MEMOIR
of the
DELAWARE AND RARITAN CANAL,
. n
and
CAMDEN AND AMBOY RAIL ROAD.
February 3, 1834,.
The Delaware and Rarilan Canal Company, was incor¬
porated by the Legislalure of the State of New Jersey, on
the 4th day of February, 1830. The Canal connects the
Delaware river, below tide water, at Bordentown, with the
Raritan, below tide water, at New Brnnswick ; and thus
forms a complete water communication, by inland navigation,
between the cities of New York and Philadel]ihia.
The capital stock of the company, as provided in the act
of incorporation, is one million five hundred thousand dollars,
(1,500,000,) and the duration of the charter limi'ed to thirty
years ; but by a supplemental act, passed on the 30ih day of
February, 1831, extended to fifty years from the completion
of the work : after which time, it may become the property
of the State, at her election, upon paying the appraised value,
not exceeding cost.
The Canal is 43 miles in length, from the Delaware to
the Raritan, 75 feet in width, on the top-water line, and 7
feet in depth. There are 14 locks, 7 ascending from the
Delaware, and 7 descending to the Raritan ; the elevation
oveicome being only 58 feet. The locks are 110 feet in
length, and 24 feet wide, in the clear. Pivot bridges are
erected throughout the whole line, to permit the passage of
masted sea-vessels ; for which the Canal is in all respects
adapted. It has been constructed with a view of diverting
that immense trade, between Philadelphia and New Y^ork,
and places east of it, which has hitherto followed the coast;
and that it must do so, will appear by a single glance at the
map of the river Delaware and the coast between it and New
York.
2
Independently of the distance between these two cities
being but one-ihiid of that by the coast, the dangers,
difficulties and uncertainties, attending that navigation,
together with the saving of insurance, by the Canal, wilt
give to it such an advantage as must inevitably secure the
whole coasting trade. The insurance alone, on property
shipped coastwise, would, except on articles of the lowest
value, exceed the whole cost of toll and transportation by the
Canal. The amount of tonnage which would thus pass
through this Canal, in the trade between the northern and
southern ports, has been estimated as greatly exceeding
3üü,000 totis per annum, which, at the reduced rate of but
one cent per ton per mile, would of itself yield a revenue of
gl29,000. In the year 1829, the Legislature of the State of
New Jersey authorized the appointment of an agent to
collect information upon tiiis subject; who, in his investi¬
gation, obtained the aid of a, committee of the Common
Council of the city of New York, from whose report it
appealed that the trade of that city alone, with the Delaware
and Chesapeake, amounted to 211,000 tons. The trade
from Riiorie Island, Connecticut and Massachusetts, passing
by New York, and not taken into this calculation, is very
large, as appears from the returns of the Custom House in
Philadelphia, amounting in value, in the year 1827. to
.$7,712,400. . ,
But perhaps the largest source of revenue, ultimately to
he relied upon, is the trade in Anthracite Coal, from
Pennsylvania to New York and eastern Slates.
The feeder of the Canal, 22 tuiles rn length, a navigable
Canal, 60 feel wide and 6 feet deep, heads within 22 miles
of the Canal of the Lehigh Compan}"^, and opposite to the
Pennsylvania Canal, on the river side ; by which all their
coal, from the Lehigh and other mines on the Delaware
division, descends to Philadelphia. By this route, the
Lehigh Company will have the shortest and most direct
lueans of reaching the New. York market, (the distance
IVoin their mines being but 184 miles) much less than
by any other route, as will be seen by the map of the
coal regions of Pennsylvania and the country between
them and New York. The peculiar advantage of their
position, with regard to the Delaware and Raritan Canal,
will in all probability induce that cQpipany to forward the
greater part pf the produce of their mines to New York, rather
than to Philadeljihia. This company brought to market,
in the year 1833, 123,000 tpn¡^.v
o
tí
fj-om ihe Lehigh, but íiom the Schuylkill, tjeslined for Mev/
York and places east of it, pass through this Canal, since, in
the nature of trade, a dearer will never be preferred to a
cheaper, and at the same time, shorter and surer roule. The
quantity of coal brought to Philadelphia, by the Lehigh^and
Schuylkill canals, in ihe year 1833, reached as high as
375,000 tons; of which 180,000 tons were shipped to the
eastern ports. "^Phe amazing increase in this business is
evident, from the fact, that in the year 1828, ilie whole
amount of coal, from all the Pennsylvania mines, was but
48,000 tons: and it cannot be supposed ihat the quantiiy
will not continue to increase fot many years to come: as the
Pennsylvania canals are nearly completed, and as faciliiies
increase and new mines are brought within reach of market,
competition will be provoked, prices reduced, and consump¬
tion in proportion augmented. This, to a great degree, is
already taking place—the year 1833 showing an excess of
119.000 tons over the preceding year. Assuming, however,
that not more than 200,OUO tons pf coal will pass through
the Canal, on its way to New York and the eastern ports,
the toll, at but one cent per ton, per mile, would yield ^86,000,
without allowing any thing for the toils upon the feeder ;
which would swell the amount, at the lowest calculation, to
one hundred thousand dollars.
But such a limit cannot, with propriety, be placed upon
the demand for this article; as, superadded to the lower rate
at which it can hereafter be furnished to consumers, is to be
considered the growing scarcity of wood, as fuel, and its
consequent high price, the application of Anthracite coal to
manufacturing purposes ; and above all, the habit of its use,
which, without the inducement of minimum prices, has so
steadily gained upon the people of the United Stales, since
its first introduction, in 1825. 44iese circumstances must,
in our opinion, produce a great and increasing demand ;
especially in the eastern State.s, where wood is most scarce,
population most dense, and manufactures mo.st numerous
and flourishing. In addition to the revenue to be derived
from the coal trade, the feeder tuns into the great limestone
and limber regions of the Delaware, and a large commerce
may therefore be calculated upon in the products of these
regions.
It will be seen from the nature of the business which
must pass through this channel, that the Canal is not
dependent upon contingencies, caprice or fashion, for its
support, but is based upon the wants and necessities of the
4
people, and hence not sul^ect to ihe fluctuations which
f equently attend works otherwise circumstanced.
United with this company, by an act of the Legislature of
the "Slate of New Jersey, is the Camden and Amboy Rail
Road and Transportation Company ; the two being by the
act consolidated and made joint stock.
By a supplement to the act consolidating these companies,
passed on the 2d day of March, 1832, the State of New
Jersey has granted to the Rail Road Company immense
privileges. In consideration of one thousand shares of slock,
and a guarantee on their part, to the State, that the transit
duties reserved in the acts of incorporation, together with the
dividends on the one thousand shares, paid to the State, shall
amount to the sura of thirty thousand dollars per annum,
the State has interdicted the construction of any other
rail road in the State, which shall be intended or used for the
transportation of passengers or merchandise, between the
cities of New York and Philadelphia, or to compete in
bttsine.ss with the Rail Road, authorized by the act to which
the supplement is relative."
Of the great intercourse between these cities, some idea
may be formed from the fact, that, within the last year, one
hundred and nine thousand nine hundred and eight passen¬
gers passed over this road, from city to city, without
embracing those to intervening points. Owing to the
unfinished state of the road, but about nine thousand of
them are in the reports for the first quarter. In one month,
nearly seventeen thousand passengers were carried from
city to city. The receipts for the year 1833, were
$461,250 93, notwithstanding the diminished receipts of
the first quarter, for the reason before mentioned. The
passage between the two cities, before this rail road was
used, in the summer season, usually occupied eleven hours,
and in the winter required from twelve to twenty hours.
It is now performed, at this inclement season—although
the road is eight miles short of Camden—in less than eight
hours. When, in addition to the necessary intercourse
between these two laige American cities, thus situated, it is
recollected that this road forms the connecting link between
the southern and eastern States, and that the whole
American people are a travelling community, it may readily
be conceived to what an extent this travelling will increase.
The intercourse between the cities and the country adjacent
to this road, has already been very great, and a productive
source of revenue.
5
From the facilities aflordcd by this road, even in its
unfinished state, the travelling has already in one year been
doubled; and some idea may be formed of the exlent to.
which this may reach within a few years, by referring to
the past, and comparing it with the present number of
persons passing frotn city to city. In the year 1790, but
two stages passed from Philadelphia to New York, carrying
about 4000 passengers ; the increase was gradual until the
year 1832, when the number was ascertained to be about,
52,000 ; in 1833, by the Rail Road, the number was
109,908.
This amazing mercase of travelling is not more to be
attributed to the increase of population in the cities connected
by this Road, than to the facilities afforded by the internal
improvetnents in the states of New York, Pennsylvania, and
Ohio, and the new channels of comtuunication opened by
them with the remotest interior of the Union—as well as to,
the growing wealth and prosperity of the whole country.
The population of the city of New York tvas.
In 1790—33,141.
1800—60,489.
1810—96,373.
1820—123,706.
1830—203,007.
The population of Philadelphia was,-
In 1790—42,520.
1800—70,287.
1810—96,664. -
1820—119,325.
1830—167,810.
The population of the state of New York was,
In 1780-340,120. - - -
1790—586,050.
1800—959,349.
1810—1,372,812.
1820—1,616,458.
1830—1,913,508.
The population of the state of Pennsylvania was,
In 1790—434,373.
1800—602,54.5; »
1810—810,091.
1820—1,049,313. -
1830-1,347,672. ■
The population of the United States was,
In 1790—3,929,828. -
6
1800-5,309,758.
1810—7,239,903.
1820—9.638,166.
1830—12,856,171.
Gain 33 per cent, in 10 years.
These staiislical facts are given for the purpose of showing
the regular increase of population, not only in the iinmeciiate
vicinity of the works, but in the great slates cottnected by
fheni, and of the country in general.
From the increase of business upon canals and rail¬
ways in other States, not possessing the advantages which
belong to these works, we are warranted in believing, that
all present calculations, as to the revenue to be derived
them, will be more than realized.
In the Suite of Pennsylvania, the Schuylkill Navigation
Comptiny passed coal—
In 1825 ----- 7,143 tons.
1826 16,255
1827 31,241
1830 - - - - - 89,984
1833 - - - - - 250,000
The Lehigh Company passed, on their own account of
coal—
In 1825 28,389 tons.
1826 31,280
1827 32,074
1830 41,750
1833 123,000
The New York Canal, uniting the Atlantic with Lake
Erie, from tolls received—
'in 1822 - - - - $44,486
1825 521,343
1830 - - - - 1,056.922
1833 1,360,155
The Louisville and Portland Canal, at the Great Falls, on
the Ohio, presents the following state of trade on that work:
1831, 406 steamboats, 421 flat boats, 76,323tons, $12,750.77
1832, 450 do. 179 do. 70,109 do. $25,756.12
1833, 875 do. 710 do. 160,885 do. $60,736.92
The road is located from Camden, on the river Delaware,
opposite Philadelphia, through Burlington and Bordentown
to South Amboy, on the Karitan bay. It is 60 miles 67
chains from Camden to Amboy ; from thence to New York,
24 miles, by water, always performed by steamboats. This
portion of the route by steamboats is exempt from the
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vicissitudes of our climate. The winter of 1830—3Í was
utiparalielled for its continued severity, and yet during the
whole winter a steamboat ran from South Amhoy to New
York, without the loss of a single passage from obstructions
by the ice.
By a reference to the Map, it will be perceived by a
straight line drawn from the point of New York Island, on
which the city is built, to Camden, that the whole deflection
of the road, and curvature is less than one mile, a straight
line being 60 miles, and the line of the road 60 miles 67"
chains, as before stated.
From Amboy to New York, the distance is 24 miles.
The City of Philadelphia is situated 120 miles from the
Ocean, and during three months of the year, the Delaware
is so liable to interruption from ice, that its navigation can
never be safely calculated upon. South Amboy aifoids a
safe harbor; is at all times open, and frequently accessible
when the port of New York cannot be reached by vessels.
From these circumstances it is probable Amboy will become
an important outport of Philadelphia.
New York has a population of about 210,000. Philadel¬
phia of about 175,000. From its proximity to the Ocean,
New York must ever continue to be, as it is now, the great
emporium of the Atlantic States. With the great avenues
to tfie interior of the country- nearly completed, and centering
at Philadelphia, this place must become rnore entirely than
heretofore the principal distributing city of the products of
Europe and the Atlantic states, to the Western states. At
all events, it is situated in the direct line of communication
between those states and the city of New York, the entrepot ;
and whether the trade shall be conducted directly between
the Western dealer and the New York importer, or through
the intervention of the Philadelphia merchant, the channel
of communication must be, for passengers by this Rail Road,
and for goods through this Canal. The road is of the best
and most permanent construction. The edge rail invented
by Mr. R. L. Stevens, during his visit to England, for the
purpose of acquiring information, and which has since been
adopted on some of the roads in this Country and in England,
is used ; and is entirely approved after the experience of more
than a year.
The rails are laid on stone blocks, two feet square on the
surface, and one foot in depth. The blocks are placed three feet
two inches apart, from centre to centre, and laid in a broken
stone foundation of three feet in width and one foot in depth.
n
Experience has proved this a coinplele security against the
action of frost. In every otlier respect an equal regard has
been had to the permanent security of the road. Steam is
used as the motive power. There are now in operation and
ready for use eight iiocomotives. There are fifty passenger
Cars, capable of containing 24 passengers each, and about
100 transporlation or burthen Cars, on the line. In con¬
nection with the road, the company have six steamboats;
five of which are of the first class used on these waters, and
the sixth of the best construction, but stnaller than the others.
The Real Estate of the Companies is very valuable.
There are depots of great extent at both ends of the road and
at Bordentown, which have become immensely valuable by
their conncteion with the road, and the business which is
created thereby.
The Rail Road was brought into use partially in October,
1832, and gradually since that time the line in use has been
extended, until at the present time 52 miles are completed
and used.
The United States Mails ,are now carried on this road,
from which a considerable revenue is derived.
The nett income from the road during the past year,
enabled the Company to make a dividend of six per cent, on
the capital stock of the two Companies, although the business
was conducted under manifest disadvantages, having to
sustain both steam and horse power, and the road being in
an unfinished state.
The prospects in advance are encouraging in the highest
degree. The rapid increase of populaiion, and the conse¬
quent extension of inland trade, with countless improvements
for travelling and transportation in every part of the United
States, now in progress, all tending to the advancement of
the business on these two works render any estimate but
vague. The present resources are certain and sufficient for
large dividends. These must necessarily increase much, and
the progress of years will in all probability show results, the
anticipation of which would now be considered extravagant.
R. F. STOCKTOxN,
R. L. STEVENS,
JAMES NEILSON,
Executive Committee
of the Delaware and
Raritan Canal, and
Camden and Amloy
Rait Road and Trans¬
portation Companies.
EDWIN A. STEVENS,
J. H. SLOAN, I
JOHN R. THOMSON, J
February 3, 1834.