1829.]

NUMBER OF JUSTICES-TAXABLES OF WAYNE COUNTY.

may in future be a providential means of imparting succour to the sick and the afflicted.

The annual contributions, donations, and legacies of the charitable, will be received as usual, by the Treasurer, Joseph M. Paul. No. 316 Mulberry strect-at the Dispensary, in Fifth between Chesnut and Walnut sts. -and by all the Managers.

Published by direction of the Board of Managers.
WM. WHITE, President.

CASPAR WISTAR, Secretary.
Philadelphia, Dec. 13, 1828.

Damask Table Linen-Mr. Hamilton Stewart, of Pittsburg, has commenced the manufacture of Damask Table Linen; the Stateman, of that city observes, that "the Table Cloths are extremely neat, and what is of equal importance, they are very cheap, and of a texture that will insure service and durability. In weaving the cloth, the threads are so arranged and managed, that almost any figure, name, or letters can be made to appear in full view upon the surface."

TABLE,

Showing the number of Justices of the Peace living in each County of the State, from the report of a committee of the Legislature in 1824.

8

31

65

15

Which at the calculation that one-fifth of the population are taxables, would give 6905 inhabitants. In 1820 this county contained 4127 inhabitants.

Taxables in 1814

1821
1828

41

Being at the rate of 77 2-3 per cent. from 1814 to 1821 And of do. 1821 to 1828 Or an average of 59 per cent. for 14 years. 32 The gentleman who furnished us with the above table, 45 states, in reply to an inquiry on that subject-that 53 Wayne county possesses no Iron Works, although it contains abundance of Iron Ore; its principal article of ex55 port is Lumber. We are happy to learn from him that 63 he is engaged in compiling a work, which is intended. to embrace the topography, geology, and botany, of Wayne County, together with such other information as may be deemed useful respecting that county. The 14 work will contain 14 maps, the plates of which are in the hands of an engraver in this city, and nearly com22 pleted-it will be published in the course of the winter. 26 We hope his example will be imitated by gentlemen in 20 other counties; it is from those who reside in the inte33 rior, that we must expect to be furnished with the most correct information of that section of the state.

37

34

4

46

8. Bucks

9. Butler

10. Cambria

12

37. Philadelphia Co.

66

11. Centre

42

38. Perry

39. Pike

19

20. Fayette

54

47. Warren

11

21. Franklin

90

22. Greene

35 49. Wayne

17

23. Huntingdon

24. Indiana

23 51. York

83

Robert Cooper

George W. Williams

Danl. M'Curdy, Collector for Middle Ward.
district from the passage of any act of the Legislature,
William P. Smith-Collector for Walnut and South founded on the memorial now before them, from the
Wards.

David McClure-Collector for Dock Ward.
Robert Miles-Collector for Locust Ward.
Saml. Reed-Collector for Pine & N. Market Wards.
Thomas Black-Collector for Cedar Ward.
David C. Skerrett, M. D. Vaccinating Physician of
the Northern District.

William C. Brewster, M. D. Vaccinating Physician for the Southern District.

John K. Kane, Esq. Attorney and Solicitor for the Corporation.

John Collins, Mayor's Clerk.

Printed every Saturday morning by William F. Geddes, No. 59 Locust street, Philadelphia; where, and at the Editor's residence, in North 12th st. 3d door south of Cherry st. subscriptions will be thankfully received. Price five dollars per annum payable in six months after the commencement of publication--and annually, thereafter, by subscribers resident in or near the city, or where there is an agent. Other subscribers pay in advance.

THE

REGISTER OF PENNSYLVANIA.

DEVOTED TO THE PRESERVATION OF EVERY KIND OF USEFUL INFORMATION RESPECTING THE STATE.

VOL. III.-NO. 2.

EDITED BY SAMUEL HAZARD.

PHILADELPHIA, JAN. 10, 1829.

FACE OF THE COUNTRY.

One advantage attending the construction of the Pennsylvania canal, is the information which has been obtained respecting the face of the country thro' which it will pass, Many of the first reports from the surveyors and engineers, embrace facts in relation to it which are highly interesting and important, but which from the small circulation given to these reports, in consequence of their being published only among the Journals, are not generally seen or known. Besides this information, there is also contained in them much relating to the mode of estimat ing the different parts of the works. As these reports were presented before our work was commenced, and they would now perhaps be uninteresting, published en tire. We propose to make occasional selections from them of such parts as we think ought to be preserved for future reference and general information. We commence with an extract from the remarks of Judge Scott, one of the Canal Commissioners-describing, in 1827, THE VALLEY OF THE SUSQUEHANNA AND ITS BRANCHES, "One of the most striking features delineated upon the map of Pennsylvania, is the Susquehanna river, and its great branches. Entering Pennsylvania from the north, it passes nearly through its centre, and, with its tributaries, drains nearly one-half of the territory of the commonwealth. This portion of Pennsylvania is not surpassed by any other tract of country, of equal extent, in the union, for the productiveness of its soil, and for the variety, value, and extent of its minerals. It contains, also, at least one-third of the whole population of the

state.

A large tract of country, beyond our northern boundary, within the limits of the state of New York, rich in its vegetable and mineral products, and embracing a population of nearly two hundred thousand inhabitants, is also drained by the Susquehanna and its northern tributaries.

To the territory drained by this noble river, within the states of Pennsylvania and New York, containing above twenty thousand square miles, and a population of more than half a million, nature has pointed out the valley of the Susquehanna as the great highway to market.

NO. 54.

boats upon the Susquehanna, for the transportation of the ascending trade, have gradually disappeared, until not a single boat is found plying upon the river above Northumberland. It is found that merchandize can be transported, by wagons, from the city of Philadelphia, the city of New York, and the heads of the Seneca and Cayuga lakes, with more expedition, at less expense, and less hazard, than by the river.

The descending navigation of the Susquehanna is uncertain, of short duration, and at all times dangerous. Property can only be floated down in the time of high floods, which seldom occur, except in the breaking up of the ice, and the melting of the snow, in the spring season. During these floods, the river is not navigated than a week or ten days. The consequence is, that the with any degree of safety or success, if at all, for more whole trade of the Susquehanna descends at nearly the same time; the markets, which are at all times very uncertain in the towns and villages along the river, are they cannot meet without sales, and they are frequently overstocked; the owners have incurred expenses which obliged to sell at a ruinous sacrifice.

It sometimes happens that there is no spring flood sufficient for the descending trade. When this is the case, great losses are sustained by the owners, not only in consequence of the embarrassments incident to disappointments and a failure of market, but also on account of the deterioration, if not the entire destruction, of many articles by the keeping. A summer flood, after the failure of a spring flood, generally proves ruinous. Being disappointed, and having property on hand, the owners embark it upon the summer flood. The water evaporates, the river falls, and with it all their hopes, Indeed, very little probefore they reach a market. perty ever reached its intended destination by a summer flood.

Round and square timber, scantling, boards and plank are floated down in rafts. All other articles are floated down in arks, which, although they carry from forty to fifty tons each, are very frail vessels, and are liable to many destructive accidents.

The loss occasioned by accidents incident to the river navigation, exposure to the weather, &c. is estimated at five per cent. upon the gross amount of exports.

The whole amount of property which descended the Susquehanna last year, was estimated at four millions and a half. The tonnage required for the transportation of those articles which could not be floated in rafts, must The Susquehanna is regarded as a navigable river. It have amounted to more than one hundred thousand tons. is so, in a limited sense. Viewed in its whole extent, Fifteen hundred arks arrived at Port Deposit, and it is in connexion with its great branches, its ascending na-known that there were many, and it is fair to presume vigation is extremely limited and difficult; its descend- that at least 500, found a market for their lading, at ing navigation is uncertain and of short duration, and the towns and villages along the river, above that both are at all times hazardous. A voyage across the place. Atlantic does not involve so much danger to life and Estimating the loss incident to river navigation, at 5 property, as the navigation of the river from Newtown,per cent. which is certainly very low, and the amount in the state of New York, to the head of tide. It is be- of exports at four and a half millions, the gross amount lieved that the difficulties, delays, dangers and losses, of loss annually sustained, would be two hundred and which at present attend the navigation of this river, are twenty five thousand dollars. Besides this, there is, little known, and less understood, except by those inte- and must always continue to be (whatever improvements rested in the river trade. may be made in the descending navigation,) an enorSince the opening of the Erie canal, and the construc-mous sacrifice in the item of arks. An ark of sufficient tion of turnpike roads from the Susquehanna to the val- capacity to carry forty or fifty tons, will cost at least ley of the Delaware, the Hudson, and the Lakes, the sixty-five dollars. It never can re-ascend the river; and

VOL. III.

3

consequently must be sold for any price which can be and improved; towns, villages, and manufactories, would obtained for it. The average price of an ark, at the spring up along the line; an impulse would be given place of destination, is fifteen dollars. The loss, then, to industry and enterprise, the market would soon asupon two thousand arks, the estimated number which sume a fixed character; and it is believed that the whole descended the river last year, and which is annually in-country drained by the Susquehanna and its tributaries, creasing, will amount to one hundred thousand dollars; above its intersection with the Pennsylvania canal, would which, added to the estimated loss by accident, ex-be supplied with merchandize from the city of Philada. posure, &c. amounts to the enormous sum of three hundred and twenty-five thousand dollars,-a sum, it is believed, equal to the interest upon the capital necessary for canalling the Susquehanna, from the New York to the Maryland line. The whole of this sum, and other items of considerable magnitude, would be saved to the individuals interested, and consequently serve to increase the aggregate wealth of the state, by a canal navigation. The expenses of navigating an ark of the common capacity, (forty or fifty tons,) from Wyoming valley to the head of tide, amount to 120 dollars. The transportation of the same tonnage, by canal boats, it is believed, would greatly diminish this item of expendi

ture.

The country above the Wyoming valley is supplied with merchandize from the city of New York. The surplus products are floated down the river, sold, and the proceeds taken in cash by the merchants to N. York, and there laid out in goods, which are transported by water to some point upon the Hudson; or, by the Erie canal, to the head of the Seneca or Cayuga lake; and thence by wagons to the valley of the Susquehanna. Indeed, a considerable portion of the merchandize at this time, vended in Luzerne county, is purchased in New York, and thence transported by wagons-the difference in the distance between Wilkesbarre and Philadelphia, and Wilkesbarre and New York, being very trifling. When a canal shall have been constructed along the valley of the Susquehanna, from the northern boundary of the state, to intersect the Pennsylvania canal, the whole country above that point will be supplied with merchandize from the city of Philadelphia, and most of the produce of the country will find its way there to market. Until this is done, Philadelphia can never enjoy the trade of the Susquehanna. Hence, to the interest of the state in general, and to the city of Philadelphia in particular, the necessity and importance of this great improvement.

In the present state of the river, and after every thing shall have been done which can be done to improve the descending navigation by the natural channel, the immense and increasing trade of the Susquehanna, will continue to be, as it has hitherto been, divided between New York and Baltimore. Nothing can save it, (nor the other advantages before enumerated,) to the state, or direct it to Philadelphia, but a canal from the northern boundary of the state to the Pennsylvania canal, along the valley of the Susquehanna. It is certainly worth contending for, and if not secured, it will not be on account of any deficiency in facilities or means. Of the first, nature has been liberal in her gifts; of the last the state can furnish an abundance.

Another and a very important question presents itself in the examination of this subject. Is it probable that the annual tolls upon the proposed canal will amount to the interest of the capital expended on its construction?

No estimate has been made of the expense; but from the report of Mr. Bennet, the average cost per mile may reasonably be estimated at eight thousand dollars. If the Pennsylvania canal should be located by the West Branch route, (the distance from the northern line of the state being one hundred and sixty-one miles,) the expense of constructing the canal would be $1,288,000. The annual interest of which will amount to $77,280 If the Juniata route should be adopted, the length of the canal would be increased to 197 miles, which, by the above estimate, will amount to 1,576,000. The annual interest of which will be $94,560.

Of the vegetable products of the Susquehanna valley, it is estimated that more than one-third comes from the country above the West Branch, and at least two-thirds above the Juniata. This, in the present state of the river navigation, is annually increasing, and with the advantage of a canal navigation, would soon be more than doubled. In the exportation of the mineral products of the country very little has as yet been done. Inconsiderable quantities of anthracite coal, from the Wyoming valley, have for several years past been floated down in arks; but the losses by accidents, and in the item of arks have been so great, and the markets have been so uncertain along the river, as to deter capitalists from engaging extensively in the business.

Of the two thousand arks which descended the Susquehanna last year, at least fifteen hundred must have received their lading above Harrisburg. The lumber, which annually descends the river, is estimatod at 175 millions of feet, the whole, or nearly the whole, of which, comes also from the country above Harrisburg. As before stated, the whole of this property nearly, in ordinary seasons, and in the present state of the river The anthracite coal formation extends from the navigation, must arrive in the course of a week or ten sources of the Lackawanna, along the valley of that days-and when arrived at this point, the principal part stream to the Wyoming valley; thence through the of the expenses will have been incurred; and the flood Wyoming valley to the hills near Berwick, making tohaving borne it thus far, will quickly bear it further, and gether, a distance of eighty miles. This coal tract is with trifling additional expense. Under these circum- from half a mile to five miles wide, and is estimated at stances, it never can be expected that the trade of the an average width of two miles; throughout the whole of Susquehanna will stop at any point where the Pennsyl- which, coal is found in strata of from five to forty feet vania canal shall intersect that river-that the owners thick. Estimating the average thickness of the stratum will unload, store, and reload, and incur all the expense, of coal at twelve feet, (which is below the fact,) this revexation, and delay, incident to a trans-shipment to Phi-gion contains one thousand three hundred ninety-five ladelphia by the Union or any other canal, connecting millions eight hundred and seventy thousand tons of the Susquehanna and the Schuylkill or Delaware. coal, which with all the capital which could advantageIf there was a safe and easy ascending and descend-ously be invested in the business, and with all the faciliing navigation by canal, along the valley of the Susque- ties of canal navigation, could not be exhausted in ten hanna, the products of the country would not be hurried thousand years. to market in the course of a few days, in time of a high flood, in craft of unwieldy size and frail structure; but the season would be occupied in their transportation in boats which could pass through the Pennsylvania canal to Philadelphia; losses by accident and exposure would seldom or never occur; an immense saving would be made in the item of arks, the trade would annually and rapidly increase; the extensive forests of wild lands upon our northern border would be immediately settled

It is believed that upon the construction of a canal, the exports of this mineral would soon amount to 50,000 tons annually, and would probably be increased to 100,000. Estimating the annual exports of coal from the Wyoming valley and the contiguous coal region, at 50,000 tons, and the toll at one cent. per ton per mile, the tolls upon this mineral alone, to the Swatara, the distance of one hundred and nineteen miles, would annually amount to $59,500. The return tonnage by the canal

DIFFICULTIES OF TRADE and CURRENCY.

boats, might fairly be estimated at one-fifth of the descending tonnage, which would increase the tolls upon the coal trade alone to $71,400, which, with the tolls upon other articles of trade, would immediately amount to more than the interest upon the capital expended, and at no very distant day, enable the state to pay off the debt which must necessarily be contracted in the construction of the canal.

The foregoing facts and observations have been thrown together in great haste, without order or method; and it is frankly admitted that errors may be discovered in them; but it is insisted that they are generally correct; and that the more the subject is examined, the necessity and importance of a canal along the valley of the Susquehanna will appear more strikingly clear and conclusive.

All which is respectfully submitted.

DAVID SCOTT,

In 1739, the following report of the different issues of computed, as now purchased here, and reduced to sterBills, was made to the house.