REPORT
LATE RESÜßVEY AND EXAMINATION
NORTH BRANCH CANAL,
SHOWING ITS
PRESENT CONDITION AND PROBABLE REVENUE;
ACCOMPANIED BY
A MAP.
BY WILLIAM B. FOSTER,
M
CIVIL ENGINEER,
WITH
AN APPENDIX,
CONTAINING A SYNOPSIS OP THE SEVERAL LAWS INCORPORATINO THE NORTH
BRANCH CANAL COMPANY ; A VIEW OF THE EXTENDED CHAIN
OF INTERNAL IMPROVEMENTS IT WILL UNITE, ETC.
PHILADELPHIA:
TOWNSEND WARD, 45 SOUTH FOURTH STREET.
1847.
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ííORTllBRAlVClt CANAL
and its connecttojis witk
PHILADELPHIA, NEW-YORK & BALTIMORE
and also widi tJu
CtREAT WEST.
U^neheeter
P^&WiÇishùi^toni
XaJce ChaTTtplain
Crissy & Markley, Printers.
NORTH BRANCH CANAL.
An eíTort has been making for some time past, for the completion
of this important link in the internal navigation of the Atlantic states.
A very considerable portion of the stock of the Company incorpora¬
ted by the Legislature of Pennsylvania for this purpose, has been
subscribed by intelligent capitalists, who have entire confidence that
it will *s^ön prove one of the most profitable investments which the
country affords. To answer satisfactorily the numerous inquiries in
regard to this great work, and to exhibit in the most authentic form,
its present condition and future prospects, it has been deemed expe¬
dient to present to the public the subjoined report.
It is proper to add on the part of the Company, that in the selec¬
tion of an Engineer to re-examine this Canal, few persons could have
been found so well qualified in almost every particular, for the per¬
formance of this duty, as the gentleman to whom it has been confided.
Besides twenty years experience in the line of his profession—
he has had charge of the work in question as principal engineer, for
upwards of four years; and his supervision continued three years
more, down to the present time, as one of the Canal Commissioners
of the State. His experience, and the opportunity thus afforded him
for a thorough knowledge of the subject of his report—added to Mr.
Foster's well established character, claim for his views the fullest
confidence of the public.
REPOET.
HON. GAERICK MALLERY,
PRESIDENT OF THE NORTH ^ANCH CANAL COMPANY.
r
Sir,—In compliance with the request contained in your com¬
munication of the 6th of November last, I immediately proceeded to
make, in person, a careful re-examination of the North Branch Canal,
in its whole extent; and now respectfully submit a report upon the
present condition of the work, with estimates of the cost of comple¬
tion, the probable revenue to be derived from it, together with some
other suggestions which are deemed pertinent to the subject.
An union of the valley of the Susquehanna with the great Western
Lakes, and opening a convenient avenue for exchanging the rich
mineral staples of Pennsylvania for those of New York—entered into
the earliest plans of internal improvement presented to the public
mind in the Atlantic States. It was embraced also, in the grand and
comprehensive schemes adopted both by Pennsylvania and New
York; and after being prosecuted to the very verge of completion,
was only abandoned under circumstances of the most imperative
necessity. In New York, the Chenango and Chemung Canals were
both completed avowedly for the purpose of reaching the coal and
iron treasures of Pennsylvania; and the North Branch Canal was
prosecuted by our State to meet the advances of New York, and de¬
signed to unite with one or both those avenues. From 1836 to 1841,
the work progressed with great energy; and when, in May of the
latter year, the State directed a suspension of work on all the un¬
finished lines of improvement—there had been expended upon what
was termed the "North Branch extension," the sum of two millions
four hundred and eighty four thousand nine hundred and thirty-nine
dollars and sixty cents!
At the next session of the Legislature of Pennsylvania, after the
suspension of this work, the people immediately interested in it, pro¬
cured the passage of a law authorizing the incorporation of a Com¬
pany to finish that portion of the line extending from the mouth of
Lacka wanna to the northern boundary of the State; and subsequent¬
ly, by a supplement to the original law,—thirteen miles of the finished
6
"Wyoming line," extending from the Lackawanna downward, to the
mouth of Solomon's creek, four miles below Wilkesbarre, (which had
cost the Commonwealth $550,000,) were added to the work at first
proposed to be yielded up by the State ; thus offering to capitalists
and others interested, works, in which Pennsylvania had invested
over three millions of dollars, on condition that a sum but little over
one million should be expended in their completion !
The extreme liberality of the proposed grant by the State of Penn¬
sylvania, has doubtless, of itself, operated as much as any other
cause to produce distrust as to the value and importance of this canal,
in the minds of those who have the means and inclination to make
investments in such works. Indeed, it is not surprising that, with
persons unacquainted with all the circumstances, this should have
been the case. That a great state should, after expending more than
three millions of dollars, suspend such a work, and offer to individuals
for a term of forty years, the whole bertlpt of that investment; agree¬
ing, even if she should resume it at that period, to repay the amount
they had expended, and guaranteeing " seven per cent, per annum"
upon all the expenditure thus incurred, is a case unparalleled in
the exigencies of states, and the history of public legislation.
To account for these extremely liberal propositions on the part of
Pennsylvania, let it be remembered that, at the period of suspending
her public works, she could not borrow the sum necessary to complete
them at any price ; that she was increasing her immense debt at the
rate of nearly two millions a year, by the issue of Certificates of Loan
in payment of the semi-annual instalments of interest upon that debt !
Under these circumstances, the citizens of the northern counties,
whose best hopes of prosperity lay in the completion of the improve¬
ments on the Susquehanna, demanded that the Commonwealth
should either finish what in its present form was a public nuisance,
or give it up to be completed by individual enterprise. The State
yielded ; and hence the present advantageous charter of the North
Branch Canal Company. I proceed now to an estimate of the cost
of completing this work, deduced as well from field notes taken at the
time I had charge of the liné, as principal engineer in the service of
the State, as from a recent careful re-examination throughout its
entire length.
That portion of the work embraced in the charter, designated as
the "Wyoming Line" extending from the mouth of Solomon's creek
to the Feeder Dam across the Lackawanna, (a distance of thirteen
miles,) is in good navigable condition, with lock-houses and every
thing necessary for use. It has been for several years in full ope¬
ration, and cost the State, as I have before remarked, over half a
million of dollars. By a late provision in the charter of the Com¬
pany, whenever $100,000 shall have been actually paid in by the
stockholders for the purpose of carrying on their work, the State
yields immediate possession of the whole line ; and the tolls collected
upon this part of it, go at once to the benefit of the Conipany. I
estimate the revenue which would thus be immediately derived from
7
this thirteen miles, to pay at least four (probably six^ per cent, on
the $100,000 required to be paid in at the coniimencement.
Upon that portion of the line extending from the Lackawanna to
the Northern boundary of Pennsylvania, a distance of ninety-Jour
and yVo miles, (known as the " North Branch Extension") detached
sections have been completed, amounting in the aggregate to thirty-
two and miles ; and upon the remaining distance of sixty-one
and miles, more or less work has been done upon almost every
mile of it. But the sum required to complete it, compared with that
already expended, shows more clearly the amount of work done in
proportion to that remaining unfinished.
The dimensions of this canal, as far as it has been completed, cor¬
respond with those of the North Branch and Susquehanna Divisions,
extending down the river to Columbia ; having a width of twenty-
eight feet on the bottom ; forty feet at the surface, and four feet depth
of water. The locks are ninety feet long by seventeen feet wide in
the chamber ; and the lockage from the mouth of the Lackawanna
to the State line, averages but little over two feet per mile ! Its ca¬
pacity, when completed, would therefore, be ample to pass one mil¬
lion tons each way, per annum.
ESTIMATED COST.
The following summary statement exhibits the estimated cost of
the various descriptions of work yet remaining to be done ; the quan¬
tities, as before remarked, deduced from the original field notes, and
a recent careful re-examination of the line; with prices affixed, suf¬
ficiently liberal to cover all contingencies, viz. :—
1 Dam across the Chemung, at Athens, - - - $14,767 00
2 Dams across the Susquehanna, - - - - 107,252 00
♦
Total estimated cost of Dams, $122,019 00
9 Aqueducts, three of which are partly built, - - $109,718 00
27 Locks and 2 Guard-gates, three of the former being
completed, some work done at six others, - - 148,625 00
31 Culverts, ranging from 2 to 24 feet span, - - 35,220 00
1 Towing-path Bridge over the Chemung, $11,028 00
1 Do. Do. over small run at To-
wanda, - 500 00 '
84 Road and Farm Bridges over the Canal,
of which 24 are either finished or '
partly so, - - - - - 27,600 00
Total estimated cost of Bridges,
Amount carried forward,
$39,128 00
$454,710 00
8
Amount brought forward,
27 Lock-houses,
19 Waste-weirs, five of which are partly finished,
18 water-ways around Locks, - . - - .
Making Roads where destroyed by Canal,
Making Fence, 15,600 Rods, - - - - -
Removing Buildings from the line of Canal,
Sections, comprising Excavations of Earth and Rock,
Embankments, Vertical and Slope Walls, Lining,
Puddling, (fee., - - . .
Total estimated Cost of completing line, 2
®454,710
00
13,500
00
10,000
00
5,400
00
8,600
00
11,700
00
2,400
00
599,727
00
1,106,087 GO
The foregoing estimate contemplates a permanent and useful
work, dispensing with all ornament, and only providing for what is
necessary to make it substantial.
The Dams are designed to be made of round and square timbers,
well framed and pinned together, and compactly filled with stone ;
the slopes to be covered with oak timber, not less than eight inches
thick, and well secured to the Dams with iron bolts. The abutments
are to be founded at such depths as to render them secure, and to be
built of heavy durable stone. At each dam, provision has been made
in the estimate, for the construction of a schute, suitable for the safe
descent of arks and other river craft.
The Aqueducts will all be upon gravel foundations, and are de¬
signed to have heavy stone abutments and piers, resting upon a plat¬
form of timber and plank, sunk to such depths as to render them
secure from the action of the floods in the several streams, and pre¬
vent their undermining. The masonry to be rubble-work, of large
durable stone, well bedded and jointed and laid dry. The super¬
structures to be of wood. In cases where the spans do not exceed
thirty-five feet, the trunk will b^ supported by string pieces laid
longitudinally under it ; and where the spans are to exceed thirty-five
feet, the trunk will be supported by arch and truss work of sufficient
strength to bear any weight that may be required.
The Locks are designed to be built with good, heavy, durable
stone, laid dry and faced with planks. The composite Lock is best
adapted to the circumstances of this canal, as no stone suitable for
cut stone locks are to be had, at reasonable cost ; while those of a
good quality for a composite lock, are easily obtained.
PRESENT CONDITION OF THE WORK.
In reference to the present condition of the unfinished work, it may
be said to be in a remarkable state of preservation. The walls and
embankments all stand firmly, and the only injury the work has sus¬
tained by its suspension, consists in the natural decay of those wooden
í 9
portions of the locks, waste wiers, and bridges which were wholly, or
in ^art completed ; and at three points on the line, where land
slides have broken from the mountain sides and partially filled the
cani(l. This latter source of difficulty, does not exist to near as great
an extent, as I had apprehended ; and makes but a small item in the
estimated amount of work required to complete the line. The
points at which these slides are likely to* occur, are all now well de¬
veloped, and by proper care in construction, the line may be so ar¬
ranged as to avoid for the future, all interruption or difficulty from
this cause. The location of this canal is upon a high level ; and unlike
most other canals in Pennsylvania, will not be liable to injury from
the periodical ffoods in the river. On this point I examined particu¬
larly vith reference to the ffood of March last, which had proved so
destructive upon the Delaware, Susquehanna and North and West
Branch Divisions of the State canals ; and I found, with the ex-"
ception of the feeder levels, that this, the greatest flood which has
occurred for more than half a century, had not reached in general,
above the plane of canal bottom ; and in no single instance had the
water passed over the banks of the canal where they were raised to
their full height. I feel entire confidence in the opinion, that if this
canal had been finished and in use, it would not have sustained
damage, by this extraordinary flood in the river, to the amount of
$500, throu^out its entire length. This is an important fact in
reference to the value of this improvement. While the Delaware
Division sixty miles long, was damaged to the amount of twenty-
eight thousand dollars, the Susquehanna and Branches one hundred
and eighty-six miles, to near sixty thousand, and one hundred miles
of the eastern portion of the main line, to the amount of thirty thou¬
sand dollars, here we have a line of ninety-four miles, so located and
thus far constructed, as to be secure from the highest ffood that has
occurred within the past sixty years.
Another important fact in reference to the cost of completing the
North Branch Canal should not be omitted in the present view. The
lands to be occupied, have nearly all been released to the Common¬
wealth, for the use and occupancy of a canal, to be constructed by, or
" under the authority of the State of Pennsylvania." This item, often
a vexatious and costly one in the construction of public works, is
nearly out of the question so far as concerns this work. The few
remaining cases, where releases were not obtained, present no serious
obstacle in the way of its progress ; as the desire of the citizens and
owners of lands along the line of this improvement is so strong for its
completion, that I do not apprehend the least embarrassment or dif¬
ficulty from this source.
THE UNFINISHED LINE IN NEW YORK.
The connection of the North Branch Canal with the Chemung
Canal of New York at Elmira, being essential to complete the entire
10
line of inland navigation from Tide water to the great Lakes, ind
without which, the advantages to be derived from the former would
be but partially realized—I have deemed it not improper to briefly
notice this work, although not embraced in the charter of the North
Branch Canal Company. A survey was made for a canal from the
state line to Elmira, in pursuance of an act of Assembly of the State
of New York in 1839, by Joseph D. Allen, Civil Engineer; and an
estimate of its cost made at the time, and submitted to the Board of
Canal Commissioners of that State. I have before me this report of
Mr. Allen, in which the distance between the dividing line of Penn¬
sylvania and New York, and the termination of the Chemung Canal
at Elmira, is stated by him at seventeen and miles—the Lockage
seventy-five feet, and the estimated cost three hundred and forty-
seven thousand six hundred and five dollars.
I have myself, recently examined the ground along the valley of the
Chemung, surveyed by Mr. Allen, and found it very favorable for the
construction of a canal. I have also examined the estimates made
by him for that work, and have no hesitation in expressing the opi¬
nion that they are ample for its completion.
Laws for the incorporation of a Company to construct this con¬
necting link, as also that by the north-east branch of the Susque¬
hanna with the Chenango Canal at Binghamton, a distance of forty
miles, have been lately passed by the Legislature of New York,
containing very liberal provisions ; and no doubt is entertained
that one, or both of these connections will be made, as soon as the
North Branch Canal Company shall have finished their work.
If, however, neither of these connections should be immediately
prosecuted, the North Branch Canal Company should not be deterred
from pushing vigorously forward their project; as without either, they
would still have a most valuable auxiliary in the New York and Erie
Rail Road, now in progress, located within a few rods of the canal,
at the State line, and provision has been secured by law. for connect¬
ing with it.
Having considered the condition of the work, and the cost of com¬
pleting it, I shall now proceed to a brief
GLANCE AT THE REVENUE.
The tonnage upon which it must depend for its maintainance, and
for producing dividends to its stockholders, will be chiefly mineral,
viz.—Anthracite and Bituminous Coal, Iron, Gypsum, Salt, Lime
and Limestone. A considerable amount of sawed Lumber, Shingles,
Staves and Heading, Merchandize, Agricultural Productions and
Miscellaneous Freight, may safely be calculated upon; but as before
remarked, the chief dependence for large remunerating dividends,
must be the mineral tonnage which it is destined to bear.
The Wyoming coal region is so well known, that it is scarcely
necessary to do more than mention here, that the thickness of the
Il
veins, the quality of the coal, and the facilities for mining and ship¬
ping it on the canal, are not in any respect exceeded, if equalled, in
any other coal region in Pennsylvania. Indeed, as placing these
superior advantages beyond all possibility of doubt, it is a fact, that
considerable quantities of Wyoming coal are now carried over two
hundred miles, to tide water, and go into the markets of the Atlantic
cities, in competition with coal transported from other regions, but
half that distance from the sea board. '
If, by opening an avenue from this region, northward, where no other
work can possibly enter into competition, (by the terms of their
charter, the North Branch Canal Company have the exclusive right
to the Valley of the Susquehanna, and no such rivalry as that now
going on in the Valley of the Schuylkill can spring up,) if, by opening
such an avenue, a market can be found for 200,000 tons of coal—it
is easily demonstrated, that in this one article, we have a sure and
reliable tonnage, sufficient to produce eight per cent, the capital
necessary to complete the work in question. In my judgment, the
consumption of anthracite coal in the manufacture of salt, in iron
foundries and other manufactures, and for ^ domestic purposes,
throughout the country bordering on the lakes, west of Utica, inclu¬
sive, would amount to much more than this; leaving out of the esti¬
mate, the quantities to be shipped at Oswego and Buffalo for the
markets on the lakes, in Canada, and for the use of steamboats. An
interesting fact is mentioned by S. W. Roberts, Esq., in his Report
to the Managers of the Schuylkill Navigation Company, made in
1845, that he had seen burning in a steamboat on the St. Lawrence,
Pennsylvania anthracite coal, brought by sea from New York; and
that it was preferred to the coal brought from Wales. By the North
Branch Canal, when completed, Wyoming coal could be delivered on
Lake Ontario, for less than per ton ; how much would then be
brought from Wales and New York, by sea Î ■ ■
Dr. F. L. Harris, of Buffalo, in a recent letter states that " about
1000 tons of anthracite coal was consumed in Buffalo last winter, at
prices varying from SIO to ®11 per ton. Several hundred tons were
shipped to the West ; some of it as far as Chicago. When Ohio
(bituminous) coal is employed for manufacturing purposes, anthra¬
cite is used in connection with it. Its consumption in Buffalo is in¬
creasing, and the reason why it is not more extensively used, is its
high price, now beyond the reach of most of our citizens. If the
Pennsylvania North Branch Canal be extended to the New York
improvements; coal could then be sold here at a profit, at f6 50 per
ton/' • ••• if • ' •• '-»'lu — •••
In consequence of the superiority of this species of coal in many
branches of manufactures, as well as for the ordinary purposes of
fuel, it is difficult to set any limits to the probable extent of its con¬
sumption. An intelligent iron-master of Monmouth county. New
Jersey, in a late publication describing the "iron mountain" of Mis¬
souri which he had visited, mentions that he saw Pennsylvania an¬
thracite used at Springfield, Illinois, one hundred miles north of St.
12
Louis, which cost two cents per pound, or §44 80 per ton ; and used
too, by a " practical man," with advantageous results.
At present, in Western New York, and throughout the thriving
and populous region bordering the great lakes, anthracite coal is not
in use, except in carrying on a few branches of manufactures. Yet
no country needs a substitute for wood, as fuel, more than this.
Twenty years since, Governor Clinton, with characteristic sagacity,
lamented the failing forests of that beautiful and fertile region, and
pointed out the necessity of securing an access to the mineral coal of
Pennsylvania. There is now no avenue through which an adequate
supply can be procured ; but complete the North Branch Canal, and
the object is at once attained. This done, and we could at the very
least, supply all the country west of Utica, inclusive, comprising a
geographical area of more than one-half the State of New York.
There being no duty on this description of coal in Canada, it would
be introduced there, and find its way through the Weiland canal,
upon all the upper lakes. I have no doubt when this work shall be
completed, Pennsylvania anthracite could be delivered at Buffalo for
$5 50 per ton, and at Oswego, on lake Ontario, for $5 ; paying at
these prices a better profit, than it now sells for in the Atlantic cities.
At Elmira, as will be seen by reference to a schedule in the Appen¬
dix, the price would be short of $3; at Geneva @3 50; at Syracuse
and other salt villages $4; and so on at Rochester, Utica, Canan-
daigua and other large towns, so profusely scattered through Western
New York—^its price would be in proportion to their respective dis¬
tances from Elmira, and the price here stated for that place. Now,
these are but little more than the average prices of seasoned wood in
the towns mentioned ; and the cost of preparing the wood for stoves,
and the expense of additional attendance, is to be added to the
account.
Including what would be used in manufacturing establishments,
by steamboats, in smith's forges, and for the ordinary purposes of
fuel, I feel the utmost confidence that not less than 500,000 tons of
anthracite coal would, in a short space of time, find every year a
ready sale in the region of country to which I have referred. A
Committee of the principal citizens at Geneva, published an estimate
ten years since, in which the annual consumption of coal at the salt
villages alone, is set down at 30,000 tons per annum. There is now
consumed in the salt manufacture at Syracuse and other salt vil¬
lages, not less than 400 cords of wood per day ; and it is brought, in
some cases, a distance of twenty and thirty miles.
Nor should the bituminous coal of Bradford county be left out of
view. This coal-field is much less known than it deserves. Its posi¬
tion on the north-eastern verge of the bituminous coal region of Penn¬
sylvania, within twenty-five miles of the State of New York, is ex¬
tremely favorable. The area occupied by it, is not less than one
hundred and fifty square miles; and intermingled with the coal, are
rich deposites of argillaceous carbonate of iron. I have often won¬
dered that a region of this description, should as yet have escaped the
13
eagle-eye of capital ; and that it has not, long ere this, been filled
with furnaces and forges. The coal of this field, for every purpose,
is said to be equal to any other bituminous coal in the United States.
Compared with the ordinary English coal, it contains a much larger
proportion of carbon ; the former containing 58 per cent., while the
average of the Towanda coal is stated to be 68. The volatile matter
of the latter, according to an analysis of Professor Johnson, is small
if compared with most other coal, of the same variety, in this country ;
and adds another proof to the position taken by many geologists, that
the quantity of volatile matter in bitumitous coal, gradually increases
as we advance from the Atlantic region, across and beyond the Alle¬
ghany, over the great coal fields of the western and north-western
States.
In looking at the probable revenue of the North Branch Canal, one
of the most important considerations which occurs, is that illustrated
by reference to the map ; and is also graphically sketched in an able
article from the Philadelphia North American, given in the Appen¬
dix to this Report. I refer to the extended and unbroken chain of
canal navigation, of which it forms a central and uniting link ; and
the immense number of routes and inlets with which it will be con¬
nected. Short and isolated improvements are seldom productive ;
but always, in this country, as well as in Europe, long canals and
railways afford the richest returns for the cost and labor of construc¬
tion. If there be any exceptions to this rule, it is in regard to those
lines upon which the coarser minerals are transported. Now it is
upon these minerals—coal, salt, iron and gypsum, that the North
Branch improvement will mainly rely. , It has become common-place
to refer to the extraordinary increase in the value of the stock of the
English canals engaged in the coal trade. All of them show an enor¬
mous advance, equal in some instances to five hundred per centum.
In our own country, the Schuylkill Navigation, the Reading Rail¬
road, the Delaware and Hudson, and the Lehigh Canals, have all
been constructed solely for the purposes of the coal trade of their
respective regions. I may be allowed a brief comparison as to the
cost of these improvements, and in some other particulars, with the
work now under consideration.
The first went into operation 1828; the tolls received on coal the
first year, amounted to only S9,700. In 1841, after a steady increase
each intermediate year, it had reached the sum of five hundred and
fifty-seven thousand six hundred and eighty-nine dollars thirty-nine
cents! This improvement is 109 miles in length,costing ®4,801,270; an
average of $44,456 per mile. The Reading Railroad, from the same
coal region, cost in round numbers, $8,500,000, or $90,425 per mile ;
making the amount expended for the accommodation of the Schuylkill
coal trade, $13,301,270. Yet such is the enormous increase of this
trade, both of these works will probably be productive investments.
The Delaware and Hudson Canal was commenced in 1825, and
finished in 1829. It is 108 miles in length, to which should be added
a railway of 15 miles, having five inclined planes. These improve-
14
ments cost 82,910,588, an average of $23,472 per mile. The amount
of coal sent to market by this route, in 1846, was 324,121 tons. The
profits of this Company must be very great ; and there are doubtless
very good reasons why none of its'stock can be purchased. I am
aware that this Company mines and markets its own coal, as also does
the Lehigh Company. But it should be remembered, both Com¬
panies have repeatedly declared in their Reports, that could they be
assured of a requisite tonnage furnished by others, they would aban¬
don mining altogether. i
The Lehigh improvements, (connected in the estimate for the pur¬
pose of illustration, with the Delaware Division of the Pennsylvania
Canal as far down as Bristol, the whole distance being 152 miles,)
cost in the aggregate, $7,197,206—an average of $47,350 per mile.
By these improvements, 522,990 tons of coal, were brought to market
in the year 1846. . -
The length of the North Branch Canal Company's works will be
107 miles, costing to complete them, only $1,106,000—an ave¬
rage of $10,336 per mile ! And the seventeen miles in the State of
New York, where no work has been done, will cost only about
$20,000 per mile. >
There is another particular in regard to which, I deem it fair to
extend the comparison. In order accurately to compare capacity, as
well as to ascertain the expense of transportation on canals, reference
should be had to the amount of lockage. • In length of line, (in the
ordinary sense,) the Delaware and Hudson, the Schuylkill, the
Morris Canal, and the North Branch improvements are all about
the same; but reduced to a level, allowing twenty feet of lockage to
be equal to a mile in distance, which is a fair ratio for crowded
canals, the account would stand thus : The Schuylkill Navigation
is 108 miles long, and has 588 feet of lockage. Reduced to a level
in the above mentioned ratio, and disregarding fractions, it is 137
miles. The Delaware and Hudson is also 108 miles in length, has
1073 feet of lockage ; and is therefore equal to 161 miles of level
canal. Bringing the Morris Canal into the same category—101
miles in length, with 1674 feet of lockage equals 184 miles of level
canal. The North Branch improvement, say 108 miles long, has
not more than 200 feet lockage; extended by the same rule, its
length is only 118 miles!
1 will not take up time in pursuing this comparison with the Lehigh
improvements. It must be sufficient for any farther illustration of
the value of those canals in this country, which form avenues for the
coal trade, to advert to the Delaware Division of the Pennsylvania
Canal. It is, so far, the only productive canal (regarding the original
cost) belonging to the State of Pennsylvania. It would to-day, sell
at public sale for more money than it cost the State ; because it is a
coal carrying canal, and connected with the coal region.
One of the most surprising features in the rapid progress our coun¬
try exhibits in every department of human enterprise, is the increase
in consumption of coal ; and especially of the anthracite coal of
Pennsylvania. In 1820, there was taken from the Lehigh coal region
365 tons. Within the past year there has been taken from the same
region over 520,000 tons. In 1825, the Schuylkill coal trade,
amounted to 6,500 tons. In 1846, it had reached 1,300,000 tons.
The aggregate increase in the whole State, is in the same ratio.
From 365 tons in 1820, it has amounted to upwards of two million
four hundred thousand tons in the year 1846. The increase of the
last year over that of 1845, is 370,000 tons, and the supply is short
of the demand. ' '
It would swell this report beyond any reasonable limits, to refer in
detail, to the trade in iron, salt, plaster and lumber, which the North
Branch improvement would facilitate, and which would add largely
to its revenue. It must be obvious to every reflecting mind, that an
immense increase in the sale of Pennsylvania iron would result from
the completion of this work. We could send bar and pig iron from
the Susquehanna valley to Buffalo, at a less price than it now costs
there, brought from Lake Champlain, a distance of 300 miles ; and
we could also supply all the country intervening between the Sus¬
quehanna and Lake Erie in the State of New York. There being no
duty charged upon American iron in the Canadas, we might enter
even into those markets. I have been assured by a gentleman re¬
siding in the part of the State of New York to which I refer, himself
engaged in the iron business, and well acquainted with the subject,
that not less than 40,000 tons of Pennsylvania iron would find an
outlet annually, through the North Branch route. The boats taking
coal and iron into this region, would almost uniformly find return
freight in salt, plaster and water lime. On the Schuylkill, on the
Lehigh, and on the Delaware and Hudson Canals, very little return
freight is afforded. All the country contiguous to the Susquehanna
and its branches, would derive their supplies of salt, plaster and
water-lime, from the State of New York, through the Susquehanna
and North Branch improvements.
I cannot conclude this general view of the probable sources of the
revenue of these improvements, without referring to the fact, that
lumber, will be for many years an important article of transporta¬
tion. The citizens of the Northern counties in their memorial to the
Legislature in regard to the completion of the North Branch
line, say :—" could those who are thus engaged have an easy and
safe transportation to an uniform market, (instead of depending on the
cold and dangerous freshet of the spring,) without hazard to life or
loss of property, they would convey their lumber seasoned and
seasonably to the most commanding market. Had the canal been
completed during the past season, we hesitate not to say that the State
would have received sixty thousand dollars in tolls from lumber
which lay over in consequence of no June freshet the last year; and
a large portion of which, is now lost forever to the enterprising and
hardy owners, by subsequent unprecedented high water. It is esti¬
mated in the same memorial, that 60,000,000 feet of lumber annu¬
ally descend the Susquehanna; and that "the value of shingles
16
manufactured, is rather more than one third that of boards." Some
idea can thus be formed of the amount of tolls which may be received
on the North Branch, from the single article of lumber. The sum esti¬
mated by the intelligent authors of this memorial, is, of itself, nearly
sufficient to pay the annual interest of what it will cost to finish the
canal.
Taking into view the peculiar advantages which the work in
question will possess, the extent of country it will penetrate, the im¬
mense chain of canal communication it will unite—the valuable
character, and variety of the trade for which it will form an avenue,
I am inevitably led to the conclusion, that it will almost immedi¬
ately become one of the most productive lines of public improvement
in the country ; and that in a very few years after its completion,
will be crowded with all the tonnage it will bear. I regard it, as
an opportunity to capitalists of a safe and profitable investment, such
as is rarely to be met with ; and as a Pennsylvanian, I regret ex¬
tremely, the necessity which compelled the State to part with it. I
speak thus confidently and earnestly, after the fullest reflection and
most careful examination of the subject in every form.
Respectfully submitted,
WILLIAM B. FOSTER, Jr.,
Civil Engineer.
Hareisbukg, January 20th, 1847.
17
APPENDIX.
To illustrate more fully, some of the views expressed in the fore¬
going report—it has been thought expedient to give in an appended
form, the following articles and tables, which may be relied upon as
drawn from the most authentic sources, and collated with the utmost
care.
1.—Ä Statement of Distances on the North Branch Canal and the
connected works in the State of New York, with the prices at which
Coal can be delivered at the several points.
2.—A Tabular Statement, shewing the increased consumption of
Anthracite Coal, from its first introduction to the present time.
3.—An editorial article from the Philadelphia North American—
giving, in a graphic manner, a sketch of the immense chain of inter¬
nal improvements which will be united by the completion of the North
Branch Canal.
4.—A Synopsis of the several laws passed by the State of Pennsyl¬
vania —incorporating the North Branch Canal Company, and the
Supplements to the same.
5.—A Synopsis of the charter of the Junction Canal Company, in
the State <f New Y^ork.
2
I
18
STATEMENT
Shevnng the distances from the Mines below Lackaioanna, to various
paints in the State of New York, where markets will he found for An¬
thracite; as also the estimated nett value of a ton of Coal delivered at
these several points.
From Coal Mines to State Line, 100 miles, $2 55 value of coal per ton.
Do
do
Elmira,
117
2
77
u
Do
do
Seneca Lake,
140
3
00
«
ii
Do
do
Geneva,
185
3
45
(C
ii
Do
do
Montezuma,
206
3
66
. u
Do
do
Palmyra, .
241
4
00
CC
u
Do
do
Rochester,
270
4
30
«
iC
Do
do
Lockport,
334
4
94
«C
cc
Do
do
Buífaloe,
365
5
25
(C
Do
do
Syracuse,
240
#4
00
U
<(
Do
do
Oswego,
278
4
38
U
Do
do
Rome,
286
4
46
CC
((
Do
do
Utica,
Little Falls,
301
4
61
U
u
Do
do
323
4
83
«
it
Do
' do
Schenectady, 381
5
41
u
ii
Do
do
Albany,
411
5
71
u
ii
* Coal used in manufacturing salt would go free of toll from Elmira to
Syracuse; and the cost for that object, would be $3 75 per ton.
COAL TRADE.
A Tabular Statement, shewing the increased consumption of Anthracite
Coal, from its first introduction ta last year.
YEARS.
NUMBER OP TONS.
YEARS.
NUMBER OP TONS.
1820, . .
... 365
1834, .
. . . 376,636
1821, . .
. . 1,073
1835, .
. . . 560,658
1822, . .
. . 2,240
1836, .
. . . 682,428
1823, . .
. . 5,823
1837, .
, . . 881,476
1824, . .
. . 9,541
1838, .
. . . 739,290
1825, . .
. . 34,893
1839, .
. . . 819,327
1826, . .
. . 48,047
1840, .
. . . 865,414
1827, . .
. . 63,434
1841, .
. . . 842,244
1828, . .
. . 77,516
1842, .
. . 1,108,000
1829, . .
. . 112,082
1843, .
. . 1,268,8.52
1830, . .
. . 174,734
1844, .
. . 1,627,588
1831, . .
. . 176,820
1845, .
. . 2,012,742
1832, . .
. . 363,871
1846, .
. . 2,338,560
1833, . .
. . 437,648
19
The Philadelphia North American of the 27th of January last,
contains the following graphic view of the extent of the chain of
internal improvements, which the completion of the North Branch
Canal will unite:
" We called the attention of our readers, a few days since, to the
importance of completing the magnificent design of connecting the
waters of Lake Erie with those of the Susquehanna. The extent
and character of the connexions which would, at an expense strange¬
ly disproportioned to the importance of the result, be thus effected,
are not generally known to our citizens. We avail ourselves of
information furnished by an intelligent friend in the northern part of
the State, to lay before our readers some facts which we consider
worthy their consideration. An inspection of the map of the United
States will aid in the illustrations which we are about to present.
The Erie Canal of New York lies in the long valley which extends
from the Cohoes Falls on the east, to the Irondequoit valley on the
west. It is bounded by the highlands that separate it from the On¬
tario valley on the north, and from the Susquehanna on the south.
Oswego river, the outlet of fifteen lakes, is the only stream which
penetrates the northern mountain barrier ; it breaks over this at an
elevation of one hundred feet above Lake Ontario. The southern
range is not intersected by a single important stream. These high¬
lands are nearly all of the same altitude, and have numerous de¬
pressions. The lowest and most remarkable one, in the southern
range, is that in which Chemung Canal is located, between Seneca
lake and Chemung river. The summit here is 465 feet above the
lake.
From the Cayuga Lake to Hudson river, the lowest depression
is the Oriskany valley now occupied by the Chenango Canal. This
ridge, bounding, as we have said, the long valley on the south, tra¬
verses the country in an undulating line. Its summit is generally
from twelve to fourteen miles distant from the Erie Canal, as far
west as Onondaga. At the Port Watson summit, the rise is almost
entirely within the distance of five miles. From this point, the range
we are pursuing, sweeps in a southwesterly direction, and becomes
the southern boundary of the Skeneatales, the Seneca, the Cayuga,
and the Crooked lakes.
The Susquehanna river, and nearly all the streams flowing into
it, rise near the summit of the ridge we have traced. Geologists
would term the whole country between this summit and the Sus¬
quehanna valley, table land—worn by the action of water, through
successive ages, into numerous large, and nearly parallel ravines—
having, generally, a course north-east and south-west. Through
these ravines, or vallies, flow the rivers of the country with a
gentle current on their way to the Atlantic, through the valley of
the Susquehanna. No one, viewing this part of the State of New
York, and tracing the numerous fertile vallies which branch north¬
wardly from that of the Susquehanna, and terminate near long navi-
20
gable rivers, or within a few miles of the Erie Canal—can avoid being
strongly impressed with the simplicity and beauty of the geological
structure of the country, and of the numerous facilities for internal
trade. We waive, for the present, a particular consideration of the
character and extent of this trade—in order to point out here the ex¬
tent of country, and especially, of already completed lines of internal
improvement, which the North Branch Canal would unite. . î
Turn we once more to the map :—Havre de Grace, on Chesapeake
Bay. ' At this point commences the Susquehanna, or Tidewater
Canal, which extends to Columbia on the Susquehanna river—a
distance of forty-five miles. Here it unites with the Central di¬
vision of the Pennsylvania Canal, which continues up the river to
Duncan's Island. At this place, it branches off, up the Juniata to the
Ohio river, at Pittsburgh, in one direction, and ascends the valley of
the Susquehanna, in another. The latter is the route we are con¬
sidering. A wide, well constructed canal is completed and in opera¬
tion along the Susquehanna to the mouth of Solomon's Creek, three
miles below Wilkesbarre. We note this point, for here commences the
line of improvement embraced in the charter of the North Branch
Canal Company. From the mouth of Solomon's Creek up the river
some ten miles above Wilkesbarre to Pittston, the canal is also
complete and in operation—beautifully and substantially constructed
throughout. This part of the finished line, from the mouth of
Solomon's Creek to Pittston, including the feeder, is given to the
Company, with all the work on the unfinished portion, upon terms
to which we shall hereafter refer. From Pittston to the north¬
ern boundary of Pennsylvania, the Canal is more than two-
thirds finished by the State; over two millions of dollars having
been expended upon it: the distance is ninety miles. Thence up
the Chemung river fifteen miles, to Elmira in the State of New York
—also unfinished. At Elmira we reach the Chemung Canal, con¬
structed by the State of New York, to the head of Seneca Lake.
Here the beautiful Lake itself, narrow, deep and never frozen, is
navigated by steamboats at all seasons down to the outlet at Geneva.
Thence partly through the outlet of the Lake, and partly by a State
improvement, we reach Montezuma, on the Erie Canal. Thus, it
will be perceived—when the section between Pittston and Elmira is
completed (and the work is already more than half done)—there will
be, through the heart of the two great states of Pennsylvania and
New York, an unbroken line of internal navigation—uniting Chesa¬
peake Bay, Lake Erie, Lake Ontario, Lake Champlain, and the
Hudson river! ' ! ■ ,,, •,■
Now, before we proceed to remark upon the chances of revenue
upon our wörk, let us trace again the line we have pointed out, and
mark in detail its numerous connections and inlets, and immense
space over which they spread, like arteries in the human frame, dif¬
fusing life and energy throughout a great and prosperous country.
From Havre de Grace up the valley of the Susquehanna, to the
Northern boundary line of Pennsylvania, is about three hundred
21
miles. From this, through the Seneca lake and by the Erie canal to
Buffalo, two hundred and sixty more,—making, in round numbers,
this line of communication between Chesapeake Bay and Lake Erie
five hundred and sixty miles. Intersecting and lateral to this line, on
our way northward from the bay, we have, first, at Columbia, the
railway to Philadelphia, eighty-one miles in length. Then, at Middle-
town, we find the Union Canal connected with the Schuylkill river
at Reading, eighty-two miles. From Reading, the Schuylkill naviga¬
tion, extending some sixty miles farther, makes the line complete
from the Susquehanna river to Philadelphia. To resume our route:
from Middletown, up the valley of the Susquehanna, we next have,
at Harrisburgh, the railway through a part of the fine old county of
Lancaster, to the city of Lancaster, thirty-five miles. Crossing to the
other side of the Susquehanna from Harrisburg, is the Cumberland
valley railway finished to Chambersburg, fifty miles. Still up¬
ward, at Duncan's Island, is the line extending up the Juniata, and
across the Alleghany to Pittsburgh, two hundred and fifty-eight. At
Northumberland diverges the West Branch Canal, running almost to
the geographical centre of the State, seventy-three miles. At
Wilkesbarre, we meet with the works of the Lehigh Navigation Com¬
pany, which crossing the Delaware river at Easton, unite with the
newly improved Morris Canal, and make the chain perfect from
Wilkesbarre, on the North Branch of the Susquehanna, to the city of
New York, one hundred and ninety-four miles. , At Towanda, Brad¬
ford county, a railway near twenty miles in length, penetrates a rich
bituminous coal field, with extensive beds of iron ore intermingled,
like those near Pittsburgh. At the State line, above Athens, crossing
the line of navigation we have been pursuing, is the New York
and Erie Railway, four hundred and forty six miles. This point is
about equi-distant between the two extremities of that great work—
Dunkirk, on Lake Erie, and Tappan bay, on Hudson river.
At Elmira, there is a connection by canal and railway, with the
bituminous coal fields of Tioga county, Pennsylvania, fifty miles.
From Elmira, our route proceeds by the Chemung canal (which
should be enlarged to accommodate the immense trade that will
crowd through it when the remainder of the line is completed) to
the Seneca Lake, twenty-three miles. This deep, narrow lake stretches
some forty miles through a beautiful country, precisely in the requi¬
site direction ; and boats are easily transported upon it to its outlet
at Geneva; thence partly through this outlet, and partly through an
artificial route, (which is also connected with Cayuga lake) to Mon¬
tezuma, on the Erie canal. From Montezuma to Albany is two
hundred and five miles—to Buffalo, one hundred and fifty-nine miles.
These two distances make up the entire line of the Erie Canal, con¬
necting Lake Erie and the Hudson ; and may also be embraced in
the lateral and minute survey we are taking. Between Albany and
Buffalo (not overlooking the fact that Albany is united to Boston by
an excellent line of railways) we first meet, nine miles from Albany,
on our way northward, the Champlain Canal, extending to White
22
Hall, on Lake Champlain, seventy-six miles. Then at Rome, the
Black River Canal unites with the Erie—running eighty-six miles
into the northern interior of New York. At Syracuse, the Oswego
Canal diverges to Lake Ontario, thirty-six miles. Passing Monte¬
zuma, the point where the route to Chesapeake bay unites with the
Erie Canal—we next at Rochester, find the Genesee valley canal, ex¬
tending to Olean Point, on the Alleghany river, one hundred and
twenty-two miles. When we arrive at Lake Erie, the almost end¬
less navigation of the great northern lakes is before us. We can
reach the ocean through the Gulf of St. Lawrence, or proceed inland
to the Gulf of Mexico !
Where, in all the wide world beside, can such an exhibition be
found 1 Where, a country so interlaced with such an extent of arti¬
ficial internal navigation?
The North Branch Canal is the only unfinished link, that too, near
the centre of this great chain of improvement ; which passes two of
the finest anthracite and bituminous coal regions in the Union, and
through, also, large deposits of gypsum and lime. The rich salt
springs of New York are by its side, and its whole distance is
through a thickly populated and fertile country."
SYNOPSIS OF CHARTER.
The original Law of Pennsylvania, authorizing the Governor to
incorporate the North Branch Canal Company, provides in substance,
as follows:
1st. That Commissioners be appointed to receive the subscriptions
(any five of them authorized to act) for 10,000 shares of 100 dollars
each.
2d. That when 5,000 shares are subscribed by twenty, or more
persons, and one dollar per share paid, the Commissioners to certify
to the Governor of Pennsylvania, who shall then issue letters patent,
constituting the subscribers a body politic and corporate, with powers
to increase the stock to 2,000,000 of dollars, &c.
3rd. The Commissioners to give notice for organizing the Company,
by electing out of the subscribers thirteen managers, citizens of Penn¬
sylvania.
23
4th. The Company authorized to take possession of the North
Branch Canal, from Lackawanna creek, in the county of Luzerne,
to the State line in Athens township, in the county of Bradford—
when 100,000 dollars of the stock subscribed shall be actually paid,
&c.
5th. Continues the full enjoyment of all said works to the Company
till the year 1885, when the State of Pennsylvania has the privilege
of resuming the same by paying the cost of completion, and seven
per cent, interest thereon, per annum, from the time of the outlay of
the money, &c.
6th. Authorizes the collection of tolls on the completion of each
and every ten miles of the said Canal, and only limits those on iron
ores and coal to seven and a half mills per ton per mile, leaving all
other articles unrestricted as to the rate of tolls to be charged.
7th. That the work should be commenced in one year, and com¬
pleted within three years from the passing of the act.
In order to obviate some objections which were started in regard
to one or two provisions of the original charter, the friends of the
improvement, obtained a Supplementary Act, approved the 4th of
April, 1843—which provides:
1st. That the time be extended for opening Books of Subscription,
as well as for commencing and completing the works, till 1844 and
1847, &c.
2d. Grants and gives to the Company, upon its organization, as by
section 4th of the original act, ABOUT SIXTEEN MILES OF
FINISHED CANAL; extending from the Lackawanna creek
through Wilkesbarre, to the mouth of Solomon's creek, being all in
the coal fields of Wyoming valley.
3d. Requires the Company to construct a navigable feeder up the
said Lackawanna creek about four miles.
' Subsequently, (on the 16th of April, 1845,) the following very
liberal addition was made to the former privileges granted to the
Company.
1st. Authorizing a re-opening of the books for subscription to the
Stock, and extending the time for commencing the work to 1st May,
1847, and for completing the same to 1st May, 1857.
24
2d. That when the work was completed to the borough of Athens,
the Company to have exclusive right to construct a canal in the valley
of the North Branch, and no other Company should construct a
railway.
3d. Giving the Company the right to borrow $250,000, after ex¬
pending $500,000 on the canal.
4th. Company not to charge less tolls than are charged on Penn¬
sylvania Canal.
5th. Not less than eight of the thirteen managers to be citizens of
Pennsylvania.
The Act of the 3d of March, 1847, extended the time within
which the Company was to commence its work, to the 1st of May
1848.
An Act of Assembly of the State of New York, passed February
26, 1846, entitled "An Act to incorporate the Junction Canal
Company," provides in substance as follows :
Sec. 1. Commissioners named in the Act, are authorized to receive
subscriptions to the amount of 500,000 dollars, in shares of 100 dol¬
lars each. One dollar per share to be paid in at the time of sub¬
scribing.
Sec. 2. Whenever 4000 shares shall have been subscribed, the per¬
sons subscribing to the stock are made a body politic and corporate,
by the name and style of " The President, Directors and Company
of the Junction Canal Company," with the several powers and pri¬
vileges conferred under the revised statutes, of holding stock, and
personal and real estate, &;c.
Sec. 3d and 4th, The management of the Company to be vested
in seven Directors to be chosen annually with the manner of notice
and holding of elections, and manner of filling vacancies.
Sec. 5th. The Directors shall choose a President, Secretary and
Treasurer, to hold office during the pleasure of the Board ; a majo¬
rity of the Directors to be a quorum ; with power to forfeit stock,
and collect amounts due on shares.
Sec. 6th. The Directors shall have power to direct the time and
place of their meetings ; to appoint surveyors, engineers, superin¬
tendents, and other artists and officers, and fix their salaries, and
direct and control the payment of moneys, «fee.
Sec. 7th. Certificates of stock shall be issued, and the manner of
their transfer provided for.
Sec. 8th. The Corporation are authorized and directed to construct
a canal or slack water navigation, of such suitable width, depth
25
and dimensions as they may determine, from a point at or near
the termination of the Chemung Canal, at or near Elmira in the
county of Chemung, through or along the valley of the Tioga river,
to the line of the State of Pennsylvania, at or near Athens in the
county of Bradford in said State, to connect with the North Branch
Canal at or near said point ; with power to form and construct all
the works incident to, necessary or convenient for constructing, main¬
taining and repairing such canal or navigation. ,
Sec. 9th and 10th. Authorizes the purchase and holding of lands
and real estate, and provides for the assessment of damages in cases
of dispute between the corporators and owners of lands occupied or
injured in the progress of the work.
Sec. Ilth. Authorizes the entering upon adjacent lands for materi¬
als, and provides the manner of assessing damages.
Sec. 12th. Authorizes the receiving of tolls not exceeding the rate
of two cents and five mills per mile for every ton weight of the
ascertained burthen or capacity of any boat or vessel, laden with
or engaged in the transportation of coal, salt or plaster.
Sec. 13. Power to collect tolls, with penalty of forty dollars upon
vessels passing without paying tolls.
Sec. 14th. Provides the method of ascertaining the tonnage of
boats.
Sec. 15th. Penalty for damage committed upon the property of the
Company to four times the amount of that damage.
Sec. 16th. Rule for blowing the horn when a boat is approaching
the lock, and penalty upon the corporation for unnecessary detention
of a boat.
Sec. 17th. Corporation required to erect bridges over public and
private roads, or when canal runs through and divides the grounds
of an individual.
Sec. 18th. Directors to keep accounts of monies received and
expended, and with the concurrence of the stockholders, to increase
the number of shares, if necessary for the completion of the work.
Sec. 19th. Direction to declare dividends.
Sec. 20th. The corporation may not take possession of any private
property without the consent of the owner, or giving security to pay
the damages as herein directed to be assessed.
Sec. 21st. Legislature may alter or repeal this charter.
An act containing precisely the same provisions has been passed,
authorizing a connection between the North Branch Canal at Athens,
and the Chenango Canal at Binghampton in the State of New
York.
3