REPORT OF THE PKINCIPAL ENGINEER OF THE BOARD OF PUBLIC WORKS, ON THE SUBJECT OF THE SUBVEY \ OF JAMES AND lANAMHA RIVERS, AND THE INTERMEDIATE COUNTRY, AND AN EXAMINATION OP THOSE WATER COURSES, AND SOME OF THEIR BRANCHES, WITH A VIEW TO A FURTHER IMPROVEMENT OF THEIR NAVIGATION, FOR THE PURPOSE OP FACILITATING A COMMERCIAL COMMU¬ NICATION BETWEEN THE EASTERN AND WEST¬ ERN WATERS OF VIRGINIA. RICHMOND : PRINTED BY COLIN AND NOWLAN. 1854. REPORT TO THE BOARD OF PUBLIC WORKS FOR THE STATE OF VIRGINIA. Having in the early part of the year, contracted with a manufacturer in Baltimore, for several important instruments, they arrived in Rich¬ mond on the 20th of the 3d Mo., last. Asa Moore was appointed as an assistant on the 24th, and on the 26th, we commenced laying out the Manchester canal, agreeably to the instructions of the board, of the I2th of the same month. Isaac Briggs having been applied to, by direction of the ex officio members, to supply the place of additional engineer, arrived on the 27th, and immediately joined us in the work. After completing the survey, levelling, and taking notes for esti¬ mating the cost of this canal, whilst our boat was fitting up, and other preparations making for our western tour, we were employed in the same kind of operations on the northern side of the James river, between the lower arch and Sabbat Island. On the 27th of the 4th month, having completed our preparations, we commenced our journey westward; and, (for reasons which will hereafter appear,) as we went up the river, continued our survey for an independent canal, from opposite the lower point of Sabbat Island, to the upper end of Pleasants' Island. We arrived at Lynchburg on the 10th of the 5th month. Previous to our leaving Richmond, we were so fortunate as unex¬ pectedly to meet with two more excellent levelling instruments for sale, both of which we secured ; one on our own account, and the other on account of the board of works, by direction of the ex offi¬ cio members. At Lynchburg, by appointment, we were met by Thomas Mifflin Ladd, another assistant, who brought with him a small theodolite, a very useful and convenient instrument for the necessary field operations in laying out roads. This made our stock of instru¬ ments very ample and complete. At Lynchburg agreeably to arrangements previously made, another boat was purchased, and delivered to Asa Moore, in order to be fitted up for the purpose of attending him on a survey for an independent canal from that place to the head of Pleasants' Island, and afterwards on other sections higher up the river. This part of the work was con¬ fided to him, in consequence of his having had more experience in 4 using the levelling instrument than either of our other assistants. A set of hands was therefore organised as his assistants, and the neces¬ sary instructions given him for the execution of the work; which it was our intention to examine on our return from the westward, and to take notes on the ground for the purpose of enabling us to form esti¬ mates of the different items of expense incident to the formation of such a canal. It would seem that some time might have been saved by commenc¬ ing the survey for this canal at Dunlap's creek, (the highest point,) and continuing the same regularly, to its lower termination, instead of first laying out a lower section, and then passing again up the river to a higher ; but there were circumstances which rendered the plan adopted the most eligible. One was the difficulty of conducting levelling opera¬ tions through fields of corn, when grown to the height of six feet and upwards. This made it very desirable to have that part of the busi¬ ness which lies in the great corn country between Lynchburg and Richmond, executed as early in the season as possible. Another was, that this part of the line lay entirely on one side of the river, and pre¬ sented less difficulty than those parts higher up the river, where a greater exercise of judgment would be necessary to determine on the places of crossing and the choice of grounds for the canal ; supposing it possible that either my colleague or myself might be able to return from the mountains in time to conduct at least a part of the survey over these more difficult grounds. A third was, that, as we were ap¬ prehensive that the whole of the survey might not be completed in the season, we deemed it expedient to make sure of the lower sec¬ tions. After remaining at Lynchburg a few days for the purpose of making the before-mentioned arrangements, procuring supplies, &c. we conti¬ nued to ascend the river to the mouth of Craig's creek ; Andrew Alex¬ ander having joined us by appointment on our way to this point. In conformity to our instructions on the 24th of the 5th Mo., we com¬ menced the levelling and surveying of that stream, continuing the same up to the mouth of John's creek, 49 miles, to which place we ascended with our boat. Whilst Isaac Briggs was conducting the early part of this survey, I passed up the valley in which this stream is situated, by way of the road ; and from the mouth of John's creek, across the Alleghany ridge to the waters of Sinking creek, thence down the same to New river, with a view to obtain a general know¬ ledge of the country, and to determine on the route for the survey, af¬ ter leaving Craig's creek. On this tour I was very agreeably accompa¬ nied by General J. Breckenridge, Major Andrew Hamilton, Major Burwell and. Carey Breckenridge. On my return, I joined my colleague and company, and we conti¬ nued together as far as the boat ascended the creek, where we found a separation would very much conduce to the despatch of business. And accordingly, Isaac Briggs continued the levelling and survey across the mountain, and down to the mouth of Sinking creek, on New river, whilst I returned with the boat to James river, and thence up the same and Jackson's river to the mouth of Dunlap's creek, where wa- 5 gons were (with some difficulty) procured to convey the boat, our baggage and stores across the Alleghany mountain to Greenbrier river, at the mouth of Howard's creek. Isaac Briggs and company having completed their survey, crossed the country, to the mouth of Dunlap's creek from whence a similar survey and levelling was made, to the mouth of Howard's creek ; where the boat had previously arrived, been overhauled, refitted, and launched into Greenbrier river, and wait¬ ing their arrival. On the 21st of the 6th Mo., Isaac Briggs and company commenc¬ ed the survey and levelling of Greenbrier river. At the same time Hugh P. Taylor, a young man of our party, possessing talents and in¬ dustry, and who had previously proved himself qualified for the task, was detached as surveyor of roads, and lines of experiment, incidental to laying out a new road. His first business was to survey the present travelling road or post road, from Greenbrier to the falls of Kanawha, and the route known by the name of the Gauley route, to the same place, preparatory to their being delineated on a map. Whilst this was going on, I was employed about a week, in company with Josias Shank- lin, surveyor of Greenbrier county, in examining these two routes, and obtaining a general knowledge of the adjacent country, in order to lay out work for the surveyor in my absence. This being accomplish¬ ed, and his instructions made out, I returned, and joined the party on the river, on the 29th, near the end of the 37th mile. The navigation of the Greenbrier river, from the mouth of How¬ ard's creek, to New river, and of the latter, from the mouth of Green¬ brier up to Sinking creek, thence down to Bowyer's ferry, thence to the Kanawha, and of the Kanawha to its junction with the Ohio, are subjects of interesting consideration ; and the proper selection of the modes of improvement, best adapted to the impediments to be over¬ come, with estimates of the expense, constitute a very important part of our duty. We therefore continued together from the 37th mile, on the Greenbrier river, to the mouth of the Kanawha; a tedious, and, in places, extremely perilous journey. As horsemen can travel from the mouth of the Kanawha to the falls, in less than half the time that it would require for our boat to as¬ cend the stream, in order to make the best use of time, and to give Isaac Briggs an opportunity of seeing some part of the grounds be¬ tween the Falls and Greenbrier river, previous arrangements had been made for horses, to meet us at Point Pleasant. The boat returned, with our baggage and men, to the Falls, where it was met by a wa¬ gon from Greenbrier county, which had been before engaged to carry our baggage to Jackson's river. Isaac Briggs and myself arrived seve¬ ral days before the boat, and occupied the intermediate time in view¬ ing grounds for the contemplated road. On our way up, we made sale of the boat, to be delivered at the Falls. Hugh P. Taylor having executed the work laid out for him, met us by appointment, near the Falls. From an inspection of his maps, and from the want of satisfactory information, relative to a large extent of unsettled country, over which a direct line between distant points of the contemplated route would pass, it was deemed advisable to run a di- 6 rect line between certain points, about 23 miles asunder, through this country, to serve as a guide line in exploring, in case it should appear probable that the route would be improved by making use of grounds near that (b^ption. This was executed whilst the wagon was travel¬ ling across the mountains, and Isaac Briggs and myself engaged in viewing other grounds. On our arrival at Jackson's river, Isaac Briggs commenced the sur¬ vey for an independent canal, from the mouth of Dunlap's creek down¬ wards ; and Hugh P. Taylor returned to his home, in Rockbridge county, for a short time. Asa Moore having executed his survey below Lynchburg, about the middle of the 7th month, he had been directed by letter to move up to Wood's island, about 30 miles above Pattonsburg, and to execute the same kind of survey between those points that he had made below ; this part of the line presenting less difficulty than any other o^ equal length above Lynchburg. He had now nearly finished the survey of this section, and his boat was wanted to accommodate Isaac Briggs and his party. I therefore rode down and found him near Pattonsburg, examined a part of his work on the way, and returned with him and his boat to Jackson's river, where he united with Isaac Briggs, in for¬ warding the survey of the canal. Hugh P. Taylor returned and met me, by appointment/at Calla- ghan's, 6 miles west of the mouth of Dunlap's creek, on the 9th of the 9th Mo., and on the lOth, commenced the survey of the road, from the mouth of Ogley's creek, by the way of Sweet Springs, Union, Indian creek and Pack's ferry, to the Falls of Kanawha. Whilst this was going on, I spent two days in viewing this route, as far as Indian creek ; then went across to Lewisburg, and explored the" grounds, for the purpose of improvement, to the top of Meadow mountain, near the present road; thence near the direct line recently run, so as to be able to direct the survey for the location of the road on our return. The survey of the road by way of Indian creek, &c., was comple¬ ted on the 21st ; and on the 22d, we commenced the final location of the new road, and finished on the 13th of the 10th Mo. Hugh P. Taylor then returned home, and I rode down and joined Isaac Briggs on the canal survey, 12 miles above Lynchburg. This survey was completed on the 26th. On the 28th, left Lynchburg, and pro¬ ceeded to examine Asa Moore's survey, to Pleasants' island, taking notes for estimating the expense of making the canal. We arrived at Richmond on the 10th day of the 11th Mo., 1819. Having given this rapid historical sketch of the whole of our ope¬ rations during the late season, I will now proceed to describe the rivers, creeks and land surveys, distinctly, in the order in which these examinations and surveys were made, including estimates of the ex¬ pense of improving the water courses and making the road, with ob¬ servations on the individual and relative importance of each, begin¬ ning with 7 Craig's Creek, This stream, as will be seen by the map annexed to this report, is remarkably crooked in its course ; the valley through which it flows, is considerably sinuous, and may be stated to be from one quarter to two miles in breadth. The stream frequently traversing the valley from side to side, gives a much greater length than a line passing through the middle or on either side of the valley. It measures, from its confluence with James river to the mouth of John's creek, 49 miles. Its average width for this distance, may be about 55 yards, the whole fall 345 feet, or a small fraction over 7 feet per mile. The greatest fall in any single mile is 13.33 feet, and but one mile less than three feet. Very little has ever been done to improve the navigation of this creek. In the year 1818, a small sum was expended in removing a few of the most material obstructions. This sum, I have been told, did not ex¬ ceed $ 400 ; yet even this has rendered it an useful navigation several months in the year. I am of the opinion, that a moderate sum, (say) 5 to 6000 dollars, judiciously expended, would give 18 inches of water, in all places below John's creek, six months of the year, in usual seasons, and 12 to 15 inches two or three additional months. We left John's creek on the 3d of the 6th month, the water was then said to be unusually low for the season, but if properly collected in sluices, would certainly have given more than 12 inches. The quantity is doubtless at all times, amply sufficient for the purpose of supplying a cariaf " But, by reference to the notes of survey, it will be seen that the very frequent occurrence qf high, precipitous, rocky banks, on both sides, precludes the idea of constructing a continued canal on either shore ; and the great inconvenience and expense attending the numerous crossings of the creek, added to 345 feet of lockage, forbids the adoption of any plan for making one entirely through the flat ground in the valley, unless some very important beneflt was to result from it. The importance of the navigation of this stream, depends very much on the description of improvement which may be adopted on James river. If a good sluice navigation is eifectuated in the bed of this river, Craig's creek will become the channel through which the surplus produce of the valley in which it lies, must find its way to market. Some inducement will also be given to bring some of the adjacent hill sides and smaller valleys into cultivation ; so as greatly to increase the quantity of products now raised on itk waters. And, if a good road should be made across the Alleghany ridge, into the Sink¬ ing creek valley, a part of the products of that district of country w%)uld also be invited to pass over to an eastern market. But, if such a navigation was made down the ravine of the James river, as would reduce the expense of transportation to one half, or less than half of the price by a sluice navigation, the difl'erence being probably equal to the cost of transportation on a good road from New river at the mouth of Sinking creek, to the mouth of John's creek. 8 the inducements would be great, not only to the inhabitants of Sink¬ ing creek valley, and its immediate vicinity, but also to many further up New river, to transport their most valuable products to the head of the navigation on Craig's creek, to be thence forwarded to market. Craig's creek, above its junction with John's creek, is too small to admit of improving it for navigable purposes, containing not more than about one third the water that passes below. And John's creek, though about double the size, is so excessively rapid, that there is as little prospect of improving it for those purposes, in any stage of the water. The dividing ridge between the waters of Craig's creek and those of Sinking creek, is much more elevated than we had been led to sup¬ pose. The lowest spot in the ridge is 1279 feet above the water at the mouth of John's creek. The highest spring, tributary to Craig's creek, 1225 feet ; and the highest water of Sinking creek, crossed by the survey, 1237 feet. This stream was then a small spring branch ; its extreme source probably about the same elevation as the lowest part of the dividing ridge. The survey (as will appear by the notes) was conducted partly by the road, and partly in the ravine of the Rocky Run branch of Craig's creek. Sinking Creek. The head spring of this creek has already been described. After being joined by several other small streams within a short distance, it passes through a fertile valley, about 34 miles, (by the survey, but something more by its meanders,) to New river, and falls in this dis¬ tance, nearly 966 feet. Twenty-six miles from its mouth, it was be¬ lieved, when the survey was made, there was water sufficient for an independent canal ; but, from that point downwards, a lockage of 630 feet would have to be provided for. It is in every part too small to use advantageously in the bed of the stream without dams. If dams were to be erected, there is reason to suppose so much of the water would be wasted through the porous matter of which the banks in many places are composed, that enough would not be left to supply the locks, which would be equal in number to those in an independent canal. About 7 or 8 miles from its mouth, the quantity of water be¬ gins to diminish, by wasting through the porous limestone rocks, which form the bed of the stream ; and several miles from the mouth, it entirely disappears, except when considerably raised by rains or melting snows ; it then discharges a part of its waters into New river, by the natural opening. I think the valley through which it passes, is nearly equal in extent and fertility to that of Craig's creek. The great elevation of the dividing ridge, the absence of any thing like a tolerable supply of water, for several miles on each side of the summit, and the very unfavourable and expensive kind of ground for a canal, for 5 or 6 miles at the lower end of Sinking creek valley, renders it ineligible in my opinion, to think of any water communica¬ tion on this route, except a sluice navigation on Craig's creek to the mouth of John's creek, as before mentioned. 9 Having early foreseen that it was not probable we should be able to accomplish the whole of the extensive surveys and examinations of water courses, required by our instructions, and also to locate and es¬ timate the expense of the three roads, mentioned therein during the season, we believed our time would be most economized by giving our attention principally to the water courses, until the further progress of our work should develope which of these routes would be most likely to be adopted as the connecting link between the navigation of the eastern and western waters : and then to bestow such attention to that route as time would admit, or circumstances might require. We therefore omitted making any survey, for the special purpose of a road between the " highest point of navigable water, on Craig's creek, and New river, at the mouth of Sinking creek but neverthe¬ less took care to obtain such information on the subject, as leaves no doubt on our minds, that a road may be made between those points every where within the limits of 5° of acclivity or declivity, without incurring any unusual expense incident to a mountainous country. This, we believe may be effected, either by taking the valley of John's creek, for some distance, and then crossing John's creek moun¬ tain, being a continuation of the Alleghany ridge at a low place, into the valley of Sinking creek ; or by a route near the line of survey. The latter would accommodate the greatest number of inhabitants. Dunlap''s Creek. Our levelling and survey, commencing at the mouth of ¿nis creek, and terminating at the mouth of Howard's creek, on Greenbrier river, was conducted along the present travelling road, passing up the valley of this creek, 5 miles 116 perches, to the mouth of Ogley's creek In this distance, the road crosses the stream nine times. The valley is not wide, but affords several good farms. It is traversed from side to side by the creek, very frequently ; and being bounded by moun¬ tains on each side, the bank of the creek is very high and steep, where it impinges against those formidable boundaries, making it ex¬ tremely difhcult and expensive to carry either a road or canal on either side of the valley. The stream is too small to admit of a pro¬ fitable sluice navigation, but is sufficient for the supply of a canal at all seasons. The fall in the distance mentioned, is 126 feet, or nearly 24 feet per mile. If it should be improved for the purpose of navi¬ gation, I think the most eligible plan would be to canal and lock on the flat ground between the mountains, and cross the creek wherever it traversed the valley, by means of a dam. But, as there will be 126 feet of lockage to provide for on any practicable plan, it will become a subject for consideration, whether the trade that may be calculated on, will justify so large an expenditure on so short a distance. Ogleifs Creek. Our survey passed through the ravine of this creek, from its mouth to its source. In dry seasons, it affords in no part a sufficiency of 10 water for the purpose of a navigable canal ; and therefore cannot be considered of any importance in relation to commercial transportation. Howard's Creek. This creek, about six miles from its mouth, becomes large enough to supply a navigable canal, but too small for a sluice navigation. The fall, in this distance, is 144 feet, averaging 24 feet per" mile. There would be fewer crossings of the stream by a canal down this creek, than of Dunlap's creek. But probably there would be some diíRculty to encounter on account of the porous limestone land through which it would pass. The fall per mile being nearly the same as Dunlap's creek, and the trade it would accommodate probably about equal, the same question arises with regard to the propriety of impro¬ ving it on any plan for the purpose of navigation. There are on this stream, and its branches, some large tracts of very excellent land. The distance between the mouth of Dunlap's creek, on Jackson's river, and the mouth of Howard's creek, on Greenbrier river, is, by the present road, twenty-eight miles sixty-eight perches. The elevation of the lowest part of the dividing ridge, above the water of Jackson's river, at Dunlap's creek, is 1240 feet ; and above the water of Greenbrier river, at the mouth of Howard's creek, 402 feet. The grounds between these creeks, and the facilities they present for improvement, &c., will be more particularly noticed in describing the road which has been located on this route. Greenbrier River. This river measures, between the mouth of Howard's creek and its junction with New River, 49 miles 273 perches. Its average breadth is about 100 yards, and the fall in that distance 309 feet; averaging nearly 6 feet 3 inches per mile. It partakes largely of a characteristic common to rivers which derive their principal sources from the Alleghany ridges ; that is, the very great inequality in the quantity of water discharged at the different seasons of the year. From the best information we could obtain, it appeared that, for 6 or 7 months of the year, it was usually from 2 to 3 feet deep on the gravel shoals, where it flows with a rapid current ; and that it was subject to very great SAvells, from the melting of snows, or heavy rains, was visible by the signs left on the banks. In the latter part of summer and autumn, it becomes comparatively very low. We descended it in the latter part of the 6th, and beginning of the 7th months ; the season being remarkably dry, it was said to be lower than it had been before seen at that time of the year ; and that it was seldom lower at any season. Our boat drew about 9 inches wa¬ ter, and we were frequently under the necessity of opening long sluices through the gravel and loose stones, to obtain that depth. When I saw it, three months after, it was still considerably lower. 11 It was then said to be lower than it had been since the settlement of the country. At the time of our passing down, if the water had been properly confined to narrow sluices, in the shallow places, it would have afforded every where at least 15 inches in depth ; and, when I examined it afterwards, about one foot. Having, as before stated, been necessarily absent whilst the upper part of the survey of this river was going on, I have only had a very partial view of the first 36 miles ; and must, therefore, principally rely on Isaac Briggs' notes and verbal statements (obtained about the time of my joining the party) for particular information relative to the bed of the river. From the knowledge derived from these sources, I think it probable that $ 400 per mile will make a complete sluice navi¬ gation to the end of the 35th mile. At the Great falls in the 36th mile, two locks will be necessary of 7 feet lift each; and one of the same lift, at the Little falls, in the 37th mile. The 38th, 39th and 40th miles have considerable descent ; the water passing shallow over many ledges, and between loose rocks ; the expense of improvement may be estimated at § 600 per mile. The 41st mile much better, and may be improved for f 200. From thence to the mouth of the river, nearly 9 miles, there are many places where little improvement will be necessary ; and others, where the clearing of the bed for sluicing will be expensive ; the whole will probably average about $ 600 per mile. The account will then stand thus : For improving 35 miles, at i 400 per mile, $ 14,000 " 12 do. 600 7,200 " 1 do. • 200 3 locks, of 7 feet lift, 21 feet, at f 625 per foot, 13,125 $34,525 4 I feel quite satisfied that this estimate will be fully adequate to the purpose for which it is made ; that is, to making the most perfect kind of sluice navigation the whole distance, including the three locks in the 36th and 37th miles. The bottom lands on this river are not very extensive ; but they are generally more or less on one side or the other, and frequently on both. The value and importance of this navigation will be best consid¬ ered in conjunction with the upper section of New River. The examination, levelling and survey of which, from the mouth of Greenbrier up to the mouth of Sinking creek, was commenced on the 5th of the 7th Mo., 1819. This is truly a noble river. Notwithstanding it was represented to us as being remarkably low, yet it afforded a superabundance of water for every purpose of internal navigation. The fall in this part of the river, considering the mountainous country it passes through, is com¬ paratively moderate. The principal falls are, the Bull falls, McDan- 12 iel's, Anderson's, Wiley's, Neilley's, and Peter's mountain falls: none of which has ever been improved in the least degree ; yet we ascend¬ ed them all with our boat ; though, in two or three instances, with considerable difficulty, after taking out our baggage, stores, &c. The breadth of the river from 2 to 300 yards, and the length of this section, 55 miles 58 perches. The fall and description of each mile, and the estimates of expense for effectuating a good sluice navigation of 2 feet, at all times, are as follows : 1st mile. Hard to ascend in places, but may be easily improved by 2 or three sluices, estimated at - # 400 Fall 7.11 f. 2nd mile. Requires no improvement worth noting. Fall 1.61 f. 3d mile. Same as last. Fall 2.25 f. 4th mile. Wide and shallow, will require some im¬ provement, estimated at - - _ . 300 Fall 5.07 f. 5th mile. Nearly the same, ... 3Q0 Fall 6.70 f. 6th mile. Excellent navigation. Fall 0.22 f. 7th mile. Requires a little improvement, estimated at 150 Fall 3.11 f. 8th mile. Good navigation. Fall 1.07 f. 9th mile. A small improvement necessary, estimated at 150 Fall 4.04 f. 10th mile. The Bull falls are situated in this mile, in which there are about 3 feet fall in 60 yards, a good sluice and tracking path may be made on the eastern side for about - - - - - - 300 Fall 5.83 f. 11th mile. This mile will be more expensive to im¬ prove than any of the preceding, the bed is generally com¬ posed of smooth rock and very wide ; it will require some long sluices, but not of the most expensive kind, they may be estimated at . . . _ gOQ Fall 8.62 f. 12th mile. No improvement necessary worth noting. Fall 2.31 f. 13th mile. Very good. Fall 0.93 f. 14th . The same. Fall 1.40 f. 15th mile. A long sluice will be necessary to over¬ come the difficulty in passing several continuous ledges, the expense may be about . . - . 500 Fall 6.84 f. 16th mile. Very good. Fall 0.42 f. 17th mile. In this mile occurs McDaniel's falls of nearly 4 feet in about 100 yards, a good sluice may be easily made on the west side and will probably cost about 500 Fall 4.90 f. 13 ISth mile. Very little improvement necessary. Fall 2.41 f. 19th mile. Anderson's falls are in this mile, rather more than 2 feet in 80 yards, also another of nearly the same, each of which will require a sluice, and may cost together Fall 4.78 f. 20th mile. A small fall succeeded by a long rapid shoal, which will require a long sluice, but not very expensive ; it may cost about _ . . . . Fall 7.67 f. 21st mile. A part of the rapid continued, and a few other ripples will require small improvements : (say) in the whole Fall 4.73 f. 22d mile. This mile requires a little improvement in places, and may cost . . . . Fall 3.68 f. 23d mile. Requires no improvement worth noting. Fall 2.40 f. 24th mile. Several ripples and shoals in this mile will require a little improvement by sluices, very easily made, the cost of which may be about - ' - Fall 5.05 f. 25th mile. In this mile are Wiley's falls, composed of a ledge of rocks extending all across the river, the fall is nearly 4 feet, and very abrupt. The sluice round the end, which must be on the west side of the river, will be expensive ; it will probably cost ... Fall 4.51 f. 26th mile. No improvement necessary in this mile worth noting. Fall 3.79 f. 27th mile. The same. Fall 2.15 f. 28th mile. Several ledges and some shoals which will require some sluicing, estimated at - - . 29th mile, f of this mile very good, but in the last ^ occurs Neilly's foils, the greatest we have yet seen in the river. The whole fall is about 11 feet; six of which is nearly perpendicular, except a very thin sheet near one shore, which is more gradual, and over which (after un¬ loading) with some difficulty, we ascended with our boat. A good sluice and tracking path can be conveniently made along shore, and may cost about Fall in the mile 11.21 f. 30th mile. Excellent water. Fall 0.93 f. 31st mile. Commences with a very long rapid shoal, after which good water to the end. An easy sluice may be made on the west side and will probably cost 32d mile. Good navigation. Fall 1.37 f. 33d mile. The same. Fall 1.06 f. 14 34th mile. A long shoal, but so regular that very lit¬ tle improvement is necessary. Fall 8.06 f. 35th mile. Generally good water ; the few ripples that occur require but little if any improvement. • Fall 3.93 f. 36th mile. Good water. Fall 2.96 f. 37th mile. Early in this mile occurs Peter's mountain falls. In the present state excessively hard to ascend, but by unloading our boat and very hard labor we succeeded in getting up. The abrupt fall at the lower end is about 5 feet ; this is succeeded by several ledges above ; making in the whole 9.56 f. This fall will cost more to improve than any we have past. The sluice must be on the west side and ought to be about | long. To complete it in the best style, it will probably cost . . _ 1,000 38th mile. Good navigation. Fall 1.41 f. 39th mile. More rapid than the last, but requires very little improvement. Fall 3.17 f. 40th mile. In this mile, occurs a long rapid shoal, which ought to be improved by a regular graduated sluice, and may be estimated at _ - _ . 400 Fall 8.45 f. 41st mile. No improvement necessary worthy of note. Fall 3.36 f. 42d mile. The same. Fall 3.06 f. 43d mile. There is in this mile a fall composed of four limestone ledges, over which the water flows very rapidly, but not with an abrupt fall. It descends 5 feet in about 400 yards. An improvement by a graduated sluice will be necessary, and may cost about ... 400 Fall 6.66 f. 44th mile. A long shoal in this mile, which will re¬ quire some sluicing, estimated at . - . 300 45th mile. In this mile there is a long rapid shoal, which ought to be improved by sluicing, and will proba¬ bly cost ...... 400 Fall 9.13f. 46th mile. Begins with a continuance of the last men¬ tioned rapid for a short distance, then good water to near the end, where there is a fall of about two feet ; the im¬ provements for this mile may be stated at - - 200 Fall 5.38 f. 47th mile. No improvement necessary. Fall 3.53 f. 48th mile. The same. Fall 3.09 f. 49th mile. The most of this mile is swift water, but does not require sluicing. Fall 6.84 f. 50th mile. A continuation of swift water, and, in pla¬ ces, more rapid than the last mile ; some sluicing will be necessary and may be estimated at - - - 300 Fall 11.23 f. 15 61st mile. Begins with a continuation of the shoal for a short distance ; then good to near the end, where it is excessively rapid. An easy sluice may he made round a small island, and might cost about . - - Fall 4.43 f. 52d mile. Begins with a part of the rapid water just mentioned, and to which the last mentioned sum is appli¬ cable ; the remainder of the mile smooth water. Fall 3.43 f. 53d mile. Good navigation. Fall 1.32 f. 54th mile. A long rapid in this mile, which ought to be sluiced in places, and may probably cost -, Fall 9.64 f. 55th mile. Smooth deep water. Fall 0.70 f. 56th mile. At 58 perches in this mile, arrived at the mouth of Sinking creek, where we terminated our sur¬ vey. No improvement necessary. Fall 2.40 f. Total expense, $ 10,400 The whole fall in this section, f. 251.47, averaging f. 4.52 per mile. The valley through which this part of the river passes, is very un¬ equal in width. There is more or less of bottom land in almost every part ; but in several places, it widens out to a great extent, and affords several large tracts of first rate land. The second bottoms, and and many of the hill sides, are also very rich. Whilst engaged on this survey, great pains was taken to collect in¬ formation relative to the character of the river, and the adjacent country, between the mouth of Sinking creek and the Carolina line. This in¬ formation has been corroborated by all we have since received on the subject ; and goes to establish the fact, in my mind, that the section alluded to, above the termination of our survey, (which measures about 130 miles by water,) is more susceptible of improvement than the sec¬ tion between Sinking creek and Greenbrier ; the falls being fewer in number, in proportion to the distance, and none of them so difficult to improve, as some we have described. The counties of Montgomery and Wythe, through which this river and its branches extend, are known to be remarkably fertile ; abound¬ ing also in iron ore, and manufactories of that article. Grayson also affords some good land, plenty of iron ore and one iron manufactory. Adjoining the two latter, to the west, is the rich county of Washing¬ ton, on the waters of the Holstein, abounding with vegetable and mi¬ neral products. Gypsum or Plaster of Paris, of the best quality, is found here in great abundance, and salt cheaply manufactured to any requisite amount. The quantum of utility resulting from the navigation of this river, will much depend on the degree of perfection to which the navigation in the James river valley may be brought. If the best description should be effectuated, so as to reduce the price of transportation from Covington, at the mouth of Dunlap's creek, to Richmond, to a compa¬ ratively small sum, in proportion to the value of the article transport- 200 300 16 ed ; large quantities of bulky articles, such as tobacco, flour, hemp, cordage, pork and beef in barrels, bacon, and perhaps bar iron, and iron castings ; would flnd their way down the New River up Green¬ brier, and across the portage to Covington, and thence to Richmond market; or, perhaps, at some seasons, down to Sinking creek, then across the portage to Craig's creek, and thence down to the main line on James River. If a good sluice navigation only should be made on James river, we still might calculate on some of the most valuable of these articles with the addition of butter, ginseng and saltpetre, taking one of these di¬ rections to market ; and in either event, goods of every description would pass from Richmond into these counties by this route. In ad¬ dition to this, great benefits would result to the inhabitants of the neighbouring counties by the facilities such a navigation would afford to the mutual interchange of products and commodities, the growth and manufacture of their own country. The consideration of this branch of the subject will again be ne¬ cessarily taken up in the general remarks towards the conclusion of this report. * On the 13th of the 7th month we left Sinking creek, arrived at the mouth of Greenbrier river and commenced our examination, levelling and survey down the New river from that point on the 16th. The description, fall and estimate of expense are as follows : 1st mile. Requires sluicing in several places, and will probably cost ------ $ 300 Fall 6.42 f. 2d mile. Very wide and shallow, but will admit of a very handsome sluice on the left, estimated at - 400 Fall 8.25 f. 3d mile. Nearly the same as the last, expense of slui¬ cing estimated at . _ . . . 400 4th mile. About i of this mile nearly the same as the two last, then for about 120 perches the descent becomes much more rapid, and in the present state of the water is dangerous to descend, and in all states must be excessively hard to ascend ; the bottom is composed chiefly of flat rock. The remainder of the mile smooth water. A safe graduated sluice may be easily made through the rapid part of this mile, and will probably cost - - 600 Fall 14.35 f. 5th mile. Good navigation. Fall 2.97 f. 6th mile. In this mile are Brooke's falls, where the water falls 9 feet 8 inches in about 120 perches ; the lower end very abrupt over broken rocks, which renders it very difficult and dangerous to pass in the present state of the water ; a sluice and tracking path may be made on either side at an expense of about ... 1,000 It would however be a rapid one, and of course labori¬ ous to ascend ; a lock would be a more eligible improve- 17 ment at this place ; for the construction of which the shores afford tolerable facilities. Fall in the mile 9.88 f. 7th mile. Begins with very deep smooth water, but a rapid with a fall at the lower end over a ledge soon oc¬ curs, succeeded by two or three small falls ; then good water to the end. A tolerably easy sluice may be made for about ...... Fall 6.66 f. 8th mile. No improvement necessary worth noting. Fall 2.89 f. 9th mile. Nearly the same. Fall 3.11 f. 10th mile. This mile includes the great falls of New river, the whole fall in the mile is f. 32.27, about two feet of which occurs in a shoal above the principal fall which is over a ledge about 22 to 24 feet high, in the middle of the river ; the balance consists of broken rapids for a short distance below. Notwithstanding the ground on the left side is very favourable for the purpose, yet the very great fall in so short a distance renders the sluicing plan entirely ineligible, 30 feet of the fall being in about J of a mile. It is therefore my opinion that this great fall ought to be overcome by locks. The site is excellent for the purpose ; 3 of 9 feet lift each may be made to an¬ swer the purpose by allowing some fall in a sluice above the first, and also some below the third, the whole ex¬ pense of this mile will probably be - - - 11th mile. Good water. Fall 1.17 f. 12th mile. In this mile there is a very swift rapid, but may be very easily improved by a sluice on the right side at a very small expense, (say) .... Above and below this rapid the water is good. Fall 10.90 f. 13th mile. Very little improvement necessary. Fall 4.03 f. 14th mile. A brisk current in a part of this mile, a little of which may require some improvement, estimated at - - r - - . . Fall 5.31 f.' 15th mile. This mile ought to be improved by short sluices in two or three places, which will probably cost . Fall 6.33 f. 16th mile. In this mile, there is a long, rocky fall, which will require considerable improvement. I think the expense may be estimated at ... Fall 14.46 f. 17th mile. Begins with a small fall ; several others also occur, which ought to be improved by short sluices. The expense of the whole may be estimated at Fall 7.61 f. 3 18 The river appears to be changing its character. Above the great falls, the surface is remarkably free from rocks, except at a few falls. The bed is now more contracted, and a great number of rocks rise above the surface of the water. 18th mile. Several small falls, which will require short sluices, and may cost . - - . . 2OO Fall 4.41 f. 19th mile. Nearly the same as the last, except one fall, which is greater, and more abrupt. Expense of sluicing 350 Fall 7.47 f. 20th mile. Good navigation. Fall 0.65 f. 21st mile. Nearly the whole of this mile is good navi¬ gation ; but, near the end, the water becomes very much contracted, and an excessively rapid current commences, called the Winding falls. The mile terminates about 20 perches below the beginning of the fall, in which distance there is a descent of nearly four feet. The whole fall in the mile, 6.64 f. 22d mile. Begins in the last mentioned fall, which continues about 40 perches further ; in which distance there is a fall of f. 6.52 ; making in the whole f. 10.48, in this rapid. In one place, the water, in its present low state, is con¬ fined to about 30 yards, the current through the whole is excessively rapid ; but a sluice and tracking way may be very conveniently made on the left shore, which will make the passage of boats tolerably easy. Expense estimated at 500 , Fall in the mile, 11.30 f. 23d mile. Several rapid shoals in this mile, will require improvement, and may cost _ - _ . 400 Fall 9.11 f. 24th mile. Nearly the same as the last, except that the expense of the improvement may be greater, (say) - 500 Fall 9.82 f. 25th mile. A very rapid and dangerous shoal, called Gid's defeat, occurs in this mile. A tracking path and long graduated sluice, on the left, is the most eligible mode of improvement, and may cost . - . ggO The remainder of the mile tolerably good. Fall f. 15.31, about f. 13 of which is in the rapid above mentioned ; the distance about 40 perches. 26th mile. Requires some improvement, estimated at 250 Fall 6.44 f. 27th mile. Good navigation. Fall 0.20 f. 28th mile. In this mile, occur three distinct falls ; one of them dangerous to descend. They will all require sluicing, and will probably cost ... 700 Fall 16.09 f. 19 29th mile. No improvement necessary worth noting. Fall 5.80 f. 30th mile. In this mile are several rapids, which will require improvement, estimated at - - - 600 Fall 13.43 f. 31st mile. Early in this mile occurs a long rapid, ter¬ minated by a fall over rocks at the lower end. It may be improved by a sluice taken through a small point of rocks, on the right shore. The water is then very deep and smooth, to near the lower end, where there is another con¬ siderable rapid. The expense of improving the two, may amount to - ' - - - - - 700 Fall 15.12 f. 32d mile. Begins with a short, but excessively swift broken rapid. The fall is about 5.50 f. in little more than 100 yards. It must be improved by a sluice and tracking path, which may probably cost - - 400 Fall f. 8. 33d mile. Several rapids and two small falls, over ledges, in this mile, all of which may be made tolerably easy by sluicing. The expense will probably be - 500 Fall 10.46 f. 34th mile. All good water, except one gravel shoal. The expense of improvement estimated at - - 100 Fall 4.83 f. 35th mile. Good navigation. Fall 1.20 f. 36th mile. In this mile occurs the Buffalo falls, con¬ sisting of a long gravel shoal, with some broken water by rocks at the lower end. The navigation may be made , tolerable by a sluice, that will probably cost - - 450 Fall 14.60 f. 37th mile. Begins with a short rapid, which will re¬ quire a little improvement ; also a small fall just below ; the two mav amount to - . - . 150 Fall 6.12 f. 38th mile. In this mile there are several sheets of smooth water, but there are two rapids and a rocky fall to improve ; these*may be estimated at - - - 500 Fall 13.05 f. 39th mile. Several small rapids in this mile, but none that require improvement ; a very small fall near the end may cost about . - . . _ gp Fall 6.95 f. , 40th mile. Most of this mile is good water ; but a pretty long rapid occurs near the lower end which will re¬ quire a sluice, and may cost .... 200 Fall 5.85 f. 41st mile. In this mile are several rapids which re¬ quire improvement ; the expense may be estimated at - 450 Fall 10.25 f. 20 42d mile. Some rapids with falls over rocks at their lower ends occur in this mile ; they may all be made tol¬ erably good by sluices, which will probably cost - 500 Fall 10.03 f. 43d mile. Begins with very deep smooth water ; at about J commences a rapid, shallow and difficult to pass, (at this state of the water) near the lower end, it can be easily improved by a sluice on the right side, estimated at 250 then good water to the end. Fall 7.81 f. 44th mile. Mostly tolerable water, except a fall near the lower end that may be conveniently sluiced for about 150 Fall 7.83 f. 45th mile. Commences with a rapid that is succeeded by several others ; to overcome which sluices will be ne¬ cessary ; particularly for one near the lower end that is terminated by a rocky fall, where the river is contracted to about 30 yards in width, and will be expensive to im¬ prove on the right, where the sluice would be most likely to keep open ; the immense rocks and apparent violence of the freshets forbid the attempt on the left ; there will be some liability to its filling with gravel, otherwise the site on the right would be good. I do not think however that this efiect would often take place, and then but par¬ tially : It would be nearly straight and very long, and of course expensive ; though there would be no blasting of rocks. On the whole, this mile will cost more to improve than any we have past, except where a lock or locks are recommended. To render the navigation tolerably good, the expense of the mile ought probably to be estimated at 1,200 * Fall 19.75 f. 46th mile. Mostly good water, except one fall consist¬ ing of three ledges, which will require a sluice and track¬ ing path, that will probably cost - . - 500 Fall 8.90 f. 47th mile. At 130 poles in this mile is Bowyer's ferry, above which there is only 6 inches fall, and consequently requires no improvement. Total cost of improving the section from the mouth of Greenbrier to Bowyer's ferry, - - - - $ 39,850 Total fall in this section, 402.76 f. The remainder of the 47th mile continues good to the end, except one fall, the improvement of which may cost 200 Fall 5.08 f. 48th mile. Several rocky falls in the upper part of this mile. The very confined limits of the bed, and the im¬ mense masses of rock on the shore in places forbid the 21 idea of sluicing. Two modes of improving present ; the one is by a canal nearly ¿ mile long on the left shore with two locks at the lower end, the other is by removing a few of the worst projecting rocks near the shore, and fill¬ ing some of the chasms between the rocks on the shore, so as to form a tolerable footway or tracking path for haul¬ ing by a rope, fastening in the rocks at particular places, ring bolts, or iron pins for security. Under all the cir¬ cumstances, perhaps the latter ought to be adopted. This will probably cost - 500 A canal may be built and locks secured from injury by freshets, but the Canal would be very expensive, as it would require one great wall the whole distance, and in some places two. Fall in the mile, 16.95 f. 49th mile. A considerable part of this mile is good wa¬ ter ; then a fall round which a sluice may be conveniently made on the left shore ; after this, another rocky fall oc¬ curs that cannot be easily sluiced ; the tracking plan must therefore be adopted. The expense for this mile is esti¬ mated at 700 Fall 17.11 f. 50th mile. In this mile are several tremendous falls, or rather different parts of the same fall ; immense rocks have fallen in on both sides, so as to contract the water to a very narrow space, in one place estimated to be not more than 40 feet, and at this low state of the water a rock ap¬ pears about the middle even of this narrow channel ; but the water being of course very deep between the rocks at this place, it is not so dangerous to passas at several others where it is wider, and the water completely broken into white foam, from shore to shore, by the dashing and fric¬ tion occasioned by the rocks below ; something may be done to render the passage downward safe at these places, and also those before mentioned, but towing only can be relied on as the means of ascending. The expense of im¬ proving this excessively rugged mile may be estimated at 1,200 Fall 26.16 f. 51st mile. Of the same character as the last, but the falls in one or two instances more rocky and dangerous to descend than any we have passed. In descending one of these of 13 feet, the boat was driven with great violence on a ledge, and stuck fast in a very perilous situation ; the water being very deep and excessively rapid on both sides, we could find no means of relieving her, but by getting a part of the baggage on shore by means of ropes, which had to be again transported a considerable distance over, between and under huge rocks, forming as rough a mass as the mind can well conceive such materials can possibly exhibit. The fall in this mile is also great, and must be improved in the same way as several of the last ; (that is) 22 by putting one of the shores in such a state that a tow¬ ing rope may be every where carried by men, and by re¬ moving some prominent rocks, and in places making short sluices where circumstances will permit, for the passage of the boats. The expense is estimated at . . l goO Fall 21.95 f. 52d mile. Neár the beginning of this mile, a great and dangerous fall occurs, and a considerable one near the lower end ; the remainder tolerable water ; expense of improvement may be estimated at - - - 1,000 Fall 19.75 f. 53d mile. Nearly ¿ good water, then a great and rough fall of 15 feet in about 200 yards ; the water then tolera¬ ble to the end ; expense of improving not so great in pro¬ portion to the fall as some of the former miles, in conse¬ quence of the shores in places being less rugged, (say) 900 Fall 17.16 f. 54th mile. Early in this mile is a rocky fall of 10 feet ; the whole of which except a few inches, is in the dis¬ tance of about 100 yards, then some good water ; after which, another fall ; then good to the end ; expense of improvement, - 1,000 Fall 18.66 f. 55th mile. Begins with good water, then three abrupt falls in close succession, or rather different parts of the same fall ; then good water to near the end, where there is a very rough and abrupt fall ; expense of improve¬ ment estimated at - - - - - 1,200 Fall 20.33 f. 56th mile. A fine sheet of water for about | ; then a long fall to the end ; but not so abrupt nor dangerous as many others ; expense of improvement - - 800 (These falls are call Claypole's shoals.) Fall 15.39 f. 57th mile. Begins with a part of the fall last mention¬ ed, after which are two or three other small falls that may require some improvement ; expense for the mile may be stated at - - - - - ' - 600 Fall 11.69 f. 58th mile. Begins with good water ; and continues to near the end, where there is a fall of 9J feet in about 150 yards ; this may be improved in part by sluicing, and in part by a tracking way ; the expense is estimated at - 400 Fall in the mile 10.78 f. 59th mile. Good water except one fall over ledges of rock ; which may be improved by removing some rock, a little sluicing and making a tracking path ; which will pro¬ bably cost ------ 500 Fall in the mile 9.28 f. 60th mile. In this mile are several falls over ledges, 23 which will require the same kind of improvements as those mentioned for the last mile, they may be estimated at - 600 Fall 13.42 f. 61st and 62d miles. Begin with a considerable fall over a ledge, then after a short distance of smooth water ano¬ ther ocurs of about the same perpendicular fall, (viz. 6J feet,) but rather more gradual ; then another small sheet of good water, after which commences a very long and great fall of a character rather different from any that we have past. Some of those were principally composed of ledges of rocks across the bed of the river forming abrupt and some¬ times perpendicular falls of different heights. Others were formed of large pebble, making the descent more regular but often producing excessively rapid water; (the latter description has generally been denominated rapids in the preceding notes;) both of these were however frequently interspersed with rocks rising above the surface of the wa¬ ter. But the fall that commences in this mile, appears to be mostly formed by a loose jumble of detached rocks of various sizes, that have either been precipitated from the steep sides of the adjoining mountains, or lying in their original situations have had the earth removed from about them by the water, and the cavities thus formed filled in part with stones and rocks of a smaller size and rounded like pebbles, (though many of them are three to four feet diameter) which have been brought down by the current. The original rocks are so numerous and large that at a small distance they appear to occupy the whole bed of the river, and entirely conceal the water from view. The passes between are of course extremely crooked, and the water flowing with very great velocity, they cannot be passed by a boat of the size of ours, (which was 56 feet long and 7 wide) with any loading without almost a cer¬ tainty of being dashed to pieces. We were therefore un¬ der the necessity of taking out our baggage and stores in order to lighten the boat as much as possible; these we had to carry over excessively rough rocks to the lower end of the falls, (as we then supposed) but after a few perch¬ es of moderate water, on suddenly turning a point, we were again surrounded by rocks as large as hay stacks, and some as large as moderate sized dwelling houses. With great difficulty and danger however we worked our way through them. These rocks present the most formi¬ dable bar to improvement of anything we have yet seen. To form a passage through them near the shore so as to render the descent quite safe and also to give a perfect com¬ mand of ascending boats, by means, of a tracking way, &c. I should suppose would require for these two miles 5,000 Fall in the 2 miles 60.68 f. 63d mile. A continuation of the same kind of rude bed and savage shores, with increased difficulty of de- 24 scending ; at one place we were not only obliged to take out our baggage and stores, but also to take down our cabin, and transport the whole over the rocks ; after the boat was thus lightened, by the exercise of skill and dex¬ terity in the boatmen that were truly astonishing, they suc¬ ceeded in ' passing a very crooked course through these great rocks over excessively rapid water, but not without imminent danger. This fall is succeeded by about 100 poles of smooth deep water quite clear of rocks, but then occurs a fall of still greater difficulty to pass than any pre¬ ceding it. We had again to unload and take down our cabin and then get deep into the water behind a rock and hold the boat by a rope attached to the stern, to prevent her from being dashed to pieces against rocks at a short distance below, and exactly in front of a narrow opening through which she had to pass over an abrupt fall of three feet. After passing two or three such falls the load and cabin were again taken on board ; and carried a very short distance, then again put out on the rocks, and the boat passed down another dangerous fall in the same way ; just below which the mile ends. The expense of improving this mile may be estimated at - - - - 2,000 Pall 17.48 f. 64th mile. Begins with good water, then a fall of 7 feet, after which good navigation to the end ; the expense of improving - - - - - - 400 Fall 8.24 f. 65th mile. Begins with a fall of about three feet ; just below which the river suddenly expands from less than 100 yards in width to about ^ of a mile, and smooth and deep to the end of the mile. The small fall at the begin¬ ning will require a little improvement, which may proba¬ bly be done for - - - ' - - 250 Fall 3.34 f. 66th mile. A continuation of wide deep water ; at J passed the mouth of Gauley river below which the river is known by the name of Kanawha, and continues wide, but becomes shallow with some fall ; no improvement ne¬ cessary in this mile. Fall 2.78 f. 67th mile. The river still continues wide, and most of the width shallow ; but the navigation tolerable. Fall 4.45 f. 68th mile. At fifty perches in this mile are the great falls of Kanawha; which we find to be 20.37 f. where we unloaded our boat, took down the cabin, hauled her over the rocks and launched her into the deep water be¬ low Stockton's saw mill. This js one of the most conve¬ nient situations for the application of water power I have ever yet seen. Total expense from Bowyer's ferry to the falls of Ka¬ nawha, - - - - - • $ 18,850 25 Total fall from the mouth of Greenbrier to the foot of the falls of Kanawha, 743.77 f. As we descend the valley of the New river from the mouth of Greenbrier it becomes gradually more contracted, and its mountain boundaries higher and more rugged ; several small tracts of bottom land are found in the first 10 or 12 miles, but from thence to Bow- yer's ferry, 10 acres of good land in a body rarely occurs. About 5 or 6 small cabins are the only human habitations that are to be seen in 35 miles. From the mouth of Man's creek J below Bowyer's ferry to the mouth of Gauley river 18 miles, not a trace of human industry or art is anywhere to be seen, except a part of a small field which approaches the river at the mouth of Mill creek. Indeed for a large portion of that distance a spot of earth of sufficient dimensions for the ground plan of a moderate sized dwelling house is rarely to be seen. The Sewell mountain rising in the midst of a broken mountainous country, presents an exterior diiferent from those around it. The rise from its base is very long and of course less precipitous than most others ; and instead of a narrow ridge on its summit, the form that the surrounding mountains generally assume, it spreads out, and ex¬ hibits to the view a considerable extent of very high undulating land, the spurs projecting from it in various directions bearing different names. For more than 40 miles the New river has worked its way through this great tract of elevated land : above Bowyer's ferry the appearance from the river is that of high mountains on each side, in¬ dented by the water courses which rise in the high grounds beyond the view, and descend by rapid cascades to the river. In places per¬ pendicular cliffs of great height are seen, but the general appear¬ ance is a steep slope covered with trees ; contracting the water to an average of about 120 yards. Below Bowyer's ferry the scene is considerably changed ; tremendous cliffs from 5 to 7 or 800 feet in height generally form the boundaries of this frightful ravine : these are so continuous that in one part for four miles in extent, the river is entirely unapproachable by man from either side. Confined within these rugged limits to a very narrow space, the water sometimes rises to the extraordinary height of 50 feet, notwithstanding the very great fall in its bed. In making the surveys of the Greenbrier and New rivers, th^al- ternatives mentioned in our instructions were not forgotten, but as it was demonstrably clear, that surveys of and estimates for all the different descriptions of navigation mentioned could not be made by us in one season, and comply with our other important duties ; we se¬ lected according to our owrt judgment, that mode which we believed the rivers themselves, and other circumstances connected with the nav¬ igation pointed out as most eligible, leaving the others to be taken up at a future time if it should be deemed necessary. But notwithstand¬ ing we have thus limited the field of our labors yet we hope such in¬ formation will be derived from our reports as to enable the board to determine whether further surveys and estimates may be useful. 4 26 It may be observed that so far as the sluicing plan has been recom¬ mended, the estimates are made with a view to the sluice in every instance being made contiguous to one or other of the shores ; so that the boatmen may always avail themselves of the advantage of a tow¬ ing line when the rapidity of the current requires it. And to what has been already said relative to the tracking plan, recommended for the more rugged parts of the river, where sluices cannot be made, nor setting poles used with advantage, it may be ■ added, that by the use of a block and pulley attached to the boat to be used at particular places, the power of a few men will be adequate to the towing or warping of a loaded boat up any current that will probably occur. But it must be remembered, that this description of navigation is only calculated for comparatively low water, that is, from the state in which we saw the river to about 10 feet higher, which may be about the usual spring heighth. In freshets any navi¬ gation in the bed of the stream must be dangerous, in consequence of the violence of the current and the roughness of the water. The construction of an independent canal along this ravine from Bowyer's ferry to the falls appears to be quite inexpedient, if not utterly impos¬ sible. But I think it is possible on the left or west side to level the fallen rocks at the foot of the clifis, just above high water mark, so as to admit of a railway the whole distance. It would, however, be very expensive, and will probably be left for posterity to execute. Kanawha River. On the 2d of the 8th month we commenced the examination, levelling and survey of the Kanawha river below the Great falls. The follow¬ ing is the substance of the notes taken on that occasion. In the estimates for improvement, it is calculated to give three feet depth of water at all times. 1st mile. About f very deep and level to the head of Long shoal ; the last J swift water, but tolerable navigation. 2d mile. About f the remainder of the Long shoal ; the water is sufficiently deep, but several detached rocks re¬ quire removing ; if the proper boats and apparatus be pro¬ vided, the expense will not be great, (say,) - - f 600 I^Fall 9.54 f. 3d mile. Excellent navigation the whole mile. Fall 0.78 f. 4th mile. Begins with a brisk current, and for a short distance about 2J feet deep ; then deeper for souie dis¬ tance ; after which some ledges of flat rock occur, over which there cannot be carried at this very low state of the water, more than about 18 inches ; then deep, strong wa¬ ter to the end. It is probable there might be expended on the ledges to advantage, about . . - 250 Fall 4.32 f. 5th mile. Begins with strong, deep water ; but the Loop shoal soon commences ; it is composed of gravel, and 27 shows evident signs of shifting. In places there is at pre¬ sent not more than 15 inches water. To improve this shoal, a sluice in a proper direction ought to be opened though several gravel beds ; which, if rightly executed, would not be liable to fill, except in extraordinary cases of ice, ifcc. With a good machine for the purpose, this might probably be done for . - - - 800 Fall 6.61 f. 6th mile. Excellent navigation. Fall 0.44 f. 7th mile. The same. Fall 2.22 f. 8th mile. The same. Fall 1.22 f. 9th mile. Most of this mile the same as the last ; but Morris's shoals occur towards the lower end ; these are en¬ tirely composed of gravel, and will be best improved by opening a sluice through them in such a direction as will keep open. They are about 140 perches long, and at pre¬ sent, in one or two places, very little more than one foot deep ; but more than half this distance extends into the 10th mile. The expense of improving the whole shoal will probably be _ . . . . 1,000 Fall in the two miles, (9th and 10th,) which is nearly all in the shoal, 6.99 f. 11th mile. Deep water for about J, then two beds of gravel, called Childers' shoals ; though which, in a proper direction, an opening ought to be made ; the distance is about 60 perches, and may probably cost - - 400 The remainder of the mile good water. Fall 4.01 f. 12th mile. All deep, smooth water, except two small rapids, which present no difficulty. Fall 2.00 f. 13th mile. Good water, except one shoal near Wind¬ sor's, which ought to be improved in part by excavation, and in part by swelling by means of a towing dam of brush and stone. The expense may be estimated at - 400 Fall 1.97 f. 14th mile. As good navigation as can be wished. Fall 0.05 f. 15th mile. The same. Fall 0.39 f. ^ 16th mile. Begins with Point Creek shoal, which is about 90 perches long, and will require improvement by opening a channel ; estimated at - - - 500 Fall 5.86 f. 17th mile. Excellent navigation. Fall 0.28 f. 18th mile. The same. Fall 0.12 f. 19th mile. The same, except a small rapid at the head of an island near the end of the mile. This will require a little deepening for a short distance, and probably a small wing dam, all of which may be done for - - 200 Fall 0.84 f. 20th mile. All good Water. Fall 0.04 f. 28 21st mile. In this mile are the Cabin shoals, about 150 perches long, on which at present, in the shallowest part, there is not more than 15 inches water ; the expense of improving may be about - . . . §00 Fall 5.87 f. 22d mile. Excellent navigation. Fall 0.05 f. 23d mile. The same. Fall 0.10 f. 24th mile. At about ^ commences Witcher's shoals ; they are about ¿ mile long ; the water about 18 inches deep in the shallowest part, and will require improvement that will probably cost - - . . 400 Fall 4.29 f. 25tli mile. Very good navigation. Fall 0.61 f. 26th mile. The same. Fall 0.16 f. 27th mile. All good except at one place called Leon¬ ard Morris's shoal, on which there is nearly two feet wa¬ ter ; a small improvement will be necessary, and may cost 200 Fall 1.24 f. 28th mile. Good navigation. Fall 0.16 f. 29th mile. The same. Fall 0.04 f. 30th mile. The same. Fall 0.03 f. 31st mile. The same. Fall 0.04 f. 32d mile. The same. Fall 0.05 f. 33d mile. The same. Fall 0.04 f. 34th mile. The same. Fall 0.03 f. 35th mile. The same. Fall 0.03 f. 36th mile. The same. Fall 0.04 f. 37th mile. Nearly level and very deep the first f ; in the last J are the Elk shoals, a short distance below the mouth of Elk river. The fall on these shoals is not quite three feet ; but the expense of improvement will be con¬ siderable. Some labour has already been bestowed in opening a sluice through a dry bed of gravel, but I think the direction is not well chosen ; in consequence it will be in danger of filling with gravel, and the water at the lower- end, which is now deep, of becoming shallow. I believe the proper mode of improving this shoal will be to open a sluice through the middle of the dry gravel ; or in other words, through that part which would lie in a direct line with the middle of the river for some distance above the shoal. This direction will ensure its keeping open, and will always atford a safe passage for descending boats. The river near shore on the right, ought to be cleared of logs and other obstacles, for the purpose of being used by ascending boats ; at all times by those that do not draw much water, and by those that do, when the river is high, as it will always be easier than any other part. The ex¬ pense of these operations will probably be - 3,000 Fall 2.94 f. V 29 38th mile. Good navigation. Fall 0.03 f. 39th mile, f of good water ; then Two mile creek shoal, which requires deepening near the right shore ; the expense may be about _ _ . . QQO Fall 3.25 f. 40th mile. Good water, except at one place called the Island shoal, which will require deepening ; estimated at 900 Fall 3.27 f. On the three last mentioned shoals, the water in the shallowest part of each is rather under 2 feet. 41st mile. Some deep water ; then occurs Tyler shoal, just below Tyler's creek on the right. It may be called 200 perches long, and will be the most difficult to improve of any we have seen below the falls. Tyler's creek is discharged nearly midway of a tolerably regular and mode¬ rately concave shore, a short distance below the point or most prominent part of the opposite convex shore. We ought therefore to expect to find the deepest Water near the right bank, and a deposition of alluvial matter on the left. But it appears that the creek, by entering the river with a current more rapid than the latter, has discharged a quantity of matter too ponderous to be kept in motion by the current of the river, which is therefore deposited just below the mouth of the creek in the original chan¬ nel. This has had a tendency to direct the current in some degree towards the other shore, and to produce be¬ low the deposition from the creek, an eddy or slackwater, ^ in which succeeding depositions of gravel have been made ; and finally, aided by a small island just below, has given the current an unnatural direction towards the convex shore ; the greater part of the water now passing over ground where a gravel bed only would have appeared in low water, had no other cause than the shape of the shores operated to form the channel for the water. Two methods present for improvement ; the least expensive would be to open a sluice on the left side of the island, as nearly in the direction of the current in high water as cir¬ cumstances will permit. But as this cannot be completely effected in consequence of the direction given to the current by the prominent part of the shore above, there will be no certainty of such a sluice remaining open. It would be short, and might probably be made for about $ 1000, in¬ cluding the deepening of a few places below the principal sluice. The other plan is to open a sluice in the direction of the original channel, through the gravel deposited by the creek, and that afterwards deposited by the river after the first obstruction was formed, to be continued about half a mile, and delivered into the deep water below the small islands. The only objection to this (except the expense 30 in the first instance) is, that the navigation will in some degree be liable to be occasionally interrupted by stones brought out of Tyler's creek ; but this liability will be greatly diminished by the water in the sluice being much more rapid than the current in the original channel, when the first depositions were made. I think, under all cir¬ cumstances, the latter mode ought to be preferred ; it may possibly cost - - . _ . 4,000 But when done it will be likely to remain open ; or if there ever should be any obstruction formed from Tyler's creek, it may, by a little timely attention, be speedily re¬ moved. Fall in the mile, 4.51 f. 42d mile. Good navigation. Fall 0.67 f. 43d mile. A considerable part of this mile is tolerably strong water, and in places not more than feet deep ; these will require a little deepening, and some large stones must be removed at other places ; the expense of these operations may be estimated at - . , 800 Fall 1.04 f. 44th mile. A continuation of the same kind of water for some distance, then good to the end ; a little improve¬ ment will be necessary, and may cost - - 500 Fall 1.39 f. 45th mile. Good navigation. Fall 0.52 f. 46th mile. In this mile there is some swift water, and rather shallow ; It will require some deepening, and may cost - - - - - - 400 Fall 0.91 f. 47th mile. Excellent navigation. Fall 0.20 f. 48th mile. The same. Fall 0.17 f. 49th mile. The same. Fall 0.20 f. 50th mile. The same. Fall 0.31 f. 51st mile. The same. Fall 0.04 f. 52d mile. More than half good water ; then occurs the first ripple of Johnson's shoals. Fall 1.32 f. 53d mile. A continuation of Johnson's shoals. These shoals consist of three gravel ripples, with some brisk water between them ; they can be improved by opening sluices through these ripples in a proper direction, and deepening some places between ; the expense may be es¬ timated at ----- - 1,200 Fall in the sluice about 5 feet ; in the mile, 3.91 f. 54th mile. Good navigation. Fall 0.05 f. 55th mile. Mostly good water ; but Tackett's shoal occurs at the lower end, the fall in which is about 17 inches ; it will require a little deepening for a short dis¬ tance, and may cost - Fall 1.57 f. 400 31 56th mile. Good navigation. Fall 0.59 f. 57th mile. The same. Fall 0.07 f. 58th mile. The same. Fall 0.04 f. 59th mile. The same. Fall 0.04 f. 60th mile. The same. Fall 0.04 f. 61st mile. The same. Fall 0.03 f. 62d mile. In this mile is the Red House shoal. In its present state it is hard to ascend, but with care perfectly- safe to descend ; the water on the shallowest part is about feet ; the fall 3.78 f., nearly the whole of which is di¬ vided between two rapid ripples, a short distance asunder, of about 150 yards each; these it is extremely difficult for* large keel boats to ascend without the aid of ropes on shore ; for which purpose the shore nearest the deep water is not well adapted. Two modes of improvement pre¬ sent ; one is by means of a canal opened through the flat rock on the right side, furnished with a lock of about 3J feet lift at the lower end, as proposed by Loammi Baldwin. The other is by a graduated sluice on the same side close in shore, and continued for some distance below the swift water ; for which the ground is remarkably favourable. This will give a distance of at least 1800 feet, and of course a fall of less than 3 inches to the 100 feet ; which may be easily overcome by a towing line on shore, with the usual number of hands. The rocks are well adapted for a towing way, and are very easy to remove. The first plan I consider in some degree objectionable, for this reason : As we cannot calculate on elevating our works so as to be above water in freshets, which rise 30 to 40 feet ; and as the line of the canal will be immediately in the direction of the strongest current, and the lower end being closed by the lock, the canal will be liable to fill with gravel and sand : and of course cause interruption at times to the navigation. The cost of improvement in the first instance will also be more than double the cost of executing the latter plan. In constructing the sluice, if the principles laid down in my report of last year are attended to, the surface of the water will present a regular inclined plane of the very easy ascent before mentioned ; and its favour¬ able locality will ensure its continuing open. It ought to commence some distance above the first ripple. The cost, I think, cannot exceed - . . _ ^ qqq I am, on the whole in favour of a sluice. Fall in the mile, 3.78 f. 63d mile. Recpiires no improvement. Fall 0.38 f. 64th mile. The same. Fall 0.94 f. 65th mile. The same. Fall 0.30 f. 66th mile. The same. Fall 0.64 f. 67th mile. The same. Fall 0.77 f. 68th mile. The same. Fall 0.23 f. 32 69th mile. The same. Fall 0.04 f. 70th mile. The same. Fall 0.04 f. 71st mile. In this mile commences the Knob shoal. The mile ends below the first ripple. Fall 1.09 f. 72d mile. A continuation of the shoal ; in the shal¬ lowest place about 2 feet water. It ought to be improved by opening a sluice on the left shore, which is favourable for the purpose ; it may be graduated so as to make it very easy to ascend. The expense will probably be about Fall 1.36 f. 73d mile. The water tolerably brisk, and in places ra- feet. Fall 1.37 f. Brisk water. Fall 0.70 f. The same, and rather shallow. Fall 1.35 f. The same. Fall 0.71 f. The same. Fall 0.52 f. The same. Fall 0.42 f. Several shallow places about 2 feet, with Fall 1.47 f. Good navigation. Fall 0.12 f. ther under 3 74th mile. 75th mile. 76th mile. 77th mile. 78th mile. 79th mile, brisk water. 80th mile. 81st mile. 82d mile. 83d mile. 84th mile. 85th mile. 86th mile. 87th mile. 88th mile. 89th mile. 90th mile. 91st mile. 92d mile. 93d mile. 94th mile. The same. Fall 0.06 f. The same. Fall 0.54 f. The same, i^all 0.36 f. The same. Fall 0.08 f. The same. Fall 0.08 f. The same. Fall 0.08 f. The same. Fall 0.08 f. The same. Fall 0.08 f. The same. Fall 0.08 f. The same. Fall 0.08 f. The same. Fall 0.08 f. The same. Fall 0.08 f. The same. Fall 0.08 f. The same. Fall 0.08 f. It will be necessary to improve several miles below the Knob shoal, in part by opening passages through some narrow beds of gravel, and in part by means of low jetties to swell the water. The distance is about six miles, and may be stated at ^ 1000 per mile, ... Total expense for improving the Kanawha river below the falls, ... 2,000 6,000 29,650 Total fall in this distance, 106.36 f. On the 13th of the 8th month 1819, we arrived at the mouth of the Kanawha, and marked our 94th mile on a sycamore on the south side, opposite to Point Pleasant. We made a bench mark on the west side of the same sycamore, 14 feet above the present surface of the Ohio, which had risen 2 feet in the last four or five days. 33 Our levels on the Kanawha differed materially from those taken by Loammi Baldwin two years before, at many points of comparison. This difference was probably principally owing to the different states of the water when the levels were taken. He states in his report that a rise had taken place in the Kanawha jnst before he commenced his survey ; that it was, at the time of his commencing, 8 feet above its ordinary height in dry seasons ; and that before the survey was completed, a rise of 15 feet had taken place in the Ohio. When we commenced our survey the river was low, and continued so until finished. Feet. Inches. The fall, by his levelling, under these circumstances, in¬ cluding the Great falls, was - - - 119 5.1 But the Ohio had risen 7 feet more than the Kanawha, otherwise the fall would have been 7 feet more, or ' 126 5.1 Equal to, - - - - - - 126 43 By our levelling, including the Great falls, the fall was 126 73 Difference 0.30 f., or not quite 4 inches. The principal machinery that will be necessary for the improvement of the Kanawha, will be, a pair of scows connected by a beam, with a screw chain and grapples, to weigh large stones under water, and re¬ move them out of the way of navigation ; several large iron rakes, with long, bent teeth, set at different distances asunder, to be used in succession m removing gravel, the widest first to remove the coarsest pebble, and followed by the other grades in succession ; and last of all, a scraper for removing the smallest gravel and sand. The means must also be provided for dragging these machines, which may be a small steamboat, on a very cheap plan, or a boat provided with wings at the sides, for the current to operate on when open, and to shut close to the boat, or be raised out of water, when the boat is ascending. The former would be most expensive, but would certainly be the most expeditious, and as it might afterwards be applied to some useful pur¬ pose on the river, I think it ought to be preferred. And in that case, about $ 16,000 must be added to the former estimate. But, as I observed in my report of last year, of all works connected with the subject of internal navigation, the operations performed in the beds of rivers and creeks, afford the least certain data for estimating expense previous to execution. I believe, however, that all the foregoing estimates stated in this report, are amply sufficient to effect all that is proposed to be executed for the sums allotted to the different objects respectively. Our next important duty, in the order of completion, was the loca¬ tion of The Road. My first tour from Dunlap's creek, to the falls of Kanawha, as sta¬ ted in the early part of this report, very fully convinced my mind, that 34 a road by the way of Howard's creek and Lewisburg, would be much shorter to the falls of Kanawha, than by way of the Sweet springs. Union and Indian creek. And that, therefore, this route had the first claim on our attention. On this tour I also ascertained, how the pre¬ sent road from Lewisburg to the falls, might be improved, so as to be reduced within the limit of five degrees, except the cliffs, on both sides of New river ; and the Cotton hill near the falls. Two or three other places also appeared a little doubtful. The same thing was also ascertained, on the branch of this route, by the way of Gauley river, except a part of the descent on the Gauley mountain to the river ; this, the cliffs, and Cotton hill before mentioned on the other branch, appeared to be insuperable difficulties ; unless by further examination, we should discover some better way of passing them than at first present¬ ed. The latter part of the Gauley route below the falls, would also have been so excessively expensive, as to render it very desirable to get clear of it if possible. For these purposes, and also to ascertain what improvement might be made by straightening, Hugh P. Taylor was directed to survey and measure both these routes very carefully, along the middle of the roads ; to protract them on a large scale in sections, so as to show all the angles and meanders distinctly ; and also on a reduced one to exhibit the whole at one view for general improvement ; and also, to run a number of lines of experiment on both routes, with a view to improving their location. These surveys were made as before stated whilst I was engaged with my colleague on the water surveys. On our return, it appeared by the maps, that the routes were both very crooked ; and that the ex¬ perimental surveys and examinations near the present road had not been satisfactory. Those on the Gauley route had been more success¬ ful. It was found, that between Thomas Masterson's and Matthias Young's, there might be a saving of several miles; and what was- still more important ; whilst the surveyor was engaged in these surveys, he very fortunately discovered a practicable way through the cliffs, down to New river above the falls, so as to avoid the very objec¬ tionable ground near Gauley river, and below the falls ; save the cross¬ ing of Gauley river, and about miles in distance. Further surveys would have been made in the neighbourhood of the present road, so as to have ascertained precisely the degree of fitness of the grounds for the object in view, had not the inspection of the maps furnished reason to believe, that a much shorter route might probably be found. Enough however was done to prove, that if the road crossed the river at, or near Bowyer's ferry, it must for a great distance (probably two miles) be made on a hill side of from 40 to 60 degrees of acclivity, and in places very rocky ; the least of these angles makes an unsafe and expensive road, and should never be used except in cases of ex¬ treme difficulty. The most of the ground that was to be explored for straightening is uninhabited, not because it is too poor or otherwise unfit for culti¬ vation, but because it is generally held in large tracts ; and out of the reach of the poorer class of purchasers, who are mostly the first set- lers of a new country. As might be expected, individuals interested 35 in the present road, represented this unexplored ground as mountainous, rocky and swampy ,* and altogether unfit for the purpose of a road. Knowing however, how to appreciate such information, we neverthe¬ less, had a guide line run, from Matthias Young's on the Gauley road, to the top of the Meadow mountain, on the post or present road. The result proved the propriety of the measure. This line and also the road by way of Indian creek ; the post road, Gauley road and the newly located road (called the new turnpike for distinction) are all laid down on the map accompanying our reports and designated by different lines. To locate a road between distant points, through a mountainous country, systematically, and with such a degree of precision as to in¬ duce a confidence, when done, that the location cannot be improved, it is generally requisite to pass three times over the ground with in¬ struments. After having obtained the relative bearing of the points of beginning and ending, the first operation is to run either one direct line between those points, or, if certain places for crossing of rivers, gaps for passing of mountains, or other circumstances, render it absolutely neces¬ sary to depart from a straight line, then lines between those several im¬ portant points should be run, instead of a single line the whole distance. This primary survey should be distinctly marked by blazing the trees; and is intended to serve as a guide in exploring for grounds suitable for the intended location. After the exploring has been carefully done, and memorandums taken where necessary, a survey is then to be con¬ ducted, on practicable grounds, within the grade intended as the limit for the road, agreeably to the knowledge derived by exploring the grounds on both sides of the primary line or lines. This survey to be distinguished from the first, by marking the trees with a blaze, and one hack, with a hatchet or axe, above the blaze. But as it will always happen in such a country, that in exploring, a great number of intermediate points will be found that the route must pass, it will often occur, that the right course is not at first taken, to pass from one of these points to the next ; but that two courses, and sometimes more, may be be taken to arrive at the point intended ; when there may be no intervening ground to prevent its being done by a single line, which will always be shortest. Another survey is therefore necessary, to correct all these deviations. And on this last passing over the ground, the angles of acclivity and declivity should every where be taken, and recorded in the notes ; so as to furnish the means of giving a com¬ plete profile of every part of the road. Where this survey passes along the lines of the second survey, an additional hack should be put on all the marked trees ; and where it departs from it, should be marked in a similar manner ; that is with a blaze and two hacks, in order to denote the finished line, and prevent mistakes in cutting out. On this last survey, the end of every mile should be marked on a tree, or some other permanent object. But, as my time was limited, I was under the necessity of omitting the third survey ; and therefore cannot give a profile of the road. But great care was every where taken to keep the line within the limit five degrees of acclivity and declivity. And where any improvement can be made on the marked line, it is noted 36 in the field notes ; the improved courses and distances calculated and also noted and laid down on the map accordingly. So that, in some instances, the road will not be made exactly on the marked line ; but, wherever it is departed from, it is stated in the notes whether to the right or left. But the miles are marked on the lines actually run, and therefore will not correspond with those on the road, after the shorten¬ ings are made. The line located for the new turnpike, commences at a large forked beach, marked with a blaze and two hacks, standing on the south bank of Kanawha, 134 perches below the Great falls, thence near the margin of the river, one mile 232 perches, to the site proposed for the ferry ; thence across the river, 78 perches ; thence up the river, passing the mouth of Cane creek ; and from thence gradually risings the river hill to the summit ; and thence to the Gauley road, at Young's fiat, one mile, 267 perches ; thence with the Gauley road, im¬ proved, passing through Thomas Masterson's land, five miles 231 perches ; thence leaving the Gauley road to the left, crossing Mill creek twice, and some of its branches, and passing Bailey Wood's, leaving Samuel Wiseman's to the left and leaving the end of the Dogwood ridge also to the left, and crossing Keeney's creek, to the Gauley road, near Matthias Young's, eleven miles, 294 perches, 19 links; thence leaving the Gauley road to the right, and descending Bracken's hill, crossing Bracken's creek, (a branch of Meadow river.) near its source, and along the dividing ground between New river and Meadow river, to the top of Big Sewell mountain, eleven miles seven perches ; thence down the side of said mountain, and crossing a large tract of rich fiat land, and Big Sewell creek, to the end of Vandal's mountain, 3 miles 11.5 perches ; thence passing the end of Vandal's mountain, the end of Loggy ridge, and crossing Little Sewell creek, and passing near' John Hickman's and William E. Crawford's, to the top of Little Sew¬ ell mountain, 5 miles 4 perches ; thence down the side of said moun¬ tain, and passing between John McClung's and Jane McClung's, over a large fiat of meadow land, to Meadow river, 2 miles 30| perches ; thence passing Meadow river, 3^ (perches wide) John Price's, and crossing a branch of Otter creek, and a large flat of meadow land, and passing near Charles Beavin's, to the top of Meadow mountain, 4 miles 205 perches ; thence down said mountain to the post road near Crist's tavern, one mile, 73| perches ; thence with the post road, improved, to the top of Brushy ridge, 2 miles, 189J perches ; thence leaving the post road to the right, down the Brushy ridge, and through Robert Rennick's land to Renuick's road, and with the said road, improved, to the post road near Hanley's, 7 miles 100^^ perches ; thence to Lew¬ isburg, 1 mile 162 perches ; thence partly by the post road, improved, and partly by a route to the left, to Greenbrier river, 3 miles 102J perches ; thence crossing Greenbrier river, (32 perches wide) and up the valley of Howard's creek, to the White Sulphur Springs, 5 miles 259| perches; thence by the postroad, improved, to the top of the Al¬ leghany mountain, 5 miles 183J perches ; thence by the old road, im¬ proved, to the top of Little Alleghany, and from thence, with said road improved, and down the valley of Ogley's creek leaving Calla- 37 ghan's a little to the left,) to its mouth, 10 miles 140 perches ; thence down the valley of Dunlap's creek to Myer's meadow, 2 miles 103J perches ; thence, leaving the post road and the creek to the left, across a hill, and down by Bernard Pitzer's, to the mouth of Dunlap's creek, 2 miles 53 perches. The Gauley road, or what has been called the new Gauley route, embracing the post road, to Flesh- man's, and thence by the Gauley mountain to Montgomery's ferry, . . - 104 The road by way of Sweet springs. Union, Indian creek and Pack's ferry, between the same points, (Dunlap's creek and the falls of Kanawha,) 138 175 I think it unnecessary to swell this report, by giving a minute des¬ cription of every mile of ground over which this road will pass. A few general remarks, however, may be useful. The place selected for the ferry, is the most favoiiable for the pur¬ pose of any we have seen on New river. It is, as before stated, 78 perches wide ; with a surface unbroken by rocks, or falling water, for nearly a mile below ; the current is, therefore remarkably gentle. From the northern landing to the top of the cliffs, about one and a half miles, the surface of the ground is in places encumbered with large detached rocks ; but the hill side not steep, except in a few pla¬ ces, for very short distances. Near the top, a rough wall may be ne¬ cessary, for about fifteen perches ; which may average about twelve feet high ; the materials for building it in abundance on the spot. If the road was intended for a stone-capped turnpike, this would not be considered expensive ground, because the materials are on the spot ; but if a mere graded earth road, then this one and a half miles will probably cost more than double the distance on any other part of the road. The grounds called the Meadows, on the Meadow river, and its branches, are not of that difficult and expensive kind that I had some fears of finding them. They are not generally wet, from the circum¬ stance of a great number of springs rising on them, and intermixing with large quantities of porous earth, so as to form bogs, that retain moisture at all seasons, like a sponge ; but merely from the circum¬ stance of their lying too nearly level for the winter and spring waters to drain off; and the sub-stratum for a considerable depth, being too dense for it to pass through. There is generally a few inches on the surface of vegetable mould, tolerably well adapted to the production of grass ; and immediately below, a thick stratum of compact earth, slightly intermixed with gravel ; which only requires to be put in a situation that wafer will not lie on its surface, to become very hard. There is then, in my opinion, nothing necessary to form a good road over these grounds, but to open ditches sufficiently capacious at the Miles. Perches. The whole distance. The present road or post road, 89 96 272 168 38 sides of the road, to insure the draining off the water, and to round up the earth well in the middle ; nearly all of which can be done with the plough and scraper ; and therefore will not be expensive. There is probably about 2^ miles of this kind of ground. The road is laid out to cross Greenbrier river, above the mouth of Howard's creek, ata suitable place tor a ferry or a bridge ; but by keep¬ ing open the present road about one mile, the ford may be used when the water will permit. Howard's creek must necessarily be crossed five times. The cross¬ ing of the Alleghany ridge presents no difficulty : But some part of Ogley's creek will interfere with the road in freshets : and will re¬ quire some extra expense to keep them independent of each other. Dunlap's creek must be crossed three times. No serious difficulty occurs on any other part of the line. A con¬ siderable part lies on ground more or less sideling ; where the road will be formed, by removing earth from the upper side to the lower ; which can generally be done with the plough and scraper, after the trees are removed. There are very few places where carts will be ne¬ cessary, except in filling up abutments for bridges. But there are a few spots where the slopes of the hills are steeper than could be wished, for short distances, which could not easily be avoided ; the worst of these, is on the descent of Little Sewell mountain, where the slope varies between 32 and 38 degrees, for about 20 perches. Ih crossing the hill from Dunlap's creek to Pitzer's, there is also a few perches very steep. There are still three places on the line which ought to be examined for improvement. The first is on the top of the dividing ground, be¬ tween Laurel creek and Mann's creek, near the 28th mile, where we passed on the right side of a Knob ; it is probable the left side is shorter. The second, from station 839 near the foot of Little Sewell mountain to station 866, near John Price's house. The third, from Rennick's road across the point of Muddy creek mountain, to Hudson pillars. If a practicable route can be found between these points, the route may then be improved so as to shorten the distance from thence to Lewisburg, compared with the post road, and probably save on the New road as now located more than half a mile. These three places were not sufficiently explored before the location commenced, for want of time ; and afterwards it could not be done, without stopping the sur¬ veyor and his hands. As might be expected, there is on this line and near it, on both sides, many tracts of poor and mountainous land, that will not soon be brought into cultivation ; but it also passes through and near a great deal of very good land ; which only requires to be put info a proper state of cultivation, to produce sufficient supplies for the road, both for man and beast. If it were in contemplation, to form on this line a complete stone- capped turnpike ; the materials are every where convenient : I think it probable that stone could in no instance, have to be hauled more than a half a mile. And as it is so laid out, as to almost entirely avoid cutting through the tops of hills, with the intent of raising the 39 valley below, with the materials removed ; it ought to be considered as a cheap road of the kind ; and might be executed in the best style, exclusive of a few of the largest bridges, for $ 5,000 per mile. But under the present circumstances of the country, funds, &c., with deference to the judgment of the Board, I would propose another mode of executing this work. This would be to open it the whole distance, as early as circum¬ stances will permit ; and put it in a state for comfortable travelling, with the least possible expense. It is important in a wooded country, where the timber is lofty, that a wide opening should be made for a road ; in order to give it sun and air, for the purpose of evaporating moisture from the surface. I think 66 feet, or four perches, would not in most places be too much ; from one third of this width, or 22 feet, the trees ought to be removed by grubbing ; so that no stump should appear above the surface for this width of the carriage way ; nor even be found below, where the original surface may be covered by fresh earth ; unless the thick¬ ness of earth above is considerable ; say two feet, as they are sure to make jolts, and consequently mud holes wherever they rise near the surface. This width ought to be so rounded up, with the best of the earth convenient, as to lay it quite dry. As much space should be added at the sides free from all obstacles, except the stumps of large trees, (and those cut very low,) as will increase the travelling way to 40 feet ; except in a very few places, where the slope of the hill side may be great ; a small diminution in width may in these places be admitted, for very short distances. In thus shaping the road, care will of course be taken, that all the little inequalities of ground, shall be so regulated, as to bring the surface of the road every where, within the prescribed angle of five degrees. All the water courses (except a few of the largest,) should either be let across the road in paved gutters, or they should be passed over by cheap bridges ; such as are in common use in new countries. These bridges are constructed by building log abutments, filled in with stone and earth ; on which sleepers are laid, and covered either with split puncheons, or sawed plank. Such bridges, if built of good timber, will last 10 or 12 years ; and then may be cheaply renewed ; or, if rebuilt in a more permanent manner, the filling for the abutments will be on the spot. Agreeably to the cost of similar roads in the northern states, and work of the same character executed in the neighborhood of Balti¬ more, this road, executed in the manner described, ought not to aver¬ age more than about 1,000 dollars per mile ; but to allow for all con¬ tingencies, superintendence, &c., say 100,000 dollars for the 89 miles 272 perches. Such a road is pleasanter to travel on when dry than the best stone- capped road ; though it may be expected that many places will be¬ come muddy and fatiguing, at the breaking up of the frost, in the latter part of winter and spring. These places will be indicated by use, and should be the first to be covered with a layer of broken stone or gravel, when funds can be raised for the purpose. But experience will probably prove that a considerable portion of the road, lying on 40 high south hill sides, never will be substantially improved by a cover¬ ing of broken stone, and therefore the expense forever avoided. The next great portion of our labours for the season, was the sur¬ vey for an Independent Canal. On the 31st of the 8th mo., 1819, Isaac Briggs commenced level¬ ing, at Covington, opposite the mouth of Dunlap's creek, on Jackson's river, for the purpose of meeting surveys before made, on James river, for an independent canal along the valley of these rivers. Beginning at a sugar tree, marked B C, standing on the left bank of Jackson's river, a little above the mouth of Dunlap's creek. The level assumed for a base line was 5.07 feet higher than the surface of the water in Jackson's river, at that time ; a bench mark at the mouth of Dunlap's creek being 3.43 feet above the water, calculating on a dam of 8 feet, and the depth of the water in the canal 3 feet. From the beginning to the end of the second course, is 36.94 chains, through the town of Covington; the cutting varying in that distance from 14.19 feet to 6.53. But it is believed it will injure the town less, and be much cheaper, to locate the canal along the margin of the river bank, where the cutting will be about equal to five and a half feet; the distance nearly the same. 36.94 chains, 5J feet cutting, will be 14,517 cu¬ bic yards, which, at 12J cents, is - - f 1,814 A dam across Jackson's river, - - 1,600 Thence to station No. 21, 108.08 chains, the depth of cutting will average about 4 feet, at 15 cents per cubic yard. 26,685 cubic yards, at 15 cents, - - 4,003 From No. 21 to 26, 17.55 chains, is a steep, rocky hill side, with a high, prominent rock, for 2.20 chains. Some walling and puddling will be necessary ; so that the cost of making a good canal for the whole of this distance, may be estimated at $ 200 per chain. 17.55 chains, at f 200, is - - . 3,510 From No. 26 to 39, 66.25 chains, the depth of cutting may be averaged at 4 feet, and the cost at 15 cents per cubic yard. Four feet cutting is 264 cubic yards per chain, and 66.25 chains are 17,490 cubic yards, at 15 cents, 2,623 For a rock, opposite to widow Trusler's, extra, 100 2,723 From No. 39 to 44, is across a sharp ridge, 16.72 chains. From the summit of this ridge to our base line, is 39.50 feet. In this very deep cutting, and for so short a distance, the canal may be narrowed to 20 feet surface, and the towing path to 6 feet. The slope of the banks above the towing path may be at an angle of 53 degrees, which gives one foot base for 15 inches perpendicular. The number of cu¬ bic yards will then be, for this section, 18,317. 18,317 cubic yards, at 15 cents, - - 2,747 From No. 44 to 48, 19.35 chains, along a hill side, to our left, where we may choose our depth, gravelly with some detached stones. The 41 depth of cutting averaged at 3 feet, and the cost estimated at 15 cents per cubic yard : 3 feet cutting is 187 cubic yards per chain, and 19.35 chains is 3,618 cubic yards, at 15 cents, - - 543 From No. 48 to 55, along a steep hill side, close to the river, 28.63 chains ; the first six chains through a mass of large rocks, where some walling and puddling will be necessary. The remaining 22.63 chains are on ground easy to be excavated, but steep, the cutting averaged at 4 feet, and cost at 13 cents per cubic yard. 5,974 cubic yards, at 13 cents, - 777 6 chains of rocks, at 1200 per chain, - 1,200 1,977 From No. 55 to 59, through a ridge, on entering the second bend near Michael Mallow's, 11.08 chains. The summit of this ridge is 25.55 feet above our base line. This excavation may be estimated at 12,209 cubic yards, at 15 cents, - - 1,831 From No. 59 to 74, 60.55 chains, may be averaged at 3 feet, and the cost of excavating at 15 cents per cubic yard. 11,323 cubic yards, at 15 cents, - - 1,698 From No. 74 to 77, 13.28 chains, is on the bank of the river, across the mouth of a ravine, in which descends a small creek between two mountains. This creek should be dammed and received into the ca¬ nal as a feeder, by a substantial embankment, and a waste way on the side of the canal next to the river. This may be estimated at f 80 per chain. 13.28 chains, at $ 80, ... 1,062 From No. 77 to 80, 8.72 chains, a wall and puddling will be neces¬ sary, and may be estimated at $160 per chain. 8.72 chains, at $160, ... 1,395 From No. 80 to 86 a stony hill side, 36.19 chains. The depth of cutting averaged at 3 feet, and cost of excavation 25 cents per cubic yard. 6,768 cubic yards, at 25 cents, - - 1,692 From 86 to 95, a gravelly hill side, 34.44 chains. Cutting aver¬ aged at 3 feet, and the cost of excavation at 15 cents per cubic yard. 6,440 cubic yards, at 15 cents, - - 966 From No. 95 to 96, a gravelly knoll, 3.37 chains. The depth of cutting may be estimated at 4 feet, and the cost of excavation at 25 cents per cubic yard. 890 cubic yards at 25 cents, - - 222 From No. 96 to 107, 49.96 chains, the depth of cutting may be averaged at 3 feet, and the cost of excavation at 15 cents per cubic yard. 9,343 cubic yards, at 15 cents, - - 1,401 From No. 107 to 110, 5.98 chains, a stony hill side. The depth of cutting 3 feet, excavation 20 cents per cubic yard. 1,118 cubic yards, at 20 cents, - - 224 From No. 110 to 114, where we enter the river, is 17.85 chains; as about half this distance is tolerably easy for excavation, and some of 42 it will require walling and puddling, the whole cost may be estimated at $ 50 per chain. 17.85 chains, at f 50, - . . §92 From No. 114 to No. 9, 47.07 chains, it is proposed to use the bed of the river ; the water to be made level by a dam 10 feet high, just below Cave rock, near Peter Pence's. The cost of this dam will pro¬ bably be ..... 2,000 Then the canal to be taken out from this dam on the left side of the river. ^ From the commencement of this section to No. 11, 58.31 chains, the ground is excellent. The depth of cutting averaged at 3 feet, and the cost of excavation at 12J cents per cubic yard. 10,903 cubic yards, at 12J cents, . . 1,363 From No. 11 to 15, 42.87 chains, the depth averaged at 3 feet, and the cost of excavation for the first 8.62 chains (gravel) at 15 cents, and for the remaining 34.25 chains (good ground) at 12J cents per cu¬ bic yard. 1,612 cubic yards, at 15 cents, . 242 6,405 do. do. at 12J do. - 801 1,043 From No. 15 to 23, 27.66 chains, the depth of cutting may be averaged at 3 feet, and the cost of excavation for the first 8.87 chains (a stony bank) at 20 cents, and for the remaining 18.79 chains (of good ground) at 13 cents per cubic yard. 1,659 cubic yards at 20 cents, - - 332 3,514 do. at 13 cents, - - 457 789 From No. 23 to 25, 8.37 chains ; a large slate rock ; where a high wall and puddling will be necessary, the cost may be estimated at $250 per chain. 3.37 chains at $250, - - - 2,092 From No. 25 to 27, 8.89 chains ; the first part somewhat stony ; and the latter part good ground. The depth averaged at 3 feet, and the cost of excavation at 15 cents per cubic yard. 1,662 cubic yards at 15 cents, - - 249 From No. 27, to the river above William Hill's house, 40 chains ; the ground is excellent. Depth of cutting averaged at 3 feet, and cost of excavation at 12J cents per cubic yard. 7,480 cubic yards at 12J cents, - - 935 It is proposed to make use of the bed of the river from this point, to opposite Jacob Game's saw-mill and there to raise the water by a dam 6 feet ; the cost of which dam may be estimated at 1,400 Then to take out the canal on the right side ; thence down by Jacob and George Game's. From the commencement of this section, to No. 14, where we enter the river again ; 89.29 chains, the ground is good, we may have an average of 3 feetdepth of cutting, and the cost of ex¬ cavation may be estimated at 12¿ cents per cubic yard. 16,697 cubic yards at 12 J cents, - - 2,087 The bed of the river will then be used for 33.97 chains; where a 43 canal will again be taken out on the right side ; the water being raised by a dam just below, about 8 feet ; which dam will probably cost about 1,600 From the commencement of this section to No. 6, the ground is good ; the depth of cutting may be averaged at 4 feet, and the cost of excavation at 13 cents per cubic yard ; the distance is 57.39 chains. 15,151 cubic yards at 13 cents, - - 1,970 From No. 6 to 19, 58.25 chains ; the ground is rough and stony ; and 13.25 chains of it will require a wall and puddling. For the re¬ maining 45 chains, the depth of cutting may be averaged at 3 feet, and the cost of excavation at 25 cents per cubic yard. 8,415 cubic yards, at 25 cents, - 2,104 13.25 chains at f 150. - 1,987 4,091 From No. 19 to 21, 11.17 chains, the ground is good. The depth of cutting may be averaged at 3 feet, and the cost of excavation at 14 cents per cubic yard. 2,089 cubic yards at 14 cents, - - 292 From No. 21 to 22, 2.55 chains, the hill on the right is very steep and rocky. The depth of cutting averaged at 4 feet, and the cost of excavation at 25 cents per cubic yard. 673 cubic yards, at 25 cents, - - 168 From No. 22 to 1.50 chains beyond No. 24, 5.93 chains, by an abrupt mass of slate rocks, where a wall and puddling will be necessary, which may be estimated at $150 per chain. 5.93 chains, at $ 150, ... - ggo From 1.62 chains above No. 25 to 35, where we enter the river, just below William Haynes's island, 69.06 chains ; the depth of cut¬ ting may be averaged at 3 feet, and the cost of excavation at 12J cents per cubic yard. 12,914 cubic yards, at 12J cents, - - 1,614 A dam is proposed to be erected on a ledge, just below No. 35 ; so as to raise the water at that point ten feet, which may cost 1,900 Then to take out the canal on the left side. From the beginning of this section to No. 25, where we again en¬ ter the river, at the Gap Fording falls ; 144.96 chains, may be estimat¬ ed at 3 feet cutting, and the cost of excavation 12J cents per cubic yard. 25,658 cubic yards, at 12J cents, - 3,207 A dam and embankment across Mill creek, - 2,000 Culvert, .... 200 '. 5,407 From No. 25, downward, 69.13 chains, the bed of the river is to be used. Then a dam to be erected ten feet high, near the lower end of the Rich Patch falls, which may cost - - 1,800 From this dam the canal will be taken out on the right side ; and from the beginning to No. 3, 11 chains, it will require walling and pud¬ dling, the cost may be estimated at $ 120 per chain. 11 chains at $ 120, - - . - 1,320 From No. 3 to 46, 4 miles, the ground is good, and the depth may 44 be chosen : it may, therefore, be averaged at 3 feet, and the expense of excavation at 13 cents per cubic yard. 59,840 cubic yards, at 13 cents, - - 7,780 We enter the river again at No. 46, just above the Alum rock, into the backwater of a dam to be erected at the head of an island below. This is just two miles below the mouth of the Cowpasture river ; so that to find the cost of improving Jackson's river, in a separate section, one half of the last item, or 3,890 dollars, must be deducted. The amount will then stand thus : For canal and six dams, - - 66,760 221 feet of lockage, at $ 625, - 138,125 For eighteen farm and three road bridges, . - - 5,100 For guard-gates, &c., at the entrance of the canals, - 6.000 —^ 215,985 For engineer, superintendence, and contingencies, ten per cent., - 21,598 $237,583 From No. 46 to 12, is down the bed of the river, to the site for the dam, which must be about 8 feet high, and may cost 1,500 Then between the island and the right-shore,- to the foot of the island : where there must be another short dam, which will probably cost 700 From No. 46 to this place, is 81.19 chains ; the length of the last mentioned dam will be 1.33 chains : making in the whole 82.52 chains, that the river may be used for navigation. Then, either passing down J. Pitzer's mill race, enlarged, (which commences at this place) or on ground to the right, as circumstances may hereafter dictate to opposite No. 36, which is on the left side of the river 271.22 chains, the ground is a little uneven in places, but excellent for excavation. It may be averaged at 3 feet cutting, and the cost of excavation at 14 cents per cubic yard. 50,718 cubic yards, at 14 cents, - 7,101 3 culverts, ... - 400 7,501 Either at this place, or a little below, at the lower end of Wood's island, it is believed, for reasons given in the notes, that it will be right to cross the river by an aqueduct, in preference to a dam. This, if built of wood, on stone piers, may cost - 8,000 From No. 36 of last section, to No. 26 of this, 206.88 chains, the depth of cutting may be averaged at 3 feet, and the cost of excava¬ tion at 13 cents per cubic yard. 38,687 cubic yards at 13 cents, - - 5,029 From No. 26 to 29, a steep rocky hill side on the left, 13.41 chains. The depth of cutting may be averaged at 3 feet, and the cost of ex¬ cavation at 25 cents per cubic yard. 2,508 cubic yards at 25 cents, - - 627 45 From No. 29 to 30, 3.38 chains, is a mass of prominent rocks, where a high wall will be necessary. It may estimated at ^ 300 per chain. 8.SS chains at $ 300, _ . _ 1,014 From No. 30 to 55, 120.93 chains, is near the foot of a steep accliv¬ ity on the left, where the depth of cutting may be chosen, the ground is good and easy to be excavated ; the depth of cutting may be averaged at 3 feet, and the cost of excavation at 12J cents per cubic yard. 22,614 cubic yards at 12J cents, ^ 2,827 Crossing Sinking creek at No. 55 by an embankment, - - 800 3,627 From the crossing of Sinking creek to No. 61, 60.82 chains, the ground is very good ; the depth of cutting may be averaged at 3 feet, and the cost of excavation at 12^ cents per cubic yard. 11,373 cubic yards at 12J cents, - - 1,422 From No. 61 to 66, 37.54 chains, through open uneven ground, where there will be some short pieces of embankments, and some deep cutting, but the depth of cutting may be averaged at 3 feet, and the cost of excavation at 13 cents per cubic yard. 7,020 cubic yards at 13 cents, - 913 1 culvert, . - - . 100 1,013 From No. 66 to 77, 78.73 chains, through McClung's and Dysher's farms ; the greater part of the distance along a steep hill side, where any cutting may be had ; 2 feet will be about the average ; the last 20 chains may be estimated at 16 cents, and the remainder at 13 cents per cubic yard, for the cost of excavation. 2,347 cubic yards at 16 cents, - 376 6,891 do. do. at 13 cents, - 896 4 culverts, ... 400 • 1,672 From No. 77 to 87, 70. 09 chains, mostly through woods and along a steep hill side ; the depth of cutting may be averaged at 3 feet, and the cost of excavation at 15 cents per cubic yard. 13,107 cubic yards at 15 cents, - - 1,966 From No. 87 to 109, 175.46 chains, through Dysher's and Sheetz's farms. Of this portion, 30 chains through the gap of the North mountain, will require a low wall and puddling ; and may be estimat¬ ed at 1120 per chain ; for the remaining 145.46 chains the ground is generally good ; the depth of cutting may be averaged at 3 feet, and the cost of excavation at 13 cents per cubic yard. 30 chains at $ 120, . - 3,600 27,201 cubic yards at 13 cents, - 3,536 7,136 From No. 109 to 119,49.61 chains, along a steep rocky hill side. This portion may be estimated at $ 50 per chain. 49.61 chains at $ 50, - . . 2,480 46 From No. 119, to 163,255.66 chains, the ground is generally rough and stoney, and most of it wood land ; the depth of the cutting may be averaged at 3 feet, and the cost of excavation at 18 cents per cubic yard. 47,808 cubic yards at 18 cents, - 8,605 5 culverts, - - - 500 9,105 There must be added to - the above some extra expense for a wall from No. 132 to 135, 31.76 chains, say ^ 100 per chain. 31.76 chains, at f 100, - - 3,176 Also for walling from No. 160 to 163, 17.09 chains at the same rate, .... 1,709 13,990 From No. 163 to 169, 39,50 chains, the ground is very good, and easy to be excavated ; the depth of cutting may be averaged at 3 feet, and the cost of excavation at 12 cents per cubic yard. 7,387 cubic yards at 12 cents, - - 887 From No. 169 to 185, 82.39 chains, mostly through stoney ground, and through woods ; the depth of cutting for the whole, may be aver¬ aged at 3 feet, and the cost of excavation at 18 cents per cubic yard. In addition to which, must be added for 16.76 chains of walling, from No. 172 forward, ^ 100 per chain. 15,407 cubic yards, at 18 cents, - 2,773 16.76 chains of wall at $ 100, - 1,676 4,449 From No. 185 to 195, 72.28 chains, through Reid's farm, the ground IS good and easy to be excavated ; the depth of cutting may be ave¬ raged at 3 feet, and the cost of excavation at 12 cents per cubic yard ; one large culvert will be necessary. 13.516 cubic yards, at 12 cents, - 1,622 1 culvert or dam, and embankment, - 200 1,822 From No. 195 to 226, 162.58 chains, along asteep rocky hill side. In this portion two streams are to be crossed, either by culverts, or by dams and embankments ; making use of the streams as feeders, the latter will probably be the most eligible, and also, for the cross¬ ing of some above where culverts are proposed. Where this plan is adopted, a waste must, in every instance be made on the lower side of the canal, to vent the water in freshets ; and unless there is a large space for deposit, above the line of the canal, a sluice should also be made through the waste wall, for the purpose of carrying off any sediment that may settle in the bottom of the canal. The cutting for 158.58 chains may be averaged at 3 feet, and the cost of excavation at 16 cents per cubic yard. 29,654 cubic yards at 16 cents, - 4,745 4 chains of embankment &c. at f 250, - 1,000 5,745 From No. 226 to 256, 247.99 chains ; through Dodd's, Waltz's and May's farms ; the ground is a little uneven in some places ; but the 47 greater part is easy to be excavated. The depth of cutting through¬ out this portion, may be averaged at 3 feet, and the expense of exca¬ vation at 13 cents per cubic yard. Three culverts, or small dams, and embankments will be necessary in this section. 46,374 cubic yards at 13 cents, - 6,029 3 culverts, - - . . 300 6,329 From No. 256 to 270, 83.61 chains; through woods, and mostly along a steep hill side ; the depth of cutting may be averaged at 3 feet, and the cost of excavation at 18 cents per cubic yard. 15,635 cubic yards at 18 cents, - 2,814 Grubbing, .... 500 For a wall 5 chains long, at No. 264, estimated at $ 150 per chain, 5 chains of wall at i 150, - - 750 4,064 From No. 270 to 284, 81.62 chains, is mostly through Leip's farm : 10 chains of it through wood land, where grubbing will be necessary. The ground is generally good for excavation ; three culverts or dams will be requisite. The depth of cutting may be averaged at 3 feet, and the cost of excavation at 13 cents per cubic yard. 15,263 cubic yards at 13 cents, - 1,984 Grubbing, 10 chains, ... 50 3 culverts or dams, ... 300 2,334 From No. 284 to 303, 94.58 chains, along the side of a steep hill, and generally stony. 64 chains of this is wood land, which will re¬ quire grubbing, the remainder open ground, 2 culverts or dams will be necessary, and from 288 to 290, a wall 8 chains long. The depth of cutting may be averaged at 3 feet ; and the cost of excavation at 18 cents per cubic yard. 17,686 cubic yards at 18 cents, - 3,183 Grubbing, 64 chains, ... 400 8 chains of wall at $ 150, - - 1,200 2 culverts or dams, - - - 200 4,983 From No. 303 to 318, 138.68 chains through Penn's farm, very good ground, and easy to be excavated, one culvert or dam will be ne¬ cessary. The depth of cutting may be averaged at three feet at 12J cents per cubic yard. 25,933 cubic yards at 12J cents, - 3,242 1 culvert or dam, ... joo 3,342 From No. 318 to 327,63.04 chains, uneven ground ; through pieces of woods, and in some places rocky. The depth of cutting may be averaged at 3J feet, and the cost of excavation at 16 cents per cubic yard. 14,158 cubic yards at 16 cents, - . 2,262 From No 327 to 343, 116.14 chains, through Alexander Boyd's 48 land ; bottom and easy to be excavated. The depth of cutting may be averaged at 3 feet, and the cost of excavation at 12J cents per cubic yard. 21,718 cubic yards at 12J cents, - _ 2,715 From No. 343 to 347, 18.52 chains along a steep hill side, to the upper end of Pattonsburg. The depth of cutting may be averaged at 4 feet, and the cost of excavation at 15 cents per cubic yard. 4,889 cubic yards at 15 cents, - - 733 From No. 347 to 356,54.16 chains, through the main street of Pat¬ tonsburg ; crossing Purgatory creek, and terminating at a mass of prominent rock. Purgatory creek must be passed by an embarkment ; and the creek received as a feeder. The ground is good, and easy to be excavated ; the depth of cutting may be averaged at 3 feet, and the cost of excavation at 12^ cents per cubic yard. 10,028 cubic yards at 12J cents, - 1,253 Embankment, - 400 1,653 From No. 356 to 362, 19.18 chains; along a mass of steep and prominent rocks, requiring for the whole distance, a wall averaging 12 feet high. 19.18 chains at $ 220, ... 4,219 From No. 362 to 376, 108 chains, to the head of the race paths ; bottom land and easy to be excavated. The depth of cutting may be averaged at 3 feet, and the cost of excavation 12J cents per cubic yard. 20,196 cubic yards, at 12J cents, - - 2,525 From No. 376 to 382, and 1.73 chains, 42 chains, along the shore of the race paths, at the foot of a ridge of rocks ; where there will be required the whole way, a wall averaging 10 feet high. 42 chains, at f200, ... - 8,400 From No. 382 and 1.73 chains to 400, 149.84 chains, to the edge,of the river, through bottom land, easy to be excavated. The depth of cutting may be averaged at 3 feet, and the cost of excavation, 12¿ cents per yard. 28,020 cubic yards, at 12J cents, - - 3,502 Then crossing the river, by a dam at the head of Shepherd's Island, to raise the water 4 feet; which dam will probably cost 1,600 From the commencement of this section, on the right shore, to No. 49, 352.45 chains, along a narrow bottom, mostly near the margin of the river ; the ground is good and easy to be excavated. The depth of cutting may be averaged at 3 feet, and the cost of excava¬ tion. at 12J cents per cubic yard. 65,908 cubic yards, at 12J cents, - - 8,238 From No. 49 to 53, 22.60 chains, along a hill side, not steep, but stony ; the cutting averaged at 3 feet, and the cost of excavation, at 20 cents per cubic yard. 4,226 cubic yards, at 20 cents, - - 845 From No. 53 to 60, 30.84 chains, to the river, nearly half a mile be¬ low Rocky Point mill ; along good ground, and easy to be excavated. 49 The depth of cutting may be averaged at 3 feet, and cost of excava¬ tion, at cents per cubic yard. 5,767 cubic yards, at 12^ cents, - - 721 From No. 60, across the river diagonally, to a bench mark on the left shore ; the distance 13.61 chains. From this bench mark it is proposed to commence another canal connected with the river by a dam, 8 feet high, to be erected on a ledge of rocks just below. The cost of this dam may be estimated at - - - - 2,200 From the bench mark to No. 30, 251.74 chains, bottom land, close along the margin of the river. The ground is easy to be excavated, and the depth of cutting may be chosen. It may average 3 feet, and the cost of excavation 12^ cents per cubic yard. 47,075 cubic yards, at 12^ cents, - - 5,884 From No. 30 to 34, 23.02 chains, along a steep hill side, with pro¬ jecting rocks of slate and lime stone. This portion will require a wall and puddling, the whole distance averaging 9 feet high. 23.02 chains, walling, &c., 9 f., at $160, - 3,683 From No. 34 to 44, 95.58 chains, passing G. Walker's and Gilmore's mill, bottom land, easy to excavate. The depth of cutting may bl averaged at 3 feet, and the cost of excavation, at 12J cents per cubic yard. 17,873 cubic yards, at 12^ cents, - - 2,209 From No. 44 to 46 and 4.17 chains, 20.16 chains, along a steep, rocky hill side. The whole of this portion will require a wall averag¬ ing 6 feet high. 20.16 chains, walling, &c., 6 f., at $115, - 2,318 From No. 46 and 4.17 chains, to No. 53, 80.24 chains, passing Hugh Brafford's, along bottom land, easy to be excavated. The depth of catting may be averaged at 3 feet, and the cost of excavation, at 12f cents per cubic yard. 15,004 cubic yards, at 12J cents, - - 1,875 From No. 53 to 54, 10.98 chains, over a large, flat, limestone rock. A wall will probably be required for the whole of this distance, aver¬ aging 6 feet high. 10.98 chains, walling, &c., 6 f., at $115, - 1.262 From No. 54 to 58, 44.63 chains, over tolerable ground. The depth of cutting may average 4 feet, and the cost of excavation, 13 cents per cubic yard. 11,782 cubic yards, at 13 cents, - - 1,531 From No. 58 to 64, 40.82 chains, along a rocky, steep hill side, and crossing Irvine's creek. In this portion there will be 26.09 chains of 5 feet cutting, at 20 cents per cubic yard, and 3 pieces of wall ; 8 chains averaging 6 feet high ; 2 chains averaging 12 feet ; and 4.73 chains averaging 10 feet. 9,087 cubic yards, at 20 cents, - - 1,817 8 chains of walling, 6 f., at $115, 920 2 do. do. 12 f., at 220, 440 4.73 do. do. 10 f., at 180, 851 4,028 7 50 From No. 64 to 73, 97.18 chains, along very good ground, and easy to be excavated, crossing Crawford's creek, and passing Robt. Irvine's. The cutting may be averaged at 3 feet, and the cost of excavation, at 12J cents per cubic yard. 18,172 cubic yards, at 12^ cents, - - 2,271 From No. 73 to 80 and 2 chains, 25.46 chains, along an uneven bill side, stony and gravelly in places. The depth of cutting may be aver¬ aged at 4j feet, and the cost of excavation, at 25 cents per cubic yard. 7,771 cubic yards, at 25 cents, - - , 1,943 From No. 80 and 2 chains, to No. 82 and 1.60 chains, the distance is 5.67 chains, along a rough hill side, requiring the whole way a wall averaging 8 feet high. 5.67 chains of wall, 8 f., at f 140, - - 793 From No. 82 and 1.60 chains to No. 98, 155.36 chains, passing Al¬ exander Paxton's, along ground excellent for excavating. The depth of cutting may average 3 feet, and the price of excavation, 12J cents per cubic yard. 29,052 cubic yards, at 12J cents, - - 3,631 From No. 98 to a bench mark on the east side of the north branch, the distance is 4.58 chains, diagonally across that stream ; which it is proposed to cross by a dam 8 feet high. The cost of this dam may be estimated at - - - - - - 1,600 From the bench mark to No. 9 and 4.70 chains, 54.21 chains, pass¬ ing Neiley Goodwin's, along a narrow bottom, easy to be excavated. The depth of cutting may be averaged at 3 feet, and the cost of ex¬ cavation, at 12^ cents per cubic yard. 10,137 cubic yards, at 12J cents, - - 1,267 From No. 9 and 4.70 to No. 11 and 0.87 ehains, 4.51 chains, along the foot of high projecting masses of rocks, requiring the whole way a wall averaging 9 feet high. 4.51 chains of wall, 9 f., at $160, - - 721 From No. 11 and 0.87 to No. 21, 43.72 chains, along a rough, rocky hill side. The depth of cutting may be averaged at 5 feet, and the cost of excavation at 25 cents per cubic yard. 15,254 cubic yards at 25 cents, - - 3,803 From No. 21 to 28, 29.22 chains ; this is a very rugged portion, in¬ cluding the great Balcony falls, and passing 3.12 chains below. We may estimate for 26.95 chains, a wall averaging 10 feet high ; and for the remaining 2.27 chains, or 150 feet, on account of blasting, and a high and expensive wall to pass the great rock, $ 650 per chain. 26.95 chains of wall 10 f. at$ 180, - 4,851 2.27 do. at 650, - 1,475 6,326 From No. 28 to 39, 43.54 chains; along a steep, rocky hill side. The depth of cutting may be averaged at 5 feet, and the cost of exca¬ vation at 25 cents per eubic yard. 15,166 cubic yards, at 25 cents, - - 3,791 From No. 39 to 42, 18.72 chains ; along good ground, and easy to 61 be excavated ; the average depth of cutting 3 feet, and the cost of ex¬ cavation 12J cents per cubic yard. 3,500 cubic yards, at 12J cents, - - 437 From No. 42 to 56, 69.55 chains, along a hill side of moderate ac¬ clivity, where we may choose our depth ; some good ground, but rocky in places ; the cutting may be averaged at 3 feet, and the cost of excavation at 18 cents per cubic yard. 13,005 cubic yards, at 18 cents, ' - - 2,340 From No. 56 to 57, 5.69 chains, passing a large projecting rock, where a wall averaging 8 feet high will be required. 5.69 chains wall, 8 feet at f 140, - - 796 From No. 57 to 62, 28.81 chains ; along a hill side of moderate ac¬ clivity, but in some places rocky, passing Samuel Mitchell's, the depth oí cutting may average 3 feet, and the cost of excavation, 20 cents per cubic yard. 5,387 cubic yards, at 20 cents, - - 1,077 From No. 62 to 64, 17 chains, along good ground, and easy to be excavated ; the cutting may be averaged at 3 feet, and the cost of ex¬ cavation 12¿^ cents per cubic yard. . ¿ 3,179 cubic yards, at 12^ cents, - - 397 From No. 64 to 68, 20.28 chains, over ground a little stony ; but the depth of cutting may be chosen, say 3 feet, and the cost of exca¬ vation 15 cents per cubic yard. 3,792 cubic yards, at 15 cents, - - 568 From No. 68 to 72, and 3 chains, 32.86 chains, along ground easy to excavate ; the cutting averaged at 3 feet, and the cost of excavat¬ ing at 12i cents, per cubic yard. 6,144 cubic yards, at 12^ cents, - - 768 From No. 72 and 3 chains, to a Bench mark on the right shore, op¬ posite the head of the Cushaw falls ; the distance is 19.16 chains dia¬ gonally across the river ; at this place it is proposed to commence ano¬ ther canal, crossing the river above a dam to be raised six feet high. This dam may be estimated at - - 2,500 From the Bench mark to No. 6, 34.02 chains, over tolerable ground ; the depth of cutting may be averaged at 3 feet, and the cost of excavation at 15 cents, per cubic yard. 6,361 cubic yards at 15 cents, - - 954 From No. 6 to 10, 35.29 chains, crossing Snow creek along good ground, easy to excavate ; the depth of cutting will average about 2J feet, and the cost of excavation 15 cents per cubic yard. 5,328 cubic yards, at 15 cents, - - 799 From No. 10 to 15, 31.45 chains, along flat, but in places, rocky ground ; the cutting may average 2J feet, and the cost of excavation 25 cents per cubic yard. 4,748 cubic yards, at 25 cents, - - 1,187 From No. 15 to 25, 48.19 chains, passing the Irish falls, along good ground, and easy to be excavated. For about 12 chains of this por¬ tion, we may avail ourselves of some advantage from a natural canal ; that considered as balancing some small difficulty in passing from it at 52 the lower end ; the depth of cutting may be av^áraged at two feet, and the cost of excavation at 12 J cents per cubic yard. 5,654 cubic yards, at I2J cents, - - 707 From No. 25 to 28, 13.24 chains, along a steep rocky hill side. A wall will be necessary the whole distance, averaging six feet high. 13.24 chains of wall, 6 f. at f 115, - - 1,522 From No. 28 to 41, 91.87 chains, passing Joshua Reonald's, on good ground, and easy to excavate. For 56 chains of this dis¬ tance, we may avail ourselves of considerable advantage from a natu¬ ral canal ; but some embankment will be necessary, to enable us to pass from it at the lower end : upon the whole, the cutting may be averaged at two feet, and the cost of excavation at 12^ cents per cubic yard. 10,748 cubic yards, at 12^ cents, - - 1,343 From No. 41 to 43, 12.54 chains, along a very steep hill side, where a wall will be necessary the whole distance, averaging eight feet high. 12.54 chains of wall, 8 f. at $ 140, - - 1,755 From No. 43 to 46, 18.17 chains, along a hill side, easy to exca¬ vate, but very steep. The cutting may be averaged at six feet, and cost of excavation at 12J cents per cubic yard. 7,994 cubic yards, at 12J cents, - - 999 From No. 46 to 59, 68.35 chains, along ground easy to excavate, and the depth may be chosen ; say an average of three feet, and the cost of excavation, 12^ cents per cubic yard. 12,781 cubic yards, at 12J cents, - - 1,597 For an embankment across a creek, - - 200 1,797 From No. 59 to 73, 70.61 chains. In the beginning of this por¬ tion, we descend eight feet into a natural canal, and continuing with it to the end, descend into the river at No. 73 ; where the navigation will be made good by the back water of a dam at the lower end of of Roach's island, to raise the water eleven feet. All that will be ne¬ cessary for this part of the canal, will be to trim the banks, and make a towing path, which may be estimated at $ 8 per chain. 70.61 chains, at ^ 8, - - - 564 From No. 73, down the right bank of the river to a bench mark on the same side, opposite to the lower end of Roach's Island, 234.79 chains; for the whole of which a towing path must be made on the bank of the river, or very great expense must be incurred in making the canal ; indeed, for more than half a mile of this distance, a canal is impracticable, without enormous expense. A towing path may be estimated at ten dollars per chain. For a towing path, 234.79 chains at ^ 10, - 2,348 Adam at the lower end of Roach's island, eleven feet high, maybe estimated at ----- - 2,500 On some accounts, it would be desirable not to make this dam so high ; but, on the other hand, there are strong reasons against having it lower. At the height stated, as will be immediately seen, we have 53 deep cutting for seven-eighths of a mile, in order to avail ourselves of the advantages of several natural canals below ; this cutting would be still deeper with a lower dam ; and to make the long towing path by which we approach it, will cost less with this high dam than with a lower one. From the bench mark, opposite the lower end of Roach's Island, where we commence another canal to No. 10, and 2.14 chains, the distance is 70 chains, along a ravine, gradually becoming a natural canal at its lower end, where a little embankment will be necessary. This depth of cutting may be averaged at five feet, and the cost of excavation at 15 cents per cubic yard, which will include a sufficient allowance for the embankment. 24,476 cubic yards, at 15 cents, - - 3,671 From No. 10 to 12, and 3 chains, 12.53 chains, along a steep allu¬ vial bank on our right. The cutting may be averaged at 5 feet, and cost of excavation at 12J cents per cubic yard. 4,364 cubic yards, at 12J cents, - - 545 From No. 12 and 3 chains, to No. 14, 7.05 chains, mostly over a foundation of fiat, solid rock. For the whole of this distance, a wall will be necessary, averaging six feet high. 7.05 chains of wall, 6 f. at ^ 115, - - 810 From No. 14 to 18, and 2.58 chains, 23.59 chains, along ground not difficult to excavate, but a few detached rocks in places. The cut¬ ting may be averaged at three feet, and the cost of excavation at 18 cents per cubic yard. 4,411 cubic yards, at 18 cents, - - 793 From No. 18 and 2.58 to No. 22, 17.10 chains, along ground easy to excavate. The cutting may be averaged at 3 feet, and the cost of excavation, at 12¿ cents per cubic yard. 3,197 cubic yards, at 12^ cents, - - 399 From No. 22 to 33 and 0.50 chains, 60.43 chains ; nearly the whole of this distance is along another natural canal. The depth may be averaged at two feet, and cost of excavation, at 12¿ cents per cubic yard. 7,090 cubic yards, at 12J cents, - . 886 From No. 33 and 0.50 chains, to No. 36, 8.62 chains, along the foot of a rocky bank, requiring a wall that will average 6 feet in height. 8.62 chains of wall, 6 f., at $115, - - 991 From No. 36 to 46, 55.44 chains, along a narrow bottom, the ground easy to excavate. The cutting may be averaged at 3 feet, and the cost of excavation, at 12^^ cents per cubic yard. 10,367 cubic yards, at 12J cents, - - 1 296 From No. 46 to 68, 91.33 chains : a rough, stony hill side, of which 5 chains will require a wall ten feet high ; the remaining 86.33 chains may be averaged at 5 feet cutting, and the cost of excavating, at 25 cents per cubic yard. 30,071 cubic yards, at 25 cents, - 7,517 5 chains of wall, 10 f., at $180, - 900 8,417 54 From No. 68 to a bench mark, just above Bald Eagle Island, 60.91 chains, in the bed of the river ; calculating on a towing-path on shore, and a dam to raise the water eight feet, to be erected on a ledge, about one hundred yards below. This dam may be estimated at 3,000 60.91 chains of towing-path, at f 8, - - 487 From the bench mark to No. 7, 35.97 chains, along a natural canal; which may be estimated at two feet cutting, and the cost of excavating, at I2i cents per cubic yard. 4,220 cubic yards, at 12J cents, - - 527 From No. 7 to 16, 27.71 chains, along a steep, rocky hill side ; where a wall will be required, averaging 10 feet high. 27.71 chains of wall, 10 feet, at ^ 180, - 4,987 From No. 16 to No. 24 and 2.27, 50.52 chains, along a natural ca¬ nal, some embankment will be necessary : to include the expense of which, the cutting may be averaged at 3 feet, and the cost of exca¬ vation, at 12J cents per cubic yard. 9,447 cubic yards, at 12¿- cents, - - 1,181 From No. 24 and 2.27 to No. 30, 25.09 chains, good ground, easy to excavate ; the cutting may be averaged at 3 feet, and the cost of excavation, at 12J cents per cubic yard. 4,691 cubic yards, at 12J cents, - - 586 From No. 30 to 32, 9.14 chains ; in places there are scattering de¬ tached rocks. The cutting may be averaged at 3 feet, and cost of ex¬ cavation, 25 cents per cubic yard. 1,709 cubic yards, at 25 cents, - - 426 From No. 32 to 40, 37.21 chains, along ground a little broken, but not difficult to excavate ; the cutting may be averaged at 3 feet, and the cost of excavation, 14 cents per cubic yard. 6,958 cubic yards, at 14 cents, - - 974 From No. 40 to 45, 16.27 chains ; a wall will be required the whole distance ; which may be averaged at 10 feet. 16.27 chains of wall, 10 feet, at $180, - 2,928 From No. 45 to 50, 24.06 chains, good ground. The cutting may be averaged at 3J feet, and cost of excavation, at 12J cents per cubic yard. 5,401 cubic yards, at 12 J cents, - - 675 From No. 50 to 54, 16.78 chains ; of which 7 chains will require a wall 15 feet high, and the remaining 9.78 chains may be averaged at 5 feet cutting, and the cost of excavation, at 25 cents per cubic yard. 3,406 cubic yards, at 25 cents, - 851 7 chains of wall, at 15 feet, at $280, - 1,990 2,841 From No. 54 to 61, 43.96 chains, good ground ; the cutting may be averaged at three feet, and the cost of excavation, at 12.J cents per cu¬ bic yard. 8,220 cubic yards, at 12 J cents, - - 1,027 From No. 61 to a bench mark just above Judith's creek, 145.32 chains, in the bed of the river ; calculating on a towing path on the 65 right shore, and a dam to raise the water eight feet, to be erected on a ledge opposite the creek. 145,32 chains of towing path, at $8, - 1,162 The cost of the dam may be estimated at - 3,000 From the bench mark to No. 11,111.65 chains, good ground. The cut¬ ting may be averaged at three feet, and the cost of excavation, at 12^ cents per cubic yard. 20,878 cubic yards, at 12J cents, - - _ 2,609 From No. 11 to No. 14 and 2.33, 13.91 chains, a wall averaging 10 feet high, will be required the whole distance. 13.91 chains of wall, 10 feet, at $180, - 2,503 From No. 14 and 2.33 to No. 17, 13.58 chains, very good ground. The cutting may be averaged at three feet, and the cost of excavating, at 12J cents per cubic yard. 2,539 cubic yards, at 12J cents, - - 317 From No. 17 to 20, 13.31 chains, a wall averaging six feet high will be required. 13.31 chains of wall, six feet, at $115, - 1,530 From No. 20 to 22, 15.66 chains, good ground ; the depth of cut¬ ting may be averaged at three feet, and the cost of excavation, at 12^ cents per cubic yard. 2,928 cubic yards, at 12J cents, - - 366 From No. 22 to 42, 116.89 chains, along a hill side, in places very steep and rocky ; and generally requiring a wall, but of very different heights ; it may be averaged at eight feet for the whole distance. 116.89 chains of wall, eight feet, at $140, - 16,364 From No. 42 to 55, through bottom land, and the town of Lynch¬ burg, 139.52 chains, to the river ; the cutting may be averaged at three feet, and the cost of excavation, at 12^ cents per cubic yard. 26,090 cubic yards, at 12¿ cents, - - 3,261 From No. 55, we cross obliquely to Winston's Island, and through a deep ravine of the island to its northern shore ; then obliquely down on the other side of the island, and to a bench mark on a birch, standing on the northern shore of James river, one mile thirty-five chains below Lynchburg bridge. The distance from No. 55 to this bench mark is 52.51 chains. If the canal should not be extended above Lynchburg, it will terminate at the point last mentioned, on account of the very expensive ground between that place and the bridge ; and the navigation up to the town improved by a dam of sufficient height to give the requisite depth of water. And if the canal should be ex¬ tended higher up the river, still there would be no point on it, in the town of Lynchburg, so convenient for the termination of the calcula¬ tions, for one section, and the beginning for the next, as at the crossing of the river. The bench mark before mentioned is, therefore, taken as the point of division between the sections. The cost of improving the section from this point to the mouth of the Cow-pasture, which measures by the river 86| miles, and by the canal 84 miles 71.chains, will be as follows : 56 For the canal, including embankments and some culverts, - - 254,123 For seven dams across the James river, and one across the north branch, - 18,600 For one aqueduct at Wood's Island, 8,000 For thirteen road bridges, at f 500, 6,500 For eighty farm do. do. 200, 16,000 For several small pieces of grubbing, more than is included in the first item, 2,000 For five hundred and twelve feet of lock¬ age, at 1625, . - - 320,000 625,223 For engineer, superintendence and contin¬ gencies, 10 per cent., - - - 62,522 Total cost, .... 1687,745 Second Section. A dam below the bench mark to Winston's island, eight feet high, will probably cost - - - . _ 3,000 A dam from Winston's island to the other shore below No. 55, about four feet high, may cost - - . . 2,000 From the bench mark to No. 9, of Asa Moore's survey, 84.65 chains, the cutting may be averaged at four feet, at 12J cents per cubic yard. 22,347, at 12¿ cents per cubic yard, - - 2,793 From No. 9 to 15, 26.11 chains, is along a hill side, where the cut¬ ting may be averaged at four and a half feet, and the cost of excava¬ tion, 20 cents per cubic yard ; about three chains round a point of rocks will require a wall six feet high. 7,970 cubic yards, at 20 cents, - 1,594 3 chains of wall, six feet, at $115, - 345 1,939 From No. 15 to 18, 15.95 chains ; the cutting may be averaged at four and a half feet, and the cost of excavating, at 18 cents per cubic yard. 4,868 cubic yards, at 18 cents, - - 876 From No. 18 to 32,151.73 chains, through Boiling's land; the ground easy to excavate ; the depth of cutting may be averaged at three feet, and the cost of excavation, at 12J cents per cubic yard. 28,373 cubic yards, at 12J cents, - - 3,546 From No. 32 to 38, 14.24 chains, a rocky hill side, and will require a wall ten feet high. 14.24 chains of wall, 10 feet, at $180, - 2,563 From No. 38 to 48, excellent ground ; the depth of cutting may be averaged at three feet, and the cost of excavation, at 12 J cents per cu¬ bic yard. 15,233 cubic yards, at 12J cents, - - 1,904 57 From No. 48 to 62, 33.56 chains, a steep, rocky hill side, will re¬ quire a wall that may average twelve feet high. 33.56 chains of wall, 12 feet, at f 220, - 7,383 From No. 62 to 75, 127.26 chains, very good ground to excavate ; the depth of cutting may average three feet, and the cost of excava¬ tion, 12J cents per cubic yard. 23,797 cubic yards, at 121^ cents, - - 2,974 From No. 75 to 77, 3.79 chains, along high rocks ; a wall twelve feet high will be necessary. 3.79 chains of wall, 12 f., at $220, - /• - 833 From No. 77 to 80, 10.90 chains, a rough hill side, the depth of cutting may be averaged at four feet, and the cost of excavation at 25 cents per cubic yard. 2,877 cubic yards, at 25 cents, - - 719 From No. 80 to 81, 2.18 chains, a rocky hill side, which will re¬ quire a wall that may average twelve feet high. 2.18 chains of wall, 12 feet, at $220, - 479 From No. 81 to 88. In this distance there will be four chains, which will require a wall eight feet high, and 21.13 chains of rough hill side, on which the depth of cutting may average four feet, and the cost of excavation 20 cents per cubic yard. 5,577 cubic yards, at 20 cents, - 1,115 4 chains of wall, 8 feet, at $ 140, - 560 1,675 From No. 88 to 107, 148.05 chains, the ground is excellent, and the depth of cutting may be chosen, (say) three feet, and the price of excavation at 12¿ cents per cubic yard. 17,685 cubic yards at 12J cents, - - 2,210 From No. 107 to 109, 8.55 chains, a wall of eight feet in height will be necessary. 8.55 chains of wall, at $ 140, - - 1,197 From No. 109 to 111, 13.98 chains, the cutting may be averaged at four feet, and the cost of excavation at 20 cents per cubic yard. 3,690 cubic yards, at 20 cents, - - 738 From No. Ill to 168, 562.54 chains, passing Gait's and Staples' mills, the ground is good and easy to be excavated. The depth of cutting may be averaged at three feet, and the cost of excavation at 12J cents per cubic yard. 105,194 cubic yards, at 12J cents, - - 13,149 On this portion Stobald's creek must be crossed, just below Gait's mill, by an aqueduct about 40 feet long, which will probably cost 1000 dollars. Porridge's creek will be crossed above Staples' mill, the water of the dam and the canal must be made to conform to the same level. From No. 168 to 172, 12.17 chains, along steep rocks, where a wall averaging twelve feet high will be necessary. 12.17 chains of wall, 12 f., at $220, - 2,677 From No. 172 to 182, 100.93 chains, passing Dillard's island, the ground is good and easy to excavate. The depth of cutting may 58 average three feet, and the cost of excavation at 12J cents per cubic yard. 22,658 cubic yards, at 12J cents, - - 2,832 From No. 182 to 189, and 3 chains, there will be seven chains of six feet wall, two of eighteen feet, and three of ten feet, and 12.74 chains of four and a half feet cutting, at 25 cents per cubic yard. 3,888 cubic yards, at 25 cents, - - 972 7 chains of wall, six feet, at #115, - 805 2 do. do. eighteen feet, at 320, - 640 3 do. do. ten feet, at 180, - 540 2,957 From No. 189 to 225, 343.55 chains, passing Patterson's falls and Cannon's creek, generally excellent ground, which may be averaged at three feet depth of cutting, at 12¿ cents per cubic yard, except about fifty chains, at the lower end, which is a little waving, and on this account an additional foot of cutting may be calculated for that part. 54,893 cubic yards, at 12J cents, - 6,861 13,200 do. do. do. - 1,650 7,511 From No. 225 to 236, 35.78 chains, a rocky hill side, in some places very precipitous. A wall will be necessary the whole distance, which will average twelve feet, except in one place, about two chains, and the same distance in another, that will be eighteen feet high. 31.78 chains of wall, 12 feet, at #220, - 7,091 4 do. do. 18 feet, at 320, - 1,280 8,371 From No. 236 to 250, 149.83 chains, all good ground. The depth of cutting may be averaged at three feet, and the cost of excavation at 12J cents per cubic yard. Between "246 and 247, cross Allen's creek, opposite to Allen's island, by an aqueduct one chain long. 28,018 cubic yards, at 12J cents, - 3,502 Aqueduct across Allen's creek, - 1,200 4,702 From No. 250 to 257, a rocky hill side, 20.44 chains ; of which 15.94 may be averaged at 4J feet cutting, and 25 cents per cubic yard for excavation, and 4.50 chains of wall, eight feet high. 6,524 cubic yards, at 25 cents, - 1,562 4.50 chains of wall, eight feet, at # 140, 630 2,192 From No. 257 to 260, there will be 15.46 chains of cutting, which will average 4J feet, and the cost of excavation may be estimated at 18 cents per cubic yard ; and two chains of walling, eight feet high. 4,719 cubic yards, at 18 cents, - 849 2 chains of wall, eight feet, at # 140, - 280 1,129 From No. 260 to 299, 328.58 chains, passing opposite to the village of Bent creek and Freeland's falls. The ground is good for excava- 59 tion. The cutting may be averaged at three feet, and the cost of ex¬ cavation at 12J cents per cubic yard. 61,344 cubic yards, at 12J cents, - - 7,668 From No. 299 to 305, there will be 6.58 chains of cutting, that will average three feet, at 12J cents per cubic yard, and 21.58 chains of wall, that may average ten feet high. 1,230 cubic yards, at 12J cents, - 153 21.58 chains of wall, ten feet, at $ 180, 3,884 4,037 From No. 305 to 309, 21.92 chains, the cutting may average five feet, and the cost of excavation at 20 cents per cubic yard. 7,634 cubic yards, at 20 cents, - - 1,526 From No. 309 to 314, 47.20 chains, to Greenway, the cutting may average five feet, and the cost of excavation 14 cents per cubic yard. 16,439 cubic yards, at 14 cents, - - 2,201 From No. 314 to 318, 31.44 chains, along the brow of a narrow bench. The cutting may be averaged at five feet, and the cost of ex¬ cavation at 20 cents per cubic yard. 10,951 cubic yards at 20 cents, - - 2,190 From No. 318 to 320, 9.16 chains, a stony hill side. The depth of cutting may average five feet, and the cost of excavation 25 cents per cubic yard. 3,190 cubic yards, at 25 cents, - - 797 From No. 320 to 323, 14.01 chains, along a stony hill side. The depth of cutting may average five feet, and the cost of excavation 18 cents per cubic yard. 4,875 cubic yards, at 18 cents, - - 877 From No. 323 to 325, 10.56 chains, the cutting may average 3J feet, and the cost of excavation 15 cents per cubic yard. 2,370 cubic yards at 15 cents, - - 355 From No. 325 to 344, 185.41 chains, the ground is excellent. The cutting may average three feet, and the cost of excavation 12J cents per cubic yard. 24,671 cubic yards, at 12^^ cents, - - 3,083 On this portion, we pass Joel's shoals. From No. 344 to 347, 14.91 chains, the average of cutting will be four feet, and the cost of excavation 16 cents per cubic yard. 3,963 cubic yards at 16 cents, - - 692 At 343, Owen's creek must be crossed by an embankment, 50 chains long, and 20 feet high. This will form a handsome reservoir, and will probably cost .... 1,000 From No. 347 to 361, 49.70 chains, along a rocky hill, and will re¬ quire a wall that may average eleven feet high. 49.70 chains of wall, eleven feet, at f 200, - 9,940 From No. 361 to 364, 19.79 chains, an uneven hill side. The depth of cutting may average five feet, and the cost of excavation, 20 cents per cubic yard. 5,903 cubic yards, at 20 cents, - - 1,180 In two or three of the last portions, we pass Burk's and Welch Rock shoals. 60 From No. 364 to 370, there will be five chains of five feet cutting, which will cost 20 cents per cubic yard for excavation. And 56.6() chains of good ground to Tye river, which may average 3 J feet, and the cost of excavation 12J cents per cubic yard. 1,741 cubic yards, at 20 cents, - 348 12,482 do. do. at 12J cents, - 1,560 1,908 As it is probable that some advantage in the execution of the work may arise from having the estimates of expense given for shorter dis¬ tances than from Pleasant's Island to Lynchburg, I have concluded to give the amount of the expense, from the crossing of the river below Lynchburg, to this place ; from here to the Rivanna ; and from the Rivanna to the lower end of the section separately. For a dam from the northern shore of James river to Winston's Island below the Bench mark, - - 3,000 Fora dam from Winston's Island to the southern shore of James river below No. 55 of the next sec¬ tion, ----- 2,000 For the canal from the Bench mark to Tye river, including several small dams, embankments and aque¬ ducts, ----- 96,789 5 road bridges at f 500 each, - 2,500 36 farm do. at ^200, - - 7,200 Grubbing, - - - - 4,000 173 feet of lockage at $ 625 per f. - 108,125 223,614 For engineer, superintendence and contingencies, 10 per cent. ----- 22,361 Total cost from Lynchburg to Tye river, 245,975 From No. 370 to 409, 450.99 chains, though excellent land to ex¬ cavate ; the canal will generally lie on the first easy slope where we may choose our depth, (say) three feet, and the cost of excavation 12¿ cents per cubic yard. 84,335 cubic yards, at 12¿ cents, - - 10,542 At the beginning of this portion we crossed Tye river, the most eli¬ gible plan, for which appears to be by a dam four chains in length and nineteen feet high. The cost of this dam with guard gates, &c., will probably be about _ - - - 4,000 Before we arrive at 409, we pass Tyree's shoals, Hughes's Island shoals, and several others. From No. 409 to 418, 38.15 chains, is opposite to Swift Island falls. A wall averaging ten feet high will be required the whole of this distance. 38.15 chains of wall 10 feet, at $ 80, - 6,867 From No. 418 to 448, 338.21 chains, passing Warminster, and Racoon falls, over good ground easy to be excavated. The depth of cutting may average three feet, and the cost of excavation 12 J cents per cubic yard. 63,254 cubic yards at 12 J cents, - - 7,905 61 From No. 448 to 453, 63.26 chains, of good ground. The depth of cutting may average three and a half feet, and the cost of excavation I2i cents per cubic yard. 14,201 cubic yards at 12J cents, - - 1,775 From No. 453 to 459, 32.65 chains, a steep hill side. The depth of •cutting may average five feet, and the price of excavation sixteen cents per cubic yard. 11,362 cubic yards at sixteen cents, - - 1,817 From No. 459 to 461, 24.67 chains, good ground. The depth of cutting may average 3¿ feet and the price of excavation 12J cents per cubic yard. 5,526 cubic yards at 12J cents, - - 690 From No. 461 to 465, 17.18 chains, a rough hill side, and stony in places. The depth of cutting may average five feet, and the cost of excavation twenty cents per cubic yard. 6,223 cubic yards at twenty cents, - - 1,241 From No. 465 to 469, 14.61 chains, a wall will be necessary, averag¬ ing twelve feet high. 14. 61 chains of wall twelve feet, at || 220, - 3,214 From No. 469 to 476, 27.90 chains, along a hill side where the cut¬ ting may average five feet, and the cost of excavation, sixteen cents per cubic yard. 9,718 cubic yards, at sixteen cents, - - 1,554 From No. 476 to 481, 55.08 chains, tolerable ground ; the depth of cutting may average three feet, and the cost of excavation fifteen cents per cubic yard. 10,299 cubic yards at fifteen cents. - - 1,544 From No. 481 to 497, the ground is good. At the beginning of this portion we descend into a pond or narrow lake on Doctor Patterson's land, which we substitute for a canal, by making a towing path on the margin, to 483, and 5 chains. We then have 165.72 chains of cutting, which may average 3 J feet, and the cost of excavation fifteen cents per cubic yard. 37,204 cubic yards, at fifteen cents, - 5,580 From No. 497 to 500, 16.55 chains, a wall averaging six feet high will be necessary. 16.55 chains of wall six feet at $ 115, - 1,903 From No. 500 to 507, 82.41 chains, good ground; in which dis¬ tance we passed Ballew's falls ; the depth of cutting may be averaged at 3J feet, and the cost of excavation at 12J cents per cubic yard. 18,501 cubic yards at 12J cents, - - 2,312 From No. 507 to 515; this is good ground except eight chains, which will require a wall six feet high. The remaining 59.51 chains will average four feet cutting, and the cost of excavation may be stated at fifteen cents per cubic yard. 15,701 cubic yards at 15 cents, - 2,356 8 chains of wall 6 f. at $ 115, - 920 3,276 At 507 we cross Rockfish river by a dam two chains long and fif¬ teen feet high. This dam, with guard gates, tfcc. may cost 2,500 62 From No. 515 to 517, there will be 2.98 chains of good ground, which may be averaged at three feet cutting, and the price of excava¬ tion 12J cents per cubic yard. Also two chains of wall twelve feet high. 417 cubic yards at 12J cents, - 52 2 chains of wall 12 f. at $220, - 440 492 From No. 517 to 533, 147.79 chains, of very good ground. The cutting may be averaged at three feet, and the cost of excavation at 12J cents per cubic yard. Also two chains of wall twelve feet high. 27,636 cubic yards at 12¿ cents, - 3,454 2 chains of wall 12 f. at $ 220, - 440 3,894 From No. 533 to 563, 240.19 chains, good ground, to the creek at Warren. The depth of cutting may be averaged at three feet, and the cost of excavation at 12J cents per cubic yard. 44,902 cubic yards at 12J cents, - - 5,612 The creek at Warren may be crossed by a small aqueduct of about forty feet, which, with a litte embankment at the ends, may cost 1,000 From No. 563 to 603, 523.34 chains, the ground is excellent. The depth of cutting may be averaged at three feet, and the cost of excavation at 12J cents per cubic yard. 97,864 cubic yards, at 12J cents, - - 12,233 At 590 on this portion, we cross Totier creek by a dam which may cost ------- 500 At 599 is the village of Scottsville. From 603 to 619, 69.60 chains, along a rocky hill side. In this distance, there will be a wall 8.50 chains long averaging twelve feet high ; one of three chains long averaging six feet, and 58.10 chains of cutting, which may average 4J feet, and the cost of excavation twen¬ ty cents per cubic yard.. 17,735 cubic yards, at twenty cents, - 4,433 8.50 chains of wall, 12 f., at $220, - 1,870 3 do. do. 6 f., at 115, - 345 6,648 One mile above Warren is Abel's gulph and Gouldsby's falls, a short distance below Rock Island falls, and two miles below these, Perkins' falls. From No. 619 to 639, 279.82 chains, the ground is very good and easy to excavate, except at one spot where a wall of one chain long and ten feet high will be necessary. The cutting may average three feet, and the cost of excavation 12J cents per cubic yard. 51,028 cubic yards, at 12J cents, - 6,378 1 chain of wall, 10 f., - - 180 6,558 From No. 639 to 641, 13.02 chains, along a hill side, where the cutting may average 4J feet, and the cost of excavation twenty cents per cubic yard. 4,974 cubic yards, at 20 cents, - - 994 63 From No. 641 to 642, 3.86 chains, a wall of ten feet high will be necessary. 3.86 chains of wall, ten feet, at $ 180, - 694 From No 642 to 645, 15.35 chains, the cutting may average four and a half feet, and the cost of excavation 20 cents per cubic yard. 4,685 cubic yards, at 20 cents, - - 937 From No. 645 to 646, 2.81 chains, a wall ten feet high will be ne¬ cessary. 2.81 chains of wall, ten feet, at ^ 180, - 505 From No. 646 to 647, 5.40 chains, the cutting may average four and a half feet, and the cost of excavation 20 cents per cubic yard. 1,648 cubic yards at 20 cents, - - 329 From No. 647 to 668, 236.77 chains, there will be two chains of four and a half feet, cutting at twenty cents per cubic yard ; and 234.77 chains of good ground, where the cutting may average three feet, and the cost of excavation 12¿ cents per cubic yard. 43,901 cubic yards at 12J cents, - 5,487 601 do. at 20 cents, - 122 5,609 At No. 654 and 13 chains, we cross Hardware river by a dam about two chains long, which may cost - - 2,500 From No. 668 to 677, 43.66 chains, along a rocky hill side, 550 chains of which will require a wall ten feet high, the remaining 38.16 chains may be averaged at five feet cutting, and the cost of excavating at 25 cents per cubic yard. 13,295 cubic yards at 25 cents, - 3,323 5.50 chains of wall, 10 feet, at f 180, 990 4,313 From No. 677 to 885, and five chains, 53.74 chains, it is proposed to use Scott's mill race as a canal, to be improved by widening, and deepened by raising the dam ; the widening is estimated at ^ 25 per chain. 53.74 chains, at 25, - - 1,343 Raising the dam may be estimated at 1,000 2,343 From No. 685 and five chains, to 702, 67.17 chains, a rough rocky hill side, nearly the whole of which will require walling, and may be estimated at an average of ten feet high. 67.17 chains of wall, ten feet, at f 180, - 12,090 From No. 702 to 778, 977.72 chains, fine bottom land, and very easy to excavate ; will average three feet cutting at 12J cents per cu¬ bic yard. In this portion we cross big and little Bremer creeks. East branch and several smaller streams, and pass Phelps' falls. Cannon's shoals, Chilleses' falls, Cobb's and Mulrach's falls, and terminate on the west bank of the Rivanna river. 182,833 cubic yards, at 12J cents, - - 22,854 The amount of each item of expense from Tye river to this place, is as follows : 64 For the canal, including the small dams, em¬ bankments and aqueducts, - 141,101 For three dams across Tye, Rockfish and Hardware rivers, - - 9,000 For si:ç road bridges, at $ 500, - 3,000 For fifty farm do. do. 200, - 10,000 For grubbing, - - - 4,000 One hundred and thirty-one feet of lock¬ age, at f 625 per foot, - - 81,875 248,976 Engineers, superintendence and contingen¬ cies, ten per cent., - - 24,897 Total cost from Tye river to Rivanna river, - - - - - 1273,873 Between No. 778 and 779, we cross the Rivanna river ; our bottom line at this place is 21.71 feet above the surface of the water. We are of opinion, that the most eligible plan for crossing this river, will be by an aqueduct ; this will be about four chains in length, and may cost 8,000 From No. 778 to 780, 23.65 chains, good ground to Columbia. The cutting may average three feet, and the cost of excavation, 12J cents per cubic yard. 4,422 cubic yards at 12J cents, - - 552 From No. 780 to 782, 31.50 chains, passing through the town of Columbia ; the cutting may average 3J feet, and the cost of excava¬ tion, 12^ cents per cubic yard. 7,063 cubic yards, at 12J cents, - - 882 From No. 782 to 784, 10.26 chains, a rocky hill side, that will re¬ quire a wall averaging six feet high. 10.26 chains of wall, 6 feet, at $130, - 1,333 From No. 784 to 816, 446.01 chains, good ground; the depth of cutting may average 3 feet, and the cost of excavation, 12J cents per cubic yard. 83,403 cubic yards, at 12J cents, - - 10,425 Between 804 and 805, we cross Bird creek, which is a valuable stream for a feeder, and must be secured for that purpose, probably by raising a dam to the level of the canal. This dam may cost - 2,000 From No. 816 to 829, 64.58 chains, a hill side, in places steep and rocky ; twelve chains of which will require a wall ten feet high ; the remaining 52.58 chains may be averaged at five feet cutting, and the cost of excavating 20 cents per cubic yard. 18,315 cubic yards at 20 cents, - 3,663 12 chains of wall, ten feet, at $ 205, 2,460 6,123 From No. 829 to 839, 96.14 chains, good ground, the cutting may 65 be averaged at three feet, and the cost of excavation 12J cents per cubic yard ; this portion ends near the lower end of Elk Island. 17,987 cubic yards, at 12J cents, - - 2,247 From No. 839 to 847, 34 chains, along a hill side, rocky in places ; 8.50 chains will require a wall twelve feet high ; the remaining 25.50 chains may he averaged at four and a half feet cutting, and the cost of excavating at 20 centS"per cubic yard. 7,783 cubic yards, at 20 cents, - 1,561 8.50 chains of wall, twelve f., at $252, 2,140 3,706 From No. 847 to 891, 564.33 chains, very good ground, easy to ex¬ cavate ; the depth of cutting may he averaged at three feet, and the cost of excavation at 12J cents per cubic yard. 105,529 cubic yards at 12|-cents, - 13,191 In this distance we pass Boiling's island ; No. 860 is opposite to Car- tersville. From No. 891 to 893, at the foot of a rough hill opposite to Mose- by's island, the depth of cutting may average five feet, and the cost of excavation 20 cents per cubic yard. 2,163 cubic yards at 20 cents, - - 432 From No. 893 to 904, 104.29 chains, good ground, and easy to ex¬ cavate ; except one chain, which is the same as the last. 19,315 cubic yards at 12^ cents, - 2,412 348 do. at 20 cents, - 69 2,481 From No. 904 to 906, at Rock castle, a wall ten feet high will be necessary. 4 chains of wall, ten feet, at $ 205, - - 820 From No. 906 to 967, 683.35 chains, through grounds very easy to excavate : passing opposite to the village of Jeiferson at 919, and Red Rock shoals IJ miles below. The depth of cutting may be averaged at three feet, and the cost of excavation 12J cents per cubic yard. 127,786 cubic yards at 12J cents, - - 15,973 From No. 967 to 998, along a rough, rocky hill side. In this por¬ tion there will be 49.31 chains of cutting that may average five feet, and the cost of excavation twenty-five cents per cubic yard. 15.16 chains of wall eight feet high ; 10.06 chains of eleven feet ; 14.14 chains of twelve feet ; and 6.33 chains of ten feet. 17,176 cubic yards at 25 cents, - 4,294 15.16 chains of wall 8 f. at $ 160, - 2,425 10.06 do. do. 11 f. at 230, - 2,313 14.14 do. do. 12 f. at 252, - 3,563 6.33 do. do. 10 f. at 205, - 1,297 13,892 From No. 998 to 1,015, 152.66 chains through bottom lands, very easy to excavate. The cutting may average three feet, and the cost of excavation 12i cents per cubic yard. 28,547 cubic yards at 12J cents, - - 3,586 From No. 1,015 to 1,026, along a rocky hill side where two pieces of walling will be necessary, (say) one of 3.15 chains twelve feet 9 66 high; and one of 15 chains ten feet high. The remaining 27.13 chains may be averaged at five feet cutting, and the cost of excava¬ tion at 25 cents per cubic yard. 9,450 cubic yards at 25 cents, - 2,362 3.15 chains of wall 12 f. at ^ 252, - 793 15 do. do. 10 f. at 205, - 3,075 —^ 6,230 From No. 1,026 to 1,056, 280.53 chains good ground, the depth of cutting may be averaged at three feet, and the cost of excavation at fourteen cents per cubic yard. At 1,045, the west bank of Beaver dam creek, which may be crossed by an aqueduct, and bring in the stream from a higher level for a feeder if necessary. This aqueduct may cost - - - 1,000 52,459 cubic yards at 14 cents, - - 7,344 From No. 1,056 to 1.059, 15.78 chains, a hill side below some ap¬ parently excellent quarries of free-stone on James Pleasants' land. The depth of cutting may be averaged at 3 feet, and the cost of ex¬ cavation at 16 cents per cubic yard. 2,949 cubic yards at 16 cents, - - 471 From No. 1,059 to 1,066, 48.78 chains, along a rocky hill side, where two pieces of walling will be necessary together ten chains ten feet high. The remaining 38.78 chains may be averaged at 4^ feet cutting, and the cost at eighteen cents per cubic yard. 11,837 cubic yards at 18 cents, - 2,130 10 chains of wall 10 f. at ^ 205, - 2,050 4,180 From No. 1,066 to 1,067, 3.98 chains, the cutting may average four feet, at fifteen cents per cubic yard. 1,050 cubic yards at 15 cents, - - 157 From No. 1,067 to 1,069, there will be 2.61 chains of cutting which will average five feet, at twenty cents per cubic yard ; and 2.50 chains of wall twelve feet high. 909 cubic yards at 20 cents, - - 181 2.50 chains of wall 12 f. at $ 252, - 630 810 The amount of each item of expense, from the Rivanna to No. 1,069, which is the beginning of the first section, is. For an aqueduct across the Rivanna river, - 8,000 For the canal, including dams, embankments and aqueducts, - 97,835 For 5 road bridges at 500 dollars, - - 2,500 For 30 farm bridges at 200 dollars, - - 6,000 For grubbing, _ . - - 2,500 For 63 feet of lockage at f 625 per foot, - 39,375 156,210 Engineers, superintendence and contingencies, ten per cent., ------ 15,621 Total cost from Rivanna to the beginning of the first section, - 171,831 67 From Rivanna to Tye river, - - - - 273,873 From Tye river to the Bench mark below Lynchburg, 245,975 Total cost of the second section, beginning about thirty five chains above Pleasants' Island, and terminating at the crossing of the river at the place described below Lynch¬ burg, 691,679 The distance by the canal is one hundred and twenty miles fifty-five chains. By the river one hundred and twenty-one miles thirty-eight chains. The first section from Richmond upwards, was originally intended to extend only to Sabbot Island. But for reasons submitted to the Board, at their meeting, on the 2Bth day of May last, this section was extended to Pleasants' Island. We have therefore adopted a point for the division between this and the next section, about thirty-five chains above the head of that Island, where there is a suitable ledge for a dam across the river, and ground well adapted for the commence¬ ment of the canal. This point is at No. 1,069 of the next section, opposite the point of a high rock. The dam being calculated to raise the water eight feet, our base line of course commences five feet above the present surface of the water. The cost of the dam may be estimated at - 4,000 From the beginning to No. 41, at the lower end of the Dover farm, the ground is generally excellent for the purpose of a canal ; most of the distance the depth may be chosen ; but if we give an average of 3 J feet, it will be an ample allowance for a little deeper cutting near the upper end. The cost of excavation may be stated at 12J cents per cubic yard. In this distance, which is 402 chains, we cross Genito creek, which must be received into the canal for a feeder. 90,249 cubic yards at 12J cents, - - 11,281 From No. 41 to 45, 11.43 chains, to a road, along a rocky and steep hill side ; five chains will require a wall eight feet high ; the re¬ maining 6.43 chains may be averaged at five feet cutting, at 20 cents per cubic yard. 2,239 cubic yards at 20 cents, - 448 5 chains of wall, 8 f. at $ 180, - 900 1,348 From No. 45 to 46 and 7.72 chains, very good ground. The depth of cutting may be averaged at three feet, and 12J cents per cubic yard. The distance is 11.74 chains, crossing Dover creek by an em- _ bankment, this creek to be received into the canal as a feeder. 2,195 cubic yards at 121-cents, - 274 Embankment across Dover creek, - 1,000 1,274 From No. 46 and 7.72 chains, to No. 52 and 2.91 chains, the dis¬ tance is 25.63 chains. More than half of this portion is good ground ; the remainder is deep cutting, on the brow of the river bank. It may be all averaged at 4J feet cutting, at 13 cents per cubic yard. 7,825 cubic yards, at 13 cents, - - 1,017 From No. 52 and 2.91 chains, to No. 56 and 3.75 chains, the dis- 68 tance is 12.75 chains of rocky and expensive ground. At one place, a high rock projects close to the river. The distance may be divided and estimated as follows : 3.75 chains, at ^ 160 per chain in length, f 600 4.00 " 320 " " 1,280 1.25 " 200 " " 250 3.75 " 120 " '• 450 2,580 From No. 56 and 3.75 chains, to No. 69, 146.23 chains, the ground is easy to excavate, but a little uneven. It may be averaged at four feet depth of cutting, at 14 cents per cubic yard. This portion terminates at a locust tree, on which there is a Bench mark, opposite to Graham's coal mines. 38.605 cubic yards at 14 cents, - - 5,405 From this place to Richmond, includes the whole of the coal dis¬ trict at present. And in order fully to accommodate the trade in that article, it is believed, that the canal ought to be more capacious on this part of the line than is necessary for it above. The boats used for the conveyance of coal, ought to carry one thousand bushels, which is equal to about thirty-four tons. The most eligible dimen¬ sions for such a boat, would probably be about seventy feet in length, twelve in width, and drawing rather more than two feet water. To avoid embarrassment in passing, and to give sufficient capacity for an easy movement, I think an addition of six feet to the width of the canal will be an important accommodation. This will make the canal thirty-six feet on the water line, twenty-seven at bottom, and three feet deep. The locks on this portion ought also to be proportionally larger ; and, as they will be very much used, and of large dimensions, extraordinary pains ought to be taken to make them very substantial in every part ; for which purpose one thousand dollars per foot, will probably not be too high an estimate. These improvements will in¬ crease the expense about six per cent. The estimates for the remainder of the line will be made with a view to their adoption. From the Bench mark on the Locust, to No. 14, the distance is 143.82 chains ; the ground generally easy to excavate, but in some places uneven. It may be averaged at four feet depth of cutting, at 13 cents per cubic yard. 46,406 cubic yards, at 13 cents, - - 6,033 From No. 14 to 18, 31.29 chains, along the river bank ; where the first six chains will require a wall ten feet high. The remaining 25.29 chains may be averaged at four feet depth of cutting at 20 cents per cubic yard. 8,160 cubic yards at 20 cents, - 1,632 6 chaiiis of wall, at $ 230, - 1,380 3,010 From No. 18 to No. 25, and 43.50 chains, the distance is 170.50 chains, excellent ground, where we may choose our depth to Tucka- hoe creek, a short distance above its division into two branches. The cutting may be averaged at three feet, at 12 cents per cubic yard. 39,385 cubic yards at 12 cents, - - 4,726 69 From No. 25 and 43.50 chains, to No. 28, the distance is 47.29 chains. The ground is generally easy to excavate, but a little uneven in places; the depth of cutting may be averaged at feet, at 12J cents per cubic yard. Tuckahoe creek must be crossed by an em¬ bankment or aqueduct, as may suit best ; in either case securing the stream for a feeder. 13,048 cubic yards, at 12J cents, - 1,631 For the crossing of Tuckahoe creek, - 1,200 2,831 From No. 28 to 41, 154.15 chains, generally over good ground ; there is. however, about 25 chains that is stony. The whole distance may be averaged at three feet cutting, at 15 cents per cubic yard. 35,609 cubic yards, at 15 cents, - 5,341 From No. 41 to 47, 104.30 chains, the ground is stony in places. The depth of cutting may be averaged at 2J feet, at 20 cents per cubic yard. 19,593 cubic yards, at 20 cents, - - 3,919 From No. 47 to 50, 7.49 chains, a very rocky hill side ; which may be averaged at $160 per chain, in length. 7.49 chains, at $ 160, _ _ _ 1,198 From No. 50 to 52 and 8 chains, the distance is 23.40 chains, to a little below Taylor's brick-kiln ; the ground is mostly good, but a little stony in places ; the depth of cutting may be averaged at 2J feet, at 20 cents per cubic yard. 5.337 cubic yards, at 15 cents, - - 801 From No. 52 and 8 chains, to No. 59, 128.07, chains, the ground is excellent for excavation. The depth of cutting may be averaged at three feet, at 12 cents per cubic yard. 29,584 cubic yards, at 12 cents, - - 3,550 From No. 59 to 62, 9.67 chains ; stony rough ground for 7.17 chains ; which may be averaged at three feet depth of cutting, at 25 cents per cubic yard ; the remaining 2.50 chains is rocky, and may be stated at $ 100 per chain, m length. 1,656 cubic yards, at 25 cents, - 414 2.50 chains, at $ 100, - - 250 664 From No.' 62 to 63 and 5.44 chains, the distance is 30 chains, on ground very favourable for excavation. The depth of cutting may be averaged at 2i feet, at 12J cents per cubic yard. 5,638 cubic yards, at 12J cents, - - 705 From No. 63 and 5.44, to No. 65 and 0.97 chains, the distance is seven chains, along a stony hill side, and by a point of rocks; where some blasting and walling will be necessary ; taking the whole toge¬ ther, it may be averaged at $ 240 per chain in length. 7 chains at $ 240, - - - 1,680 From No. 65 and 0.97 chains, to No. 66 and 15.36 chains, the dis¬ tance is 23.19 chains, over tolerable ground ; a little embankment will be necessary. The whole may be averaged at three feet depth of cut¬ ting at 13J cents per cubic yard. 5,357 cubic yards at 13J cents, - - 723 70 From No. 66 and 15.36 chains, to No. 69, 16.35 chains, along a steep rocky hill side ; where a wall will be necessary the whole dis¬ tance ; which will average 10 feet high. 16.35 chains of wall 10 feet, at $230, - - 3,760 From No. 69 to 71, 11.36 chains, along an uneven hill side. The depth of cutting may be averaged at five feet at 20 cents per cubic yard. 4,790 cubic yards, at 20 cents, - - 958 From No. 71 to 74, 9.09 chains, along a rocky hill side. This dis¬ tance may be averaged at $ 120 per chain in length. 9.09 chains at $120, - - - - 1,081 From No. 74 to 76, 3.76 chains, round a point of great rocks, to the upper arch ; where we descend into the present canal. This is per¬ haps the most expensive spot for the distance, of any on the whole line. It may be estimated at f 400 per chain in length. 3.76 chains at $ 400, . - - . 1,504 From No. 76 to 79, 16.63 chains, is along the upper canal, to the head of the locks. For the improvement of which, we may count on about $ 12 per chain. 16.63 chains at $ 12, . - - _ 200 From No. 79 to 91, the distance is 100.69 chains, over ground easy to excavate. The depth of cutting may be averaged at three feet at 12J cents per cubic yard. 23.259 cubic yards, at 12i- cents, - - 2,907 From No. 91 to 96, 13.68 chains, along a rocky hill side ; where a wall averaging six feet high will be necessar5r. 13.68 chains of wall six feet, at $145, - - 1,573 From No. 96 to 98, 4.42 chains a stony hill side ; which may be averaged at $ 48 per chain in length. 4.42 chains at $ 48, - - - 212 From No. 98 to 104, 21.07 chains, good ground ; may be averaged at three feet cutting at 12J cents per cubic yard. 4,867 cubic yards at 12J cents, - - 608 From No. 104 to 115, 28.62 chains, along a stony hill side with some rocks ; may be estimated at $ 50 per chain in length. This distance terminates at the lower arch where we descend into the lower canal. 28.62 chains at $ 50 per chain, - - 1,431 It is proposed to use the lower canal from the arch to the basin ; but to adapt it to the accommodation of the coal boats of thirty-four tons, it will be necessary to widen it in almost every part, and to raise the bank in places so as to admit of a greater depth of water. A towing way must also be formed on the bank. These improvements will probably cost about fifteen dollars per chain ; the canal is two hund¬ red and forty-eight chains long to the head of the basin. 248 chains at fifteen dollars, - - 3,720 It will also be necessary to raise the dam, (say) one foot, in order to insure a sufficient depth of water at all times. This will probably cost 1,000 71 The following is a summary of the items of expense incident to the improvement of the First Section. For a dam above Pleasants' Island, - 4,000 For a canal from the dam to the lower arch, in¬ cluding embankments, aqueducts, &c., - 72,320 For three road bridges at ^500, - 1,500 For fifteen farm do. at 200, - 3,000 For five feet of lockage above Graham's coal mines, at $ 625 per foot, - - - 3,125 For 47.51 feet of lockage in the lower part of the canal at $ 1,000 per foot, - - 47,510 For a connection with the river, - 10,000 For improving the present canal, - 3,720 For raising the dam above the upper arch, 1,000 146,175 For engineers, superintendence, and contin¬ gencies, ten per cent., - - - - 14,617 Total cost of this section, - - 160,792 Recapitulation. The first section beginning at the basin in Richmond, and ending thirty five chains above Pleasants' Island, twenty-four miles forty-nine chains. Expense of executing, - - 160,792 Second section commencing thirty-five chains above Pleasants' Island, and terminating at the crossing of the river just below Lynchburg, one hundred and twenty miles fifty-five chains. Expense of executing, - - 691,679 Third section, from the crossing of the river below Lynchburg, to the mouth of Cowpasture river ; eighty-four miles seventy-one chains. Expense of executing, - - 687,745 Fourth section, from the mouth of the Cowpas¬ ture to the mouth of Dunlap's creek, or Jackson's river; nineteen miles. Expense of executing, - - 237,583 1,777,799 Add to the latter for two omissions, (to wit :) 152 chains of towing path at $ 8, 1,216 3 miles of grubbing at f 500, 1,500 72 Also for an error in transmitting to the report a sum from the calculations, for excavating the ridge at No. 39, - - - - 904 3,620 Total cost of the independent canal, 1,781,419 The road from the mouth of Dunlap's creek to the falls of Kanawha; eighty nine miles sixty eight chains. Expense of executing, _ - - 100,000 Improvement of the Kanawha, from the falls to the Ohio river, ninety four miles, - 29,650 To which add fora small Steam boat and ap¬ paratus, for removing gravel, stone, &c. - 16,000 45,650 Total cost of improving the main line of com¬ munication, by the shortest route, from Rich¬ mond to the Ohio river, in the manner propos¬ ed in this report, - _ . . 1,927,069 Collateral Branches. For effecting a sluice navigation in Craig's creek to the mouth of John's creek ; forty nine miles, - 6,000 For a sluice navigation in New river, from the mouth of Sinking creek to the mouth of Greenbrier river ; fifty five miles fourteen chains, - . . 10,400 For a sluice navigation in Greenbrier river, from the mouth of Howard's creek, to its junction with New river, including three locks ; forty nine miles seventy two chains, - 34,525 For a sluice navigation in New river, from the mouth of Greenbier river, to Bowyer's ferry, including three locks ; forty six miles thirty two chains, - - 39,850 For improving the river, between Bowyer's ferry and the falls of Kanawha, so as to be used on the tracking plan ; that is, towing the boat by men walk¬ ing on shore ; twenty miles sixty chains, - - 18,850 The rise from the tide water at Richmond, to the Feet. mouth of Craig's creek, is ... 925 From thence up Craig's creek, to the mouth of John's creek, 49 miles, -, - - - - 345 Thence to the lowest place in the Alleghany or divid¬ ing ridge, at the heads of Rocky run, on the eastern, and Sinking creek, on the western sides, - - 1,281 Above tide water, - - - - - 2,551 73 The fall from the dividing ridge, down Sinking creek, to its mouth, is - Making this point above tide water, - - - From tide water to the mouth of Diinlap's creek, the river is, - - - - Thence up Dunlap's and Ogley's creeks, to the lowest place in the dividing ridge, ... Which makes this point above tide water. From the top of the dividing ridge, or Alleghany, to the mouth of Howard's creek, the fall is From the mouth of Howard's creek, the fall in Green¬ brier river to its mouth, is ... The fail in New river, from the mouth of Sinking creek to the mouth of Greenbrier river, is - From thence to Bowyer's ferry, ... From Bowyer's ferry to the foot of the great falls of Kanawha, ..... From thence to the Ohio river, ... Whence it appears, that the surface of the water in the Ohio, in a dry season, is higher than the tide water at Richmond, by - - - - - 481 The portage between the highest navigable point of Craig's creek, and the mouth of Sinking creek on New river, by the line of the survey, is 43 miles 48 chains. And it is probable that a good road can be made be. tween these points, without materially increasing this distance. The portage between the mouth of Dunlap's creek on Jackson's river, and thé mouth of Howard's creek on Greenbrier river, is by the road recently locat¬ ed, 26 miles 16 chains. ' In making the estimates for the Independent canal, as they relate to the excavation, I have been governed first, by the prices I have myself paid for removing earth a few years ago. Secondly, by the prices given by others, in the neighbourhood of Baltimore, and in the District ' of Columbia. And thirdly, and more particularly, by the prices at the present time given in the state of New York, for the same kinds oC work. It will be seen, by reference to the tables of contracts, given in the annual reports of the canal commissioners of that state, that their best grounds in moderate cutting, are excavated for eleven cents per cubic yard, and higher in proportion as the grounds are more difficult, or the cutting deeper. In my estimates, the lowest section is estimated at twelve cents, and but very little under twelve and a half cents; and higher in proportion as the grounds are niore difficult, or the cut¬ ting deeper. And we cannot suppose that the grounds through which the Western canal, in the state of New York, passes, can be easier to excavate than the best on James river. Another circumstance in fa- 10 966 1,585 1,238 1,240 2,478 838 307 252 403 341 108 74 vor of my estimate is, that the canal is neither so wide, nor so deep as the New York canal ; and therefore, the earth will not be elevated to so great a heighth, nor removed so great a distance. Care has also been taken to give the depth of cutting in the estimates, rather more than it is believed will be found requisite in execution. In the grounds denominated sto7iy, some uncertainty will exist, with regard to the facility of excavating some depth below the sur¬ face ; in some instances, the expense may be greater and in others less than apparent circumstances would indicate ; and might fairly be set to balance each other. But in order to guard against deception in these cases, there has in every instance been allowed, either a greater depth of cutting, or a higher price per cubic yard, than appearances seemed to warrant. The estimates per chain, where v/alling is necessary, are founded on the price per perch, for the walling ; the quantum of labor requi¬ site to fill the space between the hill, or rocks, (as the case may be) leaving a sufficient space for puddling the bottom and sides of the canal ; and the cost of the puddling per chain. About two feet in thickness of the latter kind of work, at the bottom and up the side of the towing way, will be found quite sufficient. On the other side, the same process will in places be necessary, and in others it will not. The walling may be of a very cheap kind; and of thickness pro¬ portioned to its height. It ought to be so thick at the base, that when carried up plumb on the inside, and battered on the outside two inches to the foot, it will finish at the top of the towing way three feet. As it is only at the projecting points of hills, and rocky hill sides, that walling is necessary, it almost always happens that the ma¬ terial necessary for the purpose is on the spot. No cement of any kind will be required; and in such thick coarse walls, where weight is the most important quality, stone of almost any size or shape, may be used. Good masons, with the assistance of common laborers, will lay of such wall, from eight to ten perches per day each. I believe the average cost of this kind of work, from Richmond to Dunlap's creek, ought not to exceed one dollar per perch. But inas¬ much as the stone in the lower sections, do not appear to be generally so easy to raise, as higher up the river, the first section, to Pleasants' Island, is estimated at one dollar and fifty cents, thence, to the Rivan- na river, at one dollar and twenty-five cents, and all above at one dol¬ lar. The perch here alluded to, is sixteen ¿ feet long, eighteen inches wide and one foot high ; containing 24^ cubic feet. The land streams, will generally be received into the canal as feed¬ ers, by an embankment ; forming a reservoir on the upper side of the canal. A waste over the lower side, will pass off the surplus water in freshets, where circumstances do not forbid this plan; and where they do, the stream may be brought in by a separate canal, from a higher level ; and the bed of the stream passed by a large culvert, or, an aqueduct; these are generally designated in the estimates, but it is probable a few more culvert^ for carrying off the wash from the hills may be necessary than is noted in the estimates, and which cannot be precisely determined until the final location of the canal. 75 Por it is to be remembered, that the canal will not every where be located exactly on the line of the survey ; particularly on that part sur¬ veyed by Asa Moore ; where obstacles to the work, frequently induced him to continue on a level much too high for the least expensive loca¬ tion. But in viewing the grounds and survey, for the purpose of es¬ timating the expense, regard was always had to this circumstance ; and the calculations made accordingly. It will be seen by the foregoing estimates, carefully made from ac¬ tual measurements and calculations founded thereon, that the rough estimate stated in my letter to a member of the Board last year, was a safe one. In that letter, it was supposed, the cost of an independ¬ ent canal from Richmond to Lynchburg, would be - 878,075 In the estimates of this year, it amounts to - 852,471 The latter estimate also contemplates a considerable increase of ex¬ pense, by an enlargement of the canal and locks below Sabbot Island : But there is an item in the former, which is not in the latter, that is, for locks to communicate with the river, above the coal district. On considering this subject, there appears so much uncertainty with re¬ gard to the number, and sites for these conveniences, and indeed, under all circumstances, whether any should be made, that I have left them out of the calculations. The difference in the dimensions of the canal, the expensiveness of the locks, and the difference in the number of feet of lockage, (the line of the canal opposite to Sabbot Island, lying much higher than was last year contemplated,) accounts for the difference in the esti¬ mates, for that part of the lower section lying below Sabbot Island. This estimate contemplates but one connexion with the river for the purpose of permitting boats to pass between the river and the canal. Supposing it possible that if this has a judicious location, it may answer the purpose, but if another should be found necessary, experience will point out the proper location. It has happened that in dividing the sections twenty-one feet of lockage is taken into the fourth section which belongs to the third. It does not however change the general result. With regard to the best description of sluice or stream navigation, confined within the banks of the river, I have nothing important to add on that subject, to my report of last year. I may also make the same observation relative to the plan for procuring three feet water at all seasons ; partly by means of the bed of the river, and partly by means of dams, with locks, and occasionally short canals. My notes of last year's survey and levelling, will furnish the information re¬ quested by the Board, relative to the perpendicular descent in all the important falls, as well as a description of the materials of which the bottom is composed. And time would not admit of a re-examination of the whole bed of the river, with that degree of minuteness, which seems to be contemplated by the Board, for the purpose of ascertain¬ ing the best means of removing rocks, either permanent or detached ; and the uses to which they may be applied when removed. I may, however, on this occasion, repeat the substance of such of my observa¬ tions of last year, as appear applicable to this point, which is, that I 76 consider the plan of improving, or, rather attempting to improve, the navigation of a stream, by excavating a channel in the solid rock, of which its bed may be composed, of all other plans the most expensive, and generally, completely defeats the object in view. It is only when the quantity of water in the bed of the stream is comparatively small, that an increase of depth is desirable. If then, it should happen, that a considerable reach of tolerable water, (say) about eighteen inches in depth, should be bounded at the lower end by beds of solid rock, over which there is not more than nine inches, an adherence to this plan would dictate the excavating of such a passage through the rocky bottom, as would give eighteen inches of depth there also. But when, at a great expense, it is completed, it turns out that the depth over the rocks is improved at the expense of a much greater distance above. The increased quantity of water discharged by the new sluice, draws oif the water from above, and leaves it per¬ haps but a foot, where it was eighteen inches before ; and thus ruins a greater length of navigation than it improved. And pursuing the same plan, the excavation must then be continued through the new made shallow water. The very reverse of this plan, I believe to be the proper one ; that is, to adopt such measures as will increase in¬ stead of diminishing the quantity and depth of water retained between the banks, especially when this may be done for much less expense. It is certainly practicable to construct locks, by the assistance of wing walls, at several of the most important falls, without leaving lihe bed of the river, which might materially aid ascending boats, at those particular places. With regard to the construction of towing ways on the banks of the river, I will just observe, that the James river when low, is for a great proportion of its length, shallow for some distance from the shore, where it is deep near the middle. To give an artificial depth, so near the shore as to make it convenient to use a towing line, would be very expensive ; even if the very troublesome plan, of frequent crossing, for the purpose of taking advantage of the deepest water, should be adopted. That the expense of preparing the banks for the purpose, would be considerable ; that the towing way, would in many places be necessarily inconveniently high above the boat ; and above all, when done, it would only in effect, be a sluice navigation, with regard to the depth of water, and consequent draft and burden of the boats to be used on it. Having finished the description of the rivers, creeks, roads, and canals that we have been engaged in surveying and laying out, during the late season, and furnished estimates of the expense of im¬ proving the water courses, constructing a road of communication be¬ tween the eastern and western waters of the state ; and of a line of canals from Dunlap's creek to Richmond, with their appendages of locks, &c., according to the best of my knowledge. It now remains, agreeably to the instructions of the Board, to make some observations relative to " the advantages and disadvantages, and comparative value of the various kinds of improvement," which may be in contempla¬ tion. 77 That description of improvement must be considered the most valu¬ able, which furnishes the means of transporting a specific article, a given distance, for the least money ; the considerations of safety, des¬ patch and other circumstances being equal. One description of improvement may enable the agriculturist to transport a hogshead of tobacco, or barrel of flour, fifty miles to market, for such a sum, as added to the cost of production will leave a clear profit, say, of twenty-five per cent. It will follow, that lands of a suitable quality for the production of those articles, contiguous to such an improvement, will have an additional value conferred on them, in consequence thereof ; because it aflords the means of reali¬ zing twenty-five per cent., on the cost of production of all tobacco and flour, that can be produced on them. But if at the distance of one hundred miles from market, the cost of production and of transportation of those articles, on such an im¬ provement, will amount to as much as they can be sold for in market, then the agriculturist at that distance, derives no advantage from the improvement, as it relates to the culture of these articles ; nor, is the value of his land intrinsically greater, merely from the circumstance of its possessing the quality of producing them ; except so far as re¬ lates to the supply of his own family. But if by his own exertion, or by the united exertions of himself and others, a better description of improvement is effectuated, that will afford the means of transport¬ ing a hogshead of tobacco or a barrel of flour, for a sum, which added to the cost of production, will leave twenty-five per cent, profit from the sales : then the effect of this superior grade of improvement, is, to raise the value of the farm one hundred miles from market, posses¬ sing the advantage of using such improvement, to precisely the same, as the land within fifty miles of market, that has only the advantage of using the inferior grade, as relates to the before mentioned pro¬ ducts. And, if by greater exertion, or the judicious application of natural powers, a still better grade of improvement is produced, so as to re¬ duce the price of transportation on this third description, for two hun¬ dred miles, to the same as on the first for fifty miles, then the land contiguous to the third grade two hundred from market, will become equal in value to the land on the first grade fifty miles from market ; and the lands at one hundred miles on the third grade, will become much more valuable, than the lands at fifty on the first ; not only because the same articles will be carried to market for a much less sum, leaving the difference to be carried to the amount of clear profit ; but because a great variety of bulky or heavy articles, may be transported by the third grade, that would not pay the price of transportation on the first. Tire next consideration will be, supposing a country adapted to all these grades of improvement, when, and under what circumstances they ought to be respectively adopted, and carried into effect. Generally, never until the mass of benefit, resulting from their use, will exceed the mass of injury sustained by providing the means for effecting their completion ; and particularly as they affect the indivi- 78 duals of a civilized society, when few only are to be benefitted, though the mass of benefit may greatly exceed the mass of injury ; yet the many ought not to suffer for the advantage of the few, unless the suf¬ ferings of the many are voluntary ; or, unless these benefits and inju¬ ries can be indirectly made reciprocal, so that no party shall eventually be a loser ; and if the few only are to be benefitted, and they only to provide the means, the proportional expense may be very great, and ought never to be incurred, until a moral certainty exists, that each individual will be amply remunerated in the benefits he may receive from the improvement, when completed. But, whenever it becomes quite certain, that the mass of benefit will greatly exceed the mass of injury, and that every individual of the community will partake, either directly or indirectly, of the bene¬ fit in proportion to his advances, then the improvement of whatever grade it may be, ought to be adopted, and carried into effect. Or, if the mass of benefit will greatly exceed the mass of injury ; and the minority of the community only, are to partake of the benefit ; yet, if the majority, nor no individual of the majority receive injury thereby, the majority ought to possess too much magnanimity to pre¬ vent the minority from helping themselves to a benefit. But if in the progress of civilized life, a state of things should ar¬ rive, whereby it becomes absolutely certain, that by executing a cer¬ tain work, the scale would preponderate wholly on the side of benefit, that a very respectable minority would be benefitted to a very large amount ; that every individual of the majority would be directly benefitted in some degree, and indirectly to a larger amount ; that no injury would result to any individual, not even by the advance of a small sum, for the purpose of receiving a larger, or some other benefit equivalent at a distant day ; what ought to be the determination of the majority of such a community relative to the improvement in question ? That such a state of things has arrived in the state of Virginia, as relates to one immensely important object, can easily be demonstrated. The classification of those descriptions of internal improvement, which have for their object the transportation of articles of considera¬ ble bulk and weight, from the place of their growth or manufacture, to the place of exchange or sale may stand thus. Those openings cut through the forests in a newly settled country, by which the scattered population travel to their courthouse or market town, (and with which the members of a denser population often remain too long satisfied,) compose the first class. Good turnpike roads, and the im¬ proved beds of water courses, constitute the second ; and the best navigable canals and iron railways, the third. If the valley of the James river is ever improved on the most pro- fitahle plan, it will be by adopting the third, or most superior grade of improvement. To this description then, will my observations for the present be confined. Many schemes for important internal improve¬ ments, present strong claims on the citizens of the United States, for patronage. The plan under consideration yields to few (if any,) in point of utility. But in another regard, it stands pre-eminent. All 79 others that have come under my notice, require the aid of pecuniary means from their patrons ; this prefers its suit, not for assistance, but for permission to draw on its own resources. For, strange as it rnay appear, it is no less true, that taking the James river as we find it, a judicious application of the means furnished by its own trade, will complete the improvement in contemplation, as high as it retains its name ; and even twenty-four miles further, on its principal branch, if it be deemed advisable, without drawing a cent from any indivi¬ dual, until a benefit is received ; arid then but a small proportion of that benefit. By referring to the books of the James river company, it will be found that the sum of f 40,000 per year may be safely relied on, for the amount of tolls from the present trade ; from which deducting for the stated expenses of the company, and for small repairs, 6,000 dol¬ lars, leaves 34,000 dollars. From the doeument marked B. referred to in the supplemental report of the Board of Works last year, it appears, that the capital of the James river company might then be considered to be worth 280,000 dollars. And, that the receipt of six percent, on that amount would be satisfactory to the parties concerned. But to make it quite safe, we will estimate the value of this stock at 300,000 dollars. The interest on this sum to be paid out of the tolls, is 18,000 dollars ; leaving a balance of 16,000 dollars. But if we admit of a further reduction of 4,000 dollars, to be applied by the James river company towards the improvement of the bed of the river, or any other purpose, in their discretion, there will then be left 12,000 dollars, which is equal to six per cent, interest on 200,000 dollars. And that this sum may be raised by pledging the James river tolls for the payment of the interest at six per cent., scarcely admits of a doubt; particularly if it were cast into the shape of a stock, irredeemable for a number of years. It is already hinted, that if the general government should require a loan for the year 1820, it may probably be obtained at five per cent. . It will be seen by the estimates, that the improving the present canal, forming a canal of large dimensions, from the head of the present lower canal to Sabbot island ; erecting locks of large capacity, and making a communication with the river, so as to completely accom¬ modate the coal trade, (except it should hereafter be found necessary to make another communication with the river,) will not cost more than 126,000 dollars. But as there is some doubt whether the streams that may be received into the canal between Sabbot island and the upper arch, will at all times be competent to supply the locks on that portion, we will extend our calculation to a point nearly half a mile above Pleasants' island ; where by erecting a dam, any desired quan¬ tity may be thrown into the canal. This extension of the canal with one lock, and the dam across the river, is estimated at 34,000 dollars, making in the whole a little over 160,000 dollars. There will then remain a surplus of 40,000 dollars after completing the works to the point last mentioned. In order to discover what effect the improvement of this first section will have on the tolls, it will be necessary to take a view of the present 80 state of the coal trade, and endeavour to ascertain what change will result from the increased facility of transportation. That part of the business which is carried on by water, is conduct¬ ed nearly in this way. When the coal is drawn out of the mines, it is thrown in a heap near the mouth of the mine, or shaft ; it is then loaded into carts, and carried to the river bank, where, in some instan¬ ces, it is discharged from the cart at the brow of the bank, and runs down to the beach, near the water's edge ; then shovelled into wheel barrows, and wheeled aboard of the boat, and discharged from the bar¬ rows by upsetting. In other instances, the carts are driven on to a kind of scaffold, furnished with a wide spout, or director at the edge ; by which the coal is conveyed immediately into the boats. These boats are the common James river poplar batteaux, and require three men to each. The up-stream navigation being laborious, the boats are built of light materials, and continue fit for service but a short time, (say) from two to three years j their cost, when new, from fifty to one hundred dollars. When the river is tolerably flush of water, one of these boats will carry about two hundred bushels ; but in low water their load is some¬ times diminished to one hundred, and even as low as eighty bushels. They pay for passing the canals and locks to the basin, one dollar per load ; so that when full loads are taken, it will amount to half a cent per bushel ; and when only half loads are taken, to one cent; the average is probably about three fourths of a cent. On arriving in the basin, the boats are unladed by shovelling the coal into wheel bar¬ rows, which convey it across the bank of the basin, and lay it up in a heap at a little distance from the water—such part of it as is intended for exportation, is then again loaded in wagons or carts, and carried down to Rockets ; where it is unloaded at the top of a high bank, and suffered to run down to near the level of the wharfs, from whence it is again removed by shovelling and wheeling into the vessels that carry it to market. All these operations, after the coal is delivered on the bank of the river and including toll, supposing the load to average the year through, one hundred and fifty bushels, amounts to about seven cents per bushel. The coal that is brought by land for exportation, is principally on the south side of the river; and is carried in waggons to opposite Rockets ; is there deposited in yards, and thence wheeled to the ves¬ sels that take it to market. The cost of waggoning from the mines to Rockets, is twelve and a half cents per bushel. The latter mode of conveyance, certainly injures the article in some degree. The load¬ ing into the waggon, the motion of the waggon on the road, the un¬ loading into the yard, and the wheeling to the vessel, all have a ten¬ dency t¿ reduce the lumps, and give it an unfavorable appearance. But the handling of this, is so much less, than of that which is trans¬ ported by water, that the injury it sustains is much less, the appear¬ ance of the two very different, and a corresponding difference in the sales, at the northern seaports. I have witnessed in Baltimore, a great demand for Heth's large coal, when the fine dull looking coal (certain- 81 ly reduced to this state by frequent handling,) was selling at a low price. I believe it will be perfectly safe to say, that if the coal could be got to market, nearly in the condition it is delivered from the mine, that the average sales would be five cents per bushel higher. It re¬ sults then, that the collier pays seven cents in actual charges, and suf¬ fers by the present mode of conveyance five cents deterioration, making twelve cents per bushel cost, between the water's edge near the mine and the vessel which carries it to market ; and it is also to be remembered, that the freight of a cargo of inferior coal will be equal to a cargo of that which will sell for the highest price. What changes are we to expect in this business, from the improved mode of transportation ? It is very probable that in this, as in almost all other human con¬ cerns, prejudice and a dread of innovation, will for some time, prevent many from being made, that might be adopted with great profit. I will enumerate some of the most striking, and such as cannot fail of eventually taking place ; calculating on the Richmond dock company having so far completed their work, by the time the canal will be opened for use, that the canal coal boats lying on a higher level than the tide water, may discharge their loads immediately into the holds of the sea vessels ; or, deposit their coal on platforms, several feet higher than the decks of such vessels, in case of there being none ready to receive it at the time of its arrival;, and this without any elevating, except the raising it over the side of the boat. The boats on the canal will be built oí durable materials, and put together in a substantial manner, so that they may" be continued in con¬ stant use for many years. Their capacity will be sufficient to carry one thousand bushels ; they will be drawn by one stout horse, or at most, by two of smaller size. If there were no current in the canal, the labor would probably be rather too much for a single horse ; but as there will necessarily be a great quantity, of water required, to sup¬ ply the large locks on this part of the canal, that will be so much used, there will of course be some current ; and aided by this, it is believed that one strong horse, will be competent to the task of taking down the loaded boat ; and as it would return empty, the small resist¬ ing current would scarcely be felt. One man will be necessary to steer the boat, and one boy to drive or ride the horse. The trip will be performed in two days. Admitting that the coal was at first loaded into carts, taken to the bank of the river, and then from a scaffold discharged into the boat, it would still be delivered into the sea vessels, in much better condi¬ tion than that which is now taken by land ; and would therefore, be worth at least five cents per bushel more than the portion which is now taken to Rockets, in part by water, and in part by land, in the manner before described. But feeling the very beneficial effects derived from the changes mentioned, it is to be expected, that intelli¬ gent men, engaged in this business, will soon adopt other improve¬ ments, which depend on their own exertions, that will render it still more profitable. Instead of continuing the present mode of trans¬ porting the coal from the mines to the boat, every little stream near 11 82 the mines, sufficient to fill and preserve a level surface in a small canal, ■will be put in requisition to be navigated by small boats, loaded with coal, which will be let down by inclined planes, to the great boat. Where natural streams are not found, the water raised from the mines by steam engines, may be in some instances, applied to the pur¬ pose. Where neither of these can be commanded, railways, either of wood or iron, will be resorted to ; which for a downward transporta¬ tion only, is not much, if any, inferior to a canal. • Another very important improvement would be, for each establish¬ ment to be furnished with a large number of boxes, of equal size and shape, containing a given quantity, (say) ten bushels each; with roll¬ ers attached to the bottom. Into these, the coal should be delivered from the vessel that raises it from the mine to the top of the shaft ; as fast as they are filled, they may be rolled off into the vessel, or carriage, that is to carry them to the great boat ; or, if no vessel or carriage is in readiness, run them on a platform out of the way, until one arrives. When these boxes arrive at the boat, they are by means of a crane, to be swung over it, and let down in the places they are to stand, dur¬ ing their voyage down the canal ; and when arrived at the place of unloading, they are by the same means, to be delivered over a spout, which will convey the coal when emptied into it, into the hold of a vessel ; or on to a platform, from whence it may be run into a vessel, when there is one in readiness to receive it. By adopting these im¬ provements, the coal will, in a still greater degree be preserved from injury, and will be delivered at market nearly in the state that it is taken from the mine, and an immense labour in shovelling, &c., avoided. It is highly probable, that improvements might also be adopted in the interior of the mine, which might improve the ap¬ pearance of the coal ; but, in this part of the business, my knowledge being very limited, I can say little. Let us now see, what will be the reduction in the expense of transportation. It has been stated, that a load of 1,000 bushels may be delivered in two days, by one man, one boy and a horse ; but to be on the safe side, let us say two horses ; which may be stated thus : One man two days at 100 cents, - - $ 3 One boy two days at 50 cents, - - 1 Two horses two days at 50 cents each, - 2 Add for the assistance of a man at the crane in load¬ ing, and abo in unloading, - - 1 — 6 Toll on 1,000 bushels at cents, - 25 31 Thirty one dollars for 1,000 bushels is three cents one mill per bushel ; the saving, by the improvement in contemplation, about nine cents per bushel, after paying such a toll, as will provide for making another section of canal. If we were to suppose that the coal business as it is now pursued only pays expenses, the saving of nine cents per bushel, in the man¬ ner before stated, would certainly make the business equal in profit, 83 to any other in this country, if the present prices can be maintained ; and I believe it is well known in the northern towns, at least I have heard it so expressed, that there never is enough of what is called the best quality of James river coal, to supply the demand. But if the profits of the business, should induce those engaged in it to extend their establishments, and others to engage in it, so as vastly to in¬ crease the quantity sent to market, and thereby reduce the price a few cents, it would perhaps eventually turn out, an advantageous circum¬ stance to the business. It now has but one rival ; and that is the. coal brought from England, by way of ballast ; for it is said, at the present price, it will pay no freight. The reduction then of a few cents per bushel, whilst it would have the effect greatly to increase the consumption, would drive the rival from the market ; still leaving the business very profitable, and create a demand almost unlimited. I have been induced to say rather more on this subject than I at first contemplated, because I have had some apprehension that the im¬ portance of this business has not been duly appreciated ; being myself strongly impressed with the belief, that the coal trade of Virginia is des¬ tined at no distant day, if properly encouraged and conducted, to be¬ come an object of immense importance to the state, to the city of Richmond, and to the cities and manufactories on the Atlantic coast. To the state, because I believe it offers to her acceptance an opportu¬ nity of laying the foundation of a fund, that if properly fostered, will rapidly increase, and ultimately enable her to accomplish almost every desirable object of internal improvement. To the city of Richmond, from the great quantity of tonnage it will bring into her dock, and from the business it will bring into her streets, which is necessarily attached to so large a trade ; and to the cities and manufactories on the Atlan¬ tic tide water, because it yields to them the certainty of a supply of the indispensable article of fuel, when other sources fail ; and they are daily diminishing. Notwithstanding I have said thus much on the subject of the coal trade, from a desire that it might be well understood ; yet I must re¬ quest the indulgence of the Board to make a short quotation from an important document corroborative of my views on the subject. The document alluded to, is a letter from Joshua Gilpin, dated Philadelphia, January the 4th, 1808, on behalf of a committee of the Chesapeake and Delaware canal company, to Albert Gallatin, Secre¬ tary of the Treasury of the United States, in answer to certain queries put by the latter, relative to that canal. My colleague is well acquainted with the writer, he knows him to be a man of talents, and this letter proves him to be a man of information. Speaking on the articles of traific, that would probably pass the canal when made, he thus notices the article of coal. " The only place where this production is now found, so near the Atlantic waters, as to be capable of immediate transport, is on James river. The quality is excellent for all manufacturing purposes ; and, if properly selected, equal to any foreign coal for domestic uses. The increasing price of fuel in all the maritime towns, must soon create a dependence on it for both purposes j and it is daily so much increas- 84 ing io use, that it must command an immense carriage, in which a minute saving of expense will be of the utmost consequence. " I shall indulge a calculation on this article which may serve for many others: There is now brought to the city of Philadelphia nearly 500,000 bushels per annum, great part of which is from Europe. This city is ascertained to require a supply of at least 200,000 cords of wood per annum ; equal, at 20 bushels of coals per cord, to 4,000,000bushels, which at 30 per ton, (the weight of the best English coals.) is 133,333 tons. This would require 2,667 cargoes of 50 tons each : hence the revenue of the canal for this article only, at 50 cents per ton, would be 66,666 dollars. " The coal of James river was regularly supplied at Philadelphia, before the present advance of labour, arising from the war in Europe, in large quantities, by vessels regularly employed in the trade, at 20 cents per bushel, at which price the carriers made a decent freight : coals cost in England, including all charges on ship board, nearly 20 cents per bushel, and pay a duty of five cents, so that they are sold to a loss under 30 cents per bushel." It will be seen that this was written twelve years ago, since when I believe there has been an additional duty laid on in England, and also an impost duty in this country. I shall make no further com¬ ment on this letter, than just to observe, that it proves the estimation in which good Virginia coal is held in Philadelphia ; that they look to¬ wards it for a supply of fuel ; and also the quantity that it will require to supply the demand, when coal becomes cheaper than wood j which time has very nearly, if not quite arrived, at this moment. We will now return to the subject of raising funds for defraying the expense of making another section of canal, (say,) to the Rivanna river. This section, according to the estimates, will cost $ 171,831; a balance of 40,000, it is supposed would be on hand on the com¬ pletion of the first section ; and the tolls to the amount of 30,000 dollars, pledged for the payment of the interest on the capital then obtained. Prom what has been said, it would appear, that a very large quan¬ tity of coal might be expected to pass down the canal the first year ; but I will not rely entirely on my own judgment for information rela¬ tive to this point. An intelligent and highly respectable collier, who is perhaps more largely engaged in the business than any other per¬ son, has been consulted on the occasion, who gives it as his opinion, that it will be quite safe to calculate on 2,50P,000 bushels being trans¬ ported by water, the first year after the navigation shall be so far com¬ pleted as to admit of the passage of boats carrying one thousand bushels to Rockets, and being there unloaded without detention ; and that, if the business can be prosecuted successfully, 4,000,000 per annum may confidently be calculated on. We will, however, for the first year, make our esti¬ mate on 2,000,000. The tolls on this quantity, at 2J cents per bushel, is - - - - -, 50,000 But as the tolls which are already appropriated, in¬ clude the toll on that quantity of coal which now goes 85 down by water, this amount must be deducted from this sum. That quantity is certainly under 800,000 bushels ; but we will suppose it to be that quantity, which at f ths of a cent, is - - - - 6,000 44,000 Leaving 44,000 dollars clear ; which is the interest of 733,333 To which add the sum on hand, . - - 40,000 773,333 For extending the canal to the Rivanna river, - 171,831 The balance on hand will then be - - 601,503 And tolls, to the amount of 74,000 dollars annually, pledged for the payment of the capital expended, and the balance on hand. The whole trade of the Rivanna river, and the country on both sides of James river, below the mouth of the Rivanna, and for a short distance above, may be said to be now enjoying the full benefit of the canal. A boat carrying 260 barrels of flour, will make a trip, (that is, go down and return,) from Columbia, in six days; the expense of which will not exceed 18 dollars, or 7 cents per barrel. The present cost of transportation from the same point, I believe does not average less than 38 cents, including the present toll, which is ten cents. Then, giving the agriculturists and manufacturers more than half the saving in transportation, it cannot be considered too much to levy an addi¬ tional toll of ten cents per barrel for using the canal. From this lower district, large quantities of a great variety of articles will find their way to market by way of the canal, that at present will not pay carriage, except for a few miles from the city ; amongst which may be enumerated, provender of every description, wood for fuel, bark for tanners, building stone and brick, and probably many others. The quantity of lumber from the Rivanna will also be much increased, as the cost of transportation would be proportionally diminished ; and at present it amounts to something like one third of its value when at market. Perhaps it would not be good policy to lay a heavy toll on these articles, but still they could well afford to pay something. These added to the mass of such agricultural products as are now constantly sent to the Richmond market, would certainly be equal in amount, as regards the production of tolls, according to the distance carried on the canal, to one third or four twelfths of the articles exported from the single town of Lynchburg. It was last year ascertained, that the amount of these exports was equal in value, and capacity for paying toll, to 130,000 barrels of flour. For the sake of convenience, that article was then assumed for the basis for calculation. If we adopt the same plan in the present calculation, we have the toll-paying pro¬ ducts in this district, exclusive of coal, equal to 43,333 barrels of flour ; which, at ten cents per barrel, is - - 4,333 And if we now add the tolls on an additional 86 500,000 bushels of coal (which it certainly will be safe to calculate on,)at 2J cents, which is - 12,600 The amount of tolls free from appropriation will be - - - - - - 16,833 The capital of which this sum would be the in¬ terest at 6 per cent is - - - 260,560 Add to this the balance on hand - - 601,502 And the amount will be - - - 862,062 To be applied to the improvement of the next section. The amount of tolls now pledged, is 90,833 Let this section extend to the mouth of Tye river, about fifty three miles above Columbia. The cost of which, as extracted from the es¬ timates, will be . . _ . 273,873 This sum taken from the sum on hand, leaves a balance of - - - - - 588,189 From the best information obtained last year, it was believed, that the whole of the products which went to Richmond market, from be¬ low Lynchburg, was at least equal to what was sent from that town. Then pursuing that idea, we have given to the section below Rivan- na, four twelfths of that quantity ; and I believe, about five twelfths might be a fair proportion to be allotted to the one now under consid¬ eration, and three to the next above. Five twelfths of 130,000 is 54,161. I am not acquainted with the average cost of transportation from this part of the river ; but, as it is ascertained to be about ninety cents for a barrel of fiour from Lynchbprg, 1 should suppose it might be stated at sixty, including present toll, (ten cents,) for this section. By the canal it may be done for nineteen cents, including present toll. If then, we lay an additional toll of twenty cents per barrel, for this sec¬ tion, the owners of the property will still be the gainers by twenty- one cents per barrel. This section extends to within thirty-nine miles of Lynchburg, and above the worst falls. If therefore, the products from Lynchburg, were brought by the bed of the river, to the upper end of this section, twenty cents per barrel would be gladly paid for the use of the canal, the remainder of the distance ; because, there would be a saving of more than that sum per barrel. And this ap¬ plies also, to every article brought down the river, from above Lynch¬ burg ; but, as I am not in possession of sufficient data, for estimating the quantity that passes Lynchburg, we will leave it out of the calcu¬ lation altogether. Twenty cents per barrel, on 54,161 barrels, for the middle section, is - - - 10,8 33 Twenty cents per barrel, for the whole of the trade from Lynchburg, equal to 130,000 barrels, is 26,000 The sum is . - - - - , 36,833 The capital of which this sum is the interest, is 613,883 Balance on hand, . - - - 588,189 The sum is - 1,203,072 87 Which is applicable to the extension of the canal to Lynchburg. This by the estimates will cost - - 245,975 Which taken from the last mentioned sum leaves 956,097 The amount of tolls now pledged, is - 127,666 Thus far, we have calculated nothing for the advantage to be de¬ rived on the canal, by back freights ; neither as they relate to the in¬ crease of tolls, nor, as they operate to diminish the cost of the de¬ scending trade. It is, however, very well known, that immense quan¬ tities of merchandise are taken up the James river to Lynchburg, and to places above. And if the freight was reduced to one-third or a fourth of the present rates, it is highly probable the quantity would be vastly increased ; that if the article of plaister of paris, was taken to Lynchburg for three dollars per ton, instead of twelve, and in pro¬ portion for other distances, the quantity that would be carried, would be great indeed ; and the effects on the products of the country, in¬ calculable. It will then, certainly be reasonable in oiir calculations, for the cost of transportation from Lynchburg, to allow something for the item of back freight. If we say for every return boat, three tons of merchandise, at four dollars, and three tons of plaister, at three dollars, the amount will be $21. Then the account for a trip will stand thus : For one man, a boy and horse, 16 days, at $ 3, - 48 As we are now availing ourselves of the advantage of some back freight, we will add a reasonable al¬ lowance for the boat, say, - - - 10 — 58 From which deduct for back freight, - - 21 37 This is equal to 14 cents 2 mills per barrel, say, 15 cents ; and 10 cents for the present toll, will make 25 cents. The average cost of transport by the river is 90 cents, the saving in favor of the canal 65 cents. Therefore, if we lay an additional toll of 25 cents per barrel, the freighters will still be the gainers by 40 cents per barrel ; besides the great advantage of having every arti¬ cle completely secured from damage, by rain, or danger from the river ; and we may say from loss by pilfering, &c. added to the certainty of the navigation at all seasons, except when closed by ice ; as the canal boats will be well roofed or enclosed, and it is to be presumed will be in the charge of a respectable man. Twenty cents per barrel, for the 130,000 barrels from Lynchburg, has been already pledged in our last estimate ; we then have 5 cents per barrel, toward the next. 5 cents on 130,000 barrels, is - - - ß 500 To which add, for the tolls of the last section, that ' have not yet been taken into the account, and which on the foregoing principles, will amount to - 7,000 13,500 88 The capital of which this sum is the interest, is To which add the balance on hand, The sum is, 1,181,097 225,000 956,097 Which will be more than sufficient to complete the remainder of the whole line of improvements to the Ohio river. The amount of tolls pledged for this object will be 141,166 dollars. The result of these estimates and calculations cannot fail to excite astonishment in the mind of every person not familiarized to this great subject. Let them, then, be subjected to the severest scrutiny. If a result less favourable to the object is produced by other estimates and calculations, the difference must arise, either from these estimates being too low to effect the improvements ; from a deficiency in the quantity of products that would be transported on the canal ; or from the impracticability of raising the capital, by paying for its use an annual interest at the rate of six per cent, pledging the tolls for the security of the payment. With regard to the first, it will be found on a close inspection, that the estimates are considerably higher for the same kinds of work, than they are now executed for in New York. The line of this canal, passing down the ravine of a river, and elevated but a few feet above the mouths of the tributary streams, partakes only in a very small degree of the most expensive kinds of operations incident to canals carried over high grounds ; which are the forming of those high embankments, and the erection of elevated aqueducts, necessary for the purpose of passing deep ravines. This circumstance, with the great difference in the dimensions of the two canals, will account for the difference of the cost per mile. I must either have done violence to my judgment, or departed from the plain rules of measurement and arithmetic, to have given higher estimates. The quantity of products, it will be observed, is estimated from the exports from Lynchburg, in the years 1817 and 1818. It was ascer¬ tained, that there was tobacco, equal in weight to f ths of 130,000 bar¬ rels of flour, taken in boats from that town, per year ; and it was be¬ lieved that flour and all other articles would be more than equal to the other fourth. The whole trade of the river below, and of its branches is only considered as equal to the trade of that single town ; and thé rates of tolls apportioned to the distances. The coal trade is not in¬ cluded in this estimate. The amount of tolls calculated on from that article, I should suppose could not be doubted. And with regard to raising the necessary capital, by means of the tolls. If it was made a state concern, as I think it ought to be, for several reasons, I believe any desired amount of capital might be had at six per ceht.,^ but, if it could not, I would say at once, let the rate be higher. Th'&.sum resulting from the calculation of six per cent, is more than is wanted for the object ; and if it were not, adding a little more to the tolls, (diminishing thereby, in a small degree, the benefits of those concerned,) will make them adequate to the payment of any reasonable rate of interest. But, it may be asked, how is this large capital to be redeemed ? I 89 would say, if the state is annually deriving great advantages from the use of it, and a fund cannot be conveniently created from the work it has effectuated, let it remain unredeemed. But let us consider the subject a little further ; perhaps we may dis¬ cover the means for the establishment of a sinking fund for the purpose. In the first place, then, from the views which have been taken of the subject, is it reasonable to expect an increase of the coal trade, to the extent, or exceeding the extent, contemplated by the very respect¬ able collier before mentioned? If it is, that trade will furnish a large item for the purpose. Secondly, is it reasonable to expect, that by diminishing the transpor¬ tation nearly one half, greatly increasing the security from damage, and the certainty of getting the articles of transportation to market, at the time desired, with the additional advantage of having the ar¬ ticle of plaisterof paris, at a price very little higher than in Richmond, the quantity of produce within the district that now uses the present navigation, will increase ; and that .that district will be very much widened on both sides of the river ? If it is, then a large item will be afforded for the purpose, from this increase of trade, before we arrive at the town of Lynchburg. And, thirdly, the tolls above Lynchburg may form another item. We are to remember, that we have not yet laid hand on a cent of the tolls on the produce from above this place, except the ten cents per barrel levied by the James river company. We will therefore enquire what prospects we have for additional support to our fund, from that quarter. The present trade on this part of the river is already respectable. The average price of transportation, from the country above Lynch¬ burg, I believe, is not less than $1.25 per barrel, and other articles in proportion ; but as we have assumed the article of flour, for the basis of calculation, from Lynchburg, and thence downward; perhaps we may, with equal propriety, adopt it for that purpose, for all the des¬ cending trade of the section now under consideration. The inhabitants of this part of the state, are extremely anxious for some improvement in their mode of transportation. It seems to be generally believed by them, that if the sluice navigation only was tol¬ erably perfect, so as to afford a certainty of their getting their produce to market, and their merchandise brought up at all seasons, (a part of the winter excepted,) that, the trade on the river, even at the present prices, would very soon be doubled. But on the canal, by supposing the back freight to be something more in proportion to the distance than near to market, (and this will always be found to be the case,) (say) four tons of merchandise and four tons of plaister, by each re¬ turning boat, the former at four dollars and the latter at three dollars, the cost of transportation from Beale's bridge or from the mouth of Craig's creek, may be reduced to sixty cents ; and pay thirty-eight cents per barrel toll. This is placing the lands two hundred miles from market on the same footing as it relates to the cost of transpor¬ tation, with those that lie within thirty to forty miles that transport 90 their products by a common road. Some part of the products of Am¬ herst and Campbell counties, would reach the canal above Lynchburg ; the whole of Rockbridge, Botetourt and Bath counties, and a large proportion of Augusta, would largely partake of the benefit, and of course the increase of trade would be in proportion. It is true that a considerable part of this country is mountainous, and not well adapted to the purposes of agriculture, but it is also true, that there are many large valleys of excellent land, and even some of the mountain sides very proper for the cultivation of wheat and tobacco. But, do those mountainous tracts which are not adapt¬ ed to the plough or the scythe, afford no article that will bear a trans¬ port only equal to thirty five miles of land carriage ? Let those who are best acquainted with the quality of the iron which that country af¬ fords, answer the question. I am not myself acquainted with the quality of the bar iron, but with the metal from which it is made, I am, and can say, that if the bar iron is not of an excellent quality, the cause must be sought for in the manufactory. The neatest castings for the purpose of machinery, that I have ever seen, and I believe the most perfect that are made in the United States, are made in the city of Richmond, from James river metal. I have seen bevil wheels from this foundery, overcoming a greater quantum of resistance than I have ever seen from any other of equal weight ; but this metal cannot be procured, either in Richmond, or at the foundery at the arsenal, in any¬ thing like sufficient quantities for the demand ; merely from the want of the means of transportation ; for that cause, and that cause only, the proprietor of the Richmond foundery told me a few days since, that he was importing fifty tons from Europe ; and the proprietors of the foundery at the arsenal, for the same cause, are receiving their supplies from other states. The quantity of this excellent ore is believed to be inexhaustible ; every mountain and hill is covered with wood, and the Cowpasture, Jackson's river, and a number of other streams, afford the power for manufacturing to any extent. Taking into consideration the circum¬ stance of the fuel being very much exhausted every where near the tide water, where good iron ore abounds ; and that the land carriage from the iron establishments inland, is generally very considerable, can we point out a spot in the United States so favourable for the man¬ ufacture of the articles of bar iron and castings as on the upper branch¬ es of James river, where the transportation to market is so reduced as to amount to not more than from five to six dollars per ton, after pay¬ ing a handsome toll to the state. Ought not the immense masses of limestone in the counties of Rockbridge and Botetourt, when prepared by the surplus wood of the country to banish the eastern lime from the markets of Richmond and Norfolk ? And when the transportation is reduced so as to be only equal to a few miles of land carriage, ought we not to contemplate that an accession to our stock of materials for the building our cities on the tide water, and our ships for the ocean, will be derived from the fine forest trees of this upper country ? When we reflect that the tolls will be in some measure in proper- 91 tion to the distance the canal is used, may we not, from all these sources, the products of the soil, of the mines, of the quarries and the forests situated between the Blue Ridge and Alleghany mountains, calculate on deriving a revenue that will form a handsome item in our list for the establishment of a sinking fund. But we are not yet at the bottom of our list. The counties of Greenbrier, Monroe, and a part of Giles, are not inconveniently situ¬ ated with regard to this navigation. A large portion of the lands of the two former, may be considered of the first quality for the produc¬ tion of wheat. There are also some good lands in the latter. Such of the inhabitants of Greenbrier and Monroe as I conversed with on the subject, were of the opinion, that if the price of transportation could by any means be reduced to one dollar per barrel from Coving¬ ton to Richmond, that their good lands would be immediately culti¬ vated in wheat, instead of being used for the raising of stock ; and that the quantity of flour, and other agricultural products, which would be taken to Covington in waggons, would be very considera¬ ble. But by the canal, supposing each return boat to bring only half a back load, at the low prices of three and four dollars per ton, the downward transportation may be reduced to sixty cents per barrel, in¬ cluding a toll of thirty-eight cents. The roads from Covington to these counties are at present tolerable ; let them be made good, and flour may be taken from some of the mills in these counties to Richmond, by way of the canal, for about the same price per barrel, as is paid from the upper part of Loudoun and Fauquier counties to Alexandria. The upper part of Giles county ; and the counties of Montgomery Wythe and Grayson, are situated on New river, above the mouth of Sinking creek. As our survey up the river terminated at the last mentioned point, I had no opportunity of seeing the river higher ; neither have I ever been in either of the three last mentioned coun¬ ties, therefore, all the knowledge I possess, relative to the upper part of this river, and the lands and products of those counties, I have de¬ rived from the information of others. I have already stated in ano¬ ther part of this report, that from such information, the river is not more difficult to improve, for many miles, above the mouth of Sink¬ ing creek, than below, to the mouth of Greenbrier ; and that the counties of Montgomery and Wythe, though mountainous in part, are notwithstanding considered rich counties ; and are capable of produc¬ ing large quantities of agricultural products, of various kinds, as well as the mineral productions, of lead and iron. But few of these will at present, pay the cost of transporfation to market. I am told the present price for hemp, (and probably for other articles) is three cents per pound, or f 60 per ton. If a good sluice navigation was procured from these counties, to the mouth of Greenbrier, and up the Greenbrier, to the moutli of Howard's creek ; the cost of transporting a barrel of flour, and other articles in propor¬ tion, from the lead mines to Howard's creek, counting on half a back load would, probably be about 75 cents per barrel, or, ^ 7.50 per ton. From thence to Covington, a little over 26 miles, by the best descrip- 92 tion of road, and the best waggon arrangement, 25 cents per barrel, or f 2.50 per ton. Thence to Richmond, sixty cents per barrel ; or $ 6 per ton, including the toll ; making in the whole, $ 1.60 per barrel ; or $ 16 per ton. It is possible, that at some seasons, the route from the mouth of Sinking creek, by land to the mouth of John's creek, and thence down Craig's creek, to the canal, might be more eligible. If both routes were improved, an alternative would be presented. The arti¬ cle of hemp, would probably form an exception to these rates, from the inconveniency of its bulk ; unless it were taken in small quanti¬ ties, as a top stowage on lead, iron, or some other heavy article. Whether this reduction in transport, will be so inviting, as to in¬ duce the inhabitants of these counties, to change their habits so far as to become grain, instead of stock farmers, is not for me to say ; but certainly, beef, and pork in barrels, butter, bacon and such other products as are of considerable value in proportion to their bulk and weight, will take one of the routes mentioned to market ; in either case, the state will receive the tolls which they will pay for using the canal. In addition to what has been already stated, relative to the revenue to be derived from below the Alleghany mountain, here are six wes¬ tern counties, before we arrive at the falls of Kanawha, which ap¬ pear to be interested, and some of them very deeply, in the completion of the work under consideration. Will not the revenue derived from these, afford another additional sum to be placed to the account of the sinking fund ? But there is still another very important question to be considered rela¬ tive to this subject. That is, will this canal command any considera¬ ble trade from the country west of the falls of Kanawha ? from whence a land carriage of nearly 90 miles must be encountered. The western trade appears to be considered an object of immense value: to which the states of New York, Pennsylvania, Maryland and Virginia, each have their pretensions. And these are all opposed by the state of Louisiana. The first mentioned of these states under the infiuence of a policy, adopted by her legislative councils, that will long be marked for its wisdom, is acting with vigor and effect j whilst the writers of the second and third, are engaged in disputing the validity of their pretensions to the prize. These writers, discover a laudable zeal for the improvement of the states of which they are res¬ pectively the advocates ; and as it does not appear to me, that my duty lays me under the obligation of entering the lists with them, in favor of Virginia, I will not therefore damp the ardour of inquiry, by noticing their vulnerable points ; but content myself with stating a few facts, leaving these writers, and every other person to draw their inferences. It is said that the steamboat business, between New Orleans and the falls of Ohio, is already overdone ; yet the very lowest rate of freight, that I have heard of after repeated enquiries, from the former to the latter place, is two and a half cents per pound ; or, | 50 per ton. The present average price from Philadelphia to Pittsburg, is about f 140 per ton. And from Baltimore to the same place, $ 100. 93 Great exertions are making in Pennsylvania to reduce the transport, by improving the roads, and the establishment of a regular line of waggons, to be supported on the most economical terms. But I do not find that the most sanguine supporters of these plans calculate on ever reducing it below f 80 per ton. The supporters of the Maryland line, calculate, that by using the national road, and by purchasing the Baltimore and Frederick turn¬ pike, which cost I 596,000 ; and the road from Connecocheague or Hagerstown, to Cumberland, which will cost $ 460,000 ; and uniting the two by another section of turnpike, in all amounting to more than $ 1,100,000 ; and by carrying the waggon system, to the greatest extent of economy, that they will be able to transport a ton of merchan¬ dise from Baltimore, to the bank of the Ohio, at Wheeling, for $ 50. On account of a small current which will probably exist In the canal, if we calculate on only eighteen tons being drawn by one horse in ascending, we shall'find that by a fair calculation, we cannot make the actual cost of labour more than at the rate of two dollars twenty- five cents per ton from Richmond to Covington ; but, for the interest of the capital vested in the horse-boat, &c., say two dollars fifty cents ; and this will nearly correspond with the sum that is now considered in New York as the fair price of canal transportation, independent of revenue, that is, one cent per ton per mile. Taking the Baltimore price for land transportation, that is, fifty dol¬ lars per ton, for two hundred and fifty-two miles, we have for ninety miles from Covington to the falls of the Kanawha, rather less than eighteen dollars per ton. When the few improvements are made in the Kanawha which are now in contemplation, boats of any desired burden, for inland trade, will always find sufficient depth of water, with a current not more rapid than the Ohio from Pittsburg to one hundred miles below Wheeling. On such a navigation, two dollars fifty cents per ton is certainly an ample allowance for ninety-four miles down stream. We have then. For the transport on the canal, - $ 2.50 For ditto on the portage, - 18.00 For ditto on the Kanawha, - 2.50 23.00 But to put to rest any difficulties that may be started, relative to the two changes in the manner of transpor¬ tation, which necessarily takes place on this route, we will add the large sum of two dollars per ton on this ac¬ count, ..... 2.00 $ 25.00 Thus, when the line of improvements is completed, if the state of Virginia, for the double purpose of encouraging the western trade, and inviting by that means an increase of descending trade on the canal, should conclude to suffer merchandise to the western country to pass the canal toll free, she can land a ton of merchandise at Point Pleasant on the bank of the Ohio river, for . - 25.00 94 From New Orleans to the falls of the Ohio, there does not appear, (according to my information,) a prospect of the freight per ton, becoming lower than ... 50.00 From Philadelphia to Pittsburg, after carrying the economi¬ sing plan to the greatest possible extent, . - 80.00 From Baltimore to Wheeling, after the same exertions, 50.00 Is Point Pleasant a less favourable point from whence to distribute merchandise into the various districts of the western country, than Pittsburg, Wheeling or ' Louisville ? Let those acquainted with the country determine this question. The state of New York richly deserves, and she certainly will com¬ mand, the trade of the lakes ; and probably to the summit of the high ground which divides the waters of the lakes from those of the Mississippi. But if other states improve the advantages which nature holds up to their acceptance, I believe the commerce of New York will not pass this dividing ground. Because, to effect this, portages must be encountered, and probably of a considerable lerigth, or another alternative adopted, which is not better ; that is, a dependence on comparatively small streams, for a stream or sluice navigation, which will fail in dry seasons. The same may be said with regard to the route proposed, through Pennsylvania, by means of the branches of the Susquehanna and Alleghany rivers. This description of navigation never can bear any kind of compe¬ tition with independent canals. It therefore appears, that the benefits of the western trade, exclusive of the shares that will fall to the lot ofNew York and Louisiana, ought to be enjoyed by that state which can place a ton of merchandise on the bank of the Ohio river, at a suitable point, for the least money, and with the least detention, at any season ; either from the freezing of canals and rivers, or from the want of a sufficient supply of water at all times, for the description of navigation employed. The amount of this trade may in some degree be estimated from the circumstance of its having been computed, that from the city of Phi¬ ladelphia only, there is annually paid for the transportation of mer¬ chandise to Pittsburg, the sum of $ 730,000, and that the value of the merchandise thus transported, amounts to a sum between and ^ 18,000,000. I will not vouch for the accuracy of this statement ; it is the result of a calculation given in John E. Howard's remarks on the intercourse of Baltimore, with the western country. Independent of the intercourse between the eastern and western states, which arises merely from the circumstance of the former sup¬ plying the latter with articles of merchandise, by means of waggons and boats ; and these returning freighted with the products of the neigh¬ bourhood, where the goods are deposited on the western waters, there is another description of trade which is already of considerable impor¬ tance, and is daily increasing. Considerable exertions are now making, by the general government, to encourage, and to secure to the United States, the advantages of the Missouri fur trade. The furs and peltries of this river are sold in the eastern markets, but it is found they are not capable of supporting 95 the heat of a long voyage in a southern climate, without sustaining great injury ; they are therefore at a heavy expense boated up the Ohio river until they meet with the means of being transported across the mountains to the Atlantic tide water. If the Virginia canal presents the first conveyance, and also the cheapest, it seems natural to sup¬ pose the trade would pursue that route. I have endeavoured to give some views of the benefits that would result, from the completion of the great work under consideration, to several large districts of country within the' immediate range of its effects. Let these views be appreciated at their worth, and no more ; let there be even deductions made from calculations that are morally certain to be realized, still it will appear that while these districts are enjoying peculiar benefits, the revenue to the state will be great, and must dissipate every fear relative to the ability of the improvement to redeem the capital by which it was brought into existence ; particularly when we consider that a revenue of f 20,000 per annum, or upwards, may be derived from the tolls on the Kanawha river, principally from articles peculiar to the trade of that river ; which will be scarcely felt, and certainly not complained of, when the advantages derived from the general improvement is taken into consideration. It will be for the wisdom of the legislature to determine, at what time the capital stock shall be redeemable ; and whether the surplus revenue, as fast as it accrues, shall be from time to time appropriated as a sinking fund, to purchase, up the stock, or, to make such a provi¬ sion in the creation of the stock, as will leave this revenue free to aid the fund for internal improvement in setting on foot such other im¬ portant improvements, as will at the same time they enrich her citizens, yield an additional revenue to the state, and finally to hasten the time when all tolls, except for the purpose of repairs, may be removed. When that time arrives, hay may be brought from Alleghany moun¬ tain to Richmond, manures carried from the stables of Richmond to Buckingham and Albemarle, and the inhabitants of counties two hun¬ dred miles asunder feel like neighbours, in relation to the interchange of commodities. There were many calculations, where there was no exercise of judgment, which were common to both of the reports ; the largest share of these fell to the lot of my colleague ; and supposing, on that account, his time would be limited, and probably make it necesary for him to confine himself to general remarks, I have gone more into de¬ tail in the latter part of this report than I had contemplated. If I have thereby rendered it more tedious, I hope the information has not been lessened. There is one subject on which I omitted to make any remarks in the proper place, until the sheets were sent to the press ; that is, in relation to damage sustained by the owners of land, in conséquence of the canal being taken through their grounds. On this subject, I feel incompetent to judge ; but in my opinion, there will be cases, in which the benefit will over balance the injury ; others where the dam¬ age will be light ; and some, where it may be considerable. But there will be many places where water power may be spared from the canal. 96 without injury to the navigation ; and there is in the estimates a very large allowance for contingencies. The sale of the former, and what may be spared from the latter, I should suppose ought nearly to meet every claim on this account ; if they should not, the balance cannot sensibly affect the general result. Before I close this report, it is but justice to add, that our assistants, engaged in the arduous labors of the late season, acquitted themselves, in the several duties assigned them, with faithfulness and propriety. Thos. Mifñin Ladd, of fhis city, has become expert in the use of the leveling instrument, and with further practice, and the experience of a few more years, may become useful to the community. The same may be said of Hugh P. Taylor, who, although a young man, is in possession of much topographical knowledge of the interior of this state. Mon- cure Robinson of this city, is eminently entitled to our respect. With¬ out any compensation whatever, except the payment of his expenses, he accompanied us nearly the whole season, and always performed the duty of a hand, without shrinking from the most laborious tasks. He posseses much information for his age, and a mind calculated to ren¬ der him useful to his fellow-citizens. I also feel it a duty to say, that our two principal boatmen. Captain Ro¬ bert Creasey and Isham Scruggs, are entitled to great credit, for their good conduct whilst in our employ ; and particularly for the deliber¬ ate judgment, courage, skill and dexterity, exhibited in conducting our boat through the long and tremendous rapids of New river ; which, considering the size of our boat, I must believe, was a voyage fraught with as much difficulty and danger, as ever was completed with per¬ fect safety. With great respect, this Report is submitted, by THOMAS MOORE. ERRATUM. Page 27,18th line from the bottom, for towing-à.B.m" read ii^tngr-dam." SECOND AUDITOR'S OFFICE, VA. The foregoing is a true copy of the report of the principal engineer of the board of public works on the subject of the survey of James and Ka¬ nawha riversj and the intermediate country, &c., made in January 1820, and on file and of record in this office, and is a copy of the re¬ port referred to in the second section of the act entitled " An act to amend the act entitled «An act for clearing and improving the navi¬ gation of the James river, and for uniting the eastern and western waters by the James and Kanawha rivers.' " Given under my hand at Richmond this day of 1854. Second Auditor.