a passage for ships; and thence,
20 miles, up to Richmond, a sloop navigation.
Distance from Washington, Miles, 310
M.-From City Point, on James river, up the Appomatox,
10 miles, to Fisher's bar, above Broadway's, and
thence, by canal, round the falls, to five or six miles
above Petersburg; from whence, up the river chan-
nel improved, to Farmville, in Prince Edward county.
Distance, by the meanders, Miles, 110
No. 99.
APPOMATOX RIVER CANALS.
These useful works were, in part, long since executed by the
Appomatox company of Virginia.
By canal and other improvements in connexion, a boat navi-
gation on the Upper Appomatox is laid open to the distance spe-
cified. The amount of capital expended on the works of the
Upper Appomatox, down to the 31st August, 1825, was 88,416
dollars; and since then, 9,929 dollars have been added ; making
98,345 dollars to the 31st August, 1827. In 1825, the tolls and
water rents amounted to 5,497 dollars, but owing to accidental
causes, and particularly the carrying away of a large aqueduct
by a freshet, the company's income during the last two years
has been very small.
In January 1825, a "Lower Appomatox company" was or-
ganized, and great improvements have since then been effected
in the navigation below Petersburg. The company's object, in
the undertaking, was to enable vessels, drawing 7 feet of water,
to come up to this town.
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OF THE UNITED STATES.
283
The obstructions, extending about 5 miles, consisted in accu-
mulations of sand, gradually deposited; and the remedy was,
to straighten the channel, by cuts through several of the shoals,
and to contract and deepen it, by means of jetties, made of fas-
cines, united by wattles, and loaded with alternate courses of
gravel.
The probable expense of this undertaking, was estimated at
28,500 dollars, exclusive of superintendence and contingencies,
making a considerable addition. A final report is expected.
A.-From a point of the Appomatox river, below Little
Goose creek, by canal, down the valley, and across
to Deep creek, at 1½ mile above its junction with James
river, in Powhatan county.
Distance, Miles, 19
No. 100.
THE POWHATAN CANAL.
This route of connexion between the Upper Appomatox and
James river, which may be considered as a continuation of the
line between the Roanoke and the Appomatox, here below spe-
cified, has been surveyed, by direction of the state legislature ;
and, provided circumstances can be brought to favour the execu-
tion of the " Junction canal," then, it is likely, this proposed
work will also be gone into.
The distance above stated, includes a tunnel of 911 yards, to
be opened through the dividing ridge; also, of deep cutting,
1192 yards on the Appomatox side,
1612 yards on the James river side.
Descent from summit level, 32 feet to the Appomatox, 721
feet to Deep creek, by the valley of Hudsmouth creek, making
1041 feet of lockage. The engineer's estimate of cost is 258,853
dollars.
A.-From a point on James river, south side, at or near
Bosher's mill dam, by canal, down to the town of
Manchester, and thence to the tide water of the river.
Distance, Miles, 10
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No. 101.
THE MANCHESTER CANAL.
In pursuance of a resolution of the legislature, 14th Febru-
ary, 1825, a survey of the ground for this projected work has
been made. The object of it, principally, is to facilitate the coal
trade; the plan suggested, being, to enable the coal boats to pro-
ceed to a point of the river below the falls, and there, with the
aid of machinery, to deliver their lading of coal at once into sea
or bay vessels.
The engineer's report states, that, the canal as proposed, may
be brought into a basin immediately above the town of Manches-
ter, at an expense of 218,479 dollars, and thence be continued,
as far as the river bank; thus,
By means of 11 locks, to overcome 91 feet of fall, cost, $81,900
Excavation of intermediate basin,
-
-
-
6,000
making a total cost of 306,379 dollars, for the canal down to the
river bank, which, at this place, is about 18 feet above the sur-
face of the water, and to which is to be applied such mechanical
means as will effect the transshipment from boat to vessel. The
estimate is framed on a canal 30 feet wide, 34 deep, with a bank
of 10 feet wide, raised 2 feet above the water surface; the locks
76 feet long, 101 feet wide in the clear.
NOTE.
It has been proposed to construct a rail road, to run from an
intermediate point between the coal pits of Beverly Randolph,
and Nicholas Mills, Chesterfield county, to tide water opposite
Rockett's, in the city of Richmond.
A.-From the mouth of Buffalo river, a little above Farm-
ville, by canal, up the Buffalo valley, and across the
dividing ridge, to the Little Roanoke river; down
the valley whereof to the River Staunton. Distance,
by canal, or by canal and stream improvement to-
gether,
Miles, 30
No. 102.
APPOMATOX AND ROANOKE;-OR JUNCTION
CANAL.
This proposed connexion between the Appomatox and the
Roanoke or Staunton river, has been styled " The Junction ca-
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285
nal ;" and has been a favourite project, in the view of its leading
a considerable trade to Richmond and to Petersburg. But, it is
now thought, that the route of the Roanoke river and Dismal
swamp canal, after the improvements in progress on these latter
shall be finished, will be pretty generally preferred, and will
lead the trade under consideration, consequently, to Norfolk ;
and a recent re-examination of the ground by the state engineer,
seems to have decided that a thorough water communication be-
tween the Appomatox and the Staunton, as above specified, would
be a work of greater expense, than any prospects of advantage,
under present circumstances, can justify.
A good road of 8 miles, across the ridge, is to be established;
and the water improvements of the Junction company, will, for
the present, be confined to the rendering the Buffalo river navi-
gable up from its mouth, a. distance of 18 or 19 miles, upon the
sluicing principle, by jetties and falling gates.
NOTE.
A rail road is proposed to be constructed by the corporation
of Petersburg, between that town and the Roanoke river ; and a
survey for the same is on foot.
M.-From tide water, at the foot of Richmond falls, by
canal, and by the stream of James river, rendered
boatable by various improvements, up to Covington,
at the mouth of Dunlap's creek, Jackson's river.
Distance, by the river course,
Miles, 2571
No. 103.
JAMES RIVER CANALS.
The navigation improvements effected up this stream prior to
the execution of the Maiden's Adventure falls canal, as inserted
in the article next below, are thus described, viz.-
The river is navigable for vessels of 125 tons, to Rocket's land-
ing, a little' below Richmond. At the city, there are 12 locks,
overcoming an ascent of 80 feet, and connecting the tide water
with a basin on Shockoe hill.
From this basin, proceeds a canal of 25 feet wide and 3 feet
deep, for 21 miles, where it enters the stream; at 3 miles far-
ther, are 3 locks, overcoming an ascent of 34 feet, and a short ca-
nal leading to Westham, at the upper end of Great Falls.
These works, and certain improvements in the bed of the
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INTERNAL NAVIGATION
river above this place, as far up as Lynchburg, to faeilitate a
boat navigation of about 12 inches draft of water, were executed
many years ago, by the old James river company, chartered in
the year 1784.
It is now proposed, to extend in distance as far up as Coving.
ton, at the mouth of Dunlap's creek, Jackson's river, and to
augment considerably, the existing improvements on the stream
navigation, by means of a series of locks and dams, and to add
thereto the advantages of steam-power; that is to say, it is pro-
posed to adapt the improvements to this mode of navigation;
which may be introduced both upon this river and upon the Kan-
haway, with prospects of great advantages accruing from it. On
this subject, as also on that of sluice navigation, the engineer
of the state, who very recently made a survey of the whole line,
has introduced into his report, the striking remarks, and useful
systematic calculations, which are here transcribed. He says,-
I should say but little on the subject, if I had to make a
comparison between the navigation of rivers by boats managed by
men, and that of canals with boats propelled by horses. Experi-
ence has long since decided the question in favour of canals;
and the principal objection to the improving of the beds of rivers,
has always been the want of a suitable propelling power. But
the introduction of a new agent, powerful and locomotive, will
lead me to consider the various modes of improvement, under a
different point of view.
In this age of discovery, the application of steam as a moving
power, has produced a revolution in the mechanical arts. To
this powerful agent we owe the advantage of a convenient, ex-
peditious, and safe mode of navigation: but its application, as
yet, has been confined to deep and comparatively still waters.
Of late, however, some attention has been given to its introduc-
tion in the various systems of internal improvements. On the
Susquehanna, experiments have recently been made to ascertain
the practicability of applying the steam-engine to sluice naviga-
tion. A steam-boat (the Codorus) has ascended the Susquehan-
na up to the mouth of the Chenango. Of the capability of steam-
boats to ascend a river, there could have been no doubt: for, the
question being reduced to this simple statement, if a steam-
boat would move in still water at the rate of 10 miles an hour,
for instance, could it stem a current of 4, 5 or 6 miles an hour,
and how fast would it do it ? the answer could not be doubtful.
The possibility of ascending a stream is not, therefore, the prin-
cipal question to be investigated; but, rather, whether the appli-
cation of steam-power to sluice navigation will, in all cases, be
attended with real benefit; and also, whether it could, advan-
tageously, be introduced on a river improved by locks and dams.
As to canals, experience has taught, that steam is not easily
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applicable to their navigation, and that it would require that
they should be made of dimensions and in a manner different
from their usual construction; and also on a more expensive
plan.
The principal aim of all the improvements in navigation, is
to obtain the most advantageous application of the most econo-
mical propelling power : and the chief advantage of a canal, con-
sists in the facility of using horses in the towing of boats, which
cannot be employed in sluice navigation, and are seldom advan-
tageously so in lock and dam navigation: the power of a horse
being equal to that of at least six men, and much cheaper, this
circumstance alone would make canal transportation a great deal
less expensive than the navigation of a river. But, if steam
could be used as a propelling power, it is obvious that a loek
and dam improvement might be advanced towards an equality
with a canal. It is this important question that I now purpose to
investigate. As the suggestion is of recent date, experience has
not yet furnished precedents from which to draw positive de-
ductions: it is necessary, therefore, to recur for information, on
this head, to the very fundamental principles and data on which
it depends, and to proceed in this investigation with cautious
steps.
INTRODUCTORY REMARKS ON THE USE OF STEAM
IN NAVIGATION.
The most advantageous way of applying steam-boats to the
transportation of produce in open waters, is evidently in towing
lighters: the propelling boat in this way draws less water; and
the whole train experiences less resistance, than if all the load
was eollected in the leader. Of the possibility of using steam-
boats in this way, there never could have been any doubt. They
have been employed for some years past on the Savannah river,
on the Cayuga lake, on Lake Champlain, on the Hudson, and
probably on other waters. The only inquiry to be made is rela-
tive to their convenience and expense.
Steam-boats of ten horse power may be made of such dimen-
sions as not to require locks of an inconvenient size. I suppose
that they might easily be made to pass through a width of 14
feet, which would not be too great for locks made through dams.
This, or even R smaller size of steam-boats, appears eligible, not
only as regards the dimensions of locks, but for other reasons
which I will advert to in the sequel.
. I will, therefore, make all my calculations for a boat of this
capacity. The process would be the same for other dimensions.
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The price of transportation by steam-boats of all sizes, in
open waters, (that'is, without locks,) seems to be established ge-
nerally at about one dollar per ton per hundred miles. On the
Hudson, Mississippi, and other waters, this is said to be very
nearly the rate of freight: the velocity of the boats used, averages
about eight miles an hour. This speed is far from being the
most advantageous in the transportation of produce or merchan-
dise ; and it is probable that it is assumed for the accommoda-
tion of travellers. But, here, the subject of inquiry being the
carriage of produce, it is proper to determine what should be the
speed adopted, and how it would affect the price of transporta-
tion.
When a vessel moves in a fluid, it experiences from it a resist-
ance which is well known to be proportional to the square of
the velocity; and consequently, since the propelling power must
be increased in proportion to the resistance, it follows, that it
would require a four-fold power to move a boat through water
with a two-fold velocity; a nine-fold power for a three-fold velo-
city, &c.; that is, the propelling power must be increased in pro-
portion to the square of the velocity intended.
Hence, if two equally loaded boats perform the same trip, one
with a velocity of 8 miles, and the other with a velocity of 4
miles an hour, the former will require four times the propelling
power of the latter; and, because it will perform two trips while
the other makes but one, the expense of its moving power will
be double that of the slower boat, and this expense must of course
be paid by the freight.
In the same way, if the speed of the first boat was accelerated
to 12 miles, the propelling power must be nine times as great
but, on the other hand, performing three trips during the same
time, its expense would be three times as great, and so on for
any rate of velocity.
From this it must be concluded, that the expense of a pro-
pelling power to move a loaded boat is in direct proportion
to the velocity given ; or, in other words, the expense of trans-
porting freight is proportional to the velocity with which it
is carried.
An augmentation of speed may be obtained, either by an in-
crease of power, or by a proportional reduction of weight but
it does not quite follow, that the actual quantity of freight car-
ried would always be exactly in the inverse ratio of the speed
of transportation; that is, that exactly half the freight, for in-
stance, would be transported by the same power with double
the velocity : in all cases, part of the power is lost in moving
the boat and engine (if steam is used) and other things, whose
weight must be deducted to obtain the useful effect produced
by the propelling power; by which deduction, the ratio of the
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freights corresponding to different velocities is altered to the
still greater disadvantage of rapid motion. All these conclusions
are verified by daily experience, and instinctively applied to
transportation.
The useful effect of a propelling power is, in general, esti-
mated by the product of the freight carried multiplied by the
distance to which it is transported in a certain unit of time. The
measure of the power itself is usually estimated by the height to
which it is, capable of raising a certain weight in a certain time.
Thus, in steam-engines, whose power is generally compared to
that of, horses, the horse power is most commonly estimated to
be equal to 33,000lbs. raised one foot in one minute ; or, in
another way, 150lbs. raised 21 miles in one hour. According
to this standard, and the foregoing remarks, the freight trans-
ported by a steam-boat of 10 horse power at different velocities,
would be as follows :-
Velocity in miles.
Useful tons moved.
Useful effect in
tons moved 1 mile.
2
-
-
-
- - 400 - -
- - 800
21 - - -
- - 255 - -
- - 638
3 - - -
- - 175 - -
- - 525
34 - - -
- - 127 - -
- - 445
4 - - -
- - 95 - -
- - 380
5 - - -
- - 58 - -
- - 290
6
-
-
-
- - 38 - - .
- - 228
8
-
-
-
- - 18 - -
- - 144
10
-
-
-
-
-
9 -
-
-
-
90
The numbers in the second column do not include the weight
of the apparatus: it has been deducted from the actual freight
which would be moved, if the engine was stationary and had
not to transport its own weight.
This table shows how much less is to be expected from steam-
boats moving with a great velocity, than from slower rates.
These important results, which are not generally duly appreciat-
ed, apply to any other kind of propelling power.
In this, consists the chief disadvantage of sluice navigation
for, if a current run through a sluice at the rate of 5 miles an
hour, for instance, it must be stemmed by a power capable of a
velocity of at least 6 miles an hour; 60 that the ascending boat
is actually in the same situation as if it moved at that last rate,
and consequently is not capable of carrying more than 38 tons,
as shown in the table, if propelled by a 10 horse power; or 3.8
0 o
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INTERNAL NAVIGATION
tons by one horse power; or, at the highest estimate, 1 ton if
moved by 3 men; and, with that weight, it advances only one
mile an hour through the sluice; 80 that, though there may be
many long ponds of smooth water, the intervening of such sluices
forbids large loads to be carried on them.
The daily expense of a steam-boat of 10 horse power may be
estimated as follows :-
30 per cent. on the cost of the boat and engine, valued
at 3,500, for interest, decrease of value, hazard, re-
newals and repairs, allowing only 300 working days,
$3 50
For captain,
-
-
-
-
-
-
-
-
3 00
Engineer,
-
-
-
-
-
-
-
-
2 00
Two hands,
-
-
-
-
-
-
-
1 00
-
Fuel, 11 cord of wood per day of 124 hours, or from
15 to 20 bushels of coal,
-
-
-
-
-
3 00
Total for working each day,
$12 50
Which, since the boat would perform 100 miles in a day, and
carry 18 tons, would be about 70 cents per ton per 100 miles.
To this must be added the expense occasioned by delays,
stoppages, loading and unloading, which depend on many un-
certain circumstances, and on the distance of uninterrupted trans-
portation. Supposing the time lost by these causes to be about
one-half the time of travelling, which I think very ample, 35
cents per ton must be added to the above, which will give $ 1 05
cents for the expense of transporting one ton a hundred miles on
slack and open waters. Indeed, some deduction should be made
for some fuel saved while the boat is stopped for any length
of time; but it is better to err on the safe side. This result
agrees nearly with the rate of freight above stated; it would be
still less for boats of greater burden, on which the expense of at-
tendance does not increase in proportion to the size.
Having now established the price of transportation in a boat
moving at the rate of 8 miles an hour, it is proper to inquire how
much it will be reduced by lower rates of velocity.
The expense of delays, stoppages, &c. will evidently be less
in proportion, when the boat moves slower and carries much
freight; but my object being to make a safe estimate, I will still
continue to state it at 35 cents per ton per 100 miles.
The expense of transportation alone, being inversely, as the
quantity of freight transported during the same time, may be
easily calculated by dividing the expense per hour, by the use-
ful effect expressed as above, in tons transported one mile in an
hour. The cost of the hour is $ 1 for the steam-boat; and may
be estimated for each lighter and the man in it, at 8 cents. Each
lighter is supposed to carry from 25 to 30 tons.
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The following table exhibits the cost of transportation per
ton per 100 miles for different rates of velocity.
Velocities in
Useful effect in
Number of
Expense of
Do. with the addi-
miles per
tons moved one mile
lighters.
transportation
tion of 35 cents
hour.
in one hour.
per ton per 100
per ton per 100
miles.
miles allowed for
delays, stoppage,
&c.
8 -
- 144 -
- 0 -
70 cents.
105 cents.
6 -
- 228 -
- 1 -
47 "
82 "
5 -
- 290 -
- 2 -
40 "
75 "
4 -
- 380 -
- 3 -
33 "
68 "
34 -
- 445 -
- 5 -
31 "
66 "
3 -
- 525 -
- 7 -
30 "
65 "
21 -
- 638 -
- 10 -
28 "
63 "
2 -
- 800 -
- 15 -
28 "
63 "
This table shows that much is gained by reducing the velocity
to 34 or 4 miles an hour; but a smaller speed, when the load is
distributed among lighters, does not seem so advantageous a train
of 7, 10, or 15 lighters, would add more to the inoumbrance than
to the profit.
The expense of transportation here exhibited, would be still
less if the distance travelled without interruption was greater,
and the trade well regulated; for then, lighters might be loading
while the steam-boat would perform a trip, and be ready to be
taken in tow upon its arrival at each place. By this means, the
sum of 35 cents per ton allowed for delays, stoppages, loading,
and unloading, would be greatly diminished.
I do not think that I have underrated the expense of the steam-
boat and lighters; but, even if I had, from the last remark it
is obvious, that much might yet be gained by judicious manage-
ment.
The most eligible degree of speed will of course depend on
the nature and quantity of the trade; within the limits, however,
of 31 and 8 miles an hour, which seem to be fixed by the pre-
ceding table.
The size of the steam-boat itself must depend on the trade, the
distance of the extreme points, &c. Large steam-boats would,
in proportion, be less expensive; but, unless plying between two
large and commercial places, they could not make a load so easily.
On this account small boats suit best on a river where the trade
is not concentrated, as is the case on James river.
In a system of locks and dams, the size of the locks is another
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INTERNAL NAVIGATION
consideration which advises smaller dimensions. Boats of mo-
derate size require, besides, less capital, and are on this account
more likely to be preferred. I have supposed that boats of 10
horse power would be used; they would, I think, be of a very
eligible size; smaller ones would likewise be advantageous, espe-
cially in the beginning of this system of navigation.
Having obtained these preliminary data relative to open and
slackwater, I will proceed to apply them in the first place to
SLUICE NAVIGATION.
In the infancy of a country, the first improvement in naviga-
tion which suggests itself, is that of the natural bed of rivers, by
clearing their channel and opening sluices through their shoals.
So far as this goes to remove obstructions, and to enable small
boats, under the management of about 3 or 4 men, with a load
of a few tons, to move down the stream, and to return with a light
load, it is attended with benefit; and, with all its imperfections,
this navigation is even preferable to a road. But, beyond this
degree, I think that it is an error, on a rapid river, to incur an
additional expense for the enlargement of sluices; for, the strength
of the current increasing with the size of the sluice, and more-
over, the power necessary to move a larger boat increasing like-
wise with its dimensions, a proportional number of hands is re-
quisite in the boat, and consequently, nothing is gained either in
point of time or power. It generally happens, therefore, that
when a river has much fall, the increased expense of its numer-
ous sluices soon proves disproportionate to the result obtained ;
and that, after many fruitless attempts, this kind of navigation is
abandoned, and a more perfect improvement resorted to.
Sluice navigation has ever been objected to, not only on ac-
count of its uncertainty and danger, but also of the impractica-
bility of applying to it a cheap and uniform power. But, what
1 conceive to be its greatest defect, is the waste of power, of
whatever nature it may be, which it necessarily occasions.
In ascending a sluice, a boat must be propelled with a power
capable of giving to it a velocity superior to that of the current
and consequently, though its progress is slow, the power exert-
ed is exactly the same as that which would give to the boat, in
still water, a velocity equal to that of the current in the sluice,
added to the actual speed with which the boat stems it. The
propelling power, according to what has been said before, must
then be proportional to the square of this virtual or relative
velocity of the boat or else, if, as is usually the case, the
power remains the same, the weight moved must be reduced
in the same rapid ratio; and indeed to even a much lower rate,
when the power of men is used ; for it is well known that
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this power, like the strength of animals, decreases rapidly when
the speed, whether real or virtual, is increased. In going up,
therefore, on account of the sluices to be stemmed, only very
light loads can be transported, and but little useful effect is pro-
duced. In going down the stream, on the contrary, rapid sluices
add to the danger of navigation, without increasing the useful
effect, since prudence forbids large loads, which, besides, would
lessen the speed in the ponds of still water, for which the load
must then be calculated.
These remarks apply likewise to steam navigation. A current
running at the rate of 5 miles an hour, for instance, may be stem-
med by a steam-boat capable of a velocity of 8 miles an hour ;
but then, though the actual velocity of the boat is only 3 miles
an hour, its load must be suited to its virtual velocity of 8 miles
an hour; and consequently, the useful effect of a 10 horse power
will be, according to the above table, 18 tons; which being mov-
ed only 3 miles an hour, will be the same as 54 tons moved 1
mile; and the expense for the distance in which this current has
to be stemmed, will be to that through still water, as the useful
effect, 144, of the same steam-boat, moving 8 miles an hour in
slackwater, is to 54; that is, almost three times as great. On a
river, therefore, which has a rapid fall, the multiplied delays
resulting from the current in sluices, and the consequent dimi-
nution of useful effect, would materially increase the expense of
steam navigation in ascending; while, on the other hand, the
frequent and dangerous rapidity of the current in descending,
would so often forbid the operation of steam as to render it an
almost useless agent.
But, on a sluggish river, which has but New rapids improved
by sluices, though the current of the sluices would, for the above
reasons, prevent the carrying of large loads, still this would in part
be compensated by a degree of speed, which would be but little
affected by the occasional check of a few sluices. On such a river
also, the operation-of steam would so seldom be interrupted in
descending, that it would be found an efficient and economical
agent.
The cost of the improvement of a river of this nature by sluices,
would be inconsiderable when compared to that of a canal ; and
might, frequently too, be much cheaper and otherwise more ex-
pedient than a lock and dam navigation.
Of this kind is, I think, the Kanhaway river ; and it was
thiefly in reference to it, that I have been induced to make the
preceding remarks. I have heard the opinion expressed, that
the improvement had rather injured than benefited the naviga-
tion; and, even that steam-boats would not answer on the Kan-
haway.
From what I have said above, it will appear, that I do not think
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INTERNAL NAVIGATION
the making of large sluices an advantage, so long as men are em-
ployed as the propelling power; and especially with large, heavy,
and unmanageable boats, as those used on the Kanhaway : in
coming up the sluices, the crew of the boat has to give to it a
virtual velocity, which, as remarked just above, lessens the use-
ful effect in a rapid ratio; and, though there may be much still
water, the load must, notwithstanding, be suited to the swiftness
of the sluices; and but little can be transported; and here, be-
sides, we have not, as with steam, the advantage of speed in the
ponde, because the day's work of men is limited, and is rapidly
shortened by an accelerated muscular action.
At high water, when the current is swift, these large boats
must be very difficult, and I may say, impossible to push up; for
then, a virtual velocity would be requisite, which men cannot
give.
In descending, on the contrary, the current impels the boat
forward with a rapidity, which takes the control of its motion
from the men : and a false manœuvre, a change of direction of the
current, produced by a casual circumstance, may prove fatal to
the cargo.
I, therefore, am ready to admit, that, if to be navigated by
boats propelled by oars or poles, the Kanhaway river would
have been nearly as useful, by merely clearing out the princi-
pal obstructions; but, with the use of light steam-boats obeying
readily the rudder, the advantages obtained will, I think, be con-
siderable.
Only one of the sluices was as swift as 41 miles an hour when
I measured their current (there being then a slight rise in the ri-
ver.) How then can it be doubted, that steam-boats capable of a
velocity of ten miles an hour could stem them; and, if they
could, why should they not answer as good a purpose on that
river as they do on others? Steam-boats have ascended the Sus-
quehanna, which is a more rapid river, at the rate of from four
to five miles an hour, at different stages of its waters; and some
benefits are expected from their use in navigating it. But the
Kanhaway offers by far greater advantages. It has little fall; the
sluices are but few; the ponds of still water very long; hence a
steam-boat might move up generally at the rate of eight miles an
hour, in the long ponds of still water of this river, and though
occasionally its velocity would be reduced to four or five miles
an hour at a sluice, it would be but for a short distance; and,
therefore, if the cost of transportation would be (as ealculated
above, and also established by facts,) $1 05 per ton per 100 miles,
for a velocity of 8 miles an hour, I question much whether the
sluices would raise it to as much as $ 1 25.
All this, of course, applies to a low stage of the river. In
times of floods, the steam-boats would have to encounter a con-
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tinuous current. But, the time of these swells constitutes but a
small proportion of the year; and, when they are somewhat çon-
siderable, the present ascending navigation is at an end; whereas,
steam-boats might yet ascend at the rate of three or four miles
an hour, and bring freight for perhaps $2 or $2 50 a ton, from
Point Pleasant to Charlestown.
In going down, the boats would move in the ponds of still wa-
ter at the rate of four or five miles an hour, according to their
lead ; in coming to sluices, they would check their steam and
obey the current. The danger of being wrecked would easily be
guarded against with a power both so active and perfectly under
control, and which is capable of an almost instantaneous retro-
grade motion. The danger would likewise be much lessened by
the circumstance that the leader and lighters might be made to
draw but 20 or 24 inches of water, if not less. A steam-boat of
25 tons is now building at Philadelphia, which will have a
draught of only 21 feet.
In eonclusion, I do not think that the improvement of the
Kanhaway navigation will be found by far as valuable, until
steam-boats be introduced on it; and then, I am convinced, that,
coal and labour being cheap there, freight, after a short time, will
be transported at very nearly the above average rate of one dol-
lar per ton per hundred miles: at present it is only the descend-
ing navigation which is facilitated ; but, in connexion with the
great echeme of communication, we must look to the ascending
trade on that river.
As regards the James river, its fall is much greater than that
of the Great Kanhaway. It is only in the lower part, and in short
sections, that a sluice improvement might be made, of such pro-
portions as would facilitate the passage of steam-boats. But, it
may be doubted whether the same fall might not be overcome at
less expense by dams, than by well regulated and large sluices.
The sluice at Red-house Shoal, on the Kanhaway, for example,
which is intended to regulate a fall of not quite four feet, will
certainly have cost much more than would on James river a dam
to raise the water four feet, with a lock in it.
James river, moreover, is frequently studded with rocks,
among which the path of boats is very devious and difficult : it
would be impossible for a light steam-boat, animated with a ve-
locity of eight or ten miles an hour, or for the same boat mov-
ing at a reduced speed, but with several lighters in tow, to pur-
sue, without danger, these crooked channels. The necessity of
straightening them, and making them, as well as the sluices, of
enlarged dimensions to suit steam-boats, would render this a very
expensive improvement: and it may be questioned, besides, whe-
ther it would be expedient to make a navigation exclusively ap-
plicable to steam-boats.
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INTERNAL NAVIGATION
Dams will in general furnish, at less expense, a proper depth
of water over the obstructions of the natural bed; by their means
a slackwater navigation is obtained; the trade is made more con-
stant and regular; the delays may be more correctly estimated,
and are the same, whether in ascending or descending; and the
time of arrivals may be anticipated with some degree of cer-
tainty.
An improvement by sluices, on the contrary, produces an in-
equality between the ascending and descending trade, which may
frequently be a great inconvenience. The delays are uncertain;
and, in a common rise of the river, when dams check the cur-
rent, sluices, on the contrary, increase it: the loss of time or
waste of power in ascending becomes considerable; and the de-
scending navigation is attended with greater danger.
The delay experienced at each dam, to pass through its lock,
is often represented as an objection to the lock and dam system
of improvement; but the delay produced by sluices is still
greater: in a sluice, for instance, a quarter of a mile in length
and three feet deep, having a fall of four feet, the current would
be at the rate of about four miles an hour: a steam-boat, moving
at the rate of eight miles an hour, would consequently stem it
with a velocity of four miles; and, therefore, it would lose in the
sluice nearly four minutes: a lock of four feet lift would hardly
stop a boat this length of time. But, if the load be supposed to
be increased, and consequently the speed of the boat lessened,
its progress in ascending the sluice will be more and more re-
tarded, until the load being increased to such a degree that it
would reduce the speed to four miles an hour, the boat would ac-
tually be unable to move up the sluice. Whereas, under the same
circumstances, it would not only proceed on through the lock of
a dam, but the velocity of four miles an hour would continue to
be the most advantageous, as will be shown below.
Hence, sluice navigation would only suit light and swift as-
cending boats capable of but little useful effect; when, on the
contrary, heavy loaded boats, which might be altogether stopped
by sluices, would not only move with facility on a river im-
proved by locks and dams, but actually prove much more profit-
able than lighter ones.
It appears, consequently, that the relative inferiority of sluice
navigation, when compared to a lock and dam improvement,
would be about the same after the introduction of steam-boats, as
it was before; and, in fact, the same propelling power having
been used heretofore in both cases, and the application of the
new power proposed being likewise the same for both improve-
ments, there does not appear any reason, why their relative me-
rits should be changed by it; and consequently, experience would
decide now, as formerly, in favour of locks and dams.
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LOCK AND DAM NAVIGATION.
The principal objection to this mode of navigation has ever
been the expensiveness and inefficiency of the only propelling
power which was applied to it; that of men, instead of horses
which were used on canals. The first subject of inquiry appears,
therefore, to be, what influence the introduction of steam in lock
and dam navigation, would have on the cost of transportation.
I have already presented calculations and results applicable to
navigation by steam on slackwater, with different velocities and
loads. In order to extend these results to a lock and dam navi-
gation, it is only necessary to inquire how much should be add-
ed for detention at the locks to the prices heretofore stated.
In the same view of the subject that I have taken all along, I
will suppose each boat to be detained at a lock one minute per
foot lift; a position which I suppose will be admitted to be quite
safe: it might, perhaps, at first appear, that the necessity of rais-
ing steam after having passed a lock might add more to the de-
lay; but the steam-boat passing first, might raise her steam while
the lighters are passing.
In the preceding pages I have given the load corresponding to
each rate of velocity in slackwater, and the number of lighters
requisite to carry it, (each lighter being supposed to contain from
25 to 30 tons.)
The following diagram, constructed according to these data,
exhibits, besides the data, the time lost at the locks for each
foot lift by the whole train.
Velocity in slack-
Load in tons as be-
Number of light-
Leader and lighters will be
water in miles
fore.
6
detained by each foot lift,
per hour.
at the rate of one minute
per foot lift, per boat.
2 - -
- 400 -
- 15 -
-
- 16 minutes.
21 - -
- 255 -
- 10
-
-
-
11
"
3 - -
- 175 a
-
7
-
-
-
8
"
34 - -
- 127 -
- 5 -
-
-
6
"
4 - -
- 95 -
-
3 -
-
-
4
"
5 - -
- 58 -
- 2 -
-
-
3
"
6 - -
- 38 -
-
1
-
-
.
2
"
8 - .
-
18 -
do
0
-
-
-
1
"
The cost of the steam-boat of ten horse power, which is sup-
posed to be used, being $1 per hour, and that of each lighter
eight cents; the expense occasioned by detention at the locks for
any fall and rate of speed, may now be readily calculated, and
in the same way also might the investigation be extended to
steam-boats of different power.
Pp
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INTERNAL NAVIGATION
Having established previously, that velocities less than 34 or
4 miles an hour, would not be advantageous, I will confine my-
self to calculations for the rates of 4, 5, 6 and 8 miles an hour.
The process of computation is sufficiently explained by the fol-
lowing table:
A TABLE,
Showing the cost of transportation by steam-power, of ONE
TON a distance of ONE HUNDRED MILES, on a river improv-
ed by locks and dams,
FOR DIFFERENT FALLS AND RATES OF VELOCITY.
1st-For A VELOCITY OF FOUR MILES AN HOUR.
One steam-boat of. 10 horse power, 3 lighters, freight 95 tons,
expense per hour $ 1 24.
(Each foot fall per mile adds 62-3 hours to the transportation per hundred miles,
and $8 27 to the whole expense, or 8.70 cents per ton.)
Lockage in
Delay per
Rate to which the
Cost of trans-
Do. with the addi-
feet per mile.
mile in mi-
speed is actually re-
portation of one
tion of 35 cents per
nutes.
duced by the pas-
ton per 100
ton for delays, stop-
sage of locks.
miles.
pages, &c.
In miles per hour.
0 -
- 0 -
-
4
-
33 cents.
68 cents.
1 -
- 4
-
- 3.15 -
42 "
77
"
-
2 -
- 8 -
- 2.60 -
50
"
85 "
3 -
- 12
- 2.20 -
59
"
-
94 "
4 -
- 16
-
- 1.95 -
68 "
103
"
5 -
- 20 -
-
1.70 -
77
"
112
"
6 -
- 24 -
- 1.55 -
85 "
120 "
8 -
- 32
"
135
"
-
- 1.30 -
103
10
-
- 40
-
1.10 -
120
"
155
"
-
2d-FOR A VELOCITY OF FIVE MILES AN HOUR.
One steam-boat, 2 lighters, freight 58 tons, expense per
hour $1 16. .
(Each foot fall per mile adds 5 hours tothe whole time, $5 80 to the expense, or
10 cents per ton.)
o
-
-
0
-
-
5
-
40 cents.
75 cents.
1 -
- 3 -
- 4
-
50 "
85
"
2 -
- 6 -
- 3.33 -
60 "
95
"
3 -
- 9 -
- 2.85 -
70 "
105
"
4 -
- 12
-
- 2.50 -
80 "
115
«
5 -
- 15
-
- 2.20 -
90 "
125
"
6 -
- 18
-
- 2
-
100 "
135
"
8 -
- 24 -
- 1.66 -
120 "
155
"
10
-
- 30
-
- 1.45 -
140 "
175
"
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3d-FOR A VELOCITY OF SIX MILES AN HOUR.
One steam-boat, 1 lighter, freight 38 tons, expense per hour
$1 08
(Each foot fall per mile adds 3 1-3 hours to the time, $3 60 to the whole ex-
pense, or 9 1-2 cents per ton.)
Lockage in
Delay per
Rate to which the
Cost of transport-
Do. with the addi-
feet per mile.
mile in
speed is actuallyre-
ation of one ton
tion of 35 cents per
minutes.
duced by the pas-
per 100 miles.
ton for delays,
sage of locks.
stoppages, Esc.
In miles per hour.
0
-
- 0 -
-
6
-
47 cents.
82 cents.
1 -
- 2 -
-
5
-
57 "
92 "
2 -
- 4 -
- 4.30 -
66 "
101 "
3 -
- 6 -
-
3.75 -
76
"
111 "
4 -
- 8 -
- 3.33 -
85 "
120 "
5 -
- 10
-
- 3
-
95 "
130 "
6 -
- 12
-
- 2.75 -
104 "
139 "
8 -
- 16
-
- 2.30 -
123 "
158 "
10 -
- 20
-
- 2 -
142 "
177
"
4th-FOR A VELOCITY OF EIGHT MILES AN HOUR.
One steam-boat, no lighter, freight 18 tons, expense per
hour $1.
(Each foot fall per mile adds 1 2-3 hour to the trip, $1 67 to the whole ex-
pense, or 9.60 cents per ton.)
0 -
- 0 -
-
8
-
70 cents.
105 cents.
1 -
- 1 -
- 7
-
80 "
115 "
2
-
- 2 -
- 6.30 -
89 "
124 "
3 -
- 3 -
- 5.70 -
99 "
134 "
4 -
- 4 -
- 5.20 -
108 "
143 "
5 -
- 5 -
- 4.80 -
118 "
153 "
6 -
- 6 -
- 4.45 -
128 "
163 "
8 -
- 8 -
- 3.85 -
147 "
182 "
10
-
- 10 :
- 3.40 -
166 "
201 "
This table exhibits the following results: :-
1st. That the additional expense occasioned by each foot
lift per mile, may be averaged at 91 cents per ton per hundred
miles.
2dly. That if the train travel in slackwater at the rate of 4
miles an hour, with a full load of 95 tons, its speed will he re-
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INTERNAL NAVIGATION
duced to about the usual canal rate of from 2 to 21 miles an hour,
by an average lockage of 3 feet per mile, and the cost of trans-
portation will be 94 cents per ton per hundred miles, which is
very little more than transportation on a canal in the case also
of a full load.
3dly. That if the velocity in still water be 5 miles an hour,
it will be reduced to canal speed by a fall of 4 feet, and trans-
portation will be increased to 115 cents per ton.
4thly. That a velocity of 6 miles an hour will be reduced to
the common canal rate by a fall of about 7 feet, and the expense
will then be about 149 cents.
5thly. That the fall must be more than 10 feet per mile to re-
duce a velocity of 8 miles an hour to the usual rate of travelling
on a canal.
These are the principal conclusions necessary for the present
purpose. With the preceding table, calculations may be extend-
ed to any particular modification of load, speed, or power.
CONCLUSION.
After having, pursuant to your order, considered every eir-
cumstance relative to the Independent canal, I have laid down
introductory principles, and obtained data necessary to the exa-
mination of the question relative to the best mode of improving
the navigation of James river: The well and long established su-
periority of canal navigation over that of rivers, precluded the
idea of investigating the question with a view to the common
mode of propelling boats; but its features are altogether changed
by the introduction of steam power.
From the 3d of the preceding remarks, it appears that 95 tons
may be transported 100 miles, for 94 cents per ton, on a river
having a lockage of 3 feet per mile, by a steam-boat of 10 horse
power, moving at the rate of 4 miles an hour in still water;
whose velocity would be reduced by the lockage, to the com-
mon rate of speed on canals. The expense of transportation in
a boat with full load, would be very nearly the same as on a canal.
If the steam-boat was made to move faster than 4 miles an
hour, it would carry less; and consequently, the expense of trans-
portation would be greater: this would necessarily happen if the
boat did not obtain a full load; but of course; it would also be
the case with boats on a canal; or rather, it would be still more
disadvantageous: for with a half load, for instance, a canal boat,
though it would move faster than when fully loaded, could,
nevertheless, not be propelled as fast as a steam-boat carrying an
equal proportion of load; for it is well known, that, on one hand,
animals cannot usefully increase their speed beyond a certain de-
gree; and that, on the other, a velocity exceeding 4 miles an
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301
hour is injurious to a canal. Hence, if we were to compare cases
when small loads will be carried, we should obtain a result greatly
favourable to steam power.
If, for instance, a canal boat with a back load of one-fourth of
its descending freight, that is, 5 tons, would perform 100 miles
in 41 days (including a due proportion of its delay at both ends
of the trip,) the cost of transportation of the 5 tons, would be in
all,
-
-
$
13
50
Or per ton for 100 miles,
-
-
-
2 70
Supposing now, that a steam-boat has come down with a full
load of 95 tons, and has to carry back its three lighters, (which
is the most unfavourable case,) its back load, being also one-fourth
of its descending freight, would consist of 24 tons; which, to-
gether with the weight of the lighters, would make a whole load
of about 38 tons. With this load, a steam-boat would advance 6
miles an hour in still water, according to the table; and its ve-
locity would be reduced to 34 miles an hour on a river having a
fall of 3 feet per mile. The expense of the steam-boat and three
lighters would be $1 24 per hour, or for 34 miles, (see the table.)
Which is, per 100 miles for the 24 tons of freight actual-
ly transported,
-
-
$
33
10
Or per ton,
-
1 38
To which adding as usual 35 cents per ton for delays,
loading, &c. the cost of transportation of a ton 100
miles, will be
1 73
Which is 97 cents cheaper than on the canal. So that this con-
clusion may safely be adopted, that, on a river improved by locks
and dams, and which has a fall of about 3 feet per mile, trans-
portation by steam would be cheaper than on a canal: this
will again be adverted to."
The beneficial project of an easy, safe, and expeditious com-
munication between the waters of James river and the Great Kan-
haway, as a first great step towards facilitating commercial inter-
course between the eastern and western portions of the state;- ;-
a measure so obviously important to both, and essential even to
the very settling of, and consequent prosperous cultivation of
many of the counties beyond the Alleghany mountains, has long
been a subject of deep legislative concern, and one in which the
public interest was the more strongly felt, as it was not doubted
there would, eventually, through this channel, be established an
extensive commercial intercourse with the states of the west: so
that, in these latter years, views of improvement have gone to
the extent of suggesting the expediency, if practicable, of a
thorough water communication by means of a canal. The diffi-
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INTERNAL NAVIGATION
culties, however, of the mountain pass, so far as examinations
have gone to ascertain the matter, though not as yet denoting ab-
solute impracticability, have been of a nature to suspend, for the
present, any final decision upon the point. Very possibly, renew-
ed researches, and minute explorations of the ground, may bring
to light some route less difficult, for a thorough canal, than has
hitherto been discovered; and in that event, it will only remain
to be seen, what influence, for, or against the execution of this
great Virginia project, the completion of more northerly water
communications between the east and the west, may or ought to
have : The engineer of the state, Mr. Crozet, observes,-
The surveys of the first year, (of the Chesapeake and Ohio
canal route) did not disclose the most advantageous and import-
ant circumstances of this route yet three parties, or brigades
of engineers were employed in the operation : two of these con-
sisted of sixteen officers, the third was composed of one civil engi-
neer and five assistants; in all, twenty-two engineers, or sur-
veyors.
Had the Alleghany mountains in Virginia been searched for
two successive years with the same persevering diligence, and by
a party as numerous, the result, perhaps, might have been as dif-
ferent from what is now known, as the survey made by the
United States engineers, the second year, was different from
their first examination. I have heard it affirmed, that there is a
much lower place through the mountain, than that through which
the survey was conducted and that a sufficiency of water may
be had.
" Should it be confirmed by an actual survey, that such a low
place exists, and that it could be supplied with water, the con-
nexion of James river and the Kanhaway, in point of practica-
bility, would not yield to the projected Chesapeake and Ohio
canal; for the difficulties of the ground would most probably be
rather less than greater here, and the length of the canal could
not differ much on either route.'
The history of what has been effected, stands as follows :-
In 1819, pursuant to a resolution of the general assembly of
Virginia, surveys were made, to ascertain the best practicable
communication between the waters of the James and Kanhaway
rivers; viz. James river, Kanhaway river, Craig's creek, Sink-
ing creek, Dunlap's creek, Ogley's creek, Howard's creek,
Greenbriar river, and New river; also, for an independent canal
along the valley of James river; and for a road, from the mouth
of Dunlap's creek to the falls of the Kanhaway river."
Which, being reported, with maps and estimates, the board
of public works recommended, that the same should be gone into,
by sections, and completed on a scale commensurate with the
objects specified. They proposed, namely,
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1. An independent canal from the basin at Richmond, up the
valley of James river, and of its branch, Jackson's river, to the
mouth of Dunlap's creek a distance of 250 miles.
2. A good road, from the mouth of Dunlap's creek, across the
Alleghany mountain, to the Great Kanhaway river, at the foot
of Great falls ; a distance of 90 miles.
3. From the foot of Great falls to the mouth of this river, at
Point Pleasant on the Ohio; along this distance, 94 miles, the
river bed to be made navigable.
Which plan was adopted by the legislature; and in 1820, an
act was passed in consequence, by the terms of which, and in
virtue of an agreement with the James river company, the char-
tered privileges thereof were annulled, and the company became,
from this period, an agent, holding in trust for the use and be-
nefit of the commonwealth.
The company received authority, viz.
1. To render the Kanhaway river navigable at all seasons, for
boats drawing at least 3 feet of water, from Great falls down to
its junction with the Ohio.
2. To improve the navigation of James river, from tide water to
Pleasant's island, by locks and navigable canals, affording at all
times 3 feet depth of water, and so as to navigate boats carrying
1000 bushels of coal.
3. To make the best practicable road, from the mouth of Dun-
lap's creek to Great falls of the Kanhaway river, in conformity
to the suggestions of the chief engineer, in his report.
4. To make independent or lateral navigable canals, from
Pleasant's island to the mouth of Dunlap's creek, in conformity
to the same report, as nearly as may be, affording 3 feet depth of
water at all seasons.
5. To make safe and convenient branch communications from
the river, at such points as will afford ample accommodation to
the trade of the river.
In pursuance whereof, this series of improvements was com-
menced; and 80 much of the same has been accomplished, as is
specified in the articles which here follow.
A.-From Richmond basin, by canal, up the James river
valley, to the head of Maiden's Adventure falls,
Goochland county.
Distance, Miles, 301
No. 104.
JAMES AND JACKSON'S RIVER CANAL;-MAID-
EN'S ADVENTURE SECTION.
Under act of the general assembly, 17th February, 1825, the
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INTERNAL NAVIGATION
James river company commenced this section of an entire inde-
pendent or lateral canal; purposing to make such additions, in
distances from place to place along the valley Tine, as the legisla-
ture should find it expedient to direct; and by a report of the
state commissioner, 10th December, 1825, it appears, that this
section was then finished throughout, and brought into use. It
comprises,
4 dams across the river,
10 lift locks, including those in the dams,
5 guard locks; 3 guard gates,
5 aqueducts 9 culverts,
15 waste weirs,
1 set flood gates, besides those in the weirs,
2 foot bridges; 2 road bridges,
34 farm bridges.
Width of the canal 40 feet. Depth of water 34 feet. Expense
623,295 dollars.
NOTE.
Additional disbursements, to the 1st January, 1828, make the
cost of this section of canal amount to 637,607 dollars; and re-
pairs and alterations are yet needed.
A.-From the lower end of Irish falls, or Piney island,
in Amherst county, by canal, along the margin of
James river, up to the mouth of North branch, Rock-
bridge county.
Distance, Miles, 7
No. 105.
JAMES AND JACKSON'S RIVER CANAL;-BLUE
RIDGE SECTION.
This section, commenced in 1824, and which.passes through a
gap of the Blue ridge mountain, has been reported on as nearly
finished. Fall overcome by lockage 96 feet ; the locks of stone,
104 feet wide, 76 feet long in the clear. Cost of this section
about 340,000 dollars.
NOTE.
Additional disbursements, to the 1st January, 1828, make the
cost of this mountain section of canal amount to 365,013 dol-
lars. And considerable repairs and alterations are yet needed.
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A.-From James river, at or near the Cow Pasture branch,
up the valley of Jackson's river, to Covington, at the
mouth of Dunlap's creek.
Distance, Miles, 24
No. 106.
JAMES AND JACKSON'S RIVER CANAL;-JACK-
SON'S RIVER SECTION.
Along this extreme portion of the water communication, in-
tended to meet the Kanhaway turnpike road at Covington, the
ground is very rough and difficult of improvement; so that a ca-
nal construction at this section, as was intended, has not been
carried into effect. It appears, by estimate, that an independent
canal to fill up these 24 miles of distance along the route, would
cost upwards of 600,000 dollars. And it is now proposed to sub-
stitute, at least for the present, an improvement of the Jackson's
river navigation, by the lock and dam method. Which, it is cal-
culated, may be effected at the expense of 55,000 dollars, thus:-
In the 24 miles of distance, there is a fall of 220 feet; and the
mean width of the river at such sites as would be eligible for
dams is probably 225 feet ; each dam suitable for which is esti-
mated at 500 dollars, and each lock suitable for batteaux, esti-
mated also at 500 dollars. That is, together, 1000 dollars re-
quired for every 4 miles of fall ; which makes, for the whole, an
expense of only 55,000 dollars.
NOTE.
In regard to filling up the whole distance between Richmond
and Covington on Jackson's river, with one uninterrupted canal, as
has been contemplated, the period of its accomplishment may yet
be at a distance. The plan of yet improving the natural chan-
nel of James and Jackson's rivers, by means of locks and dams,
it is likely will still for most of the distance be preferred. On
the 17th December, 1824, however, the general assembly passed
a resolution, directing an entire new survey to be made, from
Maiden's Adventure falls upward, and estimates to be formed and
reported; in order that a full and undoubted knowledge of local
circumstances may not be wanting, for them to come to a deci-
sion as to the course most expedient to be pursued.
In consequence whereof, the state chief engineer has made an
elaborate report, under date of July 1, 1826. From which report,
the following particulars are extracted.
Qq
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INTERNAL NAVIGATION
From Covington,
To Rich Patch ford
Estimate.
Length by canal, 16.06
river, 21.06
~~~
Lockage, 191.88
$585,850
To North branch,
Length by canal, 53.99
river, 60.50
n
Lockage, 332.27
1,363,076
To Judith's creek,
Length by canal, 16.45
river, 16.00 }
Lockage, 76.40
473,761
To Tye river,
Length by canal, 43.50
n
890,000
river, 43.50
To Seven Island falls,
Length by canal, 37.75 }
Lockage, 133.21
594,086
river, 38.34
To Maiden's Adventure falls,
Length by canal, 44.41 }
river, 44.00
Lockage, 95.35
758,999
Allow for damages to property, and fencing,
84,228
Total estimate, for these sections,
$4,750,000
To which is to be added, viz.-
For the Maiden's Adventure section, finished,
623,295
For the Blue ridge section,
-
340,000
-
-
-
For contingencies extra,
-
-
36,705
-
-
And we have,
Total probable cost, of an uninterrupted canal, from
Richmond to Covington at the mouth of Dunlap's
creek,
-
-
-
-
-
-
-
$5,750,000
The distance being 249 miles, and this estimate allowing the
dimensions of 34 feet depth of water; 30 feet wide, generally,
above the Maiden's Adventure section, which has 40 feet width.
The towing paths 10 feet wide, and 2 feet above the water-sur-
face. In some difficult places of the route, the supposed canal-
width is reduced to 22 feet.
The whole continuous water-distance, to the Ohio river, in-
cluding the mountain-pass, by the route surveyed, is as fol-
lows ;-
From below Richmond basin to the mouth of Dun-
lap's creek,
-
-
-
r
-
Miles, 251
-
16
Thence to lowest point on the dividing ridge,
-
Amount carried forward,
267
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OF THE UNITED STATES.
307
Amount brought forward, 267
Thence to mouth of Howard's creek, on the Green-
briar river,
-
12
To the mouth of the Greenbriar,
-
-
-
50
Down the Kanhaway to Bowyer's ferry,
-
46
Thence to foot of Great falls,
-
21
Thenee to mouth of the Kanhaway at Point Pleasant
on the Ohio,
-
-
-
94
Miles, 490
The summit of the ridge, 2478 feet above tide water level.
The mouth of Dunlap's creek ascertained to be 1238 feet above
tide, and 649 above the foot of Great falls of the Kanhaway.
Now, supposing, in the event of a canal along this route, that a
tunnel were opened through the mountain ridge, at 227 feet be-
low the summit, it follows, that such canal, between tide water
at Richmond, and Great falls of the Kanhaway, would require
3913 feet of lockage.
A lower base line, or summit level, however, which has been
had in view ; say at 1918 feet above tide; makes the amount of
lockage to be 3267 feet; with a tunnel of 3 miles 440 yards long;
an eastern deep cut of 395 yards ; a western deep cut of 932
yards.
M.-From the mouth of Great Kanhaway river, at Point
Pleasant, on the Ohio, by a series of lock and dam,
and of sluice improvements, up the river stream, 89
miles, to Loophole shoal; whence, by turnpike road,
up to Great falls; and, through Nicholas and Green-
briar counties, across to Covington, at the mouth of
Dunlap's creek, Alleghany county. Distance,
By river improvements,
-
-
-
89
By turnpike,
-
-
-
-
99
Miles, 188
No. 107.
KANHAWAY RIVER NAVIGATION AND TURNPIKE.
The sluicing mode of improvement has been followed on the
Kanhaway, as appearing to be adapted to the circumstances of
the case for, on this river, the ascent is only 108 feet in 94
miles; ; and, of this, for the 57 miles distance from Point Plea-
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308
INTERNAL NAVIGATION
sant up to Charlestown, the difference of level is no more than
48 feet.
By means of sluices, the several shoals, up to the Loophole,
within about 4 miles of Great falls, have in consequence frequent-
ly been overcome. It was intended, the turnpike road from Cov-
ington should terminate at the foot of Great falls, but afterward
found advisable for it to be extended about 5 miles lower; that
is, to 1 mile below the Loophole shoal of the river; at which
point, the water improvements are, by act of the legislature, 1st
March, 1826, directed to stop for the present.
The turnpike passes through a portion of very rugged difficult
country ; it is generally 22 feet wide, with the centre raised by
a curve from each side, and sloped ditches.
The Greenbriar river is crossed over by an elegant bridge;
and the Ganley river by another,* of a similar construction, but
not equal in dimensions. The Greenbriar bridge, (says a report
on the subject) is one of the most splendid wooden bridges ever
built: it consists of
Two spans of 211 feet each, supported by 2 abutments, and a
middle pier very handsomely built of hewn stone. The under
part of the bridge is 25 feet above the river ; each span, compos-
ed of two strong lateral frames, and with a middle one, forming
between them 2 road ways, each 101 feet in width the whole
width of the bridge being 26 feet. The frames are connected
together, at their lower part, by the cross horizontal ties which
support the flooring, and at their top, by horizontal cross ties,
and by the framing of the roof, which covers the whole bridge;
the sides are planked over. Each one of the frames is compos-
ed of 2 ribs, or rather of a double rib, rising about 20 feet in the
middle, and whose extremities are held together by a tie-beam
or chord, also double, forming a slight bow of 3 feet sagitta. The
double ribs and chords embrace strong upright posts, to which
they are firmly bolted. The uprights are capped, the whole
length of the bridge, by a strong beam, and braced by crosses
halved together in the middle, with wedges at their junction, by
means of which they may be stiffened when wanted. The cross
horizontal ties already mentioned, are placed at top, between the
caps, and at the base, between the chords or longitudinal ties of
the opposite frames. On the timbers which connect the chords,
rests a double floor, which is itself laid diagonally, and acts there-
by as an additional horizontal brace ; so that the whole bridge is
carefully and firmly secured against lateral motion, so often fa-
tal to bridges. In a word, it is built on the best principles; the
architect, Mr. James Moore.
The expense of the improvements comprised in this article,
is stated to be as follows;-
Since burned down.
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OF THE UNITED STATES.
309
For the Kanhaway river works,
-
-
-
$ 76,509
The turnpike road,
-
-
-
-
-
125,692
Bridge over Ganley river,
-
-
-
-
18,400
Bridge over the Greenbriar,
-
-
-
-
19,000
Salary and contingencies,
-
-
-
-
2,381
Total,
$241,976
The quantity of salt now manufactured at the Kanhaway salt
works, above Charlestown, is computed at upwards of a million
of bushels annually.
It is remarked of the turnpike, which has opened to a certain
degree the communication sought after with the beautiful valley
watered by the Kanhaway, and of the river navigation set of
improvements, that both together have already given a great
impulse to business; the valley exhibiting an activity not known
before, partly in the lively trains of wagons now engaged in
transporting salt to Lewisburg. The principal part, however, of
the salt manufactured, descends the river as yet to Point Plea-
sant, in flat boats, which load from 400 to 500 barrels of 360 lbs.
each. Horse boats also navigate the river, and it is quite proba-
ble that light steam-boats will, ere long, be introduced.
NOTE.
Additional disbursements, to the 1st of January, 1828, in-
cluding part rebuilding of Ganley river bridge, make the Kan-
haway river and turnpike works of this article amount to
$253,414.
M.-From a point on the Potomac river, in Berkeley,
or Jefferson county, along the Shenandoah valley,
through the counties of Frederick, Shenandoah,
Rockingham, and Augusta, by canal and river im-
provements, to the Lexington branch of James river,
in Rockbridge county; or by way of the Lexington or
North river valley, to form a junction with the Blue
ridge canal, at the mouth of North river.
Distance, Miles, 250
No. 108.
THE SHENANDOAH CANALS.
Should the Chesapeake and Ohio canal communication, by the
Potomac, be realized, as it is hoped ; there will, at some period
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310
INTERNAL NAVIGATION
not very remote, be another efficient communication attempted,
through the central counties of Virginia, from the Potomae to
the waters of James river. It is the one here specified, through
the Shenandoah valley, by which the most fertile district of all
the state will be immeasurably benefited, in the facility of trans-
porting its produce. The river has long since been made naviga-
ble for boats up to Port Republic, in Augusta; near which place,
a fall of 50 feet was overcome by six short canals with stone
locks.
A.-From the mouth of the Rivanna river at Columbia
on James river, by canal, or by the stream of the
Rivanna, improved after the lock and dam method,
up to Moore's ford, opposite Charlottesville, Albe-
marle county.
Distance, Miles, 37
No. 109.
THE RIVANNA RIVER CANALS.
The recent survey of the course of this tributary of James
river, flowing through a limited but very important tract of
country, has been made by the state chief engineer, with a view
to improve the navigation thereof. It is proposed to adapt it to
the passing of light steam boats; and to effect this improvement
by means of a series of locks and dams; together with a canal
or two round the principal falls, as the falls at Milton, and at the
Palmyra mill.
The engineer's estimate for this object is,—
For lockage, by locks of 14 feet width, 127 feet, at
500 dollars per foot,
-
-
-
-
-
$63,500
For dams and various particulars,
-
-
-
51,700
Superintendence and contingencies, 15 per cent.,
-
17,300
Total probable cost,
$132,500
NOTE.
A survey is directed to be made of the Meherrin river, with
a view to the improvement thereof from Murfreesboro' up-
wards; also a survey of the country between the waters of the
Roanoke river and the New river branch of the Great Kanha-
way. It is thought that a junction of the Eastern and Western
waters, by this route, may be not impossible, but rather proba-
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OF THE UNITED STATES.
311
ble. A new survey is likewise directed, to ascertain the best
mode of improving the James and Jackson's rivers, up to Cov-
ington.
NOTE 2.
In 1826, surveys were commenced by a brigade of United
States' engineers, to determine, co-operatively with the surveys
on foot by the state, as to the practicability of uniting the waters
of the James and the Kanhaway rivers, by a canal, and this year,
1827, the same have been concluded. The engineers have dis-
covered a practicable route, and have, in consequence, marked
out or located a line of canal, from Covington, on Jackson's
river, to the foot of Great falls, on the Kanhaway, with sum-
mit level, and the several works appertaining, as feeders, reser-
voirs, &c.
The engineers have, moreover, ascertained the practicability
of uniting the waters of the Roanoke and New rivers, and have
pointed out a line of route from Salem, in Bottetourt, or from
Christianburg, in Montgomery county, to the head of boat navi-
gation, on the Great Kanhaway. The engineers' reports are ex-
pected.
JUNE, 1828.
By a report made to the United States war department, as
well as one to the legislature of Virginia, it is now thoroughly
confirmed that a connexion of the James and the Kanhaway
rivers, by a continuous canal, is really practicable, but would be
very expensive to execute. On the other hand it is ascertained,
that a connexion, by canal, of the waters of the Roanoke river
and the New river branch of the Kanhaway, is not only practi-
cable, but easy, and is highly promising of advantages ; and fur-
ther, that a union of the waters of the Roanoke river and James
river, near the point where the connexion last mentioned is pro-
posed to take place, is also of easy practicability.
Which important discoveries, embracing the project of a dou-
ble connexion, by canal, are in consequence made the subjects
of the two next inserted articles, No. 110 and No. 111.
A.-From tide water of the Roanoke river, at Weldon,
by canal, up the valley thereof, and the South fork
valley, to a point of a dividing summit, at about 5
miles south of Christianburg, in Montgomery county,
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312
INTERNAL NAVIGATION
Virginia, between the heads of Elliott's creek on the
east, and Meadow creek on the west; whence across,
and down the valleys of Little river and New river,
and that of the Great Kanhaway, to the foot of Great
falls. Distance, viz.
Tide water to east end of summit level,
Ascent, 2049 feet in 260 miles.
Length of summit,
i
to
4
"
West end of summit to mouth of Lit-
tle river,
Descent, 309 feet in 111 miles.
Little river to mouth of Greenbriar,
Descent, 3584 feet in 831 miles.
Mouth of Greenbriar to foot of Great
falls,
Descent, 741 feet in 674 miles.
Total lockage, 34574 feet in 4224 miles.
No. 110.
ROANOKE AND KANHAWAY CANAL.
According to what is here stated, the desideratum of a route
to connect the Eastern and Western waters of the country, by
canal, appears to be realized, and this after a manner quite un-
expected, both in regard to facility of construction, and the easy
communication it will afford when constructed. It is a route far
superior to either of the others hitherto discovered; there being
at this situation a depression in the Alleghany ridge, and a flat
summit level is presented after some deep cutting, at only 30
feet below the top of the mountain ; to which summit, a most
abundant supply of water can be brought, by a feeder, 91 miles
in length, from Little river, a copious tributary of New river,
and brought in such a manner, winding round the mountain, as
to throw all the waste water on the side of the Roanoke. Which
feeder will include a tunnel of 1 mile and 290 yards through the
Pilot mountain ; but this there will be no need of making navi-
gable; and no reservoir at all is needed; neither will any tunnel
along the main canal be needed. The deep cutting required is
only 1083 yards; and the declivities from the summit on both
sides, except the first mile of each, are gradual, making the
ground favourable for excavation and arrangement of the locks :
50 that no difficulties whatever appear to exist, or be in the way
Digitized by Google
OF THE UNITED STATES.
313
of constructing a canal from one of the two great rivers to the
other.
But there exists a section of the route, on the Kanhaway river
valley, where the case is different. It lies between Bowyer's
ferry and Great falls: the ground here is represented as being
too rough and difficult for canal constructions, and it has been
conjectured, that, along this section, a rail road may be resorted
to with advantage, as a substitute.
Further examinations are now on foot, by the which, a proper
decision may be come to on this point, and all other essential points
likewise, of this interesting project.
Near the summit level, or the point of connexion as above,
hydraulic limestone has been found. Small locks are recom-
mended, say 10 feet in width, by 75 feet long in the clear.
1829.
From the deep cutting on the summit, eastward, the route de-
seends, to the junction of the two forks of Elliott's creek, and
passes to the mouth thereof, and to the south fork of Roanoke ;
thence to the north fork, at the site of an aqueduct 100 feet
long, by which to cross the same, and thence, about 41 miles
farther, to the entrance of a proposed tunnel of 850 yards at a
bend of the Roanoke river. After which, and a deep cutting of
240 yards long, the route proceeds 7 miles to the pond at Salem ;
at which point the examinations down the Roanoke were sus-
pended for the season. Distance from summit level to Salem,
by the canal route, 36 miles.
The Roanoke navigation company have carried their improve-
ments on the stream navigation as far up as Salem.
The following enumerated distances and elevations are refer-
red to. To which is added, a comparative view, taken at large, of
the great routes between the eastern and western navigation of
the country, as stated by Mr. Crozet, the able engineer of Vir-
ginia.
DISTANCES AND ELEVATIONS,
Referred to the top of the Alleghany, at the depression be-
tween the heads of Meadow creek and the North fork of
Elliott's creek.
WESTWARDLY.
From the top of the Alleghany,
Miles.
Chains.
Feet.
To the end of the Deep cut,
0
26.06
30.00
To the end of the next mile,
1
26.06
80.00
To the mouth of Meadow creek,
7
68
300.05
Rr
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314
INTERNAL NAVIGATION
Miles.
Chaine.
Fest.
To New river, at the mouth of Little ri-
ver,
11
23
338.81
EASTWARDLY.
To the end of the Deep cut,
0
23.15
30.00
To the end of the next mile,
1
23.15
113.00
To the junction of the two forks of Elli-
ott's creek,
4
268.44
To the mouth of Elliott's creek,
13
684.00
To the South fork of Roanoke, at the
head of the cliff just above the first
crossing of the stage road,
18
16
774.31
To the end of the cliff above the second
crossing,
21
74
845.70
To the North fork at the site of the
aqueduct, which will be 100 feet long, 24
11
896.16
Level in the aqueduct and James river
feeder,
857.70
To the forks of Roanoke,
24
27
900.58
To the entrance of the short tunnel,
28
62
To Roanoke, nearly opposite the mouth
of the tunnel, and at the last crossing
of the road,
939.27
To the river opposite E. White's,
1009.73
To the pond at Salem, (by the route of
the canal,)
36
12
1076.59
The following elevations of different points above tide water,
computed either from my own surveys, or other documents, may
likewise be of some interest in the inquiries relative to the con-
nexion of the eastern and western waters.
ELEVATION ABOVE TIDE WATER.
Of James river, at Maiden's Adventure,
141
at Columbia,
178
at Scottsville,
255
at Lynchburg,
500
at the North branch (head of the canal,)
700
at Pattonsburg,
806
at Covington,
1,222
Of Greenbriar,
near the Droop mountain, 39 miles
above Howard's creek,
1,986
at the mouth of Anthony's creek,
1,779
at the mouth of Howard's creek,
1,669
at the mouth of Second creek,
1,629
Digitized by Google
OF THE UNITED STATES.
315
Of Greenbriar,
at its mouth, or New river mouth,
1,382
Of New river,
at the mouth of Sinking creek,
1,627
at the mouth of Little river,
1,740
Of the Kanhaway,
at Bowyer's ferry,
982
below the Great falls of Kanhaway,
641
at the mouth of Kanhaway in the Ohio,
535
Of the Ohio,
at Pittsburg,
648
at the mouth of Big Beaver,
691
Of Lake Erie,
563
Of the Champion swamp, dividing summit between Lake
Erie and Big Beaver,
905
Of the Roanoke,
at the mouth of Elliott's creek,
1,399
at the Forks,
1,178
at Salem,
1,002
Of the Alleghany, at the head of Second creek,
2,596
between the South prong of Fork run
and Tuckahoe, (the best route in this
quarter,)
2,315
at the North prong of Fork run,
2,445
at the Turnpike,
2,512
at the Old road,
2,476
between Brush creek and the North
fork of Howard's creek,
2,758
between the Middle fork of Ogley's
creek and Anthony's creek,
2,996
in Montgomery county, Virginia, be-
tween Meadow creek and the North
fork of Elliott's creek,
2,079
in the same county, between Stroub-
ler's and North fork of Roanoke,
2,072
On the route of the Ohio and Chesapeake canal by Deep
creek,
2,567
by Casselman's route,
2,759
This comparative table shows, that the depression of the Al-
leghany in Montgomery county, is considerably the lowest of
any yet recommended for a connexion of the eastern and west-
ern waters.
In my report of last year, I had established a tabular compa-
rison between this and the Ohio and Chesapeake canal routes.
The operations of last season having elicited some results some-
what different from those then presented, many of which had
been obtained by mere computation, I do herewith submit simi-
hr corrected tables; discarding, however, the Deep run route of
the Ohio and Chesapeake canal, which is no longer thought of.
Digitized by Google
COMPARATIVE VIEW
316
Of several Routes for a Canal connexion of the Eastern and Western waters.
OHIO AND CHESAPEAKE CANAL.
CASSELMAN'S ROUTE.
Distances
Lockage in feet.
Length
in miles.
of
Ascent.
Descent.
Average
Tunnel.
Total.
per mile.
Deep cut 35 feet
next to the
tunnel.
Elevation of the
ridge above the
assumed base
Length of feed-
er in miles.
line.
Minimum sup-
ply of water at
the origin of the
feeder, in cubic
feet per second.
From tide water to Cumberland,
185 5-8
578
-
3.11
in yards.
in feet.
Thence to the mouth of Little Will's creek,
13 7-8
309
-
20.43
Thence to the eastern end of the summit level,
15 1-4
1016
-
66.62
Digitized by Google
Summit level,
5 3-4
0
0
0
Eastern.
INTERNAL NAVIGATION
From the western end of the summit level to
140
the mouth of Middle Fork creek,
16 1-8
-
216
13.40
Western.
Thence to the mouth of Casselman's river,
19 5-8
-
420
26.75
1060
Thence along the Youghioghany to Connelsville,
one of the worst sections of the line, the river
breaking through the Briery and Laurel moun-
tains: (In one mile of this section, the fall is
as much as 96 feet, and the ground bad,)
27 1-2
-
Thence to the mouth of the Youghioghany,
432
15.70
navigable.
Thence to Pittsburg,
43 3-4
-
152
4.50
14
-
35
2.50
mls. yds.
Total amounts,
341 1-2 1903
1255
3158
4-80
1200
856
31
18
ROANOKE AND NEW RIVER CANAL.
Distances
Lockage in feet.
Length of Tunnel.
in miles.
Average
Naviga-
For
Deep cut, 30 feet
at the deepest.
Elevation of the
ridge above the
assumed base
Length of feeder
in miles.
Ascent.
Descent.
Total.
line.
Minimum sup-
ply of water at
the origin of the
feeder, in cubic
feet per second.
per mile.
ble.
feeder.
From tide water to Salem, (computed,)
224
1002
-
4.47
in yards.
in feet.
Thence to the forks of Roanoke,
11 3-4
176
-
14.98
Thence to the mouth of Elliott's creek,
11 1-4
221
-
19.64
Thence to the end of the summit level,
12 3-4
650
-
51.53
mil. yds.
Eastern.
Summit level,
5-8
0
0
0
none.
1-200
510
From the western end of the summit
Western.
level down Meadow creek and Little
573
river to New river,
11 1-4
-
309
27.46
Taken from Little river.
OF THE UNITED STATES.
Thence to the mouth of Greenbriar,
83 5-8
-
358
4.26
Thence to Bowyer's Ferry,
45 1-2
-
400
8.79
Thence to the foot of the Great Falls of
Kanhaway,
22
341
15.50
mil. yds.
Total amounts,
422 3-4
2049
1408
-
3457
none.
1-200
1083
30
94
50
Digitized by Google
By a tunnel two miles long, as stated in the body of the report, the rapid descent at the beginning, and 220 feet of lockage, might be saved,
which would reduce it to be little more than that of the Ohio and Chesapeake Canal: a further lowering of the level might give the same lock-
age, and a tunnel of about the same length, but only 170 feet below the top, and succeeded by an easy declivity, and favourable ground on
both sides.
317
COMPARATIVE VIEW
316
Of several Routes for a Canal connexion of the Eastern and Western waters.
OHIO AND CHESAPEAKE CANAL.
CASSELMAN'S ROUTE.
Distances
Lockage in feet.
Length
in miles.
of
Tunnel.
Average
Total.
Deep cut 35 feet
next to the
Ascent.
Descent.
tunnel.
Elevation of the
ridge above the
assumed base
Length of feed
er in miles.
per mile.
line.
Minimum sup-
ply of water at
the origin of the
feeder, in cubic
feet per second.
From tide water to Cumberland,
185 5-8
578
-
3.11
in yards.
in feet.
Thence to the mouth of Little Will's creek,
13 7-8
309
-
20.43
Thence to the eastern end of the summit level,
15 1-4
1016
-
66.62
Summit level,
5 3-4
0
0
0
Eastern.
INTERNAL NAVIGATION
From the western end of the summit level to
140
Digitized by Google
the mouth of Middle Fork creek,
16 1-8
-
216
13.40
Western.
Thence to the mouth of Casselman's river,
19 5-8
I
420
26.75
1060
Thence along the Youghioghany to Connelsville,
one of the worst sections of the line, the river
breaking through the Briery and Laurel moun-
tains : (In one mile of this section, the fall is
as much as 96 feet, and the ground bad,)
27 1-2
-
432
15.70
navigable.
Thence to the mouth of the Youghioghany,
43 3-4
-
152
4.50
Thence to Pittsburg,
14
-
35
2.50
mls. yds.
Total amounts,
341 1-2 1903
1255
3158
4-80
1200
856
31
18
ROANOKE AND NEW RIVER CANAL.
Distances
Lockage in feet.
Length of Tunnel
in miles.
Average
Naviga-
For
Deep cut, 30 feet
at the deepest.
Elevation of the
ridge above the
assumed base
Length of feeder
in miles.
Ascent.
Descent.
Total.
line.
Minimum sup-
ply of water at
the origin of the
feeder, in cubic
feet per second.
per mile.
ble.
feeder.
From tide water to Salem, (computed,)
224
1002
-
4.47
in yards.
in feet.
Thence to the forks of Roanoke,
11 3-4
176
-
14.98
Thence to the mouth of Elliott's creek,
11 1-4
221
-
19.64
Thence to the end of the summit level,
12 3-4
650
-
51.53
mil. yds.
Eastern.
Summit level,
5-8
0
0
0
none.
1-200
510
From the western end of the summit
Western.
level down Meadow creek and Little
573
river to New river,
11 1-4
-
309
27.46
Taken from Little river.
OF THE UNITED STATES.
Thence to the mouth of Greenbriar,
83 5-8
-
358
4.26
Thence to Bowyer's Ferry,
45 1-2
-
400
8.79
Thence to the foot of the Great Falls of
Kanhaway,
22
341
15.50
mil. yds.
Total amounts,
422 3-4
2049
1408
-
3457
none.
1-200
1083
30
91
50
Digitized by Google
By a tunnel two miles long, as stated in the body of the report, the rapid descent at the beginning, and 220 feet of lockage, might be saved,
which would reduce it to be little more than that of the Ohio and Chesapeake Canal: a farther lowering of the level might give the same lock-
age, and a tunnel of about the same length, but only 170 feet below the top, and succeeded by an easy declivity, and favourable ground on
both sides.
317
JAMES RIVER AND KANHAWAY CANAL.
318
L-BY WAY OF COVINGTON AND GREENBRIAR RIVER.
Distances
Lockage in feet.
Length of Tunnel.
in miles.
Ascent.
Descent.
Average
Total
Naviga-
For
ble.
Deep cut 50 feet
next to the tun-
nel.
Elevation of the
ridgeabove the as-
sumed base line.
Length of feeder
in miles.
feeder.
Minimum sup-
ply of water at
the origin of the
per mile.
feeder, in cubic
feet per second.
From tide water to Pattousburg,
199
806
-
4
in feet.
Thence to-Covington, (by the improve-
ment,)
58 1.2
416
-
7.11
Thence to the mouth of Fork Run,
16 1-2
432
-
26.18
Thence to the end of the summit level,
2 5-8
264
-
100.50
Eastern.
Summit level,
4 1-2
0
0
0
458 yde.
31 1-8fm.
43 from
From the western end of the summit
Western.
Green-
Green-
MOLLVOIAVN INTERNAL
level, down Howard's creek, to
mil. yds.
briar.
briar.
Digitized by Google
Greenbriar,
8 1-8
1
249
30.65
1-177
Thence down Greenbriar to New river,
49 1-8
-
287
5.90
Thence to Bowyer's ferry,
45 1-2
-
.400
8.80
1 7-8from
11 from
Thence to the foot of the Falls of Kan-
Anthony's
Anthony's
haway,
22
-
341
15.50
ms. yds.
ms. yds.
mil. yds.
creek.
creek.
Total amounts,
405 7-8
1918
1277
-
3195
2-1120
5-958
1-635
397
33 miles
54
which is about the same as on the Ohio and Chesapeake canal.
If a tunnel of the same length, with the same depth of cutting at each end, were made here, the lockage would be reduced to 3,155 feet,
JAMES RIVER AND KANHAWAY CANAL
II.-BY WAY OF PATTONSBURG, ROANOKE, AND NEW RIVER.
Distances
Lockage in feet.
Length of Tunnel.
in miles.
Naviga-
For
Ascent.
Descent.
Average
Total.
ble.
feeder.
Deep cut 50 feet
next to the tun-
nel.
Elevation of the
ridge above the
assumed base
Length of feeder,
in miles.
per mile.
line.
Minimum sup-
ply of water at
the origin of the
feeder, in cubic
feet per second.
Tunnel
From tide water to the mouth of the
from Ma-
Catawba,
212 3-4
886
-
4.16
son's to
Thence to the Forks of Roanoke, (com-
Carvin's
puted,)
51
292
-
5.72
creek,
Not ascertained for the
2 navigable tunnels.
OF THE UNITED STATES.
Thence as before to summit level,
24
871
-
36.29
2 miles.
Ditto.
Summit level,
5-8
0
0
0
Another
Thence as before to the mouth of Green-
through
briar,
94 7.8
-
667
7
Tinker's
Thence to the foot of the Falls of Kan-
mountain
mil. yds.
haway,
67 1-2
-
741
11
3 3-4
1-200
Digitized by Google
Total amounts,
450 3-4
2049
1408
-
3457
5 3-4
1-200
91
50
319
320
INTERNAL NAVIGATION
These tables show, that the James river and Greenbriar con-
nexion is all considered fully as practicable as the Casselman's
route, or Ohio and Chesapeake canal ; but that the route between
New river and Roanoke is by far superior to both.
Here we have a most abundant supply of water, at such an
elevation, that we are compelled to let it fall a great number of
feet, in order to admit it into the summit level ; rendering it
thereby useful for mechanical purposes, even before it reaches
the canal, and leaving, moreover, there, a surplus applicable to
the same object.
Whereas, on the other routes, a rather scanty, if not a doubt-
ful supply, is obtained at the expense of vast reservoirs, long
tunnels, &c. On the Ohio and Chesapeake canal especially, the
supply is secured by passing the tunnel through the Alleghany,
at the enormous depth of 856 feet, requiring, therefore, shafts to
be sunk close to each other to this extraordinary depth at least,
(for, it is not improbable that many points of the ridge would
be much higher above the tunnel than the lowest point under
which, according to the map, its direction passes,) and, after all,
only 18 feet of water are obtained at the origin of the feeder.
On the Kanhaway route, the quantity of water is much more
abundant, (54 feet,) but it has to travel such a distance over dif-
ficult and broken ground, that unless the feeder was constructed
and regulated with unusual care, it is doubtful whether the sup-
ply would not be exhausted in droughts before reaching the
canal, which would have then to depend altogether upon the re-
servoirs.
No such difficulty is encountered on the Roanoke and New
river route ; no navigable tunnel is required. If one should be
made, it would be only as a matter of expediency or economy
but not, as on the other routes, from indispensable necessity:
and then its depth below the ridge would not necessitate shafts
of an objectionable length 150 feet would be the extent of the
deepest.
Reservoirs, likewise, are perfectly unnecessary, and would be
made only, if at all, for the purpose of collecting more water
power.
Here again, it is only for one mile on each side, that the de-
clivity is too great to allow a sufficient distance between the
locks; but it has been seen that the valley is quite favourable to
the formation of intermediate basins, which, by occupying the
middle of it, would make up in width their deficiency in length,
or else that a tunnel, at a moderate depth under the ridge, would
at once obviate this rapid descent, and save lockage.
Digitized by Google
OF THE UNITED STATES.
321
A.-From the upper waters of the Roanoke river, near
the point of their connexion with those of New river,
as in the preceding article, as, suppose at or near
Salem, in Bottetourt county, by canal, across the
said county, and through Fincastle, to a point of the
James river improvements, at or near Pattonsburg.
Distance, Miles, 30
No. 111.
ROANOKE AND JAMES RIVER CANAL.
A cursory examination of the ground, sufficient to ascertain
the practicability of this important connexion, has taken place ;
but a more regular survey, with accurate levellings, &c. is yet
to be made. The which, however, will soon be accomplished.
The engineer of Virginia, in his report, observes, as to this
two-fold connexion of the Roanoke, the James river, and the
Kanhaway waters, that,-
" The trade of New river and its tributaries, the trade of the
Holston river and of the Upper Roanoke, as also that of James
and Jackson's rivers and tributaries, will be likely all to meèt
in Bottetourt. A concentration of trade, this, if it takes effect,
which will have immense influence on the prosperity of the
state."
New river, for more than 100 miles above the mouth of Lit-
tle river, flows through a country rich in mineral as well as agri-
cultural products, and is reported as susceptible of having its
navigation greatly improved. Moreover, the direction of Reed
creek, which discharges, from the west, at a few miles above
the mouth of Little river, would seem strongly to invite a con-
nexion, by canal, with one or other of the forks of the Hol-
ston; which is understood not to be at all a work of difficulty,
from the nature of the ground. It is supposed that by means of
50 miles of canal, or less, an eligible communication may be
formed between New river and Middle branch of the Holston.
So that, when all this shall have been accomplished, the chain,
it appears, will be complete, for a very direct internal water
passage from Albemarle sound, or from Chesapeake bay, to the
Gulf of Mexico, as follows :-
From Norfolk, on Elizabeth river,
Through the Dismal Swamp canal,
Through the Murfreesboro' canal to the Roanoke river,
Up the Roanoke improvements,
Through the Roanoke and Kanhaway canal to New river,
S s
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322
INTERNAL NAVIGATION
Through Reed creek canal to the Holston,
Thence, through the Tennessee, the Black Warrior, and
the Tombecbee, or the Cahawba and Alabama river im-
provements respectively, to Mobile harbour, in the Gulf
of Mexico.
Or, the communication may pass thus :-
From the Chesapeake bay,
Up James river, and through the improvements thereof, to
Pattonsburg, in Bottetourt county,
Thence through the Roanoke and James river canal,
Through the Roanoke and Kanhaway canal, to New river,
Through Reed creek canal, and 80 on through the Holston
river, the Tennessee, &c. as above, to the Gulf of Mexico.
NOTE.
The anticipations of Mr. Crozet, who stated in one of his
former reports, the belief he entertained that hydraulic lime-
stone would be discovered in Virginia, have been realized to the
full ; this valuable formation actually existing there in great
abundance. The facility this will give to the many works of im-
provement there in contemplation, requiring water cement, is
most acceptable. It will, in short, create a vast saving of expense
annually to the state, (besides encouraging works, which, without
it, might not have been undertaken,) in the construction of such
works as may be thought absolutely needful, and the repairing
of those that already exist in the state.
The stone, at different places, has a variety in its appearance ;
and probably some also in its adhesive quality, when properly
reduced into cement; which, experiments will determine. A se-
mies of these must be the only means of ascertaining the best pro-
cess of reduction, including a knowledge of the exact propor-
tion of sand to be mixed with it.
Mr. John H. Cocke, Jr. a gentleman of Fluvanna, made the
fortunate discovery last year, near James river, at the nearest
point of the limestone district, and within a short distance of
the Blue ridge canal ; there he found the substance to exist. This
was not, however, like as many other useful discoveries in the
world have been; one of mere chance; but was the fruit of a la-
borious research, devoted expressly to the object. Since then,
it has been found at other places, but, as noticed above, is not uni-
form, as to colour or appearance.
1829.
The very important and very diligent surveys effected at the
last season, in reference to the James river and Roanoke connex-
ion, have resulted in disappointing the hopes which had been
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OF THE UNITED STATES.
323
formed; so far, that is to say, that, instead of a project of easy
or moderately expensive practicability, it turns out to be one of
the first magnitude in point of difficulty; owing to a greater de-
pression of the water than was expected in the vicinity of the
dividing ridge between Looney's and Tinker's creeks, near Am-
sterdam, the place that was proposed for crossing, and the neces-
sity therefore of seeking a sufficient head at a long distance, and
establishing a feeder or feeders over a most rugged country, be-
sides having recourse to tunnelling; so that the work, if executed,
and it can be executed, will be costly.
The plan at present is ;-That a feeder be taken out of each of
the Roanoke forks, at a level of 43 feet above that of their junction,
and be brought to unite their supplies at the aqueduct of 100 feet
long, by which the New river canal crosses the North fork; and
after the tunnel of 850 yards on the north bank of the Roanoke,
together with the deep cutting attached to it eastwardly, has been
passed, then a division to be made; that is to say, from this point the
two routes diverge; one of them passing, according to what has
been stated, down the course of the Roanoke river; and the other
route, or junction route, which is the particular subject of this ar-
tiele, striking off towards James river, according to what is point-
ed out by the survey effected. On this plan, the route winds round
from the said point of deep cutting, to the head of the east prong
of Mason's creek, there entering a tunnel of 2 miles long, which
conducts into the valley of Carvin's creek, by which, in 3 miles,
it reaches a long tunnel of 34 miles under Tinker's mountain,
and emerging from this, enters the valley of the Catawba, and
pursues it down to the mouth of this stream, on James river. The
lockage in this distance, with suitable deduction for some con-
templated improvements as regards elevations, will be 320 feet.
Distance, from the said point of divergence, by the winding route
surveyed, to the mouth of the Catawba, on James river, about
46 miles. The cost of this "Junction" canal would be not less
than 1,200,000 dollars.
The construction of a rail road in this quarter, the engineer
observes, would present no great difficulty with some few de-
viations from the canal line of route specified, it might be gra-
duated so as not to exceed any where an inclination of 1°, and
the length of it would be about 35 miles. Its cost, on a cheap plan,
about 400,000 dollars, or on a perfect plan, 800,000 dollars.
NOTE.
Elevations referred to James river at the Pattonsburg bridge.
Mouth of the Catawba,
-
-
-
-
80.40 Feet.
Head spring of Looney's creek,
-
-
520
Digitized by Google
324
INTERNAL NAVIGATION
At its western extremity be-
tween Tinker's creek and
the Catawba,
645
Feet.
Depression of the
At Howrietown,
-
-
605.16
dividing ridge.
At its eastern end, between
Looney's creek and Little
Buffalo,
-
-
595.75
Height of Bottetourt spring,
-
-
-
230
Mill pond at Salem,
-
-
-
-
196.19
North fork, at site of the aqueduct,
-
-
380.21
Assumed level of the feeder,
-
-
-
415.08
Length of feeder to S to the ridge, by Amsterdam, 60
Males.
follow the hills,
to the Catawba,
-
48
Length of the latter, shortened by a tunnel of 2
miles, between Mason's and Carvin's creeks,
33
Supply of water to be obtained from both forks of
the Roanoke, exclusive of reservoirs, per second, 34
Feet.
Supply from the Catawba,
do. do.
8
do.
No. 103. (CONTINUED.)
JAMES RIVER CANALS, AND STREAM IMPROVE-
MENTS.
Pursuant to a resolution of the general assembly of Virginia,
9th March, 1827, directing additional surveys on James and
Jackson's rivers, with a view to the improving of the navigation
of the same, by locks and dams, or by sluices, or both modes;
according to whichever plan is found to be most advisable, the
same was, in the course of last season, effected by the principal
engineer; and his report on the subject, at the commencement
of the present year, 1828, is on record.
By this, it appears satisfactorily proved, that the river course
can be improved, to most advantage, for the present at least, by
the method of locks and dams almost the whole of the way ; the
same so calculated as to admit the application of steam-power.
Short canals will be necessary at a few places, viz.-
At the Seven Islands; length 31 miles; beginning at the
mouth of Hardware river, and ending at Big Bremo; the river
at this place being too wide to allow of the raising of dams to a
proper height.
Through the Blue Ridge. A canal is, indeed, already made,
along this distance, of 7 miles; but its dimensions were not cal-
culated for steam-navigation; and alterations will be needed.
At the gap of the Rich Patch mountain; where a tunnel of
167 yards in length will be advisable also; the latter passing
Digitized by Google
OF THE UNITED STATES.
325
through a narrow neck below Ritchie's land, in order to save a
distance of 3 miles.
At other points, where the fall of the river is great, short ca-
nals may be resorted to also, for the sake of acquiring the water
power which they create ; although generally of much more ex-
pensive construction than dams.
The following is a summary estimate of the whole plan, as
now proposed, comprising distances, lifts, and cost. The locks
calculated to be 15 feet wide, 85 feet long from gate to gate.
Longer boats than can cross through these would be less ma-
nageable; and besides, could not pass through the present locks
of the lower canal.
RECAPITULATION
Of the estimate of the improvement of James river ; includ-
ing the length and lift of the sections already completed.
Distances.
Lifts.
Cost.
From tide-water to Maiden's Adventure, the
miles. chs.
feet.
Dollars.
canal is completed; but the series of con-
nected locks, from the basin to the dock,
are in bad order. They should be re-placed
by more permanent locks, better suited to
an active intercourse,
29-00
140.50
Completed.
From the dam at Maiden's Adventure, to Co-
lumbia,
locks and dams,
30-07
39.28
70,340
From Columbia to Big Bremo, do.
11-00
29.22
32,830
From Big Bremo to Hardware river, the Se-
Ven Islands falls,
canal,
3-37
33.27
109,424
From Hardware river to Scottsville,
locks and dams,
8-00
15.11
42,700
From Scottsville to Warminster,
do.
19-10
58.37
94,810
From Warminster to Lynchburg,
do.
50-03
185.88
253,660
From Lynchburg to the Blue ridge canal, do.
20-15
103.47
117,220
Canal through 2 On south side of the river,
2-15
34.75
Completed.
the Blue ridge, S On the north side,
4-45
60.00
ditto.
From the head of the canal to Pattonsburg,
locks and dams,
21-64
106.23
122,140
From Pattonsburg to the Cow Pasture, do.
33-50
189.10
209,800
(In this section, there is purposed a tunnel
167 yards long, which will save very nearly
three miles.)
From the Cow Pasture to Covington, (Jack-
son's river,) locks and dams,
24-25
229.50
238,030
This section includes two short canals; one
of them, 18} chains long, through the Rich-
patch gap; the other, 1 mile and 35 chains
long, below the Cave rock.
Total amounts,
257-31
1224.68
1,290,954
Digitized by Google
326
INTERNAL NAVIGATION
Total cost,
-
-
-
-
. $1,290,954
And supposing an additional 10 per cent. for con-
gencies,
-
-
-
129,046
$1,420,000
And adding thereto, for the Maiden's Adventure
and Blue ridge sections of canal,
1,080,000
This makes, altogether,
-
-
-
- $2,500,000
Which is a very reduced amount, in comparison with 5,750,000
dollars, the estimated cost of an independent, or continuous ca-
nal, along the whole distance, from Richmond to Covington, as
already stated. How far the very important discovery now
made, of a route for uniting, with unexpected facility, the wa-
ters of the Roanoke and Kanhaway rivers by a navigable canal,
and of the Roanoke and James rivers by another navigable ca-
nal, may operate in manner and degree, to occasion the former
project, at so much greater an expenditure, to be undertaken,
is a question, which, if not as yet quite at maturity for solution,
the existing circumstances of the case are nevertheless on the
very eve of bringing to a decision ; and this decision, there is
little doubt, will be such as to favour a system of improvements,
on the widest scale that can possibly be justified by the rules of
a well considered public economy. Such is the spirit of the times !
NOTE,-1829.
The principal engineer having been instructed to make a sur-
vey of the Rappahannock river, has effected it, and reported;
and his report states, in detail, the improvements that are desira-
ble; beginning at Fox's mill on the North branch, otherwise
called Hedgeman's river, and descending, step by step, to Fai-'
mouth race, in tide water; a distance of 434 miles, in which the
fall of level is 242.24 feet.
Cost of the proposed improvements estimated at 52,670 dol-
lars; including, on the side of Fredericksburg, a basin and ca-
nal, above the town, recommended by the engineer.
The engineer is required to survey the Maherrin river from
Murfreesboro' up to the highest point susceptible of navigation.
Likewise the Nottoway river, from the mouth thereof to the
highest point of navigation.
SUMMARY
Of proposed Virginia state improvements, for connecting the
eastern and western navigation ;
Whereof, however, the respective plans, or precise modes of
execution, remain as yet to be settled and some additional sur-
Digitized by Google
OF THE UNITED STATES.
327
veys and estimates yet to be made, in order to decide upon and
fill up details.
The entire course of James river, from tide water at Richmond
dock, to Covington, Jackson's river; upon the plan laid down
and recommended, of dams and locks generally, but compris-
ing canals at certain distances, besides those already construct-
ed, which are to be altered and made more perfect; and a series
of new connecting locks between the basin above Richmond
and the dock, to be located, suitable to an active commerce.
Ascent of water level 1224 feet; distance, Miles, 257₫
The Roanoke and New river connexion, beginning at tide
water, Weldon, and passing up the Roanoke valley to
Salem in Bottetourt county; whence to a summit be-
tween the heads of Elliott's and Meadow creeks in
Montgomery and from said summit down the valleys
of Little river and New river, and that of the Kan-
haway, to the foot of Great falls.
But, it is to be observed, that along the section between
Bowyer's ferry and the falls, a rail road is recommend-
ed.
Ascent and descent, 34571 feet, 4221
A junction canal between the James river and the Roanoke
navigation as above; beginning at the mouth of Cataw-
ba river, in Bottetourt county, and striking off to a
summit at Tinker's mountain; and thence proceeding
to a point of the navigation as above, where it emerges
from a tunnel of 850 yards, or near to the same, on the
north bank of the Roanoke.
Lockage along this route, 320 feet,
46
Total,
Miles, 7264
To which, adding, viz.
The section of route between Great falls. of Kanhaway
and the mouth thereof, at Point Pleasant on the Ohio
river; this section, already improved in stream naviga-
tion, being now likely to receive a superior improve-
ment, as coming into immediate connexion with the
foregoing.
Descent 106 feet,
94
Making, for the double route between tide water and the
Ohio river at Point Pleasant; namely, one route tak-
ing the course of James river, the other route that of
the Roanoke river, and both routes that of New river;
a distance of,
Miles, 8204
NOTE.
This includes an extra distance of 45 miles between the mouth
of Catawba river and Covington.
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328
INTERNAL NAVIGATION
SUMMARY FOR VIRGINIA.
ARTIFICIAL NAVIGATION.
Page. No.
Miles.
282
99. The Appomatox river canals, and stream im-
provements,
-
-
-
-
-
- 110
283 100. The Powhatan canal, -
-
-
-
- 19
284 101. The Manchester canal,
-
-
-
- 10
284 102. Appomatox and Roanoke, or Junction canal, 30
285 103. James and Jackson's river canals, and stream
improvements,
-
-
-
-
- 2571
303 104. James and Jackson's river canal, Maiden's
Adventure section,
-
-
-
-
: .
304 105. James and Jackson's river canal, Blue ridge
section,
-
-
-
-
-
-
..
305 106. James and Jackson's river canal, Jackson's
river section,
-
-
-
-
-
307 107. Kanhaway river navigation and turnpike,
188
309 108. Shenandoah river canals, and stream improve-
ments, -
-
:
-
-
-
- 250
310 109. Rivanna river capals, and stream improve-
ments, -
-
-
-
-
-
-
37
312 110. Roanoke and Kanhaway canal,
-
-
- 4221
321 111. Roanoke and James river canal, -
-
- 46
New river and Holston canal,
-
-
- 50
14204
Deducting turnpike road, included at article
107,
-
-
-
-
-
-
-
99
Total of artificial navigation, 13214
NATURAL NAVIGATION.
2S2
Between Washington city and Richmond, 310
To which add :-
For all other streams and navigable waters;
viz. Of the rivers, creeks, and bays of
the state, some of which are particular-
ized below, there are 100, affording an
average natural navigation, 10 at 100
miles each, 90 at 20 miles.
This amounts to,
-
-
-
- 2800
Total of natural navigation, 3110
Total of artificial navigation, 13214
Total of both,
-
-
44314
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OF THE UNITED STATES.
329
Rappahannock river, rises in the Blue ridge its general course
south-east, to the Chesapeake bay. It is navigable up to Fre-
dericksburg.
York river, is formed by the junction of the Mattapony and
the Pamunkey; which rise in the mountains, and unite at De-
lawar town. Pursuing a course between the Potomac and Rap-
pahannock rivers, to Chesapeake bay, it is navigable by both
branches, and the main.
Pianketank, and other minor tributaries of the Chesapeake,
from the west.
Tributaries of the Potomac, viz.
The South branch, rises by numerous creeks, in Pendleton
county, and joins the main Potomac, at Cumberland. It is na-
vigable 150 miles.
The Shenandoah rises by several forks in Augusta county,
and is augmented by many streams, in its course to Frederick
county; where it receives a north branch, and whence it pur-
sues a north-east course to the Potomac, at Harper's ferry. It
has been noticed, relative to a canal.
Tributaries of James river; the Chickahominy, the Rivanna,
Tye river, North river, and many minor streams discharging
from the north: the Nansemond, the Appomatox, and others,
from the south and the south-west.
The upper waters of the Roanoke and Staunton rivers, and
their tributaries, the Smiths rivers, Goose creek, Big and Little
Otter, Big and Falling Cub, Little Roanoke, Banister.
Big Sandy river, the Guyandot, Great and Little Kanhaway,
and other tributaries of the Ohio in Virginia: these afford con-
siderable navigation.
NOTE.
A List of Surveys for Navigation Improvements, made by
the public Engineer of the State of Virginia.
In the year
1817, Survey of the Rappahannock and Rappidan rivers ; for
ascertaining as to the practicability of rendering
these streams thoroughly navigable.
"
Survey of the James and Jackson's rivers, between
the mouth of Looney's creek and the mouth of Dun-
lap's creek.
"
Survey of the Kanhaway river, from Great falls there-
of to its confluence with the Ohio.
"
Survey for the route of a canal, to connect the waters
of the Roanoke and Appomatox rivers.
T t
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330
INTERNAL NAVIGATION
1818, Survey and examination of James river, from Rock-
ett's to Warwick ; and digesting plans and details for
the Richmond dock.
"
Survey for the route of a canal, from Goose creek to
Alexandria.
"
Survey of James river, and its branch, North river,
and the Rivanna.
1819, Surveys for a canal on the south side of James river,
from Westham to tide water.
"
Surveys to ascertain the best practicable communication
between the waters of the James and Kanhaway ri-
vers; viz. James river, Kanhaway river, Craig's
creek, Sinking creek, Dunlap's creek, Ogley's creek,
Howard's creek, Greenbriar river, and New river:
also, for an independent canal along the valley of
James river, and for a road from the mouth of Dun-
lap's creek, to the foot of the Great falls of the Kan-
haway river.
1820, Examination of the Pamunkey river, and its principal
branches, North Anna and South Anna, with a view
to render them navigable.
"
Survey of the Monongahela river, and its branches.
'66
Examination of the Potomac and its tributary waters,
and of the country between them and the Ohio ri-
ver ; with the view of a communication by canal.
"
Examination of New river, to ascertain the nearest
navigable points between it and the North fork of
the Holston ; and the nearest navigable points be-
tween said New river and the Roanoke river.
"
Examination of the Middle and North forks of the Hol-
ston river, with the view of improving the naviga-
tion thereof.
"
Examination of the Chickahominy river, with a view
to improve the navigation thereof.
1821, Survey for the route of a canal to connect the waters
of the Appomatox and Staunton rivers ; and exami-
nation of the Appomatox river from tide water up
to Farmville.
"
Examination of Little Kanhaway river, from Great
falls thereof, to its junction with the Ohio.
"
Examination of Clinch and Powell's rivers, from the
state line of Tennessee, up to the highest point sus-
ceptible of navigation.
1822, Surveys of the Roanoke, Dan, and Staunton rivers,
with a view to improvement by a sluice navigation.
"
Survey of the Potomac river, under direction of com-
missioners appointed by Maryland and Virginia.
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OF THE UNITED STATES.
331
1823, Examination of Slate river, to the highest practicable
point of improvement.
"
Examination of the South branch of Potomac, the
Great Cucapehon river, North river, and Patter-
son's creek; with a view to improve their naviga-
tion.
1824, Location of a canal at the Blue ridge.
"
New survey of James and Jackson's rivers, from
Maiden's Adventure falls to the mouth of Dunlap's
creek, to ascertain and to adopt the best mode of
improvement.
1825, Surveys for a canal to connect the waters of the Appo-
matox with the South branch of Willis's river ; or
with Deep creek and Hudsmouth's creek, in Pow-
hatan county.
"
Survey of a canal route, from Bosher's dam to Man-
chester.
"
Examination of Tygart's valley river, from the mouth
of West fork to the highest point susceptible of na-
vigation.
Subsequent to these, the principal of the state surveys have
been designated at the articles to which they belong, as here in-
serted.
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332
INTERNAL NAVIGATION
INDIANA NAVIGATION.
M.-From the south-west extremity of Lake Erie; or
from that point up the Maumee river, which may be
struck by the Ohio state canal works by the course
of the Maumee and Wabash rivers, to the confluence
of the latter with the Ohio, at Shawneetown, in
Gallatin county, Illinois; this line of route cutting
the north-west angle of Ohio state, and passing through
the state of Indiana. Distance, by canal and river
navigation combined,
Miles, 600
No. 112.
LAKE ERIE AND OHIO CANAL;-via WABASH
RIVER.
This communication has long been projected; and the proper
examinations are now on foot. The upper waters of the two
rivers approach to within a few miles, at the Maumee village,
or Fort Wayne. The Wabash, in its course, will probably, with
some works of improvement, afford a steam-boat navigation of
between 400 and 500 miles, and the Maumee nearly 100 miles,
exclusive of the Ohio state canal works; so that it is thought
the principal or connecting canal, may not require to be so much
as 50 miles in length. The legislature have appointed a com-
mittee of survey upon the subject. On the part of the general
government, there is, by law, an assignment of 100,000 acres
of the public lands towards the execution of the project, when-
ever it shall be gone into.
NOTE.
Since the above was written, application has been made to
congress, by the state of Indiana, for a grant of three sections in
width of the public lands on each side of this contemplated ca-
nal ; in order to further the execution of the work, by the state.
It will probably be complied with.
In 1824, a bill was passed by congress, authorizing the state
of Indiana to open a canal through the public lands, between
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OF THE UNITED STATES.
333
the waters of the Wabash and the Maumee rivers; and it was
stated, that the project could be executed at the expense of
300,000 dollars.
The said bill granted to Indiana a strip of the public land,
90 feet wide on each side of the intended canal; and it requir-
ed of the state, that the survey should be completed within 3
years ; the canal itself within the period of 12 years.
To promote the execution of the work, congress have now
granted sections of land on each side; that is to say, the quanti-
ty granted is equal to one half of five sections in width on each
side of the canal; each alternate section being reserved by the
United States, from one end to the other.
NOTE.
Comprehensive surveys are now set on foot, under a detach-
ment from the United States corps of engineers, having in view
to connect, by a series of canals, the waters of Lake Michigan
with those of the Wabash river; the upper waters of White ri-
ver with the Wabash, by way of the Mississineway valley, as
also with the Miami navigation in Ohio state; and the St. Mary's
and St. Joseph's rivers, in a line of navigation with the Wabash
and the Ohio. These surveys, as soon as completed, to be re-
ported on to the war department.
SUMMARY FOR INDIANA.
ARTIFICIAL NAVIGATION.
Page.
No.
Miles.
332 112. Wabash and Maumee connecting canal,
50
Series of canals, to connect the waters of Lake
Michigan, with those of the Wabash river
the upper waters of White river with the
"Wabash, by way of the Mississineway val-
ley, as also with the Miami navigation in
Ohio state ; and the St. Mary's and St. Jo-
seph's rivers, in a line of navigation with
the Wabash and the Ohio rivers,
350
Total of artificial navigation, 400
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334
INTERNAL NAVIGATION
NATURAL NAVIGATION.
Along the streams of these rivers,
-
-
-
550
To which add :-
For all other streams and navigable waters;
viz. Of the rivers and creeks in this state,
some of which are particularized below,
there are 20 affording an average natural
navigation of 50 miles each, and 100 an
average of 10 miles each.
These make, together, 2000
Total of natural navigation, 2550
Total of artificial navigation, 400
Total of both,
Miles, 2950
White river, the main stream of which falls into the Wabash,
30 miles below Vincennes, watering the country to a vast ex-
tent, by its branches and sub-branches. The northern branch
rises in the heart of the state, by a number of creeks, and is in
length 150 miles ; the eastern branch 150 miles.
The Petoka river, falls into the Wabash 4 miles south of White
river, after meandering about 100 miles.
These, and some other tributaries of the Wabash river, afford
together a natural navigation of more than 500 miles.
Whitewoman's river, a considerable stream of the south-east of
the state, flowing into the Great Miami.
Other streams intersect the land in all directions, and some,
having their courses within the Indian possessions, are as yet im-
perfectly explored.
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OF THE UNITED STATES.
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OHIO RIVER AND KENTUCKY NAVI-
GATION.
N.-From Pittsburg, in Pennsylvania, down the Ohio
river, to Louisville, in Kentucky, above the rapids;
and from the foot of the rapids, down to its junction
with the Mississippi, at Cairo, in Illinois, above Fort
Jefferson. Distance, taken by stations, Miles, 945
NOTE.
By act of congress, 3d March, 1827, a further appropriation
of 30,000 dollars is made, towards clearing away obstructions
to the safe navigation of this river. A survey of the Kentucky
river also, by a party of the United States engineers, is imme-
diately to take place, with a view to remove obstructions. As
likewise of Green and Cumberland rivers.
DECEMBER, 1828.
A report is in preparation at the war department, to lay be-
fore congress, showing the progress made in removing obstruc-
tions to the navigation of the Ohio, in conformity to the act
above mentioned, of 3d March, 1827. And it appears that an
appropriation, of the sum of 50,000 dollars, is now called for,
as needful for prosecuting the works of improvement, in the
Ohio and Mississippi rivers together, during the ensuing year of
1829.
A.-From the River Ohio at Louisville, by canal, to a
point of the same below the rapids, near to Portland.
Distance by the bend of the river 3; across, Miles, 2
No. 113.
LOUISVILLE AND PORTLAND CANAL.
An act was passed, and a sum voted by congress in 1824, for
a removal of the obstructions to the navigation of the Ohio and
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336
INTERNAL NAVIGATION
the Mississippi rivers. Examinations were directed to be gone
into by a detachment from the United States corps of engineers,
in order to ascertain the particulars, and point out, by a report
to the department of war, the means for a complete removal of
difficulties, or at the least, a thorough improvement of the same;
and one of the consequences of this salutary measure, was that
of accelerating an actual commencement in the long projected
undertaking which is the subject of the present article; the full
accomplishment whereof, it is expected, will take place at an
early period.
It had been ascertained, by skilful engineers, that, on either
the Indiana or the Kentucky side of the river, a canal around
the falls was practicable but on the Kentucky shore, it appear-
ed, the work would be attended with least expense and, in con-
sequence, a company received a charter from the legislature of
Kentucky, in January last, 1825, as the " Louisville and Port-
land canal company," who commenced the work. Capital stock
600,000 dollars, of which amount an act of congress has au-
thorized a subscription, on the part of the general government,
for 100,000 dollars, and the rest was readily filled up.
It is however believed, that the expense of this very desira-
ble improvement will not exceed the sum of 500,000 dollars, in-
cluding two capacious docks or basins; and, if no extraordinary
accident happen, that it will be completed by the year 1828.
The descent of the river, from Louisville to the foot of the ra-
pids, to be overcome by lockage, is 221 feet.
This canal will of course be on a scale to pass large vessels. It
commences from the lower end of a basin or estuary, which ex-
tends along the shore of the river for the whole length of the
village of Louisville, and is connected with the river at its up-
per end. From the lower part of this basin, the canal traverses
the point formed by the bend of the river at the falls, and re-
enters the river at the little village of Shippingsport. Its length,
taken thus from the lower end of Louisville, across the curve of
the river, will be about 2 miles. It is proposed that the bottom
of it shall be 50 feet wide, and be sunk 4 feet below the level of
the basin at Louisville at the time of low water; the banks to
be elevated 2 feet above the highest high water mark known at
Louisville, which makes 42 feet from the bottom of the canal,
and to be sloped, as 14 base to 1, 80 far as respects the upper or
earthen portion; underneath which there lies a natural solid bed
of stone, for a foundation the whole length of the canal, and this
will be cut into, perpendicularly, to the requisite depth, varying
along the 2 miles from 1 to 10 feet; the slope above which, to
the top of each bank, to receive a substantial facing of stone
work. This is necessary to prevent the abrasion of the banks
by the motion of the water, produced by the wheels of steam-
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OF THE UNITED STATES.
337
boats. The excavation of rock is done by drilling and blasting,
and removal of the fragments effected by means of a newly in-
vented crane.
There will be 3 lift locks of 7 feet lift each, and a guard lock
at the lower end of the canal ; dimensions 190 feet long by 50
wide, in the chamber.
MARCH, 1829.
Longer time than was expected, is found to be necessary for
the accomplishment of this great work, which, however, is
steadily advancing, and may be finished in about two years from
the present time. But at a cost, it is now apprehended, con-
siderably beyond the estimate of the engineer as above stated. In
consideration whereof, and of the vast public utility expected
from the work when complete, congress have concluded to make
a second subscription to the funds of the company, to the amount
of 135,000 dollars.
Mr. Darby, in his Geographical view of the United States,"
observes,- In the accelerated advance of canal improvement,
another line of incalculable value will meet public attention.
The Ohio river, at some stages of the water, is a very safely na-
vigable stream; but is annually, in autumn, rendered unnaviga-
ble, from drought. This impediment continues, with diminish-
ed extent, as low as Louisville, and can be obviated only by a
canal along the entire bank of the river, or by dams and sluices.
The former, infinitely the most eligible mode, will no doubt be
ultimately adopted, and will secure at once more safety, and a
steady conveyance at that season of the year when most neces-
sary."
The following table shows the ratio at which the trade of the
Ohio has increased from year to year, since 1823;-
1823,
arrivals
98
whereof steam-boats
42
tons
19,453
1824,
"
120
"
"
36
"
20,651
1825,
"
140
"
"
42
"
24,969
1826,
"
182
"
"
51
"
28,914
1827,
"
277
"
"
62
"
48,744
1828,
Tonnage estimated at
50,000
Indicating the quantity of employment the locks of the Louis-
ville and Portland canal are likely to command when complete.
JANUARY, 1830.
Surveys are directed by the legislature upon the Green and
Barren rivers of the state of Kentucky, and a grant of 10,000
dollars made towards improving their navigation. A charter is
also granted to a company as the Lexington and Qhio rail
road company," with privilege to construct a rail road from Lex-
ington, to any point of the Ohio river, at their selection capital
stock 1,000,000 dollars.
U u
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338
INTERNAL NAVIGATION
SUMMARY.
The distance, as above,
-
-
-
-
Miles, 947
To which add:-
The natural navigation of Kentucky; viz.
Of the rivers and creeks in this state,
some of which are particularized below,
there are 10 affording an average navi-
gation of 100 miles each, and 80 an
average of 20 miles each.
This makes, together,
-
-
- 2,600
Total,
-
-
-
-
,
-
3,547
The Cumberland river, which falls into the Ohio, 60
miles above the mouth of the latter, and which is naviga-
ble 500 miles; whereof the upper and lower sections lie
within the state of Kentucky, a distance of
Miles, 200
Green river, rises in the centre of the state, in Lincoln
and Mercer counties, and discharges into the Ohio, near
Evansville, Indiana. It is navigable,
-
-
-
150
Salt river, which falls into the Ohio, 30 miles below
Louisville, is navigable for boats,
-
-
-
60
Kentucky river, rises in the south-east angle of the
state, and falls into the Ohio, at Port William. Naviga-
ble,
-
130
Licking river, rises between the sources of the Ken-
tucky and Big Sandy rivers, and falls into the Ohio at
Newport, opposite Cincinnati. It is navigable,
-
70
Big Sandy river, has its sources in Cumberland moun-
tains ; they interlock with those of the Licking, the Cum-
berland, and other rivers; and this stream, which forms
the eastern boundary of the state, falls into the Ohio at
Catletsburg,
-
-
-
Of these several rivers, the branches and their sub-
streams are very numerous, pervading every part of the
state, and supplying a great extent of natural navigation,
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THE MIDDLE GREAT LAKES, AND THE
STATES OF ILLINOIS AND MICHI-
GAN NAVIGATION.
N.-From Buffalo,
Lake Erie, by the lake, to its ex-
tremity west, at the Maumee bay. Distance, by sta-
tions on the coast,
Miles, 350
A.-From the west of Lake Erie, or from the Maumee
bay or river, by canal, across, westward, to the south
or the south-eastern extremity of Lake Michigan.
Distance, Miles, 150
No. 114.
THE ERIE AND MICHIGAN CANAL.
This projected canal will become hereafter no unimportant link
in the chain of general water communication. As yet, no pre-
cise surveys and levelling have been gone into ; but, from what
is asserted of the capacity of the intermediate water courses, a
junction of the lake waters this way, would appear to be quite
practicable. A line of route has been suggested, by the head
waters of the two St. Joseph's : a part of it lying in the (as yet)
Indian country.
The St. Joseph's river of Michigan, which discharges into
that lake near its southern extremity, is stated as being naviga-
ble, for boats of three feet water, to the distance of 130 miles
from its mouth, free from rapids, or obstruction of any kind.
But should a part of this river navigation be included in the
route, the length of canal must still be great.
N.-From Maumee bay, across Lake Erie, up Detroit
river, to Lake St. Clair, across which, and up St.
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340
INTERNAL NAVIGATION
Clair river, to Fort Gratiot; whence, up Lake Hu-
ron to Michilimakinac, and thence through Lake
Michigan to the south-western extremity thereof,
near Fort Dearborn, or the mouth of Chicago river.
Distance, by stations, or the indentations of the coast,
as follows:-
Maumee bay to the mouth of Raisin,
35
Mouth of Detroit river,
-
-
-
15
50
Detroit city,
-
-
-
-
-
21
71
Peach island,
-
-
-
-
-
6
77
Gross island,
-
-
-
-
-
3
80
Huron of St. Clair,
-
-
-
-
15
95
St. Clair river,
-
-
-
-
-
8
103
Belle river,
-
-
-
-
-
18
121
Delude river,
-
-
-
-
-
9
130
Fort Gratiot,
-
-
-
-
-
2
132
White rock,
-
-
-
-
-
55
187
Elm creek,
-
-
-
-
-
10
197
Black river,
-
-
-
-
-
12
209
Pointe aux barques,
-
-
-
-
12
221
Pointe aux chesnes,
-
-
-
-
18
239
Shawangunk island,
-
-
-
-
11
250
Sable river,
-
-
-
-
-
30
280
Thunderbolt island,
-
-
-
-
40
320
Flat-rock point,
-
-
-
-
-
18
338
Presqu' isle,
-
-
-
-
-
20
358
Blancbois isle,
-
-
-
-
-
60
418
Michilimakinac, -
-
-
-
-
12
430
Chicago river mouth,
-
-
-
-
350
Miles, 780
A.-From Lake Michigan at Fort Dearborn, or from
Chicago river, at or near the mouth thereof, by C&-
nal, to a point on the Illinois, below obstructions;
which may be attained at the confluence of the lat-
ter with the River Vermillion. Distance, Miles, 120
No. 115.
CHICAGO CANAL.
The route for this canal has been examined by commissioners
of the state of Illinois, and a report on the subject been by them
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OF THE UNITED STATES.
341
rendered to the legislature ; but nothing of the canal itself is yet
done. The work will probably be gone into as soon as there
shall be a certain further advance made in improvements at other
points. A company is incorporated by the state, as the " Illinois
and Michigan Association ;" their capital 1,000,000 of dollars,
with a reserve in the law, that, after 50 years from the comple-
tion of this canal, the state may become the proprietor thereof,
on refunding to the company the whole cost, and six per cent.
per annum interest. The commissioners' report states the sur-
face level of Lake Michigan to be about 158 feet above the sur-
face level of Illinois river, at the mouth of the Little Vermillion,
which is contemplated for the point of connexion ; and the en-
gineers' estimate of cost, is about 7000 dollars average per mile ;
making, for 100 miles, 700,000, or for 120 miles, 840,000 dol-
lars. Towards the object, there is a grant by the United States,
of 100,000 acres of land, besides the space through which the
canal will run, and 90 feet on each side of it.
Below the lower rapids, near the mouth of Vermillion river,
the current of the Illinois is deep and gentle, and the navigation
unobstructed through the year.
Congress has passed a new bill, to aid the construction of this
canal. It grants to the state of Illinois, a quantity of the public
lands equal to one-half of 5 sections in width on each side of the
canal ; each alternate section being reserved to the United States,
from one end to the other.
N.-From the mouth of the Vermillion river, down the
Illinois, to the confluence of this with the Missis-
sippi, near the town of Monroe, in Illinois state, and
30 miles above St. Louis, Missouri. Distance, by the
river course,
Miles, 250
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342
INTERNAL NAVIGATION
SUMMARY FOR THE MIDDLE GREAT LAKES,
AND THE STATES OF MICHI-
GAN AND ILLINOIS.
ARTIFICIAL NAVIGATION.
Page.
No.
Miles.
339
114. Erie and Michigan canal, distance,
-
-
150
340 115. The Chicago canal,
-
-
-
-
120
Total of artificial navigation,
270
NATURAL NAVIGATION.
339
Coast of Lake Erie,
-
-
-
-
350
340
From the mouth of Maumee river to De-
troit, and by the St. Clair, and the coast
of Lakes Huron and Michigan, to the
Chicago river,
-
-
-
-
-
730
341
Illinois river, below the Vermillion,
-
250
To which add,-
For all other streams and navigable waters,
viz. Of the rivers and creeks in these
states, some of which are particularized
below, there are 50 affording an average
natural navigation of 20 miles each, and
50 an average of 10 miles each.
These make, together,
-
-
-
1500
Total of natural navigation,
2880
Total of artificial navigation, 270
Total of both,
-
3150
-
IN MICHIGAN STATE, VIZ.
The Raisin river, after a course of about 100 miles, falls into
Lake Erie, below Monroe town.
The Huron of Lake Erie, rises by several branches, and flows
parallel to the Raisin: it discharges at the outlet of Detroit river.
The Huron of St. Clair; north of the above; rises, like them,
in the dividing ridge, and flows through a lake: it receives in
its course a number of streams, and falls into Lake St. Clair.
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OF THE UNITED STATES.
343
Saganaw river and bay, of Lake Huron, and Ottoway river
and bay, of Michigan : these each include a considerable extent
of coast.
Carp river, Platte river, the Betsy, the Manistic, the Sandy,
the Marquette, the Pentwater, the White, the Mascogon, the
Grande, the Iroquois, the Kikolanozo, the Blackwater, and the
St. Joseph's rivers, are tributary streams to the Michigan lake
on the east.
Tongnamon river, the Sheldrake, the Twohearted, the Hur-
ricane, the Miners, the Trains, the Laughing Fish, and the
Chocolate, are tributaries of Lake Superior, in this state.
IN ILLINOIS STATE; VIZ.
Tributaries of the Illinois; the Spoon and Crooked rivers,
rising in the west of the state, and after a course of 80 to 100
miles each, falling into the Illinois ; which also receives on the
east bank, a number of smaller streams.
Henderson river, rises in the same ridge with the Spoon.
This, as well as several rivers and creeks not here named, enters
the Mississippi at the west line of the state.
The Kaskaskias river, rises in the prairies between the Illi-
nois and the Wabash: it falls into the Mississippi, midway be-
tween the Ohio and the Illinois: it is 150 miles and more in
length, and navigable for boats 130 miles.
The Cahokia river, falls into the Mississippi four miles below
St. Louis ; navigable not far.
Vaseuse, or Muddy river, falls into the Mississippi above
Cape Giraudeau.
Saline river, falls into the Ohio, 20 miles below the Wabash:
navigable to some miles above the salt-works.
The Little Wabash, and other streams falling into the Wabash,
afford natural navigation, more or less, each. The waters lying
within the Indian possessions of this state, are not yet fully ex-
plored.
NOTE.
The privilege of being stiled "state," in regard to Michigan,
has, above, been anticipated. It will very soon be acquired.
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344
INTERNAL NAVIGATION
LAKES ONTARIO AND SUPERIOR, AND
NORTH-WEST TERRITORY
NAVIGATION.
N.-From the point on the St. Lawrence river, struck by
the contemplated " Champlain and St. Lawrence ca-
nal," of New-York, up the said river, to Sackett's
harbour, Lake Ontario, and thence up the Lake, to
Fort Niagara and Lewistown, on the Niagara strait.
Distance, as follows :
St. Regis, lat. 45°, to
Hamilton,
-
-
-
-
-
-
-
35
Great Gallop islands,
-
-
-
-
10
45
Ogdensburg,
-
-
-
-
-
-
14
59
Morrisville,
-
-
-
-
-
-
12
71
Cape Vincent,
-
-
-
-
-
50
121
Sackett's harbour,
-
-
-
-
20
141
Oswego river,
-
-
-
-
-
40
181
Great Sodus bay,
-
-
-
-
-
28
209
Genessee river,
-
-
-
-
-
35
244
Fort Niagara,
-
-
-
-
-
74
318
Lewistown,
-
-
-
-
-
-
7
Miles, 325
N. 648. 2 From Michilimakinac, through Lake Superi-
A.
1. S or, to the western extremity thereof, at Fond
du Lac, and thence up St. Louis' river, to the esta-
blishment of the " American Fur Company." Dis-
tance, by stations, viz.
To Detour,
-
-
-
-
-
-
-
40
Sault St. Marie,
-
-
-
-
-
45
85
Pointe aux Pins,
-
-
-
-
-
6
91
Pointe Irroquoise,
-
-
-
-
-
9 100
Tonguamanon bay
-
-
-
-
15
115
Sheldrake river,
-
-
-
-
-
9 '124
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White Fish point,
-
-
P
-
-
9
133
Two-hearted river,
-
-
-
-
-
24
157
Grande Marais,
-
-
-
-
-
21
178
Pointe Grand Sable,
-
-
-
-
9
187
Picture rocks,
-
-
-
-
-
12
199
Doric rock,
-
:
-
-
-
-
6
205
Grand isle,
-
-
-
-
-
-
12
217
Train's river,
-
-
-
-
-
-
9
226
Train's island,
-
-
-
-
-
3 229
Laughing Fish island, (river,)
-
-
6
235
Chocolate river,
-
-
-
-
-
15
250
Dead river,
-
-
-
-
-
-
6 256
Grand point,
-
-
-
-
-
6 262
Garlick river,
-
-
-
-
-
-
9
271
St. John's river,
-
-
-
-
-
15
286
Burned river,
-
-
-
&
-
12
298
Pine river,
-
-
-
-
-
-
6
304
Huron river,
-
-
-
-
-
-
9
313
Around Keweena point,
-
-
-
-
90
403
Little Trout river,
-
-
-
-
-
9
412
Graverod river,
-
-
-
-
-
6 418
Misery river,
-
-
-
-
-
12
430
Fire-steel river,
-
-
-
-
-
18
448
Onontagon, or Coppermine river,
-
-
6
454
Iron river,
-
-
-
-
-
-
15
469
Carp river,
-
-
-
-
-
-
15
484
Presqu' isle river,
-
-
-
-
-
6 490
Blake river,
-
-
-
-
-
-
6 496
Montreal river,
-
-
-
-
-
21
517
Bad river,
-
-
-
-
-
-
12
529
Chegomigon point,
-
-
-
-
-
6 535
Isle St. Michael,
-
-
-
-
-
3 538
Raspberry river,
-
-
-
-
-
15
553
Sandy river,
-
-
-
-
-
-
6 559
Detour,
-
-
-
-
-
-
-
3 562
Cranberry creek,
1
-
-
-
-
30 592
Foad du Lac, (Boisbrulé river,)
-
-
15 607
Fond du Lac,
-
-
-
-
-
-
21
628
Chippeway village,
-
-
-
-
-
3 631
Fur company's establishment,
-
-
-
18 Miles, 649
No. 116.
ST. MARY'S CANAL.
The navigation between the Lakes Huron and Superior, espe-
cially upward, is interrupted by the Falls of St. Mary, but the
distance is short; and it is stated that a side canal at this place,
Xx
Digitized by Google
346
INTERNAL NAVIGATION
which would render the navigation continuous, need not be
near a mile in length, and would not be at all of difficult con-
struction.
N.-From the head of Noguet's bay, Michigan, through
that and Green bay, to Fort Brown, at the mouth of
Fox river.
Distance, Miles, 90
A.-From Fort Brown, at Green bay, Michigan, by canal,
in the direction of Fox river, upward, and along a se-
ries of rapids-between the mouth thereof and Win-
nebago lake.
Distance, Miles, 50
N.-From the extremity of this canal, at the outlet of
Winnebago lake, through the said lake, and up Fox
river channel, to its fork; whence, by the main south
branch, 15 miles, to a portage. Distance, Miles; 190
A.-From the point on Fox river, last above specified, by
canal, westward, to the opposite water of the Ouis-
consin river.
Distance, Miles, 2
No. 117.
THE FOX AND OUISCONSIN CANAL.
The ground for the location and particulars of these projected
works, has yet to be more minutely examined than it has hi-
therto been, with a view to the undertaking: but effective atten-
tion will no doubt be drawn to the object; if not forthwith, with-
in the course of a very few years, as the territory around be-
comes more dense in population. That is to say; white popula-
tion for, as yet, the proprietorship of the soil, both around and
through this important district of country, remains chiefly with
the aborigines.
NOTE.
A passage has been effected by a flotilla of boats, having OR
board a body of the United States infantry, from Green bay,
Michigan, by way of the Fox and Ouisconsin rivers, to St. Louis,
Missouri; and this, without there having been encountered more
than 2500 yards, or 11 mile, of portage, before the flotilla reach-
ed the Ouisconsin river.
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OF THE UNITED STATES.
347
This channel of communication from the great lakes, it is not
2 little probable, will, ere long, no less than the Illinois and Wa-
bash ones, be improved to the utmost, for the facilities that it may
afford to the defences of the country; it leads most directly to
the Upper Mississippi as the others do, one to a middle point,
and one to the Lower Mississippi. The central military station
of St. Louis, is destined, no doubt, to become of surpassing im-
portance, and greater historical note, than that of the celebrated
Fort Chartres, under the French, in times of old which was,
however, with them, the chief position of a cordon, stretching
from Canada to the Gulf of Mexico, through New-Orleans.-
A cordon, or chain of posts, conceived by the French govern-
ment, for opening a line of water communication between their
possessions in Canada and Louisiana, and in the end to lead to an
intimate union of the one with the other; populating the wilder-
ness border from Quebec to New-Orleans, along the whole course
of the northern lakes and the Mississippi river. This chain, it
was intended, should secure to them all the extensive territory
of the west, in thorough union and reciprocal intercourse with
the one no less extensive or less important, (though of a differ-
ent character) in the north; their only civilized neighbours were
the English, at 1,000 miles distance, (if neighbours they might
be termed,) confined to the shores of the Atlantic, and separat-
ed by the Alleghany range of mountains, then an insurmounta-
ble barrier between the east and the west.
It has so happened, that the execution of the French plan was
not on a scale worthy its conception, and far less commensurate
with the mighty objects, which, had the plan succeeded, it would
have been found to embrace.
It was in August, this year, 1826, that the boats found a pas-
sage, as above, from Green bay.
The tract of country between the two rivers, and south of the
Portage, and perhaps the whole between Lake Michigan and
the Mississippi, possesses a rich store of lead mines ; which it is
an object to enter into immediate negotiation with the Indians
for. A treaty with the Winnebagoes and others, the present pro-
prietors, is to be set on foot, for a cession of the district; which
being accomplished, population will at once flow to this point
with rapidity and improvements of every description speedily
follow. Considerations of the highest importance will invite the
establishment of a new military station on the very site of the
present portage ground. Its name, probably, Fort Winnebago.
It is thought this large "mining district," a name it now bears,
has not any where an equal, for abundance in lead ore, and ease
with which the miner can obtain it. No estimate can be formed
of the quantity of lead that may here be produced.
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348
INTERNAL NAVIGATION
DECEMBER, 1828.
A deputation of Winnebago chiefs, now on their way home
from a first visit to Washington, have been induced to engage to
use their influence to induce the nation to make a cession to the
United States, of a small portion of the "mining district" of
country
In the mean time, two recent treaties have been effected, viz.
one with the Winnebagoes and the united tribes of the Potowa-
tomy, Chippeway, and Ottoway Indians, bearing date 25th Au-
gust, 1828. The other with the Potowatomy tribe apart, bearing
date 20th September, 1828. And there cannot be any doubt
whatever, but the United States government will be completely
successful, in obtaining from the Indians, possession of all the
lead mine region, as well as the important portage," so need-
ful in order to complete a military communication between the
Mississippi valley and the Canada frontier. By the former of
said two treaties, a boundary line is agreed on for possession on
the part of the United States provisionally, until such time as a
regular cession can be made, in full Indian council, of & tract of
country lying between the Ouisconsin river, the waters of Rock
river, and the Mississippi which includes the mines of Fever or
Fêve river, sometimes called Bean river, Illinois state.
By the September treaty, a cession is actually obtained of the
Indian title to two tracts of country, whereof one is bounded by
the River St. Joseph, the northern line of Indiana state, and the
shore of Lake Michigan; the other lying south of a line drawn
eastward, from the south extremity of the lake, and east and
west between the head of a branch of Kankakee river, and the
boundary line of the states of Indiana and Ohio. The whole ex-
tent of territory which the government of the United States at
present look forward to, by an early regular cession from the
Winnebagoes, the Potowatomies, and other Indians conjointly,
lies on both sides of Rock river, and is bounded west by the
Mississippi, east in part by Lake Michigan, in part by a strip
yet reserved to the Indians on the lake shore, north by the
Ouisconsin and Fox rivers, and may amount to 74 millions of
acres of land.
The white population, including that of Fever river district,
Illinois, is computed already at 15,000, partly occupying the
villages of Galena, Cassville, Prairie des Chiens, Green Bay,
and others, but mostly engaged in extracting mineral wealth from
the earth ; (lead for the present, but the country is also rich in
copper ore.) It is expected that congress, at their next session,
will separate from the territorial government of Michigan, and
erect into a new territory, as the "Huron territory," all the dis-
trict bounded by the upper and head waters of the Mississippi
on the west, by. Canada and Lake Superior on the north, by
Digitized by Google
OF THE UNITED STATES.
349
Lake Michigan on the east, and the state line of Illinois on the
south. After which, the territory of Huron will no doubt soon
become a "state."
1829.
All has been executed as above signified, and confirmed by
the Indians in regular council, and the Indian title to the lands
is now extinct. By which measure, the benefits accruing to the
United States may be summed up as follows :-
1. The pecuniary value of the lands, which may extend to 8
or even 10 millions of acres.
2. Rendering the Winnebago and Potowatomy Indians pow-
erless and harmless for hostile purposes, cut off as they now are
from any intercourse with the tribes of Indians more to the
west and to the north-west; because now surrounded by a white
population on three sides, and the Michigan lake on the fourth.
3. The advantages, in a military point of view, of securing
safe communication to and fro, between the Mississippi valley
and the great lakes, as already noticed.
4. The power of immediately completing a thorough naviga-
tion between Green bay, Michigan, and the Mississippi river at
Prairie des Chiens, which, as already stated, is interrupted by
only 2500 yards of dry ground, situate between the Fox and
Ouiseonsin rivers, at their two great bends; the United States
being, by the treaties effected, placed in possession of this spot
of ground. Steam-boats now run from the New-York canal at
Buffalo, through the several lakes, to Green bay, and Fox river,
notwithstanding the rapids below Winnebago lake; and there is
only needed a canal of 2500 yards in length, at the portage in
question, for the same to pass on, through the Ouisconsin, to
the Mississippi at Prairie des Chiens, and thence, if requisite,
down the stream to New-Orleans; thus forming a single line of
internal steam-boat navigation of more than 3000 miles in length.
5. In this ceded country, possession is obtained of an unknown
number of lead mines, the richest probably in all the world ; in so
much so, that lead is now selling, at the places where dug from,
at the rate of 11 cent, and in St. Louis, at 24 cents per pound.
But besides lead, indications are dispersed over the face of the
country, of there being copper in abundance.
6. An extensive farming country is likewise obtained, there
being exhibited the singular spectacle, of wheat land of the rich-
est quality being in combination with mines the most produc-
tive.
Thus, whether the cession be regarded in a money point of
view, as the means of opening a large amount of revenue into
the national treasury ; or in a military point of view, as conquer-
ing the Winnebago and Potowatomy Indians without bloodshed,
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350
INTERNAL NAVIGATION
and opening a secure and easy road, upon any emergency, into
Canada; in a commercial point of view, as connecting the lakes
and the Mississippi, and uniting New-York and New-Orleans;
or in a manufacturing point of view, as it presents an abundant
cheap domestic supply of lead, and probably of copper, but cer-
tainly of lead, the chief ingredient in a variety of manufactures,
and highly useful purposes; or in an agricultural point of view,
as presenting as fine a wheat country as is to be found in the
United States,-it is difficult, under either of these aspects, to
estimate the worth of the acquisition; and, taken in the aggre-
gate view, the advantages to be derived from it to the nation at
large, are certainly invaluable. In its character of a BARGAIN,
it may well rank alongside the celebrated convention with Bo-
naparte himself, for the great territory of Louisiana.
Produce of lead in 2 years from Fever river mines.
Made there, from 30th September, 1827, to 30th
Pounds.
September, 1828,
-
-
-
-
11,105,810
Made there, from 30th September, 1828, to 30th
September, 1829,
-
-
-
-
- 13,343,150
Together, 24,448,960
@
N.-From the termination of the canal at the Ouisconsin
river, down the river stream, to the mouth thereofat
Prairie des Chiens, Fort Crawford, on the Mississippi.
Distance, [Miles, 182
SUMMARY FOR LAKES ONTARIO AND SU-
PERIOR, AND THE NORTH-WEST
TERRITORY.
ARTIFICIAL NAVIGATION.
Page.
No.
Miles.
345 116. St. Mary's canal,
1
-
-
346 117. The Fox and Ouisconsin canal,
52
-
-
-
Total of artificial navigation,
53
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OF THE UNITED STATES.
351
NATURAL NAVIGATION.
Page.
Miles.
344
St. Regis on the St. Lawrence river, to Lewis-
town on the Niagara,
-
-
-
-
325
344
Michilimakinac to Fond du Lac, by the coast
of Lake Superior, -
-
-
-
-
648
346
Noguet's bay, through Green bay, to the
mouth of Fox river,
-
-
-
-
90
346
Winnebago lake and Fox river navigation,
190
350
The Ouisconsin river, to the Mississippi,
182
To which add :-
For all other rivers and creeks, some of which
are particularized below and above; and of
which, exclusive of those flowing into the
Mississippi, (hereafter noticed,) there are
50, affording a natural navigation of 10 miles
average each,
This makes,
500
Total of natural navigation,
1935
Total of artificial navigation,
53
Total of both,
-
-
- 1988
The Coppermine river, the Montreal river, and many streams
of less note on the south shore of Lake Superior. The first two
are each connected, through a short portage, with the Ouiscon-
sin river, north branch.
The St. Croix river, formed of several branches rising in the
northern swamps: it expands into a lake near the Mississippi,
and discharges at 50 miles below St. Anthony's; the Chippeway,
the Black, and some lesser streams, which discharge into the
same, farther south.
NOTE.
Upon Lake Superior, and within the United States section of
it, there are several islands reputed for being very productive
in copper ore. The late Dr. Franklin related, that when resi-
dent in Paris, he was favoured with the perusal of a set of un-
published journals and maps of a corps of French engineers ;
who had sloops, and visited and examined those islands, when
the French had possession of Canada; and that, according to
their account, the quantity of copper ore was inexhaustible.
Digitized by Google
352
INTERNAL NAVIGATION
MISSISSIPPI NAVIGATION; AND CON-
FLUENTS FROM THE WEST.
N.-From Fort St. Peters, below the Falls of St. Aa-
thony on the Mississippi, latitude 45°, down the ri-
ver stream, to the mouth thereof, at the Balize, in
the Gulf of Mexico. Distance, by stations, on the
windings of the river,
Miles, 2250
No. 118.
MISSISSIPPI RIVER BED.
This navigation, through the natural channel of the river, from
the rapids at St. Anthony, down to the sea, although it may be
considered as open and unimpeded in all the distance, yet con-
tains some hidden dangers, which now and then occasion serious
accidents to vessels on their passage. These consist in sunken
trees, brought down by the floods ; some kept in motion by the
current, others immovable ; and are denominated " Planters,"
or Sawyers," or "Snags," according to their respective posi-
tion and circumstance to occasion damage, or the manner in
which they happen to have partially imbedded themselves be-
neath the water.
To clear away a few of these dangers from along this great
highway of the country, at places where they can be discovered,
an appropriation was made by congress last year, 1824, and the
work is at present in prosecution. The sum voted was 70,000
dollars, the river Ohio being included in it for the like improve-
ment along its channel, where similar dangerous obstructions
exist; and contracts, passed to individuals by the commissioners
of government, for certain distances of the one and the other,
are now in execution. Further appropriations for the object,
will, no doubt, be required and made.
NOTE.
It has been suggested, that the construction of an entire side
canal, along the west of the Mississippi, from the mouth of the
Ohio river down to some point not far distant from New-Or-
leans, or from the Missouri river downwards into Louisiana
Digitized by Google
OF THE UNITED STATES.
353
state, will be required ; and Mr. Darby remarks, (Geographical
View,) that if steam-boats had never been invented, this same
idea might possibly by this time have arrested serious attention,
and that notwithstanding all existing steam power advantages,
great canal improvements on the est of the Mississippi are but
postponed for a season. He says, 'The advance of population
along the Mississippi will no doubt eventuate in opening many
of those natural but obstructed channels, which wind over the
great alluvial plain from Missouri to Louisiana. The Arkansas,
Red, and Washitto rivers are to unite, and an immense circuit,
down the Mississippi, and up the two latter, will be avoided.'
To this distance,
Miles, 2250
Add as follows,-
Above the Falls of St. Anthony, the Mississippi river
receives from the west ; the Corheau, the Pine, the Elk,
the Sac, and some other streams ; the Corbeau is naviga-
ble about 200 miles.
The St. Peter's river, enters the Mississippi at the
United States fort below the Falls of St. Anthony ; it has
been ascended : its extreme sources approach and inter-
lock with those of the North Red river; it receives in its
course a number of streams, and affords a passage for ca-
noes, or in flood season for boats, of about 500 miles, in-
terrupted by two short portages. This navigation is sus-
ceptible of improvement.
The Occano, the Ioway, the Turkey, the Moines, be-
sides other rivers falling into the Mississippi below the
mouth of St. Peter's river, and above that of the Mis-
souri, afford together a navigation to an unascertained ex-
tent, especially in the season of flood. The Moines has a
course south-east, of 800 miles, and receives the contri-
bution of two great branches; the Raccoon, and the North
fork together,
1500
The Missouri river, from its mouth near St. Louis, is
navigable up to the Great falls, 2532 miles, and above the
falls to its sources, 500 miles in addition,
3032
The Merrimeg, and its branch, the Big river, naviga-
ble,
200
The St. Francis river flows from the highlands in Ma-
dison, Washington, and St. Francis counties, Missouri; it
receives Bear creek and many other streams, and passes,
in a southern course of 400 miles, through an immense
swamp, entering the Mississippi at latitude 34° 33, some
miles south of the Chickasaw Bluffs. The lowermost
part of this river is checked by a large stationary raft ;
its comparative course is about 250 miles.
-
Yy
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354
INTERNAL NAVIGATION
The White river is derived from a number of sources
in the Ozark mountains, latitude 37° 30', and after a long
circuitous course, falls into the Mississippi at 20 miles
above the mouth of the Arkansas. The White is naviga-
ble 400 miles, to Harding's ferry, and during some part
of the year, 500 miles. Its greatest north-east branch,
the Big Black, and the numerous tributaries of the latter,
as the Spring, the Strawberry, the Currant, and others,
are navigable about the same distance; together,
-
800
Tributaries of the Missouri, viz.
Gasconade river enters from the south, 79 miles above
St. Charles: it is navigable 150 miles,
-
-
-
150
The Osage river has its source in the Ozark mountains.
It receives several fine rivers, and enters the Missouri at
120 miles from the Mississippi. It is navigable, by es-
timation, from 500 to 600 miles.
-
-
-
-
500
Chariton rivers; east and west; they unite on approach-
ing the Missouri; and are navigable more than 300 miles,
300
Grand river, from the north, is navigable for boats,
250
The Kanzas river is made up of two branches, heading
between the Platte and Arkansas; namely, the Republi-
can and Smoky hill forks, and the branches of these.
From either extreme source to the Missouri, is a distance
of 700 or 800 miles eastward ; yet 80 shallow is the river
bed, that the Kanzas is not navigable more than 200 miles,
except for a short interval in the height of flood season,
200
The Platte river rises in the Oregon or Rocky moun-
tains, and, like the Kanzas, crosses the Great Sandy De-
sert. After a course of 800 or 900 miles, it falls into the
Missouri, at 600 miles thence to the Mississippi. At mid-
way it branches into two great forks, north and south, be-
sides receiving, in its course below, the Long fork, the
Elkhorn, and other rivers of note. Through most of its
length, however, the bed of the Platte is quite dry, in
summer, for hundreds of miles, and the same is the case
with its main tributary rivers; so that through most of
this great extent, there is no navigation, except for a very
limited time in flood season ; and in the upper parts of
these rivers, the Indian navigation is carried on by ca-
noes of skin, floating lightly,
-
-
The Yellow Stone river, is of a different character it
enters the Missouri from the south, in latitude 48°, and is
navigable, in its main stream and branches, by estimation,
800 miles,
800
Numerous other tributaries, from on both sides, swell
Digitized by Google
OF THE UNITED STATES.
355
the Missouri in its course; some of them perpetual streams
of hundreds of miles in length, affording, in the aggregate,
navigation to a vast extent: this, notwithstanding very
many of the Missouri rivers are, by the circumstance of
situation, condemned to have their outlets obstructed by
annual formations of bars of mud. The floods of the great
river coming down later, are apt to back up the currents
of the others,
The Arkansas river;
Is made up of two great branches; viz. the main Ar-
kansas, and the Canadian river; the first whereof has its
source within the Oregon or Rocky mountains, and pur-
sues a long south-east course to its confluence with the
Mississippi, in latitude 34°, which, taking in the mean-
ders, comprehends a distance of about 2000 miles.
Amongst its tributaries are these ;-
The Negracky, or Red fork, rises near the moun-
tains, and after an eastwardly course of 400 or 500 miles,
joins the Arkansas at 900 miles above its mouth,
Newsawkatonga, or Grand Saline, on the south, has its
source between the Arkansas and the Canadian, and joins
the Arkansas at 150 miles below the Red fork,
Little Arkansas, has its head waters near the Smoky-
hill fork of the Kanzas river, and discharges at 860 miles
above the mouth of the Arkansas,
Stinking-fork, rises near the head waters of the Neo-
cho, and falls into the Arkansas at 800 miles above its
mouth,
Neocho, or Grand river, has its head waters in Mis-
souri territory, west of the Ozark mountains, and pursues
a southern course by several branches. It falls into the
Arkansas at 600 miles from the Mississippi,
Illinois river, of Arkansas, rises in the Ozark moun-
tains, state of Missouri, and falls into the Arkansas river,
east of the Neocho,
-
-
-
The Canadian branch, has its source at the base of the
Oregon mountains, and after a course eastward, of 1000
miles, joins the Arkansas at 550 miles thence to the Mis-
sissippi; and a little below the mouth of Illinois on the
opposite bank,
The Canadian has two forks, viz.
North fork, at 50 miles from its mouth ; this mean-
ders eastwardly 800 or 900 miles, and receives in its
course, Little North fork,
Digitized by Google
356
INTERNAL NAVIGATION
South fork, at six miles above the North: length of the
South 400 to 500 miles,
Notwithstanding the almost immensity of these river
distances, described by the Arkansas and its parallel tri-
butaries, they are comparatively very little navigable.
Along the beds of them all, across the Great Desert, the
water disappears entirely in the summer season, as in the
case of the Platte river. The Arkansas is, however, most
generally navigable for boats, as high as the mouth of the
Neocho, otherwise Grand river, 600 miles,
-
-
600
Miles, 10,582
For the many rivers not here extended in miles, toge-
ther with a multitude of sub-streams not here enumerat-
ed, affording each a length, more or less, of natural na-
vigation ; moreover, the streams falling into the Upper
Mississippi on the eastern bank ; of all these, the aggre-
gate distance may be taken to be equal to that formed by
as much as is extended above of the Mississippi's west-
ern tributaries; namely,
-
8,332
Total of natural navigation,
-
-
Miles, 18,914
NOTE.
Near the heads of the St. Peter's river, is situate Lake Tra-
vers, one of the sources of the Red river of the north, and sepa-
rated from the St. Peter's by two or three miles of ground, very
little elevated above either the lake or the river. On the north,
Lake Traverse sends its waters through an outlet, called Swan
river, into the Red river, and in times of flood, it also commu-
nicates with the St. Peter's, on the south. So that here is pre-
sented one out of the number of striking exemplifications in this
part of the continent, of the fact that it is not high ridges of
mountains, generally or altogether, which have determined the
course of river streams from their sources, into one or another
channel or direction. Here we have the head waters of two
mighty streams; one of them taking a direction nearly north,
and discharging into Hudson's bay, in latitude 57°; the other
a southern course, and discharging into the Gulf of Mexico, in
latitude 29°. They rise in a valley, far from any mountain; on
the contrary, amidst lakes and swamps, within a short distance
of each other, and during seasons of flood are in actual contact.
The Mississippi has its extreme source, or rather, one of its CX-
treme sources, in Turtle lake, north of Little Winnepec, and
close to Red lake; which is another of the sources of Red river,
by way of Red fork.
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OF THE UNITED STATES.
357
In the tract of country lying between latitude 45° and 48°
north ; longitude 93° and 97° west from Greenwich ; that is to
say; in 200 miles square of surface, we have an interlockage of
the head waters of a number of large rivers, terminating in three
of the mightiest streams that are known. The Mississippi river,
and many of its great tributaries, proceed from the same lakes
and swamps, which go to swell the waters of Nelson's river, and
of the St. Lawrence. There are places where a spectator may
stand and see the streams running from him in the three direc-
tions ; towards the north, the south, and the east.
At Lake Traverse, the " Columbian fur company," establish-
ed since 1822, have their principal station: the latitude of it is
45° 40'. The lake-is 15 miles in length. From whence, at 400
miles of navigation distance, taking the Swan river outlet, and
the course of Red river, which is winding, you arrive at the
town of Pembina; which lies within the United States domain ;
but at the north outskirt of this town there is affixed a boundary
mark with Upper Canada, latitude 49°.
The whole length. of Red river, from the Swan channel, to
its entrance into Lake Winnepec, counting after the same man-
ner, is probably 600 miles. Besides receiving the waters of Ot-
ter tail river, the eastern source of which is Otter tail lake, it
has many tributaries, whereof the Pse or Rice river, the Chi-
enne, the Buffalo, the Elm, the Wild Rice, the Plane, the Sand-
hill, the Goose, the Red fork, the Turtle, the Big Saline, the
Pack, and some others, lie within the United States: several of
the latter affording navigation through lakes and swamps, to-
wards the heads of the Mississippi, and including in that gene-
ral course, each one, a large circuit. The Assiniboin riger, in
the British territory, is one of much importance, and navigable,
at all stages of the water, to a great distance.
The heads of the Mississippi, and of course the heads also of
those other streams diverging from the same swampy spot ; some
towards Lake Winnepec to swell the Nelson, and some towards
Rainy lake river and Lake Superior, and ultimately the St.
Lawrence ; are computed to be 1300 feet above tide water.
From the frontier settlement of Pembina, on Red river, lati-
tude 49°, the distance to York factory, on Hudson's bay, by wa-
ter, with 25 portages, is, by estimation, 845 miles.
From the same, to New-Orleans, by water, with three port-
ages, 3000 miles.
From the same, to Buffalo, on Lake Erie, by the way of Red
lake, by water, but with many portages before reaching Lake Su-
perior, 1963 miles.
Such is the aspect of the natural navigation of the country,
north, south, and east, from this spot.
The following table, showing the extent and position of the
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INTERNAL NAVIGATION
Mississippi basin, is taken from Darby's 'Geographical View."
It is exclusive of the smaller river basins of West Florida, in
the vicinity of the Mississippi delta.
Table of the Extent and Geographical position of the respec-
tive Valleys of the Mississippi Basin.
Mean
Area in
Natural sections.
Length.
Between lat.
Between long.
width.
aq. miles.
N.
N.
W.
W.
Ohio valley,
-
-
750
261
196,000
34° 00'
42° 30'
1° 00'
11° 40'
Mississippi valley, above
Ohio, including the
minor valley of Illi-
nois, but exclusive of
Missouri,
650
277
180,000
37 00
48 00
9 00
20 00
Lower valley of the
Mississippi, including
White, Arkansas, and
Red river valleys,
1,000
200
200,000
29 00
42 00
11 00
30 00
Missouri proper, includ-
ing Osage, Kansas,
Platte rivers, &c.
1,200
437
523,000
37 00
50 00
13 00
35 00
Total area,
1,099,000
The tributaries of the Upper Mississippi, are enumerated by
the same author, thus:-
From the right bank, the Mississippi receives, advancing from
source to mouth, Leech lake river, Vermillion, Pine, Corbeau,
(Crow river,) Elk, and Sac, above the Falls of St. Anthony
below the latter point are the confluents, St. Peters, Upper
Iowa, Little Maquaquetois, Galena, Great Maquaquetois, Lower
Iowa, and Lesmoines. From the left, in descending, enter Thora-
berry, Round lake, Turtle, Portage, Chevreuill, Prairie, La
Crosse, Ouisconsin, Sissinawa, Riviere au Fevre, Rock, Hender-
son, and Illinois.
'The confluents of the Mississippi," says Mr. Darby, "are
given in great part on the respectable authority of Mr. School-
craft, who estimates the elevation of the sources of that stream
at 1330 feet. From comparative length of course with the Ohio,
and from other data, the statement of Mr. Schoolcraft approaches,
it is probable, very near the real elevation of that marshy table.
land, which gives source to the southern branch of Assiniboin,
and to the Mississippi.
" Vast as is the above basin in extent, it can only, however,
on true geographical principles, be considered as a section of
that system of rivers which flow into the Gulf of Mexico, and
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359
regard that inland sea as their common recipient. It is very re-
markable, that if every stream, great and small, which enters
this gulf, from Cape Sable, of Florida, to Point Gorda, of Yuca-
tan, were supposed to be continued in the line of their course,
they would unite with each other in a common estuary, not far
outside of the centre of the gulf. But from the great superiority
in quantity of water and of surface drained by the Mississippi,
that river well deserves to give name to the system of which it
forms so conspicuous a part."
Of the progress in population of this great central valley,
some notice may be here allowed.
It was not until the year 1764, that even Daniel Boone, whose
flight from wilderness to wilderness forms a kind of hegira in the
west, made his appearance in East Tennessee. The first cession
of land, obtained by treaty of the Indians, is of no older date
than April, 1775, and therefore becomes most strikingly re-
markable, as simultaneous with another momentous event ;-the
blow is now struck, from which American Independence was to
be achieved, and simultaneously the portals of the western
mountains are for the first time. thrown open to a white popula-
tion; prior to this period, settlements beyond the river Ohio
having, by authority from the Crown, been forbidden. It is re-
lated, that in 1766, a party descended the Great Tennessee and
Cumberland rivers, and not one white man was then found set-
tled thereon.
In 1810, the western population is stated, by census returns,
at
-
-
-
-
-
-
-
1,078,325 sóuls,
In 1820, thus:-
Alabama,
-
-
-
-
143,000
Arkansas,
-
-
-
-
14,273
Illinois,
-
-
-
-
55,211
Indiana,
-
-
-
-
147,178
Kentucky,
-
-
-
-
564,317
Louisiana,
-
-
-
153,407
Michigan,
-
-
-
-
10,000
Mississippi,
-
-
-
-
75,448
Missouri,
-
-
-
-
66,586
Ohio,
-
-
-
-
581,434
Tennessee,
-
-
-
-
422,813
2,233,667 souls,
without including the western portions of Virginia, Pennsylva-
nia, and New-York states. So that it may fairly be affirmed, the
Mississippi valley now contains (1829) a population more than
equal to that with which the old 13 United States plunged into
the revolutionary war ; and there appears a strong probability,
that after the census of 1830, not more than three other periods, of
10 years each, will run, ere the said 13 old states (now 15) shall
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INTERNAL NAVIGATION
commence to be outnumbered, and consequently outvoted in the
councils of the nation. The "sceptre shall depart from Judah,
never to return." In 38 years, from 1790, the central popula-
tion in question has risen from 100,000 to 3,500,000 that of the
United States at large, from 4,000,000 to 13,000,000.
But it is not merely the rapid growth of the western settle-
ments into populous states, that surprises the traveller from the
seacoast. For this growth he must be prepared, because he finds
it set down in the statistical tables of the country, and because,
as a mere matter of figures, he cannot but comprehend it. That
which strikes him with astonishment is the advanced state of the
community,-the,social improvement which he witnesses. He
finds this great region abounding not merely with fertile lands,
but with highly. cultivated farms; filled, not with wild hunters;
but with a substantial yeomanry. The forests are interspersed,
like the region he has left, with villages active with all the arts
of life:-he descends the mighty rivers in one of those floating
castles-half ware-house and half palace-which the genius of
Fulton has launched on all our waters built here in greater num-
bers than in the East, and with at least equal magnificence and
on these rivers, he finds, from Pittsburg down to New-Orleans,
a succession of large towns, surpassed only by a few of the At-
lantic cities ; growing fast into a rivalry with some of them;-
and already rich, not merely in wealth, but in all the refinements
of life, and in all the institutions that adorn the nature of social,
intellectual, moral, and religious man." Everett.
Of Pittsburg city, the Pennsylvania great western emporium,
it may here be noticed, that within the remembrance of thousands
of individuals now living at or occasionally visiting the place, it
was a mere frontier village, of small extent and little value for
the trade it carried. on now it has 80 risen, as, in point of com-
merce, to employ 300 of those large steam-boats above spoken of,
in the exchange of the commodities it commands and in point
of manufacturing consequence, is actually styled the " Birming-
ham of America." Cut flint-glass, there wrought, adorns at pre-
sent the table of the President at Washington. Pittsburg, too,
is ambitious to become the seat of a flourishing university ; and
is taking measures accordingly.
The account of steam-boat navigation in the west, its sudden
rise, and almost miraculous. results in so short a time ; with,
moreover. the most assured prospects of still increasing benefits
to be derived from it, to an indefinite extent, in favour of the
social system, throughout the expansive and abundantly watered
territory of these United States, is too apposite not to be here-in-
serted, after what has been stated above. The account has claims,
too, from the very circumstance of being taken from a recent
publication, issued in Cincinnati, Ohio, as being, therefore,
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OF THE UNITED STATES.
361
incidentally illustrative of certain facts, the knowledge of which,
with all the deductions they irresistibly suggest, is here intend-
ed to be conveyed to the yet uninformed stranger; for it is a
knowledge which, at this day, has, indeed, by the force of fa-
miliarity, ceased to excite in the minds of most well informed
Americans, any great emotion of the wonderful; but the men-
tion of which things, some 40 or 50 years ago, could they by
supernatural powers have been foreseen by any individual, would
not have escaped from being denounced, at once, by every rea-
sonable man of cultivated understanding, as ravings or dreams
of the fancy, not destined for fulfilment.
STEAM-BOATS IN THE WEST.
To a native of the West, the rapid improvement which has
taken place in almost every thing that strikes the eye, is a sub-
ject of the most intense interest. In retrospecting through the
last thirty years, the changes have more the appearance of the
extravagant shiftings of a dream, than the usual progress of reali-
ty. Strangers describe us as having a powerful propensity for
self-praise -and boasting ; no doubt we deserve much of this cen-
sure ; the cause of it, however, is not to be sought in any pecu-
liarity of national feeling, but may be traced to the circumstances
of the period and region in which we live. A few years will be
sufficient to correct this sentiment of pride ; and the habit of
looking at the existing state of improvement, will shortly involve
in oblivion those days of toilsome suffering and inconvenience,
which every middle aged native of the valley of the Ohio re-
members, and has felt.
It is little more than thirty years since the then frontier vil-
lage of Fort Pitt (now Pittsburg) was subject to frequent alarms
from the appearance of the red man on the western shore of one
of her rivers; it is little more than thirty years since one of the
first necessaries of life was packed from the eastern side of the
mountains, by the individuals themselves who consumed it ; it
is little more than thirty years since the canoe of the savage
gave place to the scarcely less inconvenient flat boat of the emi-
grant, which in its turn was to yield to the open keel of the
trader, and the flat roofed ark of the Mississippi. What is the
revolution which has occurred ? Pittsburg has earned the name
of the American Birmingham Fort Washington, under the
name of Cincinnati, has become one of the most beautiful and
attractive cities of the Union; and the Ohio river, which, within
the memory of many of us, presented a navigation as dangerous
as that of the mysterious Niger, is now visited for its picturesque
charms, by travellers from the Rhine, the Rhone, and the Da-
nube.
Z z
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INTERNAL NAVIGATION
Of all the various subjects of interesting speculation which
have combined in producing these almost incredible advance-
ments in the West, the steam-boat is, probably, the one of the
greatest moment. A review of the rise and progress of this item
in the catalogue of the causes of our prosperity, may not be ua-
important, and a statement of facts connected with it, will be
likely to surprise ourselves, not less than strangers.
The first boat built on the Western waters, of which the wri-
ter of this article has any record, was the New-Orleans, built at
Pittsburg in 1811;-he has no account of more than seven or
eight built previously to 1817 ; from that period they have been
rapidly increasing in number, character, model, and style of
workmanship, until 1825, when two or three boats, built about
that period, were declared by common consent tb be the first in
the world. Since that time, we are informed, that some of the
New-York and Chesapeake boats rival, and probably surpase us
in richness and beauty of internal decoration. As late as 1816,
the practicability of navigating the Ohio with steam-boats, was
esteemed doubtful ; none but the most sanguine augured favour-
ably. The writer of this well remembers, that in 1816, observ-
ing, in company with a number of gentlemen, the long struggles
of a stern-wheel boat to ascend Horse-tail ripple, (five miles be-
low Pittsburg,) it was the unanimous opinion, that " such a con-
trivance" might conquer the difficulties of the Mississippi, as
high as Natchez, but that we of the Ohio must wait for some
more happy century of inventions." In 1817, the bold and
enterprising Captain Shreve, (whose late discovery of a mode for
destroying snags, and improving western navigation, entitles him
to the reputation of a public benefactor,) made a trip from New-
Orleans to Louisville in 25 days. The event was celebrated by
rejoicing, and by a public dinner to the daring individual who
had achieved the miracle. Previous to that period, the ordinary
passage by barges, propelled by oars and sails, was three months.
A revolution in Western commerce was at once effected. Every
article of merchandise began to ascend the Mississippi, until we
have seen a package delivered at the wharf of Cincinnati, from
Philadelphia via New-Orleans, at one cent per pound. From the
period of Captain Shreve's celebrated voyage, till 1827, the time
necessary for the trip has been gradually diminishing: during that
year, the Tecumseh entered the port of Louisville, from New-
Orleans, in 8 days and 2 hours from port to port !
Since the introduction of the steam-boat, the memorandum
before me furnishes a list of 323, whose united tonnage may be
estimated at about 56,000 tons, employed during this period, on
the waters of the MisMissippi and Ohio: The largest size rated
about 500 tons, but alarge majority of them are under 250 tons.
The average first cost of a steam-boat is estimated at one hun-
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OF THE UNITED STATES.
363
dred dollars per ton ; the repairs made during the existence of
the boat, amount to one-half the first cost. The average duration
of a boat has hitherto been about 4 years ; of those built of lo-
cust, lately, the period will probably be 2 years longer. The
amount of expenditure in this branch of business, on the Western
waters, then, for the last ten years, will in some measure be
shown by the following calculation:-
56,000 tons, costing 100 dollars per ton, amount to $5,600,000
Repairs at the end of the present generation of
boats, say 3 years hence,
-
-
-
-
2,800,000
Total, $8,400,000
Amount of money expended in building and repair-
ing, in ten years,
-
-
-
$8,400,000
The annual expenditure of steam-boats is very difficult to be
arrived at ; the importance of this expenditure, however, to the
towns on our rivers, and to the whole extent of country, run-
ning along their shores, may be estimated from the following
calculation of the item of fuel alone, for one year. Take the pre-
sent year of 1829. We have now in commission above two hun-
dred boats, the average tonnage of which may be stated at 175
tons; this will give the whole amount now employed, 35,000
tons.
It is calculated that the business season of each year lasts eight
months; deduct one-fourth for the time lost in port, and we have
6 months, or 180 days of running time. Each boat is presumed
to consume one cord of wood, for every 12 tons, every 24 hours.
The 35,000 tons, then, consume per day,
2,917 cords.
Or during the six months,
-
-
-
525,060 cords.
The price of wood varies from one dollar and a half to five
dollars per cord ; a fair average would place it about S2 25 per
cord. This makes the expenditure for fuel alone, on the banks of
our rivers, 1,181,385 dollars. The other expenditures, while
running, are calculated by the most experienced and intelligent
owners, to be equal to 1,300,000 dollars, which gives the total
expenditure per annum (1829) at
-
-
-
$2,481,385
This calculation and estimate, then, which are both made lower
than the facts justify, present these results-first,
The amount of first cost of steam-boats since
1817,
-
-
-
-
-
-
$5,600,000
Repairs on the same, up to 1832,
-
-
2,800,000
Allowing the present amount of tonnåge, 35,000 tons, to be the average
amount to be employed for the next eight years, and allowing the generation of
a boat to be 4 years, boats to the amount of 70,000 tons, including those of this
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INTERNAL NAVIGATION
Total amount of expenditure of capital produced by
the introduction of steam-boats,
-
-
$8,400,000
Amount of expenditure in fuel and other expenses,
exclusive of repairs, per season of 8 months,
2,481,381
We cannot better illustrate the magnitude of the change in
every thing connected with Western commerce and navigation,
than by contrasting the foregoing statement with the situation of
things at the time of the adoption of steam transportation, say
in 1817. About twenty barges, averaging 100 tons each, com-
prised the whole of the commercial facilities for transporting mer-
chandise from New-Orleans to the " Upper country;" each of
these performed one trip down and up again to Louisville and
Cincinnati, within the year. The number of keel boats employ-
ed in the Upper Ohio cannot be ascertained, but it is presumed
that 150 is a sufficiently large calculation to embrace the whole
number. These averaged 30 tons each, and employed one month
to make the voyage from Louisville to Pittsburg, while the more
noble and dignified barge of the Mississippi made her trip in the
space of 100 days, if no extraordinary accident happened to
check her progress.
Not a dollar was expended for wood in a space of 2000 miles,
and the squatter on the banks of the Ohio, thought himself lucky
if the reckless boatman would give the smallest trifle for the
eggs and chickens, which formed almost the only saleable arti-
cles on a soil whose only fault is its too great fertility. Such was
the case 12 years since. The Mississippi boats now make five
trips within the year, and are enabled, if necessary, in that pe-
riod, to afford to that trade 35,000 tons. Eight or nine days are
sufficient, on the Upper Ohio, to perform the trip from Louisville
to Pittsburg and back. In short, if the steam-boat has not real-
ized the hyperbole of the poet in "annihilating time and space,"
it has produced results scarcely surpassed by the introduction of
the art of printing.
So far goes this interesting Cincinnati statement. A brief re-
capitulation and estimate, will exhibit as here follows:-
Amount of first cost of steam-boats, since the year
1817,
-
$5,600,000
Repairs on same, down to 1832,
-
2,800,000
Amount carried forward,
$8,400,000
year, must be built during this time i first cost would be 7,000,000, and repairs,
3,500,000 dollars ! The greatest part if not the whole of this last item might be
secured to Cincinnati by the creation of dry-docks, and other conveniences as
now contemplated.
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365
Amount brought forward,
$8,400,000
For fuel and other necessaries, besides repairs, ex-
pended per season of 8 months, $2,481,385 ;
and taking 10 such seasons to form an aggre-
gate for the past, we have, for this head of ex-
penditure,
-
-
-
-
24,813,850
Amount of first cost of 70,000 tons of steam-boats,
required further to be built, to maintain the
course of the trade, down to the year 1840, at
$100 per ton,
-
-
-
-
7,000,000
Repairs on same,
-
-
-
-
-
-
3,500,000
For fuel and other necessaries, besides repairs,
during 8 seasons of business, at $2,481,385 per
season,
-
-
-
19,851,080
Amount, total,
$63,564,930
Or thus:-
Capital created and circulated, by the business of
building and navigating steam-boats, on the
Mississippi and Ohio rivers, from the first in-
troduction thereof, in 1817, down to 1832,
$33,213,850
Further capital to be created and circulated, by
the same business in continuation, from the
year 1832, down to 1S40,
-
-
-
-
30,351,080
Amount, total,
$63,564,930
There has lately appeared in one of the literary periodicals of
the other side of the Atlantic, an able sketch of the most strik-
ing peculiarities, exhibited by the social condition of Europe at
the present time, in contrast with former times. A quotation "of
the passages, it is hoped, will be acceptable, partly as a com-
panion sketch to what has just been stated as belonging properly
to our side; but in greater part, for the sake of what it contains
as historical facts, so curious and so universally interesting. They
are curious, because they intimate, that to a very small number
of very humble, if not simple discoveries, in private or domes-
tic life, working as ultimate causes, it is highly probable the 80-
cial system of mankind, throughout the whole world, is destin-
ed to advance and attain its highest degree of perfection ; and
they are interesting, in the light of coming home to the feelings
of almost every operative individual of the present day, and
every mere beginner in his new career of knowledge, who.at
every turn of his mind to reflection, if he be but made acquaint-
ed with facts, cannot but take a feeling interest, in comparing
times gone by, with present opportunities, and both the past, and
the present, with what he may conclude the course of events is
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INTERNAL NAVIGATION
preparing to be, the state of things hereafter, in his children's
day.
The London reviewer observes ;-
There was no part of the Roman policy which so effectually
promoted the good of mankind, or which has transmitted such
exalted ideas of the imperial grandeur, as the number and mag-
nificence of their roads. Though constructed principally for
military purposes, they were of vast utility to the districts which
they traversed, and proved the most efficacious means of pro-
moting the comfort and civilization of the conquered peoples.
As an instance of the extraordinary celerity in travelling which
occasionally took place in ancient times, we are informed by
Pliny, that Tiberius travelled 200 Roman miles in a day and a
night, on being despatched by Augustus to console his sick bro-
.ther Germanicus. But the ordinary rate of travelling, even in
those days, was slow in comparison of what it is at present.
It is not easy to ascertain, from one period to another, what
the state of the roads was, but they must have improved as trade
increased. We know that the amelioration of them was slow ;
that the arts of constructing and directing them were for a long
time understood very imperfectly; and that the first kingdom
in which the condition of the great roads at all approached the
present standard of excellence, was Sweden-where, from its
want of wealth, and remote situation, no such occurrence could
reasonably have been looked for.
The new arrangement for the arrival and departure of mails,
which took place in England, in 1793, greatly forwarded that
improvement of the principal roads which had been going on
through the eighteenth century ; and, from 1793 to the present
moment, the highways, cross-roads, bridges, and ferries, through-
ont the whole extent of this country, are decidedly superior to
those which are to be seen anywhere else. There are few places
where the materials for making roads are so excellent and plen-
tiful as in England; and as good roads conduce so much to the
comfort as well as profit of those who use them, it is probable
that this is an advantage which the inhabitants of this country
will for a long period possess in greater perfection than their
neighbours.
A remarkable improvement has, however, recently taken place
in roads and bridges all over Europe. Materials for road mak-
ing have been found-where formerly they were not believed to
exist, and the skill with which they are employed is surprising.
Neither clay, sand, morasses, torrents, precipices, nor any other
obstacles, are deemed insurmountable. A terrace has been con-
ducted along the whole face of the Apennines, from Nice to the
Gulf of Spezzia, The finest carriage roads cross the Alps, over
Mount Cenis, St. Bernard, the Simplon, St. Gothard, the Splu-
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OF THE UNITED STATES.
367
gen, from the Lake of Como to the source of the Inn, from
Trent to Brixen, and where the road from Vienna to Venice
crosses them at Ponteba. An entirely new road has been form-
ed in the kingdom of the Netherlands, from Namur to Luxem-
bourg; another runs along the banks of the Rhine, from Mentz
to Nimeguen; another, from Hamburg to Hanover, and from
Hanover to Deventer. Two more are under consideration, one
from Hamburg to Lubeck, and the other from Berlin to Ham-
burg, through sands which appear almost impassable. Another
has been made from Warsaw to Kalisz, which is to be continued
to Breslaw ; another runs from Berlin, by Wittemberg, to Leip-
zig; and the whole way from Berlin, by Kustrin, Konigsberg,
and Riga, to Petersburg, either does or will speedily present an
admirable line of communication between the Prussian and Rus-
sian capitals. Baron Pasquier has just laid before the Chambers
in France, a detailed report on the state of the roads of that
country, a circumstance which of itself demonstrates the grow-
ing importance attached to internal communication in that king-
dom. In short, the traveller can nowhere direct his steps with-
out seeing bridges building, and roads opening, widening, level-
ling, and repairing; and it is difficult to determine what states
or districts at present show most zeal and judgment in this branch
of national improvement.
The progress lately made in water eonveyance is still more
remarkable. The first canals known in this part of the world,
were those which were formed in Italy and the Low Countries,
and served in several cases both to drain the ground and for the
conveyance of merchandise. France followed their example,
and, by means of the canal of Languedoc, (which is now ac-
knowledged to have failed in the objects for which it was con-
structed) joined the Channel and the Mediterranean. Several
others have since been completed, and others are in progress ;
but that country is never likely to place much dependence on its
canal communications. About the middle of the last century,
the commercial prosperity of this country induced it to turn its
attention to canals, and from its abundance of water, and the
moderate elevation of its surface, it has now pushed canal navi-
gation beyond every other country. Austria has now got rail
roads, and it, as well as Prussia and Sweden, possesses canais ;
and Russia, both within her old limits and in Poland, is zealously
encouraging canals to connect her rivers, and transport the pro-
duee of the soil. The application of steam to shipping, which
deserves to be ranked among the greatest discoveries, theoretical
or practical, which ever were made, has, however, done more
within the last twenty years to facilitate the communication be-
tween different by water, than all the contrivances that
went before it. Steam-vessels are now found permanently or
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INTERNAL NAVIGATION
occasionally plying from the bottom of the Mediterranean all
round to the top of the Baltic. No place in this part of the world
has derived 80 great advantage from the discovery of steam-ves-
sels as England. Its situation, coal, and commerce, enable it to
shoot forth these vessels in every direction; and, by means of
the certainty and celerity of their passage, they have diminished
its distance, and multiplied its means of access to every part of
the European continent. To these accommodations in travelling
must be added the variety, excellence, and cheapness of public
conveyances, and the quick and sure transmission of letters by
post. The combination of these discoveries and improved ar-
rangements has produced an ease, certainty, and rapidity of in-
tereourse, exceeding all past experience or imagination: We are,
perhaps, not far enough removed from these changes to estimate
them at their proper value. Though few in number, and simple in
their operation, they have yet done more to change the face and
multiply the comforts of society, than all the inventions which
have taken place from the earliest ages to the present day.
The increase in the number of travellers, which these facili-
ties have caused, is another of the chief peculiarities of the pre-
sent period. The inhabitants of every country, but particularly
of England, who travel for their improvement or gratification,
have multiplied fifty or a hundred fold, and their numbers are
continually augmenting.-One now thinks as little of going in-
to another kingdom, as fifty years ago he would have done of
going into a neighbouring county. In time of peace, Europe may
now be said to compose but one family and whenever a stranger
of established character or extensive information is received from
abroad under an hospitable roof, instead of fruitlessly endeavour-
ing to overcome the obstacles which the want of community of
manners, language, and ideas presented in former times to all
easy and agreeable intercourse, he finds himself engaged at once
in animated conversation with persons of congenial habits, on
topics of mutual and equal interests. It is scarcely possible to
estimate these advantages too highly. They break down the ar-
tíficial distinctions which separate one man from another, remove
misapprehensions, ignorance, and prejudice, and bind together
the inhabitants of different countries by endearing ties of recol-
lection.
Another characteristic of the present time is the extraordinary
increase of education and knowledge which has taken place with-
in the last forty years. That a much larger proportion of the people
of Europe now read and write than formerly, is indisputable.
Those parts of it which are Protestant were early distinguished
from those which continued Roman Catholics, in respect of edu-
cation, and they have ever since retained their supériority. But,
with the exception of Spain and Portugal, it is impossible not to
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perceive that the means and habit of reading have of late increas-
ed every where. The multiplication of newspapers and periodical
publications; the number of booksellers' shops; and the profu-
sion of literary institutions and circulating libraries, are infallible
indications of the extraordinary spread of education and reading.
What effect this change may eventually produce on society, it is
too soon to decide; but we cannot help expressing an apprehen-
sion, that both education and reading have been pushed too far
among the lower classes, and that, among the higher, they are
not taking a very desirable direction. With regard to labourers
and mechanics, experience has already proved to demonstration,
that the instruction which consists merely in being taught to read
and write, will by no means insure that proper regulation of the
mind and conduct which some enthusiastic friends of education
expected from it. To render reading and writing really useful,
that moral and religious discipline, which parents, pastors, mas-
ters, and relatives can alone bestow, must be superadded ; and
yet, strangely enough, this is a branch of education which those
who are most solicitous about mere reading and writing have al-
most totally neglected.
3 A
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INTERNAL NAVIGATION
STATES OF TENNESSEE, MISSISSIPPI, LOU.
ISIANA, ALÁBAMA, AND GEORGIA
NAVIGATION.
N.-From the confluence of the Tennessee and Ohio
rivers in Callaway county, Kentucky, up the stream
of Tennessee, to the foot of the Muscle shoals, near
Florence, in Alabama.
Distance, Miles, 250
A.-From Florence, by canal, or else by the channel of
the river, rendered at this place navigable to Mara-
thon, or Brown's ferry, on the Tennessee, above the
Muscle shoals.
Distance, Miles, 25
No. 119.
THE MUSCLE SHOAL CANAL.
This proposed improvement may, it is said, consist either in
canal, or in a removal of the existing obstructions from the bed
of the river, in such a way as to contract and deepen the chan-
nel. The obstructions are an immense collection of loose stones
and shells, besides fresh water clams, and turtles; the river at
this place spreading out, and forming several islands.
NOTE.
Since the above was written, preliminary examinations have
been gone into by the United States board of engineers, for the
accomplishment of this improvement ; and a detailed report
thereof, including rough plans and estimates, is in preparation.
The examinations extend from Brown's ferry down to the foot
of Colbert's shoals, below the Muscle shoals proper, and are to
be followed by regular surveys, embracing three several routes
for a canal ; namely, one along the margin of the river, north ;
one along the southern margin; and one through the country,
south side, at some distance from the river bank; in order to de-
termine, should the canal mode of improvement be adopted,
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which of these routes will be most advantageous for the purpose.
A grant of public lands is expected from congress, to aid the
state of Alabama in making this improvement.
An act of congress, 2d May, 1828, has passed, granting
400,000 acres of public land, situate in the counties of Jackson,
Madison, Morgan, Limestone, Lawrence, Franklin, Lauderdale,
to enable the state of Ajabama to effectuate the improvements
here contemplated, as also any other navigation improvements
along the course of the Tennessee river, within the state of Ala-
bama, which the legislature thereof may deem advisable.
The said improvements to be commençed within two years
from the passing of this act, and to be completed within ten
years thereafter. They are also to be competent to steam-boat
navigation, and to embrace, if possible, a connexion with the na-
vigation of Elk river, from the state of Tennessee.
The property of the general government, to be exempt from
tolls along these improvements; and all citizens of the United
States exempt from tolls, unless congress should hereafter au-
thorize a toll.
JANUARY 1830.
The legislature of Alabama have appointed commissioners to
superintend the operations, which are immediately to be com-
menced, at the Muscle shoals.
N.-From the head of the Muscle shoals of the Tennessee,
up the river stream, to the suck, or whirl, at Cum-
berland mountain, Hamilton county, and thence up
to the head of navigable water, at Tellico blockhouse.
Distance, by the windings of the river, Miles, 625
M.-From Tellico blockhouse on the Tennessee, by ca-
nal, or by a mixed navigation, to the navigable wa-
ters of Savannah river; taking for route, up the màin
Tennessee valley, or up the Tellico and Hiwassee
valley, and down that of the Tugaloo,
Distance, to Augusta, Miles, 250
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INTERNAL NAVIGATION
No. 120.
TENNESSEE AND SAVANNAH CANAL.
Surveys to determine the line of route for the projected con-
nexion of these two rivers are to be made. But in case this
ground for a canal should prove unfavourable, another route of
connexion is suggested, as referred to at Art. 139, namely, be-
tween the head waters of one or more of the Georgia streams,
and a head branch of the Coosa river, and between this latter
and the Hiwassee ; by means whereof, a communication of the
Atlantic seaboard of Georgia with the Tennessee river may be
effected.
N.-From Augusta, down the river stream, to Tibee
point, 18 miles below the port of Savannah.
Distance, Miles, 158
M.-From Augusta, by canal and other water improve-
ments, up the course of the Upper Savannah and the
Tugaloo, and across to the valley of Chatahootchee
and Flint rivers, and to the heads of their natural na-
vigation ; down which streams into the Appalachi-
cola, and down the latter, 70 miles, to St. George's
sound. This sound communicates, at 50 miles east-
ward, with Appalachee bay.
Distance, by a mixed navigation, Miles, 550
No. 121.
SAVANNAH AND APPALACHICOLA CANAL.
The ground, for this also, is to be regularly surveyed. As
yet, the Chatahootchee river passes through Indian possessions
but the removal of the Indians to another district of the coun-
try, it is expected, is at hand.
In the mean time, the navigation of the Savannah river itself
is undergoing considerable improvement in its upper waters,
where the sluicing mode has been pretty much adopted by
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OF THE UNITED STATES.
373
the state engineers of South Carolina ; also a bill is at this mo-
ment before congress, appropriating 60,000 dollars, towards the
removing of obstructions generally to the free navigation of this
river.
A.-Canals are proposed between the Savannah and Ogat-
chee, and the Ogatchee and Alatamaha rivers; and
surveys for the same have been, in part, effected.
Distance, together, Miles, 66
Nos. 122, 123.
SAVANNAH AND OGATCHEE CANAL.-OGATCHEE
AND ALATAMAHA CANAL.
FEBRUARY, 1826.
An act of incorporation passed the Georgia legislature, on the
20th of December, 1825, in favour of Mr. Ebenezer Jenckes and
associates, or representatives; authorizing him or them to con-
struct a canal between the Great Ogatchee and Savannah rivers ;
and vesting in him, or them, a proprietary interest therein, for
the term of 60 years ; he, Jenckes, being bound to have the said
canal finished and complete, within six years from the date of
this act ; and likewise bound to convey, at the expiration of the
term of 60 years, if so required, to the state of Georgia, all
right and title to the canal and appurtenances, upon receiving
from the treasury, a sum of money, reimbursing the whole
amount of expenses, together with an interest, above all charges,
of eight per centum, on such part of the stock as shall not have
afforded such an interest.
An act likewise passed the legislature, in favour of the same,
for another canal, extending the communication after the man-
ner contemplated, from the Ogatchee river to the Alatamaha ;
with a grant of privileges, and under conditions the same as in
the above instance, nearly.
In virtue of which two acts of the state, an engineer was im-
mediately engaged ; and there has been a regular survey of the
ground, in order to fix a route for the first of these undertak-
ings; also a reconnoissance or preliminary examination, in re-
gard to the other.
The report states, that the proposed canal between the Ogat-
chee and Savannah rivers, may be eligibly located, so as to
strike from Jones's lake to the upper end of the city of Savan-
nah ; distance 16 miles ; lockage 29 feet ; the engineers' esti-
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INTERNAL NAVIGATION
mate of cost 162,676 dollars. And taking the distance between
the Ogatchee and Alatamaha rivers, at 50 miles ; that is to say,
from Fort Argyle, in a straight line, to strike upon a point at or
near the mouth of the Great Ohoopee river, the estimate for this
is 480,000 dollars ; making, for the whole canal distance of 66
miles, between the Alatamaha river, and the Savannah river, at
the city of Savannah, the sum of 642,676 dollars. Width of
canal at bottom, to be 33 feet; locks 18 feet wide, 90 feet long.
By the construction of this line of canal, of 66 miles, there
will be saved in distances, between the upper navigable waters
of the Oakmulgee, the Oconee, the Ohoopee, the Ogatchee, the
Canoochee, &c. &c., and the port of Savannah, many hundreds
of miles. The route at present taken, is to descend to the sea
border, and there enter the sounds or inland passage leading to
Savannah; and vice versa from thence, returning upwards.
Through the said passage, from Darien, on the north channel
of Alatamaha, to the port of Savannah, is 150 miles.
But, moreover, the line of communication once perfected as
far as the Alatamaha river, there will, no doubt, soon afterwards,
be a continuation of it to Appalachee bay, in the Gulf of Mexi-
co. To connect the port of Savannah thus with the gulf, there
is a distance of not more than about 230 miles ; and it is likely
to be a thoroughfare of not inferior importance to the one that
may be accomplished by the St. Mary's river, or the St. John's.
We shall thus have, between Savannah harbour and Appala-
chee bay, a canal passage of 230 miles, or thereabout ; viz.-
From Savannah to the Great Ogatchee,
-
16
Great Ogatchee to the Alatamaha,
-
-
50
Thence to Appalachee bay,
-
-
164
Miles, 230
A.-From a point of the Alatamaha river, where it is
entered by a canal from the Great Ogatchee, as ex-
pressed in the article last above inserted, by canal,
south-westward, to St. Mark's, or Appalachee bay.
Distance, Miles, 164
No. 124.
ALATAMAHA AND APPALACHEE CANAL.
As already specified, the proposed line, running south-west-
wardly, is intended to strike upon the bay of St. Mark's, which
opens into Appalachee bay.
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A.-An act of incorporation has passed the legislature of
Georgia, empowering the "Mexican and Atlantic
company of Georgia," to construct canals, or rail
roads, between the navigable waters flowing into the
Atlantic ocean, and those flowing into the Gulf of
Mexico. Capital stock, 2,000,000 of dollars.
No. 125.
ATLANTIC AND MEXICAN CANALS OF GEORGIA.
It is rendered probable, that either a canal or a railway con-
struction, between Augusta on Savannah river, and a point of
Flint river, as at Fort Lawrence, the line of route passing
through Milledgeville, will ere long take place. Distance, 150
miles.
The board of public works are instructed to make surveys,
and report upon the subject.
NOTE-1829.
A bill of incorporation is now before the Georgia legislature,
for the " Georgia central rail road company" to construct a
rail road between Augusta on the Savannah river, and Columbus
on the Chatahootchee, to pass through Milledgeville on the Oco-
nee, and Macon on the Oakmulgee river. The cost estimated at
2,000,000 of dollars.
A.-By an act of the legislature of Georgia, 29th Decem-
ber, 1825, which instituted a board of public works
for that state, the said board is required to make sur-
veys, and estimates for the construction of canals, or
rail roads, or both, between the navigable waters of
the state entering the sea, and the western parts of
the state ; with the view of forming hereafter a junc-
tion of such canals, or rail roads, with the waters of
the Tennessee and Mississippi rivers. The board is
likewise required to make examinations of the prin-
cipal river-courses of the state, particularly the Oak-
mulgee, Oconee, and Alatamaha rivers, for the pur-
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INTERNAL NAVIGATION
pose of improving the channel-navigation thereof as
much as practicable.
Required, moreover, to effect surveys of the seve-
ral outlets of the Atlantic rivers to the sea, includ-
ing their bars, their harbours, and sounds.
No. 126.
TENNESSEE, OAKMULGEE, AND OCONEE CANALS.
JANUARY, 1827.
The duties assigned to the board of public works of Georgia,
could not all be gone through with in the past year; but, the
board has reported progress to the legislature, and the operations
will be resumed as the season opens.
It appears, that a transverse line has been run from Augusta
on the Savannah river, to Fort Lawrence on the Flint, with the
view of locating a rail road between those points.
The board also examined portions of the ground for a central
canal, to commence from a point of the Chatahootchee river, in
Hall county, and strike upon the navigable water of one or other
of the great rivers crossed by the transverse line above mention-
ed, and there to terminate; or else, to continue on to the sea coast,
according to whichever mode of improvement shall be found to
be most eligible.
The examinations, commenced on the Chatabootchee, in the
Cherokee country, have rendered it probable that this river can
be advantageously connected, by canal, with the waters of the
Tennessee; but, the engineers' survey, on this occasion, was in-
terrupted by the Indians, and all certainty on the point of a
good practicable connexion is, in consequence, postponed for a
season.
The important surveys on the Atlantic, and along the river-
channels, will proceed forthwith, and these will decide with re-
gard to the expediency of any extension of the proposed cealtral
canal, beyond, or south of, the transverse rail road line.
An appropriation of 125,000 dollars, has been voted by the
legislature, to commence these improvements upon. Distance
of canal, from a point of the Chatahootchee river, in Hall coun-
ty, to the point of intersection, as, suppose, at Milledgeville,
120 miles.
A.-From Fort Deposite, on the Tennessee river, 20
miles south-east of Huntsville, by canal, to the navi-
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OF THÉ UNITED STATES.
377
gable water of the Tuscaloosa, or Black Warrior
river, below the falls thereof, at Tuscaloosa town.
Distance, Miles, 150
No. 127.
TENNESSEE AND TOMBECBEE CANAL.
The ground, or line of route, for this proposed communication,
is included in the course of surveys now on foot, between Mo-
bile bay and the upper country. The increasing productive-
ness of this district, will ensure the execution of the best plans
of improvement that can be devised, to facilitate transportation
to a plurality of markets, of the commodities produced.
The state of Alabama has obtained from congress a grant of
public lands, for the purpose of defraying the expense of improv-
ing the navigation of the Tennessee, the Coosa, the Cahawba,
and the Black Warrior rivers. The grant is for 400,000 acres,
situate in Jackson, Madison, Morgan, Limestone, Lawrence,
Franklin, and Lauderdale counties of the state.
Should this suggested connexion, by canal, between the Ten-
nessee river and the Black Warrior, leading to Mobile harbour,
prove not to be practicable, a rail road, it is possible, might be
resorted to, with advantages to recommend it; and there is sug-
gested another route of connexion, by canal, as referred to at Art.
139, namely, between the waters of an upper branch of the Coo-
sa river, and a branch of the Hiwassee; by means of which, a
communication of the Tennessee river with the Alabama, and
thence with Mobile harbour, may be accomplished.
N.-From below the falls of the Black Warrior, down the
river stream, to the mouth thereof, at Demopolis, and
down the Tombecbee river, to Fort St. Stephen,
which, so far, is a boat navigation, and thence, by a
sloop and schooner navigation, down to Fort Stod-
dart; whence, through the river and bay of Mobile,
to Fort Bowyer, at Mobile point.
Distance, Miles, 340
NOTE.
A regular steam-boat line is now established between Mobile
port, at the head of Mobile bay, and Tuscaloosa town. Distance,
319 miles of the 340.
3 B
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N.-From Mobile point, last above mentioned, by Pas-
cagoula bay, and Lake Borgne, westward, to the
mouth of Pearl river, at Fort Rigolets.
Distance, Miles, 70
M.-From the mouth of West Pearl river, state of Louisi-
ana, up the stream of the same, and of the main river,
by improvement thereof, to a point in Lawrence
county, Mississippi; and thence, by canal, across to
the Big Black river valley; down which, to the
Mississippi river. Distance, by river navigation im-
proved, and canal, together,
Miles, 240
No. 128.
PEARL RIVER AND MISSISSIPPI CANAL
For this suggested connexion, there is not any regular survey
made as yet; but, improvements in the Pearl river channel are
in the mean time taking place, and will probably give occasion,
before the lapse of any long period, to more than one canal of
communication, and other improvements too, in the waters of
the Mississippi state.
NOTE.
The works of improvement along the Pearl, are already of
that degree of consequence, that a steam-boat passage has been
obtained up to Monticello, in Lawrence county, Mississippi, 150
miles from the mouth of the Pearl. The clearing of this river's
channel, is, however, as yet imperfect : what chiefly obstructs
the Western branch below the forks, is a range of old cypress
trees, of 4 or 5 miles long, still standing across the channel.
From appearances, these trees must have been original tenants
of a swamp in this place, at a time when there was no West
branch of the River Pearl.
A.-From the mouth of the River Amite, on Lake Mau-
repas, up the stream thereof, by channel navigation
improved, to the point where it is entered by the
Comite river.
Distance, Miles, 70
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OF THE UNITED STATES.
379
No. 129.
AMITE RIVER CANALS.
This river rises in Mississippi state, and, after a winding course
of 150 miles, first southwardly and then south-east, discharges
into Lake Maurepas. Its navigation is obstructed by fallen tim-
ber, and a number of sharp angular points influencing the chan-
nel. The which it is proposed to remedy, by removing the for-
mer, and cutting off, or cutting through, the latter. A steam-boat
passage may thus be effected; and hereafter the improvements
may be extended to the boundary line of the state. At which
period, this beautiful river will command a flourishing trade be-
tween St. Helena, East Baton Rouge, New river, East Felieiana,
a part also of the neighbouring state of Mississippi, and the port
of New-Orleans.
A.-From the mouth of Tangchepahaw river, on Lake
Pontchartrain, up the stream thereof, by channel
navigation improved, to the point of confluence with
the Chapeau Pilier.
Distance, Miles, 43
No. 130.
TANGCHEPAHAW RIVER CANALS.
This river also rises in Mississippi state, and has a course be-
tween the Pearl and the Amité, nearly equi-distant. Its naviga-
tion is similarly obstructed, and is consequently to be improv-
ed, after the same mode, up to the point specified: what is fur-
thermore said of the Amité, applies in a degree to this river.
NOTE.
The board of commissioners have reported to the legislature
of Louisiana, in favour of opening, by means of improvements,
a steam-boat navigation up the Boguechitto, which is a tributary
of the Pearl river; and they remark, that, when the several
works recommended shall be accomplished, navigable water, for
the benefits of transportation, will have been brought up to the
very precincts of almost every occupier of a plantation in this
north-east section of Louisiana.
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INTERNAL NAVIGATION
A.-From a point of the Mississippi river, opposite New-
Orleans, by canal, taking the way of Verret's or Du-
gay's cut and bayou, to Lake Barataria, and thence,
by the Grand Catahoula and the Cher Ami cut, to
La Fourche river; whence, by the Solet and Lake
Long, to Bayou Terrebonne; up which, and across
to and along the course of the Black river, to the
waters which unite with the Teche river at Ber-
wick's bay.
Distance, Miles, 100
No. 131.
NEW-ORLEANS AND TECHE RIVER CANAL
There has been a regular survey of the route for this propos-
ed canal, which is to be a steam-boat navigation, and will tend
much to enhance the value of property, particularly the rich lands
situate along the Teche and La Fourche rivers, by giving to them
an easy conveyance of their productions to the market of New-
Orleans. It will obviate some very inconvenient portages now
existing; in so much, that, to effect one continuous navigation
between New-Orleans and Berwick's bay of the Teche, is re-
garded as an undertaking of the first magnitude in point of utili-
ty and it is proposed to solicit the aid of congress for its exe-
cution, in the form of a grant of public lands, of a few miles
extent, on each side of the intended water communication,
between La Fourche river and Berwick's bay.
The expense of the works, consisting of a number of short
canals of connexion, and other improvements, and including an
improvement of the Bay of Barataria, it is estimated will not
exceed the sum of 150,000 dollars.
The two present routes of communication between the Mis-
sissippi and the waters of the Teche, namely, one by the Bayou
Plaquemine, Grand river, and Grand lake, and the other by La
Fourche river to the lower part of the Atakapas, are both not
only circuitous as respects New-Orleans, but very imperfect, and
not either of them susceptible of being easily, if at all, improv-
ed into a good passage for all the year round; the latter indeed
is only navigable for barges or keel boats, and any hitherto pur-
posed improvement along the same, will probably be superseded,
by the now projected line between New-Orleans and Berwick's
bay, as above described, going into effect. The Plaquemine route
is navigable for steam-boats the entire distance, but only during
high water in the winter season ; at low water of the Mississippi,
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OF THE UNITED STATES.
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this bayou is dry; and in time of flood, the channel is much en-
cumbered with drift wood, forced in by the rapidity of the cur-
rent at the Mississippi pass, where is a bend of the river; there
is, besides, a considerable raft accumulation at Bayou Pigeon,
which is a deep water, communicating directly between Grand
river and Grand lake. To render this route a good navigation
during the period of high water, such improvements as will
deepen the Plaquemine bayou channel, and keep it free from
floating timber, also clear away the rafts of the Pigeon bayou,
are highly desirable, and are recommended by the board of com-
missioners on internal improvement for the state of Louisiana,
to be immediately set on foot.
DECEMBER, 1828.
The governor of Louisiana, on a communication just made to
the legislature, observes, that a portion of the contemplated ca-
nal from New-Orleans to Atakapas, to wit; from La Fourche to
Terrebonne, has been nearly completed by individual enterprise:
evincing with what facility such improvements in this state may
be effected.
A.-From Lake Barataria, by canal, southward, by way
of Petit Lake Barataria, to the Bay of Barataria, at
the West pass of Grandterre. Distance, Miles, 40
No. 132.
BARATARIA BAY CANAL.
This proposed canal, to diverge from the one specified in the
foregoing article, at Lake Barataria, towards the sea, may be
regarded as an equally important branch of the whole commu-
nication. At the distance of 66 miles from New-Orleans, a new
seaport may be thus acquired, through which, at all seasons of
the year, the gulf trade, up to the extent of 61 feet draft of water,
may pass, in lieu of taking the circuitous. route of the Balize.
NOTE.
It is proposed, likewise, to remove existing impediments
to a thorough navigation of La Fourche river, which flows along
a most fertile district of country. Besides much drift-wood at
many places, there is at one place, in this river, a range of wil-
low trees growing, to the distance of 17 miles, which have pro-
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INTERNAL NAVIGATION
duced the effect of shoaling the water quite across the stream,
by deposites of intercepted sand, with other matter; and would,
through the continued action of growing in width, and causing
fresh deposites, very soon be sufficient, if no preventive were
applied, to fill the channel entirely up.
The combined canal works of this and the article preceding,
the commissioners on internal improvement consider to be of
great importance to the state. They recommend them, as such,
to the attention of the legislature, and they suggest, that at a fu-
ture day there may be effected a prolongation of the Teche canal,
westward, to the Vermillion, the Mermenteau, the Calcasieu,
and the Sabine rivers, quite across the state, and perhaps even
to the Bay of Galvestown, in the adjoining Mexican province of
Texas.
A.-From Concordia, west of the Mississippi river, op-
posite Natchez, by canal, ascending to Bullit's bayou,
and thence, by the way of Bayou Crocodile, Turtle
lake, Grassy bayou, the Cane and Brushy bayous, and
Tensaw river, to the Washitta river, at or near Ca-
tahoula Courthouse.
Distance, Miles, 66
No. 133.
CONCORDIA AND CATAHOULA CANAL.
This is the route of the mail during high water, and, on that
account, therefore, of much importance; and, moreover, a per-
fect water communication between the points is regarded as es-
sential to the interests of the parishes of Concordia and Cata-
houla, and those even of the whole country on the Upper Wash-
itta, for the sake of giving an easy access, by boats or steam
vessels, to that growing region, and to connect it with the Mis-
sissippi, through a more direct and prompt navigation, than by
the mouth of the Red river, now in use.
The works recommended, though so eminently useful in their
nature, and in the application of them here, will not, in this allu-
vial country, be expensive. They consist of some connecting
canal, a general clearing of the bayous of sunken timber, &c.
and at certain places deepening the present channel.
M.-From the confluence of the Red river with the Mis-
sissippi, up the stream of the former, to the point of
interception by the Great Raft in Nachitoches dis-
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OF THE UNITED STATES.
383
trict, Louisiana; from whence, by lateral canals, to
the upper termination of the raft impediment, and
thence, up the stream improved, to the point where
it enters the state from the territory of Arkansas.
Distance, by a mixed navigation,
Miles, 500
No. 134.
RED RIVER CANALS.
It is now becoming an important object to the nation, and es-
pecially to the state of Louisiana, most immediately interested,
to obtain, if practicable, an uninterrupted navigation along the
course of this vast river; that is to say, to surmount, if it be
possible, amidst a few other obstacles, that most formidable one
of the " Great Raft," which is supposed to have been accumu-
lating for ages.
There are, however, at this moment, sanguine hopes enter-
tained of success. They are derived from a recent preliminary
survey, made by order of the United States government. By
an official report on the subject, it appears, that parallel lakes
and streams have been discovered or better explored, which,
by means of being united by short canals, and the clearing of
some of these streams or bayous, it is thought may be reduced to
an effective, good navigation for steam-boats, all the way around
the raft. It is said, that besides the difficulties of this place, it
does not appear that any serious obstacles exist to a steam-boat
navigation along a distance of 1500 miles of the Red river course,
or more.
Surveys have been directed by the legislature, of various bay-
ous and water courses of Upper Louisiana, with a view to their
being cleared of obstructions, and improved for convenient na-
vigation. The which kind of improvements, including all canal
communications, are, in this alluvious country, effected with
great comparative facility, and at little expense. Here no strata
of rocks are to be encountered, rendering the process of excava-
tion tedious and costly; neither do any great or abrupt declina-
tions of the surface occur. To return to the Red river:-
Extract of a Report.
" The commissioners (of Louisiana) consider it immensely
important to the state, and particularly so to the commercial in-
terests of the great capital. There is, too, another considera-
tion ; that, in all the commerce of the Red river, New-Orleans
will be without a rival. Our efficient brethren of the North will
here find a stream beyond the reach of their enterprise; for no
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384
INTERNAL NAVIGATION
line of canal can send its waters refluent to the shores of the
Hudson, the Delaware, or the Potomac. Of the Red river we
can ever boast, as our own exclusive property; and its banks
are capable of sustaining a population greater than that of the
Rhine or the Danube."
It is strenuously urged on the general government to construct
a road, through the public lands, from St. Louis, Mississippi, to
Alexandria, at Red river rapids, not far from the Mexican fron-
tier.
NOTE.
The presumed Mississippi export of products for the present
year, 1828, through the port of New-Orleans, is thus caluclated:
350,000 bales cotton,
60,000 hogsheads sugar,
20,000 hogsheads molasses,
40,000 hogsheads tobacco,
100,000 barrels flour,
100,000 barrels pork,
150,000 kegs lard,
staves, lead, castings, &c.
Which will have required 360,000 tons of shipping, or 1200
vessels of 300 tons each.
A.-From a point of the Mississippi river, at or below
New-Orleans city, by canal, calculated for sloop na-
vigation, to a point of Lake Pontchartrain.
Distance, Miles, 5 to 10
No. 135.
MISSISSIPPI AND PONTCHARTRAIN CANAL.
The board of the United States engineers for internal im-
provement, were directed to cause a survey of the ground be-
tween the Mississippi river and Lake Pontchartrain, with a view
to these waters being connected by a sloop-of-war navigation ;
and they have reported two routes as being favourable for the pur-
pose, viz. One from the city of New-Orleans, to enter Lake
Pontchartrain at two miles east of the mouth of Bayou St. John
the other from a point of the Mississippi, about two miles below
New-Orleans, to enter the lake at about five miles east of Bayou
St. John; along either of which, a canal of the description re-
quired may be readily constructed.
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OF THE UNITED STATES.
385
This canal, in case adequate dimensions be given to it, will
embrace, not only military purposes in the event of war, and
the purposes of a commercial shortened route to and from the
city, but the still more important object, under actual circum-
stances, of forming an outlet towards the sea for a portion of the
great volume of Mississippi water, when it hurries down in the
flood season.
There is now existing, a canal, named the " Carondelet," be-
tween the basin in the rear of the city, and the Bayou St. Jean,
a small but navigable. water of six miles, emptying into Lake
Pontchartrain ; but it is quite inadequate to the present occasions.
It appears, however, that at the infant period (1805) of grant-
ing canal charters, in that part of the country, then "territory,"
some exclusive and rather extraordinary privileges were inad-
vertently conferred upon the navigation company who under-
took the construction of the canal; which privileges it has now
become necessary to extinguish by consent, in case that be prac-
ticable, before a new canal, such as occasions require, can be set
on foot.
It is highly essential to the prospective commerce of this dis-
trict, apart from other considerations, that such a canal be here
constructed, as shall form a sufficient avenue, not only for all ves-
sels navigating the rivers of this vicinity, but likewise compe-
tent to the whole coasting trade of the eastern shore of the Gulf
of Mexico.
NOTE.
The inhabitants of New-Orleans have had a meeting, in order
to take into consideration the project of constructing a rail road
between that city and Lake Pontchartrain.
It is also proposed to petition congress for a grant of 500,000
acres of the public lands, towards facilitating the construction of
a canal, by the state, and some other works of improvement.
Besides the important advantages already stated to be derived
from a capacious canal between Lake Pontchartrain and the Mis-
sissippi, it is quite obvious, that new commercial markets will
be opened by it to the whole western country. The interior val-
ley of the Ohio river, and the Mississippi valley, may alike
have their rich products floated down, through a direct short
passage to Mobile and to Pensacola, as often as such a course for
the same shall be preferred to the Balize outlet. A canal, pro-
mising such advantages as these, and apparently almost essential
to the safety of this section of the union, has been estimated, by
the engineers, to cost about 900,000 dollars.
3 C
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INTERNAL NAVIGATION
M.-From the point of efflux into the Ibberville, or Man-
chac channel, on the Mississippi river, 100 miles
above New-Orleans, down the said channel improv-
ed, as also the Lower Amite river, and thence, by a
mixed navigation, including a series of canals, with
intermediate lakes and bays, to the River Appalachi-
cola, at the mouth of Chipola, West Florida.
Distance, Miles, 350
No. 136.
MISSISSIPPI AND APPALACHICOLA CANALS.
It has been represented, that by cutting merely about 12 miles
of canal, an inland tide water and steam-boat navigation may be
obtained, between these two rivers, as here specified, a distance
of 350 miles ; the route being as follows:-
From the Mississippi, through the Ibberville, the obstructions
of which are to be removed, to Lake Pontchartrain ; thence
through Lake Borgne and Pascagoula bay, between the islands
and the shore, to Mobile bay ; which may be connected with
the Perdido by a cut of 41 miles, and this with the Pensacola
bay, through the Grand Lagoon, by a cut of half a mile ; thence
through Santa Rosa sound and bay, 40 miles, to the Choctowat-
chee river, which may be connected, by a cut of 5 miles, with
the St. Andrew's bay ; through which you pass 24 miles, and
thence, by a cut of 2 miles, to the Chipola river, which dis-
charges into the Appalachicola.
This important passage will have the attention of the United
States board of internal improvement. It is to be regarded as a
section, completing, most eligibly, the vast chain of border na-
vigation, extending from the rivers of New-England quite to
the river Mississippi ; as thus,-
From Boston harbour,
Through the canal, to Taunton and Narraganset bay,
Thence, through Long Island sound to New-York harbour,
and Rariton bay,
Through the Delaware and Rariton canal, to the Delaware ri-
ver,
Through the Chesapeake and Delaware canal, to Chesapeake
bay,
Down the Chesapeake to Elizabeth river, and through the Dis-
mal Swamp canal, to Albemarle sound,
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OF THE UNITED STATES.
387
Through Albemarle and Pamlico sounds, and the Clubfoot and
Harlow creek, or Adams creek and North river canal,
Through Bogue, Stumpy, and Tooner's sounds, to Cape Fear
river, below Wilmington,
Through the Waccamaw canal, and Waccamaw river, to Win-
yaw bay, below Georgetown, South-Carolina,
Through Charleston and Georgetown canal, to Wando river,
and to Charleston harbour,
Through the canals of connexion, and the bay and sound na-
vigation between Ashley river and the Edisto, and between
the Edisto and Savannah rivers,
Through the Savannah and Ogatchee canal, to Great Ogatchee
river,
Through the Ogatchee and Alatamaha canal, to the Alatamaba
river,
Through Ossabaw, St. Catharine's and other Georgia sea island
sounds, to St. Mary's bay and river,
Through the Florida isthmus canal, and continuation thereof,
to Appalachicola river,
Thence to the Mississippi river, through the Great lakes, as
specified in the present article; or the Mississippi may be
gained from Lake Poutchartrain, through the contemplated
Pontchartrain canal, near New-Orleans, as specified at Arti-
cle 135.
NOTE.
Application is made to the governor and legislative council of
Florida territory, for an act of incorporation, instituting a com-
pany as the " Chipola canal company," with privilege to cut a
canal between the Chipola river and the eastern arm of St. An-
drew's bay ; the act to be confirmed by congress, as regards the
said canal passing through the public lands.
N.-From Fort Bowyer, up the bay, and up the Tensaw
branch of Mobile river, to the conflùence of the Tom-
becbee and the Alabama; whence, up the latter, to the
head of schooner navigation at Claiborne; and thence,
by boat navigation, to its extremity at Fort Jackson,
where the Coosa and Talapoosa rivers unite to form
the Alabama. Distance, by the serpentine course of
the river stream,
Miles, 360
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INTERNAL NAVIGATION
NOTE.
A steam-boat line is established also on this route to Montgo-
mery, within about 15 miles of Fort Jackson. They touch at
Canton, Cahawba, Vernon, plying to and from Mobile and Mont-
gomery. Distance, 331 miles of the 360.
M.-From the point last designated, up the course of the
Coosa river, and across the valley at Wills creek, to
a point of the Tennessee, east of Fort Deposite, where,
or near where, the Tombecbee canal, as inserted at
Article 127, is supposed to unite. Distance, by ca-
nal and improved channel together,
Miles, 250
No. 137.
TENNESSEE AND ALABAMA CANAL.
Surveys and levelling are yet to be gone into, to decide re-
specting this projected undertaking, like as to the foregoing,
and to the next also here inserted.
In case the ground for this suggested connexion, by canal, to
form so direct a communication between the Tennessee river and
the Bay of Mobile, through the Alabama, should prove not to be
favourable, then possibly a rail road might be resorted to, with
advantages to recommend it; and there is suggested another
route of connexion for a canal, as referred to at Article 139 ;
namely, between the waters of an upper branch of the Coosa,
and a branch of the Hiwassee river.
M.-From the confluence of the Black Warrior river
with the Tombecbee, at Demopolis, or Eagleville, by
canal, or a mixed navigation, up the Tombecbee val-
ley, to a navigable point of Bear creek, and thence
to the mouth thereof, on the Tennessee river, below
Havana, in Lauderdale county, west of the Muscle
shoals.
Distance, Miles, 240
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OF THE UNITED STATES.
389
No. 138.
BEAR CREEK CANAL.
The northern part of this projected communication is, as yet,
within the boundaries of the Chickasaw Indians.
In case the ground for a connexion, by canal, between the
waters of Bear creek and the Tombecbee, leading so directly
from the Tennessee river to Mobile harbour, should prove not
to be favourable, then, possibly, a rail road may be resorted to
with success, and under circumstances of sufficient weight to re-
commend it, in the object of obtaining a straight communication
between the Lower Tennessee river, and the Gulf of Mexico
at Mobile. The following inserted article suggests a route be-
tween the upper waters of the Tennessee and Mobile harbour.
A.-From a point of the Okou, a navigable branch of
the Hiwassee river, to a point of the Conesaugo, a
navigable branch of the Coosa river, near the Geor-
gia and Tennessee line, where these waters approach
each other to within about 10 or 12 miles, and where
the ground, it is said, is favourable to a connexion,
by canal, at a moderate expense. Distance, Miles, 12
No. 139.
HIWASSEE AND COOSA CANAL.
At a meeting held in Cahawba, Alabama, on the 20th of May,
1823, the project was recommended, as a means of laying open
forthwith, a passage for boats, from the head waters of the Ten-
nessee river, in Virginia, through the Coosa and Alabama rivers,
to Mobile and the Gulf of Mexico.
NOTE.
A survey by the United States board of engineers, on this ar-
ticle, is in course of accomplishment; the report thereof to be
laid before congress.
JANUARY, 1S29.
A communication from the chief engineer, and report of the
board of internal improvement, on this subject, in consequence of
preparatory examinations in the course of the past season, have
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INTERNAL NAVIGATION
been made to congress from which it appears, that a route has
been levelled and surveyed for the proposed communication, as
passing by the most favourable depression of the ridge dividing
the two tributary valleys, viz. between Hiltebrand's boat yard
on the Okou, and M'Nair's boat yard on the Conesaugo the
heads respectively of a descending navigation. Distance, by the
line of survey, near 12 miles. The line rises from M'Nair's to
the head sources of the Chestoe creek, whence it descends by a
ravine into the Okou at Hiltebrand's ; which is found to be 159
feet below the summit point of the intermediate high ground.
The supply of water, for the whole canal, must be derived
from one or other of these two sources, or both. The Conesau-
go, at the head of its navigation, being 46.60 feet higher level
than the Okou head of navigation, would, on that account, be a
more eligible stream to feed the summit level but the banks of
the Okou, and vicinity, proving to constitute far more favoura-
ble ground for the erection of a dam, and formation of a reser-
voir, it is proposed to select for the purpose, the spot where that
stream breaks through the Unica or Round mountain. The sur-
face of the water, however, proves here to be 134 feet below the
said intervening ground summit, and, therefore, it becomes ne-
cessary to adopt, besides the dam mentioned, a certain deep
cutting, to effect the communication required. If the height of
the dam be assumed at 64 feet, this, and supposing a deduction
of 4 feet for inclination of a feeder, would fix the surface of the
water at the summit level, 74 feet below the summit point of the
ground ; 85 feet above Hiltebrand's boat yard ; and 38.40 feet
above M'Nair's boat yard. On this supposition, and assuming
for the canal a width of 50 feet at the water surface, and a depth
of 5 feet, the length of the summit level would be 10 miles
1320 yards ; and the amount of its excavation, 5,823,560 cubic
yards. Ten locks would be necessary to descend from the sum-
mit level into the Okou, and five to descend into the Conesaugo;
in all fifteen locks.
A line of levels was taken from the Round mountain to the
summit level, but the route of the feeder not located ; its length
may be 6 or 7 miles. Length of canal and feeder together, 18
miles, or thereabout.
In regard to a supply of water, the Okou stream appears to
be fully adequate. It was gauged in the month of May, and
found to yield 1,755.54 cubic feet per second. The Conesaugo,
though not navigable in summer, yet can afford during spring
and winter a good supply of water. It was gauged also in the
month of May, and then yielded 210.32 feet per second.
These facts ascertain the feasibility of accomplishing the ob-
ject, although, on account of the requisite deep cutting at the
summit level, together with the great elevation of the dam, and
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OF THE UNITED STATES.
391
other local difficulties to be overcome in leading a feeder from
Round mountain to the main canal, the expense may be great.
Such a connexion, however, once effected, or supposed to be
effected, it immediately suggests a question as to a prolongation
of the canal down the valley of the Okou, and down that of the
Hiwassee, as far as where steam-boat navigation reaches or çan
be made to reach, on the latter ; also down the Conesaugo val-
ley, to the head of steam-boat navigation on the Coosa river.
It has been said, that the Coosa, being improved, might afford,
at all seasons, 3 feet draft of water, as far up as the mouth of the
Conesaugo and that the Hiwassee, from Calhoun down to the
Tennessee river, is navigable at all times. Should this really be
the case, a canal of 100 miles long in all, or thereabout, it is pro-
bable might be sufficient to connect, by this route, the naviga-
tion of the Tennessee and Alabama rivers: and it becomes there-
fore extremely desirable to have the inquiry, began as above,
as soon as practicable prosecuted to the end, by means of regu-
lar and minute examinations and surveys. The view that may
be taken of it, and has been taken of it, as follows, falls nothing
short of bringing it within the class of great national objects.
1. A report on the Muscle and Colbert's shoals, states that
this pass of the Tennessee river can be improved. After which
shall have been effected, there will be a free steam-boat naviga-
tion, for at least eight months out of the twelve, from the mouth
of the Tennessee, up to the Whirl, or Suck a distance, by the
windings of the stream, of 500 miles ; and, with a few works of
improvement above, a like navigation be obtained up to Kings-
ton, and to Knoxville on the Holston. Therefore, there needs
only what is stated, to be accomplished, on the Tennessee, the
Hiwassee, and the Coosa waters, for the great valley of the Ten-
nessee to have the choice of two clear routes for the transporta-
tion of its products to the Gulf of Mexico ; and, vice versa, for
its returns from the seaports of the gulf, viz. One route through
the Coosa and Alabama, to Mobile ; the other, through the Mis-
sissippi and New-Orleans. As to comparative distance, we have,
from the mouth of Tennessee river, down the Mississippi to its
mouth, 1145 miles : and from the same point, up the Tennessee,
and by the bends of that, the Hiwassee, Conesaugo, Coosa, and
Alabama, we have about the same distance. In this instance,
the Mississippi route, being altogether descending, is of course
preferable ; but if we suppose a point of departure from any part
high up the Tennessee valley, the case becomes widely differ-
ent ; and much time as well as distance may be saved, by taking
the Coosa and Alabama route, to the Gulf of Mexico.
2. It may be remarked, that, from Fort Deposite on the Ten-
nessee, to St. Louis on the Mississippi, these two streams form
almost a straight line of steam-boat navigation. Now, if the
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INTERNAL NAVIGATION
Muscle and Colbert's shoals improvement, also the Hiwassee
and Coosa improvements, be effected, then will St. Louis, Mis-
souri, and Montgomery, Alabama, become united by an uninter-
rupted water communication of 1200 miles and upwards. And
thus, the states of Alabama and Georgia be brought into com-
mercial communication with the states of Missouri and Tennes-
see; as also with the states bordering on the Ohio river : for, in
regard to Georgia ;
3. Should a connexion be formed between some of the Geor-
gia streams emptying into the Atlantic, and one of the head
branches of the Coosa, then will the valleys of the Upper Mis-
sissippi, the Ohio, and the Tennessee, become, through the pro-
posed Hiwassee and Coosa canal, connected with the sea-board
of Georgia. See Articles 120, 125, 126.
4. It being ascertained that Pensacola harbour can easily be
connected, by canal, with Mobile bay, should it so happen that
war breaks out, and, by the chances of it, that the outlets of the
Mississippi, by the Balize and by Lake Pontchartrain, should
both of them be blockaded, the important naval station of Pen-
sacola, would, notwithstanding, receive, in perfect safety, its sup-
plies from the Upper Mississippi, and the valleys of the Ohio
and the Tennessee. In the event of a blockade, as here suppos-
ed, the water communication between the Tennessee and Ala-
bama rivers would be of the highest degree of importance, in re-
lation both to supplies and protection.
In regard to other suggested lines of communication between
the Tennessee river and the sea-board, across the states of Ala-
bama and Georgia, as specified at Articles 120, 127, 137, 138,
sufficient examinations have not, as yet, been gone into, to as-
certain as to the ground admitting, or not admitting, in either
case, the construction of canals competent to unite the head na-
vigable waters. Supposing this to be found impracticable, pos-
sibly rail roads, in one, or other, or all, of the cases, may be re-
sorted to, with useful effect, in the important object of forming
a direct transport communication between the Tennessee river
valley, and southern sea coast, especially the harbour of Mobile.
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OF THE UNITED STATES.
393
SUMMARY FOR THE STATES OF TENNES-
SEE, MISSISSIPPI, LOUISIANA, ALA-
BAMA, AND GEORGIA.
ARTIFICIAL NAVIGATION.
Page. No.
Miles.
370 119. The Muscle shoal and Colbert's shoal canal,
37
372 120. Tennessee and Savannah canal,
-
-
250
372 121. Savannah and Appalachicola canal, and stream
improvements,
-
-
-
-
,
550
373 122. Savannah and Ogatchee canal,
-
-
-
16
373 123. Ogatchee and Alatamaha canal,
-
-
0
50
374 124. Alatamaha and Appalachee canal,
-
-
164
375 125. Savannah and Flint rivers canal,
-
-
150
376 .126. Chatahootchee and Milledgeville canal,
-
120
377 127. Tennessee and Tombecbee canal,
-
-
150
378 128. Pearl river and Mississippi canal, and Pearl
stream improvements,
-
-
-
-
240
379 129. Amité river canals, and stream improvements,
70
379 130. Tangchepahaw river canals, and stream im-
provements, -
-
-
-
-
-
43
380 131. New-Orleans and Teche river canal,
-
-
100
381 132. Barataria bay canal,
-
-
-
-
-
40
382 133. Concordia and Catahoula canal,
-
-
-
66
383 134. Red river canals, and stream improvements,
500
384 135. Mississippi and Pontchartrain canal,
-
-
10
386 136. Mississippi and Appalachicola canals of con-
nexion, and the Ibberville and Lower Amité
improvements,
-
-
-
-
52
388 137. Tennessee and Alabama canal, and Coosa
stream improvements,
-
-
-
250
389 138. Bear creek and Tombecbee canal and stream
improvements,
-
-
-
-
- 240
389 139. Hiwassee and Coosa canal,
-
-
-
100
Total of artificial navigation,
3198
NATURAL NAVIGATION.
$70
The Tennessee river,
-
-
8
8
875
372
The Savannah river, up to Augusta,
-
- 158
Amount carried forward, 1033
3 D
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INTERNAL NAVIGATION
Page.
Miles.
Amount brought forward,
1033
377
The Mobile, the Tombecbee, and the Black
Warrior, up to Tuscaloosa,
-
-
-
340
378
From Mobile point, through Pascagoula bay,
to the mouth of Pearl river,
-
-
-
70
387
The Tensaw of Mobile, and Alabama rivers,
360
386
Passage, from Appalachicola bay, westward,
through Lakes Borgne, Pontchartrain, and
Maurepas, to the Mississippi river, at the
Manchac,
-
-
-
-
350
Deducting the line of canals, and stream
improvements, included,
-
52
Also, the above inserted 70 miles,
70
122
228
To which add :-
For all other streams and navigable waters
viz. Of the rivers, creeks, bays and .
sounds within these five states, some of
which are particularized below, there are
50, affording an average natural naviga-
tion of 125 miles each, and 1000 an
average of 20 miles each,
These make, together, 26250
Total of natural navigation, 28281
Total of artificial navigation,
3198
Total of both,
-
-
31479
IN TENNESSEE STATE ; VIZ.
The Cumberland river, its middle section lying within this
state, navigable 300 miles.
The Holston branch of the Tennessee river, navigable 150
miles.
Tributaries of the Holston; the Watauga, the French Broad,
and some others, and sub-branches.
The Clinch branch of the Tennessee river, a part whereof,
lying in Virginia, is navigable 200 miles.
Powell river, a branch of the above; this and sub-branches.
Duck river, falls into the Tennessee in lat. 36°, is navigable
90 miles.
The Hiwassee river, enters the Tennessee 70 miles above the
Whirl, is navigable 80 miles.
Tributaries of the Cumberland; the Caney fork, the Red ri-
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OF THE UNITED STATES.
395
ver, the Marpeth, the Obeds, and their branches, some of which
are navigable to a great distance, for boats.
The Wolf river, the Big Hatchie, the Forked Deer, and the
Obions, flow westwardly into the Mississippi river: they are
all navigable, as are some of their branches; many of the sub-
branches to the larger streams here situated, are also navigable.
IN MISSISSIPPI STATE ; VIZ.
The Yazoo river, rises in the Cherokee country, and falls into
the Mississippi river at 12 miles above the Walnut Hills it is
navigable for boats 150 miles.
The Big Black, rises in the Choctaw country, and falls into
the Mississippi at 15 miles above Natchez.
The Homochitta river, receives many streams, in a long south-
western course, and enters the Mississippi near to a junction
with the Red river.
The Buffalo river, from Amité county, winds to its discharge
at Loftus Heights, 2 miles above Fort Adams.
Pearl river; has a number of sources in Hinde county, near
the centre of the state ; its remote sources in the Choctaw country,
not far south of the Big Black. It flows, first south-west, then
south, and then east of south, a distance of more than 300 miles,
and discharges by two principal branches at Fort Rigolets, or the
strait between the Lakes Pontchartrain and Borgne.
Below lat. 31°, the main river, and afterwards its eastern branch,
forms the boundary line between the states of Louisiana and
Mississippi. On this East branch, the, navigation, for many
miles upward from Lake Borgne, is difficult and dangerous.
The Leaf and Chickasahas rivers, which unite in lat. 31°, and
form the Pascagoula: they rise from several sources, and are
navigable 100 miles.
NOTE.
It is suggested, as desirable, that a grant of public lands be
made by the general government, to enable the state of Missis-
sippi to improve the navigation of the rivers Pearl, Pascagoula,
Leaf, Big Black, Homochitta, and Yazoo as also to construct a
canal to unite the waters of the Homochitta and Buffalo rivers.
A bar at the Homochitta mouth prevents, at present, a steam-
boat passage up from the Mississippi.
IN LOUISIANA STATE ; VIZ.
The Red river, is, in this state, the main tributary of the Mis-
sissippi it enters the state at the north-west angle, lat. 33°. Its
sources are in the mountains of Mexico, at lat. 35° and, count-
ing from where it strikes upon the western line of Arkansas ter-
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INTERNAL NAVIGATION
-ritory, it has a course, within the United States, of near 1000
miles; it joins the Missíssippi, in lat. 31°. It is navigable, dur-
ing part of the year, up to the Great Raft, near 500 miles ; but
the lower navigation still is liable to stoppages, by trees and flosts
of timber choking up the channel.
Near the latitude, as above, of 33°, on the border of Red river,
there commences a prodigious chain of lakes, and swamps, and
channels, or an intricate maze of islands and inlets, occasioned
by periodical overflowings; and which follows the course of this
river, to a greater or less extent and width, down to where the
stream is met by the highlands of the Avoyelles, a few miles
below the rapids at Alexandria but the principal inundated tract,
which has occasionally been denominated the raft region, lies
between Grandecor, 4 miles above Nachitoches, and a point of
the Red river, 30 miles below the north-west angle of the state,
and is 60 miles in length. From points of the Red river, near
to where it is deflected towards the Mississippi, and from points
of the latter below the junction, various great river or bayou
courses, together with numerous lesser bayous or channels, strike
off and spread southward and south-eastward, and go to form
what is called the Mississippi delta, bounded by a remarkable
curve line on the coast, extending from Achafalaya bay, round
to the efflux of Lake Pontchartrain, at Fort Rigolets. The long
claw-footed protrusion of this delta into the ocean, in a south-
eastern direction, to its extremity below the Balize, is singular
in physical geography.
The Achafalaya river, issues from the Mississippi near to
where the Red river enters, and thence diverging, with numer-
ous inflexions, towards the gulf, discharges into Achafalaya bay,
after a course of 200 miles. The channel is encumbered by a
natural raft, or a succession of rafts, the accumulations of drift
timber from the Mississippi, of many miles in extent.
The Crocodile and the Bœuf, both of which rise in the hilly
pine forests, between Red river and head of the Calcasieu, are,
together with their united stream the Courtableau, as also the
Teche river, all tributaries of the Achafalaya, and of the great
Lake of the Atakapas, called Lake Chetimaches. They are re-
markable for their tortuous courses, especially the Teche river,
the entire length of which, by comparative courses, is about 150
miles; but, following the windings of the stream, is nearly 300
miles.
The Teche river, rises in the northern prairies of Opelousas,
at lat. 30° 40', and flows in a general course of south-east, to its
confluence with the Achafalaya. At New-Iberia, lat. 30° 02', it
meets the tide, and there it widens from 30 yards to 100, and
deepens from 5 feet to 30 or 40 feet.
" New-Iberia, at the head of tide water in the Teche, is a
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397
port of entry, and vessels frequently clear out from thence; but
the general commercial communication is with the city of New-
Orleans, through the Achafalaya, Plaquemine, and Mississippi,
or from the Lower Teche, through Lakes Palourde and Verret,
and their connecting inlets, and the La Fourche and Mississippi
rivers.
Boats from 15 to 60 tons, are conveyed from New-Orleans, by
the Plaquemine, into the Achafalaya. Those destined for the
lower part of Atakapas, descend the latter river, and enter their
points of destination by the Teche. Those bound to the centre
of Atakapas, ascend the Achafalaya about 20 miles, and are
thence transported, by an outlet, and Lake Chetimaches, to Fausse
Point landing. Here is a portage of 10 or 12 miles, to St. Mar-
tinsville, seat of justice for the parish of St. Martin's, or Up-
per Atakapas. Vessels destined for the higher and central parts
of Opelousas, ascend the Achafalaya to the mouth of Courtableau,
and thence by the latter stream to Lemell's landing, 6 miles, or
into Bayou Carron, 4 miles from the village of St. Landré.
La Fourche river, or Mississippi outlet, the efflux of which is
at Donaldsonville, lat. 30° 6', by a north-east course of 90 to 100
miles, falls into the gulf at lat. 29° 5'. It has 9 feet water over
the bar, and vessels of 5 feet draft may ascend this stream to
within 30 miles of Donaldsonville.
Beyond La Fourche, is formed an intricate net-work of lakes
and bayous, which are mostly discharged into Barataria bay.
The Ibberville, or upper drain of the Mississippi, leaves the
main volume near the termination of the eastern high land, and,
following its base in a north-east direction, receives the Amité
from the north; from whence, inflecting to the east by a wind-
ing channel, it opens into Lake Maurepas, thence communicating
with the gulf through Lakes Pontchartrain and Borgne, also
with the Bay of Mobile through the pass Au Héron.
The chief water courses serving to drain the western division
of the lower plains of Louisiana, are the Sabine river, the Cal-
casieu, the Mermenteau, and the Vermillion. They spread out
into lakes, and interlock with their branches, and communicate
by numerous bayous; and traversing, in a general southern course,
the great prairie country of Opelousas and Atakapas, they dis-
charge into the gulf, on the line of coast nearly due east between
the Sabine and Vermillion outlets.
The Sabine river, which forms the United States western
boundary up to lat. 32°, has its source in the prairies of Texas ;
after flowing through a long winding channel, it dilates into a
shallow lake of 30 miles in length, and 5 in width, which, at the
southern extremity, again contracts to a river stream, that passes
Darby.
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INTERNAL NAVIGATION
to the sea at lat. 29° 28'. Neither the lake, nor river, afford any
navigation of commercial importance.
The Calcasieu, rises in the angle between the Sabine and the
Red rivers, at lat. 31° 30'; from its sources to its mouth, it flows
with similar features, emerging from the same forest into open
prairies and marshes; and, like the Sabine, expanding to a lake,
again contracts into a river, before it reaches the gulf.
The Mermenteau, rises in lat. 31° 53', draining in its course
the centre of the Opelousas prairies, by a number of branehes. It
expands to the lake form, and again contracts, and, like the other
two streams, is defective in its navigation.
From the outlet of the Mermenteau, a distance of about 60
miles is altogether unbroken by a single stream originating in the
solid prairie; and crossing the marsh, this inaccessible line of
coast is followed by the Vermillion, a fine but small river, rising
in Opelousas, but flowing through Atakapas into the Gulf of
Mexico. The source of the Vermillion is near the village of St.
Landré, the seat of justice of Opelousas, at lat. 30° 31', and with
a general southern course of about -S0 miles, falls into a large
bay, which again opens, by several passes, into the Gulf of Mex-
ico, at lat. 29° 35'. Though somewhat more navigable than the
small rivers, already noticed, as entering the Mexican gulf west
of that stream, the Vermillion will not admit vessels of above
5 feet draft. "
The Red river, at 30 miles above its junction with the Mis-
sissippi, receives its great tributary or north-east branch, the
Washitta, which has its sources in the mountainous prairies of
Arkansas, between the Red and Arkansas rivers, lat. 34° 40'.
In a course southward of 400 miles, it receives the Darbone,
the Salutar, the Bartholomew, the Bœuf, and other rivers, some
of which are 200 to 300 miles in length. The general features of
the Washitta are similar to those of the Red river itself, particu-
larly in what regards its annual inundations, and the vast tracts
of alluvious country formed in consequence, along its course
through the upper plains of, Louisiana.
IN ALABAMA STATE; VIZ.
The Talapoosa river, rises in the Upper Creek district of this
state, which it bisects, running south, and joining the Coosa at
Fort Jackson.
The Cahawba river, has its sources, by several branches, in Jef-
ferson and St. Clair counties: after a course of 150 miles south,
it falls into the Alabama river at Cahawba city, the centre of
the state.
Darby.
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OF THE UNITED STATES.
399
NOTE.
A company is incorporated by the state, as the " Cahawba
navigation company," for the purpose of rendering this river
navigable.
Also, in virtue of an application to congress, a grant of pub-
lic lands has been made, for the purpose of defraying, or to aid
in defraying the expense of improving the navigation, both of
this river, and of the Tennessee, the Coosa, and the Black War-
rior rivers ; that is to say, the Muscle shoal improvements of the
Tennessee being first in order effected out of the grant. This
grant amounts to 400,000 acres; with a prospect of being ex-
tended to 500,000.
The St. Andrews, the Choctaw, the Yellow Water, the Con-
necuh, the Perdido, and other streams flowing south, from this
state into West Florida.
Tributaries of the Tombecbee river, of the Black Warrior, of
the Coosa, and of the Tennessee in this state ; they are numerous.
Passage from Mobile bay, westward, by the pass Au Héron,
or Pascagoula bay, through Lake Borgne, Lake Pontchartrain,
Lake Maurepas, and the River Ibberville, to Baton Rouge a
navigable distance of 150 miles.
IN GEORGIA STATE; VIZ.
The Great Ogatchee river, runs nearly parallel to the Savan-
nah ; and discharges, at 18 miles south-west thereof, into the
Atlantic. It receives, in Bryan county, the Canoochee river, and
is navigable, with some interruptions, 300 miles.
The Canoochee river, tributary to the Great Ogatchee, is navi-
gable for rafts and boats, up to its confluence with Cedar creek.
The Alatamaha river, is formed of two great branches, the
Oakmulgee and the Oconee rivers; which have their sources near
to those of Chatahootchee; from whence diverging, they after-
wards pursue a long parallel course south-east, and in latitude
32° unite; the joint stream continuing that course. It receives
the Great Ohaopee river, and enters the sea by several mouths
from whence, up to Milledgeville on the Oconee branch, the
navigation is 220 miles.
The Great Ohoopee, tributary to the Alatamaha, has its sourse
in Washington county, taking a course east of south, to its mouth
in Tatnall; whence it is navigable 40 miles.
The Oakmulgee river, has an inflected course of 300 miles ;
in which it receives many tributary streams. It is navigable, up
from its confluence with the Oconee, 150 miles.
The Great Santilla river, is formed of three forks from the
Cypress Swamp, each of which has a long winding course the
united stream falls into the Atlantic, at Cumberland island.
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INTERNAL NAVIGATION
St. Mary's river, rises in Eokefanokee swamp, and after a
very crooked course of 150 miles, enters the sea at Amelia island.
It is deep, and generally navigable. See Florida.
The Lappapaha river, and the Ocolocconee river, flow south-
wardly from this state, into West Florida.
Broad river, Little river, Bear creek, Beaver dam, and other
waters; tributaries of the Savannah river.
Tributaries of the Oconee, of the Oakmulgee, of the Flint
river, and of the Chatahootchee, on the east. Together very DU-
merous.
The Warsaw sound, the Ossabaw sound, St. Catharine's sound,
Sapelo sound, Doby sound, Alatamaha sound, St. Simon's sound,
Jekyll sound, St. Andrew's sound, Cumberland sound : these,
along the coast of the state, between Savannah river and St.
Mary's, afford a navigation of 250 miles.
NOTE,
Illustrative of the General Progress making in Useful or
Physical Science.
A Mr. Phillips, a teacher, in Savannah, has at present before
the executive of the United States, five or six scientific plans;
some of which, he thinks, from correspondence already had with
the department, may come before congress this session. He enu-
merates them as follows :-
1. A plan for erecting telegraphs throughout these United
States, and have promised to convey any sort of signal, or even
the contents of letters, by my system, from New-York to Phila-
delphia, in 8 minutes. I have composed a book (in part only)
which will consist of words in the first part of it, and sentences
in the second part, and will contain a million or more of signals.
2. A code of signals to be used in the ships of the United
States navy, containing a different signal for each day in the year.
3. The outlines of a plan for building dry docks, large enough
to dock the largest ship in our navy-and having an apparatus
attached to it that will be of essential service in the dock yard.
4. A method for loading and firing, with great accuracy and
quickness, red-hot shot, from guns of any calibre, by mathemati-
cal projection.
5. A method to lay garrison guns so correctly, that the second
shot must take effect.
6. A gun carriage, made upon a plan that will fire in every
direction, being on a moveable pivot, the loading of which keeps
the men under cover.
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OF THE UNITED STATES.
401
NOTE,
Illustrative of Prospects on the Advancement of Intellect, as
well as Physical Science, throughout the United States.
The population of the Union for 1830, is, by a report to con-
gress, computed at 13 millions; and the following list shows the
number of students, at the principal colleges actually existing
therein, to be 3400 or one college student in every 3S00 in-
habitants, taking the whole together; viz.
States.
Students.
Population.
Proportion.
Maine,
i
-
126
420,000
1 in
3,300
New-Hampshire,
119
300,000
1 in
2,500
Vermont, -
-
135
280,000
1 in
2,000
Massachusetts,
-
449
580,000
1 in
1,300
Rhode-Island,
-
33
90,000
1 in
2,700
Connecticut,
-
191
290,000
1 in
1,500
New-York,
-
540
2,000,000
1 in
3,700
New-Jersey,
-
96
330,000
1 in
3,400
Pennsylvania,
-
310
1,300,000
1 in
4,500
Delaware, -
-
7
80,000
1 in 11,000
Maryland,
-
-
171
450,000
1 in
2,600
District of Columbia,
21
50,000
1 in
2,400
Virginia,
-
-
401
1,180,000
1 in
2,900
North-Carolina,
-
88
720,000
1 in
8,000
South-Carolina,
-
196
600,000
1 in
3,000
Georgia,
-
-
100
410,000
1 in
4,000
Alabama,
-
-
31
380,000
1 in
12,000
Mississippi,
-
23
130,000
1 in
5,600
Louisiana,
-
12
300,000
1 in
25,000
Kentucky,
-
141
650,000
1 in
4,600
Ohio,
-
-
148
1,000,000
1 in
6,700
Tennessee, -
-
75
600,000
1 in
8,000
United States,
-
3,400
13,000,000
1 in
3,800
Whence, it will be seen, that in New-England there is, on an
average, 1 student in college for every 2000 inhabitants; in the
middle states, 1 for 4000 and in the states south and west of
Pennsylvania, 1 for 6000; and this of course includes nothing
of the faculty departments in the several universities.
3 E
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INTERNAL NAVIGATION
SOUTHERN ATLANTIC COAST; ALSO,
NORTH CAROLINA AND SOUTH
CAROLINA NAVIGATION.
N.-From Hampton Roads, on the Chesapeake, up Eliza-
beth river, to Deep creek, on the southern branch
thereof; the entrance of the Dismal Swamp canal, at
10 miles above Norfolk. Distance from the Roads,
Miles, 25
A.-From the point of Deep creek, last above specified,
by canal, to Joyce's creek, at the head of Pasquo-
tank river, a water of Albemarle sound.
Distance, Miles, 221
No. 140.
THE DISMAL SWAMP CANAL.
This canal of connexion between Virginia and North-Caro-
lina, was finished, after a temporary plan and manner, and 80 as
to be in the receipt of tolls, in the year 1822. It is cut through
the Great Swamp, and is fed with water from a lake in the midst,
named Drummond's lake, by means of a channel 34 miles long,
the fall of which is about 5 feet. It is mostly 5½ to 6 feet deep,
and 38 feet wide at the water surface, with recesses for admit-
ting vessels to pass one another. The locks, originally of wood,
are now building of stone; length 961 feet, width 18.
An extension of this canal is in contemplation; as also an en-
largement of its dimensions; and congress have now, 1826, a
bill before them, authorizing the secretary of the treasury to sub-
scribe, on behalf of the United States, $150,000, equal to 600
shares in the company's capital stock, with a view to enable
them to compass the object eligibly and promptly.
Amount of capital expended on the work, to the
present time, and present state thereof,
-
-
$499,456
Tolls for the year just expired,
.
-
11,110
The bill in congress has passed.
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OF THE UNITED STATES.
403
NOTE.
Proposals are invited for contracts to be entered into with the
company, for completing the canal upon the plan now adopted ;
which is in conformity to a survey and report thereupon, made
by a board of the United States engineers on the occasion ; the
said report including an estimate of the several improvements
proposed to be accomplished, as here follows:-
Estimate of probable Expense of finishing the Dismal
Swamp Canal.
Drawbridge at the road over Pasquotank river,
-
$ 800
Deepening and improving Joyce's creek, and the river
Pasquotank, 1 mile 240 yards,
-
-
-
-
3,410
Lock at the south outlet into Joyce's creek, as particu-
larized,
-
-
-
-
-
-
-
18,700
Finishing 2d lock,
-
-
-
-
-
-
5,000
Excavation of the trunk to 32 feet wide, and 61 feet
deep : 2° height to 3° base,
-
-
-
25,869
Excavation of recesses at each half mile,
-
-
4,144
Additional embankments,
-
-
-
-
-
10,604
Lock in Deep creek, to give approach to the canal at
low water, and to debouche in 8 feet, the same as
with regard to the south outlet lock,
-
-
-
18,700
Extra, for copper, damming, &c.
-
-
-
1,300
Improvement of the feeder, and construction of a
wooden lock for the passage of lighters to Lake
Drummond, and regulating the supply of water, &c.
10,000
Opening a communication between the canal and Cur-
rituck sound, to debouche on North-west river, in 7
feet water : 2760 yards,
-
-
-
-
-
5,364
Lock for the same, for the passage of small craft. Lift
41 feet,
-
-
-
-
-
-
-
-
10,000
Bridges and contingencies,
-
-
-
-
-
36,109
Total; being equal in amount to 600 shares of stock,
newly created by the Dismal Swamp canal company,
and subscribed for by the United States,
-
$150,000
The whole is expected to be gone through with in the seasons
of 1827 and 1828.
A connexion with the Sound of Currituck, it will be perceiv-
ed, forms a part of the new plan.
It would have been desirable, were the thing possible, to give
to this section of the whole proposed inland Atlantic chain, a
depth of navigation correspondent to that observed in the Che-
sapeake and Delaware communication now in progress; and to
what is to be observed in the Delaware and Rariton one ; that
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404
INTERNAL NAVIGATION
is to say, to give a depth of 8 or 10 feet water, so as for it to
comprise, without interruption, all the coasting trade navigation
up to that draft of water, and thus to render the system uniform,
as well as more comprehensive. But to this desideratum of the
arrangement, there are opposing circumstances, in the shallow-
ness of the water of almost all the sounds and inlets of North
Carolina, which have not been found susceptible, in this respect,
of any adequate or lasting improvement. For a continuous navi-
gation into and through the Albemarle and other sounds, 61 to 7
feet of water is all that can be calculated upon, and therefore it
becomes unnecessary to give to the Dismal Swamp canal a greater
depth than this, for as much as the North Carolina coasting trade
is concerned. The original plan, for much of the distance, had
it down to five feet, and some part less than five.
DECEMBER, 1828.
By an official report of the 1st of this month, it appears the
works have advanced near to a completion, and a canal is now
obtained, having no where less than 61 feet depth of water, and
a width of 40 feet, save for a few miles where recesses at short
distances have been formed. Many essential improvements, be-
sides the proposed particulars as enumerated, have, during the
progress of operations, presented themselves, and been duly at-
tended to; particularly in constructions forming a new debouche
on the south, into Joyce's river, at 400 yards from Pasquotank.
But the proposed communication between the Dismal Swamp
canal and the North-west river has not yet been opened: the
company require $40,000 additional funds to perfect this object,
giving to it locks of stone. The distance is nearly 6 miles. The
locks newly constructed, of the Dismal Swamp canal, have been
made to correspond in dimensions with the Chesapeake and De-
laware canal locks; and the old ones can be so altered, when it
shall be found requisite. The summit level of the canal is 161
feet above the Atlantic at mid tide, and supplied by a feeder of
5 miles from Lake Drummond. See engraved profile.
MARCH, 1829.
Congress have effectually aided the completion of the work,
in having now voted an additional subscription of $50,000 to
the company's stock.
NOTE.
It is in contemplation to introduce the water of Lake Drum-
mond to the navy-yard at Gosport, either directly from the lake,
or through the Dismal Swamp canal ; and surveys are on foot in
regard to it. If found practicable, at a moderate expense, and
provided government see proper to maintain this as a naval es-
tablishment, the advantages to be derived are obvious, in refer-
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OF THE UNITED STATES.
405
ence to the docks, the machinery, and various other wants of
the yard, including the watering of our ships.
N.-From the south termination of the canal at Pasquo-
tank, down this river, to Albemarle sound ; down
which, and through Pamplico sound ; also, through
Core sound to Beaufort, and Bogue sound to Swans-
borough, and thence through Stumpy. and Toomer's
sounds the head of which last is at a very trifling
distance from New inlet, or Federal point, Cape Fear
river.
Distance, Miles, 270
NOTE.
The straits south of Neuse river, or entrance from Pamplico to
Core sound, frequently, however, affords not more than 31 to 4
feet of water; which being insufficient for general coast naviga-
tion, the difficulty is obviated by ascending the Neuse as far as
South river thereof, or Adams creek, and thence passing, by a
projected canal, of 3 miles, as specified at Article 143, to North
river; which leads to Beaufort harbour.
M.-From the mouth of Roanoke river, on Albemarle
sound, up the river stream, by a sloop passage, 90
miles, to the foot of Great falls, above Halifax; thence,
by a boat navigation, about 200 miles, to near the
Blue ridge, in Bedford county, Virginia.
Distance, Miles, 300
No. 141.
THE WELDON AND ROANOKE RIVER CANALS.
This long and rapid river, which has its principal source
west of the Blue ridge, and discharges by several channels into
Albemarle sound, takes the name of Staunton river after having
passed the mountain; between Charlotte, Halifax, and Mechlen-
burg counties, Virginia, however, where it receives the Dan
river from the south-west, it resumes the name of Roanoke.
Sundry improvements are made and making in the stream be-
low the Weldon falls, by which the lower navigation of this river
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406
INTERNAL NAVIGATION
is much facilitated, and will be more so ; and the improvements
carrying forward on its upper waters, which are mostly by the
sluicing method, will open a boat navigation to the distance here
specified. The sluicing on Staunton river, at present extends
to Clark's ferry, 88 miles above Rock landing.
At the Weldon, or Great falls, the descent, in 12 miles, is 100
feet ; which is overcome by the Weldon canal.
DECEMBER, 1828.
By official report, it appears that the labours of the Roanoke
company, Virginia, the past season, have extended their im-
provements on the stream navigation, as far up as Salem, in Bot-
tetourt county, Virginia ; a distance of 244 miles, by the course
of the river, from Great falls at Weldon.
M.-From the confluence of the Dan and Staunton ri-
vers, as above described, up the stream of the Dan,
to Danville, in Pittsylvania county, Virginia; and
thence, through the Danville canal, and up the
stream improved, into Rockingham and Stokes coun-
ties, North Carolina. Distance, by a mixed naviga-
tion,
Miles, 150
No. 142.
DANVILLE AND DAN RIVER CANALS.
On this branch of the Upper Roanoke, besides the canal at
Danville, which is a work of importance, a series of sluicing im-
provements already extend as far as Leaksville, in Rockingham
county, North Carolina, which is 152 miles above Rock landing.
The expenditure of capital, by the Roanoke navigation com-
pany, to the present time, (November, 1826,) on the lower and
upper works of improvement together, and including real estate
and negroes held by the company, amounts to 341,283 dollars.
NOTE.
The expenditure on the Upper and Lower Roanoke improve-
ments, down to the 12th November, 1827, including real and
moveable property held by the company, amounts to 357,156
dollars, and down to the 5th November, 1828, to 365,991 dol-
lars.
Locks are forthwith to be located at Weldon, of a description
to connect the Upper and Lower Roanoke navigation, suitably
for an active commerce.
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OF THE UNITED STATES.
407
A.-From Plymouth, on the Roanoke river, 5 miles above
the mouth thereof, by canal, southward, across the
counties of Washington, Beaufort, Craven, Carteret,
and through the towns of Washington and Newbern,
to Beaufort harbour, on Core sound, coast of North
Carolina. Distance, by canal, or in part by Neuse
river navigation, and North river,
Miles, 100
No. 143.
PLYMOUTH AND BEAUFORT CANAL.
On the 9th March, 1826, the engineer department of the United
States made a report, through the secretary of war, to congress,
in reference to the proposed system of inland navigation, near the
Atlantic coast of Virginia and North Carolina.
The report states, that incidentally to certain examinations
made by the board of engineers, for selecting a site for a naval
depot, and projecting fortifications, it was ascertained that those
states possess great capability for the internal navigation in ques-
tion, on an extensive scale, so as, besides conferring other be-
nefits, to be essentially connected with the defences of the
country.
The board recommends, in case the plan be adopted, that the
Dismal Swamp canal should be extended, and have its dimen-
sions enlarged. The board suggests a line of navigation from
Norfolk, to Beaufort in North Carolina, including the Dismal
Swamp as a part of that line ; and, for the remainder, to connect
the Roanoke, the Pamplico, and Neuse rivers, by canal, passing
through Plymouth, Washington, and Newbern; whence, pro-
ceeding on to Beaufort.
The great line of interior communication along the sea board
having reached Albemarle sound, North Carolina, the question
is here presented, by what routè it may most advantageously
be continued ;-whether through the sounds to Beaufort, as
designated at page 320, and thence southwardly, &c., or, as
proposed in the present Article, by connecting the Roanoke,
Tar, and Neuse rivers, make the line pass through Washington
and Newbern, to Beaufort harbour ? This latter is considered as
highly eligible in reference to the defences of the country, and
in a commercial point of view, it may, no doubt, be said, that
both routes will be used to advantage.
The Sound route might, however, require to be defended ;
and, exposing the boats which use it on a broad sheet of water,
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INTERNAL NAVIGATION
to the accidents of the sea, cannot, in point of security, be com-
pared to the other.
From Tar river, opposite Washington, to Swift creek, at
Dawson's bridge, is about 16 miles, through a flat country, and
across some swamps capable of supplying a canal with water;
from Dawson's bridge to Newbern, the navigation is good for
steam-boats, or sloops, at all seasons. From Newbern, the line
proceeds down the Neuse river to Adams creek ; up which, and
by a canal of 3 miles, across to North river, leading by a good
navigation to Beaufort harbour. Adams creek affords 12 feet
water.
This canal, it may be seen, between Adams creek and North
river, will be common to both routes, the one by the Sounds,
and the more interior one just described, passing through Wash-
ington and Newbern.
The great importance of Beaufort in time of war, recommends
it to notice, for a complete line of improvements of the nature
suggested. Besides being a considerable rendezvous, during the
last war, for armed vessels and their prizes, Beaufort became a
great depot of the produce of Virginia, previously collected at
Richmond, at Petersburg, and at Norfolk. It was transported
thither, for both home consumption and exportation.
The inlet leading from the sea to Beaufort harbour, was in old
times called Topsail inlet. Both inlet and harbour have con-
tinued to the present day without material change ; the descrip-
tion given of them in the year 1701, being applicable nearly to
circumstances at this moment.
NOTE.
The Dismal Swamp canal referred to, is now undergoing al-
terations and enlargement, as particularized at Article 140, and
the United States government are subscribers for 600 shares of
the company's stock, or 150,000 dollars, equal to the computed
expense of the improvements now in progress.
By an act of congress, 20th May, 1826, there was required
to be made, a survey of Roanoke inlet and sound, with a view
to ascertaining as to the practicability of making a permanent
ship channel, between Albemarle sound and the Atlantic ocean
at Roanoke inlet."
1829.
A recent report on this subject, prepared by the engineer de-
partment of the United States, has been submitted to congress,
which in some measure still leaves the matter in a state of doubt
and suspense. The report, at its outset, remarks, that " it is im-
possible to enter upon the discussion of the proposed project,
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involving such important consequences to the populous and
productive portions of the country watered by the Roanoke
river, without feeling deeply sensible of the difficulties in ef-
fecting 30 desirable an object, and the degree of uncertainty
attending the result of any operations where the causes to be
governed are so infinite and powerful. Wherever the course
of Nature, in her marine operations, is to be governed, there
is probably no subject within the range of the science, where
so much is deduced from hypothesis, and where, necessarily,
in the result, there is so little certainty."
It is recorded in topographical history, that there existed ori-
ginally at Roanoke, or the point of coast called Nag's Head,
an inlet capable of receiving sloops and small brigs, or having
10 feet water over the bar, which has been filled up, by deposits,
in consequence, it seema, of Albemarle sound having found new
vents for its waters lower down. About nine years ago, how-
ever, a comprehensive plan of operations was devised and re-
commended by the civil engineer of the state of North-Carolina,
for the purpose of restoring the original state of the navigation,
or even, as it was hoped might be practicable, of improving upon
the original, and surpassing its advantages. The plan, which has
not been acted on, may in some degree be judged of from the
engineer's estimates of the cost thereof, as follows; he says,-
In order to open a communication between Albemarle sound
and the sea, near Nag's Head, and keep that communication per-
manently navigable, it will be necessary to cut off all connexion
between Albemarle sound and Pamplico, by embankments across
Croatan and Roanoke sounds.
Since the closing of the Roanoke inlet, a deposition of soil
has taken place in the former channel to the inlet. This, as well
as the bed of the new inlet, must be removed by dredging.
The sides of the new inlet must be protected by a facing of
rough stone, from the bottom to 5 feet above high water, and
not less than 10 feet thick. There must likewise a facing of
stone extend from each side of the inner end of the inlet, for a
quarter of a mile, in opposite directions, along the shore of Roan-
oke sound.
Should the estimate for this work, of the above materials and
dimensions, exceed the sum which can be appropriated, I have
submitted a plan for its construction of
TIMBER AND SOIL.
This, I am of opinion, may be effected by two rows of piles,
20 feet apart. The piles to be of pine logs, of not less dimen-
sions than such as would square to a foot. They are to be hewn
or sawed perfectly straight on two sides, the face and back to be
3 F
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INTERNAL NAVIGATION
left rough, with the bark upon them. These piles are to be driven
quite close together, and to be connected longitudinally and
transversely by string and cross pieces, with a trenail driven
through the string pieces into every pile. The piles are to be
driven as far into the bottom of the channel as possible; in no
instance to be less than 6 feet. The intermediate space between
the rows of piles to be filled with the most tenacious soil which
can be had on the spot, for 6 feet on the inside of each row ; the
incumbent vegetable soil of the marshes and islands may be used
for this purpose: the remainder of the space may be filled with
the soil from the dredging machine.
Estimate for Stone Embankments.
Stone for the embankment of Croatan sound, 8
1,274,182
00
Do.
do.
Roanoke sound,
251,469
00
Stone for protecting the inlet,
-
-
-
132,000
00
Dredging the channel,
-
-
-
-
-
493,166 00
Dredging the inlet,
-
-
-
-
-
213,666 00
$2,363,488 00
Estimate of Timber and Earth Embankment.
CROATAN SOUND.
Timber for piles, string and cross
pieces, -
-
-
-
- $40,576 00
Pile driving,
-
-
-
-
40,392 00
Fixing string pieces and trenailing, 13,225
00
Fixing cross pieces,
-
-
-
1,575 00
Earth between the rows of piles,
74,037
00
Earth for sloping banks,
-
- 180,204 00
Stone for piers and embankment,
69,816
00
$419,825 00
ROANOKE SOUND.
Timber for piles, string and cross
pieces, -
-
-
-
- $18,793 00
Pile driving,
-
-
-
-
27,720 00
Fixing string pieces and trenailing,
9,260
00
Fixing cross pieces,
-
-
-
1,050 00
Earth for embanking inside and
outside of the Miles,
-
-
37,772 00
94,595 00
Amount carried forward,
$514,420
00
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Amount brought forward,
$ 514,420 00
CHANNEL AND INLET.
Excavating the channel, (after de-
ducting the quantity used in the
embankments),
-
-
- $ 347,211 00
Excavating the inlet,
-
-
212,666 00
Stone for protecting the inlet,, - 132,000
00
691,877 00
$1,206,297 00
Recapitulation.
Total for stone embankments, -
-
-
$2,363,483 00
Total for timber and earth embankments,
1,206,297 00
Difference,
-
-
-
-
-
-
1,157,186 00
The engineer of the present day, not entirely confident of a
successful execution of the scheme as above, in all its plenitude,
so as for the works to resist the assaults of the elements, and be
permanent; or, should it 80 far be crowned with success, not
still perceiving a great probability, that the country could, in
consequence, be benefited in its intercourse, and home and fo-
reign trade, to an extent that would counterbalance the heavy
expense involved in erecting and maintaining the needful works:
but especially dubious as to the possibility of guarding the pro-
posed usefulness of them against future encroachments or acci-
dents of impediment, induced by an unsettled ocean, whose
operations are in the "deep," and "secret," and, though govern-
ed by fixed laws, are yet placed far beyond our sphere of ability
to calculate beforehand ;-the engineer, under such impressions
as these, recommends a substitute, as here follows,
He observes,-
The general features of the plan now presented for considera-
tion are, the excavation of a channel through the shoal ground in
the sound, cutting aeross the sands between it and the sea, and,
by the intervention of a tide lock, secure to the trade an out-
ward navigation at all times, between half tide and high water.
In submitting this plan, we must regret the entire impracticabi-
lity of giving to the import trade the benefits of the same chan-
nel. This will be evident at once in the smallness of the sea
mouth of the cut, thereby causing great risk in attempting its
entrance, with a lee-shore, as it must always prove-and in the
immediate vicinity of a cape, the most dangerous, with one ex-
eeption, of our extended coast, without the protection of a break-
water in case of unfavourable weather. The hopelessness of com-
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INTERNAL NAVIGATION
bining such an auxiliary, however, is most conclusive, when
we reflect upon the unremitting tendency of the currents of the
ocean on the southern coast, and the abundance of the elements
which go into the formation of the shoals, and which, in this in-
stance, would endanger the safety, if not, indeed, the very ex-
istence of the proposed inlet.
The reasons for the adoption of the plan now proposed, are,
1st. The comparatively small expense attending its execution:
2d. That, although its benefits will be confined to the export
trade, to successfully prosecute which requires greater draft and
despatch, yet, in consequence of the absence of the current of
the tide in the still water of the sound, a navigation of greater
depth may be maintained ; and
3d. That, in case the plan should, in the execution, be found
not to answer the ends intended, the measures in its adoption,
with one exception of the tide lock, make up in part the project
connected with the stoppage of the sounds, and which might
then be adopted as a dernier resort.
No. 1.
Estimate showing the first cost of a dredging machine, steam-
engine, scows, &c. complete, and the current expenses of the
same for one year.
Purchase of a vessel,
-
-
-
-
$6,000 00
steam engine of eight horse power,
2,800 00
four receiving scows, at $450 each,
1,800 00
Cost of one machine, &c. complete,
-
10,600 00
Pay of a superintendent, at $75 per month, for
one year,
-
-
-
-
-
$ 900 00
steam engineer,
30
do.
do.
360 00
four hands,
15
do.
do. each,
720 00
six hands,
12
do.
do.
do.
864 00
Subsistence twelve hands,
6
do.
do.
do.
S64 00
Purchase of 4371 cords of wood for engine, for one
year of 250 working days, at $3 per cord,
1,312 50
Repairs of engine, &c. and contingencies,
600 00
-
Current expenses of a dredging machine for one
year,
-
-
-
-
-
$5,620 50
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No. 2.
Estimate of the cost of clearing out the proposed channel in
Roanoke sound, 300 feet wide, for a draft of 10 feet at
the common stage of the water; supposing six dredging
machines be employed for that purpose, and that each will
lift 250 cubic yards of deposite every working day of 10
hours, estimated at 250 in the year.
First cost of six dredging machines complete, at
$10,600 each-See No. 1.
-
-
-
$63,600 00
Current expenses of the same for 2 years and 106
days, or 573 working days, the time required for
the removal of 859,762 cubic yards, at $5,620 50
each per year-See No. 1; or $12,873 25 each
machine, to the completion of the excavation,
77,239 50
Total cost of excavating the channel in Roanoke
sound,
-
-
- $140,839 50
No. 3.
Estimate of the cost of the cut through the banks between
Roanoke sound and the ocean, including lining, &c. for
a depth of 10 feet below the common level of the sound.
Excavation of 25,584 cubic yards of sand, &c.
above the level of high water, at 15 cents per
cubic yard,
-
-
-
-
$3,837 60
Excavation of 69,553 cubic yards of sand, &c. be-
low the level of high water, at 50 cents per cu-
bic yard,
-
-
-
-
-
34,776 50
Purchase of 44,480 perches of stone to line the cut,
including the bottom, five feet thick, to the
height of storm tides, or 21 feet above ordinary
high tides; the wall to be 10 feet thick at bottom,
and 5 at top, at $5 per perch,
-
-
222,400 00
To lay the same as a dry wall, at $1 50 per perch,
including scowing, pumping, &c.
-
-
66,720 00
Total cost of the cut,
-
-
-
-
$327,734 10
HARTMAN BACHE,
Capt. Top. Engineers.
An act was passed last year, by the legislature of North Caro-
lina, confirming and amending an act of the same of the year
1821, granting corporate powers to a company as " the Roanoke
inlet company," for the purpose of effecting the improvement
contemplated ; the state to become a subscriber to the company's
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INTERNAL NAVIGATION
stock, and the governor required to transmit a copy of the act to
congress, in order to receive their concurrence to one or more of
its clauses ; as likewise to solicit congress for a subscription to
the stock thereof, in furtherance of the object.
A.-From a point of the Roanoke river, at or near the
head of Weldon falls, or from the Weldon canal basin,
by canal, eastward, and bordering on the Virginia
line, to Murfreesboro' on the Meherrin river; and
thence, down that and the Chowan river, to Ben-
net's creek; up which, and across to the Dismal
Swamp canal, and Elizabeth river.
Distance, Miles, 80
No. 144.
MURFREESBORO' CANAL
This suggested undertaking has, for direct and immediate ob-
ject, to shorten the distance to market, of the rich produce of the
Roanoke lands; which, at present, is generally transported quite
down the river, and thence, by way of Albemarle sound and
the Dismal Swamp canal, to Norfolk.
The projected route, now under consideration, was examined
in the year 1818, by a board of commissioners of the states of
North Carolina and Virginia, jointly, and was reported upon as
practicable, at the expense of 761,522 dollars.
M.-From New inlet, at Smith's island, at the mouth of
Cape Fear river, up the stream, to Wilmington, and
thence, by a course of lock and dam and other im-
provements, up to the head thereof, formed by the
union of Deep and Haw rivers, below Haywoodsbo-
rough, in Chatham county.
Distance, Miles, 200
No. 145.
CAPE FEAR RIVER CANALS.
This work, so highly important for the interests of North
Carolina, is prosecuting by the state, and is among a series of
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useful objects, to which the growing prosperity of the country
has, within some years past, called forth an increase of atten-
tion ; much has already been effected, in creating facilities of
commercial transportation within the state ; and much will yet
be attempted, to improve the natural communications between
the rivers of North Carolina and the sea. The present under-
taking, goes as well to deepen and clear the ship channel below
the port of Wilmington, as to render, if practicable, the river,
upwards from thence, thoroughly navigable for steam vessels
with boats in tow.
NOTE.
By a report of the board of internal improvement, 22d Janu-
ary, 1827, to the legislature of North Carolina, it appears, that
the work of improving the river upwards from Wilmington, as
far as Fayetteville, was prosecuted during the 'past season with
considerable effect. The boat channel has been cleared of great
quantities of floating and embedded logs, at the most prominent
shoals, in the distance between Campbelltown and the mouth of
Black river; but a great deal yet remains to be done, even along
the same ground, and a dredging machine is to be employed for
removing sand and mud; also jetties, at favourable points, will be
made. The sluicing system, it is likely, will be brought into
operation pretty extensively on the upper waters of this river ;
that is to say, between Fayetteville and Haywood, to produce
in this distance a good batteau navigation. At Smiley's falls,
however, a dam and locks will have to be constructed. It is ex-
pected, that, from Wilmington up to Fayetteville, a steam-boat
passage may be effected, that will be in activity during 10 months
of the year.
As to the flats below Wilmington, the dredging machine was
last season to have been applied, with a hope of partly remov-
ing that obstruction to the navigation of ships from sea but, an
error, being committed by the agent, in attaching machinery to
an unsuitable vessel, in place of building one for the purpose,
there is, in consequence, a delay of this operation. Preparations
are now making, to commence with it as the season opens again.
It is, however, apprehended, that, to have this desirable object
complete and satisfactory, may be a. work of labour and time.
NOTE.
A detachment from the corps of United States engineers, have
been engaged in surveying these flats, to ascertain the best mode
to obtain a permanent ship channel through them ; but no con-
clusive report on the subject is yet made.
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M.-From Haywoodsborough, Cape Fear river, by the
valley of Deep river, across to a point on the Yadkin,
below the Narrows, in Montgomery county, at or near
Blakeley, and thence down the course of the Yadkin
river, into the Great Pedee, at Cheraw, South Caro-
lina; from whence, down to the mouth thereof, and
to Winyaw bay point, 13 miles below the port of
Georgetown, South Carolina. Distance, by a mixed
navigation,
Miles, 275
No. 146.
CAPE FEAR AND PEDEE CANAL.
The projected communication between these two rivers, is de-
pendent upon regular examinations of the ground, yet to be
made; and dependent also on the degree of success that may at-
tend the efforts making to clear the Cape Fear channel down-
ward. In the meantime, much attention has been bestowed on
clearing the Pedee river channel, from Cheraw downward to
Georgetown. This work of improvement is still going forward,
with a prospect of being finished very soon. The distance from
Cheraw down to Georgetown, is, by the winding of the river,
270 miles. Short canals, at the different bends, will reduce it to
180 miles.
M.-From that point of the Yadkin river, struck by the
canal of the article last above specified, up the river
stream, by an improved boatable navigation, to Wilkes
Courthouse, at the mountains. Distance, Miles, 200
No. 147.
YADKIN RIVER CANALS.
This river, the upper part of the Great Pedee, traverses the
state south-east from the Alleghany ridge, into South Carolina.
Its navigation has received considerable improvements: in 1818,
a survey was made, under the Yadkin navigation company, from
Wilkes Courthouse, down to Cheraw Hill, at 6 miles south of
the state line, a distance of 247 miles; the whole of which, it
was estimated, might be rendered navigable, for boats of 10 tons,
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at the expense of 250,234 dollars; exclusive, however, of the
narrows at Montgomery ; at which place, an improved road was
recommended.
NOTE.
A rail road has been proposed, between this point and Fay-
etteville, on Cape Fear river; and between the same and a point
of the Catawba river: in furtherance whereof, a detachment
will be made from the corps of United States engineers, if ap-
plied for to the general government ; that is to say, to make
surveys, in order to ascertain the best line of route for a rail road
from Fayetteville to a point of the Yadkin above the Narrows, and
from the Yadkin to a point of the Catawba; thus connecting the
Catawba and Yadkin valleys, both, with that of Cape Fear river.
N.-From the mouth of Santee river, up the stream, to its
head, formed by the confluence of the Wateree and
Congaree rivers, and up the latter to Columbia. Dis-
tance, by the meanders,
Miles, 175
M.-From the point of confluence of the Congaree and
Wateree rivers, up the course of the latter, as also
of the Catawba river, into and across the state of
North Carolina, to near the source thereof, in the
mountains. Distance, by the river channel improv-
ed, and lateral canals, together,
Miles, 275
No. 148.
WATEREE RIVER AND CATAWBA RIVER CANALS.
In South Carolina, many series of river navigation improve-
ments have been undertaken, and are some part finished, others
in progress of execution, under a superintendent of public works.
The Wateree river, below the falls, was, last year, 1825, to be
cleared of obstructions in its channel through a distance of 84
miles, into the Santee, and a canal at the falls, near Camden, ex-
pected also to be finished : a canal above that, on the Catawba,
was completed two years ago ; and above that, at Rocky Mount,
3 G
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INTERNAL NAVIGATION
Chester county, there is constructing another work,-a great one
of the kind,-that is to say, one section of it is soon to be finished,
at the expense of 40,000 dollars; but there are six or seven other
sections not yet begun upon ; the which, however, it is important
should be expedited, in order to overcome, by an efficient lock-
age, the Rocky Mount falls. These sections will require from
180,000 to 200,000 dollars additional, to be voted by the legis-
lature, for their construction; and well will the sum be applied;
for, when this work shall be finished, a complete navigation, by
the Catawba and Wateree, will be laid open, all the way from
the extensive iron works of North Carolina, down to the San-
tee river, and thence, of course, to sea, if so required, through
the Santee canal, and the port of Charleston. The Catawba river
improvements, and Broad river improvements, up to the foot of
the mountains in North Carolina, will reach within a few miles
of the navigable waters of the Tennessee. More than 1500 miles
of inland navigation has already been improved, and laid open,
by the state of South Carolina.
M.-From Columbia, through the Columbia canal, into
Broad river, and through the Saluda canal, from
Broad into Saluda river, up which, and through
Drehr and Lorick's canals, on to the Abbeville county
line, near Cambridge: also, from Santee river, by
the Santee canal, into Cooper's river ; down which,
to the port of Charleston. Distance, by a mixed na-
vigation,
Miles, 150
No. .149.
THE SANTEE, COLUMBIA, AND SALUDA CANALS.
This article, of 150 miles of a mixed navigation, comprises
five canals, with 28 locks, overcoming 217 feet of fall ; all com-
plete, except on the Saluda, towards Abbeville, which is to be
completed, either by canal, or by dam and sluice works, this year,
1825. The Santee canal, which opens from the point of the San-
tee river, where Sumpter, Williamsburg, and Charleston coun-
ties unite, and runs southwardly to Cooper's river, and which is
of very great importance to the trade and intercourse between
the port of Charleston and a large section of the state, as also a
part of North Carolina, was completed in 1802, at an expense
of 650,667 dollars. It is 22 miles in length, 35 feet wide, and
4 feet deep.
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M.-From the point of confluence of the North and
South Edisto rivers, up the course of the latter, by
improvements of the stream navigation to this point.
Distance, Miles, 70
No. 150.
SOUTH EDISTO RIVER CANALS.
Attention has been directed to a re-opening and amending the
navigation of the South Edisto stream, up the distance of 70
miles from its junction with the North Edisto, by clearing away
obstructions, and making cuts to straighten in some degree the
tortuous abrupt channel.
M.-From the mouth of Seneca river, at Andersonville,
on the Savannah, up the stream of the Seneca, also
the branches thereof, to the North Carolina line at
the Blue ridge of mountains. Distance, by improv-
ed stream navigation,
Miles, 200
No. 151.
SENECA RIVER CANALS.
The Seneca river was to be, in the course of last year, or at
the farthest this year, 1826, rendered navigable, by means of
dam and sluice works, from opposite Pendleton Courthouse down
to its mouth on the Savannah, 150 miles above Augusta ; and the
sluicing mode is to be extended still upwards, along the Seneca
and its tributaries, from Pendleton to the Blue ridge, or the
boundary line with North Carolina ; the feasibility thereof, at a
moderate expense, having been ascertained by a regular exami-
nation. In this corner of the state, these improvements are likely
to open an easy and valuable extra navigation into the Savannah
river, of not less than 200 miles extent.
A.-From Winyaw bay, below Georgetown, by canal,
westward, to Wando river, communicating with
Cooper's river and the port of Charleston.
Canal distance, Miles, 45
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No. 152.
CHARLESTON AND GEORGETOWN CANAL
A canal communication between these ports, on a broad scale,
is an object to which the attention of the general government
has been solicited, as to one of great national importance. This
canal, when once accomplished, will hold a prominent place,
during both peace time and war, in the general system of bor-
der tide navigation. It probably will not be delayed. The line
pointed out, is from Winyaw bay to Wando river, to run paral-
lel with the sea coast ; which, therefore, includes the existing
cut between Winyaw bay and the Santee river. Wando river
dicharges into Cooper's river, a little above Charleston. Length
of canal, 45 miles.
M.-From the mouth of Waccamaw river, opposite
Georgetown, up the river stream, to near the source
thereof, or about 70 miles, and thence, by canal, to
a point of Cape Fear river, at or near the port of
Wilmington. Distance, together,
Miles, 100
No. 153.
WACCAMAW CANAL.
This is proposed as a continuation of the line specified in the
Article last above inserted, extending the communication, by
river stream and canal together, from Winyaw bay to Cape Fear
river, North Carolina. The Waccamaw is navigable the distance
specified, for vessels of 100 tons. It has its source in a lake of
the same name; and, after the first few miles of its course, runs
in a line parallel with the Atlantic coast nearly. The Wacca-
maw lake is relied on for a very convenient as well as abundant
supply of water to the canal.
M.-From Ashley river, a little above Charleston, south-
westward, on a line nearly parallel to the coast, to
strike on the Lower Edisto, and thence on the Sa-
vannah river. Distance, by canals of connexion, and
bay and river navigation, together,
Miles, 100
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Nos. 154, 155.
ASHLEY AND EDISTO CANAL-EDIS AND SA-
VANNAH CANAL.
The proposed canal-works between these points, when real-
ized, in addition to those particularized in the foregoing Articles,
will complete the connexion along the whole of the Carolina
border; and there will be established so much of that kind of
safe and unimpeded tide navigation, SO. very desirable for the in-
terests of the country.
It is supposed, that by using the most convenient of the many
sounds and bays lying between the Ashley and Savannah rivers,
and cutting at places from one to another, there will not be more
than 40 miles of canal requisite, in all the distance between
Charleston and Savannah, if indeed so much.
NOTE.
The establishing a rail road between Charleston and Ham-
burg on the Savannah river, opposite Augusta, has been suggest-
ed ; and the city of Charleston having memorialized the South
Carolina legislature on the subject, a charter has been granted
for the construction. Distance, about 120 miles.
The company is stiled " the South Carolina canal and rail road
company." They have made application to the United States
war department, for engineers, to survey the country and mark
out a line of route between Charleston and Hamburg, to per-
form which, a detachment of officers are to go forward in No-
vember next, 1828.
A second rail road, of about the same distance, is also propos-
ed, and embraced within the objects of the said company ; viz.
between Charleston and Columbia ; both lines of route to pass
through or near the town of Orangeburgh ; which thus is propos-
ed to become the central point of three great sections, into which
the whole will be divided. The railways to be of wood, with
tracks of iron.
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422
INTERNAL NAVIGATION
SUMMARY FOR NORTH CAROLINA AND
SOUTH CAROLINA.
ARTIFICIAL NAVIGATION.
Page.
No.
402 140. The Dismal Swamp canal. Distance, in-
cluding the North-west river branch, -
28
405 141. Roanoke river canals, and stream improve-
ments,
-
-
-
-
-
-
334
406 142. Dan river canals, and stream improvements,
150
407 143. Plymouth and Beaufort canal,
-
-
100
414
144. Murfreesboro' canal,
-
-
-
-
80
414
145. Cape Fear river canals, and stream improve-
ments,
-
-
-
-
-
-
200
416 146. Cape Fear and Pedee canal, and Pedee
stream improvements,
-
-
-
275
416 147. Yadkin river canals, and stream improve-
ments, and extension aeross, by canal or
rail road, through Anson and Mechlen-
burg counties, to the Catawba,
-
-
200
417 148. Wateree and Catawba river canals, and
stream improvements,
-
-
-
275
418 149. Santee, Columbia, and Saluda canals, and
Saluda stream improvements,
-
-
150
419 150. South Edisto river canals, and stream im-
provements,
-
-
-
-
-
70
419 151. Seneca river canals, and stream improve-
ments,
-
-
-
-
-
-
200
420
152. Charleston and Georgetown canal,
-
-
45
420
153. Waccamaw canal,
-
-
-
-
-
30
421
154. Ashley and Edisto canal,
421
155. Edisto and Savannah canal,
n
-
-
-
40
Total of artificial navigation,
2177
NATURAL NAVIGATION.
402
From Hampton Roads, up Elizabeth river,
to entrance of Dismal Swamp canal, -
25
405
Sound navigation, from Pasquotank to Cape
Fear,
-
-
-
-
-
-
270
Amount carried forward,
295
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OF THE UNITED STATES.
423
Page.
Miles.
Amount brought forward,
295
417
The Santee river, -
-
-
-
175
420
Waccamaw river, -
-
-
-
-
70
420
Bay and sound navigation between Charles-
ton and Savannah,
-
-
-
60
To which add:-
For all other streams and navigable waters
viz. Of the rivers, creeks, bays, and
sounds within these two states, some of
which are particularized below, there are
10, affording an average natural naviga-
tion of 100 miles each, and 200, an aver-
age of 15 miles each.
This making, together,
-
-
-
4000
Total of natural navigation,
4600
Total of artificial navigation, 2177
Total of both,
Miles, 6777
The Chowan river, which is formed of the Meherrin, the
Nottaway, and the Black rivers; all rising in Virginia, and, in
their course, watering several counties: the Chowan falls into
Albemarle sound its branches afford a boat navigation of 200
miles.
Tar river, rises in the north of the state, and by a general
south-east course, falls into Pamplico sound : it is navigable up
to Tarborough, 90 miles.
Neuse river, rises also in the north of the state, and has a like
general, but more winding course: it falls into Pamplico sound
at 70 miles below Newbern, and is navigable, for boats, 200
miles.
The Yadkin, or upper part of the Great Pedee, traverses the
state south-east from the Alleghany ridge, into South-Carolina.
This river was surveyed, in 1818, from Wilkes Courthouse, in
the mountains, down to Cheraw, a distance of 247 miles; and
it was estimated that the sum of 250,234 dollars would render
the whole of this distance navigable for boats of 10 tons, except
at the Narrows in Montgomery; where a good road of 7 miles
was recommended.
The Catawba river, also crosses the state, and enters South-
Carolina as the Wateree.
Tributaries of the Catawba, of the Yadkin, of the Neuse, of
Tar river, of the Roanoke, are many, each affording navigation.
IN SOUTH CAROLINA VIZ.
The Waccamaw river, rises from Waccamaw lake, in North-
Carolina, and runs south by west 70 miles, into Winyaw bay.
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INTERNAL NAVIGATION
Little Pedee river, rises by several branches, in North-Caro-
lina, and flows into the Great Pedee, at Yahany ferry.
Lynch creek, a considerable river, rising in North Carolina,
and flows south-east into the Great Pedee.
The Wateree branch of the Santee river, or a continuation of
the Catawba, from North Carolina to its junction with the Con-
garee river, below Columbia.
The Broad river, reinforced by several considerable streams
from the north-west, as the Ennoree, the Tigre, the Pacolet ri-
vers. It is improved and rendered navigable from its confluence
with the Saluda at Columbia, up into North-Carolina; to which
distance, it is in consequence navigable for boats; and the other
streams are navigable into the counties of Newberry, Union, and
Lawrens, for boats also.
The Seneca river, is formed of numerous streams from the
Blue ridge of mountains, west of the upper waters of the Saluda;
it augments the Tugaloo, or Savannah river, at Andersonville,
Pendleton county.
The Edisto river, rises by two branches, in Edgefield county,
and discharges at Edisto island, south-west of Charleston, by
outlets north and south. Navigation, together, for boats, 150
miles, since 70 miles of the South Edisto river have been cleared
of drift timber.
The Ashpoo river, the Combahee, and the Coosaw, which run
south-eastwardly, into St. Helena sound.
The Coosahatchie river, rises in Barnewell county; and runs
south-east, through Beaufort, into Broad river, an arm of the
sea, west and north-west of Beaufort island. Navigable, toge-
ther, 75 miles.
Raccoon sound, Moultrie sound, James island sound, Kiawaw
sound, Hilton head, or Cahbogan sound, and various channels
on the coast of the state, between the Santee and Savannah ri-
vers ; they afford a navigation of 200 miles.
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OF THE UNITED STATES.
425
FLORIDA NAVIGATION.
N.-From Appalachicola bay, eastward, through St.
George's sound, to an oyster bank of 4 feet water,
(across which, a deeper channel if required can be
cut), and onward to the bay of Appalachee, up
which, and up St. Marks' bay, or Appalachee river,
to Fort St. Marks, at the mouth of St. Marks river.
Distance, Miles, 80
A.-From the point last above specified, by canal, east-
ward, crossing the rivers Oscilla, and Amazura, or
Suawnee, and passing south of Eokefanokee swamp,
to the navigable water of St. Mary's river, at or
near the south point of the Great bend. Distance,
100 miles; or from a point of the Appalachicola ri-
ver to the south bend of St. Mary's, Miles, 180
A.-From St. Mary's river, at the point last mentioned,
by canal, south-eastwardly, to strike upon St. John's
river, at or near Jacksonville, and thence, in con-
tinuation, to the bay and harbour of St. Augustine.
Distance, Miles, 70
Nos. 156, 157.
FLORIDA CANALS.
This suggested passage, between the Atlantic sea and the Gulf
of Mexico, by means of a series of canals, when the time for
its execution shall arrive, will most probably be realized in a
thorough conveyance for ships; which, in such event, must con-
fer on the trade of the country, benefits hardly calculable, in ob-
viating the delays and perils of a navigation round the coast of
the great peninsula of Florida, not less than 1000 miles; with
3 H
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426
INTERNAL NAVIGATION
all the dangers of the Tortugas bank, the Florida reefs, the Ba-
hama shoals, and the depredations of pirates attendant, and com-
bined with the want of good harbours in all the distance, some
two or three points perhaps excepted, as St. Augustine on the
east coast, Tampa bay on the west.
NOTE.
An article on the Isthmus (Peninsula) of Florida, has appear-
ed lately, in some newspapers, purporting to be a translation
from a manuscript in French, found on board of some piratical
vessel, captured 16 years ago. It gives a short description of the
peninsula and the object of the editors who publish the trans-
lation, is to show that the country possesses an internal naviga-
tion, of which we have hitherto been kept in ignorance : that
there does exist a passage, or passages, across, from the Atlantic
to the Gulf of Mexico ; and which, by way of lakes, and rivers,
and channels, can be traversed without danger or difficulty. One
of these communications, as pointed out and partly described, is
between the Bay of St. Esprit, now called Tampa bay, and the
St. Lucie river outlet, or Mosquito river outlet ; both north of
Cape Carnaveral. Another communication is between the Ama-
zura river and the Atlantic side of the peninsula. The account,
moreover, speaks of a canal from the river St. John, direct to one
of the western outlets.
The details given are not very intelligible, owing apparently
to inaccuracy in the translation ; but, the Florida peninsula is a
very interesting spot to this Union, and, having 80 happily for
herself become a member, there can be no doubt that the coun-
try will soon be thoroughly explored ; her exact situation and
capacties known, and all her resources laid open.
An appropriation has been made by congress, for surveys be-
ing gone into ; and engineers are engaged in the object. $20,000
are appropriated, and the board of engineers are directed to make
accurate and minute examinations of the country south of St.
Mary's river, and including said river, with the view of deter-
mining as to the most eligible route for a canal, to admit the
transit of boats to connect the Atlantic with the Gulf of Mexico
and also with a view to ascertain as to the practicability of a ship
channel : also a particular examination of the line of route from
St. Mary's river to the Appalachicola river or bay ; and from
St. John's river to Vacassar bay, with a view to both the above
objects. Estimates of cost, likewise, for each project ; and plans.
FEBRUARY, 1827.
The surveys directed as above were made, or partly made, in
the past season ; the details of which, however, are not as yet
sufficiently digested and arranged, it may be presumed, to admit
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OF THE UNITED STATES.
427
of a circumstantial, regular report; but it is understood, that the
result of these preliminary examinations will appear favourable,
and be satisfactory. The principal object in view, that of a canal
across the peninsula, to connect the waters of the Atlantic and the
gulf, it is understood can be accomplished by an easy excava-
tion, and at a very moderate expense, compared with canal works
in most other parts of the country. Losses sustained under ex-
isting circumstances, in amount of property, (not here to speak
of lives,) by wrecks on the coast in the course of a single year,
amount probably to a sum not less than sufficient to answer the
expense of accomplishing an entire protection and security
against those special disasters, and do away the danger of them
(now recurring annually) for ever.
As it would appear that Vacassar bay, which receives the
Suawnee river, is not a very eligible outlet or inlet, wanting
both depth of water over the bar and security as a harbour, there
is but little doubt the canal will be made at once to proceed on,
and communicate with the Appalachicola river, passing either
through the sound of St. George as already described, or else,
and as is more probable, keeping to the north of Appalachee
bay, be made to strike the Appalachicola river, at some point
below the mouth of the Chipola, which is 35 miles from the
sea, as perhaps at Fort Gadsden, now named Colintown or the
route may be directed to the Bay of Appalachicola, and this bay
can, if required, be easily joined to St. Joseph's bay, on the
west of it.
The line of route for which communication, as it will pass
through a country abounding in lakes and natural channels, so
the work of excavation will, in a considerable degree, be found
to be already done ; and for the rest, it will be through clay, and
argillaceous soil, as clay, shells, and sand mixed, and occasion-
ally limestone; and where, it is said, will be found an abundance
of good materials for embankments, &c. Distance from the south
point, at the bend of St. Mary's river, 180 miles. An estimate
of somewhere between $500,000 and $1,000,000 for the full ac-
complishment of this grand canal communication, it is supposed,
cannot lead to any undue or exaggerated expectation. Vessels
drawing 12 feet of water may enter the bay of Appalachicola
and St. Joseph's bay, with which it can be made to communi-
cate, is a safe and desirable harbour for ships of war.
The possession of this fine harbour of St. Joseph, with the
advantages of which it is but just now that the country has been,
through the researches and examinations of our engineers, made
aequainted, may be regarded as invaluable, in reference to all
that is here proposed or alluded to, and the best projects of the
nation. Situate due north of Cape Blass, it has two entrances;
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428
INTERNAL NAVIGATION
the western one affording 30 feet water; the eastern, 22. A very
short cut will connect it with Appalachicola bay.
It has been shown, at Article 136, that by cutting merely
about 12 miles of canal, and clearing the Manchac or Ibber-
ville outlet of the Mississippi, of an obstruction that has been
but recently formed, an entire steam-boat navigation of 350
miles may be pursued, between the Appalachicola river and the
Mississippi at Baton Rouge district; and for the execution of
this branch of the improvements on foot, which is essentially
connected with the main project, or Isthmus canal, it is calculated
that the sum of $100,000 expense need not be exceeded. The
line of navigation will also communicate with the Mississippi
river at New-Orleans, by means of the contemplated canal from
Lake Pontchartrain, as designated at Article 135.
The Florida navigation is continued as here follows.
N.-From the south point of St. Mary's river, above
designated, down the stream of the river, to the
mouth thereof, or Bay of St. Mary's, at Amelia isl-
land.
Distance, Miles, 70
No. 158.
AMELIA ISLAND DIVISION.
A.-From the Bay of St. Mary, by canal, or by channel
improved, along the rear of Amelia island, to the
mouth of St. John's river.
Distance, Miles, 15
N.-From the mouth of St. John's river, at Talbot island,
up the stream thereof, south, by a steam-boat naviga-
tion, as far as Lake Munroe, in lat. 28° 38', and be-
yond.
Distance, Miles, 150
No. 159.
ATLANTIC COAST DIVISION.
M.-From the mouth of St. John's river, by canal, and
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OF THE UNITED STATES.
429
by inland tide channel navigation, along the eastern
border of the peninsula, as far as Cape Florida, or
Bocca Ratones. From which point, a steam-boat
may pursue, within the keys and sheltering islands,
a safe and easy passage to the Tortugas. Distance
to Cape Florida, including 20 miles of connecting
canals,
Miles, 350
FLORIDA CANALS.
No.
Miles.
159. Distance of canal, as above,
20
156. Distance from St. Mary's river to the Appalachi-
cola,
180
157. Distance from St. Mary's river to the Harbour of
St. Augustine,
-
70
158. Distance of eanal, or channel improved, in the rear
of Amelia island,
-
-
15
136. Distance of connecting canals between the Appa-
lachicola river and the Mississippi, -
-
-
12.
This collective article, according to the specifications above,
now comprises five heads; namely,-
1. The main project of a canal, and, if practicable, a ship ca-
nal, from the Atlantic to the gulf. The new lights thrown upon
this subject by the recent examinations made, and all circum-
stances hitherto known, appear to be more than commonly fa-
vourable and encouraging, for the execution of it, on the broad-
est scale that the nation's interests may require.
It does not, however, appear, that the disemboguement of this
canal can be made to take place at the heretofore suggested point
of Vacassar bay. A harbour, with all the requisite advantages,
not being here presented, the plan in all probability will be, to
continue the canal on to Appalachicola river, or bay, as above
stated.
2. The proposed improvements, in continuation, from the
Appalachicola river to the Mississippi, consisting in about 12
miles of excavation, thereby to obtain, between those points, an
interior steam-boat navigation of 350 miles, as particularized at
Article 136. This in continuation of the main projected canal
as above.
3. The proposed prolongation, or branch canal, from the south
point of St. Mary's river to the harbour of St. Augustine, inter-
secting the St. John's river at Jacksonville.
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INTERNAL NAVIGATION
4. A subsidiary work of improvement, consisting in straight-
ening, at several places, the tortuous channel behind Amelia
island, between St. Mary's river mouth and St. John's, and cut-
ting through an obstruction at the middle, to the distance of If
mile, and depth of 4 feet; or otherwise, constructing a lateral
canal along this distance, on the main land. This work, open-
ing a free passage inland to the River St. John, and of course up
to its head navigation, will not, it is estimated, require more
than 10,000 dollars expense for its execution. The St. John's
river is described as a magnificent stream, pursuing an average
breadth of 2 miles, along a distance of 100 from its mouth, and
often spreading into lakes of 4 or 5 miles wide its banks thickly
lined with forests of the finest timber, composed of cypress,
pine, live oak, and cedar, not equalled in quality in the United
States. Its navigation unimpeded, affording generally 8 feet of
water, and more, up to Lake George, which is a lake 18 miles
long, by 12 wide, and the bar whereof has 6 feet water. After
passing which, an increased depth is again maintained up to
Lake Munroe, 40 miles or thereabouts above Lake George. A
south-west branch of the St. John flows out of Lake Apopka,
situate near the centre of the peninsula, in lat. 28° 15'; and under
the name of Ocklowaha river, in a course of 80 miles, at first
nearly north, then curving eastward, unites with the St. John
proper, at some miles below Lake George; from whence the
stream has a very tortuous course of 100 miles, to its mouth on
the Atlantic. The Ocklowaha is also navigable for a considera-
ble distance, if not its whole length; and both branches are re-
presented as. bearing a nearer resemblance to irregular canals
than to rivers in general.
5. Another subsidiary work, consisting in effectuating a se-
cure line of inland navigation along the Atlantic Florida border,
by means of a few connecting short canals, between the natural
ehannels, or rivers, or lagoons, running parallel with the coast.
Less than 20 miles of canal, it is understood, will suffice for the
whole; as, for example;-a canal of 7 miles long, will connect,
by means of Pablo river and North river, the mouth of St.
John's, with the harbour of St. Augustine; a second canal, of
6 miles, will connect the Matanza and Mosquito waters; and a
eut of 1 a mile will extend thence to Indian river, from which
a communication by the Jupiter, with the Potomac and Ratones
river waters, will complete the line to Cape Florida: and thence
exists an easy steam-boat passage to the Tortugas. To which
point, it is quite probable, the attention of the general govern-
ment will be drawn, for effecting a thorough nautical examina-
tion ; and, should requisite facilities here be found, then to make
this a naval station for the United States West India squadron.
The canal grounds to be excavated, are stated as being, at a mean
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OF THE UNITED STATES.
431
elevation, only 17 inches above tide water level, and composed
of marl, clay, sand, and vegetable deposite; and the estimate of
expense, for the whole of this work, is 50,000 dollars. Which
is truly a consideration of but small account, taking into view
the great extent of easy steam-boat navigation to he laid open
by its accomplishment, and the great advantages that must re-
sult to the country out of this improvement. It has been re-
marked, that the surveys of the St. Mary's and St. John's ri-
vers, and the Atlantic coast of Florida to Bocca Ratones, ex-
pose to view a field for internal navigation and intercourse,
of a magnitude and interest wholly unexpected.
It results, then, that at the small expense of 60,000 dollars,
the River St. John may be made approachable through an in-
land channel, and its treasures available, and 350 miles besides
of interesting inland border navigation be laid open, down to the
very southern extremity of the coast, or even to the Tortugas.
Also, that, for a further expense, not exceeding 1,100,000 dol-
lars, and perhaps a great deal less, the leading great project it-
self, and the one in continuation, westward, to the Mississippi
river, may be accomplished; whereby a further distance of 530
miles of inland border navigation will be obtained; and with a
probability that so much of this line of communication as regards
a passage from the waters of the Atlantic into those of the Gulf
of Mexico, may be made a passage for ships.
Of which canal of communication, between the Atlantic and
the gulf; to revert for another moment to this object; the de-
monstration of its being, if not at the very head, certainly one
of the number of that class of improvements of the very high-
est interest to every section of the country, needs not the slight-
est allusion to any of that description of advantages, in the an-
ticipation of which, the speculative political genius of the times
has been latterly wont to indulge a little; namely ; such advan-
tages as, it has been supposed may, by possibility, accrue to the
nation out of the bearing or relation this Florida canal may hap-
pen to have upon or with the projected South American cut
through to the Pacific, in the event of this latter ever taking
place. And it moreover has been said, that, instead of our navi-
gation and commerce passing, as now it does pass, to a vast ex-
tent, along the shores of Cuba, not only will this hazard and
many others be avoided, but the United States be enabled to lay
some portion of the commerce, between Europe and America,
under contribution, in the form of tolls, for the sake of a passage
across a portion of the United States territory.
Placing, however, these speculative contingent incidentals
quite out of view, it is sufficient at present, (seeking only to set
forth how promptly the work claims to be executed for our own
commerce sake) to consider the striking additional facilities and
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432
INTERNAL NAVIGATION
benefits which it will immediately, and to a certainty, confer,
directly or indirectly, upon the established trade of the nation
at large.
" It is evidently the sense of the national legislature, that,
whilst the proposed canal will, in its first operation, benefit the
country through which it passes, open the public domain to ra-
pid population, bring to a ready sale the public lands, and add
to the aggregate of national wealth, the products of a region pro-
bably not equalled in the United States, in the number and va-
riety of articles to the growth of which it is adapted it will,
in its indirect operation, afford the most important facilities to
the whole coasting trade of the northern and eastern states, and
the whole inland navigation of the western waters."
Should the channel be for ships, the greater will be the bene-
fit; but whether for ships, or for smaller vessels merely, our
southern Atlantic seaports, as, for instance, Charleston, Savan-
nah, St. Mary's, will consequently rise in importance, as places
of deposite for the exportable staples of the interior, to an in-
creased extent not at present calculable.
For a continuation of the navigable channel quite to the Mis-
sissippi at the Manchac, as well as at New-Orleans by way of
St. Andrew's bay, the Choctawatchee, Santa Rosa, Pensacola,
Mobile, and Pascagoula bays, and the Lakes Borgne and Pont-
chartrain, it would seem that the few works needful to accom-
plish this, have additional claims to a prompt execution, in an-
other point of view;
To explain this point;-It is regarded as of the highest im-
portance, that the Manchac, or Ibberville channel, should be re-
opened, and the dimensions of it be enlarged, for the purpose of
carrying off some of the superabundant water of the Mississippi,
at every annual flood. It is thought that it may even be requi-
site to lay open other capacious channels also to the sea, as a
measure of caution against the threatened danger of absolute in-
undation along the banks of the river for many miles upward ;
the very safety of New-Orleans itself requiring it. As the dyke
system has already been rather unduly extended up this mighty
stream, and is still in some degree extending, so the danger of
some great unmanageable disruption in the lower situations is
becoming, from year to year, more and more imminent; for no-
thing can be more evident, than that the more the high water is
confined, by levées above, the higher will the waters rise every
year in the lower country, and the levées of the latter must go
on proportionately increasing in height, unless some expedient
be found to remove the danger and counteract the evil.
There exist, it is well known, several points below the Man-
chac, at either of which a communication with Lake Maurepas,
or with Lake Pontchartrain, might be formed, by cutting a dis-
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OF THE UNITED STATES.
433
tance of about 5 to 10 miles merely and where the river, at low
water, is said to be 10 feet above the level of the lake. At the
city of New-Orleans, a canal has been projected and surveyed,
from the river to the lake, as specified at Article 135. More-
over, at Bayou Dupré, 12 miles below the city, the Mississippi
approaches within 44 miles of Lake Borgne, where the declivity
to the level of the lake is 11 feet. Besides which, the lakes of
Barataria approach the Mississippi on the west side, seemingly
located for a natural receptacle of a portion of its surplus water,
to be thence carried off to the sea. Millions of acres of fertile
land are susceptible of being reclaimed and brought under culti-
vation, if an effectual plan for draining the rich Mississippi delta
were adopted.
A report of the board of commissioners on internal improve-
ment, made to the legislature of Louisiana, recòmmends that
the subject be submitted to the consideration of the general go-
vernment.
DECEMBER, 1828.
The governor of Louisiana, in a communication to the legis-
lature, has just reiterated his recommendations in regard to the
important objects above noticed " to diminish the evils arising
from the periodical inundations of the Mississippi which be-
come every year more alarming." And, he observes, " by
opening canals, morasses to a large extent may be reclaimed.'
JANUARY, 1829.
Since the above was written, a very able report on the sub-
ject of the inundated lands on the Mississippi, has been made by
the commissioner of the general land office, through the secreta-
ry of the treasury, to congress. It is dated 12th of this month.
In the course of the river, between the northern boundary of
the state of Louisiana, latitude 33°, and the Gulf of Mexico, it
is computed that the tracts of country inundated in the height of
flood season, amount to a superficial area of 5,429,260 acres.
hereof, that portion which lies below the 31st degree of lati-
tude, may be estimated at 3,183,580 acres ; and that portion ly-
ing between the 31st and 33d degrees of latitude, at 2,245,680
acres, of which last, 398,000 acres lie within the state of Mis-
sissippi.
This computation includes the whole of the country subject to
inundation, by the Mississippi and the waters of the gulf.
A portion, however, of the above area, including both banks
of the Mississippi, from a certain distance below New-Orleans
up to Baton Rouge, and the west bank up to near the 31st de-
gree of latitude ; also both banks of La Fourche for a distance
3 I
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434
INTERNAL NAVIGATION
of about 50 miles from the Mississippi at Donaldsonville, has, by
means of levées or embankments, been reclaimed, at the ex-
pense of individuals. These strips of land, 80 reclaimed, taken
all together, may be estimated as equal to the depth of 40 acres
on each side of the Mississippi and La Fourche, along the dis-
tances specified; and, by consequence, as amounting on the
whole to about 500,000 acres which, deducted from 3,183,580,
leaves the quantity of 2,683,580 acres of land, below the 31st
degree of latitude, still subject to inundations, annually or oeca-
sionally, and the whole quantity of lands within the area' stated,
and not protected by embankments, equal to 4,929,260 acres.
Now, it is suggested and believed, that, by clearing out and
deepening the existing natural channels, and opening some arti-
ficial ones, the whole surplus of waters which the Mississippi
river channel is not of sufficient capacity to carry off, may be
made to pass through these, and be discharged into the gulf; and,
with the aid of embankments, together with natural or artifi-
cial reservoirs, and the use of machinery, worked in the first in-
stance by steam, and afterward, as the country becomes cleared,
by wind-mill power, to carry off the rain-water falling when
the Mississippi waters happen to be high by these means, all
combined, it is not doubted that the whole extent of country
in question, as above, may be reclaimed, and rendered in the
highest degree productive. No calculation, that could at present
be made, would perhaps convey any tolerably correct idea of
the comparative state of productiveness, in rich commodities, of
by far the greater part of the whole of this extent of land, which
is hereafter, and that too, perhaps, very shortly, to be realized by
the Mississippi cultivator. Strikingly similar in many local eir-
cumstances to the plain of the Nile, and derived from the sue-
cessive deposites of a still mightier river, the alluvious plain of
the Mississippi reclaimed, may possibly become an object of as
much celebrity for the benefits it will have been destined to con-
fer upon mankind. Benefits, however, to be attained, free from
the charge of resorting to any thing similar to those difficult, but
admirable and durable works which have signalized the Egyp-
tian plains, and were employed, and 80 are still employed, for
the purpose of not only controlling and restricting within its
banks the stream of the great river, to the extent that was desi-
rable, but likewise for the purpose of irrigating the soil periodi-
cally. The application of a few simple mechanical and hydrau-
lic contrivances, of no expensive charaeter, in addition, occasion-
ally, to the rains from heaven, it is quite probable, and cheering
to believe, will, in the Mississippi case, always be sufficient to
effectuate the last mentioned important purpose. Blessings will
not be the less blessings, although no stupendous monuments of
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OF THE UNITED STATES.
435
the art and labour of man, should be transmitted to the wonder of
posterity, as having produced them.
The alluvious lands of Louisiana, from the overflowings of the
Mississippi river, may be divided into two great portions; viz.
The first, or upper plain, extending from the 33d degree down
to the 31st degree of north latitude, 150 miles in length, in a
direction west of south, and generally from 25 to 30 miles in
breadth, but at some places is much broader.
The second portion, or lower plain, extending from latitude
31°, about 250 miles, in a general south-east direction, down to
the principal mouth of the river, which protrudes into the Gulf
of Mexico ; and there is formed a semi-circular base of 200 miles
extent, from the Achafalaya river round to the Rigolets. The ele-
vation of the plain, at the 33d degree of latitude, above the wa-
ters of the gulf at common tide, may be about 130 feet.
The Mississippi river, on entering this plain, at latitude 33°,
crosses it diagonally to the highlands, below the mouth of the
Yazoo ; from whence it winds round the highlands in the states
of Mississippi and Louisiana, to Baton Rouge ; leaving, in this
distance, the alluvious lands on its western bank; from some
distance below Baton Rouge, it takes an eastern course through
the plain, parallel nearly to the shores of the gulf, until, reach-
ing English turn, it bends to the south-east, and through six or
seven different channels, disembogues into a shallow ocean. The
banks of the Mississippi, near the mouth thereof, are not more
than 2. or 3 feet above common tide water they gradually ascend
with the plain, up to the 33d degree of latitude, but at that point
have arrived at no greater elevation than 30 to 40 feet above
low water mark of the river. Throughout the whole of this dis-
tance, the river banks are subject to be overflowed, with the ex-
ception of those places, as already mentioned, that are protect-
by levées or embankments.
Exclusive of a number of small bayous, there exist three large
natural canals or bayous, by which these floods, composed of the
surplus waters of the Mississippi, are, in a measure, carried off
towards the gulf. These outlets, above New-Orleans, are ;-
1. La Fourche, leaving the Mississippi river at Donaldson-
ville, and reaching the sea, by a tolerably direct course, of 90
to 100 miles. Its banks are high, and chiefly protected by le-
vées ; and, in high floods, it carries off a large column of water;
after such improvements as are already on foot along its whole
course, shall have been effected, it will carry off a greater column.
It is the only natural channel, in its present state, that takes off
the waters to the ocean 80 rapidly and directly as to admit of
embankments being erected by individuals along the whole
eourse of the same.
2. Above La Fourche, the bayou Manchac, or Ibberville,
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INTERNAL NAVIGATION
leading to the Lakes Maurepas and Pontchartrain, takes off
into the gulf, through the Rigolets and other passes, a consider-
able body of water. Besides, however, the bed of this bayou
being 14 feet above the level of the Mississippi low water, the
channel of the same is at present very much obstructed ; other-
wise, reaching tide water in a very short distance compared with
that the river channel has to traverse, this outlet would prove a
mighty drain. The difference between the highest elevation of
the waters at the afflux of the Manchac, and the lowest level of
the tide in Lake Pontehartrain, is from 27 to 30 feet.
3. A little below the Manchac, on the opposite side, Bayou
Plaquemine strikes off, and communicates with the Achafalaya.
It being unobstructed in its channel, and there being a consider-
able declination in this part of the plain of the alluvion, it in
consequence is rapid, and carries off much water into the Acha-
falaya. At leaving the Mississippi, however, the bed of Bayou
Plaquemine is 5 feet above the level of low water. At about
88 miles above Plaquemine, and just below the 31st degree of
latitude, the Achafalaya itself strikes off. This is one of the
ancient channels of the Mississippi river, and, being deep, car-
ries off at all times large quantities of water yet this passage is
greatly encumbered with timber, and considerable improvements
are requisite to render it as powerful a drain as it may be.
As the distance from the point whence the Achafalaya leaves
the Mississippi, along its channel to the gulf, is only 139 miles,
and the distance. traversed by the great river, from the same
point to the gulf, is 318 miles, it is evident that a given column
of water will, velocities equal, be passed off to the gulf, by the
former, in a proportionately less length of time. But this, in
the case before us, is not the whole consideration for, from the
topographical description given of the Louisiana plain south of
the 31st degree of latitude, it is also evident, that, besides the
general and gradual declination of this plain as it descends with
the Mississippi, it has a declination more abrupt, both towards
the Lakes Maurepas and Pontchartrain on the east, and to-
wards the great lake of Attakapas on the west and that streams
passing off each of these ways, will have the greater velocity.
Which facts established, it would seem, that by following the
suggestions of nature, and aiding and enlarging the operations
which she has commenced, there are strong grounds to believe
the whole plain may be recovered from inundation.
In point of form and configuration, this lower alluvious plain
has been compared to the convex surface of a scollop-shell, flat-
tened and trimmed 80 as to have one of its sides much curved,
and the surface of the other somewhat indented.
It has been shown, that the quantity of water drawn off by
the Ibberville, the Bayou Fourche, and the Achafalaya, inade-
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OF THE UNITED STATES.
437
quate as these three drains are to the whole object desired, has
yet had 60 much effect in restraining the volume of water pass-
ing through the Mississippi proper, and diminishing the floods
of former times, as to enable embankments to be thrown up
along this river, from a point just below where the Achafalaya
leaves it, to some distance below New-Orleans, as also along the
greater part of Bayou La Fourche; the consequence of which
operation is, that about 500,000 acres of formerly inundated lands
are now kept free; and whereof, it is estimated, 400,000 acres,
consisting of tracts on each bank, to the average depth of 40
acres, are fit for cultivation ; and, 80 far as cultivation already
extends, alleged to be the most produetive bodies of land in the
United States.
If the waters drawn off, in any given time, from the Mississip-
pi, through the natural channels now formed, could be deliver-
ed into the gulf, through the same channels, in the same given
time, then all the adjacent lands would be reclaimed; but the
fact being different, inasmuch as the banks of these channels
themselves are subject to regular overflowings, it follows, that
the object in question can only be attained by increasing the ca-
pacity of these natural water courses, and if need be, adding
artificial ones, or by both means; 80 that, the volume of wa-
ter entering, in any given time, the lower plain of Louisiana,
may be discharged into the Gulf of Mexico within the same
given time. What the actual contents of such a volume of water
may be, becomes therefore an important question for, this point
ascertained with any tolerable degree of precision, the number
and capacity of the channels needful to carry it off, will then
admit of being calculated with sufficient certainty.
At the 31st degree of latitude, and near to the point where the
Red river flows into, and that whence the Achafalaya is dis-
charged from, the Mississippi, the waters of this are compressed
into a narrower compass than at any other point below latitude
33°. This may be considered as the apex of the lower plain; and
it is thought probable, that, at this point, a series of experiments
could be made, by which the question would be solved ; that is,
for as much as respects the lower plain, in the present state and
course of things.
With regard to the upper plain ; the contraction just above
spoken of, occasioned by the elevated lands of the Avoyelles,
where the Red river is arrested in its general course, and de-
flected circuitously, across the plain, to the Mississippi ;-this
contraction has a strong tendency to, and in fact does, back up
all the waters of the upper plain ; and therefore it is, that, im-
mediately above this point, there is a vast accumulation of allu-
vious lands, more deeply covered with water than the alluvions
at other places; and below this point, the embankments of the
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INTERNAL NAVIGATION
Mississippi terminate. To enable individuals to advance with
these embankments, and besides, to erect others along the vari-
ous water-courses of the upper plain, it would seem to be indis-
pensably necessary, first to drain off all the said superabundance
of water, and to have recourse to artificial means to effectuate
this purpose.
The Red river, arrested as already stated, in its general course,
and turned to the Mississippi, there are appearances for believ-
ing, did at some period or other convey, if not the whole of its
stream, at least a large portion thereof, through Bayou Bœuf,
and the lake of the Atakapas, to the ocean. At present, in high
fleods, some of the Red river waters are discharged into Bayou
Bœuf, at different points between Avoyelles and the rapida.
Now, it is not improbable, that if the existing channels by which
these waters, in high floods, find their way to Bayou Bœuf, were
improved, and in addition thereto, that a deep cut were effected,
from the Red river, through the tongue of elevated alluvious
land, to the Achafalaya; it is not improbable that by this com-
bined operation, the object of drawing off the waters from the
upper plain might be accomplished; that is to say, that these
channels together, might be sufficient to take off with rapidity
the waters which now accumulate at the base of the upper plain;
or, at the least, to reduce the elevation of them so much as to
enable individual enterprise and capital to continue the embank-
ments upward, not only along the course of the Mississippi, but
along all those extensive water courses running through the up-
per plain. By which means, conjointly, and provision being
made, by machinery, to take off the rain water, and that occa-
sioned by leakage and accidental crevasses, the whole plain may
be reclaimed and be preserved from inundation in future.
But, it is next to be considered, that the whole of the upper
plain, once reclaimed in the manner here suggested, and the wa-
ters thereof, contracted into narrow channels, being consequently
thrown, at greater elevation, and with proportionate rapidity,
upon the lower plain, the necessary consequence of this would
be, unless properly guarded against, that such accessions would
again deluge the lower plain, and perhaps lay vast tracts of the
Atakapas and Opelousas under water. To prevent this from
happening, it will be needful to have the outlets from the lower
plain into the gulf, natural and artificial together, of such capa-
city as to be sufficient to carry off the joint superabundant wa-
ters of the Red river and the Mississippi, belonging to both the
upper and the lower plain, through the channels provided for the
same, without overflowing their banks. This precaution attend-
ed to, and the other suggested means adopted, it is likely that
both plains may be recovered from the floods, permanent or oc-
easional, and committed to a beneficial cultivation. The outline
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OF THE UNITED STATES.
439
of the only effectual plan that can be adopted, for the accom-
plishment of the entire object, is,
1. To enlarge to the utmost the capacities of the several ex-
isting natural channels between the Mississippi river and the
Gulf of Mexico, in all the distance of each one, from their points
of outlet respectively, to the sea. 2. To make tappings of the
Mississippi by artificial canal works, such as may aid, to the ex-
tent required, the operation of the natural channels therefrom,
in their improved state as likewise tappings of the Rèd river,
for the purpose of drawing off the present accumulation, just
above the 31° of latitude, and of preventing in future the re-
fluent waters at that point from rising beyond a certain height ;
and, 3. To secure an adequate regular discharge into the sea, of
all the surplus waters thrown into the lower plain, through the
several channels, natural and artificial, assigned or to be assigned
for that purpose, without overflowing the banks thereof; which
is to be effected by clearing from existing obstructions certain
natural outlets to the gulf, particularly the Manchac pass of the
Rigolets, and the pass of Berwick's bay, by which the copious
waters of the Achafalaya, the Teche, and the Atakapas lakes,
are at present imperfectly conveyed, and by the construction of
artificial outlets to the extent requisite, in addition to the im-
proved natural ones, for accomplishing this object. Outlèts by
artificial cuts, from the great lake of the Atakapas, across the
Teche river, for a distance of 15 or 20 miles above its mouth,
to the nearest convenient points of the gulf, at the same time
embanking the lake to the height of 3 feet above its present sur-
face, it is supposed would be. competent to drain off the present
superabundance of water there, together with such additional
volume as, in the course of operations, it might be found expe-
dient to throw into that lake. It has been suggested, that three or
four brigades of the topographical corps of engineers might most
beneficially be employed, for a few seasons, from the 1st of No-
vember to the 1st of July, in examining and surveying the two
plains; as it is believed sufficient data would be obtained to en-
able them to lay down an eligible connected plan for the accom-
plishment of the whole purpose; with estimates, upon probable
ground, of the expense attending it. The quantity of lands be-
longing to government, within the alluvial limits, is computed
at 3,000,000 of acres; which, at a minimum price of 10 dol-
lars, would of course amount in value to $30,000,000.
A tapping of the Mississippi, on the south side, at or near
New-Orleans, to communicate with Lake Barataria, and thence
with the gulf, has been projected, as noticed at Articles 131 and
132.
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440
INTERNAL NAVIGATION
NOTE.
Mr. Darby, in his " Geographical View," lays down a plan,
founded on examinations and admeasurements made by himself,
for deepening the bar at one or other of the passes of the Missis-
sippi. He observes, Besides three or four of little consequence,
the Mississippi has four passes or outlets; these are, the west pass,
with about 8 feet water; south-west pass, with 12 feet water;
south pass, with 8 feet; the south-east, or main pass, with 12 feet
water. These depths are given at ordinary tides. At either of
the two greater of which passes, you have, at a distance of two
cables length from the bar, 50 feet of water." And he adds,
after describing his plan of improvement, I am convinced, that
long before 50 years expire, ships of any draught of water may
be navigated to and from New-Orleans." Probably indeed long
within the period here supposed, will such navigation be real-
ized, not only in respect to the largest class of merchant ships,
but likewise compassing a greater object in reference to the
country's defences in time of war. The immensely increasing
commerce of the Mississippi, will not suffer the measure to be
delayed, after it shall be once well ascertained that a safe and
adequate port of entry for line-of-battle ships can here be form.
ed, according to hopes at present entertained. Could the bar of
the Mississippi be sufficiently deepened, a safe and capacious
harbour would indeed be afforded, for any number of vessels of
war, at all seasons of the year.
JULY, 1829.
FLORIDA CANAL, No. 156, CONTINUED.
A more circumstantial trace of the Appalachicola route is now
given; and its length, it appears, will extend to 250 miles. The
route leaves St. Mary's river at 3 miles above St. Mary's town,
and taking a western course along the valley, crosses it at a few
miles south-west of Ellicot's mound, and enters the marshes
of Eokefanokee swamp, along the ravine of Alligator creek.
Leaving the swamp, the route takes a south-west direction, and
passing through Hamilton county into the valley of Alapha ri-
ver, pursues this to the mouth of the Withlacuchee. From this
point, it proceeds westward, parallel with and near to the great
road leading from St. Augustine to Tallahassee, crosses the Os-
cilla river at Evans's ferry, through Jefferson county, and inter-
sects St. Mark's river at the new town of Rock-haven. Thence,
pursuing this river valley by the town of Magnolia and Old
Fort St. Marks, the route proceeds to cross the Ocolockonee, and
along James island sound to its termination at Appalachicola
bay, opposite the town of Appalachicola. Distance, 250 miles.
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OF THE UNITED STATES.
441
Greatest elevation, 217 feet, which was found between the Os-
cilla and Ocolockonee rivers. See the engraved profile of this
canal route.
A branch canal from the above is suggested; to commence at
the intersection of the Suawnee river, and pursue the valley there-
of as far as the Indian Cow Pens; there uniting with said river,
at 10 miles from its discharge into Vacassar bay. Length of
this branch 75 miles.
Another communication is suggested, viz. The route to leave
St. Mary's river, at the same point with the Great main canal
above specified, and taking a south-west direction, cross the Nas-
sau ridge, and pass by Jacksonville, and the ravine of Black
creek; whence, by Santa Fé pond, (which is proposed as a
feeder,) pursue the valley down to the mouth of Santa Fé river,
on the Suawnee, 17 miles above the Cow Pens. Length of this
canal, 120 miles.
The preliminary examinations made, mark out a further route
of canal communication, as of importance, viz. To commence
on the St. John, at the mouth of Pablo river, and crossing the
Twelve mile swamp, intersect the St. John at the mouth of Black
creek, and pass along the creek valley, and by the Tampa bay
road, to Orange lake; which lake, and the River Ocklowaha, as
far as Indian pond, it is proposed to convert into a part of the
communication; and from Indian pond pass on, parallel with
and near to the Augustine and Tampa bay road, to its intersec-
tion with Hillsborough river; whence to Tampa bay, near to
the United States cantonment. Distance, between the mouth of
St. John's river and Tampa bay, 225 miles.
NOTE ON NEW MEXICO.
A project is now on foot for establishing a regular intercourse
with the interior of the state of Chihuahua, by means of steam-
boats.
In consequence of a grant made to certain individuals, of the
exclusive privilege of navigating the Rio del Norte, with steam-
boats and horse-boats, during the term of 15 years, a steam-boat
is at present equipping in New-York, and expected soon to sail,
for the purpose of commencing operations. The boat for this
first voyage is not large; say 100 tons. Her engine is of 36
horse-power; and she moves at the rate of 111 miles per hour,
drawing only 3 feet 4 inches water. A voyage from New-Or-
leans to Matamores or Refugio can, it is said, be made in 3 or 4
days, and thence, by steam, up to the city of Chihuahua, in the
same time: and, at high water, this schooner, the Ariel, will be
able to reach within 15 leagues of Santa Fé. (She sailed and
arrived.)
3 K
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INTERNAL NAVIGATION
SUMMARY FOR FLORIDA.
ARTIFICIAL NAVIGATION.
Page.
No.
Milm
440 156. The Isthmus and Appalachicola canal, dis-
tance,
-
-
-
-
-
-
250
425
157. Branch to St. Augustine,
-
-
-
70
428
158. Amelia island canal, and channel improve-
ment,
-
-
-
-
-
-
15
428 159. Florida Atlantic coast canals,
-
-
20
Branch to Vacassar bay,
-
-
-
75
Santa Fe canal,
-
-
-
-
-
120
Tampa bay canal,
-
-
-
-
-
225
Total of artificial navigation,
775
NATURAL NAVIGATION.
425
Appalachicola river to Fort St. Marks,
-
80
428
St. Mary's river navigation,
-
-
-
70
428
St. John's river navigation,
-
-
-
150
428
Sound and bay navigation along the Atlan-
tic coast of the Peninsula,
-
-
-
330
To which add :-
The Perdido, or Sinking river; of no importance,
however, but as forming the boundary, in part, with
Alabama state,
-
-
-
-
-
-
The Connecuh river; rises in the south-east of Alaba-
ma, running south-west to its junction with the Es-
cambia, which falls into Escambia bay through a deep
channel. The principal tributaries to it are, the Se-
pulgas, Murder creek, the Big and Little Escambia,
...
The Yellow Water; rises also in Alabama, and, by a
south-west course, enters Yellow Water bay : it re-
ceives Shoal river and Tile creek,
-
-
-
The Alaqua; rises north of Choctawatchee bay, into
which it discharges: it is navigable for boats 15 miles,
to Vaughan's,
-
-
-
...
Amount carried forward, 630
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OF THE UNITED STATES.
443
Miles.
Amount brought forward,
630
The Choctawatchee river; rises near the east line of
Alabama, and runs a general course, west of south,
down to Cow ford; and thence west, to Choctawatchee
bay, which it enters through numerous channels. It re-
ceives
Pea river and Uchee creek, from the west;
Big Barren, the Holmes, and the Pond creeks,
from the south-east.
Boats can ascend 100 miles,
The Econfina; has a short course into St. Andrew's
bay, and is navigable 15 miles,
The Chipola river ; a branch of the Appalachicola ;
has its sources in several large springs at the north line
of the state, and falls into the Appalachicola river, at 9
miles above Colintown, or Fort Gadsden, after passing
through a lake of 20 miles long, formed recently by
the bursting of an arm of the Appalachicola into the
Chipola. It is navigable 60 miles, up to a point in
Jackson county, where two head branches, after hav-
ing disappeared for some distance under ground, and
then re-appeared, unite,
-
The Appalachicola river ; is formed by the union of
the Chatahootchee and Flint rivers at the Georgia line,
and is navigable for large schooners to the sea, near
100 miles,
The Ocolockonee river; rises in Georgia, and after a
general course west of south, falls into the gulf on both
sides of James island, Gadsden county.
Little river, Robinson's creek, and Rocky Comfort,
are branches thereof,
The Appalachee river; is formed by the union of the
Wakully and St. Mark's rivers, at Fort St. Mark, 9
miles from the sea. It is navigable; and vessels of 7
feet draft, ascend the Wakully to 7 miles above the
fort, and the St. Mark's river 4 miles,
The Oscilla river; rises a little south of the state line:
it passes through the centre of Leon county, and enters
the sea, east of the Appalachee: it has, over the bar, 5
feet water only, but thence, is deep for 12 miles up-
ward,
-
The Occonohatchee, and the Chatahatchee ; falling
into the gulf, east of the Oscilla, are said to be con-
siderable streams, but are not much known,
Amount carried forward,
630
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444
INTERNAL NAVIGATION
Miles.
Amount brought forward,
630
The Histahatchee; enters Histahatchee bay at a few
miles west of the Suawnee river: it is navigable 9
miles, up to where it branches into creeks,
-
The Suawnee, or Amazura river; opening amongst
a number of low keys, with scarcely 5 feet water, into
Vacassar bay; would, but for this shoalness of its
entrance, afford a most important outlet of the pro-
jected canal between the Atlantic and the Gulf. This
river has not been thoroughly explored, but is said to
afford much good navigation,
-
-
The central parts of West Florida are interspersed
with many lakes and ponds: amongst the number are,
Mickasukee lake, north-east of Tallahassee, 12 miles
long, 2 broad; Lake Jackson, north-west of Tallahas-
see, of 8 miles long and 2 or 3 broad; Lake Ioamony,
north of Tallahassee, 8 miles long, 3 broad; the Old
Tallahassee lake, Lake Wimico, in Washington coun-
ty, 7 miles by 2 or 3; the Inundation or Horts lake,
20 miles long by 7 broad,-forests therein still stand-
ing in 20 feet depth of water; and Dennard's lake, 12
miles long by 5 broad,
The Perdido bay, Pensacola bay, the Grand lagoon,
Big bayou, Bayou Chico, Bayou Texas, Bayou Mu-
latto, Escambia bay, Santa Rosa sound, 40 miles in
length, Choctawatchee bay, St. Andrew's bay, St. Jo-
seph's bay, Appalachicola bay, Ocolockonee, Appala-
chee, Histahatchee or Dead Man's, and Vacassar bays;
these afford, in the aggregate, an extensive navigation,
The interior waters of the peninsula, navigable and
tributary to the St. John's river, are considerable. The
St. John receives, in its course, the waters of many
rivers, and bayous, and detached lakes, and is itself in
several places enlarged to the lake form,
-
For the aggregate natural navigation above specified
or referred to, and not above extended, by computa-
tion,
-
2500
Total of natural navigation,
3130
Total of artificial navigation,
775
Total of both,
-
-
3905
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OF THE UNITED STATES.
445
EXPOSE
Of the great base lines of internal navigation improvements.
The United States, taken as far as the shores of the Missis-
sippi, being, by nature, divided into two distinct portions; name-
ly ; the Atlantic division on one side of the Alleghany moun-
tains, whence the water courses are eastward, and the western
country on the other side, the waters whereof flowing westward,
the two portions bounded on the north by the great lakes and
River St. Lawrence, which separate the country from Canada ;
and bounded on the south by the Gulf of Mexico, into which
the western and southern waters flow; it thence follows, that
the subject of a general intercommunication by water, is, most
methodically, to be considered under three heads, or referable to
three series of improvements, as a basis for all the rest, now in-
tended, or that may be brought into contemplation each of the
three, embracing the several respective works effected, or to be
effected, as follows ; viz.
1. Those within tide water, and tending to form a curved pa-
rallel line immediately upon, or at no great distance from the
seacoast.
2. Those connecting the western country with the seaboard,
either by artificial canals, forming a complete union of the east-
ern and western waters, or else, by efficient roads, such as rail-
roads, between the heads of navigation east and west of the Al-
leghany range of mountains.
3. Those connecting both the eastern and western water courses
with the great lakes on the north.
And to which, may be added,
4. Intermediate partial communications, serving either to give
variety to parts of one or other of the above great lines of route,
or, else, for confined local occasions and limited objects.
To one or other of these heads, every article, whether gene-
ral or partial in its scope, that has in this book been inserted,
will, at first view of the reader, be referred. The plan of descrip-
tion has been, to commence at the north-east, or New-England
extremity of the country, and to pursue one continuous, though
diversified, line of navigable water communication, through the
interior, to the extremities both on the west and on the south,
as well as to the northern, or Canada frontier of the coun-
try : this, of course, comprising canals of connexion, and the
improvements of river stream navigation, as well on the sea-
Digitized by Google
446
INTERNAL NAVIGATION
board, as at a distance from, and in other directions than parallel
to it.
At pages 15 and 22, the routes extending from the Atlantic
ports of Maine, New-Hampshire, Massachusetts, through a se-
ries of improvements, to the confines of the United States, at
the Lower Canada line, have been specially noticed.
It will have been observed, too, that, at New-York, there
centers three all-important routes of the improved navigation
described; viz. First,-By the .Hudson river, up to Albany,
and thence, by the Northern Champláin canal, to the village of
Whitehall, at the head of Lake Champlain; through which lake,
to the northern frontier of the United States; or, branching
from Albany and Troy, eastward, through the proposed Connec-
ticut and Hudson canal, and the Boston and Connecticut canal,
to the harbour of Boston; or, otherwise, by a rail road between
the Hudson river and Boston harbour, as described at Article
23. Or, again, branching from Albany, westward, through the
Erie canal, to the great lakes, and thence, by actual and con-
templated improvements, to the western country, and the south.
Secondly,-By Long island sound, as far as New-Haven bay ;
whence, along the Farmington canal, and the Hampshire and
Hampden canal, and thence, by the improvements of the Con-
necticut river, above Northampton, and by the Memphramagog
canal in Vermont, to the northern frontier of the United States,
at Lake Memphramagog, lat. 45°. Also, branching from the
Connecticut river, eastward, as above, to Boston harbour. Third-
ly,Up Rariton bay, and through the proposed Delaware and
Rariton canal, to the Delaware river, and thence, by actual and
contemplated improvements, to the Schuylkill and Susquehan-
na rivers, and to the western country, and the south.
In reference to the connexion across,
Of the eastern and western waters of the country; the state of
New-York, it has been shown, stands pre-eminent in having ex-
ecuted her canal, from the Hudson river at Albany, to Lake
Erie at Buffalo, with complete success in the objects of it; in
as much as this line, besides having passed the mountain, and
already opened to the state a lucrative unimpeded navigation to
the very extremity of the lakes, north-westward, is also in a
fair train of being extended, in virtue of new improvements,
south-westwardly, to the Ohio river and the Mississippi; thus
connecting the ports of New-York and New-Orleans, by a va-
riety of routes through the interior.
Southward of the New-York western canal, will be the "Pean-
Digitized by Google
OF THE UNITED STATES.
447
sylvania state canal and rail road," a magnificent undertaking,
now in spirited progress. As described at page 265, it strikes
from Philadelphia, westward, on the Susquehanna river, and
thence, by the Juniata and the Conemaugh, and Alleghany val-
leys, strikes upon the Ohio river at Big Beaver; and will, in-
cluding its several branches, particularly an extension of it from
the River Ohio to Lake Erie, measure the distance of 1022 miles.
Southward of this, will be the Chesapeake and Ohio canal,"
striking from Washington, along the Potomac valley, up to Cum-
berland; and, on the other side of the Alleghany ridge, by-the
Youghioghany and Monongahela valleys, to its point of termina-
tion, at Pittsburg, on the Ohio river, as described at Article 92.
Southward of this again, there already exists the Virginia
western communication, as described at Articles 103, 104, 105,
106, 107, comprising a series of improvements along the valley
and the stream of James river one other series of improvements
along the Great Kanhaway river, from Point Pleasant, at the
mouth thereof, on the Ohio, up to near Great Falls; and a state
road, traversing the Alleghany mountain between the highest
points of the water navigation improvements, east and west
save, however, a proposed improvement along Jackson's river,
which is to form a part of this great line. But, besides this
Virginia line across, consisting partly of road, a thorough wa-
ter communication across to the Great Kanhaway of the west,
by the Roanoke river line of improvements, and a connexion
of the same with New river; as described at Articles 110, 111,
is in contemplation.
In reference to the inland coast,
Or tide water navigation, free from the dangers of the sea, and
tedious passages round promontories and projecting shoals avoid-
ed, the particular improvements embraced in this line, may be
summed up as here follows viz.
From Boston harbour, to avoid having the Cape Cod
peninsula to weather, a canal has been proposed,
across the isthmus between Barnstable bay and
Buzzard's bay, or between Barnstable and the
harbour of Hyannis, as described at Article 21.
Or, if circumstances render this ineligible, then,
a canal between Weymouth landing and Taunton
on Taunton river, as described at Article 20, lead-
Miles.
ing to Narraganset bay. Length thereof,
-
-
26
From Taunton, down the river, and through Mount
Hope and Narraganset bays, and Long island
sound, to New-York harbour. The distance is,
250
Digitized by Google
448
INTERNAL NAVIGATION
From New-York harbour, up Rariton bay, to Bruns-
wick bay, New-Jersey,
-
-
-
-
-
35
Between Brunswick, or Rariton bay, and the Dela-
ware river below the falls at Trenton, the Dela-
ware and Rariton canal" has been projected, as
described at Article 54, page 100, length, includ-
ing a navigable feeder,
-
-
-
-
-
60
Down the Delaware river, from below Trenton falls
to the basin of the Chesapeake and Delaware ca-
nal, at Newbold's landing, opposite Pea Patch isl-
and,
-
-
-
-
-
-
-
80
Length of the Chesapeake and Delaware canal, from
the basin at the Delaware, to Back creek on the
Chesapeake bay, Maryland, as described at Arti-
cle 70, page 152,
-
-
-
-
-
-
14
From Back creek, Maryland, down the Chesapeake
bay, to the entrance of the Dismal swamp canal,
on Elizabeth river, above Norfolk,
-
-
-
250
Length of the Dismal swamp canal, between Eliza-
beth river, and the head of Pasquotank river,
Albemarle sound, with a cut to Currituck inlet,
as described at Article 140, page 403,
-
-
24
Down Pasquotank river, and through Albemarle and
Pamplico sounds, to Neuse river, up which, to
the entrance of the "Adams creęk and North ri-
ver canal," the distance is,
-
-
-
-
150
Length of the Adams creek and North river canal,
leading to Beaufort harbour, North Carolina, as
described at Article 143, page 408,
-
-
-
3
Through Bogue, Stumpy, and Toomer's sounds, from
the head of which last, a cut, of not more than 2
miles, will effect a communication into Cape Fear
river, at 10 miles below Wilmington ; page 405,
.
90
Length of the Toomer sound canal, opening into
Cape Fear river,
-
-
-
-
2
Up Cape Fear river, to the entrance of the Wacca-
maw canal, at or near the port of Wilmington,
10
Length of the Waccamaw canal, between the port
of Wilmington, North Carolina, and a point of the
River Waccamaw, as described at Article 153,
page 420,
-
-
-
-
-
-
30
From this canal, down Waccamaw river, to Winyaw
bay,
-
-
-
-
70
Length of Charleston and Georgetown canal, be-
tween Winyaw bay and Wando river, leading. to
Digitized by Google
OF THE UNITED STATES.
449
Cooper's river and the port of Charleston, as de-
Miles.
scribed at Article 152, page 420,
45
From this canal, down Wando river, to Charleston
harbour,
-
10
Length of sundry proposed short canals, from one
river, bay, or sound, to another, to complète a di-
rect passage, between Ashley river, above the
port of Charleston, and the Lower Edisto river ;
and the like between the Lower Edisto and the
Savannah river at the port of Savannah, as de-
scribed at Article 155, page 421,
40
The bay and sound navigation, proposed thus to be
connected, between the ports of Charleston and
Savannah,
60
Length of the Savannah and Ogatchee canal," open-
ing at the port of Savannah, and communicating
from the Savannah to the Great Ogatchee river in
Georgia, and, by continuation, the Ogatchee and
Alatamaha canal," terminating at a point of the
Alatamaha river, as described at Articles 122, 123,
page 373, together,
66
From this canal, down the Alatamaha river to Darien,
and thence, through St. Simon's and other sounds,
:opening southward, in the rear of the Georgia sea
islands, to St. Mary's, the distance is,
-
120
Up St. Mary's river, to the south point of the Great
bend, at the opening of the proposed Florida isth-
mus canal,
70
Length of the Florida isthmus canal, between the
bend of St. Mary's river, and the Appalachicola.
on the Gulf of Mexico, as described at Article
156,
180
Length of short canals, proposed to connect the bays
and sounds between the Appalachicola and the
Bay of Mobile, as described at Article 136, page
386, together,
13
The bay and sound navigation thus united, between
the Appalachicola river and Mobile harbour, and
thence, by Pascagoula bay, and the lakes Borgne,
Pontchartrain, Maurepas, to the Mississippi river.
Distance, together, including the Ibberville or
Manchac channel,
338
1
502 1533
0
Miles, 2035
3 L
Digitized by Google
450
INTERNAL NAVIGATION
Milea
Or thus ;-
To St. Mary's, as above,
-
-
-
-
-
310 1125
From St. Mary's to Appalachicola, by the Florida
canal route, described at page 440,
-
-
- 250
Length of short canals, as above,
-
-
-
12
The bay, sound, and lake navigation, as above,
-
338
572 1463
Miles, 2035
Whence it appears, that, when these enumerated canal works
shall all have been completed, there will then be accomplished
a safe, continuous, border navigation, extending from Boston
harbour to St. Mary's river, East Florida; and thence, across
the peninsula and along the border of the Gulf of Mexico; and,
by Pascagoula bay, through the lakes Borgne, Pontchartrain,
Maurepas, to the Mississippi river :-a distance, in all, of 2035
miles, whereof 572 miles designated as canal.
And these 2035 miles of SAFE navigation, will then hold
the place of a sea passage from Boston harbour, round Cape Cod,
and along the Atlantic coast, and round the Florida peninsula,
to the Mississippi river, and up that, to the same point; namely,
the Manchac, or Ibberville outlet ;-a distance of 2500 to 3000
miles, and sometimes more, of HAZARDOUS navigation.
But, further; we beg leave here to state, if it may be stated
without transcending probabilities, and it is hoped it may, a few
particulars, by anticipation, of voyages through the interior of
the United States, the practicability of which, at a future day,
is in a train of soon being ascertained.
From Boston harbour, by the Chickapee canal, or
otherwise, by the Massachusetts rail road, to Al-
Miles.
bany on the Hudson, as designated at page 41,
200
Enter Erie canal, and proceed to Buffalo on Lake
Erie. Art. 26, page 53.
-
363
Enter Conewango canal, and proceed to Portland.
Art. 40, page 77,
60
Enter Detroit canal, and proceed to Cleaveland.
Art. 33, page 73,
-
119
Thence to Maumee bay, and to Detroit. Art. 33,
page 73,
-
-
150
Enter Michigan canal, and proceed to the southern
extremity of Lake Michigan, or at or near the
mouth of Chicago river. Art. 114, page 339,
150
Enter Chicago canal, and proceed by that and the
Digitized by Google
OF THE UNITED STATES.
451
Illinois navigation, to the Mississippi river. Art.
Miles.
115, page 341.
370
By the Mississippi navigation, to New-Orleans,
1,160
2,572
From Boston harbour, as above, to Cleaveland on
Lake Erie,
742
Enter Ohio state canal, and proceed to the Ohio
river at the mouth of Scioto. Art. 95, page 237,
322
By the Ohio and Mississippi navigation, to New-Or-
leans,
-
1,583
2,647
From Boston harbour, as above, to Albany, on the
Hudson,
-
200
By the Hudson navigation, to New-York,
-
145
By bay navigation to Brunswick, and thence proceed
by Delaware and Rariton canal ; or-enter the
Morris canal, and proceed to the river Delaware.
Art. 55, page 103,
-
-
100
Enter the Pennsylvania state canal, at Easton, and
proceed to Philadelphia. Art. 84, page, 266,
77
Enter Schuylkill canal, and proceed to near Read-
ing. Art. 57, page 108,
65
Enter Union canal, and proceed to Middletown, on
the Susquehanna river. Art. 58, page 126,
82
Enter the Pennsylvania state canal, and proceed to
Duncan's island, and thence westward, to Pitts-
burg. Art. 88, pages 267, 268,
-
317
By the Ohio and Mississippi navigation, to New-Or-
leans,
1,929
2,915
From Boston harbour, as above, to Philadelphia,
522
By the Delaware navigation, to Newbold's landing,
42
Enter Chesapeake and Delaware canal, and proceed
to Chesapeake bay. Art. 70, page 153,
14
By the bay and Potomac navigation, up to Wash-
ington,
262
Enter Chesapeake and Ohio canal, and proceed to
Pittsburg, Art. 92, page 221,
341
By the Ohio and Mississippi navigation, to New-
Orleans,
1,929
3,110
Digitized by Google
45%
INTERNAL NAVIGATION
From Boston harbour, as above, to Chesapeake
Miles.
bay,
578
By the bay and river navigation, up to Richmond,
336
Enter the James river line of canal, and proceed up
to Covington. Art. 110, page 318,
-
-
257
Enter the Catawba junction canal, and proceed to
a point of the Roanoke river, 7 miles above Salem,
in Bottetourt county, Virginia. Art. 111, page 323,
46
Enter Elliot's creek canal, and proceed to the mouth
of Little river, or New river. Art. 110, page
317,
-
-
41
By the New river and Kanhaway line of canal, to
the foot of Great falls. Art. 110, page 317,
151
By the Great Kanhaway navigation, thence to Point
Pleasant on the Ohio river, page 307,
-
94
By the Ohio and Mississippi navigation, to New:Or-
leans,
-
1,506
3,009
From Boston harbour, as above, to Chesapeake
bay,
578
By the bay navigation, to Elizabeth river, above
Norfolk,
245
Enter the Dismal swamp canal, and thence the Mur-
freesboro' canal, and proceed to Weldon on the
Roanoke river. Art. 144, page 414,
-
80
Enter on the Roanoke line of canal, and proceed up
to the outlet of the Catawba junction canal, 7 miles
above Salem. Arts. 110, 111, page 317,
-
231
Enter the Elliot's creek and Little river canal, and
proceed, as above, to Point Pleasant on the Ohio
river, as above,
-
-
-
286
By the Ohio and Mississippi navigation, to New-
Orleans,
-
-
-
-
- 1,506
2,926
From Boston harbour, as above, to the outlet of the
Catawba junction canal,
-
1,134
Enter Elliot's creek and Little river canal, and pro-
ceed to New river, at the mouth of Little river.
Art. 110, page 317,
41
Enter Reed creek canal, and proceed to a navigable
point of the Middle branch of Holston river, in
Wythe county. Art. 111, page 321,
-
50
Digitized by Google
OF THE UNITED STATES.
453
By the Middle branch and Main Holston navigation,
and thence by the Tennessee navigation to a point
Miles.
at or near Fort Deposite, in Alabama state,
- 800
Enter the Tennessee and Tombecbee canal, and
proceed to a point of the Black Warrior river be-
low Tuscaloosa falls. Art. 127, page 377,
-
150
By the Black Warrior, the Tombecbee, the Mobile
river and bay navigation, down to Mobile point.
Page 377,
-
-
-
340
2,515
From Boston harbour, as above, to a point of the
Tennessee river, at or near Fort Deposite,
2,025
Enter the Tennessee and Alabama canal, and proceed
to a point of the Coosa river, at or near the mouth
of Wills creek. Art. 137, page 388,
-
-
50
By the Coosa, the Alabama, and the Tensaw naviga-
tion, to Mobile bay and point. Pages 387, 388,
560
2,635
From Boston harbour, as above, to Buffalo, on Lake
Erie,
-
-
-
-
563
Steam-boat navigation from Buffalo, through the
lakes, to Green bay, Michigan, and thence through
the Fox and Ouisconsin rivers, and down the
Mississippi stream to New-Orleans, as designated
at pages 339, 340, 346, 350,
-
-
3,000
3,563
Digitized by Google
454
INTERNAL NAVIGATION
THE
INTERNAL NAVIGATION
OF
THE UNITED STATES.
Distance, 103,202] miles.
Which includes, of artificial or improved navigation, partly
finished, or in progress, and partly contemplated,
16,397₫ miles, as here follows;-
LIST A.
IN THE STATES OF NEW-ENGLAND.
Page.
No.
10
1. Merrimack river canals, and stream naviga-
tion improved, from Haverhill upward,
distance,
110
11
2. Baker's river and Oliverian canal; between
the Merrimack and Connecticut rivers, by
the Baker and Oliverian valleys,
-
394
12
3. Connecticut river canals, and stream navi-
gation improved, from Hartford up to Bar-
net, -
220
14
4. The Connecticut and Memphramagog canal
between a point of the Connecticut river,
and the Lake Memphramagog,
-
50
16
5. Memphramagog and Champlain canal ; be-
tween the Lakes Memphramagog and
Champlain, by La Moelle and Black river
valleys,
-
75
17
6. The Winnepiseogee canal ; between the Pis-
cataqua river at Dover, New-Hampshire,
and the Pemigewasset, or Upper Merri-
mack, by the Lake Winnepiseogee,
40
18
7. Oxford and Cumberland canal; between Port-
land harbour and Bear pond, in Water-
ford, Maine, via the Sebago lake,
I
50
18
8. Waterford and Bethel canal; between Bear
pond and the River Androscoggin, at
Bethel,
20
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OF THE UNITED STATES.
455
Page.
No.
Miles.
19
9. Kennebeck and Androscoggin canal; and
the Cobbassee Contee river and pond na-
vigation improved,
-
-
-
-
30
Brunswick canal and feeder,
-
-
-
73
21 10. Androscoggin and Connecticut canal, and
stream navigation of the Androscoggin ri-
ver improved, from Leeds upward,
-
130
23 11. Kennebeck river canals, and stream naviga-
tion improved, from Augusta upward, and
canal to the Chaudiere, -
-
-
-
200
25 12. The Pushaw canal; between the Penobscot
river at Bangor, and the Pushaw lake,
-
6
26 13. The Farmington canal; between New-Ha-
ven and Southwick ponds, and from the
mouth of the Farmington river to New-
Hartford, Connecticut, -
-
-
-
73
28 14. Hampshire and Hampden canal ; between
Southwick ponds and the Connecticut ri-
ver above Northampton, Massachusetts,
29
29 15. Connecticut and Champlain canal ; or Mont-
pellier canal and rail road, between the
mouth of Onion river on Lake Champlain,
and the mouth of White river on the Con-
necticut,
-
-
-
I
1034
30 16. Rutland and Whitehall canal ; between the
Otter river at Rutland, Vermont, and
Whitehall on Lake Champlain,
-
25h
31 17. The Otter river canals, and stream naviga-
tion improved,
-
-
-
100
31 18. Otter and Battenkill canal ; between the
head waters of the Otter river, in Bromley,
Vermont, and the New-York line, down
the Battenkill valley,
-
-
20
32 19. The Middlesex canal ; between Boston har-
bour and the Merrimack river at Chelms-
ford,
-
27
34 20. Boston and Narraganset canal; between Bos-
ton harbour at Weymouth, and Taunton,
on Taunton river,
-
26
35 21. Cape Cod canal; across the isthmus, between
Barnstable and Hyannis harbours,
-
7
36 22. The Chickapee, or Boston and Connecticut
canal ; between Boston harbour and the
Connecticut river,
-
100
40 23. Connecticut and Hudson canal ; between
points of these rivers, in continuation of
the canal preceding,
-
78
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456
INTERNAL NAVIGATION
Page. No.
Miles.
44 24. The Blackstone canal ; between Providence
harbour, R. I. and Worcester, Massachu-
setts,
-
-
-
-
45
IN NEW-YORK STATE.
54 25. The New-York Champlain canal, and navi-
gable feeder, from Glen's falls,
-
-
70$
53 26. The Erie and Hudson canal, between Albany
city and Buffalo,
-
-
-
-
-
363
66 27. The St. Lawrence and Champlain canal, be-
tween points of the river and lake, at or
near the New-York and Canada line; or
otherwise, between Plattsburg and Og-
densburg,
-
-
130
67 28. The Oswego canal, between Lake Ontario
at the port of Oswego, and the Erie canal
at Salina,
$8
67 29. Great Sodus canal; between Lake Ontario
at Great Sodus bay, and a point of the
Erie canal,
-
-
-
-
25
68 30. Cayuga and Seneca canal; between the river
Seneca and the Erie canal at Montezuma,
21
69 31. Delaware and Hudson canal ; between tide
water on the Waalkill river, near Kings-
ton, and a point of the Delaware river,
opposite the mouth of the Lackawaxen,
81
70 32. The Lackawaxen and Cookquago canal ; be-
tween the terminating point of the canal
preceding, in continuation along the De-
laware river valley, and Deposite town on
the Cookquago,
-
-
-
-
60
71 33. Cookquago and Canisteo canal; between the
town of Deposite, on the Cookquago, and
Hornellsville, on the Canisteo river,
-
150
Portland and Detroit canal,
-
-
269
73 34. Newburgh and Water Gap canal; between
the Hudson and the Delaware rivers at
these points,
-
-
-
-
88
74 35. Rochester and Olean canal; between the
Genessee river and the Alleghany at these
points,
-
-
111
74 36. The Genessee and Chemung canal, and stream
navigation of the Genessee river improved,
139
75 37. The Chenango canal; between the Erie ca-
nal, at Whitesborough, and the Susque-
hanna river at Binghamton,
-
-
96
Digitized by Google
OF THE UNITED STATES.
457
No.
Miles.
76
38. Seneca and Tioga canal,
76
39. Cayuga and Owego canal,
m
between the
heads of Lakes Seneca and Cayuga, and
the Susquehanna river at those points; or
Seneca and Tioga canal and rail road,
-
66
77 40. The Conewango canal ; between Lake Erie
at Buffalo, and the Conewango branch of
the Alleghany river at the Pennsylvania
line,
89
77 41. Portland and Maysville canal; between Lake
Erie, at Portland, and the head of Cha-
tauque lake, at Maysville,
104
78 42. Black river of Ontario canals, and stream na-
vigation improved,
136
78 43. Ogdensburg and Boonsville canal ; between
the Erie canal, at Rome, and the St. Law-
rence river, at Ogdensburg, or mouth of
the Oswegatchie, through the village of
Boonsville,
114
79 44. The Overslaugh canal ; between Albany and
Coeymans, on the Hudson river,
-
12
80 45. Long-Island canals, uniting the principal
bays of the island,
11
The Hurl-Gate canal,
81 46. Port Watson canal ; between the Erie canal,
at Syracuse or Salina, and the Tioughnioga
branch of the Susquehanna river at Port
Watson,
47
81 47. Unadilla canal ; between a point of the Erie
canal, at Herkimer, and the Susquehanna
river, at Bainbridge, or at the Pennsylva-
nia line ; or Otsego canal and rail road,
100
82 48. The Batavia canal ; between the Erie ca-
nal and the River Alleghany, at Olean,
through the Tonnewanto valley and the
village of Batavia,
90
82 49. Buffalo and Olean canal; between Lake Erie,
at Buffalo, and the Alleghany river, at
Olean, through the valleys of Buffalo and
Ischua creeks,
75
82 50. The Battenkill canal ; between the New-
York Champlain canal and the Vermont
state line, up the valley of the Battenkill
river,
20
82 51. The Sharon canal ; between the Erie canal
and the Hudson river, at the mouth of
3 M
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458
INTERNAL NAVIGATION
Page.
No.
Croton, passing through Sharon, in Scho-
harie county,
140
83 52. The Catskill canal ; between a point of the
Erie canal and the Hudson river, at Cats-
kill, by the Schoharie and Catskill val-
leys,
-
60
83 53. The Niagara canal ; between the mouth of
Tonnewanto creek and Lewistown, along
the Niagara river valley,
-
15
IN THE STATES OF NEW-JERSEY, DELAWARE,
MARYLAND, PENNSYLVANIA, OHIO.
100 54. The Delaware and Rariton canal ; between
the Delaware river, below Lamberton,
and the Rariton, below Brunswick, with
navigable feeder,
60
103 55. The Morris canal; ; between the Delaware
river, opposite Easton, and the Hudson,
at Powles hook,
-
-
1011
106 56. Delaware river canals; and stream naviga-
tion improved, from Trenton falls up-
ward,
220
118 57. Schuylkill river canals, and slackwater im-
provements, between Philadelphia and
Mount Carbon, in Schuylkill county,
Pennsylvania,
1101
126 58. The Union canal; between the Schuylkill
river, below Reading, and the Susque-
hanna, at Middletown, with navigable
feeder up to Pine Grove,
-
105
128 59. The Lackawaxen canal; between the mouth
of Lackawaxen river and the upper water
thereof, at Keen's pond, near the coal
mines; or canal and rail road to Carbon-
dale,
-
-
-
41
129 60. Lackawaxen and Pittstown canal ; between
the Lackawaxen river, at Keen's pond, and
the Susquehanna, at Pittstown, or from
Carbondale to Pittstown,
-
22
130 61. Lausanne and Wilkesbarre canal; between
the Lehigh river and the Susquehanna at
these points,
40
141 62. The Lehigh river canals, and stream navi-
gation improved, from Easton up to Stod-
dartsville, and coal mine rail roåd,
-
93
Digitized by Google
OF THE UNITED STATES.
459
Page.
No.
Miles.
145 63. Nescopec and Lehigh canal; between the
Susquehanna river, at Berwick, and a
point of the Upper Lehigh, by the Nes-
copec valley,
35
147 64. Pittstown and Water Gap canal ; between
the Susquehanna river and the Delaware,
at those points,
-
60
149 65. The Perkiomen canal ; between the Lehigh
river, at Allentown, and the Schuylkill
river, at Norristown, by the Perkiomen
valley,
40
149 66. The Catawissa canal ; between the Schuyl-
kill river and the Susquehanna, by the
Little or East Schuylkill, and the Cata-
wissa valleys,
50
151 67. Schuylkill valley canal ; between the mouth
of Mill creek on Upper Schuylkill river,
and George Reber's mill,
-
152 68. Mahanoy creek canal; between the Susque-
hanna river, and the coal mines on the
Mahanoy creek,
152 69. Shamokin creek canal ; between the Susque-
hanna river, and the coal mines on the
Shamokin creek,
153 70. The Chesapeake and Delaware canal ; be-
tween the Delaware river, opposite Fort
Delaware, Pea Patch island, and the Che-
sapeake bay at Back creek, Maryland,
14
163 71. Patapsco and Susquehanna canal ; between
the port of Baltimore, and the Susque-
hanna river at the mouth of the Swatara,
100
170 72. Patapsco and Potomac canal between the
port of Baltimore, and the Chesapeake and
Ohio canal at Washington, or at Little
falls of the Potomac river ; say, between
Baltimore and Georgetown,
-
-
442
179 73. Susquehanna river canals, and stream navi-
gation improved, from tide water up to
the New-York line, above Tioga point,
288
181 75. Peter's camp canal ; between the Susque-
hanna river, near Tiqga point, and the Pe-
ter's camp coal mine,
182 76. Port Deposite canal ; along the Susquehanna
rapids, at the Maryland and Pennsylvania
line,
10
182 77. The Conestoga river canals, and stream navi-
Digitized by Google
460
INTERNAL NAVIGATION
Page. No.
Mia.
gation improved, between Lancaster city
and Safe harbour on the Susquehanna, -
18
183 78. The Conewago capals; along the Conewago
rapids of the Susquehanna river,
-
-
H
266
The Pennsylvania canal and rail road, Dela-
ware or Eastern division;
Connecting the Delaware river, at Philadel-
phia, with the same at Carpenter's point,
on the north-east boundary line of the
state, by canal navigation along the river
valley, viz.
Philadelphia and Bristol section,
Distance by survey,
-
-
171
Bristol and Easton section,
Distance by survey,
-
-
-
60
Easton and Carpenter's point section,
Distance. by survey,
-
-
-
661
144
266
The Pennsylvania canal and rail road, Ohio
and Lake Erie, or Western division;
Connecting the Ohio river, at Pittsburg, with
Lake Erie at Presqu' isle harbour, by way
of the Beaver and Shenango valleys, and
across the valley of Elk creek.
Distance,
-
-
-
-
1674
266
The Conneaught summit navigable
feeder, from French creek,
-
211
189
267
The Pennsylvania canal and rail road,
Susquehanna or Middle division,
Connecting the Susquehanna river at Co-
lumbia, with the same at the New-York
line, 4 miles above Tioga point, along the
Susquehanna valley; and comprising the
sections as follows; viz.
Columbia and Middletown section,
18
Middletown and Juniata section,
24
Juniata and Northumberland section,
374
Northumberland and Tioga section,
1651
245
267
The Pennsylvania eanal and rail road,
Juniata and Alleghany, or Transverse divi-
sion,
Connecting the Delaware river at Philadel-
phia, with the Susquehanna at Columbia,
through Chester and Lancaster counties;
Digitized by Google
OF THE UNITED STATES.
461
Page. No.
Miles.
and the Susquehanna river at Duncan's isl-
and, with the Ohio at Pittsburg, hy the
Juniata valley, and the Conemaugh, Kis-
kimenetas and Alleghany valleys, includ-
ing a probable distance of 50₫ miles of rail
road across the Alleghany mountain : this
division comprising the sections as fol-
lows; viz.
Philadelphia and Columbia road section, not
including the proposed extension of road
from Columbia to the west end of the bo-
rough of York, in York county, - S24
Duncan's island and Lewistown sec-
tion,
-
-
-
-
- 441
Ohio and Kiskimenetas section,
- 307
Kiskimenetas and Blairsville section, 51
Blairsville and Johnstown section, - 284
Lewistown and Frankstown section, 871
Frankstown and Johnstown road sec-
tion,
-
-
-
-
-
- 50₫
3751
186 80. The Chester creek canal, or rail road; be-
tween the Pennsylvania canal or rail road,
and the River Delaware, by the Brandy-
wine and Chester creek valleys,
-
25
269 85. West branch Susquehanna canal; between
the Pennsylvaniacanal at Northumberland,
and the Bald Eagle river, or a point near
the same, in Lycoming county, by the
West branch Susquehanna valley, -
-
684
205 89. Alleghany and Conewango canal; between
the mouth of French creek, and the Co-
newango at the New-York line intersec-
tion,
-
70
205 90. The Conococheague canal; between the Sus-
quehanna river at the mouth of the Cono-
dogwinnet, and the Potomac river, by the
Conococheague valley,
120
207 91. Potomac river canals, and stream navigation
improved, from tide water up to Cumber-
land,
-
182
221 92. Chesapeake and Ohio canal between Wash-
ton city and Pittsburg, by the Potomac
valley, the Casselman summit, the Youghi-
oghany and the Monongahela river val-
leys,
-
341
Digitized by Google
462
INTERNAL NAVIGATION
Page.
No.
224 93. Savage river branch canal ; between the
main canal at Cumberland, and the mouth
of Savage river on the Potomac, by the
Potomac valley,
-
-
-
-
-
30
Ohio and Erie canal,
233 94. By Beaver and Cuyahoga; between Pittsburg
and Cleaveland, by the Big Beaver and
Cuyahoga river valleys,
-
-
-
154
Ohio state canals,
237 95. Muskingum and Scioto division ; between
Lake Erie at Cleaveland, and the Ohio ri-
ver at the mouth of the Scioto, with navi-
gable feeders,
-
-
-
-
-
322
Ohio state canals,
238 96. Miami valley division; between Lake Erie
at Maumee bay, and the Ohio river at Cin-
cinnati, with navigable feeders,
-
-
290
241 97. Sandy creek canal ; between the Ohio river
at the mouth of Little Beaver, and the
Ohio state canal, by the Sandy creek val-
ley,
-
60
-
-
-
-
-
-
241 98. Portage summit canal ; between a point of
the Ohio river in Pennsylvania state, and
the Portage summit of the Ohio state ca-
nál,
75
-
-
-
-
IN VIRGINIA STATE.
282 99. The Appomatox canals, and stream naviga-
tion improved, from tide water up to
Farmville,
-
-
-
110
283 100. The Powhatan canal ; between a point of
James river and a point of the Upper Ap-
pomatox, by the Hudsmouth creek valley,
19
284 101. Appomatox and Roanoke, or. the " June-
tion" canal ; between the Upper Appoma-
tox and Staunton river, by the valleys of
the Buffalo and Little Roanoke,
so
-
283 102. The Manchester canal ; between Bosher's
mill on James river, and tide water of the
same, through the town of Manchester,
10
285 103. James river canals, and stream navigation
improved, from tide water below Rich-
mond, upward to Covington,
2574
-
307 107. Kanhaway river navigation and turnpike ;
stream improved from the Ohio at Point
Digitized by Google
OF THE UNITED STATES.
463
Page. No.
Miles.
Pleasant, up to Loophole shoal below
Great falls,
-
-
-
89
Turnpike thence across the mountain to Co-
vington,
-
-
-
- 99
188
309 108. The Shenandoah canals, and stream naviga-
tion improved, between the Potomac and
the Lexington branch of James river,
250
310 109. The Rivanna river canals, and stream navi-
gation improved, from Columbia on James
river, up to a point opposite Charlottes-
ville,
-
-
-
-
-
37
312 110. Roanoke and Kanhaway canal, between tide
waters of the Roanoke river and the foot
of Great falls of the Kanhaway ; by the
valley of the Roanoke south fork on the
east, and of Little river and New river on
the west, leading to the Great Kanhaway
and to the Ohio,
-
-
-
4224
323 111. Roanoke and James river canal, between a
point of the upper waters of the Roanoke,
above Salem, in Bottetourt county, and
the James river navigation, at the mouth
of the Catawba,
-
-
46
321
New river and Holston canal, connecting
the navigation of New river with that of
the Holston, through Reed creek valley,
50
IN INDIANA STATE.
332 112. Lake Erie and Ohio canal,
By the Wabash ; between points connecting
the lake at Maumee bay with the naviga-
tion of the Maumee river, and this latter
with the Wabash river,
-
-
50
335 113. Louisville and Portland canal ; along the ra-
pids of the Ohio river, between those
points, on the Kentucky side,
-
%
339 114. Erie and Michigan canal ; between Lake
Erie at or near Maumee bay, and a point
towards the south-east extremity of Lake
Michigan,
-
-
-
150
333
Series of canals to connect the waters of
Lake Michigan with those of the Wabash
river; the upper waters of White river
with the Wabash, by way of the Missis-
sineway valley, as also with the Miami
Digitized by Google
464
INTERNAL NAVIGATION
Page. No.
navigation in Ohio state ; and the St.
Mary's and St. Joseph's rivers in a line of
navigation with the Wabash, and the Ohio,
350
IN ILLINOIS STATE.
340 115. The Chicago canal ; between the Chicago
river, of Lake Michigan, and a point of
the Illinois river, at or near the mouth of
the Little Vermillion,
-
-
190
IN THE NORTH-WEST TERRITORY.
345 116. St. Mary's canal ; along the falls, between
Lake Huron and Lake Superior,
,
1
346 117. Fox river and Ouisconsin canals ; between
Fort Brown at Green bay, Michigan, and
Lake Winnebago, and between the Upper
Fox river and the Ouisconsin,
-
53
IN THE STATES OF TENNESSEE, MISSISSIPPI,
LOUISIANA, ALABAMA, AND GEORGIA.
370 119. The Muscle shoal canal; between Brown's
ferry and Florence, Alabama, along the
Muscle shoal obstructions of the Tennes-
see river ; also Colbert's shoals,
-
37
371 120. Tennessee and Savannah canal ; between
points of the upper waters of these rivers,
and stream navigation of each improved,
250
372 121. Savannah and Appalachicola canal ; between
the upper waters of these rivers, and
stream navigation of each, also of Flint
river, improved,
-
550
373 122. Savannah and Ogatchee canal ; between the
port of Savannah on the Savannah river,
and Jones's lake, leading to the Ogatchee
river,
-
-
-
-
16
374 123. Ogatchee and Alatamaha canal ; between
Fort Argyle on the Great Ogatchee, and
the mouth of the Great Ohoopee river,
on the Alatamaha,
-
-
-
-
50
374 124. Alatamaha and Appalachee canal; ; between
the Alatamaha river and the Bay of St.,
Mark, communicating with Appalachee
bay, -
-
-
-
-
164
375 125. Augusta and Flint river canal, or rail road ;
between the Savannah river at Augusta,
Digitized by Google
OF THE UNITED STATES.
465
Page. No.
Miles.
and the Flint at Fort Lawrence, passing
through Milledgeville,
-
-
-
150
376 126. Chatahootchee and Milledgeville. canal ; be-
tween a point of the upper waters of the
Chatahootchee river, and the Oconee river
at Milledgeville, -
-
-
-
120
377 127. Tennessee and Tombecbee canal; between
Fort Deposite on the Tennessee river,
Alabama, and Tuscaloosa town on the
Black Warrior branch of the Tombecbee,
150
378 128. Pearl river and Mississippi canal; between
a point of the Pearl in Lawrence county,
Mississippi state, and the Mississippi ri-
ver, by way of the Big Black valley ;
and the Pearl river navigation below im-
proved,
-
-
240
378 129. Amité river canals, and stream navigation
improved, from Lake Maurepas up to the
mouth of Comité river,
70
379 130. Tangchepahaw river canals, and stream na-
vigation improved, from Lake Pontchar-
train up to the mouth of Chapeau Pilier
river,
-
43
380 131. New-Orleans and Teche river canal ; between
the Mississippi river opposite New-Or-
leans, and Berwick's bay, by way of Lake
Barataria and La Fourche,
-
-
100
381 132. Barataria and Grandterre canal; between a
point of the lake and the pass of Grand-
terre, at Barataria bay,
-
40
382 133. Concordia and Catahoula canal ; between the
Mississippi river at Concordia, opposite
Natchez, and the Washitta river at Cata-
houla Courthouse,
-
-
-
66
383 134. Red river canals, and stream navigation im-
proved to, at, and beyond, the Great Raft,
500
384 135. Mississippi and Pontchartrain canal; between
New-Orleans, and a point of the lake near
to Bayou St. Jean,
-
10
386 136. Mississippi and Appalachicola canals, and
the Ibberville and Lower Amité river na-
vigation improved,
-
-
52
388 137. Tennessee and Alabama canal; between points
of the Coosa and Tennessee rivers, and
stream navlgation of the Coosa improved,
250
3 N
Digitized by Google
466
INTERNAL NAVIGATION
Page. No.
388 138. Bear creek canal; between points of the Tom-
becbee river and Bear creek, and stream
navigation of each improved,
-
-
240
391 139. Hiwassee and Coosa canal; between the
Okou and the Conesaugo, navigable
branches of these rivers, approaching the
Georgia and Tennessee boundary line; or
between Calhoun, on the Hiwassee river,
and the mouth of Conesaugo, on the Coosa,
100
IN THE STATES OF NORTH CAROLINA AND
SOUTH CAROLINA.
404 140. The Dismal swamp canal; between a point
of Elizabeth river above Norfolk, and the
head of Pasquotank river, leading to Al-
bemarle sound ; and branch to Currituck,
by the North-west river,
-
-
-
28
406 141. The Weldon canal; at Great falls, Roanoke
river, and stream navigation of the river
improved up to Salem, in Bottetourt coun-
ty, Virginia,
-
-
-
-
-
334
406 142. The Danville canal, at the falls of Dan river,
and stream navigation improved, below
and above,
-
-
-
-
-
-
150
407 143. Plymouth and Beaufort canal ; between the
Roanoke river at Plymouth, and Beau-
fort inlet on the coast, passing through
Washington and Newbern,
-
-
-
100
414 144. Roanoke and Elizabeth river or Murfreesbo-
rough canal; between the Weldon canal at
Great falls of the Roanoke river, and the
Dismal swamp canal, leading to Elizabeth
river and the port of Norfolk,
-
-
80
414 145. Cape Fear river canals, and stream naviga-
tion improved, from below Wilmington
up to Haywoodsborough,
-
-
-
200
416 146. Cape Fear and Pedee canal; between points
of the upper waters of these rivers, and
stream navigation of each improved; and
extension across, by canal or rail road, to
a point of the Catawba river,
-
-
275
416 147. The Yadkin river canals, and stream navi-
gation improved, up to Wilkes Courthouse,
North Carolina,
-
-
-
-
-
200
Digitized by Google
OF THE UNITED STATES.
467
No.
Miles.
417 148. The Wateree and Catawba river canals, and
stream navigation improved, up to near
the source thereof, in the mountains,
-
275
418 149. The Santee, Columbia, and Saluda canals,
and stream navigation of the Saluda river
improved, up to the Abbeville county
line, South Carolina,
-
8
150
419 150. South Edisto river canals, or stream improv-
ed, from the North Edisto junction up-
ward,
8
70
419 151. The Seneca river canals, or stream naviga-
tion improved, of the Seneca and branch-
es, from Andersonville on the Savannah
river, up to the mountains,
-
-
200
420 152. Charleston and Georgetown canal ; be-
tween Winyaw bay below Georgetown,
and Wando river, leading to Cooper's ri-
ver and the port of Charleston,
-
-
45
420 153. The Waccamaw canal ; between Waccamaw
river at a point 70 miles from Winyaw
bay, and Cape Fear river at the port of
Wilmington,
-
-
-
-
30
421 154. Ashley and Edisto canal,
~~~
between Low-
421 155. Edisto and Savannah canal,
er Edisto river, and the Ashley above
Charleston, and between the same point of
the Edisto, and the Savannah river at the
port of Savannah,
-
40
IN FLORIDA STATE.
440 156. The Florida isthmus canal ; between a point
of the Atlantic river of St. Mary, and a
point of the Appalachicola, on the Gulf
of Mexico, -
-
-
-
-
250
429 157. The Isthmus prolongation, or Branch canal ;
between St. Mary's river at the South
bend, and the Bay of St. Augustine, in-
tersecting the St. John's river at Jack-
sonville,
-
-
-
-
70
429 158. Amelia island canal, or channel improved;
between the Bays of St. Mary and St.
John,
-
-
15
429 159. Atlantic Florida canals; connecting the
sound and bay navigation, along the east
coast of the peninsula, from the mouth of
Digitized by Google
468
INTERNAL NAVIGATION
Page. No.
Xin.
St. John's river, to Bocca Ratones, or
Cape Florida, a distance of 350 miles, -
20
441
Branch canal to Vacassar bay ; between the
point of intersection of the Suawnee ri-
ver, by canal, No. 156, and the Indian
Cow Pens, near the mouth of Suawnee,
75
441
Santa Fé canal; between St. Mary's river,
at a point above the town of St. Mary,
and the Suawnee river, at the mouth of
the Santa Fé,
-
-
-
-
-
190
441
Tampa bay canal ; between the St. John's
river, at the mouth of the Pablo, and
Tampa bay, on the western coast,
-
-
225
Total, not including the 2821 miles of road, as ex-
pressed at Articles 59, 62, 79, 80, 81, 107,
-
-
16397
Which 163974 miles of artificial navigation, is com-
posed of,
1. Canals of connexion, as enumerated in List
B,
-
-
-
-
-
10742₫
2. River navigation improvements, with and
without the aid of canals, and whether by
lock and dam, or by the sluice mode, as enu-
merated in List c, -
-
-
-
- 5655
163971
The improvements along the Ohio river stream, not included
in this distance; neither those of the Mississippi channel.
Digitized by Google
OF THE UNITED STATES.
469
LIST B.
List of Navigable Canals, Connecting Rivers and other
Navigable Waters of the United States.
y refers to a yellow line traced on the map; r to a red line.
Page.
No.
Miles.
11
2. y Baker's river and Oliverian canal; connect-
ing the Merrimack river with the Con-
necticut, by the Baker and Oliverian val-
leys. Distance,
-
-
394
14
4. y The Connecticut and Memphramagog ca-
nal ; connecting the river and lake, by
the Nulhegan river valley,
-
-
50
16
5. y Memphramagog and Champlain canal ;
connecting these lakes, by the valleys of
La Moelle and Black river,
-
-
75
17
6. y The Winnepiseogee canal ; connecting the
Upper Merrimack or Pemigewasset ri-
ver, with the Piscataqua at tide water,
below Dover, New-Hampshire, through
Lake Winnepiseogee,
-
-
40
18
7. y Oxford and Cumberland canal ; connect-
ing Portland harbour with Bear pond in
Waterford, Maine, by way of the Sebago
lake,
-
50
18
8. y Waterford and Bethel canal ; connecting
Bear pond with the Androscoggin river
at Bethel, in continuation of the canal
preceding,
-
20
19
9. y Kennebeck and Androscoggin canal ; con-
necting these rivers, by way of the Cob-
bassee Contee pond and river,
-
-
41
y Brunswick canal; connecting Casco and
Merrymeeting bays,
-
-
-
7s
21 10. y Androscoggin and Connecticut canal; con-
necting these rivers, between Guildhall
on the Connecticut, and a point of the
Androscoggin above Shelburne,
-
-
311
23 11. y The Kennebeck and Chaudiere canal; con-
necting the upper waters of these rivers
in the highlands, between the state of
Maine and Lower Canada,
Digitized by Google
470
INTERNAL NAVIGATION
Page. No.
25 12. y The Pushaw canal; connecting the Penob-
scot river at Bangor, Maine, with the
Pushaw lake,
-
-
-
-
-
6
26 13. r The Farmington canal; connecting New-
Haven with Southwick at the Massachu-
setts' line, also the town of Farmington
with New-Hartford, Connecticut,
-
73
23 14. r Hampshire and Hampden canal; in con-
tinuation of the Farmington canal, up
the Connecticut valley, to a point above
Northampton, Massachusetts,
-
-
29
29 15. y Connecticut and Champlain canal, or
Montpellier canal and rail road; con-
necting Lake Champlain with the Con-
necticut river, by the valleys of Onion
and White rivers,
-
-
-
-
1034
30 16. y Rutland and Whitehall canal; connecting
the Otter river at Rutland, Vermont,
with Lake Champlain at Whitehall,
-
251
31 18. y Otter and Battenkill canal; connecting the
head water of the Otter river in Brom-
ley, Vermont, with the New-York Bat-
tenkill canal, down the Battenkill val-
ley,
-
-
-
20
32 19. r The Middlesex canal; connecting Boston
harbour with the Merrimack river at
Chelmsford,
-
-
-
-
-
27
34 20. y Boston and Narraganset canal ; connect-
ing Boston harbour at Weymouth, with
Taunton on Taunton river, leading to
Narraganset bay,
-
-
-
-
26
35 21. y Cape Cod canal; connecting Barnstable
and Hyannis harbours, across the Cape
Cod peninsula,
-
-
-
-
7
36 22. y The Chickapee or Boston and Connecticut
canal; connecting Boston harbour with
the Connecticut river, by the Chickapee,
or by Miller's river valley,
-
-
100
40 23. y Connecticut and Hudson canal; connect-
ing these rivers, in continuation of the
canal preceding,
-
-
78
41 24. r The Blackstone canal; connecting Provi-
dence harbour, Rhode-Island, with Wor-
cester, Massachusetts, by the Blackstone
valley,
-
-
-
-
-
-
45
Digitized by Google
OF THE UNITED STATES.
471
No.
Miles.
54 25. r The New-York Champlain canal; con-
necting the Erie and Hudson canal with
Lake Champlain, and navigable feeder
from Glen's falls,
-
701
53 26. r The Erie and Hudson canal; connecting
Lake Erie at Buffalo, with the Hudson
river at Albany,
363
66 27. y St. Lawrence and Champlain canal ; con-
necting the St. Lawrence river with
Lake Champlain, at points as between
Ogdensburg and Plattsburg,
-
-
130
67 28. r The Oswego canal ; connecting Lake On-
tario at Oswego harbour, with the Erie
canal at Salina,
-
38
67 29. y Great Sodus canal ; connecting Lake On-
tario at Great Sodus bay, with the Erie
canal,
-
-
25
68 30. r Cayuga and Seneca canal ; connecting the
Seneca river, with the Erie canal at
Montezuma,
-
21
69 31. r The Delaware and Hudson canal ; connect-
ing these rivers, between tide water of
the Waalkill at Eddy's factory, and the
mouth of the Lackawaxen river on Dela-
ware,
-
-
81
70 32. y Lackawaxen and Cookquago canal ; con-
/
necting these rivers, between the mouth
of Lackawaxen and the town of Depo-
site on the Cookquago, in continuation
of the canal preceding,
-
60
71 33. y Cookquago and Canisteo canal ; connect-
ing these rivers, between the towns of
Deposite and Hornellsville, in continua-
tion of the canal preceding,
-
-
150
y Portland and Detroit canal ; round the
southern shore of Lake Erie,
269
73 34. y Newburgh and Water-gap canal; connect-
ing the Hudson and Delaware rivers at
these points,
88
74 35. y Rochester and Olean canal; connecting the
Genessee and Alleghany rivers at these
points,
-
-
-
111
74 36. y Genessee and Chemung canal ; connecting
the Genessee river, on the Erie canal
at a point near Rochester, with the Che-
mung river at or near Newtown,
-
100
Digitized by Google
472
INTERNAL NAVIGATION
Page.
No.
75
37. y The Chenango canal ; connecting the Erie
canal at Whitesborough with the Sus-
quehanna river at Binghamton, by the
Chenango valley,
-
-
-
-
96
76 38. y Seneca and Tioga canal,
76 39. y Cayuga and Owego canal, }
connecting the
heads of Seneca and Cayuga lakes, with
the Susquehanna river at Newtown and
at Owego, or Seneca and Tioga canal
and rail road to the coal mines,
-
66
77 40. y The Conewango canal ; connecting Lake
Erie at Buffalo, with the Conewango
branch of the Alleghany river, at the
Pennsylvania line of intersection,
:
89
77 41. y Portland and Maysville canal ; connecting
Lake Erie at Portland, with the head of
Chatauque lake,
-
-
-
-
101
78 43. y Ogdensburg and Boonsville canal ; con-
necting the St. Lawrence river at Og-
densburg, with the Erie canal at Rome,
through Boonsville,
-
-
-
114
79 44. y The Overslaugh canal; connecting the
deep water navigation of the Hudson at
Albany, with that below the obstruction,
at a point of the river near Coeymans,
12
80 45. Y Long Island canals ; connecting the prin-
cipal bays of the island,
-
-
II
y The Hurl gate canal,
.-
-
81 46. y Port Watson canal ; connecting the Erie
canal at Syracuse or Salina, with the
Tioughnioga branch of the Susquehan-
na river at Port Watson,
-
-
47
81 47. y The Unadilla canal ; connecting the Erie
canal below Herkimer, with the Susque-
hanna river at Bainbridge, or at the
Pennsylvania line, through the Unadil-
la valley ; or Otsego canal and rail road,
100
82. 48. y The Batavia canal ; connecting the Alle-
ghany river at Olean, with the Erie ca-
nal, through the Upper Tonnewanto val-
ley and the village of Batavia,
-
90
82 49. y Buffalo and Olean canal ; connecting Lake
Erie at Buffalo, with the Alleghany river
at Olean, through the valleys of Buffalo
and Ischua creeks,
-
-
-
75
82 50. y The Battenkill canal; connecting the New-
Digitized by Google
OF THE UNITED STATES.
473.
No.
Miles.
York Champlain canal, with the Otter
and Battenkill canal of Vermont, by the
Battenkill valley,
-
20
82 51. y The Sharon canal ; connecting the Erie
canal at a point west of Schoharie creek,
with the Hudson river at or below the
mouth of the Croton, passing through
Sharon in Schoharie county,
-
140
83 52. y The Catskill canal; connecting the Erie
canal at a point west of Schoharie creek,
with the Hudson river, by the Schoha-
rie and Catskill valleys,
-
-
60
83 53. y The Niagara canal ; connecting the Erie
canal at the mouth of Tonnewanto creek,
with the Niagara river at Lewistown,
below the falls,
-
-
15
100 54. y The Delaware and Rariton canal; connect-
ing the Delaware river at or below Lam-
berton, with the Rariton below Bruns-
wick, New-Jersey, and navigable feeder,
60
103 55. r The Morris canal; connecting the Dela-
ware river opposite the mouth of the Le-
high at Easton, with the Hudson river
at Powles hook, New-Jersey,
-
1011
118 57. r The Schuylkill canal works; between Phi-
ladelphia and Mill creek,
-
-
1104
126 58. r The Union canal ; connecting the Schuyl-
kill river below Reading, with the Sus-
quehanna river at Middletown or mouth
of the Swatara, and navigable feeder up
to Pine Grove,
-
-
-
-
'105
128 59. r The Lackawaxen canal ; connecting the
Delaware navigation, also the Delaware
and Hudson canal, with the head water
of the Lackawaxen river, at Keen's pond,
near the Lackawannock coal mines ; or
canal and rail road up to Carbondale,
41
129 60. y Lackawaxen and Pittstown canal ; connect-
ing the upper water of the Lackawaxen
river, with the Susquehanna at the mouth
of Lackawannock, in continuation of the
canal preceding ; or otherwise, improve-
ment from Carbondale to Pittstown,
22
130 61. y Lausanne and Wilkesbarre canal; connect-
ing the Susquehanna and Lehigh rivers
at these points,
-
-
-
40
3 0
Digitized by Google
474
INTERNAL NAVIGATION
Page. No.
141 62. r Lehigh river canal works, and rail road to
the mine,
-
-
-
56
145 63. y Nescopec .and Lehigh canal ; connecting
the upper water of the Lehigh with the
Susquehanna river at Berwick, by the
Nescopec valley,
-
-
-
35
147 64. y Pittstown and Water Gap canal ; connect-
ing the Susquehanna and Delaware ri-
vers at these points,
-
-
-
60
149 65. y The Perkiomen canal; connecting the
Lehigh river at Allentown, with the
Schuylkill river at Norristown, by the
Perkiomen valley,
-
-
-
40
149 66. y The Catawissa canal ; connecting the
Schuylkill river with the Susquehanna,
by the Little or East Schuylkill, and
Catawissa valleys,
:-
-
50
151 67. y Schuylkill valley canal; connecting the
navigation of Upper Schuylkill river
at the mouth of Mill creek, with that at
George Reber's mill, -
-
-
-
152 68. y Mahanoy creek canal; connecting the Sus-
quehanna river with the coal mines on
the Mahanoy,
-
-
-
152 69. Y Shamokin creek canal ; connecting the
Susquehanna river with the coal mines
on the Shamokin,
-
-
-
153 70. r Chesapeake and Delaware canal ; connect-
ing the Delaware river, opposite Fort
Delaware, Pea Patch island, with the
Chesapeake bay, at Back creek, Mary-
land, -
-
14
.. 163 71. Y Patapsco and Susquehanna canal connect-
ing the port of Baltimore with the Sus-
quehanna river at the mouth of the Swa-
tara, -
-
-
100
170 72. y Patapsco and Potomac canal ; connecting
the port of Baltimore with the Chesa-
peake and Ohio canal at or near Little
falls of the Potomac river, through the
district of Columbia; say, between Bal-
timore and Georgetown,
441
-
-
181 75. y Peter's camp canal; connecting the Sus-
quehanna river, near Tioga point, with
the Peter's camp coal mine,
.
Digitized by Google
OF THE UNITED STATES.
475
Page. No.
Miles.
182 76. r Port Deposite canal; connecting the Sus-
quehanna river navigation, at the rapids
south of the Pennsylvania line, -
-
10
182 77. r Conestoga canal works, from Safe harbour
up to Lancaster city, -
-
-
-
18
183 78. r The Conewago canals; connecting the Sus-
quehanna navigation at the Conewago
falls, -
-
-
-
-
-
24
266
r The Pennsylvania canal and rail road,
Delaware or Eastern division; connecting
the Delaware river at Philadelphia with
the same at Carpenter's point, on the
north-east boundary line of the state,
along the Delaware valley; viz.
Philadelphia and Bristol section,
Distance, by survey,
-
-
171
Bristol and Easton section,
Distance, by survey,
-
-
-
60
Easton and Carpenter's point section,
Distance, by survey,
-
-
661
144
266
r
The Pennsylvania canal and rail road,
Ohio and Lake Erie, or Western division;
connecting the Ohio river at Pittsburg,
with Lake Erie at Presqu' isle harbour,
by way of the Beaver and Shenango
valleys, and across the valley of Elk
creek. Distance, - - - 1674
The Conneaught summit navi-
gable feeder, from French creek, 211
189
267
r The Pennsylvania canal and rail road,
Susquehanna, or Middle division; connect-
ing the Susquehanna navigation at Co-
lumbia, with the same at the New-York
line, 4 miles above Tioga point, along
the Susquehanna valley, and comprising
the sections as follows ; viz.
Columbia and Middletown section,
Distance,
-
-
-
-
18
Middletown and Juniata section,
24
Juniata and Northumberland section, 371
Northumberland and Tioga section, 1651
245
267
r
The Pennsylvania canal and rail road,
Juniata and Alleghany, or Transverse di-
Digitized by Google
476
INTERNAL NAVIGATION
Page.
No.
vision; connecting the Delaware river
at Philadelphia, with the Susquehanna
at Columbia, through Chester and Lan-
caster counties; and the Susquehanna
river at Duncan's island, with the Ohio
at Pittsburg, by the Juniata valley, and
the Conemaugh, Kiskimenetas, and Al-
leghany valleys, including a probable
distance of 50₫ miles of rail road across
the Alleghany mountain; this division
comprising the sections as follows ; viz.
Philadelphia and Columbia road section,
and extension of road, from Columbia
to the west end of the borough of York,
in York county,
-
-
-
824
Duncan's island and Lewistown sec-
tion,
-
-
-
-
441
Ohio and Kiskimenetas section, -
301
Kiskimenetas and Blairsville section, 51
Blairsville and Johnstown section,
284
Lewistown and Frankstown section, 874
Frankstown and Johnstown section, 50₫
3751
186 80. y Chester creek rail road ; connecting the
Pennsylvania rail road last above speci-
fied, with the Delaware river, through the
Brandywine and Chester creek valleys,
25
269 85. r West branch Susquehanna canal ; connect-
ing the Pennsylvania canal at Northum-
berland, with the mouth of the Bald
Eagle river, or a point near the same in
Lycoming county, along the West
branch valley,
-
-
-
-
684
205 89. y Alleghany and Conewango canal 'connect-
ing the mouth of French creek, with the
New-York Conewango canal, at the state
line intersection, by the Alleghany ri-
ver valley,
-
-
70
205 90. y The Conococheague canal ; connecting the
Susquehanna and the Potomac rivers, by
the Conodogwinnet and Conococheague
valleys,
-
120
221 92. r Chesapeake and Ohio canal ; connecting
the eastern and western waters, between
Washington city and Pittsburg, by the
Potomac valley, Casselmans summit, the
Digitized by Google
OF THE UNITED STATES.
477
Page. No.
Miles.
Youghioghany and Monongahela val-
leys, -
-
-
341
224 93. r Savage river branch canal; connecting at
Cumberland, the main canal last specifi-
ed, with the mouth of Savage river, along
the Potomac valley,
-
-
-
-
30
233 94. y Ohio and Erie canal,
By Beaver and Cuyahoga; connecting the
Ohio river at Pittsburg, with Lake Erie
at Cleaveland, by the Big Beaver and
Cuyahoga river valleys, in continuation
of the Chesapeake and Ohio canal,
-
154
237 95. Ohio state canals,
r Muskingum and Scioto division ; connect-
ing the Ohio river, at the mouth of the
Scioto, with Lake Erie at Cleaveland,
by the Scioto, Muskingum, and Cuya-
hoga river valleys,
-
-
322
238 96. Ohio state canals,
r
Miami valley division; connecting the
Ohio river with Lake Erie, between
Cincinnati and Maumee bay,
-
-
290
241 97. y Sandy creek canal; connecting the Ohio
river, at the mouth of Little Beaver,
with the Ohio state canal, by the Sandy
creek valley,
60
241 98. y Portage summit canal ; connecting the
Ohio river, at a point in Pennsylvania,
with the Portage summit of the Ohio
state canal,
-
-
75
283 100. y The Powhatan canal ; connecting James ri-
ver with the Upper Appomatox, by the
Hudsmouth creek valley, Powhatan
county, Virginia,
19
283 101. y The Manchester canal; connecting the
navigation of James river, at Bosher's
mill, with the tide water below Man-
chester,
10
284 102. y Appomatox and Roanoke canal, or "Junc-
tion" canal; connecting the Upper Ap-
pomatox and Staunton rivers, by the
Buffalo and Little Roanoke river valleys,
30
285 103. r James and Jackson's river canals; from
tide water at Richmond dock, up to Co-
vington,
-
-
-
-
-
257d
309 108. y The Shenandoah canal; connecting the
Digitized by Google
478
INTERNAL NAVIGATION
Page
No.
upper water, of the Shenandoah river
with the Lexington branch of James ri-
ver, or with James river by the Lexing-
ton valley,
-
50
312 110. r Roanoke and Kanhaway canal ; connecting
the eastern and western waters; or the
Roanoke river at tide water, by the val-
ley thereof, and the valley of South fork,
with New river and the Kanhaway, at
the foot of Great falls, by the valleys of
Little river and New river,
-
-
422₫
323 111. r Roanoke and James river canal; connect-
ing the Roanoke river, also the canal last
above specified, at a point above Salem,
in Bottetourt county, with the naviga-
tion of James river at the mouth of the
Catawba,
-
-
46
y New river and Holston canal; connecting
the navigation of New river, in the di-
rection of Reed creek valley, with the
navigation of the Middle branch of the
Holston river .at a point in Wythe
county, Virginia,
-
-
-
50
332 112. y Lake Erie and Ohio canal,
By the Wabash ; connecting Lake Erie
with the navigation of Maumee river
above the obstructions, and this latter
with the Wabash river,
50
y Series of canals, to connect the waters of
Lake Michigan with those of the Wabash
river; the upper waters of White river
with the Wabash, by way of the Missis-
sineway valley, as also with the Miami
navigation in Ohio state ; and the Rivers
St. Mary and St. John's, in a line of na-
vigation with the Wabash and the Ohio,
350
335 113. r Louisville and Portland canal; connecting
the navigation of the Ohio river above,
with that below the rapids, between those
points,
-
2
339 114. y Lakes Erie and Michigan canal; connect-
ing these lakes across the Peninsula of
Michigan, from Maumee bay to St. Jo-
seph's river,
-
150
340 115. y The Chicago canal connecting Lake Mi-
chigan with the Illinois river, between
Digitized by Google
OF THE UNITED STATES.
479
Page.
No.
Miles.
the Chicago river, and the mouth of the
Little Vermillion,
120
345 116. y St. Mary's canal ; connecting the naviga-
tion above and below. the Falls of St.
Mary, between Lakes Huron and Michi-
gan,
-
1
346 117. y Fox river and Ouisconsin canal ; connect-
ing Lake Michigan with the Ouisconsin
river ; that is to say, Green bay with the
Lake Winnebago, and the Upper Fox
river with the Ouisconsin,
52
370 119. y The Muscle shoal canal ; connecting the
navigation above and below this obstruc-
tion in Tennesseeriver, between Brown's
ferry and Florence, Alabama, as also Col-
bert's shoal, below the Muscle shoal,
37
371 120. y Tennessee and Savannah canal ; connect-
ing the upper waters of these rivers,
50
372 121. y. Savannah and Appalachicola canal ; con-
necting the upper waters of the Savan-
nah river with those of the Chatahoot-
chee, leading to the Appalachicola,
100
373 122. r Savannah and Ogatchee canal; connecting
the port of Savannah with the Great
Ogatchee river, through Jones's lake,
16
374 123. r Ogatchee and Alatamaha canal ; connect-
ing these rivers, between Fort Argyle
on the Great Ogatchee, and the mouth of
the Great Ohoopee river on the Alata-
maha,
50
374 124. y Alatamaha and Appalachee canal ; con-
necting the Alatamaha river with the Bay
of St. Mark, leading to Appalachee bay,
164
375 125. y Augusta and Flint river canal, or rail road;
connecting the Savannah river at Au-
gusta, with Flint river at Fort Lawrence,
passing through Milledgeville,
-
150
376 126. y Chatahootchee and Milledgeville canal ;
connecting the upper water of the Cha-
tahootchee river with the Oconee river
at Milledgeville,
120
377 127. y Tennessee and Tombecbee canal ; connect-
ing the Tennessee river at Fort Depo-
site, with the Black Warrior branch of
the Tombecbee, below the falls at Tus-
caloosa,
150
Digitized by Google
480
INTERNAL NAVIGATION
Page.
No.
378 128. y Pearl river and Mississippi canal ; con-
necting the upper water of the Pearl in
Lawrence county, Mississippi, with the
Mississippi river, by the valley of the
Big Black,
-
-
-
-
-
90
380 131. y New-Orleans and Teche river canal ; con-
necting the Mississippi river at New-Or-
leans, with the Teche at Berwick's bay,
by way of Lake Barataria and La Fourche,
100
381 132. y Barataria and Grandterre eanal ; connect-
ing the lake with the bay of Barataria,
at the pass of Grandterre,
-
-
40
382 133. y Concordia and Catahoula canal ; connect-
ing the Mississippi river at Concordia
opposite Natchez, with the Washitta ri-
ver at Catahoula Courthouse,
-
66
384 135. y Mississippi and Pontchartrain canal; con-
necting the Mississippi river at New-
Orleans, with Lake Pontchartrain, at or
below Bayou St. Jean,
-
-
-
10
386 136. y Mississippi and Appalachicola canals; con-
necting the bays and sounds between
Mobile bay and Appalachicola river,
12
388 137. y Tennessee and Alabama canal ; connect-
ing the Tennessee river at or near Fort
Deposite, with the Coosa branch of the
Alabama, by the Wills creek valley,
50
388 138. y Bear creek canal ; connecting this water
of the Tennessee river, with the Tom-
becbee river, at the heads of their stream
navigation improvements,
-
-
40
391 139. y Hiwassee and Coosa canal ; connecting the
Okou and the Conesaugo, navigable
branches of these rivers, at points near
the Georgia and Tennessee state line;
or, between Calhoun on the Hiwassee
river, and the mouth of Conesaugo on
the Coosa,
-
-
-
-
100
404 140. r The Dismal swamp canal ; connecting
Elizabeth river above Norfolk, with the
head of Pasquotank river, leading to Al-
bemarle sound; and branch to Currituck
by the North-west river,
-
-
28
406 141. r The Weldon canal ; connecting the navi-
gation of the Roanoke river at Great
falls, Halifax county, North Carolina,
12
Digitized by Google
OF THE UNITED STATES.
481
Page. No.
Miles.
407 143. y Plymouth and Beaufort canal; connect-
ing the Roanoke river at Plymouth, with
Beaufort inlet on the North Carolina
coast, passing through Washington and
Newbern,
-
-
100
414 144. y Roanoke and Elizabeth river or Murfrees-
boro' canal ; connecting the Weldon ca-
nal at Great falls of the Roanoke river,
with the Dismal swamp canal leading to
Elizabeth river and the port of Norfolk,
80
416 146. y Cape Fear and Pedee canal ; connecting
the Cape Fear river at or near Hay-
woodsboro', with the Upper Pedee or
Yadkin below the Narrows in Montgo-
mery, North Carolina, by the Deep
river valley ; also extension across, by
canal or rail road, through Anson and
Mechlenburg, to a point of the Catawba
river,
125
418 149. r The Santee canal ; connecting the Santee
river with Cooper's river, leading to the
port of Charleston,
-
22
420 152. y Charleston and Georgetown canal ; con-
necting Winyaw bay below the port of
Georgetown, with Wando river, leading
to Cooper's river and the port of Charles-
ton,
-
45
420 153. y The Waccamaw canal ; connecting the
Waccamaw river at a point 70 miles from
the mouth thereof on Winyaw bay, with
Cape Fear river at the port of Wilming-
ton,
-
-
-
30
421 154. y Ashley and Edisto canal,
421 155. y Edisto and Savannah canal ; connecting
the Lower Edisto river with the Ash-
ley at the port of Charleston ; and the
same point of the Lower Edisto with the
Savannah river at the port of Savannah,
40
425 156. y The Florida Isthmus canal ; connecting
the Atlantic river of St. Mary, at the
south bend, 70 miles above the mouth
thereof, with the Appalachicola river or
bay, on the Gulf of Mexico; or other-
wise, from St. Mary's town to Appala-
chicola bay,
-
-
-
-
250
425 157. y The Isthmus prolongation or branch canal;
3 P
Digitized by Google
482
INTERNAL NAVIGATION
Page. No.
connecting the St. Mary's river at the
south bend as above, with the harbour of
St. Augustine, intersecting the St. John's
river at Jacksonville,
-
-
-
70
428 159. y Atlantic Florida canals; connecting the
sound and bay navigation along the east
or Atlantic coast of the peninsula, be-
tween the mouth of St. John's river and
Bocca Ratones, or Cape Florida, a dis-
tance of 350 miles,
-
-
20
y Branch canal to Vacassar bay ; between
the point of intersection of the Suawnee
river, by canal No. 156, and the Indian
Cow Pens, near the mouth of Suawnee,
75
y Santa Fé canal; between St. Mary's river,
at a point above the town of St. Mary,
and the Suawnee river at the mouth of
the Santa Fé,
-
-
-
120
y Tampa bay canal; between St. John's river
at the mouth of the Pablo, and Tampa
bay on the western coast, -
-
225
Total distance, without including the 1834 miles of
road as expressed at Articles 59, 62, 80, 81,
10,7421
The letter r prefixed, denoting a red line upon the
map, signifies that the work is either finished or well
advanced. The letter y, denoting a yellow line on the
map, signifies either that the work is not yet com-
menced, or, if commenced, not as yet actively prose-
cuted. Of these two descriptions, the distances are,
viz,-
Canals finished or well advanced (r)
-
39084
Canals contemplated or not advanced, (y)
68331
10,7421
Digitized by Google
OF THE UNITED STATES.
483
LIST C.
List of River Stream Navigation Improvements, with and
without the aid of Canals, and whether by means of Lock
and Dam, or by the Sluice mode; a large proportion of
which is either finished or gradually prosecuting.
Page.
No.
Miles.
10
1. Merrimack river improvements, from Ha-
verhill, Massachusetts, upward,
-
-
110
12
3. Connecticut river improvements, from Hart-
ford, Connecticut, up to Barnet, Vermont,
220
19
9. Cobbassee Contee pond and river improve-
ments; between the Kennebeck and An-
droscoggin rivers, Maine,
-
-
-
251
21 10. Androscoggin river improvements, from
Leeds up to or above Shelburne,
-
-
984
23 11. Kennebeck river improvements; from Au-
gusta upward, by the West, or Dead river
branch, to the highlands between Maine
and Lower Canada,
-
-
-
200
31 17. Otter river improvements; from the mouth
thereof, at Ferrisburg, on Lake Champlain,
up to head water, in Bromley, Vermont,
100
74 36. The Genessee river improvements,
-
-
39
78 42. Black river, of Ontario, improvements,
-
136
106 56. Delaware river improvements; from Tren-
ton falls upward,
-
-
-
-
220
141 62. The Lehigh river improvements; in con-
tinuation from the Mauch Chunk coal
mine, up to Stoddartsville,
-
-
-
37
179 73. Susquehanna river improvements; from tide
water up to the New-York line, above Tioga
point,
-
288
207 91. The Potomac river improvements ; from tide
water up to Cumberland,
-
182
282 99. The Appomatox river improvements; from
tide water of James river, up to Farmville,
Prince Edward county, Virginia,
-
110
307 107. The Kanhaway river improvements, and
turnpike;
Stream navigation improved from the
Ohio at Point Pleasant, up to Loop
Digitized by Google
484
INTERNAL NAVIGATION
Page. No.
Hole shoal below Great falls of the
Kanhaway,
-
-
-
-
89
Turnpike thence, across the moun-
tain to Covington, - - -
99
188
309 108. The Shenandoah river improvements; from
the mouth thereof to its upper waters,
above Port Republic, Augusta county,
200
310 109. The Rivanna river improvements; from the
mouth thereof, at Columbia, on James ri-
ver, up to Moore's ford, opposite Char-
lottesville,
-
-
-
-
-
-
37
371 120. The Upper Tennessee river, and Upper Sa-
vannah river improvements; to points of
each for a canal of communication,
-
200
372 121. The Appalachicola, Flint river, and Chata-
hootche river improvements; up to a point
of the latter river, to meet a canal of com-
munication with the upper waters of the
Sayannah river,
-
-
-
-
-
450
378 128. Pearl river improvements ; from the mouth
thereof, at Lake Pontchartrain, up to Mon-
ticello, in Lawrence county, Mississippi
state, -
-
-
-
-
-
-
150
378 129. Amité river improvements ; from the mouth
thereof, at Lake Maurepas, up to the junc-
tion of Comité river,
-
-
-
-
70
379 130. Tangchepahaw river improvements ; from
the mouth thereof, at Lake Pontchartrain,
up to the Chapeau Pilier river,
-
-
43
380 131. La Fourche river improvements ; from Do-
naldsonville, on the Mississippi, down the
course of the La Fourche,
-
-
-
383 134. The Red river improvements ; up to, at, and
heyond the Great Raft, in Nachitoches dis-
trict, Louisiana,
-
-
-
-
-
500
386 136. Ibberville channel, and Lower Amité river
improvements between the point of out-
let from the Mississippi, and the mouth of
Amité river, at Lake Maurepas,
-
-
40
388 137. The Coosa river, of Alabama, improvements;
from Fort Jackson up to a point for a canal of
communication with the Tennessee river,
200
388 138. The Tombecbee river, of Alabama, from De-
mopolis upward, and Bear creek improve-
ments ; to points of each, for a canal of
communication with the Tennessee river,
200
Digitized by Google
OF THE UNITED STATES.
485
Page. No.
Miles.
405 141. Roanoke river improvements; from the
mouth thereof, at Albemarle sound, up to
Salem, in Bottetourt county, Virginia, -
322
406 142. The Dan river improvements ; from the
junction of this river with the Roanoke,
up to the Danville falls canal, and thence
up to Rockbridge and Stokes counties,
North Carolina,
-
-
-
-
-
150
414 145. Cape Fear river improvements; from be-
low the port of Wilmington, up to Hay-
woodsborough, Chatham eounty, North
Carolina,
-
-
-
-
-
-
200
416 146. Great Pedee river, and Lower Yadkin im-
provements ; up to the point for a canal of
communication with Cape Fear river,
-
150
416 147. The Yadkin river improvements from the
Narrows, in Montgomery county, North
Carolina, up to Wilkes Courthouse,
-
200
417 148. The Wateree and Catawba river improve-
ments ; from the Santee fork, South Caro-
lina, up the Wateree river to the Catawba,
and up this to near its source in the Blue
ridge, North Carolina,
-
-
275
418 149. The Saluda river improvements ; from Co-
lumbia, at the Congaree fork, up to near
the Abbeville county line, South Carolina,
128
419 150. South Edisto river improvements ; from the
fork made with the North Edisto, upwards,
70 miles,
-
-
-
-
70
419 151. Seneca river improvements ; from Ander-
sonville, on the Savannah river, up the
main Seneca and branches of the same to
near their sources in the mountains,
-
200
429 158. Channel in the rear of Amelia island im-
provements; between the bays of St. Ma-
ry and St. John,
-
-
15
Total of river stream or channel improvements, with-
out including the 99 miles of road, as expressed at
Article 107,
-
5655
In which distance of 5655 miles, the rivers Ohio and Missis-
sippi are not included, although works of improvement for the
safety and facility of their navigation are going forward upon each.
Not only to the Mississippi and Ohio, but to other great river
courses, besides those above designated, improvements will be
extended from year to year successively, as occasions may point
Digitized by Google
486
INTERNAL NAVIGATION
out: that is to say, in carrying on the needful works, to clear
away or overcome obstructions to a safe navigation, whether
they be of old standing, or newly caused by floods of annual oc-
currence; and yearly appropriations by government, for this
division of internal navigation improvement, will, probably, in
some degree or proportion, always be requisite.
GRAND SUMMARY.
Being an approximation to the aggregate distance of the
internal navigation of the United States, composed of the
natural navigation within the several states, partly ascer-
tained, and partly by computation; together with sundry
canals of communication, and sundry series of river stream
improvement, both with and without canals attached, viz.
Artificial.
Natural.
Total
Page.
Miles.
Miles.
Miles-
45. In the New-England states,
16117
5395
70067
84. In New-York state,
-
-
2636
5051
7677
275. In New-Jersey, Delaware,
Maryland, Pennsylvania,
and Ohio states,
-
-
39624
7414
11376
328. In Virginia,
-
-
.
a
1321,
3110
4431
333. In Indiana, -
-
-
-
400
2550
2950
338. In Kentucky,
-
-
-
2
2600
2602
338. Ohio river channel,
-
-
945
945
342. Middle great lakes, and the
-
states of Illinois and Michi-
gan, -
-
-
-
-
270
2880
3150
350. Lakes Ontario and Superior,
and North-West territory,'
east of the Mississippi,
-
53
1935
1988
352. Mississippi river channel, -
2250
2250
.
356. Confluents from the west, and
the Upper Mississippi, east
.
and west, -
-
-
-
16664
16664
394. In the states of Tennessee,
Mississippi, Alabama, Lou-
isiana, and Georgia, -
-,
3198
28281
31479
444. In Florida,
-
-
-
-
775
3130
3905
422. In North Carolina and South
Carolina,
-
-
-
-
2177
4600
6777
16397
86805
Total computed distance of inland navigation, not in-
cluding the river courses west of the Oregon or Rocky
-
}
103202
mountains,
-
Digitized by Google
OF THE UNITED STATES.
487
Which 163974 miles of artificial navigation, treated of in the
serted Articles, No. 1 to 159, and whereof the foregoing list
marked A is a recapitulation, is composed of, viz.
1. Canals of communication, as enumerated and particularized
n
another list, marked B.
2. River stream navigation by improvements, with and with-
out the aid of canals; and whether by lock and dam, or by the
Juice mode, as enumerated and particularized in a third list,
marked C.
Say, B. Miles, 107424
C.
5655 together, Miles, 163974, equal to A.
In these 5655 miles of river stream improvements, as per list
C, the beds of the Mississippi and Ohio rivers are, however,
not included, although works are in prosecution for the clearing
away obstructions in them: and besides, improvements will be
extended to the navigable condition of other rivers than those
already designated, successively, from year to year: other con-
necting canals also will be projected, and, in due course of time,
be executed, by boards of public works or internal improve-
ment, now established by law in many of the states of the Union,
or by individual enterprise.
Of the 107421 miles of canal in the List B. as above, some
further analysis may be given; namely ;
Miles.
In New-England:
The Middlesex canal ; long since finished,
-
-
27
The Farmington canal ; and its prolongation, the
Hampshire and Hampden canal : now well ad-
vanced, -
102
The Blackstone canal: nearly finished,
-
-
45
In New-York state:
The Champlain canal, and Glen's falls feeder,
-
704
The Erie canal,
-
-
363
The Oswego canal ; finished,
-
-
-
-
38
The Delaware and Hudson canal ; finished,
-
-
81
The Cayuga and Seneca canal ; finished,
-
-
21
In New-Jersey state :
The Morris canal ; now well advanced,
-
-
1011
In Pennsylvania :
The Schuylkill works, up to Mill creek,
-
-
1104
The Union canal, and Pine Grove feeder,
-
-
105
The Lackawaxen canal and rail road, up to Carbon-
dale ; nearly finished,
-
-
41
Amount carried forward, 11051
Digitized by Google
488
INTERNAL NAVIGATION
Amount brought forward,
1105
The Lehigh canal works, and raid road to Mauch
Chunk coal mine,
-
-
-
-
-
-
56
The Chesapeake and Delaware canal,
-
-
-
14
The Conestoga canal,
-
-
-
-
-
-
15
The Conewago canal,
-
-
-
-
-
-
3i
The state canal and rail road. Many sections of the
principal divisions now in active progress. 192
miles of canal along several of the sections are
preparing for open navigation, between the 1st of
September and the 1st of November next, or spring
of 1830; though some demur is occasioned by a
want of due legislative provision,
-
-
-
10221
The state canals of Ohio :
-
In active progress. Of these, the Cleaveland and
Scioto division measures 322 miles, whereof 250$
miles are now finished, or under contract; and
the Miami division measures 290 miles, whereof
674 miles are finished,
-
-
-
-
612
The Chesapeake and Ohio canal :
In satisfactory progress: and whereof 50 miles, on
the Eastern section, expected to be finished next
spring,
-
-
-
-
-
-
-
371
The Baltimore and Ohio rail road :
In active progress: and whereof 66 miles expected
to be finished this year, 1829, or in the ensuing
spring,
-
-
-
-
-
-
-
-
350
The Maryland Deposite canal,
-
-
-
-
10
In Virginia,
The state project of a two-fold communication, east
and west; viz. from tide water, through the James
river course, across by New river, to Great falls
of the Kanhaway; and through the Roanoke river
course, to the same; with a canal of connexion
between the two. Of this project, 37 miles along
the James river section are finished,
-
-
7261
In North Carolina,
The Dismal swamp canal; now nearly finished,
-
23
The Weldon canal,
-
-
-
-
-
-
12
In South Carolina,
The Santee canal,
-
-
-
-
-
22
Amount carried forward, 43491
Digitized by Google
OF THE UNITED STATES.
489
Miles.
Amount brought forward,
43491
In Georgia state,
The Savannah and Ogatchee canal, and the Ogatchee
and Alatamaha canal ; in progress, and, by terms
of charter, to be finished by the year 1832,
-
66
In Kentucky state,
The Louisville and Portland canal,
-
-
-
2
Making a total now finished, or in a course of execu-
tion, including 5481 miles of rail road, -
-
-
44171
The routes of which, (excepting the Baltimore and Ohio rail
road route ; which nearly corresponds with the Chesapeake and
Ohio canal route,) are traced on the map in RED LINES. The
remaining 6S331 miles of canal, being merely contemplated, are
traced on the map in YELLOW LINES.
This is the canal and rail road state down to July, 1829.
There are a few other canals of the book than those above stated,
on which small beginnings have been made ; and other project-
ed or contemplated ones ; also rail roads, especially the great pro-
ject of New-England ; these will successively be taken up, pro-
secuted, and made to become realities.
After closing for the United States, in regard to the present
subject, and the several incidental matters which follow, the reader
will perceive, that the Canada canals have claimed to be brought
under notice, as somewhat pertinent to the occasion, and recom-
mending their admission as a finishing stroke to this book.
Much has latterly been done by the general government in
the cause of internal improvement. Since a wider range, than
formerly was the case, has happily been taken, in construing
some of the provisions of the federal constitution which have
a bearing upon the subject, the consequences have been, so to
speak, as an electrical stimulant to the body of the nation. In
1824, congress passed an act, authorizing the organization of a
board of military and civil engineers, to make surveys and esti-
mates of such roads and canals as the president should deem of
national importance for mail, or military, or commercial pur-
poses: since which time, a United States board of internal im-
provement has therefore been in existence, and sundry appro-
priations, to a large amount, out of the nation's income, have
been made by congress, to assist the execution of improvements
of general utility.
SQ
Digitized by Google
490
INTERNAL NAVIGATION
Applications to the president, or to the war department of
state, for engineers, to make preliminary surveys, in regard to
proposed undertakings of national importance, are a necessary
consequence; and parties are appointed to the service according-
ly, on every application, whether by state authority, or by is-
dividuals of any of the states, where such proposed works are
respectively to be gone into, or desired.
It appears, by an official statement, that the United States
board of internal improvement, have been occupied, during the
season now expired, (1827) on the following objects ;-
A report of a mail route between the cities of Baltimore and
Philadelphia.
A report, plan, and estimate of a canal to connect Lake Post-
chartrain with the Mississippi river at New-Orleans.
Examination of the Florida peninsula, for a canal across.
Examination between the bays of Mobile and Pensacola, for
a canal to connect them.
Examination of the country from New-Orleans to Knoxville,
for a national road, via Baton Rouge, from Washington city to
New-Orleans, through West Tennessee.
Examination for an improved communication, between St.
Mary's harbour and the mouth of St. John's river.
It also appears, by a report from the engineer department,
that the distribution of duties to the topographical and civil en-
gineers, during the season, was as here follows ;-viz
One brigade on the survey to connect the Atlantic sea with
the Gulf of Mexico, by canal across the Florida peninsula; which
the party have accomplished, and a report is preparing.
One brigade on the surveys hereunder ;-
1. For removing obstructions to the navigation of the Pisca-
taqua river, state of Maine.
2. For deepening the channel at the bar of Merrimack river.
3. For removing obstructions in the Saugatuck river and har-
bour.
4. For removing obstructions in Mill river harbour, Connec-
ticut.
5. For the erection of a beacon in Black Rock harbour, Fair-
field, Connecticut.
6. For the construction of piers at Little Compton harbour,
Rhode Island.
7. For improving a part of the harbour of Newport, Rhode
Island.
8. For the erection of a pier in Warren river, Rhode Island,
at the entrance of the harbour.
9. For the erection of a pier in Stonington harbour, Connec-
ticut.
10. For the examination and survey, by different routes, to
Digitized by Google
OF THE UNITED STATES.
491
locate a canal between Taunton and Weymouth, Massachusetts,
not yet finished.
One brigade on the examinations and surveys for connecting
the waters of Lake Erie with the Ohio river at Pittsburg, viz.
1. Surveyed a route from the head of the main feeder, Con-
neaught reservoir, along the valley of French creek, to Miles's
branch, up Le Bœuf, and across the Tamarack swamp and Bea-
ver dam summits, to the port of Erie.
2. Surveyed a feeder, from the junction of Miles's branch and
French creek to both these summits.
3. Surveyed an experimental line for the establishment of
the Conneaught and Elk route, from the valley of the latter
creek to the town of Erie.
4. Surveyed the route from Pittsburg to Conneaught lake, by
the valley of the Alleghany river and French creek.
5. Surveyed and determined the position of a canal from the
Akron summit of the Ohio state canal, to the eastern side of the
ridge dividing the waters of the Mahoning from those of the
Cuyahoga; with the lines of feeders for conducting supplies of
water to the same.
6. Examined the ground east of the Shenango river, and the
valley of the Mahoning, to Ravenna.
One brigade, on completing the surveys of different routes for
a canal between Lake Memphramagog and Lake Champlain, by
way of La Moëlle and Black rivers and for a canal from Lake
Champlain to the Connecticut river, by the valley of Onion
river.
A topographical engineer and assistant, on examinations for a
national road between Washington city and Buffalo, and another
one from Zanesville in Ohio state, to Florence in Alabama.
One brigade, on surveys to determine as to the practicability
of uniting the waters of the Great Kanhaway with those of James
river, by a canal.
Three brigades, on examinations and surveys for the Balti-
more and Ohio rail road, in co-operation with the Company's
surveyors.
One brigade, on surveying the swash in Pamplico sound, North
Carolina, and the flats of Cape Fear river, below Wilmington ;
also in part, a route for the proposed canal between the Neuse
and North river leading to Beaufort harbour.
A topographical party, on surveying, in part, the obstructions
of the Muscle shoals in the Tennessee river ; also a route for the
proposed canal between the waters of the Hiwassee and Coosa
rivers in Alabama.
One brigade, on surveying a route for the proposed canal be-
tween Baltimore and the intended Chesapeake and Ohio canal;
Digitized by Google
492
INTERNAL NAVIGATION
and an extension of the same from Baltimore, or from some in-
termediate point to the city of Annapolis.
One brigade, on surveying a route for the proposed canal to
connect the Maumee river of Lake Erie with the Wabash.
Commissioners, under act of congress, 3d March, 1825, on
marking out a road from the vestern frontier of Missouri state,
to the confines of New-Mexico.
A. civil surveyor, on surveying divers routes for a continua-
tion of the national road from Cumberland to Washington city.
A special commissioner, on preliminary and experimental
surveys for a continuation of the national road from Zanesville,
westward, and an actual location thereof as far as the boundary
line between Indiana and Illinois states. The section of national
road between the Ohio river and Zanesville is partly completed.
Two civil engineers, on making a re-examination of the Chesa-
peake and Ohio canal route, for the purpose of forming new es-
timates of the cost of the canal.
Engineers and agents, on the several objects as follows ;-
Under act of congress, 2d March, 1827, for repairs of the as-
tional road from Cumberland and Wheeling, in part.
Under the same act, the construction of a road between the
Maumee river of Lake Erie and Detroit ; also a road from De-
troit to Saganaw river and bay, and another one from Detroit to
Fort Gratiot.
Under act of congress, 26th May, 1824, for deepening the chan-
nel leading to the harbour of Presqu' isle, Lake Erie; and for
the preservation of Plymouth beach.
Under acts of congress, 24th May, 1824, and 3d March, 1827,
for improving the navigation of the Ohio and Mississippi rivers.
Under act of congress, 2d May, 1827, for the erection of a pier
in Dunkirk harbour, New-York, and for the improvement of
Cleaveland harbour, Lake Erie; also for the construction of two
piers at the mouth of Oswego harbour, Lake Ontario.
For removing obstructions to the navigation of Saugatuck river,
and protecting the harbour.
For the erection of a pier at the mouth of La Plaisance bay,
Michigan.
For the erection of piers, placing of beacons, and removing
of obstructions at and near the entrance of Saco harbour, state of
Maine.
For the erection of piers at the mouth of Buffalo creek, Lake
Erie.
For the erection of piers at the mouth of Ashtabula creek,
Lake Erie.
For the erection of piers at Cunningham's creek, at Grand
river, and at Huron river, state of Ohio.
Digitized by Google
OF THE UNITED STATES.
493
The improving the navigation of Sackett's harbour, Lake On-
tario.
For the erection of a pier at Belfast harbour, state of Maine.
For the erection of new piers and repairing of old ones at
Newcastle harbour, in the River Delaware.
For removing of obstructions and deepening the harbour of
Mobile, in the Gulf of Mexico.
Under act of congress, 20th May, 1826 surveying the public
piers at Chester, on the river Delaware, and estimating the ex-
pense of needful repairs.
Under act of congress, 2d March, 1827, examining the public
piers at Marcus hook, and Fort Mifflin, Delaware river ; and
forming plans for improvements, with estimates.
Inspection of the Chesapeake and Delaware canal, by a mili-
tary and a civil engineer.
The president, in his message to congress, with obvious pro-
priety, observes;
" All the officers of both corps of engineers, with several
other persons duly qualified, have been constantly employed on
these services, since the passage of the act of 30th April, 1824,
to this time. Were no other advantages to accrue to the coun-
try from their labours, than the fund of topographical knowledge
which they have collected and communicated, that alone would
have been a profit to the Union, more than adequate to all the
expenses which have been devoted to the object. But the ap-
propriations for the repair and construction of the Cumberland
road, for the construction of various other roads, for the remo-
val of obstructions from rivers and harbours, for the erection of
light houses, beacons, piers, and buoys, and for the completion
of canals undertaken by individual associations, but needing the
assistance of means and resources more comprehensive than in-
dividual enterprise can command, may be considered as treasures
laid up from the contributions of the present age, for the benefit
of posterity."
The document next presented, is a statement, as transmitted
on the 28th April, 1828, by the secretary of war, to congress,
and embraces the whole subject, down to this period, of the
works of internal improvement on the part of the federal go-
vernment, since the time referred to, i. e. 30th April, 1824, viz.-
Digitized by Google
A LIST of the different works of Internal Improvement, comprising routes for Roads and Canals; attempts to improve the Navigation of Rivers,
494
Lakes, Creeks, and Bays; and to protect Coasts and Islands, that have been undertaken or projected by the Federal Government within the
different States and Territories, from the year 1824 to the year 1827, inclusive: showing how many works, and of what kind, have been under-
taken or projected in each State and Territory within that time: the amount intended, or deemed necessary, to be expended in the execution of
each work, 80 far as the same has been estimated; and the time which each will probably require for its completion, as far as practicable.
In what state or ter-
Estimated cost
Estimated
Designation of the different works.
ritory located.
of execution.
time for
Remarks.
completion.
A national road from Washington city, district of Colum-
Four routes examined; not
bia, to New-Orleans, Louisiana,
surveyed-not projected.
A mail road from Baltimore, Maryland, to Philadelphia,
Maryland, Delaware,
Reconnoitred-not project-
-
Pennsylvania,
and Pennsylvania,
ed.
A national road from Washington city, district of Co-
District of Columbia,
lumbia, to Buffalo, New-York,
Maryland, Pennsyl-
vania, New-York,
$1,877,063 92
A road from a point opposite to Memphis, in Tennessee,
to Little Rock, in Arkanshs territory,
Arkansas territory,
INTERNAL NAVIGATION
Extension of the Cumberland road to the district of Co-
Virginia, district of
Digitized by Google
ROADS.
lumbia,
in
Columbia,
Survey not completed.
Continuation of the construction of the Cumberland road,
from Canton to Zanesville, Ohio,
Ohio,
595,000 00
Surveying and locating the continuation of the Cumber-
land road, from Zanesville to the permanent seat of go-
Ohio, Indiana, Illi-
nois, Missouri,
Located to dividing line be-
vernment of Missouri,
tween Indiana and Illinois.
A road from the Black swamp road to Cadiz, in Ohio, and
thence to Wheeling, in Virginia, and Washington, in
Pennsylvania,
Ohio, Pennsylvania,
A road from the Black swamp road, through Wooster,
Canton, New-Lisbon, and Beavertown, to Pittsburg,
Pennsylvania,
Ohio, Pennsylvania,
A road from a point in the north-west boundary of Ohio,
near the foot of the rapids of the Miami of Lake Eris,
to Detroit, Michigan,
Michigan,
41,500 00
in 1828
A road from Chicago, Illinois, to Detroit, Michigan territory,
Illinois, Michigan,
A road from Little Rock to Cantonment Gibson, Arkansas,
Arkansas territory,
Marking a road from the western boundary of Missouri to
ROADS.
the confines of New-Mexico,
Repairing the Cumberland road, between Cumberland,
Maryland, Pennsylva
Maryland, and Wheeling, Virginia,
nia, Virginia,
A road from Detroit to Saganaw river and bay, Michigan,
Michigan territory,
A road from Detroit to Fort Gratiot, in Michigan,
Do.
do.
A road from Zanesville, Ohio, to Florence, Alabama,
Ohio, Kentucky, Ten-
nessee, Alabama,
A rail road from Baltimore to the Ohio river,
Maryland, Pennsylva-
nia, Virginia,
Maryland, dist. of Co-
Chesapeake and Ohio canal,
lumbia, Pennsylva-
nia, Virginia,
22,375,427 69
Continuation of the Chesapeake and Ohio canal to Lake
Erie,
Ohio, Pennsylvania,
Surveys not completed.
Continuation of Chesapeake and Ohio canal to Alexandria,
ROUTES FOR CANALS.
in the district of Columbia,
District of Columbia,
158,673 00
OF THE UNITED STATES.
Canal from the Alleghany river to the Susquehanna and
Schuylkill rivers,
Pennsylvania,
Canal to connect the Delaware and Rariton rivers,
New-Jersey,
Canal to connect Barnstable and Buzzard's bays, Mass.
Massachusetts,
Surveyed-not projected.
Canal from the Mississippi river to Lake Pontchartrain, La.
Louisiana,
Chesapeake and Delaware canal,
Maryland, Delaware,
1,935,000 00
Canal from Lake Memphramagog to Connecticut river,
in
Vermont, New
Hampshire,
Digitized by Google
Brunswick canal, to connect the Merrymeeting and Casco
bays,
Maine,
Cobbasse Contee canal, to connect the waters of the Kenne-
bec, at Gardner, with those of the Androscoggin, at Leeds,
Maine,
495
A LIST of the different works of Internal Improvement, comprising routes for Roads and Canals; attempts to improve the Navigation of Rivers,
494
Lakes, Creeks, and Bays : and to protect Coasts and Islands, that have been undertaken or projected by the Federal Government within the
different States and Territories, from the year 1824 to the year 1827, inclusive: showing how many works, and of what kind, have been under-
taken or projected in each State and Territory within that time; the amount intended, or deemed necessary, to be expended in the execution of
each work, so far as the same has been estimated; and the time which each will probably require for its completion, as far as practicable.
In what state or ter-
Estimated cost
Estimated
Designation of the different works.
ritory located.
of execution.
time for
Remarks.
completion.
A national road from Washington city, district of Colum-
Four routes examined not
bia, to New-Orleans, Louisiana,
surveyed-not projected.
A mail road from Baltimore, Maryland, to Philadelphia,
Maryland, Delaware,
Reconnoitred-not project-
Pennsylvania,
and Pennsylvania,
ed.
A national road from Washington city, district of Co-
District of Columbia,
lumbia, to Buffalo, New-York,
Maryland, Pennsyl-
vania, New-York,
$1,877,063 92
A road from a point opposite to Memphis, in Tennessee,
to Little Rock, in Arkanshs territory,
Arkansas territory,
INTERNAL NAVIGATION
Extension of the Cumberland road to the district of Co-
Virginia, district of
lumbia,
Digitized by Google
ROADS.
Columbia,
Survey not completed.
Continuation of the construction of the Cumberland road,
from Canton to Zanesville, Ohio,
Ohio,
595,000 00
Surveying and locating the continuation of the Cumber-
land road, from Zanesville to the permanent seat of go-
an
Ohio, Indiana, Illi-
vernment of Missouri,
nois, Missouri,
Located to dividing line be-
tween Indiana and Illinois.
A road from the Black swamp road to Cadiz, in Ohio, and
thence to Wheeling, in Virginia, and Washington, in
Pennsylvania,
Ohio, Pennsylvania,
^ road from the Black swamp road, through Wooster,
Canton, New-Lisbon, and Beavertown, to Pittsburg,
Pennsylvania,
Ohio, Pennsylvania,
A road from a point in the north-west boundary of Ohio,
near the foot of the rapids of the Miami of Lake Erie,
to Detroit, Michigan,
Michigan,
41,500 00
in 1828
A road from Chicago, Illinois, to Detroit, Michigan territory,
Illinois, Michigan,
A road from Little Rock to Cantonment Gibson, Arkansas,
Arkansas territory,
Marking a road from the western boundary of Missouri to
ROADS.
the confines of New-Mexico,
Repairing the Cumberland road, between Cumberland, {
Maryland, Pennsylva
Maryland, and Wheeling, Virginia,
nia, Virginia,
A road from Detroit to Saganaw river and bay, Michigan,
Michigan territory,
A road from Detroit to Fort Gratiot, in Michigan,
Do.
do.
A road from Zanesville, Ohio, to Florence, Alabama,
Ohio, Kentucky, Ten-
nessee, Alabama,
A rail road from Baltimore to the Ohio river,
Maryland, Pennsylva-
nia, Virginia,
Maryland, dist. of Co-
Chesapeake and Ohio canal,
lumbia, Pennsylva-
nia, Virginia,
22,375,427 69
Continuation of the Chesapeake and Ohio canal to Lake
Erie,
Ohio, Pennsylvania,
Surveys not completed.
Continuation of Chesapeake and Ohio canal to Alexandria,
ROUTES FOR CANALS.
in the district of Columbia,
District of Columbia,
158,673 00
OF THE UNITED STATES.
Canal from the Alleghany river to the Susquehanna and
Schuylkill rivers,
Pennsylvania,
Canal to connect the Delaware and Rariton rivers,
New-Jersey,
Canal to connect Barnstable and Buzzard's bays, Mass.
Massachusetts,
Surveyed-not projected.
Canal from the Mississippi river to Lake Pontchartrain, La.
Louisiana,
Chesapeake and Delaware canal,
Maryland, Delaware,
1,935,000 00
Vermont, New
Canal from Lake Memphramagog to Connecticut river,
Digitized by Google
n
Hampshire,
Brunswick canal, to connect the Merrymeeting and Casco
bays,
Maine,
Cobbasse Contee canal, to connect the waters of the Kenne-
bec, at Gardner, with those of the Androscoggin, at Leeds,
Maine,
495
LIST OF WORKS-CONTINUED.
496
Estimated
Designation of the different works.
In what state or ter-
Estimated cost
time for
Remarks.
ritory located.
of execution.
completion.
Ammonusuck canal, to unite the waters of the Connecticut
with those of the Androscoggin, by Ammonusuck and
Dead rivers,
New-Hampshire,
Sunapee canal, to connect the Connecticut with the Mer-
rimack river near Concord,
Do. do.
Oliverian canal, to connect the waters of the Connecticut,
near Haverhill, with those of Merrimack, near Plymouth,
Do. do.
Winnepiseogee canal, to connect the Winnepiseogee lake,
with the navigable waters of Cocheco, at Dover, and
ROUTES FOR CANALS.
from thence by the Piscataqua, to effect a connexion
with the harbour of Portsmouth,
Do. do.
Pasumpsick canal, to unite the waters of the Connecticut
with those of Memphramagog lake,
Do. do.
Rutland canal, to connect, by water communication, the
town of Rutland, Vermont, with the northern canal at
-INTERNAL NAVIGATION
Digitized by Google
Whitehall,
Vermont,
Canal between Baltimore and the Potomac river,
in
Maryland, district of
Columbia,
2,980,815 00
Canal to connect the Chesapeake and Ohio canal, with the
Pennsylvania canal,
Pennsylvania,
-
Canals to connect the head waters of the Kanhaway, with
James and Roanoke rivers,
Virginia,
Surveys not completed.
Canals to connect the waters of Lake Michigan with those
of the Wabash,
Canal to connect the Wabash with White river, by Missis-
sineway river, and by Ponceaupscheau river,
1
Indiana, Ohio,
2,368,731 21
Estimate in part-surveys
Canals to connect the Ht. Mary's, St. Joseph's, and Wa-
not completed.
beeb rivers, with the Ohio river,
Canal to overcome the obstructions presented by the Falls
of Ohio,
Indiana,
Canal to connect the Tennessee with the Coosa river,
Alabama,
Canal to connect the Atlantic with the Gulf of Mexico,
Surveyed-not projected.
across the Peninsula of Florida,
Florida territory,
-
.
Canal to unite the waters of the Potomac and Rappahan-
Surveyed-not projected.
nock rivers,
3 R
ROUTES FOR CANALS.
Virginia,
Examined.
Canal from the Mahoning river at Warren, to the portage
summit of the Ohio canal,
Ohio,
-
-
Examined.
Canal to connect the Mississippi river with Lake Borgne,
Louisiana,
-
-
Examined.
Canal from Taunton to Weymouth,
Massachusetts,
-
Montpelier canal, to connect the waters of Lake Cham-
Survey not completed.
plain with those of the Connecticut, by Onion and
White river valleys,
Vermont,
La Moëlle canal, to connect Lake Memphramagog with
Lake Champlain, by the valleys of La Moëlle and Black
rivers,
Do.
.
-
Canal between the Neuse and North rivers, in North Ca-
rolina,
North-Carolina,
-
Canal to unite the waters of Elizabeth river with Lock-
Surveyed-not projected.
wood's folly, North Carolina,
Do.
do.
-
Surveyed.
Improvement of the navigation of the Connecticut river,
from Barnet, Vermont, to Lake Connecticut,
in
Vermont, New-
OF THE UNITED STATES.
Hampshire,
Improvement of the navigation of Kennebeck river, from
Bath to Scowhegan,
Maine,
-
ATTEMPTS, &c.
Survey and level of the Androscoggin river,
-
Do.
-
.
Surveys of the mouth of Black river and Conneaught creek,
on Lake Erie, with a view to their improvement,
Ohio, Pennsylvania,
Improving the navigation of the Tennessee river,
Tennessee,
Digitized by Google
Pennsylvania, Virgi-
Improving the navigation of the Ohio and Mississippi ri-
{
nia, Ohio, Kentucky,
vers,
Tennessee, Missis-
sippi, Missouri, Ar
kansas T. Louisiana,
497
LIST OF WORKS-CONTINUED.
498
In what state or ter-
Estimated cost
Estimated
Designation of the different works.
ritory located.
of execution.
time for
Remarks.
completion.
Deepening the channel leading into the harbour of Presqu'
isle, on Lake Erie,
Pennsylvania,
35,223 18
in 1828
Repairing Plymouth beach,
Massachusetts,
38,896 90
1828
Building a pier at Steele's ledge, near the harbour of Bel-
fast, Maine,
Maine,
-
1,200 00
1828
CREEKS, AND BAYS; AND TO PROTECT COASTS, &c.
Preservation of a point of land forming Provincetown har-
bour,
Massachusetts,
3,500 00
1828
Removing obstructions to the navigation of Piscataqua river,
New-Hampshire,
Building a lighthouse at the harbour of Edgartown, and
preventing the harbour from filling up with sand,
Massachusetts,
4,273 56
1828
Deepening the channel over the bar at the mouth of Mer-
rimack river,
Maine,
-
32,080 27
Improvements in the harbour of Hyannis, for the safe an-
chorage of vessels,
Massachusetts,
10,650 00
1828
INTERNAL NAVIGATION
Digitized by Google
Building a pier and repairing the old one, at the mouth of
Buffalo creek, New-York,
New-York,
49,000 00
1828
Cleaning out and deepening the harbour of Sackett's har-
bour, New-York,
Do.
-
-
3,000 00
1828
Improving the navigation of the bay and harbour of Oswego,
Do.
-
-
33,348 64
1828
Building piers and repairing old ones, and deepening the
water around them, at New-Castle, Delaware,
Delaware,
-
25,000 00
1828
Survey of the public piers at Chester, in the River Dela-
ware, to determine upon the expediency of accepting
the cession thereof from Pennaylvania,
Pennsylvania,
-
Removing obstructions at the mouth of Grand river, Ohio,
Ohio,
-
Removing Ohio, obstructions at the mouth of Ashtabula creek,
14,755 11
1828
Do.
14,403 so
1828
Removing obstructions at the mouth of Cunningham creek,
Ohio,
Ohio,
3,517 76
1828
Removing obstructions at Huron river, Ohio,
Do.
9,413 35
1828
Improving the navigation of La Plaisance bay, Michigan,
Michigan territory,
3,977 81
1828
Survey of Sandusky bay, to ascertain the expediency and
expense of constructing piers to improve the navigation
thereof,
Do.
do.
ATTEMPTS To IMPROVE THE NAVIGATION OF RIVERS, LAKES,
Removing obstructions to the navigation of Saugatuck ri-
Connecticut,
1,500 00
1828
ver,
Survey of the swash in Pamplico sound, near Ocracock in-
let, for the purpose of ascertaining whether the chan-
nel through the same can be deepened,
North-Carolina,
-
Survey of Cape Fear river, below the town of Wilming-
ton, North-Carolina, with a view to its improvement,
Do.
do.
-
Survey of Roanoke inlet and sound, with a view of ascer-
taining the practicability of making a permanent ship
channel between Albemarle sound and the Atlantic
ocean, at Roanoke inlet, or elsewhere,
Do.
do.
-
Removing obstructions and deepening the harbour of Mo-
bile,
Alabama,
8,000 00
1828
OF THE UNITED STATES.
Surveys of Marblehead and Holmes' hole,
Massachusetts,
Erecting a pier at the mouth of Dunkirk harbour, N. Y.
New-York,
9,000 00
1828
Improving Cleaveland harbour, Ohio,
Ohio,
.
10,000 00
1828
Improving the harbour at the mouth of Pascagoula river,
Mississippi,
-
25,500 00
Surveys to ascertain the expediency and expense of con-
structing piers to improve the harbour of Church's cove,
in the town of Little Compton,
Rhode-Island,
24,062 85
Digitized by Google
Surveys to ascertain the expediency and expense of erect-
ing a pier in Stonington harbour,
Connecticut,
37,145 00
Examining the public piers at Port Penn, Marcus hook,
and Fort Mifflin, in the River Delaware, with a view to
n
Pennsylvania, repair-
ing, $4,412 43; im-
91,689 33
repairing and improving the same,
proving,
499
502
INTERNAL NAVIGATION
43. Red river, Louisiana and Arkansas.
44. Mississippi river.
45. Ohio river.
46. Repairs of the Cumberland road, between Cumberland
and Wheeling.
47. Road from Canton to Zanesville.
48. Road westwardly, from Zanesville, in Ohio.
49. Road through Indiana.
50. Road from Detroit to Chicago, Michigan territory.
51. Road from Detroit to Fort Gratiot, Michigan territory.
52. Road from Detroit to Saganaw, Michigan territory.
53. Road from Detroit to Maumee.
Also, the surveys here enumerated :-
SURVEYS UNDER SPECIAL ACTS AND RESOLU-
TIONS OF CONGRESS.
Of the surveys enumerated under this head, as in progress at
the time of my last annual report, all have been completed, and
were reported to congress last year, except the survey of the
Wabash river, and the examination of sites for an armory on
the western waters, on which a report will be made this winter.
Those ordered at the last session of congress, are-
1. Survey of the ship channel of Penobscot river, Maine, from
Whitehead to Bangor, and ascertaining the cost of improving
the navigation of the same, and proper sites for spindles and
buoys.
2. Survey of the Cocheco branch of Piscataqua river, New-
Hampshire, from Dover falls to its confluence with the Piscata-
qua, for the purpose of ascertaining the practicability of remov-
ing obstructions to navigation, and the cost.
3. Survey of North river, between Scituate and Marshfield,
Massachusetts, to ascertain the expediency of removing ob-
structions at the mouth of the same, and to make an estimate of
cost.
4. Survey of the piers erected at Sandy bay, Massachusetts;
to report the condition of the same, and what works are neces-
sary to make a good and safe harbour at that place, together with
an estimate of the cost.
5. Survey of the harbour of Bass river, between Yarmouth
and Dennis, Massachusetts, to ascertain the practicability and
expense of improving the said harbour.
6. Survey of the River Thames, Connecticut, with a view to
i mprove the navigation of the same, and estimating the cost of
such improvement.
7. Survey of the harbour of West Brook, near the mouth of
Connecticut river, Connecticut, with a view to the improve-
Digitized by Google
OF THE UNITED STATES.
503
ment of said harbour, and for ascertaining the cost of such im-
provement.
8. Survey of the harbour of Norwalk, Connecticut, with a
view to its improvement.
9. Survey of the harbour of Stamford, Connecticut, with a
view to its improvement.
10. Survey of the bars at the mouth of Sag harbour, New-
York, to ascertain the best method of preventing the harbour
being filled up with sand, and the cost of the same.
11. Survey of Flat beach,. alias Tucker's island, New-Jer-
sey, with a view to preserve the anchorage of the port, and to
report an estimate of the cost of such improvements as may be
necessary to effect those objects.
12. Survey of Deep creek, a branch of the South branch of
Elizabeth river, Virginia, for the purpose of improving the na-
vigation of the same, and an estimate of the cost.
13. Survey of Pasquotank river, North Carolina, for remov-
ing bars and obstructions in the same, and an estimate of cost.
14. Survey of the harbour of St. Augustine, and the bar at
or near the entrance of the same, with a view to remove the lat-
ter, and to render the access to the harbour safe at all times,
and to make an estimate of the cost of accomplishing that ob-
ject.
15. Survey of the water tract between Lake Pontchartrain
and Mobile bay, with a view to the erection of light-houses, and
placing buoys.
16. Survey of the passes at the mouth of the Mississippi ri-
ver, with a view to the improvement of the navigation, and
building light-houses and placing buoys.
17. Survey of the entrance of the River Teche, with a view
to improve and shorten the navigation of the same, and an esti-
mate of the cost of such improvement.
18. Survey of certain sites on the Ohio river, to ascertain the
practicability of erecting bridges over said river.
These surveys have been made; and the reports, some of
which have been already received, will be presented as soon as
practicable.
19. The surveys for continuing the location of the national
road to the seat of government of Missouri, have been diligent-
ly prosecuted this season.¹ At the date of my last annual report,
the location had been effected as far as Vandalia : since that time,
experimental surveys have been made from Vandalia, through
St. Louis, along the south side of the Missouri, to Jefferson ;
thence, in returning, along the north side of the Missouri, back
to Vandalia, which place the commissioners expected to reach
about the 25th of October. In the course of this winter, there-
fore, such a report may be expected, as will afford the means of
Digitized by Google
504
INTERNAL NAVIGATION
deciding on the most advantageous route for the road beyond
Vandalia.
SURVEYS UNDER THE ACT OF THE 30th APRIL,
1824.
The operations under this head, during the year past, in ad-
dition to those reported to congress at its last session, have been
as follows :-
1. Preparing copies of various maps required by the commis-
sioners for settling the north-east boundary of the United States.
Maine.
2. Surveys, with a view to connect the waters of Lake Cham-
plain with those of the Connecticut river, by the valleys of Onion
and Wills' rivers. Vermont.
3. Survey, with a view to unite the Connecticut and Pemi-
gewasset, by the valley of the Oliverian. New-Hampshire.
4. Survey of a canal route from Taunton to Weymouth.
Massachusetts.
5. Survey of a route for a rail road from Catskill to Ithaca.
New-York.
6. Survey to connect the Pennsylvania and Ohio canal, by
the valleys of the Big Beaver and Mahoning. Pennsylvania and
Ohio.
7. Survey of the Alleghany river, from French creek to Pitts-
burg. Pennsylvania.
8. Surveys for the location of a canal round the Muscle and
Colbert shoals, in the Tennessee river. Alabama.
9. Surveys for the location of a rail road from Charleston to
Hamburg. South Carolina.
10. Preparation of a map of Pensacola bay. Florida.
11. Survey of the country between the Tennessee and Ala-
tamaha rivers, and preparation of a report on the same. Georgia
and Tennessee.
12. Surveys of Licking and Green rivers, in Kentucky, with
a view to improve their navigation. Kentucky.
13. Surveys, with a view to connect the waters of Lakes
Erie and Michigan with those of the Ohio and Illinois rivers.
Indiana.
14. Survey of a canal route to connect the waters of Lake
Michigan with those of the Illinois river. Illinois.
15. Surveys of the Des Moines and Rock river rapids, in the
Mississippi river. Illinois.
16. Survey and examination of the concerns of the Louisville
and Portland canal, made at the request of the secretary of the
treasury. Kentucky.
17. The aid previously afforded by the department to the
Digitized by Google
OF THE UNITED STATES.
505
Baltimore and Ohio rail road company, has been continued dur-
ing the year. Maryland.
The necessity of withdrawing some of the officers from the
duties in which they were engaged, for the purpose of making
the surveys enumerated in the preceding class, has prevented the
completion of some of the reports on those of this class, which
would otherwise have been rendered."
To these objects of permanent benefit, which by their nature
constitute so many real solid additions to the wealth of the na-
tion, and become, moreover, the surest foundation that can be
laid for an accelerated increase of the aggregate national wealth
taking place in periods to come, between three and four millions
of the income of this Union have, by laws enacted at the three
last sessions of congress, been applied ; and this has been done,
as is justly remarked by the president, without intrenching upon
the necessities of the treasury for other occasions, and without
adding a dollar to the debts of the community. There has, on
the contrary, within the same three years, been discharged, of
the public debt, contracted in former days, upwards of 16 mil-
lions of dollars
The plan laid down, of a total liquidation of this debt, now
reduced to 601 millions, is steadily adhered to, and the object
will undoubtedly be accomplished, nothing sinister happening,
within a very short period of years. Against which change of
things, ways and means are yet to be devised for the putting
out to usury," or (in other terms to speak of the approaching
difficulty) for the proper distribution and employment of a con-
siderable annual surplus of the nation's income. It is as yet a
question of much doubt, as to what may finally appear to the
wisdom of the nation's councils to be the best mode or modes
of applying her yearly surplus treasures for the most salutary,
and withal, increasingly beneficial purposes. A truly interesting
topic for discussion !
In the mean time, the United States' yearly revenue, incum-
bered, as it still is, with payments on account of some subsist-
ing debt, will yet be abundantly sufficient for an unremitted
prosecution of a certain regular system of national defence,
commensurate with the wants of the country, which, other ob-
jects not neglected, has now been in very successful progress for
some years past.
To the perfecting of, and maintaining this system of national
defence, in the first place and secondly, to the objects of pro-
gressive permanent improvement alluded to, together with the
necessary regular expense of administering the government
through its legislative, executive, and judiciary branches, the
$16,297,210-the exact sum.
3 St
Digitized by Google
506
INTERNAL NAVIGATION
whole of the public revenue will, in the course of a few years,
in virtue of the nation being discharged from debt, be at liberty
to be applied without reserve or diminution. The national debt
once liquidated, no other legitimate objects of expenditure than
the necessary one of administering the gov ernment, and the two
all important ones of defence and improvement, can have exis-
tence. The mode of distributing, or applying that portion of
the treasure which may annually go to effect improvements, will
be the only question at issue.
Now, by reference to the reports of the treasury, it will be
seen, that under present circumstances, the expenditure needed
per annum, for all the objects above designated, amounts, at ex-
treme allowances, especially as to the military establishment,
to about thirteen millions of dollars, including about one million
for internal improvements ; 80 that all the difference between
this sum of thirteen millions and what may prove to be the
amount annually of the nation's income, will be so much addi-
tional means to the million which the community will possess
for the purposes of improvement.
The thirteen millions here referred to, may be classed thus ;-
Military establishment, including the construction of
fortifications, acquisition of ordnance, and other
permanent preparations of national defence, from 41
to 6 millions, say,
-
-
-
$6,000,000
Navy, including a standing appropriation of 500,000
dollars per annum towards its gradual increase,
4,000,000
Civil, diplomatic, and miscellaneous, including ob-
jects of internal improvement,
-
-
- 3,000,000
$13,000,000
The nation's income is composed of two items; namely;-
1. The net amount accruing from duties on imports and ton-
nage.
2. Sales of public lands, which are, by law, pledged to the
creditors of the nation.
Of these two items, the aggregate amount, under the circum-
stances of the year expired, 1827, is about $22,000,000 but, if
an average of the three years, 1825, 1826, 1827, be taken, as a
better index to the truth we would arrive at, then the said ag-
gregate revenue, for the year, appears to be about $23,000,000;
as thus,
Customs.
Net amount in 1825,
-
-
$24,358,202
Do. in 1826,
-
-
20,248,054
Amount carried forward,
$44,606,256
Digitized by Google
OF THE UNITED STATES.
507
Amount brought forward,
$44,606,256
Net amount in 1827, estimated ona cer-
tainty of this sum, and great probabi-
lity of more,
-
-
20,248,054
$64,854,310
One third of which sum is,
-
-
-
-
$21,618,103
Sales of lands, for a year; 1 to 11 million; suppose,
1,500,000
$23,118,103
This, consequently, giving an excess (public debt apart) of
11,000,000 dollars, over and above the hypothecated 12,000,000
for administration and defence. But, to pursue the calculations a
step farther, with a view to arrive at, or, if not arrive at, to ap-
proach to a correct or very probable estimate as to what may
be the nation's annual income, from the same sources, at any
given period yet to come, (sinister accidents not intervening,
and especially no such alteration, in the impost, or tariff system,
taking place, as may have the effect of deteriorating the revenue
of the nation) it is here, with deference, submitted, as perhaps
not being a very exceptionable criterion, or rule, to calculate by,
viz.-
To take the ratio of the increase of the last three years over
the preceding three years, and apply that as a ratio of increase
for the next following three years, and so onward from one pe-
riod of three years to another.
How near to the truth this rule may approach, experience
alone can verify ; the plausibility it is at present presumed to
have, is chiefly, if not altogether, derived from a consideration
of the country's steadily advancing state in point of population,
and the great probability of a long, a very long continuance of
that state of advancement ; sufficient, it is presumed, for giving
scope, at one and the same time, both to an increase of manufac-
tures at home, and an increase of dutyable importations under a
tariff judiciously graduated.
Assuming, for the present, the rule to be a good one, the fol-
lowing figures will serve to exemplify its application, showing
what the annual revenue of the United States may amount to,
at the expiration of six years from the 1st January, 1828 ; the
epoch at which it is thought not unlikely the extinguishment of
the whole national debt will be effected, with the exception per-
haps of a small sum, not redeemable but by consent, before the
year 1835; and perhaps, too, government may choose to except
the 3 per cent. stock from being paid off ; but this is not abso-
lutely certain.
Digitized by Google
508
INTERNAL NAVIGATION
To proceed with the rule,
The net customs on imports and tonnage,
for the year 1822, amounted to
$20,500,775
The same, for
1823,
17,008,570
The same, for
1824,
20,385,430
Making, together,
$57,894,775
The same, for 1825, 1826, 1827, as above stated,
$64,854,310
The ratio of which is,-as 9 to 10 and a fraction.
Now, the average annual revenue on the 1st January, 1828,
being about $23,000,000 therefore,
As 9 to 10, so is $23,000,000 to $25,555,555, average annual
revenue, on the 1st January, 1831.
As 9: 10 : : $25,555,555 to $28,395,061, average annual
revenue, on the 1st January, 1834.
At which epoch, consequently, the present rule holding good,
and if it be assumed that the public debt will then have been paid
off, and no sinister event taking place to disturb this course and
order of things, there will be set at liberty the whole excess of this
amount of revenue over and above the twelve millions requisite
for the administration of the government, and works of defence:
and this excess, which here rises to upwards of sixteen millions,
and all subsequent, and still increasing, annual surplüses, will
claim to be applied, after such mode and form as shall be agreed
on, to the purposes of improvement, as above stated.
It would seem, at this place, not irrelevant to observe, (and
be it done with respect and deference) that a different course
from the one presupposed in the present calculations, does lie
open for choice. Should it, indeed, appear to the majority in
the national councils, preferable for the nation to have no sur-
plus revenue at all no annual balances in the treasury ; rather
than to surmount all the alleged difficulties in the way of dis-
posing of the same, this state of things can with readiness be
brought a bout by certain regulations of the tariff; as, for instance,
let the duties on some foreign articles of importation be reduced
or abolished, and the duties on some others be raised to a pitch
operating almost to prohibition, for the sake (as it is termed by
a multitude of individuals, who have been led to regard little or
no more than one side of the question) of fostering and encour-
aging our home fabrics;-let this be done, and then the receipts
of the custom house will soon sink down to the standard requir-
ed. But, such a course of policy it is not to be expected can pre-
vail. It may at least with great confidence be relied on, that if
experimental measures be adopted, which, after experience had,
shall be found, in their practical effect, as regards the nation at
Digitized by Google
OF THE UNITED STATES.
509
large, to be detrimental in the room of being beneficial, they
will not be allowed to subsist.
The president has made a pointed declaration of his senti-
ments to congress, on this important topic.
The great interests, he observes, of an agricultural, commer-
cial, and manufacturing nation, linked in union together, are
alike under the protecting power of the legislative authority ;
and the duties of the representative bodies are to conciliate these
interests in harmony. If the tariff adopted by congress, shall
be found, by experience, to bear oppressively upon the interests
of any one section of the Union, it ought to be, and I cannot
doubt will be, so modified as to alleviate its burthen." "The
object of the tariff was, to balance the burthens upon native in-
dustry, imposed by the operation of foreign laws, but not to ag-
gravate the burthens of one section of the Union by the relief
afforded to another. To the great principle sanctioned by the
tariff act, one of those upon which the constitution itself was
formed, I hope and trust the authorities of the Union will ad-
here. But, if any of the duties imposed by the act, only relieve the
manufacturer by aggravating the burthen of the planter, let a
careful revisal of its provisions, enlightened by the practical ex-
perience of its effects, be directed to retain those which impart
protection to native industry, and to remove, or supply the place
of those provisions which only subserve one great national in-
terest by the depression of a'nother."
NOTE.
The net revenue from customs, for the year 1827, is ascer-
tained to be 22,472,067 dollars.
An official exhibit from the treasury department of the United
States, furnishes an instance of custom house punctuality and
adroit management, not a little striking in its character. It is as
follows viz.
That the aggregate gross amount of duties, on merchandise im-
ported, received at the various United States custom houses,
from 1st January, 1790, to the 1st January, 1828, a period
of 38 years, is
-
-
-
-
-
$658,361,563
And that, during the same period, the aggregate
of bonds which have required to be put in
suit, is
-
-
-
-
-
-
4,369,617
Consequently, the whole defalcation upon the entire amount
of duties, for this period of 38 years, amounts to no more than
a two-third part of one per cent. Which it is presumed is equal
to any thing of the kind in the class of custom house operations,
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or that of even any other official results, where paying and re-
ceiving is the business, to be found now passing, or upon record,
in any other part of the commercial world. When it is consid-
ered, too, that extensive credits have all along been granted to
the payers of this revenue, the result may seem a little marvel-
lous, and give rise to a few satisfactory reflections and deductions
The subjoined extract, from an English publication on the
" Elements of Political Economy," may be regarded as not in-
appositely inserted at this place.
It leads to a consideration of .the question, whether the prin-
ciple of a total abolition of the restrictive laws and governmental
regulations touching matters of commerce, manufactures, and
agriculture, now subsisting throughout the world; and a univer-
sal and absolute freedom of trade and intercourse to take the place
thereof, can, or cannot safely be trusted and, if the principle
can be trusted, whether or not such a state or course of things
can or will be produced.
This may be sub-divided and extended, as follows ;-
Whether, provided it be allowed that such a state of universal
freedom, would have the effect of increasing the productions,
the riches, and consequently the physical enjoyments and com-
forts of the whole world, collectively taken, as an aggregate,
the establishment of such universal freedom be, or be not,
practicable, consistent with, and necessarily productive of an in-
crease of the physical enjoyments of every individual nation and
state composing the whole, each one considered in its distinct and
separate capacity ? If which should be decided in the affirma-
tive, then the most immediate question remaining for solution,
stands thus ;-what are the preliminary steps to be taken to en-
lighten the understandings of each and all communities and
nations upon the point of their own true solid and permanent
interests, as well individually as collectively, going hand in hand
with universal freedom of intercourse, one with another and
in regard to the separate internal economy of each one within
itself :-In other words, so to enlighten mankind, as to produce,
in time, perfect human freedom, and that freedom to be con-
sistent with the maintenance of a plurality of nations and states
as now subsisting through the world. Nations and states, though
partaking each of a general increase of good, yet, not on that ac-
count, to lose their characteristic identities and individualities ?
EXTRACT.
We have often been surprised at the manner in which, in par-
liament, the manufacturing, commercial, and agricultural inter-
ests are opposed to each other, as if the interests of all these
classes were not one and the same. It is as absurd to suppose
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that one of these can fleurish without the other, or to suppose
that the prosperity of one can be increased by the suffering of
the other, as to suppose that the legs are injured by the strength
of the arms, and would benefit by the diminution of such strength.
In a new country, every man is agriculturist and manufacturer.
In the-course of time it is found that by one man confining
himself to cultivating the soil, while others exercise their in-
dustry as artisans, all will be gainers. The merchant, as a mid-
-dle man, connects together the cultivator and the manufacturer.
But the demands of the manufacturers and the agriculturists
limit each other. There cannot be more food raised than the
manufacturers can take off, as there cannot be more. goods made
than the agriculturists require.
We are supposing a country cut off from all intercourse with
other countries. In that case, the manufacturers, the agriculturists,
the merchants, must bear a proportion to each other. This is
not affected by the existence of a class of state annuitants, by
clergy, servants of the state, &c. These merely diminish pro-
portionally the receipts of the producers.
But foreign commerce makes the matter a little more compli-
eated. A densely peopled country employs itself in manufactur-
ing for a country that can employ its industry more beneficially
in the cultivation of land. The condition of the intercourse be-
tween the two countries is the importation of agricultural pro-
duce in return for the exportation of manufactures. To say that
no food shall be imported, is to say that no manufactures shall
be exported. The agriculturists of England had the wild idea
that foreign commerce could be carried on without returns. They
imagined that the manufacturing population could be increased,
while the ports were shut against food.
Supposing England were to import freely in return for her
manufactures, the increasing manufacturing population would al-
ways demand more and mòre animal food from the agriculturists,
and all such produce as cannot conveniently be imported. Corn
is but one of the productions of the soil, and even corn would
not fall much by the importation; because, in all those places
which produced for our market, a great rise of price would be
experienced on a free intercourse.
Jacta est alea. It has been otherwise decreed. The continent
of Europe is becoming every day more and more manufactur-
ing. Even North America-between which and this country,
a beneficial commerce of raw produce in return for manufactures
might have taken place for ages-has been forced to act on an un-
profitable restrictive system. We shall by and by have no other
foreign commerce but that with the countries from which we
import wines, spices, sugar, tea, and other luxuries, that cannot
be cultivated to advantage in England.
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In the meantime, as our manufacturing population is exces-
sive, the diminution of beneficial employment must be felt in
the diminished demands from the farmer. But misery cannot
be extensive in any branch of the population, without affecting
all the other branches. Things find their level, except through
a process entailing much, misery on large classes. Each-endea-
vours to throw the suffering on his neighbour, by means of fraud
and artifice, for the path to poverty always abounds in vice and
crime. Those who cannot subsist by industry must be main-*
tained, and hence new burdens on the owners of land.
It would be amusing, could one be amused with what has re-
ference to so. painful a subject, to hear the evils caused by re-
strictions on free trade, placed to the account of free trade.
The habits of the country are all formed on a different state
of things from that which now prevails. The extension of trade
caused by the extraordinary improvements in British machinery,
gave, from the demand for labour, and the increased reward for
it, an astonishing impulse to our population. Hence the early
marriages-hence the miraculous increase of our citiesand towns.
The next revolution will, probably, be the destruction of the
most of the present land-owners. A diminished demand for
manufactures, and decay of the manufacturers, must be felt in à
fall of the value of land. This must, to a great extent, place the
mortgagee in the room of the nominal owner.
There are countries in which the population remains nearly
stationary, from the resources being stationary. In Balbis's ela-
borate account of Portugal, we are told, " that on the estates
which have seigneurs, (donatarios) the condition of the cultiva-
tors is as miserable as that of the ancient serfs of Russia. Ianu-
merable imposts, known, under the name of raçoes de terco &
quarto, of jugadas, octaves dizmo coimas; the harshness of
receivers, &c.; all this absorbs almost all the gain of the labour-
ers, to whom there remains hardly enough to support a misera-
ble existence. The young people of both sexes, instead of yield-
ing to the inclinations of nature, by uniting in the sacred bands
of marriage, pass their life in libertinism; ; others wait till they
have made a. little fortune." In a list which he gives of the
males above seventeen, there appear 310,914 celibatories, and
631,371 married, and of the married, 143,829 had wives above
the child-bearing age.
This country is not Portugal ; but we must lay our account,
we fear, with changes for the worse.
PUBLIC LANDS.
With regard to this item of revenue under review, as above,
although the sales effected by government have not, from the
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OF THE UNITED STATES.
513
nature and situation of things, been sufficiently productive hither-
to, to bear any large proportion in amount to the other item, or
customs, from year to year, yet it is obvious, the time must ar-
rive, when, from increased demands for immediate occupancy,
if not from increased prices, the article will be an efficient source
of revenue.
Hitherto, in 40 years, not more than twenty millions of acres
have been sold, because this quantity has sufficed to supply the
demand, according to the increase of population within the pe-
riod, for bringing these new lands into settlement. They are
sold by government at low prices, and taken up just as fast as
the country furnishes new hands, by an increase of people, to
take them up and bring them under cultivation.
The lands acquired by the United States, amount to near two
hundred and sixty millions of acres, whereof, as above stated, only
twenty millions or thereabout have hitherto been sold. About
twenty-nine millions have been appropriated as military boun-
ties, donations to colleges, &c. so that there are now remaining
two hundred and eleven millions of acres, held by government
as the common property of the Union.
To which if there be added fifty-five millions of acres, the quan-
tity computed of unceded Indian lands within the present limits
of the states and territories, also seven hundred and fifty millions
lying north and west of the states and territories, we have here
one thousand and sixteen millions of acres of land, as an aggre-
gate.
This, it will be perceived, taken in connexion with the pro-
visions of the constitution, with the acts of cession from the old
states, and compacts with the new states, all combined ; and a
condition stipulated, by which, all parties other than the United
States government are precluded from becoming the original
purchasers from the native Indians, is a treasure of no mean con-
sideration. It is solid capital as well as revenue, which may well
constitute a guarantee during ages to come, for the furtherance
and eventual accomplishment of any legitimate national enter-
prises likely to be contemplated and set on foot. How essential,
upon this, if on no other ground, does it not appear, that the
United States government should continue to be landed trustee
for the Union? A point, however, that is strenuously con-
tested !!
Besides the lands of Louisiana and Florida, acquired through
the purchase of those provinces from France and Spain, the ac-
quisition, it is well known, of the right of soil as to those other re-
gions, in favour of the general government, arose out of voluntary
cessions on the part of the states, made chiefly to the old confed-
eration, and which were termed as consisting of their " wild"
lands, to be as a source of revenue to meet the expenses of the
3 T
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revolutionary war then prosecuting. The old congress, in 1780,
passed an act recommending these cessions, and the cessions were
accordingly made to the Union, to pay the debt of the revolution ;
and it was stipulated that new states were to be formed out of the
territories so ceded, whenever a certain quantum of population
shall require it ; that is to say, 60,000 free inhabitants of a divi-
sion of territory, should be entitled to claim admisssion into the
Union as a new state.
In the year 1802, stipulations on the subject, between Geor-
gia and the United States, took place, 80 that the public lands of
the United States have been derived from four sources viz-
1. Cessions made to the old confederation, at the recommen-
dation of the old congress.
2. The compact with Georgia in 1802.
3. The purchase of Louisiana in 1803.
4. The purchase of Florida in 1819.
Now, on the admission, as provided for, of the several new
states, which have grown up since that memorable epoch, into
the Union, under the present federal constitution, compacts were
made with each of these new members ; by virtue of which the
tenure of their lands respectively, or right of soil, remains at
this day unaltered, and as it was by the acts of cession from the
old states to the Union; to wit; The cessions were made on three
substantial conditions, or trusts ;-
1. That the ceded territories should be formed into states, and
admitted in due time into the Union, with all the rights belong-
ing to other states.
2. That the lands should form a common fund, to be dis-
posed of for the general benefit of all the states.
3. That they should be granted, or sold and settled, under
such regulations as congress shall direct.
Thus, then, the new states of the federal Union are circum-
stanced, SO as not to hold, in sovereignty, their own soil. It is
contended by many, that political justice, and they think public
expediency, abstractedly, both require at present retrocessions
or grants by congress, in favour of these states, of the portions
of public lands contained within their limits respectively.
But it is nevertheless possible, that the conditions of cession
from the old states, and a scrupulous fulfilment of trusts solemn-
ly undertaken in consequence, on the part of the Union, are
considerations which may determine the question otherwise.
This public domain, or national inheritance," has cost, in-
cluding every charge of purchase, surveying, and sale, 32,911,313
dollars.
But, this sum covers the purchase money of Louisiana and
Florida, 20,000,000 dollars paid to France and Spain, which
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OF THE UNITED STATES.
515
was paid for sovereignty of that state and territory, rather than
for the soil.
If, therefore, the latter sum be deducted, the total aggregate
of public lands, amounting, by measurement in part, and esti-
mate in greater part, to one thousand and sixty-five millions of
aeres, have really cost the United States, in reference to soil, and
including every charge hitherto incurred for surveying, &c. &c.
no more than the sum of 12,911,813 dollars ;-whilst, on the
other hand, the financial advantages which already they have
produced to the United States, are as is here stated ;-viz-
Amount of actual sales, to the 30th June, 1828, $41,950,247
Amount granted in military bounties and private
claims, 18,285,777 acres, which, if estimated at
2 dollars per acre, is
-
-
-
-
36,571,554
Amount granted for support of schools and col-
leges, 7,841,947 acres, which, at the same es-
timate, is
-
-
15,683,894
Amount granted for roads and canals, 1,934,537
acres, which, at the same estimate, is
-
3,869,074
$98,074,769
Balance in favour of the treasury to the 30th June, 1828,
85,162,956 dollars.
CHICKASAW AND CHEROKEE INDIANS.
A nook in the rear of " public lands," it is hoped will not be
considered as unprofitably intruded upon, if briefly occupied
with the Indian topic.
The contingent event of the aborigines of the country, or
even of selections from among their numerous tribes, being led
to that state of pure civilization, or social condition, in virtue
of which they may come ultimately to be secured in an unmo-
lested retention of any large proportion of the yet unceded In-
dian lands, it is believed, (and in honest truth is no subject for
exultation,) is but visionary. There is, with reference to this
subject, a recent " talk" of the Chickasaw Indians, which merits
to be recorded. It is cited below. They speak, it will be per-
ceived, something for themselves. There is, too, a different oc-
currence, claiming a short notice, as having, perhaps, the more
important bearing of the two; namely, in the tribe of the Georgia
Cherokees, having actually commenced, and made some advance
in, the administration of a regular, organized, constitutional sys-
tem of government. Of these Indians, the language is now in
print, and a newspaper, in Cherokee and English, has found sup-
port, and is issued under the title of " The Cherokee Phænix," or
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"New-Echota Gazette." The alphabet of this now written
language, consists of 86 different characters, representing so many
different sounds, or syllables, the combinations of which make
up the language, and to which printing type have been adapted.
A system, it would seem, partaking of the nature of the Chinese
written language, in as much as these characters are significative
of so many simple sounds, or monosyllabic words, in the language
as it is spoken, and these syllables or words, possessing each one,
a specific determinate meaning but is a system of language differ-
ing from the Chinese in its structure afterward, by a polysyllabie
formation out of the 86 elementary sounds or syllables, repre-
sented by the 86 newly invented characters or symbols. It is the
invention of a Cherokee, not acquainted previously with any lan-
guage but his native one. His name is Guess, and it is stated, that,
within a few months' time from Mr. Guess beginning to teach his
countrymen, the acquisition of reading and writing spread through
the whole nation, and became common to this people, without
the aid of schools or of money.
Council Room, October 9, 1827,
Chickasaw Nation.
Brother ! We have opened our ears wide to your talk ; we
have not lost a word of it. We came together to meet you as
an old friend, and to shake hands with you. We were happy,
and our hearts grew big, when we heard you had come to our
country. We have always thought of you as our friend ; we
have confidence in you; we have listened more close, because
we think so much of you. We know well you would not deceive
us, and we believe you know what is best for us and for our
children.
Brother! Do not forsake us. Our friends, as you told us, are
few; we have none to spare we know that brother ; you think
it will be better for us to take your advice. It has truly made
deep impressions on our hearts. Without making a long talk,
as you are to leave us in the morning, we will state our terms
for an exchange of country. We have no objection to our coun-
try ; if we could be left alone, we might do well ; but we are
great sufferers; every thing seems against us, and we will agree
to almost any thing that can make our condition better. We be-
lieve if the government of the United States is honest towards
us, and wish us to be a people, and not outcasts always, that we
may yet do better. We will now tell you what we will do.
Brother ! You would not wish us to move away, and into a
country where we could not live, and as well as we live here.
Then, as you have pointed us out a country on the north of the
state of Missouri, and between the Missouri and Mississippi ri-
vers, and speak well of it ; we agree, first'and foremost, to go
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517
and look at it, and any other country that we may choose. When
twèlve of our people, three from each district, have examined
it, assisted by a scientific doctor, to see to our health, and by
three good white men, to be selected by ourselves, and three of
your men of science from Washington, or elsewbere-we say,
when we have examined it, if we like it, if its soil is good and
well wooded, if water is plenty and good, we will agree to ex-
change, acre for acre: provided, you, on your part, will mark
out the country, and divide it into counties, and leave a place in
the centre for a seat of government, and then drive every body
off of it, and guaranty it to us for ever; and, as soon as may
be, divide it for us into farms, and give us a parchment for them
to be recorded, with a right to sell to our brothers, with the con-
sent of our father, the president of the United States : and pro-
vided also, that in addition, you examine our houses, and mills,
and fences, and our workshops here, also our orchards, and build
and put up and plant as good there, at such places within the
territory as we may choose ; also, provided you count our stocks
here, and put an equal number, and of each kind, within their
respective owners' limits there; also, provided you establish
schools in all the counties, sufficient for the education of our
children, and to teach our girls how to spin and manage house-
hold affairs; and provided, also, you send a sufficient force there
to ensure our protection, and organize our people into compa-
nies like your militia, to be commissioned by our father, the
president of the United States: and provided, that you esta-
blish a government over us in all respects like one of your ter-
ritories, Michigan, for example, and give the right of suffrage
to our people, as they shall be prepared, by education, to vote
and act, and allow us, after the territory is organized, a dele-
gate, like your territories enjoy, in congress: and provided,
there be allowed to some of our people, reservations, not ex-
ceeding twenty, to be surveyed and given to them on parchment,
to sell, if they please, like the white men.
Brother! Grant us these terms, better our condition as a
people, give us the privileges of men, and if the country you
point us to, or any other we may find, turns out to be acceptable
to us, we will treat for éxchange upon the above basis. We ask,
also, for a millwright, and three blacksmiths; they will be need-
ed by us.
Brother ! We are willing to go, next May, in steam-boats,
from Memphis to St. Louis, and thence over the line, and exa-
mine the country thoroughly, and, on the following spring, then
we shall know all the seasons, and how the climate is. Should
you think proper to take us at our offer, provide the means, and
let us know in time, say by the 1st of April next. The cost is
to be yours, and every thing, and each of our people who may
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go, must have a fine rifle, and horn, and powder, and lead, and
plenty of things for an outfit in provisions, and tobacco, and
blankets, and the like.
Brother! Should our offer not be accepted, then we are done.
We hope to be let alone where we are, and that your people
will be made to treat us like men and Christians, and not like
dogs. We tell you, now, we want to make our children men
and women, and to raise them as high as yours in privileges.
We will have inducements then, to do so ; now, we have not.
Brother! Understand nothing is done, unless the country we
go to look at suits, and not then, unless all we require is agreed
to on your part.
Brother! We shake hands with you, and our hearts go with
you.
Tisho Mingo, his X mark.
William M'Gilvery, his X mark.
Levi Colbert, his X mark.
Committee of the Nation
Stimoluct, his X mark.
Pus-ta-la-tubbee, his X mark.
Ma-tash-to, his X mark.
Witness, PITMAN COLBERT, Secretary.
To Col. TH. L. M'KENNEY.
Since the notice above on the Chickasaws was written, there
has appeared the state paper here annexed, which well merits
to be preserved. It is termed a 'phenomenon" of its kind.—
After the organization of the two houses of the Cherokee con-
gress, or council, it is stated, The national committee, com-
prising 16 members, and the national council 24 members, a
code of rules was adopted, evidently framed from the rules
which governed the proceedings of the United States congress."
From the New-Echota Gazette.
GENERAL COUNCIL OF THE CHEROKEE NATION.
MESSAGE
Of the principal Chiefs of the Cherokee Nation to the Gene-
ral Council.
To the members of the committee and council, in general
council convened:-
Fellow citizens,-In addressing you on this momentous occa-
sion, we cannot, in justice to our feelings, forbear a solemn pause,
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519
and with grateful feelings, meditate on so many blessings which
a kind providence has conferred on us as a people.-Although
we have had trials and tribulations to encounter, and in some in-
stances the sad effects of intemperance have been experienced
within the circle of our citizens, yet, there is every reason to
flatter us in the hope, that, under wise and wholesome laws, the
preponderating influence of civilization, morality, and religion,
will secure to us and our posterity, an ample share of prosperity
and happiness.
Occupying your seats by the free suffrage of the people, un-
der the privileges guarantied by the constitution, the various
subjects requiring your deliberation the present session, will ne-
cessarily be important. The organization of the new government,
the revision and amendments of the old laws, so as to make them
in unison with the principles of the constitution, will require your
attention; and it cannot escape your wisdom, that the laws should
be short, plain, and suitable to the condition of the people, and to
be well executed. The judiciary system demands your serious
deliberation, and the mode for conducting suits in courts should
be free from all complicated formalities, and no other form
should be required than to let both parties know distinctly what
is alleged, that a fair trial may be had.
A law should be passed requiring managers and clerks of all
public elections, to register the names of the persons voting, as
well as the names of the candidates to whom the votes are given.
By observing such a course, illegal voters will be detected, and
the elections conducted with more regularity, harmony, and sa-
tisfaction.
The public press deserves the patronage of the people, and
should be cherished as an important vehicle for the diffusion of
general information, and as a no less powerful auxiliary in as-
serting and supporting our political rights. Under this impres-
sion, we cannot doubt that you will continue to foster it by public
support. The only legislative provision necessary for conduct-
ing the press, in our opinion, is to guard against the admission
of scurrilous productions of a personal character, and also against
cherishing sectarian principles on religious subjects. The press
being the public property of the nation, it would ill become its
character, if such infringements upon the feelings of the people
should be tolerated. In other respects, the liberty of the press
should be as free as the breeze that glides upon the surface.
From the accompanying memorial, signed by several of our
respectable citizens, together with the public treasurer, you will
discover, that further indulgence is called for in behalf of the
public debtors, and it is for your wisdom to determine whether
it would be just and proper that the law requiring the treasurer
to call in all the money loaned out, should be amended, so as to
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give further indulgence to the borrowers, that the payments thay
be made by reasonable instalments. Owing to the extreme SCH.
city of money, from the general pressure in business, such indul-
gence would, no doubt, be a great relief; and the probable die
tress and ruin, from the sacrifices of property, consequent from
public sales, may be averted.
After receiving the treasurer's report, and ascertaining the tre
condition of the public funds, it will also be your province is
determine the expediency of making suitable provisions for the
erection of a national academy at New-Echota. This subject, for
some time past, has been agitated, and is anticipated with the
warmest zeal by the reflecting part of our citizens, and it should
receive your particular attention. By the treaty of 1819, four
tracts of land, equal to fifteen miles square, were reserved for
the purpose of creating a revenue for a school fund, to be appli
ed, under the direction of the president of the United States, for
the education of the youth of this nation. The lands were B
have been sold under the direction of the president, in the same
manner as the public lands of the United States and notwith-
standing the repeated and urgent requests which have been made
for the sale of these lands, and the no less repeated promise on
the part of the general government to attend to it, for reasons UG-
known, they are not yet sold. We would recommend you to me-
moralize the president on this important subject, and respectful.
ly to request, that the available funds may be applied to the sup-
port of the contemplated national academy.
The several charity schools in this country, under the immedi-
ate patronage of benevolent societies of the several states, should
not escape your notice. Although the superintendents of these
schools, under the direction of respective societies, have the
right of conducting them according to the dictates of their OWD
discretion and judgments, yet, without presuming any dispar-
agement to their regulations, we would suggest the expediency
of selecting a visiting committee on the part of the nation, for
the purpose of inspecting their public examinations, and at such
other times as said committee may deem proper, and that they
should be required to make a general report on the state of im-
provement, &c. to be laid before the session of each general coun-
cil. Such a course, pursued by the authorities of the nation, in
relation to these institutions, would no doubt excite an interest
among the pupils, and add to the vigilance of their preceptors,
and at the same time produce a general satisfaction. An indif-
ferent course, perhaps, might eventually produce relaxation and
apathy in their operations; and we should endeavour to avoid
the dishonour of any circumstances which might possibly take
place, that would defeat the fondest expectations of those upon
whose benefaction they are founded.
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The circumstance of our government assuming a new charac-
ter, under a constitutional form, and on the principles of republi-
canism, has, in some degree, excited the sensation of the public
characters of Georgia, and it is sincerely to be regretted that this
exeitement should have been manifested by such glaring expres-
sions of hostility to our true interests. By the adoption of the
constitution, our relation to the United States, as recognised by
existing treaties, is not in the least degree affected ; but, on the
contrary, this improvement in our government is strictly in ac-
cordance with the recommendation, views, and wishes of the
great Washington, under whose auspicious administration our
treaties of peace, friendship, and protection, were made, and
whose policy, in regard to Indian civilization, has been strictly
pursued by the subsequent administrations.
The pretended claim of Georgia to a portion of our lands, is
alleged on the following principles.-First, by discovery ; se-
condly, by conquest; thirdly, by compact.
We shall endeavour briefly to elucidate the character of this
claim. In the first place, the Europeans, by the skill and enter-
prise of their navigators, discovered this vast continent, and
found it inhabited exclusively by Indians of various tribes ; and
by a pacific courtesy and designing stratagems, the aboriginal
proprietors were induced to permit a people from a foreign clime
to plant colonies; and, without the consent or knowledge of the
native lords, a potentate of England, whose eyes never saw,
whose purse never purchased, and whose sword never conquer-
ed the soil we inhabit, presumed to issue a parchment, called a
"Charter," to the colony of Georgia, in which its boundary
was set forth, including a great extent of country inhabited by
the Cherokees and other Indian nations.
Secondly, after a lapse of many years, when the population
of their colonies had become strong, they revolted against their
severeign, and by success of arms, established an independent
government, under-the name of " the United States." It is fur-
ther alleged, that the Cherokee nation prosecuted a war at the
same time against the colonies.
Thirdly, Several years after the treaties of peace and friend-
ship, and protection, which took place between the United States
and the Cherokee nation, and by which the faith of the United
States was solemnly pledged to guaranty to the Cherokee na-
tion for ever, a title to their lands, a compact was entered into
between the United States and the state of Georgia, by which
the United States promised to purchase for the use of Georgia,
certain lands belonging to the Cherokee nation, so soon as it
could be done on reasonable and peaceable terms.
Thus stands the naked claim of Georgia to a portion of our
lands. The claim advanced under the plea of discovery, is pre-
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posterous. Our ancestors, from time immemorial, possessed the
country, not by a Charter" from the hand of a mortal king,
who had no right to grant it, but by the Will of the King ol
kings, who created all things, and liveth for ever and ever.
The claim advanced under the second head, on the ground of
conquest, is no less futile than the first, even admitting that the
Cherokees waged a war with the colonies, at the time they fough
for their independence. The Cherokees took a part in the was
only as the allies of Great Britain, and not as her subjects, being
an independent nation, over whose lands she exercised no rights
of jurisdiction ; therefore nothing could be claimed from them,
in regard to their lands, by the conqueror, over the rights of Great
Britain. At the termination of the war, the United States nego-
tiated with the Cherokees on the terms of peace as an indepes-
dent nation, and since the close of that war, other wars took
place, and at their terminations other treaties were made; and
in no one stipulation can there be found a single idea that our
title to the soil has been forfeited or claimed as the terms of
peace ; but, to the contrary, we discover that the United States
solemnly pledged their faith, that our title should be guarantied
to our nation for ever.
The third pretension is extremely lame. The United States
enters into a compact with Georgia, that they will purchase cer-
tain lands, which belong to us, for Georgia, so soon as they can
do it on peaceable and reasonable terms. This promise was
made on the part of the United States, without knowing whether
this nation would even consent to dispose of those lands on any
terms whatever; and the Cherokees not being a party in the
compact, their title cannot be affected in the slightest degree. It
appears astonishingly unreasonable, that all those hard denun-
ciations, which have been unsparingly lavished against our sacred
rights and interests, by interested politicians, have arose from DO
other circumstance, than our honest refusal to sell to the United
States, lands, for the fulfilment of their compact with Georgia.
Although our views and condition may be misrepresented-al-
though we may be stigmatized with the appellation of " Na-
bobs," and should be represented as ruling with an " iron
rod," and grinding down into dust the wretched und abject
mass" of our citizens ; and although we may be called avari-
cious for refusing to sell our lands, we should not be diverted
from the path of rectitude. In all our intercourse with our neigh-
bouring white brethren, we should endeavour to cultivate the
utmost harmony and good understanding, by strictly observing
the relations which we sustain to the United States.
Owing to the various misrepresentations respecting as, we
have been frequently called upon to make a treaty of cession
and under the hope of succeeding with us, a treaty has been en-
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523
tered into by the United States, with that portion of the Chero-
kees who have absolved themselves from all connexion with us,
by removing west of the Mississippi, and establishing themselves
there as a distinct community, stipulating that all those Chero-
kees residing east of the Mississippi, who will consent to emi-
grate west of that river, shall receive a bounty consisting of a
rifle gun, a blanket, a steel trap, a brass keitle, and five pounds
of tobacco. Such are the temptations offered to induce us to
leave our friends, our relatives, our houses, our cultivated farms,
our country, and every thing endeared to us by the progress of
civilization-for what? To tread the barren wilds and dreary
waste on the confines of the Rocky mountains, with those ne-
cessary accoutrements and appendages of the hunter on our backs,
in pursuit of the buffalo and other wild animals. With the view
of carrying this burlesque on our happiness into effect, the Uni-
ted States' agent for this nation has been instructed, by the secre-
tary of war, to visit us at our firesides, accompanied by James
Rogers and Thomas Maw, two of the Cherokees residing west
of the Mississippi, and, who composed a part of the chiefs that
negotiated the late treaty. This extraordinary movement has
been made, though without any effect and we are happy to
state, that our citizens generally have treated the agent and his
associates with civility, and have with great propriety restrained
their indignant feelings from committing any violence on the
persons of the two Arkansas chiefs, for the indignity offered by
the design of their visit. We would recommend you, as the im-
mediate representatives of the people, to submit a respectful
memorial to the congress of the United States, expressive of the
true sentiments of the people respecting their situation, and pray-
ing that measures may be adopted, on the part of the United States,
for the adjustment of their compact with the state of Georgia,
otherwise than to anticipate any further cession of land from this
nation.
WILLIAM HICKS,
JOHN ROSS.
New-Echota, C. N., Oct. 13, 1828.
In reference to this subjectAthe president, in his general mes-
sage to congress, of 2d December, 1828, observes as here fol-
lows;-
The attention of congress is particularly invited to that part
of the report of the secretary of war, which concerns the exist-
ing system of our relations with the Indian tribes. At the esta-
blishment of the federal government, under the present constitu-
tion of the United States, the principle was adopted, of consider-
ing them as foreign and independent powers ; and also as pro-
prietors of lands. They were, moreover, considered as savages,.
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INTERNAL NAVIGATION
whom it was our policy and our duty to use our influence in
converting to Christianity, and in bringing within the pale of
civilization.
As independent powers, we negotiated with them by treaties ;
as proprietors, we purchased of them all the lands which we
could prevail upon them to sell ; as brethren of the human race,
rude and ignorant, we endeavoured to bring them to the know-
ledge of religion and of letters. The ultimate design was to incor-
porate in our own institutions, that portion of them which could
be converted to the state of civilization. In the practice of Eu-
ropean states, before our revolution, they had been considered
as children to be governed ; as tenants at discretion, to be dis-
possessed as occasion might require ; as hunters, to be indemni-
fied by trifling concessions, for removal from the grounds upon
which their game was extirpated. In changing the system, it
would seem as if a full contemplation of the consequences of the
change had not been taken. We have been far more successful
in the acquisition of their lands, than in imparting to them the
principles, or inspiring them with the spirit of civilization. But
in appropriating to ourselves their hunting grounds, we have
brought upon ourselves the obligation of providing them with
subsistence; and when we have had the rare good fortune of
teaching them the arts of civilization, and the doctrines of Chris-
tianity, we have unexpectedly found them forming, in the midst
of ourselves, communities claiming to be independent of ours,
and rivals of sovereignty within the territories of the members
of our Union. This state of things requires that a remedy should
be provided. A remedy, which, while it shall do justice to those
unfortunate children of nature, may secure to the members of
our confederation their rights of sovereignty and of soil. 4s the
outline of a project to that effect, the views presented in the re-
port of the secretary of war, are recommended to the considera-
tion of congress.
The outline drawn by the secretary of war, is a masterly
sketch. It is replete with the most interesting facts, and sensi-
ble observations. A colonization system, on a very broad seale,
is recommended, accompanied by legislative enactments, defin-
ing clearly the nature of the relations to stand between the
whites and the Indian tribes, and especially defining, or pre-
scribing, what shall be the reciprocal rights, both as to property
and government, over all the tracts of country which the In-
dians claim and inhabit. The secretary's concluding paragraph
is this, viz.-
It is, in my opinion, worse than useless to impart education
and the arts to the Indians, without furnishing them, at the same
time, with appropriate subjects on which to employ them."
A previous passage in the secretary's report, is in these words
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OF THE UNITED STATES.
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If the project of colonization be a wise one, and of this I be-
lieve no one entertains a doubt, why not shape all our laws and
treaties to the attainment of that object, and impart to them an
efficiency that will be sure to effect it
Let such of the emigrating Indians as choose it, continue, as
heretofore, to devote themselves to the chase, in a country where
their toils will be amply rewarded. Let those who are willing
to cultivate the arts of civilization, be formed into a colony, con-
sisting of distinct tribes or communities, but placed contiguous
to each other, and connected by general laws, which shall reach
the whole. Let the lands be apportioned among families and in-
dividuals in severalty, to be held by the same tenures by which
we hold ours, with perhaps some temporary and wholesome re-
straints on the power of alienation. Assist them in forming and
administering a code of laws adapted to a state of civilization.
Let the 10,000 dollars appropriation be applied, within the new
colony exclusively, to the same objects for which it is now ex-
pended ; and add to it, from time to time, so much of our other
annual contributions, as can be thus applied without a violation
of public faith.
In regard to such Indians as shall still remain within the states,
and refuse to emigrate, let an arrangement be made with the
proper authorities of the respective states in which they are si-
tuated, for partitioning out to them, in severalty, as much of their
respective reservations as shall be amply sufficient for agricultu-
ral purposes. Set apart a tract, proportioned in size to the num-
ber of Indians, to remain in common, as a refuge and provision
for such as may, by improvidence, waste their private property ;
and subject them all to the municipal laws of the state in which
they reside. Let the remainder of the reservation be paid for
by those who hold the paramount right, at such prices as shall
be deemed, in reference to the uses which Indians are accustom-
ed to make of lands, reasonable; and the proceeds to be applied
for the benefit of those of the tribe who emigrate, after their es-
tablishment in the colony, or to be divided between those who
emigrate and those who remain, as justice may require.
It may, perhaps, be fairly doubted, whether the 10,000 dollars
appropriation (independently of its tendency to prevent emigra-
tion) produces, under the circumstances in which it is now ex-
pended, any useful results. These schools, it is true, impart to
a certain number of Indian youths, so much information, and so
far change their habits, as to inspire them with all the passions
and desires, and particularly the passion for accumulating indi-
vidual wealth, peculiar to a state of civilization; and then these
half educated men are turned loose among their respective tribes,
without any honourable means of satisfying the desires and wants
which have been thus artificially created. The lands of the
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INTERNAL NAVIGATION
tribe being common and unalienable, they have no motive to
cultivate and improve them ; there is no floating wealth to at-
tract their ambition, and the only and usual means of gratifying
their cupidity for money, is by employing the advantages ac-
quired by their education, to appropriate to themselves more
than their just share of the large contributions annually made by
the government and in this way, they, with some few honour-
able exceptions, render not only themselves, but the very arts
they have acquired, obnoxious to the nation at large.
An official estimate of the number of Indians now within the
United States, is reported, as follows :-
2,573 within the states of Maine, Massachusetts, Rhode
Island, Connecticut, and Virginia.
4,820 within the state of New-York.
300 within the state of Pennsylvania.
3,100 within the state of North Carolina.
300 within the state of South Carolina.
5,000 within the state of Georgia. (and upwards.)
1,000 within the state of Tennessee.
1,877 within the state of Ohio.
23,400 within the state of Mississippi.
19,200 within the state of Alabama.
939 within the state of Louisiana.
4,050 within the state of Indiana.
5,000 within the state of Illinois.
5,631 within the state of Missouri.
9,403 within the peninsula of Michigan.
7,200 within the territory of Arkansas.
4,000 within the territory of Florida.
20,200 within the country east of the Mississippi, north of
the state of Illinois, and west of the three upper lakes.
94,300 within the country west of the Mississippi, east of
the Rocky mountains, and not included in the states
of Louisiana, or Missouri, or the territory of Arkan-
sas.
20,000 within the Rocky mountains.
80,000 west of the Rocky mountains, between latitude 44°
and 49°.
313,130 Total, by computation.
This statement is not to be taken as an exact census, even for
as much of it as respects most of the federal states ; and, as to
the vast territories not received into the Union, it is evident that
the best information obtainable, can do no more than furnish a
probable conjecture of the remaining Indian population.
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OF THE UNITED STATES.
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FEBRUARY, 1829.
Another very interesting publication, from the Cherokee press,
is now selected ; as follows ;-
From the New-Echota (Cherokee) Phanix, of January 28.
It is frequently said that the Indians are given up to destruc-
tion ; that it is the will of heaven that they should become ex-
tinet, and give way to the white man. Those who assert this
doctrine, seem to act towards these unfortunate people in a con-
sistent manner, either in neglecting them entirely, or endeavour-
ing to hasten the period of their extinction. For our part, we
dare not scrutinize the designs of God's providence towards the
Cherokees. It may suffice to say, that his dealings have been
merciful and very kind. He inclined the heart of George Wash-
ington, when we were in a savage state, to place us under the
protection of the United States, by entering into a treaty of peace
and friendship with our forefathers, on the 2d day of July, in
the year of our Lord 1791, in which treaty is the following pro-
vision.
That the Cherokee nation may be led to a greater degree of
civilization, and to become herdsmen and cultivators, instead of
remaining hunters, the United States will, from time to time,
furnish gratuitously the said nation with useful Implements of
husbandry."
He furthermore inclined that illustrious man, and his succes-
sors in office, and the agents of the United States, to carry the
said provision into execution. By His overruling providence, a
door was opened for the introduction of those implements of hus-
bandry ; and at this day, were Washington living, he would find
that his expectations and wishes were realized. He would re-
joice, and those who compassionated the Indians with him, would
rejoice, to see that the Cherokees have in a great measure become
herdsmen and cultivators. Where they were accustomed to hunt
the deer, the bear, and the beaver, are seen their farms ; and
they labour peaceably, for the troubles of warfare do not now
molest them.
But we cannot enumerate all the dealings of God towards us,
in a temporal point of view. They are gracious, and to our
minds would convey the belief that he has mercy still in store
for us. But what are his dealings in a spiritual point of view !
If the Lord was pleased to destroy us, he would not have
shown us all these things, nor would, as at this time, have told
us such things as these.' We have heard great things indeed ;
salvation by Jesus Christ. To what purpose has God opened the
hearts of Christians of different denominations to commiserate
not only the Cherokees, but all the other tribes ? To what pur-
pose are contributions freely made to support missionaries and
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INTERNAL NAVIGATION
schools? To what purpose is it that these missionaries meet
with such remarkable success, and that preachers are arising
from among the Cherokees themselves? To what purpose is it
that hundreds have made a public profession of religion, and that
the number is rapidly increasing ? To what purpose is it that
the knowledge of letters has been disseminated with a rapidity
unknown heretofore ; and that eight hundred copies of a Chero-
kee hymn book is now issuing from our press What do all
these indicate ? Do they indicate the displeasure of God against
us, and the certainty of our extinction? It is not for man to pry
into the designs of God, where he has not expressly revealed
them ; but from past blessings we may hope for future mercies.
The causes which have operated to exterminate the Indian
tribes, that are produced as instances of the certain doom of the
whole aboriginal family, appear plain to us. These causes did
not exist in the Indians themselves, nor in the will of Heaven,
nor simply in the intercourse of Indians with civilized man; but
they were precisely such causes as are now attempted by the
state of Georgia; by infringing upon their rights; by disorgan-
izing them, and circumsenibing their limits. While he possesses
a national character, there is hope for the Indian; but take his
rights away, divest him of the last spark of national pride, and
introduce him? to a new order of things; invest him with op-
pressive laws, grievous to be borne,-he droops like the fading
flower before the noon-day sun. Most of the northern tribes
have fallen a prey to such causes, and the Catawbas of South
Carolina are a striking instance of the truth of what we say.
There is hope for the Cherokees, as long as they continue in their
present situation; but disorganize them, either by removing them
beyond the Mississippi, or by imposing on them "heavy bur-
dens," you cut a vital string in their national existence.
Things will no doubt come to a final issue before long, in re-
gard to the Indians; and, for our part, we care not how soon.
The state of Georgia has taken a strong stand against us, and
the United States must either defend us and our rights, or leave
us to our foe. In the former case, the general government will
redeem her pledge solemnly given in treaties; in the latter, she
will violate her promise of protection, and then we cannot in
future depend, consistently, upon any guarantees made by her
to us, either here or beyond the Mississippi.
By those who experience a difficulty, in reconciling within
their breasts, one code of rights for. the white man, and smother
for the Indian, the memorial of Robert Campbell, a resident of
Savannah, and citizen of the state of Georgia, addressed and
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OF THE UNITED STATES.
529
presented to the senate of the state, may be perused with no
small degree of interest. The memorial is brief. It is dated,
Savannah, 24th November, 1828. It did not reach to the stage
of a discussion in that assembly.
DECEMBER, 1829.
Having given above the Indians' representation of their case,
and the sentiments of president Adams on the subject, commu-
nicated in his message to congress, on the 7th of December last,
impartiality requires that president Jackson's views of the same
ground, as they are now presented to congress, in his message
opening the present session, should here be noticed. His words
are as follows:-
The condition and ulterior destiny of the Indian tribes within
the limits of some of our states, have become objects of much in-
terest and importance. It has long been the policy of government,
to introduce among them the arts of civilization, in the hope of
gradually reclaiming them from a wandering life. This policy
has, however, been coupled with another, wholly incompatible
with its success. Professing a desire to civilize and settle them,
we have, at the same time, lost no opportunity to purchase their
lands, and thrust them farther into the wilderness. By this means,
they have not only been kept in a wandering state, but have been
led to look upon us as unjust, and indifferent to their fate. Thus,
though lavish in its expenditures upon the subject, government
has constantly defeated its own policy; and the Indians, in gene-
ral, receding farther and farther to the west, have retained their
savage habits. A portion, however, of the southern tribes, hav-
ing mingled much with the whites, and made some progress in
the arts of civilized life, have lately attempted to erect an inde-
pendent government within the limits of Georgia and Alabama.
These states, claiming to be the only sovereigns within their ter-
ritories, extended their laws over the Indians; which induced
the latter to call upon the United States for protection.
Under these circumstances, the question presented was, whe-
ther the general government had a right to sustain those people
in their pretensions? The constitution declares, that " no new
state shall be formed or erected within the jurisdiction of any
other state," without the consent of its legislature. If the gene-
ral government is not permitted to tolerate the erection of a con-
federate state, within the territory of one of the members of this
Union, against her consent, much less could it allow a foreign
and independent government to establish itself there. Georgia
became a member of the confederacy, which eventuated in our
federal union, as a sovereign state, always asserting her claims
to certain limits ; which having been originally defined in her
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INTERNAL NAVIGATION
colonial charter, and subsequently recognised in the treaty of
peace, she has ever since continued to enjoy, except as they have
been circumscribed by her own voluntary transfer of a portion
of her territory to the United States, in the articles of cession
of 1802.
Alabama was admitted into the Union on the same footing
with the original states, with boundaries which were prescribed
by congress. There is no constitutional, conventional, or legal
provision, which allows them less power over the Indians within
their borders, than is possessed by Maine or New-York. Would
the people of Maine permit the Penobscot tribe to erect an in-
dependent government within their state ? and unless they did,
would it not be the duty of the general government to support
them in resisting such a measure? Would the people of New-York
permit each remnant of the Six Nations within her borders, to
declare itself an independent people, under the protection of
the United States ? Could the Indians establish a separate re-
public on each of their reservations in Ohio ? And if they were
so disposed, would it be the duty of this government to protect
them in the attempt? If the principle involved in the obvious
answer to these questions be abandoned, it will follow, that the
objects of this government are reversed ; and that it has become
a part of its duty to aid in destroying the states which it was
established to protect.
Actuated by this view of the subject, I informed the Indians
inhabiting parts of Georgia and Alabama, that their attempt to
establish an independent government would not be countenanced
by the executive of the United States, and advised them to emi-
grate beyond the Mississippi, or submit to the laws of those
states.
Our conduct towards these people is deeply interesting to our
national character. Their present condition, contrasted with
what they once were, makes a most powerful appeal to our sym-
pathies. Our ancestors found them the uncontrouled possessors
of these vast regions. By persuasion and force, they have been
have tain, made ble names. left until to retire but some Surrounded remnants from of the river to tribes by preserve, to the river, have whites, and for become a from with while, extinct, mountain their their arts and once to of moun- others civili- terri-
zation, which, by destroying the resources of the savage, doom
him to weakness and decay, the fate of the Mohegan, the Nar-
raganset, and the Delaware, is fast overtaking the Choctaw, the
Cherokee, and the Creek. That this fate surely awaits them, if
they remain within the limits of the states, does not admit of a
doubt. Humanity and national honour demand that every effort
should be made to avert so great a calamity. It is too late to in-
quire whether it was just in the United States to include them
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OF THE UNITED STATES.
531
and their territory within the bounds of new states, whose limits
they could control. That step cannot be retraced. A state can-
not be dismembered by congress, or restricted in the exercise of
her constitutional power. But the people of these states, and of
every state, actuated by feelings of justice, and regard for our
national honour, submit to you the interesting question, whether
something cannot be done, consistently with the rights of the
states, to preserve this much injured race ?
As a means of effecting this end, I suggest, for your consider-
ation, the propriety of setting apart an ample district west of the
Mississippi, and without the limits of any state or territory now
formed, to be guarantied to the Indian tribes, as long as they
shall occupy it each tribe having a distinct control over the
portion désignated for its use. There they may be secured in the
enjoyment of governments of their own choice, subject. to no
other control from the United States, than such as may be ne-
cessary to preserve peace on the frontier, and between the seve-
ral tribes. There the benevolent may endeavour to teach them
the arts of civilization; and by promoting union and harmony
among them, to raise up an interesting commonwealth, destined
to perpetuate the race, and to attest the humanity and justice of
this government.
This emigration should be voluntary : for it would be as cruel
as unjust to compel the aborigines to abandon the graves of their
fathers, and seek a home in a distant land. But they should be
distinctly informed, that if they remain within the limits of the
states, they must be subject to their laws. In return for their
obedience, as individuals, they will, without doubt, be protected
in the enjoyment of those possessions which they have improv-
ed by their industry.-But it seems to me visionary to suppose,
that, in this state of things, claims can be allowed on tracts of
country on which they have neither dwelt nor made improve-
ments, merely because they have seen them from the mountain,
or passed them in the chase. Submitting to the laws of the states,
and receiving, like other citizens, protection in their persons and
property, they will, ere long, become merged in the mass of our
population.
Moreover, in order to be thoroughly communicative, both
abroad and at home, as well as strictly impartial ; on the princi-
ple, that is, of stating the whole of the truth relative to this mo-
mentous Indian question, and of not drawing, or at least not
setting forth any conclusion from the premises whatever, on one
side or the other, it is deemed proper, in this place, to quote
from one other writing of the day, because it refers to ex-pre-
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INTERNAL NAVIGATION
sident Monroe's opinion on the subject, as formerly addressed
to congress. Here follows the quotation :-
THE GEORGIA INDIANS.
That the reader may know what measures are contemplated
in Georgia, we subjoin a few leading features of a bill now pend-
ing in the legislature of that state, to take effect from and after
the 1st day of June next.
"Sect. 8. That all laws, usages, and customs, made, esta-
blished, and in force in the said territory, by the said Cherokee
Indians, be, and the same are hereby, on and after the 1st day
of June, 1830, declared null and void.
"Sect. 9. That no Indian, or descendant of Indian, residing
within the Creek or Cherokee nations of Indians, shall be deem-
ed a competent witness, or a party to any suit, in any court
created by the constitution or laws of this state, to which a white
man may be a party."
There are other sections, extending the criminal laws over the
Indians, apportioning their lands among the counties of Carroll,
De Kalb, Gwinnet, Hall, and Habersham; another section im-
poses full taxes upon every Indian 21 years of age and upwards,
&c. &c.
This act, if passed, and if allowed by the federal government
to be enforced, will inflict a wound upon our national honour,
which all the waters of the Mississippi would be insufficient to
wash away. It was our intention to have referred to the special
message of president Adams upon this subject, every word of
which deserved to be written upon the walls of the capitol in
letters of gold. But we have not time. The opinion of presi-
dent Monroe upon this great question, however, was no less
open and explicit, than that of his illustrious successor. The
following is from his last message :-
have no hesitation, however, to declare it as my opinion,
that the Indian title was not affected in the slightest circumstance
by the compact with Georgia, and that there is no obligation
on the United States, to remove the Indians by force. The ex-
press stipulation of the compact, that their title should be ex-
tinguished at the expense of the United States, when it may be
done peaceably and on reasonable conditions, is a full proof
that it was the clear and distinct understanding of both parties
to it, that the Indians had a right to the territory ; in the dis-
posal of which they were to be regarded as free agents. An at-
tempt to move them by force, would, in my opinion, be unjust.
In the future measures to be adopted in regard to the Indians
within our limits, and in consequence, within the limits of any
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OF THE UNITED STATES.
533
state, the United States have duties to perform, and a charac-
ter to sustain, to which they ought not to be indifferent."
On general politics, as regards the country's condition at this
moment, the sentiments of speaker Stevenson, in his address
just delivered to the house of representatives, at Washington, on
the occasion of congress opening their session, are so very cogent
and luminous, and withal SO happily expressed, that it is thought
they may be perused and re-perused with increased pleasure and
profit; and therefore, it is concluded, that an insertion of them
at this place will prove acceptable, and not need other apology
than the remark just made.
In assembling again to consider the condition of our beloved
country, I seize the occasion to offer you my cordial congratula-
tions upon its prosperity and happiness, and the still more exalt-
ed destinies that await it. Whilst our relations with foreign
powers are distinguished by alliances and good will, which serve
but to render our friendship more valuable to each, and more
courted by all, our situation at home, under the influence of vir-
tuous and patriotic councils, is peaceful, united, and happy. How
long these blessings are to be enjoyed by us, and secured to our
children, must depend upon the virtue and intelligence of the
people; the preservation of our happy Union and the virtuous,
liberal, and enlightened administration of our free institutions.
That our confederated republic can only exist by the ties of
common interest and brotherly attachment-by mutual forbear-
ance and moderation, (collectively and individually,) and by
cherishing a devotion to liberty and union, must be apparent to
every candid mind and as our fathers united their counsels and
their arms, poured out their blood and treasure, in support of
their common rights, and by the exertions of all, succeeded in
defending the liberties of each, so must we, if we intend to con-
tinue a free, united, and happy people, profit by their counsels,
and emulate their illustrious example.
How much will depend upon the conduct and deliberations of
the national legislature, and especially of this house, it is not
needful that I should admonish you. I need not, I am sure, re-
mind you, gentlemen, that we are here the guardians and repre-
sentatives of our entire country, and not the advocates of local
and partial interests: that national legislation, to be permanently
useful, must be just, liberal, enlightened, and impartial : that ours
is the high duty of protecting all, and not a part-of maintain-
ing inviolably the public faith-of elevating the public credit
and resources of the nation-of expending the public treasure,
with the same care and economy that we would our own-of
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INTERNAL NAVIGATION
limiting ourselves within the pale of our constitutional powers,
and regulating our measures by the great principles contained in
that sacred charter, and cherishing in our hearts the sentiment,
that the union of the states cannot be too highly valued, or too
watchfully cherished.
These are some of the great landmarks, which suggest them-
selves to my mind, as proper to guide us in our legislative #
reer. By these means, gentlemen, we shall not only render OUR
selves worthy of the high trust confided to us, but we shall ea-
dear to our people the principles of their constitution and free
institutions, and promote a sentiment of union and action, so-
spicious to the safety, glory, and happiness of our beloved and
common country.
The public debt referred to, is composed, as here stated; viz
6 per cent. stock, redeemable in 1826,
-
2,744,493
6
do.
do.
in 1827,
-
13,096,543
6
do.
do.
in 1828,
-
9,490,099
41
do.
do.
in 1829,
-
769,668
41
do.
do.
in 1830,
-
769,66S
5
do.
do.
in 1831,
-
18,902
5
do.
do.
in 1832,
-
18,902
41
do.
do.
in 1832,
-
10,000,000
5
do.
do. in 1832,
-
999,999
5
do.
do.
in 1833,
-
18,901
4d
do.
do.
in 1833,
-
2,227,364
41
do.
do.
in 1834,
-
2,227,364
5
do.
do.
in 1835,
-
4,735,296
3
do. at the pleasure of government,
13,296,248
5
do. issued in payment of Bank United
States shares,
-
-
-
-
-
7,000,000
Total of funded debt, 1st January, 1828,
$
67,413,377
Deduct the last item of 5 per cents; government
holding, in bank shares, a convertible equi-
valent,
-
-
-
-
-
-
7,000,000
Total of debt, $ 60,413,377
On the 1st January, 1816, after sundry floating claims, grow-
ing out of the late war, had been funded, the debt amounted to
about 1261 millions. To which may be added, five millions creat-
ed afterwards, as the stipulated price paid to Spain in purchase
of the Florida territory ; making, together, 1311 millions of dol-
lars, and showing, that besides the interest during the twelve
years last past, there has been 71 millions principal of the debt
paid off. There existed, likewise, at the close of the war, certain
direct internal taxes of the general government, to the amount
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OF THE UNITED STATES.
535
of 121 millions of dollars from which burthen, the people were
forthwith relieved; these taxes all surrendered up and extin-
guished.
These two or three facts stated, it follows, that the receipts of
the United States custom house have been made equal to great
objects in these twelve years; and may well, under similar ma-
nagement, be relied on for the future. Without any additional
revenue, save the limited sum derived from sales of land, they
have been. rendered sufficient, in the hands of government, for
all the affairs of state, including extraordinaries, such as payment
of old debts, appropriations to an extension of the nation's de-
fences, also to works of internal improvement, facilitating gene-
ral trade and intercourse, and six millions of dollars surplus at
this day in the treasury.
The magnitude and importance of these twelve years' opera-
tions, will perhaps be made tolerably apparent, by the sketch of
an enumeration here presented ; namely,-
Principal of debt paid off, 71,000,000 of dollars.
Aggregate of annual interest paid, 60,000,000 of dollars.
Claims that grew out of the war, to a considerable amount, be-
sides the funded items, satisfied.
The navy maintained, and increased.
An army establishment supported.
A regular system of national defence, commensurate with the
wants of the country, instituted, and prosecuted.
Appropriations for works of internal improvement, favouring
general trade and intercourse.
Discharge of a debt of gratitude, in favour of surviving sol-
diers of the revolution.
Annuities to Indian tribes.
Augmented expense of foreign intercourse.
Expenses of the whole legislative, judiciary, and executive
branches of the government, comprising state, treasury, war,
and navy departments, the post-office establishment, mint esta-
blishment, light-houses, and various miscellaneous items apper-
taining to the Union of twenty-four states and three territories.
As above stated, the amount of debt, exclusive of
the 3 per cents., and the Bank of the United
States stock subscription, is
-
-
$47,117,129
The quarterly accruing interest on these stocks,
from 1st January, 1828, down to the 31st De-
cember, 1835, when, if not previously redeem-
ed by consent, every part will have become re-
deemable, amounts to
-
-
-
16,225,828
Principal and interest together,
$63,342,957
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INTERNAL NAVIGATION
Or, average annual amount required for the payment of both
principal and interest, being one-eighth, is 7,917,869 dollars.
Consequently, the existing annual appropriation of tea mil-
lions to the sinking fund, is more than sufficient, by 2,082,131
dollars annually, for the object of extinguishing the whole of this
debt by the period here specified. The same appropriation, dur-
ing six years only, would, with consent of parties, be nearly
equal to the object. But, as most probably will be the case,
should no item of the debt be redeemed prior to its full term of
maturity ; then, and in that case, the annual appropriations to
the sinking fund may be curtailed ; for, as appears by this cat-
culation, there would accumulate, supposing it were continued
at the present rate for the eight years, a surplus in the sinking
fund treasury, to the amount of 16,657,543 dollars.
The accumulation, from the annual ten millions, is shown 15
follows ;-
Required for payments of principal and interest,
in 1828,
$9,079,375
surplus 8 920,625
in 1829,
8,725,996
1,274,004
in 1830,
8,372,618
1,627,382
in 1831,
8,019,240
1,980,760
in 1832,
7,672,059
2,327,941
in 1833,
7,491,042
2,508,958
in 1834,
7,126,009
2,873,991
in 1835,
6,856,618
3,143,382
Total payments, $63,342,957 total surplus, $16,657,043
If it be assumed, that the ten millions to the sinking fund be
continued down to the latter period, for the purpose of buying
in, or paying off the 3 per cent. stock along with the rest ; go-
vernment deciding to do so, it is evident this also can be done,
without absorbing the whole surplus as above. There will, ОД
the contrary, still remain of it between three and four millions
of dollars, upon the extreme supposition, that no portion of the
said 3 per cents. were obtainable, by the commissioners, at 1
less price than par.
So that the sinking fund, on its present footing, is thus much
more than competent to the extinguishment of the whole nation-
al debt, by the 31st December, 1835. And then,
In 20 years from the 1st January, 1816, debts to the amount
of 2071 millions of dollars, as above shown, principal and interest,
will have been liquidated, and extraordinary objects besides ac-
complished.
DECEMBER, 1828.
In a further review of the national debt, extended down to
the end of the present year, and reported to congress, the secre-
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OF THE UNITED STATES.
537
tary shows, that in 12 years, counting from the 1st January,
1817, the year in which the act establishing the sinking fund
passed, to the 1st January next, there will have been made pay-
ments, besides extra sums paid on account of principal, com-
prehending certain amounts obtained on loan at a lower rate of
interest than 6 per cent., to replace stock at that interest paid off,
as also certain amounts accumulated in the treasury under the
effect of the double-duty system ; that besides these latter, there
will have been made payments, by which, in these said 12 years,
the national debt will have been positively lessened in amount
of principal, by means of surplus funds in the treasury, to the
extent of $65,129,829. And during the same period, the pay-
ments on account of interest, will amount to $57,835,664, mak-
ing together, in these 12 years, $122,965,493.
Which, consequently, exceeds the allotted sum of ten mil-
lions of dollars per annum, to the sinking fund, for these purpo-
ses, in the amount of 2,965,493 dollars.
All which goes to corroborate the statements made above, in
regard to 12 years operations, counting from the 1st January,
1816, to the 1st day of last January.
For the last 4 years, the payments stand thus ;-
in 1825,
-
$12,099,045
in 1826,
-
11,039,444
in 1827,
-
10,001,586
in 1828,
-
12,163,567
Making, in these 4 years,
$45,303,642
Whereof,
$14,930,454 is interest,
30,373,188 principal paid off.
Of the 12,163,567 dollars for 1828, 9,061,496 dollars is prin-
cipal, consisting all of 6 per cent. stocks, save a small balance of
treasury notes, and minute fraction of old registered debt, both
together, 10,254 dollars. This year's payments, therefore, re-
ducing the whole debt of 60,413,377 dollars, as it stood last Ja-
nuary, down to 51,362,135 dollars, which the nation will owe
on the 1st January, 1829. The particular stocks composing it
are noted below.
The secretary wisely observes, that assuming the stated sink-
ing fund appropriation of ten millions, to be forerun in the same
proportion in future years, as it has been this year, the debt may
in effect be totally paid off in little more than 4 years to come.
That is to say, exclusive of the 3 per cent. stock. The secreta-
ry, on stating that the market price of this portion of the public
stocks has ranged, during the last 4 years, at from 80 to 85,
at the same time remarks, that as a sure evidence of the stable
resources of a country, actual and prospective, is to be found in
the prices which its funded debt bears in the money market ; 80
3 Y
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538
INTERNAL NAVIGATION
the stocks of the United States, keeping at an elevation above
par, is an indication of the high credit of the United States go-
vernment ; and the more decidedly so, from the consideration
that these stocks are redeemable at short periods, and, as experi-
ence declares, will be as quickly redeemed, in fact, as the peri-
ods arrive. The heavy fall of stocks in England, towards the
close of 1825, affected those of the United States less than might
have been expected from the connexion of business between
the two countries.
Debt of the United States on the 1st January, 1829, viz.-
6 per cents. now redeemable,
$16,279,824
4d
do.
redeemable in 1829,
769,668
41
do.
do.
in 1830,
769,668
5
do.
do.
in 1831,
18,901
5
do.
do.
in 1832,
18,902
41
do.
do.
in 1832,
10,000,000
5
do.
do.
in 1832,
999,999
5
do.
do.
in 1833,
18,901
41
do.
do.
in 1833,
2,227,364
41
do.
do.
in 1834,
2,227,364
5
do.
do.
in 1835,
4,735,296
3
do. at the pleasure of government,
13,296,243
5
do. issued in payment of Bank of the
United States shares,
7,000,000
Total of funded debt, 1st January, 1829,
$58,362,135
Deduct the last item of 5 per cents. ; government
possessing, in bank shares, an equivalent con-
vertible into money at pleasure
-
-
7,000,000
True total of debt, 1st January, 1S29,
$51,362,135
to be the subject of a "phenomenon," and undergo complete ex-
tinction in the year 1835 ; nothing very extraordinary happen-
ing to prevent.
NOTE.
The national debt of 16 kingdoms and 44 principalities in Eu-
rope, is stated as amounting to 744,000,000 of pounds sterling.
The national debt of Great Britain, is 777,000,000 of pounds
sterling.
To recur to the topic of surplus revenue ;-
It has been said, on the floor of congress, that, when our pub-
lic debt shall be paid off; when the great works for national de-
fence shall be completed ; and when the demands upon our tres-
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OF THE UNITED STATES.
539
sury, growing out of the consequences of the revolutionary and
late wars, shall be extinguished, or reduced within a small
amount; that then, the whole expenses of the federal govern-
ment, which may be termed ordinary expenses; civil, military,
naval, diplomatique, miscellaneous, all included; will be reduc-
ed to less than 9 millions of dollars per annum. If which view
be taken as a correct anticipation, and be coupled with another
one, in the flattering prospect, from calculations stated, of a
revenue of not less than 25 to 28 millions, accruing from cus-
toms, about the year 1835,-that is likely to be the period, not
only for an occurrence which the world, according to an ex-
pression used, will behold with astonishment; namely, the
spectacle of a great nation without a national debt;" but
the occurrence likewise, of a huge annual balance being intro-
duced into the national treasury, claiming to be disposed of
its employment to be for general benefit, or that of all the
states composing the Union, in as much as each state of the
Union, and every individual thereof, will have contributed to
produce the said treasury surplus, by their consumption, re-
spectively, of foreign commodities imported.
How the great object can best and most satisfactorily be at-
tained, or, in other words, after what mode and manner the
country at large will, through her representatives, consent to be-
come enriched, is, as yet, matter of doubt yet is a subject that
begins already to stir up some warmth of public debate.
The questions to be decided are, however, not numerous but
may be said to array. around them a certain degree of intricacy,
not favourable to perfect harmony of sentiment among the
parties; arising, as it would seem, out of the predominance of
state or sectional feeling, over a well balanced comprehensive
survey of the general prosperity of the nation, and the objects
best suited to it. The questions, nevertheless, with whatever of
difficulty they carry about them, are to be legislatively pro-
nounced upon, and à choice must be the consequence;-there is
no alternative: they appear to be in substance, as here fol-
lows:-
1. Whether such annual surpluses as may accrue in the Unit-
ed States treasury, shall remain wholly at the disposal of the
general government; and be, as in all cases of surplus hitherto,
from time to time appropriated by congress, in the soundness of
their discretion, to objects of the highest national importance,
calculated to subserve the best interests of the Union, and of all
its component parts; as, for instance, the establishing and en-
dowing, or efficiently supporting seminaries of elementary and
progressively useful education, throughout all the states and ter-
ritories; again, such improvements over the face of the country,
as will most effectually facilitate intercourse between the great
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540
INTERNAL NAVIGATION
geographic divisions of the Union ;-whether this mode of di-
recting the application of the nation's annual surplus treasure,
arising as at present out of duties on importations, is to be adopt-
ed ; or not ?
2. Whether the duties now in force on certain articles of in-
portation from abroad, shall be repealed, or modified in such a
way as to prevent, as much as possible, the accumulation of any
surplus money annually in the United States treasury, over and
above the ordinary and necessary expenses of the general go-
vernment; or not?
3. In case of a repeal of certain duties taking place; and if,
after all the reductions that can be made, the event should prove
to be such, that there still be found surplus revenue in the United
States treasury; shall congress retain the power, which it is con-
tended she possesses, of appropriating the same, at her discretion,
to fulfil the best interests of the nation at large, to the extent of
all the means in hand? or, will it appear preferable, that some
rule be devised, according to which, a distribution of all surplus
revenue found in the United States treasury, may annually be
made, among the several states of the Union; to be employed
on such objects as the state authorities of each one respectively
shall decide to be proper?
It is evident, that if the tariff does not admit of being so cut
down as to liberate the nation entirely from the occurrence of
any annual surplus from duties; then such surplus money, be
the amount more or less, must either be employed by the geae-
ral government for the people, or return in kind to the people,
from whom it has been collected, by means of a distribution
among the several states.
4. Admitting the discovery of some rule, not otherwise oner-
ous to the nation than in its power of reduction, by which all
the surplus receipts into the treasury, over and above the ordi-
nary expenses of the general government, may be prevented
the question here is, as to the sound, or the safe policy of adopt-
ing such a measure?
It has been remarked in congress, that the internal improve-
ments, facilitating intercourse between the great geographical di-
visions of the country, towards which the fostering attentions of
the general government hitherto have been called, embrace 2
few great works only; and that a majority of these will be ex-
ecuted by private companies, requiring but small additional aid
from government. The range of canals along the coast is gradu-
ally advancing. A canal, and a railway, each to connect the
Atlantic with the Ohio, are commenced, and will not require
very great aid from congress. The extension of the Cumberland
road, through the north-western states, now in progress, will
require small annual appropriations. And to complete the sys.
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OF THE UNITED STATES.
541
tem of roads, 80 called, there must be a road from the capital
to the lakes; one other from the capital to New-Orleans, and
branching through the capitals of Ohio, Kentucky, Tennessee,
and Mississippi; the annual appropriations for which roads will
not he large. In short, the whole system, it is supposed, of ca-
nals and roads, to the extent it has thus far been taken up by
the general government, or contemplated, will not, for its ac-
complishment, require over the sum of $2,000,000 a year; and
this probably for no great number of years. The which once
provided for, it is added, a distribution of the surplus revenue
among the states, if that should be resorted to, will effect every
thing else which is desirable.
In this year, 1829, there will have been paid, of the public
debt;-
Amount of interest,
-
-
-
$2,563,994
On account of principal in the 6 per
cents.,
-
-
-
-
-
9,839,265
12,403,259
And the residue will therefore consist of ; viz.
6 per cents., now redeemable,
-
-
-
$ 6,440,556
41 per cents., redeemable in 1830,
-
-
-
1,539,336
5
do.
do. in 1830,
-
-
-
18,901
5
do.
do. in 1831,
-
-
-
18,902
5
do.
do. in 1832,
-
-
-
1,018,901
41
do.
do. in 1832,
-
-
-
10,000,000
41
do.
do. in 1833,
-
-
-
2,227,364
41
do.
do. in 1834,
-
-
-
2,227,364
5
do.
do. in 1835,
-
-
-
4,735,296
3
do. redeemable at the pleasure of govern-
ment, -
-
-
-
-
-
-
13,296,249
5 per cents., issued in payment of Bank United
States shares,
-
-
-
-
-
7,000,000
Total of funded debt, that will remain due on
the 1st January, 1830,
-
-
-
-
48,522,869
Deduct the last item of 5 per cents.; govern-
ment possessing, in bank shares, its equiva-
lent, convertible into money at pleasure,
-
7,000,000
True total of funded debt, 1st January, 1830,
$41,522,869
"The fortification of the coasts, and the gradual increase of
the navy," observes the president, "are parts of a great system
of national defence, which has been upwards of 10 years in pro-
gress, and which, for a series of years to come, will continue to
claim the constant and persevering protection and superintendence
of the legislative authority."
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542
INTERNAL NAVIGATION
In another communication too, to congress, the president ob-
serves, on this subject, with additional emphasis ;-
"The first of these great systems, is that of fortifications,
commenced immediately after the close of our last war, under
the salutary experience which the events of that war had im-
pressed on the nation in favour of its necessity.
"This, combined with corresponding exertions for the gradual
increase and improvement of the navy, prepares for our exten-
sive country a condition of defence adapted to any critical emer-
gency which the varying course of events may bring forth. Our
advances in these concerted systems have, for the last ten years,
been steady and progressive.
"The next of these cardinal measures of policy, is the pre-
liminary to great and lasting works of public improvement, in
the surveys of roads, examination for the course of canals, and
labours for the removal of the obstructions of rivers and har-
bours, first commenced by the act of congress of 30th April,
1824."
The present navy list, 27th November, 1828, stands thus:-
Including the vessels built, and building, it consists of,
Ships of the line,
-
12
Frigates, -
-
-
20
Sloops of War, -
-
16
Schooners,
-
-
4
For what remains to be finished of this, as also gradual addi-
tions to it, provision being made by law.
The secretary of the navy remarks, "no condition of either
our commercial or political relations, will permit its diminution;
no probable change can demand a large augmentation. Under a
wise and efficient administration, our coasts and commercial in-
terests may always be protected by an active force, not much,
if any thing, beyond, 15 ships of the line, 20 frigates, 30 sloops,
a few smaller vessels, and 10 or 12 steam-batteries. Our safety
lies in the nation's peculiar position, and in having our small
navy in the most perfect state for efficiency and action."
The secretary calls the attention of congress, to some topics
of deep and increasing interest; viz.
A survey of the coast.
An organization of both the navy and marine corps.
A criminal code.
An increase of rank.
A naval school.
A change in the form, not the substance, of the appropriation.
A suitable provision for naval hospitals.
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OF THE UNITED STATES.
543
A passage across the Isthmus, to the Pacific.
A system for forming and educating American seamen, suffi-
cient for our wants.
The establishment of a naval academy, that shall furnish the
youth of the country entering the service, with theoretic in-
struction; and especially, that shall lay a suitable foundation for
the higher attainments appropriate to the profession and its con-
tingent circumstances; or, the attainment of such qualifications
as shall prove to be equal to a proper discharge of any, or of all
the great trusts, in various situations, to which the duties of the
service may lead ;-is a measure very forcibly recommended by
the actual position of the United States, as a member of the com-
munity of nations; and will, in all probability, take effect as
speedily as the plan and details of such institution can be thorough-
ly considered, and the proper arrangements made.
The distinguished, and apparently, in every respect, merited
reputation, to which the infant institution of the United States
military academy, has thus early attained, is of itself no slender
recommendation in favour of the other proposed one.
The president's language, addressed to congress, on the West
Point academy, is in the highest degree exhilarating to the
country :-
It is the most important undertaking in itself, and the most
comprehensive in its consequences. It is the living armory of
the nation. While the other works of improvement are destin-
ed to ameliorate the face of nature; to multiply the facilities of
communication between different parts of the Union; to assist
the labours, increase the comforts, and enhance the enjoyments
of individuals, the instruction acquired at West Point, enlarges
the dominion, and expands the capacities of the mind. Its
beneficial results are already experienced, in the composition
of the army, and their influence is felt in the intéllectual pro-
gress of society."
A measure that may aptly be considered as a correlative,
in as much as it may most happily lay open an area of the widest
dimensions, for all the budding science of the country, here
referred to, military as well as nautical, to be freely exercised
upon, is now as strenuously called for, and most likely on the
eve also of being adopted. It is, apart even from the high con-
sideration spoken of, of the very first importance to the national
interests, in both a political and a commercial point of view.
The measure is, that of effecting a complete systematic survey
of the whole coast of the United States, designating the islands,
shoals, roads, and anchorage, situate within 20 leagues of any
given point of the coast; the courses, distances, &c. between
conspicuous points or head lands, one with another; and extend-
ing such examinations to St. George's and other banks, to the
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INTERNAL NAVIGATION
Gulf stream, and generally to all places as well beyond as within
the said 20 leagues, the examinations whereof, accompanied with
accurate delineations, can in any wise promote the benefits of
navigation, or safety of the navigator.
The plan, as far as regards the coast, and both in its military
and its nautical character, was digested many years ago and
valuable instruments were provided for its execution. This was
done about the year 1807, under the administration, and the im-
mediate patronage, of Mr. Jefferson; congress voting 50,000 del-
lars for the object.
Instruments for two observatories were in consequence im-
ported, and some preparatory operations took place ; but the
country's becoming politically convulsed, interfered; and of late
years, even the whole, in the shape of a regular system, his
been suspended. Detached, unconnected, surveys, have been
relied on for occasional purposes.
The plan is this :-
1. The ascertaining, by means of a series of astronomical ob-
servations, the true position of a few prominent or remarkable
points on the coast; such as are, or probably will be, the sites of
forts, of light-houses, &c.
2. Astronomical survey, by a chain of triangles, of the line
of coast between those points; marking therein the position of
every prominent object distinguishable at a distance.
3. A nautical survey of the shoals and soundings; of which,
the trigonometrical land survey to be the base; depending as
little as may be on the astronomical observations made on board
of ship.
Mr. F. R. Hassler was the learned gentleman, who, in 1807,
devised plans, with a view to an accurate survey of the coast of the
United States, and who, in virtue of his communications, made
in the first instance to Mr. Secretary Gallatin, was engaged by
government, upon the then proposed service. Mr. Hassler em-
barked for England, to procure instruments; and, on his return,
a slight commencement, as above mentioned, was made in the
scientific operations. But at the utmost, they were merely pre-
paratory for what the plan intended, and particularly in the es-
tablishment of two observatories, one either in the state of Maine,
or else at Washington, and the other at New-Orleans. A full
view of Mr. Hassler's arrangements and methods, may be had,
on consulting the Philosophical Transactions of Philadelphia;
the paper which comprises the account of them having been
communicated by the gentleman himself. Professor Silliman's
Journal, Vol. 16. contains a note in the words here following
" The suspension of the operations of the survey of the coast
of the United States, begun in so admirable a manner, by Mr.
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OF THE UNITED STATES.
545
Hassler, may be considered as a national misfortune. It is such,
in truth, not so much for the loss of the previous expenditures,
in consequence of the delay, or from the deferring of its advan-
tages to a future period, as from the fact, that the principles and
methods proposed, and some of them actually used by Mr. Hass-
ler, were in advance of the science of Europe at that period.
As these principles and methods require the highest proficiency
in mathematical and physical science, their application to prac-
tice originally in the United States, would have redounded to
the national honour."
NOTE.
The aggregate number of seamen, &c., now (1829) in the United
States service, at sea, is 4745, employed at 4 stations ; viz.
Mediterranean,
2230 men.
224 guns.
Pacific,
-
800 "
90 "
Brazil coast,
705
"
78 "
West Indies,
1010 "
120 "
4745 men.
512 guns.
Of the United States army, the official returns are ;
Eastern department,
2530
troops.
Western
do.
2203 do.
Making an aggregate of 4733 in the two departments, composed
of 44 posts. One department under the command of a brevet
major general, the other under that of a brevet brigadier ge-
neral.
NOVEMBER, 1829.
United States Army and distribution ;-
Fort Brady,
-
-
Sault St. Mary,
Michigan Terr.
Fort Mackinack,
-
Michilimackinac,
Do.
Fort Howard,
-
-
Green Bay,
Do.
Head Lake Michi-
Fort Dearborn,
-
-
gan,
Do.
Fort Gratiot,
-
-
Outlet Lake Huron,
Do.
Fort Niagara,
.
-
-
-
-
-
New-York.
Madison Barracks,
-
Sackett's Harbour,
Do.
Hancock Barracks,
-
Holton Plantation, Maine.
Fort Sullivan,
-
-
Eastport,
Do.
Fort Preble,
-
-
Portland,
Do.
Fort Constitution,
-
Portsmouth,
N. Hampshire.
3 Z
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546
INTERNAL NAVIGATION
Fort Independence,
-
Boston,
Massachusetts.
Fort Wolcott,
-
-
Newport,
Rhode Lshand.
Fort Trumbull, -
-
New-London,
Connectiest.
Military Academy,
-
West Point,
New-York.
Fort Columbus, -
-
New-York,
Do.
Fort Delaware, -
-
Near Newcastle,
Delaware.
Fort M'Henry, -
-
Baltimore,
Maryland.
Fort Severn,
-
-
Annapolis,
Do.
Fort Washington,
-
On the Potomac,
Do.
Fortress Monroe,
-
Old Point Comfort, Virginia.
Bellona Arsenal, -
-
Near Richmond,
Do.
Fort Johnson, N. C.
-
Near Smithville,
North Carolina
Fort Moultrie,
-
-
Charleston,
South Carolias.
Augusta Arsenal,
-
Augusta,
Georgia.
Oglethorpe Barracks,
-
Near Savannah,
Do.
Fort Marion,
-
-
St. Augustine,
Florida.
Eastern department, 27 posts; 2895 troops.
Fort Snelling,
-
-
Upper Mississippi.
Fort Crawford, -
-
Prairie des Chiens, Michigan Terr.
Portage, Fox, and
Fort Winnebago,
-
Ouisconsin ri-
vers,
Do.
do.
Fort Armstrong, -
-
Rock Island,
~~~~~~~~~~~~~~~~~~~~~~~~~
Right bank of the
Cantonment Leavenworth,
Missouri, near
the Little Platte, Missouri.
Jefferson Barracks,
-
Near St. Louis,
Do.
Cantonment Gibson,
-
-
-
-
- Arkansas Terr.
Cantonment Jessup,
-
Near Nachitoches, Louisiana.
Baton Rouge,
-
-
Baton Rouge,
Do.
Fort Wood,
-
-
Chef Menteur,
Do.
Fort Pike,
-
-
-
Petite Coquille,
Do.
Fort St. Philip, -
-
Near New-Orleans,
Do.
Cantonment Clinch,
-
Near Pensacola, Florida.
Cantonment Brooke,
-
Tampa Bay,
Do.
Fort Mitchell,
-
-
Near Creek agency, Alabama.
Western department, 15 posts, 2463 troops.
EXPORT TRADE AND NAVIGATION.
"In England, fifty years ago, the whole value of our export-
ed produce, both native and foreign, was just 15 millions of
money. Now, the value of exported British produce alone, is
upwards of 50 millions of money." Edin. Obs.
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OF THE UNITED STATES.
547
The United States export, for the twelve months ending on
the 30th of September, 1825, has been, in value, as follows :-
It is true, this has been a year of great speculation in trade :-
Domestic commodities,
-
66,944,745
Foreign
do.
reshipped,
32,590,643
Total,
$99,535,388
15,000,000 pounds sterling are equal to
-
66,666,666
So that it appears, the export of the United States, in domes-
tic articles alone, for the year lately expired, has exceeded in
value, the whole export of Great Britain fifty years ago ; and
further it appears, that the domestic articles of the United States
so exported, exceed in value, two-sevenths of the exports of
Great Britain in domestic articles, during the last year ; and that
the United States foreign export during the same, amounts to
one-seventh more, making three-sevenths.
The United States export for the last twelve months, of
99,535,388 dollars, as above stated, shows an excess in amount
over that of the year preceding, of 24,600,000 dollars, and an
excess over the average amount of the three preceding years of
1822, 1823, 1824, of 25,600,000 dollars ;
The exports of those years having been as follows :-
1822. Domestic, -
-
-
49,874,079
Foreign reshipped,
-
22,286,202
72,160,281
1823.
Domestic,
-
-
-
$47,155,408
Foreign reshipped,
-
27,543,622
74,699,030
1824. Domestic, -
-
-
49,684,709
Foreign reshipped,
-
25,248,779
74,933,488
For these three years, the average proportion of the domestic
exports, to the foreign, was as two to one nearly: for the year
last past, it has been somewhat more in favour of domestic. Fur-
thermore it appears, that out of the whole export of 991 mil-
lions for the past year, 884 millions have been exported in
United States bottoms; which shows the preponderating state of
our navigation, over foreign, in a competition of equal tonnage
duties and charges in our ports; an equality that now prevails,
according to treaties with foreign nations, without material ex-
ceptions, as a rule.
The navigation of the United States, by which this trade is
carried on, may be reviewed as follows :-
From 1792, the year immediately preceding the revolution-
ary war of France, down to near the end of 1807, the United
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548
INTERNAL NAVIGATION
States commercial marine rose from 564,457 tons, to 1,268,548
an increase of 704,091 tons : that is to say :-
In the year 1792, vessels engaged in foreign voyages,
411,438
Coasting trade and fisheries,
-
-
-
153,019
Tons,
564,457
In the year 1807, vessels in foreign voyages,
848,90
Coasting trade and fisheries,
-
-
-
420,24
Tons,
1,268,548
At this epoch, there commenced a series of restrictions, such
as embargo, &c., and war ensued, till 1815. In which opening
year of peace, the United States commerce was eagerly re-
sumed, and the tonnage engaged in its navigation surpassed ever
that of former prosperous times: it stood thus;-
Vessels in 1815, engaged in foreign voyages,
854,294
Do. in coasting trade and fisheries,
-
-
513,855
Tons,
1,368,197
But this sudden spring from fetters into activity, very nate-
rally carried things, for the moment, beyond their maintainable
bounds. In a little while from that period, navigation received
a shock, as might have been expected, and during three or four
years, a decrease was experienced. In 1821, however, com-
merce with us was no longer languishing ; it had taken a decid-
ed start again ; and the tonnage was as follows :-
Vessels engaged in foreign voyages,
-
-
593,825
Do.
in coasting trade and fisheries,
705,132
Tons,
1,298,957
At the close of 1824, it stood thus :-
Vessels engaged in foreign voyages,
-
-
636,806
Do.
in coasting trade and fisheries, where-
of 33,345 tons in the whale fishery,
-
-
752,357
Tons,
1,389,163
At the close of 1825, thus :-
Vessels engaged in foreign voyages, including the
whale fishery,
-
-
-
-
700,788
Vessels in the coasting trade and fisheries,
-
722,323
Tons,
1,423,111
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OF THE UNITED STATES.
549
On the 31st December, 1826, the aggregate mercan-
tile tonnage was,
-
-
-
Tons, 1,534,190
So that, upon the whole, it appears the commercial marine of
the country has increased, in the course of 34 years from 1792,
near a million of tons ; and, although after the first year of
peace, 1815, had expired, there was a retrogradation, occasion-
ed by excessive importations during that year, combined with
some other causes, the reaction of which was felt for three or
four years, yet, the commercial tonnage of 1826 has risen, it
appears, above that of the active year 1815, by 166,063 tons,
and it continues on the rise. Since the year 1792, the fisheries
and coasting trade have increased five-fold, and more.
The tonnage, on the 31st December, 1827, is officially report-
ed at, viz.-
Registered vessels employed in foreign voyages,
747,170
Enrolled and licensed vessels, including 84,278 tons
employed in the fisheries, and 40,097 tons of steam-
navigation,
-
-
-
-
-
873,437
Total merchant tonnage of the United States, 31st
December, 1827,
-
-
Tons, 1,620,607
Of British merchant foreign tonnage, the total amount is stat-
ed, on the 5th January, 1828, at 2,150,605 tons, composed of
18,035 ships.
The British export of produce and manufactures, in the year
1826, amounted, according to official valuation,
to £46,453,021 sterling.
in 1827,
40,332,254
in 1828,
51,276,448
DECEMBER, 1828.
The United States importations, during the four years, 1825,
1826, 1827, 1828, amount in value to $ 350,202,469.
Those, however, for a small fraction of the present year yet
to expire, being of course given on probable estimate, in place
of actual knowledge.
The United States exportations for the same years, calculated
in the same way, amount in value to 337,202,426, of which
export, $233,069,035 is composed of domestic produce and ma-
nufactures, and $104,133,391 composed of foreign commodities
re-exported.
Importations during the four preceding years of 1821, 1822,
1823, 1824, value $303,955,539.
Exportations during the same, $287,820,350, of which export,
$191,350,881 is composed of domestic produce of the soil and
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550
INTERNAL NAVIGATION
manufactures, and $96,469,469 composed of foreign commodi-
ties re-exported.
Average import annually for the years, 1821,
1S22, 1823, 1824,
-
$75,988,884
Average export; domestic,
$47,837,720
Foreign, reshipped, 24,117,367
71,955,087
Average import annually, for the years, 1825,
1826, 1827, 1828,
-
-
-
$87,550,617
Average export; domestic,
$58,267,258
Foreign, reshipped, 26,033,347
84,300,605
The receipts into the treasury, which are always chiefly de-
pendent upon the importations as subject to custom house dues,
but which, besides the customs and the regular sales of public
lands and dividends on bank shares, include lik ewise, occasion-
ally, some accidental items of receipt, have amounted, for the
last four years of 1825, 1826, 1S27, 1828, to near 98 millions of
dollars; of which, however, the sum of 5 millions consisted in
a new loan, obtained in 1825, at a low rate of interest, for the
purpose of paying off a like sum of old existing stock bearing a
higher interest, and not otherwise from any deficiency of assets
in the treasury ; this allowance made, the aggregate receipts,
from the regular sources, including a probable estimate as re-
gards the fraction of a year yet unexpired, appear to be about
93 millions; out of which, about 14 millions of dollars have been
expended on internal works, designed to improve the condition
of the country, or otherwise, expended on objects not belonging
to the mere annual support of government in its civil, military,
and naval establishments.
The said 93 millions of dollars, aggregate receipts into the
treasury for these four years, is found to exceed, by 18 millions,
the aggregate receipts for the preceding period of four years,
namely, 1821, 1822, 1823, 1824, and shows, consequently, one
period compared with the other, an average annual increase of
24 per cent.
Now, whilst the increase in receipts has been at this rate of
proportion, the increase of expenditure, aside from what has
been paid towards reducing the old debt, has been less than 10
per cent., and this latter occasioned chiefly in planning and giv-
ing effect to internal improvements. The average annual increase
in the consumption of foreign articles, one period compared
with the other, has been 18 per cent.
In a word, it is thus made apparent, in regard to the flow of
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by
Google
OF THE UNITED STATES.
551
prosperity, these periods compared together, that, the general
foreign commerce of the country has been steadily advancing ;-
First, in the value of her exports, at the average rate of 17 per
cent.; and, taking that portion of exports, the productions of the
soil and of manufacture, apart from re-exportations of foreign
commodities, the advance has been nearly 22 per cent. In fo-
reign articles merely, at the rate of 8 per cent. Secondly, in the
value of her importations, at the rate of 12 per cent.; and in her
actual consumption of foreign articles, at the rate of 18 per cent.
During all which, it is to be well remarked, that, although
the nation's revenue passing in to the public treasury, has been
increased, by this course of things, at the rate of 24 per cent.,
yet, the nation's annual expenditure, aside from payments made
in liquidation of former debt, has not increased more than, or
so much as, 10 per cent.; and that this is principally laid out in
extra improvements of the country.
It is believed too, as the secretary observes, that the shipping
of the United States will be found to have increased in a fair ratio
with commerce and revenue. The returns, however, under this
head, are not yet sufficiently complete to speak with precision.
But, more than all, as a source of wealth flowing in to the na-
tional community, though without being indicated by correspond-
ing riches in the public treasury, is to be distinguished, the ad-
vanced state of domestic manufacture, throughout several states
of the Union, improved, in the course of these eight years, in al-
most every useful branch, and at this moment advancing in im-
provement with accelerated energy. Did it fall within the scope
of the present article to enter into particulars on this head, or,
were it in fact susceptible of being appreciated and described,
like the increase of foreign trade, with a per centum accuracy,
the picture might, perhaps, startle those taking a lively interest
in such things, who have not rendered themselves familiar with
the past and present circumstances of the country's condition.
The secretary of the treasury's report to congress, which em-
braces a lucid retrospect of the principal financial operations, and
their results, contains the following emphatical passage, appo-
site to what has been here stated ;-
The foregoing statements indicate a steady advance in the na-
tional prosperity. The reality of this advance is only to be mea-
sured by aggregate results, ascertained at proper intervals of
time. It is useful to present such results. They show the ge-
neral condition of the country, viewed not in parts, but under
one undivided whole. They attest the positive growth of its
riches and the rapidity of growth by comparison. They afford
resting points for doubtful opinions, when all desire to arrive at
those that may appear best supported by results. No single eye
can take them all in, unassisted by the authentic returns which
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INTERNAL NAVIGATION
it is the province of the government, and chiefly of the depart-
ment of the treasury, to watch over and promulgate, endeavour-
ing also to trace them to their causes. A state whose natural re-
sourees and territory are abundant, whose institutions are free,
and whose interests are diversified, may witness occasional and
temporary pressure upon some one of those interests, whilst all
the great branches of its industry are in course of sure develop-
ment. But transient inconvenience is lost in the aggregate pros-
perity, and must, in the end, participate in that prosperity. It
is thus that great states, under successful systems of legislation,
go onward in their career of riches and power. Not only has
there been a marked increase of importations and revenue in the
United States during the last four years, and of exportations of
domestic commodities, but a like diminution in re-exportations.
The latter is very striking, and justifies the inference not mere-
ly of an increased desire to import for the purpose of meeting
the contingencies of trade or speculation, but of an increased
ability in the country to purchase and use foreign fabrics. The
increased consumption of the latter, and the increase in revenue,
have exceeded the ratio of the increase of duties under the tariff
of 1824, and the presumed increase of population also. The ex-
ports of domestic products have increased more than four-fold
faster than the increase of population, as given by the census at
periods the most favourable. These facts cannot mislead. They
point to an unequivocal increase, so far, in the prosperity of the
nation. Statistical testimonials, for a single year, or for more
than one, may rise or fall in amount, from causes that postpone
all permanent conclusions; but where they are seen to go on in
an increasing train, throughout a succession of years, it is ration-
al to ascribe them to causes beginning to assume a fixed charae-
ter. If we review the last four years, as a period of time in com-
mercial history, we find little in the circumstances of the world,
either from general war or otherwise, to affect foreign markets
beyond the ordinary fluctuations incident to trade at all times.
The extraordinary operations in the cotton market, that fell upon
the first of these years, viz,, 1825, are not conceived to impair
the applicability of the remark, because there has been time
enough for diminished exportations, as a consequence of the large
exportations of that year. No term, indeed, of eight years, since
the establishment of the government, has been so exempt from
the influence of external events, that disturb the regular opera-
tions of national industry and commerce, as the last eight. None,
therefore, could be 80 fairly taken for the comparative statements
that have been made.
It does not escape recollection, that from 1781 to 1815, there
were epochs when the foreign commerce of the country advanc-
ed with even more rapidity than is here stated when it was
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OF THE UNITED STATES.
553
greater, absolutely, and therefore greater in proportion to the
population of the country. But during that long interval, there
prevailed in Europe, with scarcely a perceptible interruption,
desolating wars, which created an unparalleled demand for our
staple productions, and brought them up to extravagant prices.
This, with our neutral attitude, which gave to our carrying trade
a scope almost unbounded, raised exportations and importations
to an artificial pitch, that can never be recurred to as a standard
of comparison for commerce, under circumstances more ordinary
and regular. It is known, that during portions of that interval,
our trade in foreign produce far exceeded that in domestic. It
is wholly otherwise now. The mere profits on our tonnage, at
that earlier day of the republic, by the capital which it introduc-
ed, gave, of itself, the capacity for an enlarged consumption of
foreign articles, on a comparatively smaller basis of population.
A WORD ON SILK,
Is here solicited, on the ground of this beautiful production being
destined to become, one day, an item that will go to swell very
perceptibly the export bill of the United States. That day will
arrive promptly, after the mulberry trees, of approved kind, now
planting and about to be planted, shall be in full bearing.
On this matter, the following extract is presented for the an-
ticipations of the reader, as pleasing, circumstances weighed and
considered, as his best judgment will allow them to be. Those of
our community, already somewhat conversant in this eastern
staple, and who may now be at the most pains to scrutinize the
subject, will perhaps be those precisely having the most reason
to be pleased with the results presented to their imaginations.
AMERICAN SILK.
An extract of a letter from a gentleman of Lyons, in France,
containing the proceedings of the Chamber of Commerce in re-
lation to American silk, &c.
The proceedings were originally published in the Precur-
seur," a paper published at Lyons, January 3d, 1830.
Chamber of Commerce.-The chamber had requested one
of its members to cause to be assayed at Lyons, the silk that has
lately been prepared at Philadelphia.
The assay took place recently upon a sample prepared by Mr.
d'Homergue, of Nismes, son of Louis Homergue, late pro-
prietor of a splendid filature of silk, in the said town.
It results from that assay, publicly executed at Lyons, by
4 A
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554
INTERNAL NAVIGATION
Pierre Mazel, licensed assayer of silks, that the raw silk obtain-
ed in Philadelphia, is of an extraordinary quality, and is admira-
bly adapted to the uses of fabrication. Its degree of fineness is
16 dwts., so that it would produce singles of 50 dwts., organzine
of 32, and tram or woof silk of 30; a quality of silk extremely
rare in our country. American silk is fine, nervous, good, re-
gular, clean, of a fine colour; in a word, it unites all the quali-
ties that can be wished for. Its market price in the state of raw
silk, well reeled, according to its different qualities, well pre-
pared, would be 26 francs a pound, and the sale of it at Lyons
would be very easy, particularly if there was a constant supply
of bales, weighing from 100 to 150 pounds.
The chamber of commerce loses no time in publishing infor-
mation so satisfactory. They ought, more than ever, to excite
the Americans to plant mulberry trees and raise silk, a kind of
industry that will afford great advantage to both countries, and
may in future give birth to establishments of various kinds, and
be a new source of wealth to the United States.
POST OFFICE AND POST ROADS.
The revenue of the general post office, this year, 1827, will ex-
ceed its expenditure, by upwards of 100,000 dollars, with every
prospect of the receipts, which this year have amounted to near
1,500,000 dollars, being from year to year considerably increas-
ed. The number of post offices within the United States, now
amounts to 7000. And, so admirable, not to use the term per-
fect, is the organization of the establishment all together, that,
it is thought not too much to say of it, and of good roads for tra-
velling, viewed in connexion, the facilities of intercourse be-
tween fellow-citizens, in person or by correspondence, will
soon be carried to the door of every villager in the Union. The
president himself observes, of the indications of the prosper-
ous condition of our country, none can be more pleasing than
those presented by the multiplying relations of personal and in-
timate intercourse, between citizens of the Union dwelling at
the remotest distances from each other."
On the 1st of July, 1828, the number of post-offices within the
United States, which in the year 1792 was less than 200, is found
to have swelled to 7,651.
And the year's revenue, which, in 1792, was
-
$67,444
amounts, for the 12 months last past, to
-
- $1,598,134
The length of post-roads, which, in 1792, was no more than
5,642 miles, has advanced to
-
-
Miles, 114,536
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OF THE UNITED STATES.
555
The transportation of the mail, for the year last past, has
amounted in distance to 13,610,039 miles ;
Whereof, in mail stages,
-
-
-
6,439,594
On horseback and in sulkeys,
-
-
7,170,445
In the year 1812, the whole revenue of the post-office amount-
ed to
-
-
-
$649,208
Consequently,-
The increase of revenue, since then, has been
948,926
Making, for 1828, as above,
-
-
-
$1,598,134
It is remarked, in the postmaster-general's report, that the
extension of the mail has been accompanied by great increase
of expedition, on almost all the important routes. On many of
them, it is now conveyed at the rate of 100 miles per day ; and,
in some instances, more.
From the year 1789, to the 1st of July, 1829,
The whole amount of postages received, has been $26,441,496
Expenses, viz.
For transportation of the mail,
-
$16,052,513
Compensation to post-masters,
-
7,829,925
Incidental,
-
-
-
-
896,967
Together,
-
-
-
-
$24,779,405
Producing, consequently, an aggregate revenue into the trea-
sury, to this time, of $1,662,091.
1830.
It is in agitation to extend a mail route, from St. Mark's,
Florida, via Key West, to the Havana, and establish a regular
mail-intercourse, to and from ; at least, the citizens of Tallahas-
see are petitioning congress to this effect.
It appears, from a Spanish document, that the United States
commerce with the Island, for the year 1S29, has amounted as
follows:-
Imports from the United States, in vessels of the
United States,
-
-
-
-
-
$4,086,230
Imports from the United States, in Spanish vessels, 610,797
$4,697,027
Digitized by Google
556
INTERNAL NAVIGATION
Imports from Spain, in vessels of the United States, $2,065,060
Imports from other countries, in vessels of the Uni-
ted States,
-
-
-
-
974,996
$3,040,056
The amount of all imports, for the year 1829,
stated at
-
-
-
-
-
-
-
$14,925,414
Roads of various descriptions, appertaining to the several
states, it need not here be observed, are incessantly multiply-
ing; but it is satisfactory to notice, that, at the present day,
many of those which are planned, and some in actual execution,
are on a grand scale, and of the highest importance, as respects
both partial and general intercourse. It is not too much to ex-
pect, that a lapse of years, greater or less, will supply occasion
for the whole settled country to be pervaded by turnpikes, or
other travelling-roads as good; and for every important district
being besides intersected by canals or railways, in as much as
one or other of these two modes of improvement, or both, can
be applied with any advantageous results.
A national military road, striking from Washington city,
westward, is now in a respectable state of progress : a portion
of it, called the Cumberland road," long since completed, has
latterly been added to, and a location by the United States' en-
gineers is at present made, as far west as the boundary line be-
tween Indiana and Illinois states; the line of road from Cum-
berland passing through Brownsville, Wheeling, Canton, Zanes-
ville, Columbus, Little Darby, Springfield, Richmond, Indiana-
polis; from whence the location will be continued through
Illinois state, to the permanent seat of government in the state
of Missouri, and the road itself, it is supposed, may be construct-
ed in three years from this time, 1828. From the western fron-
tier of Missouri, a road of intercourse has, pursuant to act of
congress, 3d March, 1825, and with permission of the Indians,
been marked out to the confines of New-Mexico.
Another division of national road is to extend from Washing-
ton city to New-Orleans; and for this, four routes have been
examined, but neither one as yet projected or surveyed ; possi-
bly the route through Knoxville, and through West Tennessee,
and by way of Baton Rouge, in Louisiana, may receive a pre-
ference; and, in that case, a great branch may strike off from
Zanesville, in Ohio state, to Florence, in Alabama, passing
through Lexington of Kentucky, and Nashville, Tennessee.
A third division of national road will strike northward from
Washington city, and terminate at Buffalo, on lake Erie; for
which an examination of the ground has been made by engineers
of the United States, and a circumstantial report thereof exists.
Digitized by Google
OF THE UNITED STATES.
557
A great variety of routes, between the two points, are pointed
out, with their geographical and local peculiarities and distinc-
tions. One of them, denominated Painted Post route," ap-
pears to offer advantages over some of the others; but a minute
survey and levelling, yet to be made, additional to what is al-
ready done, will have influence in finally deciding the choice.
Distance of National Road, viz.
From Washington, district of Columbia, westward, to
the permanent seat of government in Missouri state;
passing through Cumberland, Wheeling, Zanesville,
Columbus, Indianapolis, Vandalia, St. Louis. Dis-
Miles.
tance,
-
-
-
- 1,350
From the same, south-westward, to New-Orleans; pass-
ing through Knoxville and West Tennessee, also Ba-
ton Rouge, in Louisiana,
-
-
-
1,200
From the same, northward, to Buffalo, on Lake Erie
passing through Westminster, Williamsport, Peter's
camp, Painted post,
-
-
3724
Branch, from Zanesville, in Ohio state, to Florence,
in Alabama; passing through Lexington, Kentucky,
Nashville, Tennessee,
-
-
-
600
National road,
-
-
-
-
3,5221
Other branches are proposed, to various points of the Union,
where it may be of importance for a military road to centre or
to terminate; but any conclusive designation in regard to these,
is necessarily postponed, until a location of the main stems,
north-west, west, and south-west, as above, from Washington,
shall be completely fixed. " To connect the seat of the federal
government, by the shortest lines of communication, with the
capitals and great cities of the several states ; and the most ex-
posed and remote frontiers of the United States; is deemed a
primary object, because essential to the national safety, and one
of the most efficient preparations for war."
The graduation of these roads is not to exceed 4° with the
horizon. The one to Buffalo, as above, it is calculated, will run
thus:-
Miles, 2821 of 2°
66 of 3°
24 of 4°
3724
Cost of construction, agreeably to the M'Adam system, this
section, estimated $1,855,171; or, about $5000 per mile.
Digitized by Google
558
INTERNAL NAVIGATION
JANUARY, 1830.
An actual location of the road westward, has taken place as
far as Vandalia, Illinois state, and experimental surveys have
been carried, by the United States' engineers, from Vandalia,
through St. Louis, along the south side of Missouri river, to the
town of Jefferson, Missouri state.
1830.
RATES OF CANAL TOLLS BY THE LATEST REGU-
LATIONS.
Rules for the Collection of Toll on the Schuylkill Naviga-
tion, and Rates of Toll for 1829:
I. The toll is to be charged on the weight of articles in boats
(except boats for passengers), marked with their tonnage, as
herein provided; the master or owner exhibiting a list of them,
with their quantities and weights, and complying with the pro-
visions of the laws and the regulations of the board of mana-
gers. Toll is to be charged on boats passing up, in addition to
the toll on the articles.
II. All boats, whose owner or skipper shall refuse or neglect
to have them marked with their tonnage, as herein provided, or
shall refuse to exhibit a list of the articles on board, with their
quantities and weights, shall be charged 64 cents per ton, for the
whole tonnage, for each lock the boat may pass through below
Reading, and 4 cents above, as authorized by the act of incor-
poration.
III. The tonnage of boats to be ascertained by loading on
board, in the canal at Fair Mount, kentledge provided and mark-
ed for the purpose, and the boat to be marked with copper nails
for every 2 tons put on board.
IV. In every case where a boat is offered to pass a lock,
without having the tonnage marked upon her, or a special per-
mit, the collectors or lock-tenders are to take the following
course:-
1st. To propose to the owner or master of the boat, to name
Digitized by Google
OF THE UNITED STATES.
559
a person resident within two miles of the lock, to unite with one
to be named by the collector or lock-tender, to measure and
mark the boat.
2d. If the owner or master declines, then the collector or
lock-tender himself to choose a person to ascertain the tonnage,
and by the tonnage so ascertained, to charge the toll as men-
tioned in the second article.
V. The places for the general offices" of collection are at
Fair Mount, Reading, and Mont Carbon those for the inter-
mediate offices" are at Flat Rock, Oakes canal, Vincent canal,
Hamburg canal, and Waterloo. At the general offices, the toll
may be paid, and a permit issued, to pass to the next office of
collection, or to the place of destination, 5 per cent. being de-
ducted ; the intermediate offices can grant permits, and allow the
same discount to the next office or place of destination, provided
it be not farther than to the next general office in any case. No
further allowance will be made, at any other time or place, on any
account whatever, nor shall a permit be issued until the money
be paid. No boat which has passed a general office" without
taking out a permit, can be allowed a discount at any interme-
diate office."
VI. The rates of toll are fixed by the lock, and are to be paid
at each lock or set of locks, unless a permit is taken out as pro-
vided in the fifth article. Between Philadelphia and Reading,
toll will be charged for 36 locks, being the whole number, ex-
cept 3 at Fair Mount, for passing which toll will not be charged,
except on boats and articles which pass those locks only ; and toll
between Reading and Port Carbon will be charged for 76 locks,
being the whole number, except the 10 upper locks, for the pas-
sage of which toll will not be charged, except on boats and arti-
cles which pass those locks only, or some of them.
Between Philadel-
On boats or vessels pass-
phia and Reading.
Four cents per lock,
144 cents.
ing up, except boats
for passengers.
Between Reading
m
152 cents.
and Port Carbon.
Two cents per lock,
On coal, limestone, stone,
Between Philadel-
One and a half cent
54 cents
plaster of Paris, iron
phiaand Reading.
per ton per lock,
per ton.
ore, sand, manure, and
Between Reading
Three-fourths of
a
57 cents
clay.
and Port Carbon.
cent per ton per lock,
per ton.
On coal, from Port Carbon to Philadelphia, one dollar nett per ton.
On bricks, lumber, lime,
Between Philadeb
Two cents per ton
72 cents
marble, bark, cord-wood,
cider, fruits, vegetables,
phia and Reading.
S
per lock,
per ton.
hay, straw, oysters, beer,
Between Reading
One cent per ton per
76 cents
and Port Carbon.
and porter.
5
lock,
per ton.
Digitized
by
Google
560
INTERNAL NAVIGATION
On flour, grain, and seeds
Between Philadel-
Two and a half cents
90 cents
of all kinds; salt, salted
{
phia and Reading.
per ton per lock,
per ton.
beef, pork, and fish
Between Reading
One and a quarter
95 cents
lard and butter.
and Port Carbon.
S
cents per ton per lock,
per ton.
Between Philadel-
Three cents per ton
108 cents
On all articles not enume-
phia and Reading.
S
per lock,
per tom.
rated.
Between Reading
One and a half cents
114 cents
and Port Carbon.
per ton per lock,
S
per ton.
Between Philadel-
On boats or vessels, made
Twenty cents per
7 dolls. &
and used for the trans
phia and Reading.
$
lock,
20 cents.
Between Reading
7 dolla &
portation of passengers.
and Port Carbon.
in
Ten cents per lock,
60 cents.
Passage boats to be allowed to carry seventy-five pounds of baggage for each
passenger on board, without charge for tolls.
On lumber in rafts, passing down through a canal where }
Four cents per 1000
there is a slope to the dam,
feet per lock.
On lumber in rafts, passing down where there is no
Toll free.
slope to the dam,
On lumber and logs in rafts, passing up,
Four cents per 1000
feet per lock.
List of the Quantities of various Articles which are to be
deemed and estimated as a Ton, in Collecting the Tolls,
viz.
Flour, Ten barrels and a half.
Whiskey, Eight barrels, or two hogsheads.
Wheat, Rye, Indian Corn, Flaxseed, Forty bushels.
Oats, Eighty bushels.
Barley, Fifty bushels.
Stone, Four-fifths of one perch.
Salt Fish, Seven barrels and a half, or fourteen half barrels.
2,000 3 feet shingles.
3,000 2 feet shingles.
5,000 1 foot 6 inch shingles.
Lumber,
1,000 barrel staves and heading.
700 hogshead staves and heading.
500 pipe staves and heading.
100 rails or posts.
1,000 hoop poles.
Cord- Wood, Half a cord.
Dricks, Five hundred.
Salt, Liverpool Fine, Forty-five bushels.
AU other kinds, Thirty-two bushels.
Tar, Seven barrels.
Rosin, Eight barrels.
Oysters, Four thousand.
Lime, Twenty-eight bushels.
Window Glass, Two thousand eight hundred feet.
Digitized by Google
OF THE UNITED STATES.
561
Rates of Toll upon the Union Canal.-1830.
Toll
Toll
ARTICLES.
PER TON, &c.
per
the whole
Mile.
Distance.
Cents
Dolls. Cts.
hes, pot and pearl,
-
-
Per Ton of 7 barrels,
1}
1 20
rk,
-
-
Cord,
-
-
1
0 80
10. ground,
-
-
-
-
Ton,
-
-
11
1 00
icks,
-
-
-
-
Ton of 500
-
40
0 60
eef, salted,
-
-
-
Ton of 8 barrels,
1}
1 20
oards and other sawed stuff,
}
1000 feet, board
measure,
}
11
1 00
arley,
Ton of 50 bushels,
11
1 20
utter,
Ton,
-
-
1}
1 20
lay,
Ton,
-
9
0 40
ider,
}
Ton of 8 barrels,
or 2 Hhds.
}
1}
1 20
Coal,
-
Ton,
**s
0 60
Corn, Indian,
Ton of 40 bushels,
1}
1 20
Earth,
-
Ton,
1
0 40
Fish, salted,
}
Ton of 71 barrels,
or 14 half-bbls.
}
11
1 20
Flour,
Ton of 10} barrels,
1}
1 20
Furniture, household,
Ton,
-
-
2
1 60
Grindstones,
Ton,
-
-
1
0 80
Gypsum,
Ton,
-
-
1
0 80
Hay,
Ton,
-
-
1
0 80
Hoop poles, for barrels,
Ton of 400
Do.
for hogsheads and pipes,
Ton of 200
Heading
1
for
do.
Ton of 400
}
0 80
Do.
for barrels,
-
-
Ton of 500
Iron, bar, blooms, or wrought,
Ton,
11
1 00
Do. castings,
-
-
Ton,
11
1 00
Do. ore,
-
Ton,
-
1
0 40
Do. pig,
Ton,
-
-
1
0 80
Lard,
-
Ton,
-
-
11
1 20
Lime,
-
-
-
Ton of 28 bushels,
-
0 60
Limestone,
Ton,
2
0 40
Manure,
-
Ton,
-
0 40
Marble, unwrought,
-
Ton,
-
-
0 60
Do. manufactured,
Ton,
-
2
1 60
Merchandise,
Ton,
-
2
1 60
Mill stones, and French burrs,
Ton,
-
11
1 00
Oats,
-
Ton of 80 bushels,
1}
1 20
Oysters,
Ton of 4000,
.
2
1 60
Pork, salted,
Ton of 8 barrels,
11
1 20
Posts, and rails, split,
-
Hundred,
-
1
0 80
Rye,
Ton of 40 bushels,
1}
1 20
Rosin,
Ton of 8 barrels,
2
1 60
Salt, fine,
Ton of 45 bushels,
Do. coarse
}
2
-
Ton of 32 bushels,
1 60
Seed, clover,
.
Do. flax,
Do. of all other kinds,
n
Ton of 40 bushels,
mu
11
1 20
Shingles,
-
Thousand,
New
0 60
Straw,
Ton,
1
0 40
4B
Digitized by Google
562
INTERNAL NAVIGATION
Toll
Toll
ARTICLES.
PER TON, &c.
per
the whole
Mile.
Distance.
Cents
Dolla. Ctr.
Staves, for pipes,
-
-
Per Ton of 400
Do.
for hogsheads,
-
-
Ton of 500
1
0 80
Do.
for barrels,
-
-
-
Ton of 600
Stone,
-
}
Ton of four-fifths of
1
0 40
-
-
-
.
a perch,
Tar,
-
-
-
-
.
Ton of 7 barrels,
2
1 60
Timber, round and square,
90 solid feet,
-
-
11
1 00
Wheat,
-
Ton of 40 bushels,
1₫
1 20
Whiskey, and other domestic dis-
tilled spirits,
.
-
}
Ton of 2 Hhds.
or 8 barrels,
}
14
1 40
Window glass,
-
.
.
Ton of 2800 feet,
2
1 60
Wood,
-
-
-
Cord,
-
-
1
0 80
On all articles, not enumerated,
Ton,
-
-
11
1 20
passing eastward,
On all articles, not enumerated,
Ton,
-
-
2
1 60
passing westward,
-
On passage boats,
-
Mile,
-
-
20
16 00
On boats used for transportation,
}
Mile,
-
-
2
1 60
carrying over 5 tons,
On boats, if empty, or carrying
not more than 5 tons, besides
Mile,
-
4
3 20
the toll on cargo,
-
For passing the outlet locks at Mid-
dletown, (except such boats as have
come or are going immediately on
the Union Canal,)
On every loaded boat,
-
-
-
-
-
1 75
On every empty boat,
-
-
-
-
.
o 50
Union Canal Office, Philadelphia, January 1st, 1830.
Recapitulation of the Rates of Toll.
Toll
Toll
per
ARTICLES.
Ton,
the whole
PER TON, &c.
per
Distance.
Mile.
Cents
Dolls. Cts.
Ashes, pot and pearl,
-
-
1}
1 20
Per Ton of 7 barrels.
Beef, salted,
-
11
1 20
Ton of 8 barrels.
Barley,
.
-
-
11
1 20
Ton of 50 bushels.
Butter,
.
-
-
-
-
11
1 20
Ton.
Cider,
.
.
.
-
-
11
1 20
Ton of 8 barrels.
Corn, Indian,
-
-
.
-
11
1 20
Ton of 40 bushels.
Fish, salted,
-
.
-
.
}
1}
1 20
~n
Ton of 71 barrels,
or 14 half-bbls.
Flour,
-
-
.
1}
1 20
Ton of 10} barrels.
Lard,
-
.
.
-
.
11
1 20
Ton.
Oats,
-
.
-
-
.
1b
1 20
Ton of 80 bushels.
Pork, salted,
-
.
.
1₫
1 20
Ton of 8 barrels.
Rye,
-
.
11
1 20
Ton of 40 bushels.
Seed, clover,
.
-
Do. flax,
-
.
m
1}
1 20
Ton of 40 bushels.
Do. of all other kinds,
.
-
Wheat,
.
11
1 20
Ton of 40 bushels.
On all articles, not enumerated,
passing eastward,
in
1}
1 20
Ton.
-
.
Digitized by Google
OF THE UNITED STATES.
563
Tell
per
Toll
ARTICLES.
Ton,
the whole
PER TON, &c.
per
Distance.
Mile.
Cents
Dolls. Cts.
Bark,
-
1
0 80
Per Cord.
Grindstones,
-
.
6
-
1
0 80
Ton.
Gypsum,
$
-
-
1
0 80
Ton.
Hay,
-
.
0
1
0 80
Ton.
Hoop poles, for barrels,
1
0 80
Ton of 400.
Do.
for hogsheads and pipes,
1
0 80
Ton of 200.
Heading,
for
do.
1
0 80
Ton of 400.
Do.
for barrels,
1
0 80
Ton of 500.
Iron, pig,
-
1
0 80
Ton.
Posts and rails,
-
1
0 80
Hundred.
Staves, for pipes,
-
1
0 80
Ton of 400.
Do. for hogsheads,
-
-
1
0 80
Ton of 500.
Do.
for barrels,
0
1
0 80
Ton of 600.
Wood,
-
1
0 80
Cord.
Bricks,
0 60
Ton of 500.
Coal,
-
-
-
Lime,
-
***************
0 60
Ton.
-
0 60
Ton of 28 bushels.
Marble, unwrought,
.
.
0 60
Ton.
Shingles,
-
.
0 60
Thousand.
Ground bark,
11
1 00
Ton.
Boards, and other sawed stuff,
-
}
14
1 00
in
1000 feet, board
measure.
Iron, bar, blooms, or wrought,
-
14
1 00
Ton.
Do. castings,
14
1 00
Ton.
Mill stones, and French burrs,
-
14
1 00
Ton.
Timber, round and square,
11
1 00
90 solid feet.
Furniture,
-
2
1 60
Ton.
Marble, manufactured,
-
-
2
1 60
Ton.
Merchandise,
-
-
2
1 60
Ton.
Oysters,
-
-
-
2
1 60
Ton of 4000.
Rosin,
.
-
-
-
2
1 60
Ton of 8 barrels.
Salt, fine,
-
0
2
1 60
Ton of 45 bushels.
Do. coarse,
-
2
1 60
Ton of 32 bushels.
Tar,
-
-
2
1 60
Ton of 7 barrels.
Window glass,
2
1 60
Ton of 2800 feet.
On all articles, not enumerated,
2
1 60
Ton.
passing westward,
On boats used for transportation,
2
1 60
Each boat.
carrying more than 5 tons,
Clay,
-
-
0 40
Ton.
Earth,
.
-
.
Iron ore,
.
.
-
-------------------------
act)
0 40
Ton.
0 40
Ton.
Limestone,
-
.
0 40
Ton.
Digitized by Google
564
INTERNAL NAVIGATION
Toll
Toll
per
ARTICLES.
Ton,
the whole
PER TON, be
Distance.
per
Mile.
Cents
Dolls. Cts.
Manure,
-
-
0 40
Per Ton.
Straw,
-
.
-
.
.
1
0 40
Ton.
Stone,
-
-
.
-
0 40
Ton.
Whiskey, and other domestic dis-
tilled spirits,
~
14
1 40
in
Ton of 2 Hbds
or 8 barrek
-
-
Passage boats,
-
-
20
16
00
Each bost.
Empty boats for transportation,
carrying not more than 5
n
4
3 20
Each boat.
tons,
Outlet locks at Middletown,
A loaded boat, not using the Union
}
0 75
canal,
-
An empty boat,
0 50
State of New- York,
Canab Room, Albany, March 18th, 1830.
Rates of Toll established by the Canal Board, to be collected
on the New-York State Canals.
Ca. M
Provisions, &c.
On flour, salted beef and pork, butter and cheese, beer and cider, per
ton per mile,
1 5
On bran, and ship stuffs, in bulk, per ton per mile,
1 0
Iron, Minerals, Ores, Esc.
On salt manufactured in this state, per ton per mile,
0 5
On gypsum, the product of this state,
do.
0 5
On brick, sand, lime, clay, earth, leached ashes, manure, and iron ore,
per ton per mile,
0 $
On pot and pearl ashes, mineral coal, charcoal, pig iron, broken castings,
and scrap iron, per ton per mile,
1 0
On stove, and all other iron castings, going to or from tide water, per ton
per mile,
3 0
On copperas, going towards tide water, per ton per mile,
-
1 0
On bar and pig lead, going towards tide water, do.
-
1 0
Furs, Peltry, Skins, Esc.
On furs and peltry, (except deer, buffalo, and moose skins,) per ton per
mile,
$ 0
On deer, buffalo, and moose skins, per ton per mile,
1 S
On sheep skins, and other raw hides of domestic animals, per ton per
mile,
1 5
Furniture, Esc.
On carts, wagons, sleighs, ploughs, and mechanic's tools, necessary for
the owner's individual use, when accompanied by the owners, emigrat-
ing north or west, for the purpose of settlement, per ton per mile,
1 0
Digitized by Google
OF THE UNITED STATES.
565
Cts. M.
Stone, Slate, Esc.
On slate and tile, for roofing, per ton per mile,
1 0
On all stone, entirely unwrought, do.
0 5
On all other stone,
1 0
Lumber, Wood, Esc.
On timber, squared and round, per 100 cubic feet per mile,
1 0
On the same, if carried in rafts, per 100 cubic feet per mile,
1 5
On boards, plank, scantling, and sawed timber, reduced to inch measure,
and all siding, lath, and other sawed stuff, less than one inch thick,
(except such as is enumerated in regulations Nos. 21 and 30,) per 1000
feet per mile,
1 0
On the same, if transported in rafts, per ton per mile,
2 0
On sawed lath, of less than 5 feet in length, split lath, and hoop poles,
per ton per mile,
0 5
On staves and heading, per ton per mile,
0 5
On the same, if transported in rafts, per ton per mile,
1 0
On shingles, per M. per mile,
0 2
On the same, if conveyed in rafts, per M. per mile,
0 4
On split posts and rails, for fencing,
do.
4 0
On the same, if conveyed in rafts,
do.
8 0
On wood, for fuel, (except such as may be used in the manufacture of
salt, which shall be exempt from toll,) and tan bark, per cord per mile,
1 0
On the same, if transported in rafts, per cord per mile,
2 5
On sawed stuff, for window blinds, not exceeding one-fourth of an inch
in thickness, per ton per mile,
1 0
Agricultural Productions.
On cotton, per ton per mile,
1 5
On live cattle, sheep, and hogs, per ton per mile,
1 0
On horses, (and each horse, when not weighed, to be computed at 6 cwt.)
per ton per mile,
1 5
On rags, per ton per mile,
1 5
On hemp and tobacco, going towards tide water, per ton per mile,
1 0
On all other agricultural productions of this state, not particularly speci-
fied, per ton per mile,
1 5
Articles not enumerated.
On all articles not enumerated or excepted, passing from tide water, per
ton per mile,
-
3 5
On all articles not enumerated or excepted, passing towards tide water,
per ton per mile,
1 5
Boats and Passengers.
On boats used chiefly for the transportation of persons, and navigating
the Erie canal between Schenectady and Utica, per mile,
15 0
On boats used chiefly for the transportation of persons and navigating the
Erie canal west of Utica, per mile,
6 0
On boats used chiefly for the transportation of persons, and navigating
the Champlain or Champlain and Junction canal, per mile,
6 0
On boats used chiefly for the transportation of persons, and navigating
the Oswego canal, per mile,
6 0
On boats used chiefly for the transportation of persons, and navigating
the Cayuga and Seneca canal, and the lateral canal to East Cayuga vil-
lage, or either of them, per mile,
6 0
On boats used chiefly for the transportation of persons, and navigating
the Junction canal, and not connected with regular lines of boats for
the transportation of persons, on the Erie or Champlain canals, per
mile,
50
0
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INTERNAL NAVIGATION
Cts. M.
On boats used chiefly for the transportation of property, per mile,
2 0
On each person over eight years of age, transported in a boat used chiefly
for the transportation of persons, per mile,
0 2
On each person over twelve years of age, transported in a boat used
chiefly for the transportation of property, per mile,
2 0
Resolved, In pursuance of the provisions of the revised statutes, part first,
chapter 19, title 2, section 35, that in levying, charging, and collecting tolls,
upon all the canals of this state, the bundred weight shall consist of one bus-
dred pounds avoirdupois, and twenty such hundreds shall constitute a ton."
Resolved, That the foregoing rates of tolls be, and they are hereby establish-
ed, and that the same be hereafter charged and collected on the several casals
of this state, in lieu of all rates of toll heretofore established upon any or either
of the said canals, or any part thereof.
S. YOUNG,
WILLJAM C. BOUCK,
m
Canal Commissioners.
H. SEYMOUR,
SILAS WRIGHT, JUN.
A. C. FLAGG,
GREENE C. BRONSON,
Commissioners of the Canal Fund.
A. KEYSER,
RAIL ROADS.
1826-1829.
Much of the public attention has been turned of late to the
subject of rail roads. It was, a year or two ago, attracted and
fixed to it, in so much, that a kind of controversy ensued, upon
the point of which mode of improvement is entitled to a pre-
ference; whether canals or railways ? The solution of the
problem may be said to be at present tolerably well settled, in-
directly; that is to say, both of them seem destined to become
highly useful in their proper places, and each one, on every oc-
casion where a proper choice between them shall have been made
in reference to local circumstances, the most useful mode, on 8
comparison with the other.
The most discriminating and sifting of our investigators in re-
lation to such important matters, did perceive at the beginning,
that the question, in the way propounded, was of too general 2
form for any direct conclusive answer to it to be expected, or,
if it did admit of one at all, that, at least it was prematurely ush-
ered into discussion ; and it turns out now to be generally admit-
ted that such was the case. Whilst in the science of canal con-
struction, this country had already the advantage of much prac-
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OF THE UNITED STATES.
567
tical experience, and of having become in a degree familiar with
the subject, that of rail roads was a new topic, which had not
then, nor has it yet, with us at least, if any where, undergone
the test of a sufficient experience in all the variety of circum-
stances and detail ; and besides this deficiency, there is now evi-
dence enough, that, of what was really known abroad of the lat-
ter, a large portion was introduced to public notice on this side
of the water, under the disguise of high colouring, or exagge-
rated comparisons. There was, in fact, a delusion in the case, in
England, with regard to the expense of railway construction
and maintenance. Since the clearing away of which, most of
the formerly projected railway undertakings there, whereof the
list was long, have been either quite abandoned or suspended a
judicious selection only, small in number, being at this moment
in prosecution with assurance of success. There is, under the
auspices of so favourable a circumstance as the being located be-
tween the towns of Manchester and Liverpool, a magnificent
work of the kind, going forward with spirit; the results of
which, when once finished, will, no doubt, form a better stand-
ard to judge from, of comparative merits or defects, in most other
instances of railway construction that are or may be contem-
plated, than any of the works already in existence can be allow-
ed to form.
It will perhaps be found, as to expense, where the purposes of
a general transportation are in view, and allowing the competen-
cy of a rail road to execute those purposes, that, taken all in all,
the cost of this latter construction, and maintenance of it for any
long period of time, will not be vastly different from the cost of
constructing and maintaining, during the same long period, a
canal of the like character, over the same length of ground ;
whilst, in every particular instance, the local circumstances, it
is more than probable, will favour in some degree, one of the
two kinds of improvement in preference to the other one.
For these reasons, it may, with confidence, be affirmed; viz.-
1. That the canal system is not, in this country, likely to be
superseded by that of rail roads, as, by some of the advocates
of this latter, was, at one period, not long since, contended, must
be the case.
2. That nevertheless, the rail road cause itself has suffered in-
jury, throughout the last year or two, by a premature zeal in
its partisans; but that, now that its true character, both as to
cost and capabilities, is likely to be soon thoroughly known,
there is an almost certainty of this mode of improvement being
adopted to a considerable extent; and of its proceeding, upon
the principle of concurrent usefulness, with the canal system.
Two of the current advantages that have been insisted on, of
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rail roads over canals, are obvious enough, as respects some por-
tions of this country ; they are these ;-
1. That rail roads can be kept in use throughout the year ;
whereas, during the prevalence of hard frosts, canal conveyage
is suspended.
2. That rail roads are practicable in various situations, where.
from scarcity of water or other disadvantageous localities, cana's
cannot so easily be constructed, or be made thoroughly service-
able during all the good season of the year.
Since the discussions referred to were at their height, there
has been something substantial realized in two distinct quarters:
namely ; the Quincy rail road, as noticed at Article No. 23,
New-England head, and one at the Lehigh, Mauch Chunk, cosl
mountains, as noticed at Article No. 62, both of them brought
into operation, attended with complete success as to their re-
spective objects ; and, although each one is but limited in point
of distance, yet, taken together into view, may be considered in
the light of an experiment, affording the most encouraging pros-
pect in favour of what is now brought into a fair train of being
prosecuted, in more than one district of the country, upon a
broader scale. The question upon the all important point of
rendering a rail road competent to general transportation, it
would seem, is now in a measure settled, by the evidence of
what has been done in these instances, though not embracing
much extent or variety or ground.
Something very conclusive, however, upon the point, will
soon open to view, as a few of the numerous works now propo-
sed to be undertaken, come to be prosecuted. They are as fet-
lows ;-
But, before proceeding to our enumeration, permission is
asked, to lay before the reader a perspicuous exposition of the
theory of railway power, and remarks on the two modes of
transportation improvement, in question, as applicable to the
circumstances in particular, of the James river valley, the inser-
tion whereof, just at this place, upon a subject of such universal
interest, it is believed will not prove unacceptable or devoid of
use, although it be not either a first or a second quotation from
the writings of the scientific author whose name is affixed.
ON RAILWAYS.
Having concluded my report on the navigation of Jamesriver,
I will add a few words on this mode of improvement, which has
of late excited much public attention, and is now very deserved-
ly in great favour in England.
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OF THE UNITED STATES.
569
The accounts that have been given on this subject have been
very contradictory. They appeared, for a long time, more in
the shape of opinions dictated by private interest or partiality,
than as results of sound principles and actual experience. Like
every thing new, they have had enthusiastic admirers and warm
opponents.
It is surprising, however, that such a diversity of opinions
should have existed in regard to railways, whose properties
depend on the most elementary principles in the application of
power. What is, in fact, a railway ? A mere road, made of
materials by which the resistance of friction is considerably re-
duced, whereby a propelling power is capable of more useful
effect.
Friction and inertia are, it is well known, the two great ob-
stacles that engineers or mechanicians have to overcome in the
application of power. If it was not for the constant resistance
opposed by friction, bodies once set in motion on a plane would
never stop. A common road counteracts the pulling of horses
by the considerable friction of the wheels M' Adamized roads
enable horses to draw heavier loads, because of their greater
smoothness; and a road made of iron, offering still less resistance,
will of course admit of much heavier loads being transported by
the same power.
The resistance opposed by friction varies according to the
nature of the substances placed in contact; it is proportional to
the weight moved, and remains the same whatever may be the
velocity given; in this last peculiarity consists the advantage of
railways.
On a canal, on the contrary, the resistance increases as the
square of the velocity of the boat, and consequently, as I have
remarked in speaking of navigation, a rapid rate of velocity, be-
sides the injury it does to the banks of the canal, will allow of
but small weights being carried on it.
Whereas, on a rail road, if a power be capable of overcoming
the resistance opposed by friction, it will, without any additional
exertion, not only keep the body in motion, but, since friction,
is independent of velocity, it will continue to accelerate the
speed, without any other limits than the extent of velocity of
which the propelling power itself is capable.
Because, the power of horses decreases rapidly when their
speed is increased, it follows, that on a railway as well as on a
canal, their velocity cannot be considerable; and that the ad-
vantage of railways, that velocity does not increase resistance,
is counteracted by the diminution of the power of exertion of
horses when their speed is increased.*
The following table is given in a recent and valuable work by Thomas
4 C
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INTERNAL NAVIGATION
Still, owing to the circumstance that railways cost less than
canals in England, transportation is found to be nearly the same
there by either mode of conveyance, even when horse power is
employed.
But, recently, a new propelling power has been introduced,
which, like friction, remains the same, whatever may be the ve-
locity : this is the locomotive engine. After having once set a
train of wagons in motion, the engine will continue to act with
constant and undiminished power, and will accelerate the speed
of the whole train, until it has attained the maximum velocity
that can be given to the wheels by the strokes of the piston. By
increasing, therefore, the velocity of the rim of the wheels by
any means whatever, the speed of transportation on railways
might be increased without limits, by a propelling steam-en-
gine. Prudence alone fixes a limit to the velocity: a great swift-
ness on a straight road might occasion very serious accidents;
but in curves it would be particularly dangerous. It seems ad-
mitted, that a rate of speed of more than 6 miles an hour, would
exceed the bounds set by prudence, though some of the sanguine
advocates of railways extend this limit to 9 miles an hour. I
should think, however, that this ought to depend on local cir-
cumstances which may increase or lessen the danger.
The advantage of railways over canals, as to transportation,
is, therefore, that with the locomotive engine, an increase of
speed neither lessens the moving power, nor requires a dimi-
nution of the weight transported: whereas, on a canal, great ve-
locities are inadmissible.
At slow rates, however, the same power will transport more
Tredgold, to show the length of time that horses are capable of different velo-
cities.
Duration of labour in hours,
1234567810
Maximum velocity in miles per) }
hour, the horse being unload-
14.7
10.4
8.5
7.3
6.6
6
5.5
5.2
4.6
ed,
In the same work, another table shows their power of exertion when moving
at different rates of velocity. The following is an extract from it :-
Speed in miles per hour,
0
.
2345
Moving force,
.
-
-
166
125
83
41 2-3
The rapid decrease of the power of horses is evident from these tables, which
are entitled to perfect confidence, and agree both with calculations and experi-
ence.
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OF THE UNITED STATES.
571
en a canal than on a railway. The ratio is variously stated by
those who have given comparative accounts of these two sorts
of improvement; and in fact it could hardly be otherwise, for it
would be almost impossible, that in two successive experiments,
the numerous elements on which the comparison depends could
be the same.
The statement most advantageous to railways, makes the use-
ful effect on a canal double that on a railway, when the velocity
is 2 miles an hour; and it makes it equal with a velocity of 3
miles; beyond which, the superiority of railways increases ra-
pidly with the speed.
Other statements, which I should be inclined to think more
correct, make the useful effect on canals about three times as
great when the velocity is 21 miles an hour.
Double when it is
3 miles
"
Equal for a velocity of
41 miles
"
Beyond this degree of speed, while the useful effect decreases
on canals, it increases rapidly on railways. Hence it appears,
that this mode of conveyance is particularly calculated for a fixed
trade, in which celerity is an object, as may be the case between
two commercial and manufacturing places; and, in this respect,
it must be very advantageous in a great many situations in Eng-
land.
Railways have, besides, the advantage, that they are not liable
to interruptions from floods or droughts, and but little from
frosts; they can be made to extend their ramifications to any
desired important point; and, in this respect, they suit particu-
larly for the transportation of such objects as are constantly sup-
plied from a fixed centre, because in this case they avoid the
change of conveyance. The transportation of coal, for instance,
by their means, may be made from the coal mine to the point of
destination; whereas, if carried by water, it generally happens
that it has to be transferred from wagons into boats, and some-
times again from boats into wagons. But a trade which is not
concentrated, and has to seek the main artery of conveyance, is
not so much benefited by a railway.
But what contributes principally to the superiority of railways
over canals in England, is, that they are found in most instances
to be cheaper. From an average of the expense of a number of
these works taken in England, it is estimated that the medium
cost of railways is
-
-
-
-
-
£5,000
and that of canals
-
-
-
-
-
-
9,000
From their acknowledged superiority in a great many in-
stances in England, railways have obtained warm advocates in
this country ; though the opinion seems most generally to pre-
vail, that they are not applicable here. Without attempting to
judge of what is expedient in other states, I am of opinion,
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INTERNAL NAVIGATION
that, at least in Virginia, railways could not be extensively in
troduced.
A rail road has been spoken of as a substitute for the anip-
tion of James river; and, it is with a view of analyzing the
opinion, that I have introduced the foregoing observations E
this mode of improvement.
In the first place, not only the expense of a railway be
would not bear to that of a canal the same ratio it does in Ext
land, but it would actually cost more than a canal, as I will a
monstrate.
In the making of a railway, we have two things to consider
the rails and the foundation. The dimensions and strength s
the rails are determined by the weight they have to support.
hence the quantity of iron wanted is the same every where:
but, from an estimate I have seen, cast rails in England cost #
a ton delivered. Here, on the contrary, before delivery, they
would probably cost at least $112, and their price might be ad-
vanced by a greater demand : so much for the iron.
In regard to the foundation, it will be sufficient to enumente
its principal difficulties, to give an idea of its considerable II-
pense. For a double railway, a road must be made about 30
feet wide it must be graduated with mathematical precision,
not inclining more than 1ᵗʰ of an inch to the running yard: it
must not form abrupt curves hence numerous deep cuts and
expensive embankments : or, if these are not adequate to the
object of avoiding great curvatures, expensive stationary engines
and inclined planes must be constructed, to carry the road in 2
direct line, over such elevations as could not be graduated at the
maximum angle, which will allow the operation of the locomo-
tive engine. Along cliffs, the rail road must be kept above high-
water, and held up by walls or paved banks, as expensive as
along a canal.
It must be carried over every creek by stone or iron bridges,
which would be a serious cause of expense along the valley of a
large river, which receives a great many tributaries of all sizes,
none of which should be suffered to reach the railway ; whereas,
a canal may receive many of the minor runs. It is of the ut-
most importance, that a rail road should be dry and firm: this
requires side ditches to drain it, and trenches filled with broken
stones, under the foundations of the rails; for this reason, also,
the expense of deep cuts would be increased, by the difficulty of
draining them, and that of embankments, by the necessity of
placing in their body, masses of broken stones, to act as sinks,
and prevent water from being retained by them.
If all these difficulties, and many others, which it would be
too minute to detail, are properly weighed, how could a railway
cost less than a canal, in a valley so broken and intersected by
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OF THE UNITED STATES.
573
streams and drains as that of James river ? And how could it
cost less than in England, when the expense for iron alone
would be double
The comparison which was made in England, between rail-
ways and canals, cannot apply to the James river canal :
1. Because the canals of England are of much larger dimen-
sions, than those which have been prescribed by law for the
canal along James river.
2. Because stone and wood in England are dearer, and iron
cheaper, than in this country.
3. Because the valley of James river presents great difficul-
ties to the construction of a regular and uniformly graduated
work.
Admitting the average cost of a railway in England to be
correctly stated at £5000, or $22,000, (though some recent rail-
ways are said to have cost much more) it is probable that here
the expense of such a work would be greater than this sum.
If a railway, then, would be more expensive than a canal, it
would be still more so than a lock and dam improvement. And
as transportation, with small velocities, is admitted to be much
cheaper on a canal than on a railway, there can be no doubt, that,
upon every consideration of expense, a railway along James
river is not advisable.
As to its expediency in other respects, it will be sufficient to
observe, that railways are advantageous only when great speed
is a desirable object. But along James river, the trade is of a
miscellaneous nature, the articles are bulky, more easily loaded
in boats than in small wagons. The objects to be transported are
scattered, and speed is not of so much consequence as economy
of transportation. Though short interruptions of the navigation
may be occasioned by floods, droughts on James river will ne-
ver have this effect, and frosts hardly ever : so that the advan-
tages of railways, in this respect, are of no weight in this in-
stance.
The making of a railway across the mountains has been also
mentioned ; but it would there be attended with still greater
practical difficulties.
In the first place, the mountains are so rugged and broken,
that the only practicable way to carry this plan into execution,
would be to follow the valley of some creek which leads up to
the top of the dividing ridge. But here, all the difficulties pre-
sented in the valley of James river, would be greatly multipli-
ed. The graduation of the road must be almost every where
among cliffs; its windings would be more numerous and con-
siderable ; the deep cuts would be enormously expensive and
the stationary engines and inclined planes very frequent, &c. :
after having, at an immense expense, established the foundation
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of the railway, blocks of stone must be obtained, shaped, and
transported into a complete wilderness, and put in their places.
Then castings must be obtained from a foundry, at the rate of
at least $112 per ton, and transported an immense distance to
this same wilderness, to form a railway, perhaps 100 miles is
length, at the rate of nearly 100 tons of iron per mile, exclusive
of fixed steam-engines or machinery.
In England, where facilities of all sorts are concentrated,
where there exists an extensive practical knowledge of there
things, the nice adjustment of railways may not be thought an
object capable of having a material influence on the expense
but, among the mountains of Virginia, far from foundries, rails
would have to be procured of particular shapes to suit each of
the numerous curves of the road, and counteract the centrifugal
force of the wagons in the turns.
What the expense of railways, made under circumstances so
unfavourable, would be, I am not prepared to say ; but certain
it is, that it would be immense ; and that the present state of
things would not justify it.
All which is repectfully submitted.
C. CROZET, P. Engineer.
Richmond, July 1st, 1826.
RAIL ROADS PROJECTED.
A magnificent undertaking is resolved on, and actually on
foot, to extend from Baltimore to Wheeling, or to some other
eligible point of the river Ohio; the surveys for which, under
the Baltimore and Ohio rail road company, chartered by the
state of Maryland, being in progress, as noticed at Article No.
71. Locomotive steam-engines to be applied. Computed dis-
tance 250 miles, or more.
NOTE.
On the 4th July, 1828, this work actually commenced, and it
is in spirited progress.
The plan and preliminary measures for another magnificent
project, are advancing to maturity. It is to consist in a main
line of rail road, commencing at Boston, and extending westward
to the Connecticut river, and thence to the Hudson, with vari-
ous branches from the main road, into the districts of country
along the route. The examinations are reported upon in part,
and satisfactorily. Distance in all, 308 miles, more or less, as
noticed more particularly at Article No. 23.
A measure not yet decided on, but under present considera-
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OF THE UNITED STATES.
575
tion, with a prospect of being carried, is a rail road across New-
Jersey state, to be executed either by the state or by individual
means. The route to be, between a point of the Delaware river,
near Philadelphia, as Camden, and some favourable point of the
Rariton ; or otherwise, between the Delaware, and the Bay of
Amboy.
The project has been brought before the legislature, by a con-
vention of delegates on internal improvement," and it recom-
mends itself to favour, and an early execution, by many conside-
rations ; one of them, the unlucky suspension of the long con-
templated construction of a canal across this part of the state.
But, the vast importance of this 30 or 40 miles of route, in the
scale of intercourse, is alone a sufficient indication that the un-
dertaking, calculated for a general transportation, can scarcely
fail of being attended with great success ; both in profit as an in-
dividual or state concern, and in much public benefit. The un-
dertaking is noticed at Article No. 54.
A plan is submitted to the New-Jersey legislature, for a rail
road, between Patterson, on the Passaic, and the Hudson river ;
and an act of incorporation applied for.
The project of a complete rail road, between Philadelphia
and Columbia, on the Susquehanna; which many cogent reasons
concur in to urge the propriety of being immediately set on
foot ; always supposing that the mode of its construction will
be such as to prove competent to the demands of a general
transportation.
NOTE.
This has been adopted into the plan, and made part of the
great Pennsylvania state canal and rail road," now in execu-
tion ; which is also to comprise about 50 miles of rail road,
more or less, across the Alleghany mountain, connecting points
of the Juniata and Conemaugh rivers, in the transverse line of
canal. They are noticed at Articles Nos. 79, 81.
A rail road, between Boston, and Providence, Rhode Island,
as is noticed at Article No. 20. The examinations of the ground
to form a route for this, were some time since effected, and a
route has been chosen. Between Boston and the Connecticut
river at Brattleboro', a rail road is proposed.
A rail road is proposed, by an association to be styled the
Vermont Rail Road association, to commence at Ogdensburgh,
in New-York, and cross to Lake Champlain, from whence to a
point of the Connecticut river; thence to Concord, New-Hamp-
shire, and through Lowell to Boston. The general government
to be requested to effect a survey for this undertaking.
In New-York, in Pennsylvania, in the southern states, nu-
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INTERNAL NAVIGATION
merous rail roads are projected, and recommended to the pub-
lic attention : the following are chiefly sanctioned by legislative
enactments, viz :-
Between Ithaca, at the head of Lake Cayuga, and Owego, on
the Susquehanna river ; for which a company is chartered, as
stated at Article No. 39. Also, south of the Erie canal, a rail
road is proposed between Albany and Schenectady, to be con-
structed by the Mohawk and Hudson rail road company ; and
one other, between Catskill, on the Hudson river, and Ithaca,
on Lake Cayuga that is to say, this latter to commence at
Catskill, and pass across an angle of Schoharie county, to the
head waters of the Delaware, and thence, either direct to Ithaca,
or, down the Susquehanna valley to Owego ; joining, conse-
quently, the Ithaca and Owego rail road, at one of the two
points. Distance, 160 miles: rough estimate of cost, 1,500,000
dollars.
Between the head of Lake Otsego and the Erie canal, as no-
ticed at Article No. 47.
A rail road is proposed, from Painted Post, up to the coal
mines at the head waters of the Tioga, to form a connexion
with the proposed Chemung canal, through its feeder, at Paint-
ed Post, as noticed at Article No. 38.
A rail road is also proposed, between the waters of West
branch Susquehanna, in Centre county, and of the Juniata, at
Huntingdon, to pass through Philipsburgh. A survey is di-
rected by law, with a view of connecting the West branch
Susquehanna state canal with the Juniata section.
Connecting the Schuylkill canal with the Susquehanna river,
by the Catawissa valley, or to strike the Susquehanna, at some
point between Catawissa and the town of Sunbury, as stated at
Article No. 66.
From the head of the Schuylkill navigation company's works
at Pottsville, or Port Carbon, up the valley, over a tract of 10
miles, through a rich body of coal land, as noticed at Articles
Nos. 57, 67. Moreover, a company is organized, as the Mine
hill and Schuylkill haven Rail road company, for the object
of constructing rail roads between those points, and along the
valley of the Schuylkill west West branch, to the coal mines in
that direction.
Between the Union canal navigation, and the coal mines at
the heads of the Swatara river and branches. See Article No. 58.
Between Harrisburg bridge, west extremity, and Chambers-
burg, by way of Carlisle; or, from the west end of Columbia
bridge, through York and Gettysburg, to Chambersburg, in
Franklin county, Pennsylvania, as noticed at Article No. 90 ;
and from Columbia down to the mouth of the Conestoga.
Between the Susquehanna river, North branch, and the River
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OF THE UNITED STATES.
577
Delaware at the Water Gap, by the heads of the Lehigh navi-
gation, and along Brodhead's creek valley, as noticed at Articles
Nos. 63, 64.
Branch from the Pennsylvania state rail road, by the Brandy-
wine and Chester creek valleys, to the River Delaware, as no-
ticed at Article No. 80.
Between Baltimore and York Haven, on the Susquehanna
river. Distance, 69 miles, as noticed at Article No. 71.
Between the cities of Baltimore and Washington, as stated
at Article No. 72. The Maryland act of incorporation in favour
of which, is confirmed by congress, for as much as concerns its
passing into the District of Columbia.
Between the Delaware river, at the termination of the Dela-
ware and Hudson canal, 4 miles above the mouth of the Never-
sink, and the Lackawaxen coal mines, as noticed at Article No.
59. Or, probably, only between the Dyberry forks of the
Lackawaxen, at Honesdale, and the Carbondale coal mines. Dis-
tance, 16 miles.
Between the town of Newcastle, on the Delaware river, and
Frenchtown, on the Elk, as noticed at Article No. 70.
Between Charleston, South Carolina, and Hamburgh, on the
Savannah river, opposite Augusta, as noticed at Article No. 152 ;
also, between Charleston and Columbia.
Between Augusta, on the Savannah river, and Columbus, on
the Chatahootchee, in Georgia; passing through Milledgeville,
on the Oconee river, and through Macon, on the Oakmulgee.
See Article No. 125.
Between the Yadkin river, at Montgomery, North Carolina,
and Fayette, on Cape Fear river, as noticed at Article No. 147 ;
and from the Yadkin river to the Catawba.
Between the Mississippi river, at or near New-Orleans, and
Lake Pontchartrain, as noticed at Article No. 133.
Between Beverly Randolph's and Nicholas Mills's coal mines,
in Chesterfield county, Virginia, and tide water of James ri-
ver, opposite Rockett's, in the city of Richmond. See Article
No. 101. Also, a rail road is proposed to be constructed by the
corporation of Petersburg, between that town and the Roanoke
river, as noticed at Article No. 102.
Between Lexington, in Kentucky, and a point of the Ohio
river, as noticed at Article No. 113.
Between Steubenville, on the Ohio, and the Ohio state canal
for the construction of which, a company is chartered by the
legislature of the state.
A huge railway construction is proposed, and very strenu-
ously recommended for public consideration; to extend from
New-York city, westward, to the Mississippi river; on the plan
of intersecting the principal improvements now existing or on
4 D
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578
INTERNAL NAVIGATION
foot, and of being as a basis also, for future rail roads in this
quarter of the country.
The route and circumstances are here described, in the pro-
jector's own words; and on the map of the United States, a green
coloured line is traced to correspond.
The ingenious projector does not, however, allow his magni-
ficent ideas to stop at this point;-he proceeds to suggest a se-
cond great rail road, to hold the place of the present contemplat-
ed government road from Washington to New-Orleans which,
he observes, being carried nearly parallel to the Blue ridge, would
serve as a base line for the great system of improvements along
this division of the country, and be intersected by the southern
rail roads now on foot, as well as numerous others, which are,
sooner or later, to proceed from various points of the Ohio ri-
ver and of the borders of the Atlantic, and be extended across.
Sketch of the geographical route of a Great Railway, by
which it is proposed to connect the canals and navigable
waters of New-York, Pennsylvania, Ohio, Indiana, Illi-
nois, Michigan, Missouri, and the adjacent states and ter-
ritories; opening thereby a free communication, at all sea-
sons of the year, between the Atlantic states and the great
valley of the Mississippi.
The construction of a GREAT WESTERN RAILWAY, on the
route which is traced on the annexed map, is recommended to
the attentive consideration of every citizen who feels an interest
in the prosperity of his country, and wishes to promote its ra-
pid advancement in wealth and power, by the multiplication of
those physical resources which constitute national greatness, and
best promote individual happiness and prosperity.
The proposed railway has, for its object, not only the connex-
ion of the great cities on the borders of the Atlantic, with the
magnificent lakes and rivers of the west, by a channel, available
at all seasons of the year, but also the development of the latent
wealth and resources of large and valuable tracts of country,
which are not now traversed by any of the great works which
have been constructed, or are in progress, under the patronage
of the several states. It affords happy facilities for accomplish-
ing these great objects, in a manner that will best subserve the
interests of the whole community; and by connecting the ca-
nals of New-York, Pennsylvania, Ohio, Indiana, and Illinois,
in one great system, will give increased value and efficiency to
the plans of internal improvement, which have been adopted in
these several states.
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OF THE UNITED STATES.
579
The route commences on the Hudson river, in the vicinity of
the city of New-York, at a point accessible at all seasons to
steam ferry-boats, and from thence proceeds through a favoura-
ble and productive country, to the valley of the Delaware river,
near the north-west angle of the county of Sullivan. From
thence the route ascends along the Delaware, to a point that af-
fords the nearest and most favourable crossing to the valley of
the Susquehanna, which it enters at or near the Great bend of
that river.
Pursuing a westerly and almost level course through the fer-
tile valleys of the Susquehanna and Tioga rivers, the route
crosses the head waters of the Genessee, having in its course in-
tersected the terminations of the Ithaca and Owego railway, and
the Chenango and the Chemung canals in New-York, the great
Susquehanna canal in Pennsylvania, and several other points
that afford important facilities for intercommunication.
From the Genessee river, our route enters the valley of the
Alleghany, and proceeds along that river, which affords a navi-
gable communication with Pittsburg, the Pennsylvania canals,
and the Ohio river. From the Alleghany, the route intersects
the outlet of the Chatauque lake, by which a communication
may be established with Lake Erie, and proceeds to the head
waters of the French creek, in Pennsylvania, from whence it
again communicates with the Alleghany and the Pennsylvania
canals, on the one hand, and may be connected with the harbour
of Erie on the other.
The benefits which would result from the construction of a
railway, on the route which we have thus far followed, and its
capacity to multiply the elements of individual and national
prosperity, can be best appreciated by those who have carefully
observed the effects of such improvements: but that portion of
the route which remains to be considered, offers to our view re-
sults of the highest and most invaluable character.
From the Western branch of the Alleghany, we proceed in a
direction nearly parallel to the shore of Lake Erie, and enter-
ing the northern counties of Ohio, intersect the great canal of
that state on the portage summit. A free and rapid communica-
tion is thus established both with the lakes and the Ohio river.
From the Ohio canal, the route proceeds in a western direc-
tion, near the forty-first parallel of latitude, along the fertile
table lands which separate the tributary streams of the Ohio
from those of the great northern lakes. Having entered the
state of Indiana, we pass the head waters of the Wabash, inter-
sect the route of the canal which is to unite the Wabash river
with the lakes, enter the state of Illinois, and passing near the
course of the Kankakee, arrive at the head of steam-boat na-
vigation on the Illinois river.
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580
INTERNAL NAVIGATION
The Illinois, which is soon to be connected by a cand
with
Lake Michigan, affords good depth of water for steam-boara. with
a current so slight, as to be, in many places, hardly perceptions
It affords excellent navigation for 250 miles, through a country
of unbounded fertility, to the Mississippi river, which it entime
near the mouth of the Missouri, and a short distance above
flourishing and important town of St. Louis.
Having accomplished this grand object, our railway continues
from near the bend of the Illinois, and at a distance of little
than 60 miles, reaches the banks of the Mississippi.
The proposed point of junction with that immense river,
immediately above the Rock island rapids, from whence the
vigation is at all seasons uninterrupted to the River St. Peters,
and the Falls of St. Anthony. The country bordering on the
Mississippi, for a great distance above the termination of the
railway route, besides its immense fertility, contains inexhaust-
ible quantities of lead ore, and is supposed also to abound in
copper.
The whole distance from the Hudson river to the Mississippi,
at the junction of Rock river, is less than 1000 miles. The route
extends along one of the best parallels of temperate latitude,
and in great part through the most fertile and valuable portions
of our country. A railway, constructed upon this route, would
connect, in the most advantageous manner, the agricultural, na-
vigating, and commercial interests of the regions bordering on
the numerous rivers, canals, and lakes, with which it communi-
cates; and would extend the production and dissemination of
valuable commodities throughout the most distant portions of our
common country.
In a military, as well as commercial point of view, the results
of such a railway would surpass the power of calculation. With
such ample means for throwing any amount of military force and
material, at any time, to almost any point of our frontier, with
a rapidity resembling that of an express-rider, we should have
little occasion to claim the respect of our proudest foes, whether
savage or civilized.
The whole extent of the proposed railway could be construct-
ed for a sum not greatly exceeding that which the state of New-
York has expended on its justly celebrated canals; and its cost
would be trifling, in comparison with its benefits, or even to the
increased value, which it would give to the lands which border
on the route. It would, when completed, be far more beneficial
in its effects on the intervening country, and on our national
prosperity, than to turn the Mississippi itself into the same course.
Free from the inundations, the currents, the rapids, the ice, and
the sand-bars of that mighty stream, the rich products of its
wide-spread valley would be driven to the shores of the Atlan-
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OF THE UNITED STATES.
581
tic, with greater speed than if wafted by the wings of the wind
and the rapid return of commercial equivalents would spread
life and prosperity over the face of the finest and fairest portion
of the habitable world.
Without inquiring whether such a work could be best accom-
plished by the several states through which the route extends ;
or by incorporations, aided by grants of money or lands from
the general government; or by appropriations from the surplus
funds, which will soon be at the disposal of that government it
is sufficient to assert, that our citizens have only to appreciate
the value of the enterprise, and raise their voices in its favour,
and it will be accomplished.
TOPOGRAPHICAL AND OTHER MEMORANDA.
The various and aggregate distances, on the route described
in these pages, may be estimated as in the following tables, in
which an average of about 10 per cent. is added to the supposed
rectilinear distances, which, on some parts of the route, it is sup-
posed, will more than compensate for the sinuosities of the rail-
way.
From the Hudson river at Tappan, to
the Delaware and Hudson canal,
n
-
55 Miles.
Delaware river above Kalikoon creek,
-
-
35
Up the Delaware, to Stockport,
-
-
-
15
Across Starucca summit to the Great bend,
-
20
125
Binghamton, (mouth of Chenango,)
-
-
20
Owego,
-
-
-
-
-
-
-
20
Head of Pennsylvania canal, (on the Tioga,)
20
Newtown, or Elmira, (Chemung canal,)
-
12
72
Genessee river,
-
-
-
-
-
-
65
Alleghany river, at Olean,
-
-
-
-
28
:
Chatauque outlet, (near Pa. line,)
-
-
-
45
Meadville, Pa.,
-
-
-
-
-
-
62
State line of Ohio,
-
-
-
-
-
28
:
Warren, o.,
-
-
-
-
-
-
20
Ohio canal, Portage summit, -
-
-
-
42
290
Whole distance to Ohio canal,
-
487
New-Haven, o.,
-
-
-
-
-
-
60
Sandusky river,
-
-
-
-
-
-
30
Fort Finley,
-
-
-
-
-
-
25
Fort Brown,
-
-
-
-
-
-
35
State line of Indiana,
-
-
-
-
-
25
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582
INTERNAL NAVIGATION
Fort Wayne,
-
-
-
-
-
-
15
Tippecanoe river,
-
-
-
-
-
75
State line of Illinois,
-
-
.
-
-
55
Pinkamink river, -
-
-
-
-
-
38
Vermillion river, -
-
-
-
-
-
44
Illinois river,
-
-
-
-
-
-
24
Rock river, -
-
-
-
-
-
-
56
MISSISSIPPI RIVER,
-
a
-
-
-
7
Miles, 97
Elevations of different portions of the route above the rull
face of Lake Eric.
Feet.
Passage of the Shawangunk ridge,
-
-
-
287
Stockport on the Delaware,
-
-
-
-
345
Susquehanna river at the Great bend,
-
-
315
Chenango bridge at Binghamton,
-
-
-
290
Tioga river at Newtown, (Chemung canal,)
-
265
Olean, on the Alleghany river,
-
-
-
845
Meadville, on French creek, Pa.
-
-
-
500
Ohio state line,
-
-
-
-
-
-
450
Ohio canal summit,
395
-
-
-
-
-
i
New-Haven, Ohio,
-
-
-
-
414
-
Illinois river, near the mouth of Robinson's river,
000
Mississippi river, head of Rock Island Rapids,
-
125
Great extent of Internal Navigation united by the Raihoay.
The actual extent of internal communication, by the various
rivers, lakes, canals, and railways, connected with this route,
and with each other, cannot be estimated at less than thirty
thousand miles, and probably much exceeds that distance.
A writer at St. Louis, estimates the whole river navigation
above that town, at a fraction short of 30,000 miles. The navi-
gation below St. Louis, he estimates at 20,000 miles, including
the Ohio and all its tributaries; which would make the whole
navigable waters of this great valley equal to near 50,000 miles.
These estimates are said to be the result of " careful and ac-
curate calculation," and if we were to add to this the entire line
of the lakes and their tributaries, and all the artificial commusi-
cations to be connected by the proposed work, the whole would
probably exceed 60,000 miles.
The greater part, however, of the river navigation, included
in this writer's estimate, is more or less imperfect. Even the
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OF THE UNITED STATES.
583
Ohio affords good navigation, according to the best authorities,
only four months in the year, and the navigation of the Missis-
sippi is greatly obstructed by the Des Moines and Rock island
rapids, which obstructions could be entirely avoided by the use
of the Illinois river, and the terminating section of the proposed
railway.
How immensely might the commerce of these great rivers be
enlarged, by the construction of such a railway as is here pro-
posed !
To effect such an extensive connexion of these waters, by
means of a canal, would, if practicable, be of much less utility
than the railway, by reason of the interruption of its navigation
in the winter season, and in times of drought, which would be
much more detrimental than on an ordinary canal, through a less
extensive country, and calculated for less general purposes. To
this must be added, the advantage afforded by the railway, of con-
veying passengers and the public mails, in the most rapid man-
ner, through such an extensive and important region of country.
The business of the grand canal of New-York, which connects
with the great lakes, and the country on their borders, is chiefly
derived from the country through which it passes ; and owing
to the interruptions of winter, and the hazards and delays of lake
navigation, answers, but very imperfectly, the wants of the
great western country. In the present state of knowledge, it
would be absurd to rely alone upon canals, valuable as they are,
for a communication with our surpassingly rich and extensive
interior. And in opening its resources, and its extensive river
navigation, to free access by a railway, it would be equally ab-
surd to locate its eastern termination on the inland portion of a
river or canal that should be liable to obstruction by ice. To real-
ize the full value of our canals, rivers, and lakes, we must unite
them by a grand arterial communication, which shall promote
the rapid circulation and exchange of all products, at all sea-
sons, throughout the whole region of country in which they
extend.
Further description of the Route to the Ohio Canal.
The route here proposed, is believed to furnish the most prac-
ticable passage from the Atlantic to the western states, that is to
be found between the Erie canal and the state of Georgia.
Leaving the Hudson, about 20 miles from the city of New-
York,* it paases the high ground which constitutes the west-
To this point, the channel of the Hudson is rarely obstructed by ice in win-
ter, and as the river must be crossed by means of steam-boats, nothing is lost by
making this the eastern termination of the route i or, it might otherwise be ex-
tended along the margin of the river, beneath the Palisado rocks, to a point op-
posite the city of New-York.
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584
INTERNAL NAVIGATION
ern shore of that river, through the valley of Tappan creek, tire
only suitable pass that is to be found in a range of near miles
along the river. From this pass, we proceed north-wearly,
crossing the range of the highlands, through the clove, or Rame-
pough gap, ascend the valley of the Ramapough, proceed through
the county of Orange, and near the town of Goshen, to the
Shawangunk ridge. We pass this ridge by the Deer Park gup,
cross the Delaware and Hudson canal, near its summit, and, pro-
ceeding through the county of Sullivan, and near the town of
Monticello, we reach the valley of the Delaware. We then
proceed up this valley, about 15 or 18 miles, to Stockport, in
Pennsylvania.
Here we cross the Delaware, and ascend the dividing ridge,
through the valley of Stockport creek, and in proceeding a few
miles, arrive at the summit dividing the Atlantic slope from the
Susquehanna basin. This summit, though of moderate elera-
tion, compared with other routes, on which important public
works are now in progress, is probably the highest which this
roule presents, if pursued even to the vicinity of the Rocky
mountains. From it, we descend through the Starucca valley,
and soon reach the fertile borders of the Susquehanna river.
Most of the natural difficulties which attend the proposed
work, are to be found on that portion of the route which we
have just passed in review. These obstacles, it is believed, are
not of a serious nature, and can be correctly estimated only by
actual surveys, made by competent engineers. It is thought that
stationary power, if required, will only be found necessary in a
very few instances, and from this point our progressive range is
apparently unobstructed.
We now cross the Susquehanna, a short distance below the
mouth of the Starucca, at the angle of the Great bend, and pass
on to Binghamton, where we unite with the contemplated Che-
nango canal, which, commencing at this place, is to terminate
in the Erie canal, near Utica. We thence continue about due
west, through this fertile and beautiful valley, and unite at
Owego with the railway, which is to extend from that place to
Ithaca, at the head of the Cayuga lake, and thus form another
communication with the Erie canal. Arriving at the Tioga river,
we unite directly, or, by a short lateral branch, with the great
Susquehanna canal, which opens to us, through the heart of Penn-
sylvania, a communication with the cities of Philadelphia and
Baltimore.
We then proceed along the Tioga, and unite at Elmira with
the contemplated Chemung canal, and the Seneca lake, which
forms our third connexion with the Erie canal and Lake On-
tario. Passing onward, we arrive at the western summit of
the Susquehanna basin, and crossing the Genessee river, near
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OF THE UNITED STATES.
585
its sources, we enter upon the great basin, or valley, which is
drained by the Mississippi and its tributaries. On a great part
of the route along the Susquehanna and Tioga, it is supposed
that almost a perfect level can be obtained ; and, in passing from
thence to the Alleghany river, no serious obstruction is appre-
hended, as the Alleghany ridges here run under the surface of
the great table land of the interior. The surface of the coun-
try is described as not broken, but consists of large swells of
land, with broad shallow valleys intervening.
We now enter the valley of the Alleghany river, or north-
east branch of the Ohio, which forms our first communication
with the almost endless ramifications and extent of the Missis-
sippi, and its tributary streams. We proceed along the Alle-
ghany, till, in order to preserve a more westerly course, we
diverge from that river, and cross the outlet of the Chatauque
lake, through which an easy communication can be opened with
Portland, on Lake Erie. We continue in a course indicated by
the general level of the country, and nearly parallel to Lake
Erie, and crossing the navigable waters of French creek, near
Meadville, we proceed through this fine portion of Pennsylva-
nia, and intersect the canal, which is to extend from Pittsburg
to Erie, near its summit level. This opens a third or fourth
avenue to the important manufacturing city of Pittsburg, and
also another route to the waters of Erie and the upper lakes.
Continuing our range along this fertile summit, we enter the
state of Ohio, pass through the flourishing counties of Trumbull
and Portage, and near the towns of Warren and Ravenna, to
the summit of the Ohio canal. This great canal is a work
which confers lasting honour upon the well guided enterprise
of a young, but intelligent and powerful member of our national
confederacy. It unites us again with the Ohio and the lakes, as
well as with the flourishing and extensive country through which
it passes.
Western Division of the Route.
A more determinate specification of the route to be pursued,
from the Ohio canal to the head waters of the Maumee and
Wabash, and from thence, across the states of Indiana and Illi-
nois, to the Mississippi river, is rendered unnecessary, by the
favourable nature of the country to be traversed, which presents
no obstacles to a free choice of surface and location. A large
portion of the country comprised in the states of Ohio, Indiana,
and Illinois, together with the Michigan peninsula, and the
country between Lake Michigan and the Mississippi, consti-
tutes an extensive table land, or plateau, of pretty even charac-
ter and surface, and of great general fertility. This great dis-
4 E
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586
INTERNAL NAVIGATION
trict may, with propriety, be called the great plateau of Mi-
chigan, and constitutes, probably, the finest portion of the vast
region which is drained by the tributaries of the Mississippi and
the Canadian lakes. It is almost surrounded by navigable wa-
ters ; having the Ohio on the south, the Mississippi on the west,
the Wisconsin and Fox rivers, and the lakes Michigan, Huron,
St. Clair, and Erie, on the north. It is intersected by several
valuable tributaries of the Ohio and Mississippi ; the most im-
portant of which, are the Wabash and Illinois the latter enters
the Mississippi 20 miles above the junction of the Missouri,
and 35 miles above the town of St. Louis. This river occupies
the lowest portion of the plateau, and from the head of its na-
vigation to Lake Michigan, there is but little elevation ; 60
that, in forming a canal, to communicate with that lake, the
water of the latter can, by means of a moderate excavation, be
had to supply the canal, and may be drawn in sufficient quantity
to supply and quicken the current of the river during the dry
season.
The Illinois is described as one of the best rivers in our coun-
try for steam-boat navigation ; its channel being good for more
than 250 miles, to its junction with the Mississippi, and its cur-
rent being 80 gentle, as to be, in many places, hardly percepti-
ble. The canal in question, is, probably, one of the few which
ought to be constructed in full view of the advantages of rail-
ways, as its navigation would be always open, during the season
in which the lake itself is navigable; and therefore, like the
proposed improvements in the bayous of Louisiana, it deserves
support under all circumstances. The construction of a break-
water harbour, to protect the entrance of the canal into the lake,
would perfect its utility.
The great section of country which we are describing, is in-
tersected, centrally, by the route of the proposed railway, which
will not only lay open its valuable resources, and connect its rich
interior with the navigation of the surrounding rivers and the
Atlantic markets, but offers a base line, of unequalled utility,
for lateral railways and intercommunications, which may be
hereafter established. A railway may ultimately be found ex-
tending through the centre of the Michigan peninsula, from the
straits of Mackinaw to the Ohio river, and also from the falls
of that river to Lake Michigan. This great plateau will, indeed,
one day, be intersected by thousands of miles of railroad com-
munications; and so rapid is the increase of its population and
resources, that many persons, now living, will probably see most
or all of this accomplished.
The general character of the whole region is, as before ob-
served, that of a great table land, with its surface gently undu-
lating, and presenting shallow valleys, and deeper grooves, which
Digitized by Google
OF THE UNITED STATES.
587
have been worn down by the streams that carry off its surplus
waters. These streams, as they increase in length and magni-
tude, produce a greater effect upon the aspect of the country on
their borders; and towards their junction with the Ohio, or
other recipients, are bounded by the numerous river hills, which
form 80 marked a feature in western scenery. As the portion of
country passed over by our route, lies near the sources of the
principal streams, much advantage is afforded to the railway, by
avoiding the deep grooves or valleys, which are formed by these
streams. The extent of this advantage will be appreciated by
those who are conversant with the physical character of the great
valley of the Mississippi.
Parallel to the proposed line of rail road, and at the most ad-
vantageous distance between it and the Ohio river, is found the
great national road, which is extending from Wheeling, on the
Ohio, through the capitals of these states, and to the seat of go-
vernment of Missouri. This road happily coincides with the
proposed work, in supplying the wants of this extensive and
valuable region of country. The Miami canal, which is com-
pleted from Cincinnati to Dayton, will soon be either extended
to Maumee bay, on Lake Erie, or connected by a railway with
the Ohio canal, or the harbour of Sandusky, thus forming one
of our most important lateral communications.
In the state of Indiana, the contemplated Wabash and Miami
canal, will form another invaluable auxiliary to our system of
intercommunication. Its length will be 280 miles, through a
fertile region; and the Wabash itself is represented as navi-
gable by boats for nearly 400 miles. Many other important
communications will eventually be established in this great and
flourishing state, which possesses a more homogeneous character
than Ohio. Should the construction of its great canal be ne-
glected, it will only be for the purpose of establishing a railway
of equal or greater importance.
The advantages of connecting our railway with the naviga-
tion of the Illinois, and thus obtaining an unobstructed railway
and steam-boat route to St. Louis and New-Orleans, are suffi-
ciently obvious. The short western section of the railway, by
which it is proposed to connect the Illinois with the Upper Mis-
sissippi, is also of high importance, and offers advantages suffi-
cient to justify the execution of that section without delay. It
touches the north-west corner of the military bounty lands,
which will be greatly enhanced in value thereby, and it offers
an excellent communication between St. Louis and the lead mine
country, on the Upper Mississippi, through the Illinois river,
during the dry season, thus avoiding the obstructions which are
occasioned by the Des Moines and Rock river rapids in the Mis-
sissippi. It would be the principal line of communication with
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588
INTERNAL NAVIGATION
that extensive and invaluable country, on both sides of the Mis-
sissippi lying north of Rock river and the state of Missouri, and
which is now but little known.
The great lead mine district, on the Upper Mississippi, situat-
ed between the Rock river and the Wisconsin, is no less remark-
able for its fine aspect and general fertility, than for the inex-
haustible quantities of lead ore, with which it abounds. Although
no part of this tract has yet been surveyed and opened for sale by
the government, and although the means of communication are,
at present, imperfect, yet 13,000,000 pounds of lead were ob-
tained in the year 1828 ; and, it is said, that 5,000,000 of pounds
were reported for three months in the year 1829. At Galena,
the principal depot of the mines, there were 99 arrivals of steam-
boats, and 74 of keel boats, in 1828. The diggings have already
been scattered over different portions of a district, containing
3,000 square miles, and no limit can be assigned to the future
extent of the mining operations. Copper ore has also been found
in its original deposite, in such quantities, and over such an ex-
tent of this country, as to justify the expectation of that metal
being produced in considerable quantities.
The inventive genius of Mr. Gurney, and others in England,
will abundantly promote the usefulness of rail roads, and multi-
ply consequently the construction of them, if it be found that
the newly invented steam-carriages of these gentlemen be equal,
in practice, to the extraordinary character given of them, on the
strength, it would seem, of some very careful experiments. The
qualities of Mr. Gurney's locomotive machine, are stated to be
as follows ;-
1. It can be stopped dead, within the space of 2 yards, though
going at the rate of 18 or 20 miles per hour; and this without
any inconvenient shock to passengers, or to the machinery.
2. It is capable of dragging a carriage, weighing 3 tons, and
having 100 passengers, over a level road, at the rate of 8, 9, or
10 miles per hour.
3. It is capable of dragging the same carriage, with 25 pas-
sengers, up the steepest road in England, at the same rate.
4. In ascending hills, for every cwt. that is shifted, from the
front to the hind wheels, the carriage acquires an additional
drawing power of 4 cwt., and on level ground, an additional
one of 10 cwt.
5. On descending hills, the contrivance by which the carri-
age is retarded at pleasure, acts independently of the wheels, so
that the sliding and cutting effect of ordinary drags is avoided.
The Liverpool and Manchester railway company, offered a
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premium of £ 500 sterling for the most improved steam-emgine,
not weighing more than 6 tons, that should be capable of drawing
after it, on a well constructed level rail road, with a pressure of
steam on the boiler not exceeding 50 pounds to the square inch,
day by day, a gross weight of 20 tons, or, at the least, a weight
equal to three times that of the engine itself, at the rate of 10
miles per hour or more ; and this has produced a number of very
ingenious and beautiful locomotive carriages on trial. The velo-
city gained, is stated to be 25 miles to a certainty, and more,
per hour, on level rail road, with a load three times the weight
of the carriage itself.
Thus, then, it is, that the great rail road question, in refer-
ence to general transportation, which but a little while since
was somewhat doubtful, may now be regarded as completely and
most satisfactorily decided, in virtue of these extraordinary in-
ventions in steam-power apparatus.
A day of trial was appointed; and three carriages started in
competition; not together, but successively ; and for several
days, by adjournment, the experiments were continued. The
Rocket, belonging to Mr. Robert Stephenson, weighing 4 tons
3 cwt., and drawing a load of 12 tons 9 cwt., travelled 35 miles
in 2 hours and 52 minutes, including all stoppages at the ends
of the course, which was exactly 11 mile long, with an addi-
tional length of 220 yards, in which to stop the engine. Her
speed, when in full motion, with this load, was from 14 to 17
miles per hour. She also drew a carriage, with a number of pas-
sengers, (about 30) up an inclined plane, rising one foot in 96,
at the rate of 12 miles per hour.
After the Rocket, a lighter carriage, called the Novelty, appear-
ed, weighing, with her complement of fuel, tank of water, &c.,
two passengers included, 3 tons 14 cwt. Thus accoutred, she
darted off at the rate of 28 miles per hour, increasing her velo-
city, and actually performing the first mile in l' 53", and, had
the railway from Liverpool quite to Manchester been complete,
there appeared nothing of a nature to have prevented her pro-
ceeding along the whole distance at that average rate, and more.
Indeed, the owners of this engine entertain an opinion, that
when the rail road shall be finished, they will be able to ensure
the conveyance of passengers from one place to the other, 34
miles, by the power of this engine, in one hour !
Next, with a load attached, weighing, several passengers in-
cluded, about 6 tons 12 cwt., total, consequently, engine and
apparatus inclusive, about 10 tons 6 cwt., the Novelty again set
off at the rate of 12 miles per hour, and, increasing her speed 80
as to equal 171 miles per hour ; not leaving in the minds of specta-
tors, any doubt but that her travelling for a distance, thus load-
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INTERNAL NAVIGATION
ed, and provided with level rail road, would have amounted to
the average of 20 miles per hour, at the least.
In consequence of these things, the Liverpool and Manches-
ter railway company's stock rose in value more than 50 per
cent. on the price of subscription, and, by the latest accounts
received, was still rising.
It is reported that Mr. Winans, (an American,) has made new
discoveries in locomotives, of so very important a character, that,
should they be fully confirmed, they may go far towards exclud-
ing the use of horse-power for transportation, even along the
common high-ways. Such are the reports ; trials of new inven-
tions and improvements are at least daily going forward ; and
the extraordinary expectation is attributed to Mr. Winans, that
he will be able to furnish engines of any weight and power re-
quired, and to suit all the irregularities of road, both as to ascent
and descent. However this may prove, in the event, to be, the
rail road car of this gentleman, already experimented upon, is
allowed to be highly important, in its principle, for overcoming
friction ; the carriages and wheels, weighing 114 cwt, were
loaded with three tons of pig iron, making together, weight, 3
tons 114 cwt., and all was moved along the roads, and kept
moving, at different velocities, by the force of 10, 12, 14, 17,
19 pound weights, applied in succession.
Some experiments on the carriages of Sir J. C. Anderson and
W. H. James, Esq., have been made, on the Croydon high
road, and have averaged full 12 miles per hour ; and arrange-
ments of the machinery, it is said, can be made, to increase the
speed to 20 miles, or more ; but this, however it may hold good
in theory, can certainly never be reduced to practice on a com-
mon crowded road, where there are various difficulties to be
counteracted or overcome, besides the circumstances of its being
crowded. On a good rail road, it is added, as much as 100 miles
per hour may be run, by introducing a blast to the fuel. One of
the carriages tried, with a supply of water for 20 miles travel-
ling, and fuel sufficient for 50 miles, does not, it is stated, weigh
more than 26 cwt.
A blowing machine, to act on the fuel, and produce the velo-
city of 100 miles per hour, as above, although asserted to be
quite practicable, is yet not recommended, because of the inju-
rious effects such a blast, it is known, would have on the metal
composing the boiler.
In the number of benefits to accrue to the civilized world,
from the increased celerity and-ease of conveyance by means of
rail roads and steam-power, the reduction of standing armies
is now calculated on as one, and a very important one.
More recently ;-
The following letter, a consequence of the very last experi-
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OF THE UNITED STATES.
591
ments in England, will be found to be highly important.
The
price of coke, at Liverpool, is 10 shillings sterling per ton.
(Copy.)
To the Chairman and Directors of the Liverpool and Man-
chester Railway Company.
GENTLEMEN,-
The result of the experiments with the "Novelty," which were
made on Tuesday last, by Mr. Vignoles, in order to ascertain the
capability of that engine, are contained in the accompanying ab-
stract:-
Grounding our proposals upon these results, we submit to the
board the following offer, viz.-" To deliver locomotive engines,
not exceeding 5 tons weight, capable of drawing 100 tons gross
weight, at the rate of 15 miles an hour, on perfectly clean and
level rails. The consumption of fuel not to exceed one-third of
a pound of coke per gross ton per mile; the price of the engines
to be determined by the proportion of work they do, as compar-
ed with the performance and price of the best engine on the
road at the time of delivery.
We have the honour to be, gentlemen,
Your obedient servants,
[Signed]
BRAITHWAITE & ERICKSON.
Liverpool, Feb. 1st, 1830.
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INTERNAL NAVIGATION
CANADA, NEW-BRUNSWICK, AND NOVA-
SCOTIA CANALS.
A.-From the mouth of Grande, or Ouse river, on Lake
Erie, by canal, north-eastward, to strike at a point
of the Welland, or Chippeway river, and, taking
the course thereof downward, 11 miles, proceed from
thence northward, across the mountain ridge, and
down to the mouth of Twelve mile creek, on Lake
Ontario. Distance, from lake to lake,
Miles, 43
No. 1.
THE WELLAND CANAL.
This canal, intended to connect Lakes Erie and Ontario, or
to remove the natural barrier caused by the wonderful falls of
Niagara, will, in the wide spread surface of its waters, exceed
any other now in the world. The width afforded, in consequence
of numerous ravines converted into extensive reservoirs, will
give to this canal more the appearance of a large river, than an
artificial navigation.
In 1824, an act was passed by the legislature of Upper Ca-
nada, incorporating a company with power to cut a canal, for
boat navigation, round the cataract of Niagara but, at the
following session, the charter was, upon petition, amended, 80 as
to increase the company's stock, and render it competent to the
enlarged project of uniting the waters of Lake Erie and Lake
Ontario, by a direct communication, on a scale of sloop or
schooner navigation.
As much of the capital stock as was thereupon offered to the
public, was readily taken up, and a large proportion of it sub-
scribed for in the state of New-York, which gave occasion to
the work, upon the enlarged plan, being immediately com-
menced upon, and prosecuted with spirit; and, it appears by a
report on the subject to the legislature, of January, 1827, that
very satisfactory progress to that time was made.
The canal is divided into three sections.-
Sect. 1. Commences at a harbour on Lake Ontario, at the
mouth of Twelve mile creek, and, passing up 5 miles, to St.
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OF THE UNITED STATES.
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Catherine's, proceeds, by two ravines of the mountain, and by
means of a quick succession of locks, up to a summit level ;
where, at a distance of 44 miles from the point gained, com-
mences a deep cut of 1 mile 54 chains, through the dividing
ridge. Along this, and along some lesser cutting, through a
winding ravine of 66 chains, the line passes to the Welland ri-
ver, at about 10 miles above the mouth thereof, on the Niagara.
This is section No. 1. Length of it, 161 miles. Down the
mountain descent to St. Catherine's, in a distance of 4 miles 724
chains, are 32 locks, with a declension of 322 feet. The dimen-
sions of them, 100 feet long, and 22 feet wide in the pool, cal-
culated to pass vessels of 125 tons burthen. From St. Cathe-
rine's to Lake Ontario, are 3 locks, including 1 at the harbour,
of 32 feet in width, and 125 feet long, made so for the purpose
of admitting steam-boats from Lake Ontario. At the termina-
tion of this section, a guard gate will control the admission of
the waters from Lake Erie.
The deepest cutting of the summit, is of 56 feet of excavation;
it is sloped above the towing-path, at an angle of 45°, which is
steep, but the banks are composed of firm, stiff clay.
The general dimensions of the canal, 8 feet depth of water,
26 feet width at bottom, with a slope of 2 to 1; giving a sur-
face of 58 feet water this is sufficient to allow vessels of 22 feet
beam to pass each other ; and wider vessels than these cannot
pass through the locks, according to the present plan of the ca-
nal ; but there is already provision made for an enlargement of
the plan at a future day, if requisite, at a small additional ex-
pense.
With a velocity of half a mile per hour, nearly 10,000 cubic
feet of water per minute will pass through this section of the
canal ; which will afford an ample supply, at a number of ad-
vantageous sites for hydraulic machinery along the descent,
over and above the occasions of the canal itself.
Sect. 2. Consists of a distance upon the Welland river, which,
for about 30 miles from its mouth, resembles a canal, in the cir-
cumstance of having scarcely a perceptible current; and it being
from 12 to 30 feet deep, there will consequently be nothing more
requisite, but to form a towing-path along its bank for the dis-
tance specified, that is, 11 miles, ascending the river course
from the point struck by section 1.
Sect. 3. Is a cut of 14 miles, from the upper point, on the
Welland river, to the Grande, or Ouse river, at or near Sherboro',
within a mile or two of the outlet into Lake Erie, at a flat,
swampy tract of country, called Wainfleet marsh the surface of
which is 8 feet above the level of the lake. This marsh, con-
taining 13,400 acres, has been granted by the Crown to the
company.
4 F
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INTERNAL NAVIGATION
The execution of this section, as it will not be attended with
any difficult or laborious work, so the expense of it will be easy
in proportion; and, once the all-important northern section ae-
complished, this portion of the work will of course be gone into,
and carried through with rapidity. In the mean time, the navi-
gation through into Lake Erie will be laid open, by way of the
Welland, and the Niagara river above the falls; and may be
used while the works on sections 2 and 3 are going on.
Thus it appears, that the Welland canal will always have two
outlets for vessels ascending from Lake Ontario, one by the
Niagara river, and the other by Grande river: the latter, how-
ever, cutting off a distance of 40 miles on Lake Erie. Consider-
ably more than half the work on the No. 1., or northern sec-
tion, is now gone through with, and the whole is under contract,
and probably will, according to the report of the engineers, be
completed this year, (1827) including a capacious harbour at the
Twelve Mile creek entrance into Lake Ontario; which harbour
is constructing on a scale to afford 12 feet depth of water, and
to be a construction of durability : it is estimated to cost 30,000
pounds; and, if a break-water be added, then 1000 pounds more.
The general canal estimate is, viz.
There has been expended hitherto, including about
15,000 pounds on the harbour,
-
-
-
£89,000
There is required, to complete the section to the Wel-
land river, -
-
-
-
-
-
-
-
80,000
Additional for the harbour,
-
-
-
-
-
15,000
For a break-water at the harbour,
-
-
-
-
1,000
For the section between the Welland and Grande rivers,
37,500
Towing-path on the river bank, 11 miles, and contin-
gencies,
-
-
-
-
-
-
-
-
12,500
Total estimate,
-
235,000
The capital stock of the company is 200,000 pounds, divided
into 16,000 shares.
A calculation has been made, as follows, to show what amount
of revenue it is thought the Welland canal may produce imme-
diately after its completion; toll descending, for the whole 41
miles, taken at 7s. 6d. per ton, except lumber; toll ascending,
at 10s. per ton.
1,500,000 staves, at £ 1 per 1000,
-
-
- £1,500'00
Boards, plank, and other lumber, at 3s. 9d. per 1000
feet, board measure,
-
-
-
-
-
5,625 00
Masts, spars, &c.,
-
.
-
.
-
-
750 00
Amount carried forward, £ 7,875 00
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OF THE UNITED STATES.
595
Amount brought forward, £7,875 00
Stone, gypsum, &c.,
-
-
-
-
-
-
750 00
1250 tons potash, at 7s. 6d. per ton,
-
-
-
468 15
Flour and wheat, equal to 100,000 barrels, or 10,000
tons, at 7s. 6d.,
-
-
-
-
-
-
3,750 00
5000 barrels pork,
-
-
-
-
-
-
187 10
Whiskey, cider, lard, butter, cheese,
-
-
-
187 10
100 hogsheads tobacco, and other articles,
-
-
187 10
Tolls descending, £ 13,406 05
Salt in barrels, 1800 tons at 10s., -
£ 900 00
Merchandise of all sorts, including hard-
ware, mill stones, &c., at 1¹σth in
weight of the quantity sent down, at
10s. per ton,
-
-
-
-
-
1,787 10
Amount of toll, on operations on the ca-
nal, the erection and conducting of
buildings suited to the hydraulic ad-
vantages, computed at 10,000 tons, at
3s. 9d. per ton,
-
-
-
-
1,875 00
Toll on tonnage of vessels, at £1 5s. per
trip say 50 vessels, at 14 trips each,
875 00
Rent from hydraulic situations, to be re-
ceived after the expiration of 3 years,
2,500
00
Tolls ascending, &c., -
-
£7,937 10
Total of estimated gross income,
£ 21,343 15
Which is exclusive of a gratuity to come from government, and
the benefit to accrue from a tract of 13,400 acres of land.
It is, moreover, the opinion, that a certain amount will be
added to the yearly revenue, by produce from the United States
side, passing through the Welland canal; for it will be profita-
ble for United States merchants along Lake Erie, to use in some
measure this canal, even for a New-York market: in support of
which position, a calculation is made, as follows;-
Transit from Lake Erie to Syracuse, by the Erie canal, and
by the Welland canal; compared;
Distance from Buffalo to Syracuse, 200 miles;
Toll on which, at 14 cent per mile,
-
-
.
$300
The same for transportation,
-
-
-
-
3 00
Toll on boats,
-
-
-
-
-
-
.
7
.
$6 7
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INTERNAL NAVIGATION
41 miles Welland canal; toll,
-
-
$1 50
32 miles Oswego canal ; toll at 11 cent, -
48
73 miles transportation, at 11 cent,
-
1 9
Tonnage on vessels,
-
-
-
-
7
Freight from Welland canal harbour to Os-
wego, in continuation of the voyage, .
50
3 64
Difference, in favour of the Welland canal
route ; descending per ton,
-
-
-
-
$2 43
From Syracuse to Buffalo, 200 miles ;
Toll at 3 cents per mile,
-
-
-
-
-
$6 00
Transportation at 11 cent per mile,
-
-
-
3 00
Toll on boats,
-
-
-
-
-
-
-
7
$9 7
Syracuse to Oswego, 32 miles ;
Toll at 3 cents per mile,
-
-
-
$ 96
Welland canal,
-
-
-
-
-
2 00
Tonnage,
-
-
-
-
-
-
7
Transportation,
-
-
-
-
-
1 59
4 62
Difference, in favour of Welland canal route; ascend-
ing per ton,
-
-
-
-
-
-
-
$ 4 45
The facility of travelling by way of Oswego and the Welland
canal, will besides be great; and steam-boats will be put up, and
cause another addition to the canal revenue.
It is proposed, whenever the company shall find the state of
trade such as to require it, to cause a branch canal to be cut,
from a point below the mountain ridge, direct to the harbour of
Niagara, on Lake Ontario. It is believed that great advantages
will hereafter accrue from this double harbour and double en-
trance upon the lake. Dimensions to correspond with the main
canal. Distance, from a point near St. Catherine's, to Niagara,
11 miles. No regular survey has yet been made, but the ex-
pense is computed at £ 35,000.
The company have already power to construct a towing-path
on the Niagara river, from Fort Erie to the Welland, and along
this, 10 miles, to its intersection of the canal. By which
means, together with a ship lock that will soon be constructed
at Black Rock, vessels will be enabled to pass and repass from
lake to lake without obstruction, and in a very direct manner.
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OF THE UNITED STATES.
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JANUARY, 1828.
The board of managers have made their report of operations
for the past year, which, although there has not been accom-
plished during the season, on section No. 1, which includes the
summit level and deep cut, all that the engineer had conjectured
might be done, exhibits, notwithstanding, a satisfactory progress
made in this great work, under the circumstances of the wea-
ther and other occurrences, and a prospect decidedly encourag-
ing as to the complete ultimate success of it. The report says,-
'The public advantages to be derived from it, are developing
themselves, not only by the rapid improvement of the country
on its immediate borders, but by the spirit of enterprise and ex-
ertion which it calls forth among the more remote inhabitants,
who seek to avail themselves of the benefits this canal is likely
to afford, by already improving various natural streams leading
into Lake Erie."
From St. Catherine's to Lake Ontario, a distance of 5 miles,
the canal is finished, and filled with water; and, it appears, that
by the 1st of June next, no accident happening, 15 miles will be
complete, leaving only about 11 mile to be finished, in order to
have, by way of the Welland river and the Upper Niagara, a
thorough communication between the Lakes Ontario and Erie.
The locks, down the mountain descent to St. Catherine's, 32 in
number, are in great forwardness; they are located in a distance
of 4 miles 72 chains. Of the 2,333,706 cubic yards of excava-
tion originally on this No. 1, or northern section, there now
only remains 406,553 to be removed.
Moreover, the board of directors have concluded that it is
advisable now to proceed with the No. 3, or southern section,
lying between the Welland river and Lake Erie; and accord-
ingly the same is already placed under contract, for a prelimi-
nary clearing and draining of the marsh land ; which last, though
not difficult to effect, may prove somewhat tedious. A re-survey
of route has been made, and the line adopted gives a distance
of 124 miles, between a point of the Welland river and the
mouth of Grande river; or rather, to terminate on Broad creek,
near the entrance thereof into Grande river. It is proposed to
execute this section on the thorough-cut plan. The engineer's
estimate of cost, including a safe harbour, is £61,934. The
expense for the entire canal, it is now ascertained, will, ere it be
complete, exceed the estimate above cited ;-perhaps by £50,000
or more.
The line just referred to, as decided on for the southern sec-
tion, passes directly through the lower part of the great Wain-
fleet marsh, with the company's lands, granted by the crown,
lying on either side. These will in consequence be drained,
and become very valuable.
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INTERNAL NAVIGATION
JULY, 1828.
The Grande river, or No. 3 section, of the Welland emal,
may now be designated, as follows :-
From the mouth of Grande river, on Lake Erie,
Miles.
Chaine.
up that stream, by a towing-path, -
-
-
1 48
Thence, up Broad creek,
-
-
-
-
70
Thence, by a cut through the marsh,
-
-
10 00
Thence, down Mill creek,
-
-
-
-
2 40
Descending into the Welland river, by a ship lock
of 8 feet lift. Total distance,
-
-
-
Miles, 15
To this, add for
Sect. 2. A track way along the Welland river this dis-
tance,
-
-
-
-
-
-
-
-
10
Sect. 1. As described,
-
-
-
-
-
-
164
Total, Miles, 411
The first idea of all and every canal, is suggested by the di-
rection of natural water courses; but, in no instance, perhaps,
has there ever been a route for a canal more plainly laid down,
than this one through the Niagara peninsula.* It affords great
geological information touching this part of the country.
DECEMBER, 1829.
On the 2d of this month, the anniversary of the commence-
ment of the Welland canal five years previous, two schooners
arrived at Buffalo, Lake Erie, from Lake Ontario ; having as-
cended the heights of the cataract, by the northern division of
this canal.
A.-From the village of Hull, on the Great Ottawa, by
the course of the River Rideau, and a chain of lakes,
to the Gannanoqui river, on the St. Lawrence, at
the Kingston mills, 5 miles from the city of King-
ston.
Distance, Miles, 122
No. 2.
THE RIDEAU CANAL.
This canal, or rather, series of canals, and branches thereof,
Silliman.
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OF THE UNITED STATES.
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is in active progress. Its object is to connect the two great ri-
vers at the points specified, and by that means obtain a passage
from Montreal into Lake Ontario, by way of the Ottawa ; or
obtain safe and easy water communication between Upper and
Lower Canada ; avoiding, consequently, the formidable rapids
on the St. Lawrence, between the mouth of the Ottawa and the
mouth of the Oswegatchie river, opposite Prescott.
The connexion is formed principally by damming up the
Rideau and the lakes mentioned, so as to create still-water in
the first, and greater depth in the latter, which are naturally
shallow, but are sufficiently extensive to induce an establish-
ment of steam-boats on them, for the purpose of towing across
sloops and other canal craft.
The plan of communication has not been calculated for more
than a sloop passage ; but, there is reason to think, it will be
enlarged to a steam-boat navigation throughout, so as to corres-
pond in that respect to the Welland canal.
The expense of this undertaking was estimated at £ 650,000;
but, it is supposed, may, ere it be finished, amount to £1,000,000.
It traverses, as above stated, a space of 122 miles of country.
The Articles Nos. 3, 4, 5, which here follow, designate the
works of improvement needful to overcome the natural obstruc-
tiohs in the way from Montreal, up the Ottawa river, as far as
the point specified.
JULY, 1828.
Parliament, at home, last year, passed a vote for the sum of
£ 45,000 towards completing the Rideau canal, and have this
session voted £ 135,000 to defray the expense for the present
year ; these two sums, making a part of £ 527,000, estimated as
needful to a full execution.
A.-From the city of Montreal, on the St. Lawrence, a
canal direct to Upper La Chine, on Lake St. Louis ;
cutting off a bend in the river, and the rapids of St.
Louis.
Distance, across, Miles, 10
No. 3.
LA CHINE CANAL.
This has but lately been finished. It is a fine piece of work-
manship, and has cost £220,000, paid in part by a joint stock
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INTERNAL NAVIGATION
company, in part by a vote of the house of assembly, and in part
by a grant from government, at home.
The construction of this canal is, however, only on a sein
sloop navigation.
It is on foot likewise to improve the river navigation between
Montreal and La Prairie, in blasting and cutting away rocks, by
means of the diving-bell : an engine that will work to much ad-
vantage in the pellucid waters of the St. Lawrence.
A.-From Lake St. Louis, at the foot of St. Anne's ra-
pids, to the. head thereof, by a canal, passing either
at the back of St. Anne's, or else, which appears
preferable, across the Isle Perrault.
Distance, Miles, 5
No. 4.
L'ISLE PERRAULT CANAL.
This cut will be accomplished at small expense, a natural
channel across the island already existing, which at one period
or another has formed a branch of the river.
The rapids, by this means to be avoided, are those celebrated
by Moore, in his " Canadian Boat Song."
A.-From the head of Long Sault, or Ottawa falls, at the
village of Grenville, by a lateral canal, to the foot of
Carillon rapids, opposite Point Fortune.
Distance, Miles, 12
No. 5.
THE GRENVILLE CANAL.
This work is advancing; but, from the nature of the ground,
the excavation is a tedious process; all of it that has thus far
been done, or examined, being through solid rock. The present
plan of this canal is for a sloop navigation.
No regular estimate of its cost appears as yet to have been
made, but it is conjectured the same may amount to £250,000.
Digitized by Google
OF THE UNITED STATES.
601
A.-From the foot of Carillon rapids, at Hawkesbury, on
the River Ottawa, the point last above-mentioned,
across the Peninsula, obliquely, to the St. Lawrence,
at Prescott.
Distance, (supposed,) Miles, 50
No. 6.
LA PETITE NATION CANAL.
A survey has been made for this proposed communication, be-
tween the Ottawa and the St. Lawrence, at points of each, lower
than those of the Rideau canal.
Prescott, at the mouth of the Oswegatchie river, the point
here struck on the St. Lawrence, is 70 miles below Kingston,
and is immediately above the St. Lawrence rapids.
A.-From a point of La Petite Nation canal, last above
specified, down the valley of the St. Lawrence, to a
point of the Isle Perrault canal ; forming a junction
therewith.
Distance, (supposed,) Miles, 50
No. 7.
THE ST. LAWRENCE CANAL.
The ground for this projected lateral canal, was surveyed last
year, and a report made thereon. It will form a more direct
route of communication between Montreal and the Lakes On-
tario and Erie, than by passing up the Ottawa river, and through
either the Rideau or the Petite Nation canal, in as much as, by
this additional improvement, the line along the St. Lawrence
valley will be preserved, and the formidable rapids of this river
be equally avoided. It is, in short, contemplated, to have a di-
rect steam-boat navigation from Prescott to Montreal, a distance
of 132 miles: which may be effected by means of about 60 miles
of canal, and 196 feet of lockage.
4 G
Digitized by Google
602
INTERNAL NAVIGATION
A.-From a point of Lake Simcoe, along the direction of
Talbot river, and a chain of shallow waters, eastward
and south-eastward, to the River Trent, and thence,
passing on to the Bay of Quinty, and to Lake Onta-
rio. Distance, by a series of canals and lake naviga-
tion together, and including a branch canal of 10
miles, to strike from Rico lake upon Port Hope, On-
tario, where a fine harbour is to be constructed,
Miles, 190
No. 8.
LAKE SIMCOE CANAL.
This very important project, which is to be carried into exe-
cution by the Canada company, opens, by way of Trent river
and the Severn, a passage to Lake Huron and its borders, and
ultimately to Lake Superior, and adds, consequently, in this di-
rection, an almost unbounded range of country, in Upper Cana-
da, to be brought into an easy commercial intercourse with Low-
er Canada, by a line of water communication the most direct.
At or near the city of Kingston, some day or other, will be
seen, the trade arriving by the St. Lawrence river and by the
Rideau canal, and passing up, one portion to Lake Simcoe, Lake
Huron, and the north-west, and another portion to Lake Onta-
rio, and thence, by the Welland canal, to Lake Erie; and vice
versa, the trade arriving from these two divisions, and passing
on towards Lower Canada.
It is to be hoped the mother country will neither look indif-
ferently, nor in vain, to this side of the Atlantic, for a safe,
commodious, and happy asylum, for a part, not inconsiderable,
of the present superabundance of her population.
The extensive peninsula between the Ottawa and the St. Law-
rence, including the tract of country traversed by the Rideau
canal route, which is characterized as being of the greatest fer-
tility, there can be but little, if any doubt, will become, ere
long, the support of a dense population.
A.-From the head of the Rideau canal on the River Ot-
tawa, up the course of this river, by canal, and a
Digitized by Google
OF THE UNITED STATES.
603
series of other improvements, and a canal to connect
the south-west branch of the same with Lake Nipis-
sing, at or near the extreme east point thereof; and
from the south point of this lake, by a canal, to the
north shore of Lake Huron. Distance, by canal and
other improvements, and lake navigation, together,
Miles, 400
No. 9.
LAKE NIPISSING CANAL.
A project is on foot, or at least is suggested, to effect the addi-
tion of what is here specified to the mass of improvements al-
ready going forward. It will, when the day of its accomplish-
ment comes, afford a precious variety in the navigable water-
route between Lower Canada and the West, and there will be
included within the great chain of improved communication,
the range of country on the upper waters of the Ottawa river, of
unbounded extent, besides giving access to Lake Huron, and
thence to Lake Superior, in this new direction.
GREEN BAY CANAL.
A canal of about 12 miles, in New-Brunswick, will connect
the Gulf of St. Lawrence with the Bay of Fundy. It will strike
from Vert or Green bay, in the Straits of Northumberland, across
to the NE. branch of the Bay of Fundy.
THE SHUBENACADIE CANAL.
This Nova-Scotia canal will connect the Bay of Fundy, SE.
branch, with Halifax harbour.
NOTE.
In Upper Canada, besides the sundry specifications of the fore-
going Articles, various and extensive works of improvement are
suggested, and a portion thereof, of no inconsiderable import-
ance, decided on, and more or less in actual progress of execu-
tion.
Digitized by Google
604
INTERNAL NAVIGATION.
A canal route along the line of the river Thames, continued
to Detroit, has been surveyed. A steam-boat canal, up the Ni-
agara river, by means of tunnel locks, is proposed. Navigation
improvements between Lakes Huron and St. Clair, are on foot.
Coots' Paradise is to be dammed at the neck, and a lock con-
structed in the dam, to enable ships to float up to the town of
Dundass. At the head of Dundass river, the city of Guelph is
building; from within which city, run rivers into four lakes;- ;-
namely ;-Lake Huron, Lake Simcoe, Lake Erie, Lake Onta-
rio : which rivers are each to receive improvements in their na-
vigation ; they will be dammed and locked by the Canada com-
pany.
THE END.
Digitized by Google
INDEX.
A.
Page.
Abolition of restrictions,
-
-
-
-
510
Acquisitions from the Winnebago and Potowatomy Indians,
by treaty,
-
349
Act of congress, authorizing a board of United States engi-
neers for internal improvement,
-
-
-
-
493
Advanced state of the western community,
-
-
-
360
Advantages pointed out, public and private, to accrue from
connecting, by canal, the head waters of the Tennessee and
Coosa rivers,
-
391
Advantages to arise from a union of the Roanoke and James
river waters; also the Roanoke connexion with New river,
and the Holston of Tennessee,
-
-
321
Alphabet of the Cherokee tongue, recent invention of
-
516
American seamen, plan to form and educate a number suffi-
cient for the country's wants,
-
543
Annual income and expenditure of the United States,
-
506
Anthracite coal, and mineral powder; inquiries concerning
the formation of, and on the applicability of either to the
smelting furnace,
-
-
-
-
-
-
143
Anthracite coal mountain,
-
-
-
-
-
-
131
Appropriations by congress, to works of internal improve-
ments,
-
-
505
Area of Schuylkill county coal district,
-
-
-
117
Army and navy forces compared,
-
-
-
-
-
545
Arnold's route of march to Quebec,
-
-
-
-
24
B.
Ballendine, John, his project of improving the James river
and Potomac navigation, in the year 1773,
-
-
-
213
Baltimore and Ohio rail road, the progress of, to December,
1829, -
-
167
Barataria; proposed new seaport of Louisiana,
-
-
381
Beaufort harbour, North Carolina, the importance of, in time
of war,
-
408
Bishop Berkeley's prophecy,
-
-
-
-
-
231
Board of Internal Improvement.of the United States, institu-
tion of, in 1824,
-
-
-
-
-
-
-
-
489
Boone, Daniel
-
-
-
-
-
-
-
-
349
Breakwater at entrance of the Delaware,
-
-
-
280
Digitized by Google
606
INDEX.
Page.
British documents in 1773, on projected improvements from
the Atlantic to the Ohio,
-
-
-
-
-
209
British mercantile tonnage and exports,
-
-
-
549
(NOTE-In 1829, the tonnage amounted to 2,184,000 tons.)
C.
Cahawba river, Alabama, in a course of improvement,
-
S99
Canada, New-Brunswick, and Nova-Scotia canals,
-
-
592
Canal proposed along the bank of the Ohio, uninterruptedly,
from Pittsburg to Louisville,
-
-
-
SS7
Canal proposed along the west border of the Mississippi river, 352
Canal proposed to connect the navigation of the Penobscot and
Kennebeck rivers, from near their sources,
48
Canal proposed to encircle Lake Erie, from Portland to De-
troit,
-
72
Canals already finished, or well advanced, distance 3908g miles,
a recapitulation list of
-
482
Canals contemplated merely, or not advanced, distance 68337
miles, a recapitulation list of
-
-
482
Canals of Scotland,
174
Canals proposed in prolongation, from the Teche river, west-
ward, across the state of Louisiana, to Galveston bay, Texas, 382
Canal to avoid the pass of Hell gate, or Hurl gate,
-
80
Capacity of the Delaware and Chesapeake canal, and a view
taken of the commerce it will connect,
-
-
158
Capacity of the Lehigh river, for the improved navigation
thereof,
-
133
Capacity of the Union canal,
-
124
Capital created and circulated, by the mere operations of build-
ing and navigating steam-boats,
-
-
$65
Carbondale coal mines,
-
-
-
128
Carondelet canal company, Louisiana; the unadvised privi-
lege of, to be annulled,
-
-
-
385
Carrollton viaduct,
-
-
-
-
-
-
168
Cayuga marshes, on draining the
-
-
-
,
68
Central military station,
-
-
-
-
-
347
Ceremonies at commencing the Chesapeake and Ohio canal,
and the Baltimore and Ohio rail road, on the 4th of July,
1828,
-
250
Cherokee and other Indian tribes; view taken of their case by
the president of the United States,
,
-
-
523
Chesapeake and Delaware canal; contemplated, and route for
it surveyed, in the year 1769,
-
-
-
-
155
Chickasaw and Cherokee Indians,
-
-
.
-
-
515
Chickasaw and Cherokee state papers,
-
-
-
,
516
Civil constructions and surveys, by the engineer department
of the United States, since 20th April, 1824,
-
-
494
Clinton, General James
-
175
Coal, anthracite; mode of using to advantage in the furnace; a
question,
-
131
Digitized by Google
INDEX.
607
Page.
Coal district of the Schuylkill, the Swatara, and the Lehigh
mountains,
-
117
Coal trade in prospect, by the Chesapeake and Ohio canal,
and prosperity connected with it,
-
224
Coasting and inland trade, between the cities of New-York and
Philadelphia, and the ports and places upon the waters of
the Chesapeake, computed,
-
97
Coast tide water inland navigation, between Boston harbour
and the Mississippi river,
-
-
-
-
386
Coking of coal,
-
-
-
-
-
-
226
Columbia; trade of the Susquehanna, passing through
-
160
Commerce of United States; the periodical advancement of 557
Commercial tonnage of Great Britain,
-
549
Communication between the waters of Lake Ontario and the
shores of the Atlantic, by the Kennebeck, the Androscoggin,
and Piscataqua rivers,
-
2%
Compacts, by which, and in virtue of previous cessions, the
public lands have been acquired by the federal government, 514
Competency of territories to claim admission into the Union
of States,
514
Connecticut rapids,
-
-
-
13
Convention between the states of Pennsylvania and New-Jer-
sey, for the use, mutually, of the waters of the Delaware,
27%
Convention of Delegates on the Chesapeake and Ohio canal, 221
Coosa and Black Warrior rivers, Alabama, in a course of im-
provement,
399
Cotton factories at Dover, New-Hampshire,
-
-
-
17
Cuba; a mail establishment with, through Tallahassee, St.
Marks, and Key West,
-
555
Cuba, commerce of the United States with
-
-
-
555
Cuba, the annual imports of
-
-
-
-
556
Culture of silk,
-
-
-
-
-
-
551
Cumberland river, in a course of improvement,
-
-
335
Custom house punctuality,
-
-
-
509
Customs of the United States,
-
-
-
-
506
D.
Delaware and Rariton canal,
Branches of trade connected with,
-
-
-
97
Contemplated to be a state concern,
-
-
-
98
Estimate of revenue from tolls,
-
-
-
-
99
Delaware breakwater,
-
-
-
-
280
Delaware falls and rapids, between tide water and Easton,
107
Delta of the Mississippi; importance of draining the
-
432
Deputation of foreign naval officers, to see service on board of
United States ships of war, -
-
281
Differences of level, and distances of coal districts to a market, 133
Discovery of the use of coke, by Dudley,
-
,
-
226
Distances by stations, Buffalo to Detroit,
-
-
72
Domain of the United States,
-
-
513
Domestic arts and industry; the great advances of
-
551
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608
INDEX.
Page.
Dry docks, and other conveniencies, contemplated for a vast
internal emporium, at Cincinnati, Ohio,
-
-
-
361
E.
Education, elementary and practical, to form a complete Ame-
rican marine,
-
-
-
-
-
-
543
Elements of political economy,
-
-
-
-
-
510
Elevations of various points above tide level,
-
-
314
Elk river navigation of Tennessee state, to communicate with
the Tennessee in Alabama,
-
-
-
S71
Emigration from Europe, on the subject of
-
-
-
232
Events in Europe, operating great changes in the social condi-
tion,
-
-
-
-
366
Expenditures of Pennsylvania, on improvements, since 1791,
279
Expense of constructing canals in the south, very moderate,
427
Experiments on steam carriages,
-
-
-
-
588
Export trade and navigation,
-
-
-
-
-
-
546
Exports of Great Britain,
-
-
-
-
-
-
549
Exposé of the great base lines of internal navigation improve-
ments,
-
-
445
Extreme productiveness of the lower plain of Louisiana, when
reclaimed from floods,
-
-
-
-
434
F.
Fair Mount water works,
-
-
-
-
-
-
116
Financial operations,
-
-
-
-
-
-
-
550
Fisheries of Nantucket and New-Bedford,
-
-
-
44
Forces, naval and military, compared,
-
-
-
-
545
Foreign commerce; rate of its advancement,
-
-
-
551
Fort Chartres of the French, and St Louis, Missouri,
-
S47
Freedom of trade and intercourse,
-
-
-
510
French ancient military posts, the chain of
-
-
-
S47
Future canal, along the western border of the Mississippi,
from the mouth of Missouri river, to a point opposite New-
Orleans,
-
-
-
352
Future prolongation of the Teche canal, westward, across the
state of Louisiana, to the river Sabine; and to Galveston
bay, in Texas,
-
-
-
382
G.
General politics, or national policy,
-
-
-
-
53S
General public funds, and other funds of New-York state,
92
Georgia board of works, and " Mexican and Atlantic canal
company." Capital, S 2,000,000,
-
-
-
-
375
Glasgow collieries,
-
-
-
-
-
-
-
225
Grand summary of the navigation of the United States,
-
486
Grant by congress, towards improving Kentucky river,
-
3S7
Grant of public lands to Alabama,
-
-
-
-
371
Grant of public lands to Illinois,
-
-
-
-
-
S41
Grant of public lands to Indiana,
-
-
-
-
-
SSS
Grant of public lands to Louisiana,
-
-
-
-
385
Grant of public lands to Mississippi,
-
-
-
-
S95
Digitized by Google
INDEX.
609
Page.
Grants of public lands to Ohio state,
-
-
-
-
243
Green bay, New-Brunswick, canal,
-
-
-
-
-
603
Greenbrier bridge, in Virginia, architectural description of 308
Greenock and Whin hill aqueduct,
-
173
Green river of Kentucky, in a course of improvement,
-
S35
Guelph city, and its four rivers,
-
604
Gurney and others; their new invented steam carriages, -
588
H.
Hassler, F. R., his arrangements for astronomical surveys,
544
Havana; commerce of the United States with
-
-
555
Hurlgate canal, proposed,
-
-
-
-
-
-
80
Hydraulic advantages, at Cincinnati,
-
-
-
-
240
Hydraulic improvements, for saving water,
-
-
-
173
Hydraulic limestone; discovered on the James river,
-
322
Hydraulic limestone; discovered on the Susquehanna and Po-
tomac rivers,
-
-
-
-
-
-
235
I.
Ibberville, or Manchac channel; the importance of clearing
out, and enlarging of
-
-
-
-
432
Improvement on canal locks, so as to save one half the usual
time requisite to pass through,
-
236
Improvements in transportation; official estimate of
-
42
Imports of the United States,
-
-
549
Inclined plane system, adopted in the Morris canal,
-
102
Indian case, the president's view of
-
-
-
523
Indian lands, not yet ceded by the Indians,
-
-
-
513
Indian population,
-
-
-
-
-
-
526
Indian state papers,
-
-
-
-
-
-
-
518
Institutions of Philadelphia,
-
-
-
-
-
-
279
Internal improvements undertaken by the general government;
the sudden favourable effects of
-
-
489
Internal trade of the country; the several great branches of it,
in relation to the Delaware and Rariton canal,
-
-
97
Inundations of the Mississippi,
-
-
-
-
-
432
Inventions of note,
-
-
-
-
-
-
-
400
J.
Jetties on the Appomatox, constructed of fascines, similar to
the fascine work on the Rhine, and in Holland,
-
-
283
K.
Kanhaway valley salt works,
-
-
-
-
-
-
309
Kentucky river, in a course of improvement,
-
-
-
335
L.
Lake Drummond; its connexion with the Navy Yard at Gos-
port,
-
404
Lake Travers; fur company establishment,
-
-
-
357
4 H
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610
INDEX.
Page.
Lake Travers; the Table land of
-
-
-
356
Language of the Cherokees; newly invented written characters, 515
Latent riches, to be developed, and brought into circulation, 185
Lead and copper mines, in the newly acquired territory, -
349
Lee, Richard Henry,
218
Lehigh coal; proposed contracts for, to supply the New-York
market,
-
-
103
Lehigh works; the completion of, and the extensive prospect
of the company,
-
140
Lehman, William; the legislative father and constant supporter
of the " Pennsylvania canal and rail road,"
-
-
259
Lines of connexion between the eastern and western waters,
also the border navigation of the country; a recapitulation
of
-
445
Liquidation of public debt,
-
-
-
-
-
505. 535
List A, recapitulating all the artificial, or improved navigation,
treated of; distance, 16,397 miles; referred to at p. 486, 454
List B, recapitulating all the canals of communication; dis-
tance, 10,742 miles, constituting a part of List A, referred
to at p. 486,
-
469
List C, recapitulating the river stream navigation improve-
ments, finished or proposed; distance, 5655 miles, consti-
tuting the remainder of List A, referred to at p. 486,
-
483
Lock and dam navigation; remarks on, and tables, -
-
297
Locomotive steam carriages; recent extraordinary improve-
ments in
-
588
Louisiana alluvious lands, plan for reclaiming the
-
-
4SS
Lycoming coal mines,
-
-
-
-
200
M.
Mail conveyance to and from the Havana,
-
-
-
555
Manchac or Ibberville outlet, and the Mississippi floods,
432
Marsh lands in France,
-
-
-
69
Matawaska settlement; a subject of negotiation between the
United States and Great Britain, in regard to boundary line,
49
Mauch Chunk creek, and mountain,
-
-
-
-
131
Mercantile tonnage,
-
-
-
-
-
-
-
548
Merrimack rapids,
-
-
-
-
-
-
-
10
Military academy,
-
-
-
-
-
-
-
543
Military avenues to St. Louis, Missouri,
-
-
-
347
Military, or trigonometrical survey of the coast,
-
-
544
Military, pecuniary, commercial, manufacturing, and agricul-
tural importance of lands newly acquired from the Indians, 349
Military roads,
-
-
-
-
-
556
Military stations,
-
-
-
-
-
-
-
-
545
Mississippi channel; plan for deepening the bar of, at its en-
trance,
440
Mississippi natural basin; the extent and geographical posi-
tion of,
-
-
358
Mississippi navigation dangers,
-
-
-
-
-
352
Digitized by Google
INDEX.
611
Page.
Mississippi proposed side canal, from the Ohio, or the Mis-
souri, to New-Orleans,
-
-
-
-
352
Mississippi river; export of productions through New-Or-
leans,
-
-
-
384
Mississippi valley; progress of population,
-
-
-
359
Modern improved communication through the principal states
of Europe,
-
368
Mountains of the United States, a great source of income to
canals crossing east and west,
-
-
-
227
Mount Carbon,
-
-
-
-
-
-
-
108
Mule anecdote,
-
-
-
-
-
-
-
139
-
N.
Nantucket and New-Bedford whale fisheries,
-
-
44
National debt,
-
-
-
-
-
-
536
National defence, the great systems pursuing towards a com-
pletion thereof,
-
-
-
-
-
-
542
National military roads of the United States,
-
-
556
National objects accomplished in twelve years,
-
-
535
National policy, adapted to the times,
-
-
-
525
National prosperity, the steady advance of
-
-
-
551
Naval academy, a desideratum,
-
-
-
-
-
543
Navigable communications between the waters of Lake Onta-
rio, and the Atlantic ports of the states of Maine,
-
22
Navigable water, reaching the precincts of every occupier of
a plantation in the north-east quarter of Louisiana,
-
379
Navigation between Boston harbour and the Mississippi,
386
Navigation between Boston harbour and the river St. Law-
rence, Lower Canada,
-
-
-
15
Navigation between Portland harbour and the same,
-
22
Navigation by various routes, through the interior, from Bos-
ton harbour to New-Orleans; and from the same to Mobile
point in the Gulf of Mexico,
-
-
450
Navigation, direct, from the Chesapeake, or from Albemarle
sound, through the interior, to the Gulf of Mexico,
-
321
Navigation in the south; the easy and cheap means of im-
proving, and extending,
-
-
-
383
Navigation lines through the United States recapitulated,
446
Navigation of the Rio del Norte, New-Mexico, by exclusive
privilege,
-
-
-
441
Navigation through New-York, between the Hudson, Lake
Erie, and the Ohio, on two parallels of canal,
-
-
71
Navy augmentation, the probable limit of
-
-
-
542
Navy list of United States,
-
-
-
-
-
542
Navy Yard at Philadelphia, and ship Pennsylvania,
-
280
New British colony on the Ohio, in the year 1773,
-
209
New-Echota, capital of the Cherokees, in Georgia,
-
518
New-England; the vast capacity of, for still increasing busi-
ness; officially stated,
-
-
-
-
-
42
New-York, general state fund, and other funds,
-
-
92
New-York port; activity in the ship yards of
-
-
91
New-York, variety of improved routes to the coal districts,
106
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612
INDEX.
Page.
O.
Observatories proposed,
-
-
544
Ohio river navigation; grant by congress for improving the
335
Ohio river, the trade thereof,
-
-
-
-
SS7
Ohio state canals; aids from the United States government,
and progress of the works to December, 1829,
-
-
945
Opening of the Chesapeake and Delaware canal,
-
162
Opening of the Union canal navigation,
-
-
-
195
Opinion in England in 1775, on the military enterprise against
Quebec,
-
-
25
Opinions declared, of Presidents Adams, Jackson, and Mon-
roe, on the Indian question,
-
-
-
-
529
Original military, and commercial plans of the French; their
expansive views,
-
-
-
347
P.
Pacific, proposed connexion, by canal, across the isthmus,
431
Pembina frontier settlement, on Red river,
-
-
-
S57
" Pennsylvania," line of battle ship,
-
-
-
-
280
Pennsylvania state canal and rail road, a summary view of it,
its present state, and works coming into immediate connex-
ion with it,
-
-
-
-
-
-
265
Pennsylvania state; her expenditure on improvements,
279
Philadelphia; prosperous condition of science in
-
-
279
Philadelphia; value of the coasting and coal trade thereof
280
Picture of the west,
-
360
Pittsburg; its advancement,
-
-
-
360
Plan of reclaiming the alluvious lands of Louisiana, both upper
and lower plains,
-
-
435
Plan of the secretary of war, for a final disposition of the In-
dians,
-
525
Portage at Ouisconsin, needful to complete a military commu-
nication between the Mississippi valley, and the Canada
frontier,
348
Post office establishment, and post roads,
554
Potomac navigation company, their operations, and surren-
der of charter,
-
208
Preliminaries to great and lasting works of public improve-
ments, commenced under act of congress 30th April, 1824, 493
Profiles inserted viz;-
Boston and Albany rail road,
Hudson and Erie canal,
Ohio state canal,
Morris canal,
Union canal,
Schuylkill canal,
These eleven projected
on a uniform scale.
Pennsylvania canal,
Columbia rail road,
Baltimore and Ohio rail road,
Chesapeake and Ohio canal,
Florida canal,
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INDEX.
613
Page.
Dismal swamp canal,
Chesapeake and Delaware canal,
}
These four, on a
Lehigh canal,
larger uniform scale.
Welland canal,
Progress making generally in useful science,
-
-
365
Progress of population in the west,
-
-
-
-
359
Prospects as to intellectual and moral advancement,
-
401
Prospects of the nation, in connexion with the coal trade, and
attendant circumstances,
-
-
-
-
-
224
Public debt of the states of Europe,
-
-
-
-
538
Public debt of the United States,
-
-
-
-
541
Public domain to the 30th June, 1828, creditor with the trea-
sury in the sum of $85,162,956,
-
-
-
515
Public lands of United States,
-
-
-
-
-
512
Public lands, vested in the general government, by cession
and compact, for the benefit of the Union,
-
-
514
Public resources, and individual wealth; manifestations of their
periodical advancement,
-
-
-
551
&
Question on the two lines of route from Plymouth to Beau-
fort harbour, North Carolina,
-
-
-
407
Questions on universal freedom of trade and intercourse,
510
Quincy rail road,
-
-
-
-
41
R.
Raft in Red river,
-
-
-
-
383
Raft in the Achafalaya,
-
-
-
-
-
396
Rail road proposed, from New-York city to the Mississippi
river at Rock island,
-
-
-
-
578
Rail roads enumerated,
-
-
-
-
-
-
574
Railway conveyance, remarks on
-
-
-
-
-
568
Recapitulation of canals finished or in course of execution,
487
Recapitulation of the great lines of navigation improvements,
opening communications, the east with the west; also from
Boston harbour, by tide water, to St. Mary's river, East
Florida, and to the Mississippi river,
-
-
-
-
445
Red river, importance of, in the view taken of it by the legis-
lature of Louisiana,
-
-
-
383
Reduction of standing armies, connected with rail road and
steam power improvements,
-
-
-
-
590
Retrospect of financial operations,
-
-
-
-
550
Revenue from the proposed Delaware and Rariton canal, from
tolls; estimate of
-
-
-
98
Revenue of United States, whence derived,
-
-
-
I 550
Rio del Norte, navigation of, by exclusive privilege,
-
441
Road proposed, from St. Louis, Missouri, to Alexandria, on
Red river,
-
-
-
-
584
Roanoke inlet, or connexion at Nag's head of Albemarle sound,
with the Atlantic; measures in relation to
-
409
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INDEX.
Page.
Route of communication between Philadelphia and Fort Pitt,
now Pittsburg, on the Ohio, and Presqu' Isle, Lake Erie,
surveyed in 1762,
-
-
-
156
Routes of communication, by water improvements, through
the interior, from the Atlantic to the Gulf of Mexico,
321
Russian deputation of naval officers,
-
-
-
-
281
S.
Savage river coal mines,
-
-
-
-
-
-
224
Saving water system,
-
-
-
-
-
-
-
173
Schedule of internal improvements, undertaken or aided by the
general government,
-
-
-
494
Schuylkill navigation works, summary view of, and proposed
rail road branches,
-
-
-
-
-
-
-
118
Scientific discoveries,
-
-
-
-
-
-
-
400
Scotland, the canals of
-
-
-
-
-
-
174
Sheet iron steam-boats,
-
-
-
-
-
-
172
Shubenacadie canal. Nova-Scotia,
-
-
-
-
-
603
Silk; its culture recommended,
-
-
-
-
-
553
Sinking fund; its operation,
-
-
-
-
-
536
Sluice navigation, remarks on, and tables,
-
-
-
292
Social improvement in the west,
-
-
-
-
-
S60
Sources of the Mississippi, the Hudson, and St. Lawrence
rivers,
-
357
South Carolina, her extensive river improvements,
-
417
Speculative, or contingent advantages, to arise out of the
Florida canal,
-
431
Steam-boat navigation, the introduction and present state of,
on the Ohio and Mississippi riv s,
-
-
-
S60
Steam carriages of extraordinar power,
-
-
-
588
Steam engines of Pittsburg manufacture, for the Union canal
water works,
-
-
-
124
Steam navigation, from Buffalo, on Lake Erie, to New-Orleans, 349
Steam power navigation, remarks on, and tables,
-
287
St. Joseph's bay, north of Cape Blas, West Florida; its im-
portance as a harbour for ships of war,
-
-
-
427
Summary of inland coast navigation,
-
-
-
-
447
Summary of
The Florida navigation,
444
Indiana navigation,
333
Kentucky navigation,
SS8
Lakes Ontario and Superior, and the North-West ter-
ritory navigation,
350
Middle great lakes, and Illinois and Michigan naviga-
tion,
342
Mississippi river, and confluents,
352
New-England states navigation,
-
45
New-Jersey, Delaware, Maryland, Pennsylvania, Ohio,
navigation,
-
275
New-York navigation,
-
-
-
-
84
North Carolina and South Carolina navigation,
422
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INDEX.
615
Page.
Tennessee, Mississippi, Louisiana, Alabama, Georgia,
navigation,
394
Virginia navigation,
328
Surplus funds in the treasury, how'to dispose thereof,
538
Surveys directed by legislative authorities, to be made, or to
be completed,
Alleghany stream and valley, between the Kiskimenetas
and French creek,
251
Genessee river, New-York,
501
Ground and stream for connecting the upper water of
White river with the Wabash,
333
Ground and streams for a connexion of the waters of
Lake Michigan, and the waters of the Wabash river, SSS
Ground and streams for connecting the St. Mary's and
St. Joseph's rivers, in a line of navigation with the
Wabash and the Ohio,
333
Kennebeck and Androscoggin river streams, and the
valleys thereof,
23
La Fourche river, or outlet from the Mississippi, in
Louisiana,
381
Little Schuylkill river, in order to an improved slack
water navigation, down to its junction with the Big
Schuylkill,
150
Meherrin river, in Virginia, from Murfreesboro' up-
wards,
326
Mill river, and Thames river, Connecticut,
500
Muskingum river, Still water and Killbuck creeks, in
Ohio state,
244
Nottoway river, in Virginia, up from the mouth thereof, 326
Ohio river stream and valley, between Pittsburg and
the mouth of the Beaver,
251
Pascagoula river, Florida,
501
Rappahannock river, from tide water at Fredericksburg,
upward,
326
Red river, through Louisiana state and Arkansas ter-
ritory,
502
Rivers and creeks of the state of Ohio,
501
St. Marks and Appalachicola rivers, in Florida,
501
Stream of the Boguechitto, flowing into the Pearl river
in Louisiana,
379
The Green and Barren rivers of the state of Kentucky,
also the Licking river, and Kentucky river,
335
The Upper Merrimack river, New-Hampshire,
501
Valley and stream of the Codorus, from its mouth in
the Susquehanna, up to a point above the borough of
York,
184
Valley and stream of the Kanhaway river, below Great
falls, for additional improvements,
326
Valley and stream of the Monongahela river,
251
Warren river, Rhode Island,
500
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616
INDEX.
Page.
Surveys directed, of various bayous and water courses of the
northern division of the state of Louisiana, to be cleared of
obstructions,
383
Susquehanna river, the descending trade of, passing Columbia, 160
Susquehanna river, the descending trade of, passing Harris-
burg,
180
Swatara coal mines, prospects in regard to
126
System proposed, for forming and educating American sea-
men,
543
T.
Table of distances, Buffalo to Detroit,
-
-
-
72
Table of the Mississippi basin; its extent and geographical
position,
-
358
Tables, exhibiting a comparative view of the canal routes, east
and west,
-
316
Tables of elevations,
-
-
S13
Tariff operations,
-
-
-
-
-
-
508
Tariff; the true governing principles for its graduation,
509
Tennessee river, Alabama, in a course of improvement, -
S71
Theory of power applied to railways,
-
-
-
569
Theory of steam power navigation, and tables,
-
-
287
The Tortugas; Atlantic coast inland-passage to, by steam-
boats,
429
The Tortugas to be rendered a naval station for the United
States West India squadron,
430
Tide level heights, and distances of anthracite coal districts
to a market for the coal,
-
133
Tolls, payable on the Schuylkill, Union, and Erie canals,
558
Tonnage employed in the trade between New-York and Phila-
delphia, and other ports and places on the Delaware river
and bay; as also between New-York and all ports and places
upon the waters of the Chesapeake,
99
Tonnage of the United States, the fluctuation and ultimate in-
crease of
548
Trade, descending, of the Susquehanna, passing Columbia,
160
Trade, descending, of the Susquehanna, passing Harrisburg, 180
Trade of the Mississippi, through New-Orleans,
-
-
384
Trade of the river Ohio; rate of its increase,
-
-
S37
Transit of foreign trade, by the Florida canal,
-
-
431
Treasury surpluses, question on the mode of employing them, 538
Trigonometrical surveys of the whole coast of the United
States,
544
Tunnels, finished, or in execution, or intended, viz
The Casselman's intended tunnel, 4 miles 80 yds. 219
The Conemaugh tunnel,
750 feet, 268
The Grant's hill Pittsburg tunnel,
800 feet,
245
The Schuylkill tunnel,
450 feet,
109
The Union Canal tunnel,
850 feet,
123
The Virginia proposed tunnels,
317
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INDEX.
617
Page.
U.
Union, by proposed canal, of the Penobscot and Kennebeck
rivers, near their sources,
48
Union canal, its completion, character, and the ultimate pros-
pects arising,
125
Union canal, the origin of, in the year 1792, and previous pro-
jects,
120
Union of the Roanoke and James river waters; also of the
Roanoke with New river, and the Holston of Tennessee;
the advantages to arise from,
321
Union proposed, of the Alabama, and Tennessee river naviga-
tion, and advantages, public and private, to be derived,
391
United States army and navy forces, and distribution of,
545
United States, in the next century, to be the greatest smelter
of iron ore in the world,
226
University of Pennsylvania,
:
279
V.
Virginia state canals, connecting the eastern and western navi-
gation,
S26
Virginia state surveys, since 1817,
329
Voyages through the interior, by various routes, from Boston
harbour to New-Orleans, also to Mobile bay,
450
W.
Wabash river, in a course of improvement,
393
Washington, General George, and River Potomac,
208
Wealth of the nation, manifestations of its advancement,
551
Western country, the first settlement of, and rapid advance-
ment,
359
Whin hill, and Shaw's burn water works, at Greenock, de-
scribed,
173
Winnebago lands, lead and copper mines,
349
Works of internal improvement, by the engineer department
of the United States, for 1829,
561
FINIS.
4 I
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