In the year 1812, the New York canal commissioners estimated the probable tolls to be derived from a canal in that state, within twenty years, at one million of dollars annually. Their canals were not begun for five years after the prediction, and yet within fifteen years from their commencement, we see that great commonwealth in the receipt of a revenue in one year, of one million two hundred and twenty-three thousand eight hundred and two dollars, from canal tolls alone. In obedience to the act of the fourth of May, 1832, requiring the canal commissioners to report the amount of tolls received by each collector on the Pennsylvania canal and rail-road, and also a statement or statements showing the amount of property in tons or otherwise, and the kinds thereof, conveyed on said canal and railroad, the following tables are annexed to this report marked A, B, C, D, and E; they exhibit the tolls and tonnage of the several articles conveyed on the canal, and also their description at four of the principal col lector's offices. From the desultory nature of the trade, which is only commencing on the public works, it has been found impossible to make these tables as complete as may be desirable, but measures will be taken hereafter to render the returns more full and comprehensive. The provisions of the resolution of the thirtieth March, 1832, appropriating seven hundred dollars for the construction of a chute in the dam across Penn's creek, at Snyder's mill, have been carried into effect. The work is completed and paid. The Governor is authorized by the act of the twentythird February, 1832, to incorporate a company to make a rail-road between Philadelphia and Trenton, in New Jersey. "Provided that the said company shall not be allowed to construct said rail-road until the board of canal commissioners of Pennsylvania shall examine the location, and be of opinion that the route of the said railroad will not interfere with the most eligible route for a canal from Bristol to the city of Philadelphia." To form a correct opinion whether the route of the said rail-road would interfere with the most eligible route for a canal, it became necessary for the board to have the canal route surveyed. This has been done, and as soon as the report of the engineer is received, it will be communicated to the Legislature. The claims of David Leech, James Murry, Arthur Toner, and Bargy and Henry, have been examined, in conformity with the acts and resolutions of the Legislature, requiring the canal commissioners to examine and settle their respective demands. Some of them are paid, and the others will be settled in a few days. The claim of Andrew Boggs will be made the subject of a special report. Signed by order of the board. JAMES CLARKE, President. FRS. R. SHUNK, Secretary. Harrisburg, Nov. 1, 1832. A-Statement showing the amount of tolls received by the several Collectors on the Pennsylvania canal, within the last year, together with the amount in tons of property, conveyed from their several offices during the season. B-Statement of property conveyed on the Pennsylvania canal, from Harrisburg, during the season of navigation, in the year ending on the 31st October, 1832. Furniture, dol 5 92 Number of boats cleared, Fifty-four thousand one hundred and seventy-eight miles, is the aggregate distance for which the above boats were cleared. Articles. C.-Statement of property couveyed on the Pennsylvania canal, eastwardly, from Pittsburgh, during the season of navigation, in the year ending on the 31st of October, 1832. D.-Statement of property conveyed on the Pennsylvania Canal, from Blairsville, during the season of navigation, in the year ending on the 31st of October, 1832. 163 2 June, 11 6186 1753 3 托 10 43 140 July, 154 11 333 3 630 10 6 587 14 7374 130 7 17 12}} 131 301 2 121 122 19 E.-Statement of property conveyed on the Pennsylvania Canal, from Easton, during the season of navigation, AQUEOUS DIVISION OF THE STATE, In the following tables we have attempted a division of these counties are, near the formation of the Ohioof the state according to the situation of its different we have arranged them on that river by which they parts on the three great rivers by which it is principally appear to be mostly drained. We have given the diwatered, viz: the Susquehanna, Ohio, and Delaware; mensions of the counties and population of 1820, from and their principal branches as traced on the state map. the state map. To these we have added the number Although this division may not be accurate in all its de-of acres on each river, and the population of 1830, and tails,it is perhaps, sufficiently so, to furnish a general view of the subject, which is all we designed. In some cases where a county is watered by several rivers-as some the ratio of increase per cent. From these we are enabled to form some opinion of the progress of improvements and settlements, during the past ten years. TABLE I. Table showing those Counties, the natural outlet of whose waters to the ocean is the Chesapeake Bay. COUNTIES. TABLE II. Table showing those Counties, the natural outlet of whose waters into the ocean is the Ohio and Mississippi. Length. TABLE III. Table showing those Counties, the natural outlet of whose waters into the ocean is the Delaware Bay. cent. in ten yrs. Increase per From the preceding tables it appears that on the waters of the Susquehanna, there has been the greatest average increase of population in the last ten years, being at the rate of about 47 per cent.; while on the Ohio it was 39 per cent.; and on the Delaware 27 per cent. The largest proportional increase has been in the counties of Potter, 580 per cent.; Jefferson, 261; Warren, 138; Tioga, 125; Cambria, 115; and Clearfield 105 per cent. Notwithstanding, in some of these counties the population is very sparse, viz: in Potter there are only 14 inhabitants to the square mile, and in Jefferson only 13, in McKean county still less, being only 1 to the mile. Excluding Philadelphia county, the average population of the whole state is only about 26 inhabitants to the square mile; showing that there is great room yet, for a multitude of people. In the next ten years, the probability is, there will be a much greater increase than in the past years. The internal improve ments, and the coal trade, will no doubt, contribute much to the settlement of parts which are now in a state of nature. The consideration of the expediency of adopting measures for the encouragement of settlers, merits the attention of our statesmėn. From the Miners' Journal. COAL TRADE. The balance of the 204,000 tons was mined on the line of the canal in this vicinity. One miner can mine 1 tons of coal per day-say that he works 5 days in the week, and 45 weeks in the year, this will make 225 days; to mine 203,000 tons of coal will require in round numbers 600 miners. It will require as many persons to haul out, skreen and convey the coal to the landings, making openings, &c. as it does to mine the coal-therefore say 600 laborers. The West Branch rail-road is about 12 miles longthe average distance of hauling thereon about 9 miles. Mount Carbon rail-road 4 miles, do. do. do. 3 do. Mill Creek rail-road 4 miles, do. do. do. 3 do. do. do. do. 5 do. Schuylkill Valley do 10 miles, average distance, (say 5 miles)-one horse hauls 4 wagons, and makes two trips per day-each wagon averagng 13 tons-will make 14 tons for each horse per day -multiplied by 225 days gives 3150 tons to each horse quires an equal number of horses to haul the coal out of the drifts-say 130 horses. Mount Carbon 325 Cars. 150 do. 200 do. 230 do. 905 The cars on the West Branch and Mount Carbon rail roads cost on an average $90 a piece-and those on 400 boats at $500 each $64,550 We have laid before the public some statistical infor--which divided into 203,000, gives 65 horses. It remation respecting certain branches of the coal trade, including a view of the capital invested and labor employed in the business of mining and transporting to To carry this coal to market it requires about 400 market the amount of the annual exportations of this boats-400 horses-and 2 men and 1 boy to each boatmineral from this region. We have not entered into making 1200 men and boys on the line of the canal. any calculation relative to the cost or value of the very Total 2400 persons, and 530 horses actually engaged in expensive improvements incident to mining establish-mining the above coal and conveying it to market. ments. Neither have we said any thing concerning the There are on the West Branch rail-road in use lands themselves, whence our supplies are derived.The whole number of miners, laborers, horses, cars and boats employed, together with the respective wages of the two first, and original cost of the latter is compre. hended in our statement, without any reference to other collateral subjects which might be introduced. The amount of coal exported from this region during the season which is just ended, is equal to two hundred and four thousand tons. If sufficient encouragement by early purchases, is afforded to the industry of the miner and laborer, this quantity may be indefinitely increased, in a ratio at least equal to any future demands. No one in any degree acquainted with the extensive resources of this region will for a moment question the truth of this proposition. The natural capacity of our mountains to supply the article is literally boundless-the means of exportation adequate the industry of our po pulation greater than any requisitions that can be made upon it. An example afforded by a single locality will Miners illustrate our meaning. On the West Branch rail-road | Laborers and Boatmen there are 325 cars belonging to thirty colliers. Contracts have been already made for supplying 100 additional cars. Without including other cars than those Horses which are already on hand or positively engaged, we Cars will commence our calculation by stating that each car will carry two and a half tons of coal. Allowing only one trip per day, while many very frequently make two, the sum total would equal 1000 tons per day or 6000 tons per week. Estimating a period of 30 weeks for active operations during the season, the aggregate quantity would amount to 180,000 tons, almost thrice as much as is required for the annual supply of New York. This is a very moderate statement of what can actually See Register, Vol. IX. p. 319. Vol. X. 32 Boats Active capital Active capital 200,000 21,200 189,000 162,000 192,000 $828,750 600 1800 2,400 530 905 400 $828,750 Schuylkill Haven, Dec. 18, 1832. DEAR SIR-I enclose you a list of the operators on the Mine Hill and Schuylkill Haven rail-road-together with the amount of tonnage transported by them to market during the present season, as set opposite their There also passed down this road 33,470 shingles and 628,092 feet of boards. |