420 REPORT OF THE CANAL COMMISSIONERS. A space one hundred and twenty feet wide, has been staked out and appropriated to the use of the commonwealth, the entire length of the rail road. The reasons which governed the board in occupying so much ground, are these: It was necessary to clear off the tall heavy timber of the mountain, for at least 60 feet on each side of the centre of the road, and hereafter theincalculable trade of the Mississippi basin and the lakes, will require an additional number of tracks over the mountain; hence, prudence seemed to dictate the propriety of appropriating to the use of the state, as much ground as may hereafter be required, while it is, as at present, of very little value. The bed of the road is graded 25 feet wide, for a double set of tracks. There will be five inclined planes on each side of the mountain, intended for stationary engines, as soon as the quantity of trade passing over the road shall require so much power. Horse power, however, can be used in the commencement, as the inclination of none of the planes is greater than many portions of our turnpike roads, the greatest angle of inclination with the horizon being only 5 degrees, 51 minutes and 9 seconds. But inasmuch as the trade from the west will greatly overbalance that from the east, and the bituminous coal at and near the summit of the mountain can be used to equalize the necessary preponderance, it is believed that, on the east side of the mountain, the rise of the planes may be overcome on the self acting principle; thus making gravity the motive power, and thereby dispensing with the use of either horses or steam, on the five eastern planes. The most important works upon the Allegheny portage,are a tunnel about 19 miles west of the crest of the mountain; it is 900 feet long, and 16 feet wide; a viaduct of stone with a single arch of 80 feet span over the Little Conemaugh; and also one of wood, of two spans of 33 feet each over the Beaver dam branch of the Juniata. The rail road when completed with a double set of tracks of stone and iron with the necessary machinery, the whole executed in the best manner, is at present estimated to cost $1,271,718 18. The amount of work done on the 1st day of November was $75,195 96 of which $63,984 84 has been paid, and $11,211 12 is retained. The board are of opinion that one set of tracks can be laid along the whole line for public use, by the 1st day of May, 1833, and that the entire work can be completed by the 1st day of December, 1833. THE BEAVER DIVISION Commences on the Ohio river at the mouth of Big Beaver, and extends up the Beaver and Shenango creeks 24 miles to the town of Newcastle. Of this division there are 8 miles 16 perches of canal, and 16 miles and 224 perches of slackwater and towing path. The contracts on it were let on the 20th of July, and 19th of October last. There are on it 7 dams varying from 7 to 14 feet in height, 2 aqueducts, and 17 guard and lift locks overcoming a rise of 132 feet. The two outlet locks will each be 25 feet wide, and 120 feet long within the chambers. They are calculated to admit the smaller class of steam boats that ply on the Ohio, into the pool of the first dam. This was found to be necessary for the trad of the town of Beaver, as well as for several flourishing villages, situated on the banks and near the mouth of the creek, and also to accommodate a number of extensive manufactories, the machinery of which is propelled by water taken from the falls of that stream. The Beaver division, when finished, is at present estimated to cost $335,317 82. The amount of work done on the 15 day of November, was $42,708 96, of which $36,360 71 has been paid, and $6,348 25 is retained. The whole line is expected to be completed for public use by the 1st day of December next. FRANKLIN LINE. [DECEMBER legheny river, at the mouth of French creek, and extends up the latter stream 22 miles and 88 perches, to its intersection with the feeder. On this line there are 5 miles and 52 perches of canal, and 17 miles and 36 perches of slack water and towing path. The principal works are 11 dams, varying from 7 to 16 feet in height, and 3 guard and 16 lift locks, which overcome a rise of 120 feet. The work was put under contract on the 11th of July, and 7th of October last. The whole cost of the line, when completed, is at present estimated at $270,681 32. The amount of work done on the 16th day of November, was $17,838 68, of which $15,166 36 has been paid, and $2,702 08 is retained. This line may be completed and ready for public use by the 15th of November next. The board would here respectfully call the attention of the legislature to the situation of the French creek feeder-It has been finished a distance of 19 miles ready for use, but at neither end is it connected with water or any public place of business, and in its present condition is entirely useless. An extension of it at the north end, of about 160 perches, would connect it with French creek, and fill it with water and render it useful. It has been estimated by the engineer now upon that division, that $15,000 would be required to form the necessary connexion. This extension of the feeder is indispensable for opening a communication between Meadville and the Allegheny river. The board also recommended its extension at the western end, three miles, to connect it with Conneaut lake, thereby adding 18 miles between French creek and the head of the lake, to the useful navigation of that division. The cost of this latter extension is estimated at $26,000. LYCOMING LINE, Of the West Branch division commences at the head of the pool of the Muncy dam, and from thence extends up the West Branch of the Susquehanna river, 14 miles and 68 perches to the Big island opposite to the mouth of Bald Eagle. On this line there are 31 miles and 12 perches of canal; 10 miles and 56 perches of slack water and towing path; 7 dams varying from 4 to 10 feet in height; 4 aqueducts, and 12 guard and lift locks. which overcome a rise of 80 feet. The work was put under contract on the 1st of July and 24th of August last. The whole cost of the line when completed, is at present estimated at $500,587 54. amount of work done on the 25th day of November was $59,117 39, of which 50,746 88, has been paid, and $8,370 51 is retained. This line may be finished by the 1st day of December next. The Although the West Branch division will be valuable to portions of the counties of Northumberland, Union, Centre, Clearfield, M'Kean, Potter, Tioga and Lycom ing, to convey away the products of the farm and the forest, and in return carry back the necessary supplies of merchandize, &c. from the sea board; yet, we ap prehend that it will be to the iron and bituminous coal of that region, that the commonwealth must look for tonnage sufficient to compensate her for the investment she has made in this branch of the canal. Therefore to attain this great object and enable the West Branch division to sustain itself, it will be necessary to extend the improvement further up the river to the neighborhood of the coal beds; and also by a cross cut to open a communication with the Bald Eagle, so as to give the iron and produce of Centre county, ready access to the canal. The engineer upon the upper portion of the Lycoming line has estimated that $18,172 00 will be suffi cient to construct a cross cut 3 miles and 132 perches, between the pool of the dam at the Great island and Bald Eagle creek; with a dam 4 feet high, and a guard lock on the creek; and also an out-let lock of 9 feet lift to communicate with the river. He has likewise es Of the French creek division commences on the Al- timated that one other dam in the river, and a guard 1831.] REPORT OF THE CANAL COMMISSIONERS. lock with 4 feet lift to it, and 5 miles and 45 chains of towing path, with other necessary works, will cost $36,547, which extension would carry the improvement to the threshold of the coal region. But, to render the improvement entirely useful by an approximation to numerous coal beds on both sides of the river, a further sum of $62,893 would be required, to build three other dams, and as many guard locks, each having 4 feet lift; and also 3 miles and 156 perches of towing path; thus estimating the whole proposed improvement of 9 miles and 51 perches to cost $99,440 00. LEWISBURG CROSS CUT. This small prong of the great system extends two hundred perches from the main stem of the West Branch division, to Lewisburg, in Union county, There will be on it one dam 23 feet high, across the river, and 2 locks, overcoming a lockage of 21 feet. A contract was made on the 17th day of August last. for the completion of the whole work connected with the cross cut, for the sum of $22,000, being $3000 less than the sum appropriated to that object by the act of the 21st of March, 1831. The estimate of work done on the 25th of November, was $1250, of which the sum of $1060 has been paid, and $190 is retained. The whole work may be completed for public use by the first day of September next. The WYOMING LINE of the North Branch division, commences at the Nanticoke dam, and extends up the North Branch 16 miles and 316 perches, to a point near the mouth of the Lackawannock creek, where it is supplied with water by a feeder from the creek, 2034 perches in length. There are 13 miles and 11 perches of canal, and 3 miles and 305 perches of slack water and towing path. The most important mechanical work upon this line, is one aqueduct and 5 lift-locks. The whole lockage is 43 feet. The work upon this line was put under contract on the 18th of June last, and, when completed, is estimated to cost $220,594 56. The amount of work estimated to have been done on the 25th November, was $26,447 32,of which the sum of $22,454 54 has been paid, and $3,992 77 is retained. It is expected that this line may he completed by the 1st day of August, 1832. Previous to fixing the location of the Wyoming line, the board caused careful surveys to be made in and on both sides of the North Branch, which resulted in establishing an independent canal on the east or Wilkesbarre side of the river. In consequence of this location, the citizens of Kingston, with a rich valley, several flouring mills and valuable coal beds, are deprived of the full benefit of the improvement. It has been suggested that a short side cut, and an out-let lock into the river at Forty Fort, would be a great advantage to those interests. Believing, as the board do, that the additional tonnage would amply justify the expense of the proposed side cut, they therefore do not hesitate to recommend to the legislature its adoption. The whole amount of work, authorized by the act of the 21st of March, 1831, which has been put under contract is estimated to cost $3,603,983 264. The aggregate of the estimates of work done, made principally on the 1st, 15th, and 25th of November, is $579,662 22 of which $499,133 254 has been paid, and $80,528 97 is retained from the contractors, as security for the faithful performance of their engagements. That more work has not been performed during the past season, is attributable to the time required to or ganize efficient corps of engineers, and for them to make the necessary plans and locations previous to the let tings; to a scarcity of laborers, caused by the general prosperity of the country, and, the great amount of work in market in Pennsylvania, and throughout the United States; to an uncommonly wet, and (on many of the lines east of the mountains) sickly season, and to numerous abandonments of contracts. Although the quantity of work done falls short of the 421 previous expectations of the board, yet they have the satisfaction to state, and they do it with great confidence, that what has been done is well done. The qualifications of the engineers now in the service of the state, and the style of the work that is being done under their plans and directions are greatly superior to either the one or the other at the commencement of the canal and rail road system of Pennsylvania. The contracts are full and explicit, and the board believe that on all the lines they are literally interpreted and their conditions rigidly enforced. Nothing has been left to discretion or construction that was susceptible of specification, and all sub-contracting by canal and rail road speculations is banished from the public works. The work authorised by the act of the 21st of March last, which has been placed under contract, is estimated at $3,603,983 26; and the work yet to be put under contract is computed to cost $1,808,259 40. The present condition and progress of the work induces the board to believe, that the balance of the appropriation now available will be exhausted on some of the lines by the middle of next January, and on all of them within the month of April next. In addition to the unexpended balance of the appropriation made by the act of the 21st of March, 1831, it is estimated, that during the ensuing year there will be required about $70,000 for paying off contracts on the old lines, and $1,995,679 30 for the lines of canal and rail road which have been placed under contract the past season, being the estimated balance required for the completion of the work now under contract; and also $800,000 for the contracts yet to be entered into― making an aggregate sum of $2,865,679 30 that will be wanted for the expenditures of the next year. OLD LINES OF CANAL. The DELAWARE DIVISION from Bristol to Easton is 593 miles. At the last annual report of the Canal Commissioners, December 21, 1830, in speaking of this division they say that," the filling of the canal for navigation in its whole course, commenced in October, 1830," and that, "twenty-five miles are navigable," but they add that "a part of the work first constructed has proved defective and requires extensive repairs." This last observation has been verified by the fact that since that time, the two Supervisors on the Delaware division have expended $97,339 51 on repairs, and introducing feeders, and the whole line is not yet ready for navigation. The original plan and construction of large portions of this division have proved to be exceedingly defective, and, although every exertion has been made throughout the year, by the officers on the line, to fill the whole canal with water, yet their efforts have here. tofore proved unsuccessful. The twenty-five miles of canal between New Hope and Bristol, was open for navigation on the 20th of last March; and has continued in good order, throughout the season, with but two or three weeks interruption, caused by the falling of the water in the river from which it was supplied; but for the want of a connexion with the upper portion of the canal, this part of it has been al. most uselsss. The water from the head of the canal at Easton, has within a short period reached New Hope, and confident expectations are entertained that the whole line will yet be filled, ready for an active naviga. tion next season. The porous nature of the soil along the Delaware, has demonstrated the fallacy of the original design, of feeding the entire 60 miles of canal from the Lehigh. Hence it has been found necessary to introduce other feeders: One for conveying into the canal, the waters of Durham creek, about ten miles below Easton; it is 1890 feet long, and 12 feet wide at the bottom; and another near Lumberville, by which the water of Milton creek is conveyed into the canal, it is 1509 feet long. Temporary feeders have also been constructed on sections 54 and 61, which will not be required when the repairs of the canal are completed. 422 REPORT OF THE CANAL COMMISSIONERS. [DECEMBER from Philadelphia, a distance of 216 miles. The chute in the Nanticoke dam has been altered, and constructed in such a manner as, it is believed, will afford entire safety to the descending trade of the river. $55,752 561 have been expended in repairs, &c. since the 1st of December, 1830. MUNCY LINE OF THE WEST BRANCH DIVISION, from the head of the pool of Muncy dam to Northumberland is 244 miles. This division was reported navigable in November, 1830; but the unusual floods of the past season, undermined the Muncy dam, and it had to be rebuilt; which has been effected in water that was from 15 to 23 feet deep, (being the excavation made ments, from a succession of freshets in the river. It is now being completed, and is so well executed as to give entire confidence in its future permanency. Hence there has, as yet, been but little nayigation on this line. The bridge over the West Branch of the Susquehan. na, at the town of Northumberland, was finished about the 21st of May, 1831, from which time to the 24th of November, the amount of tolls received on it has been $740 50. The want of a sufficient supply of water at the lowest stage of the river, had become so apparent to the board, that at their session in Philadelphia, on the 6th of May last, they passed the following resolution: "Resolved, That the supervisor having charge of the lower portion of the Delaware division be required, under the direction of the principal assistant engineer, to construct a wing dam at Wells' falls, on the Delaware | river, in such manner as not to obstruct the navigation of the river, and erect a water wheel with such other fixtures as may be necessary to supply the canal with water from the combined locks, near New Hope to Bristol." In passing the foregoing resolution, the board ex-by the over-fall of the dam) and under great embarrasspressly disavow any intention on their part, of impeding the natural navigation of the river; or of infringing the compact between the states of New Jersey and Pennsylvania. But inasmuch as the former state had by law, granted power to the Delaware and Raritan canal company to take water from the river Delaware, by a navigable feeder, to supply the summit level of their great canal; and had also authorised another company to construct, and fill with water from the river, a wide canal, six miles long, for propelling machinery at Trenton, the board conceived that the state of New Jersey had, thereby, given such a construction to the compact, as would justify Pennsylvania in erecting a water wheel to supply a portion of her canal. That work is now in such progress as to ensure an ample supply of water hereafter, between New Hope and Bristol. The expenditures on the line, since the 10th of December, 1830, for repairs, &c. (including the amount paid on the new dam) have been $20,095 964. The SUSQUEHANNA DIVISION, from Northumberland to the south end of Duncan's Island, is 39 miles. The navigation upon this division was closed by ice on the 10th of January, 1831, and re-opened on the 25th of March last. The trade upon it has suffered very little interruption during the past season, except for a short period, owing to a want of water, caused by a failure of the Shamokin dam. While it has become the duty of the board, in justice to the public, as well as to themselves, to expose the defects in the construction of the Delaware division; and also the errors that have been committed on other lines: They likewise, feel it to be incumbent on them, The board avail themselves of the present occasion, to declare their belief that the source of the evil, is not to record their decided disapprobation of having high to be sought in any want of zeal, or faithfulness on the dams in the Susquehanna river. Had low dams been part of their predecessors in office, but in the law pass-originally adopted, it would have avoided the immense ed the 16th of April, 1827, which limited the pay of en- expense, risk, loss and vexation, which have been congineers. sequent upon these great and unstable structures. The Shamokin dam is 94 feet high above the bottom of the river, and 2783 feet long; and the chute in it is 62 feet wide, and, as now extended, is 650 feet long. This "hopeful structure" has been twice built, and as often unfaithfully executed! A want of skill or vigilance in the officers superintending the construction, and of inre-tegrity in the contractors, is too manifest to be palliated. Engineers, like all other men who seek employment, will generally be found where their talents are best appreciated, and hence it should not have been expected, that those who were in the receipt of from three to five thousand dollars a year, would enlist in the service of Pennsylvania at the limited salary she offered. The former board of canal commissioners, in their port of the 25th of Dec. 1827, complain of the ef fect of that law by stating, that they were "suddenly deprived of the most valuable assistance," and "could not but entertain a painful sense of the responsiblity of their situation, and of the consequences that might arise from any error on their part." And they also add, that "it is believed that the organization of the engineer department, upon a regular and well digested system, is necessary to ensure economy of expenditure and excellence of construction. This object," say they, "has not yet been accomplished, nor is it believed to be practicable, while the provisions of the act of the 16th of April, 1827, continue in force." On the 21st December, 1830, the dam and chute had cost $64,217 27; and the repairs that have been done and are being done upon it this season, will add about $18,000 to the cost. A large amount of property was lost and injured in descending the chute last spring, and the ice removed about 180 feet of the dam, and materially damaged other portions of it. It has been undergoing a course of alterations, and repairs: but the first contractors for repairing the dam abandoned the job, and the work had to be re-let, which, with the continued high water of the river, has delayed its completion. The chute is finished, and, is believed, will hereafter render the passage of the descending trade of the river perfectly safe and easy. The repairs of the dam are nearly completed, but truth requires the board to state their opinion that its permanency is still insecure. The present board do not wish to be understood, as finding fault with the law as it now stands; for the increase of engineers in the United States has enabled them to surmount the difficulties complained of by their predecessors: But the effect of that misjudged econo- The amount expended since the 10th of December, my have been seriously felt by this board in the difficul- 1830, on this division from Northumberland to the first ty of putting the canal in navigable order-by the pub-lock below Berry's Falls, for repairs, &c. (including the lic, in being subjected to vexatious delays, and by the commonwealth in the cost of construction andļof repairs, and the loss of interest on the money expended. The NORTH BRANCH DIVISION, from Nanticoke dam to Northumberland, is 55 miles. Although this division was reported as finished last fall; yet it was not until the 27th of September that the supervisors of the line succeeded in passing boats the whole distance over it. Since then the navigation has been uninterrupted, and boats have arrived at Wilkesbarre, direct Shamokin dam and chute,) has been $17,564 86. The HARRISBURG LINE OF THE EASTERN DIVISION, from Duncan's Island to Swatara is 24 miles. The navigation of this line was not suspended by ice until the 10th of January, 1831, and the canal opened again on the 22d of March; since which time it has continued in good order the whole season. This short line has given an earnest of what may be expected from all the others, when they shall have been effectually repaired. The bridge over the river Susquehanna at Duncan's 1831.] REPORT OF THE CANAL COMMISSIONERS. Island is built on the Lattice principle. The final estimate of the cost amounted to $74,853 30, of which $72,854 85 have been paid, the balance amounting to $2,000 45, is retained, as the work is proved to have been very unfaithfully executed. The board passed a resolution on the 28th of December, 1830, directing it to be repaired, and a contract was soon afterwards executed; but about the 24th of August, the contractors relinquished the job,having done very little towards the fulfilment of their engagement. The bridge is now being repaired by the supervisor upon the line, in such a manner as will, it is believed, remedy many of its original defects, and render it safe and durable. The repairs on this line, including ten miles of the Susquehanna division, since the 10th day of December, 1830, amount to $9,324 124. The JUNIATA DIVISION, from Duncan's Island to Huntingdon, is 89 miles. The canal as far up as Lewistown, being the lower half of this line, kept open for navigation until the 10th of January, 1831; and the navigation was open on the 25th of March, to Newton Hamilton, which is 69 miles above Duncan's Island. One of the abutments of the dam in the Long Narrows was injured, and the towing path of the canal for some distance below it, was broken through in several places by an unusual freshet in the spring. About the 25th of April, the two aqueducts over the river at Shaver's ford and at Jack's narrows were finished, and shortly afterwards boats arrived at Huntingdon from Philadelphia, a distance of 255 miles. Since that time the navigation has been uninterrupted, except for a few weeks; which was occasioned by the breach of a large culvert near Waynesburg, and the sinking of one branch of the dam at North's Island, which had been underminded by the over-fall of the water. The culvert was rebuilt with great promptitude, and both the dams have been repaired. The towing path through the long narrows, has been raised and strengthened; and water ways have been constructed round the locks: so that when a few other repairs are made which are yet necessary, and which can be done during the ensuing winter, the whole line will be in good order for an active trade between the east and west, next season. The expenditures for repairs, &c. on the 89 miles, since the 1st of December, 1830, have been $66,976 55. The WESTERN DIVISION, from Johnstown to the Monongahela river, at Pittsburg, and including the branch and out-let lock into the Allegheny river, is 105 miles. The canal from Blairsville to Pittsburg, continued open for navigation until the 11th of January, 1831; and the trade commenced again upon the whole division on the 7th of April last. The tunnel at Pittsburg and out-let locks into the Monongahela, are finished ready for navigation. This tunnel is solidly arched throughout with sand stone, laid in hammer-dressed range work. The tunnel that was excavated through a hill at a loop of the Conemaugh, about ten miles below Blairsville, has given much trouble, by the rock falling from its roof. Hopes were entertained that as soon as the roof would acquire the form of a gothic arch, it might become permanent; but these hopes were disappointed. Large masses of stone continued falling, which often interrupted the navigation, and rendered a passage through the tunnel extremely dangerous. The board, therefore, gave directions to have so much of it arched as had manifested symptoms of giving way. The larg est portion of the work has been done, and the most dangerous places have been secured. The residue of the arching will be finished during the ensuing winter. Dam No. 4, at the tunnel, required extensive repairs, which have been made, and they are done in a substantial manner. The whole western division was kept in good navigable order, until the 7th of July last, when the greatest disaster happened that has heretofore befallen the 423 public works of the state. Continued wet weather, for several weeks prior to the 7th July, had saturated the ground, and filled the streams with water, when an unprecedented rain fell upon a narrow strip of country parallel with the Conemaugh, and only a few miles distant from it, which in four or five hours, swelled the small tributary streams on the south side of the river into irresistible] torrents, which in their headlong course, swept off fences, bridges, mill dams, saw mills, and houses, and suddenly raised the river to an extraordinary height. At the mouth of Tub Mill creek, there were about 14,000 yards of embankment, and a great amount of protection wall carried away from the canal. M'Gee's run bore off a towing path bridge. Stony run swept away the aqueduct over it; and several small towing path bridges, walls and embankments, along the Kiskiminetas line, were thrown down, carried away, or destroyed. But the most serious effect produced by the flood, was the destruction of a large dam over the river at Leechburg. Immediate measures were taken to repair the injuries sustained by the public works, and proposals were received from contractors for repairing the old dam,and also for building a new one, 1400 ft. further down the stream. Upon opening the proposals, and calculating the value of the bids, it appeared that about as much was asked for repairing the old dam, (when taken in connexion with the abutments and the guard lock which required to be rebuilt) as for building a new dam and all things connected with it; hence the board decided upon having a new dam erected. The reasons which governed the board in their decision, were, the extent of the breach in the old dam and that the foundation was washed out to a great depth; that the old dam was grossly defective both in plan and construction, and a portion of what was yet standing was greatly shattered; that the same cause which had effected the present breach might again occur, and remove the remainder of the dam, at a time when an immensely increased commerce would proportionably magnify the evil; that one of the abutments required immediate re-building, and that the other one, being constructed of wood, must soon perish; that the guard lock was so unfaithfully executed, as also soon to require re-building; that the site chosen for the new dam affording rock for one of the abutments; that the principle upon which the new dam was proposed to be constructed, afforded entire confidence in its strength and stability; and lastly, that very little, if any, saving would be effected, either in time or expense, by adopting a temporary patch work plan, instead of a radical remedy. The new dam has a base of 96 feet with the thread of the stream, sloping on both sides to the comb; it is 28 feet high from the bottom of the river, and 23 feet high from low water mark; and has a wier 450 feet long. The abutment and guard lock were built by contractors, and the dam itself was erected by the three supervisors upon the western division. The board take great pleasure in bearing testimony to the unremitting diligence of those gentlemen, Messrs. Leckey, Knott and Jameson-This great structure was urged forward by them with, such system, energy and perseverance as to be completed, (except some gravelling,) in 68 days from the time the first timber was laid down. All the other injuries sustained by the flood have been effectually repaired, and there is now no obstacle to the future use of the western division. The whole amount of money expended for repairs, &c. between Johnstown and Pittsburg, including the Leechburg dam and guard lock. since the 10th of December, 1830, is $73,217 614. The FRENCH CREEK FEEDER, from near Bemis' mill to the lower end of the feeder, by Conneaut swamp, is 19 miles. The present situation of the feeder renders it entirely useless. $4,399 85 has been expended du. 424 REPORT OF THE CANAL COMMISSIONERS. It will be perceived by the above table, that the ordi nary repairs on 4264 miles of canal,bave cost $92,708 84, while the extraordinary expenses incurred within the last year have amounted to $260,935 74. This last sum belongs more properly to the cost of construction than the expense of repairs, being principally incurred in making necessary new works, and in remedying the defects of old works, which required large expenditures to render them useful and permanent. The ag gregate estimates of the supervisors, for ordinary repairs, &c. within the ensuing year, amount to about $100,000. But as the works have all been recently constructed, it would be unwise to expect a total exemption from partial failures, it will, therefore, be necessary to provide for casualities to which all new works of this kind are subject. Finding that the appropriation for making repairs on the canal, and for other purposes, would prove inadequate to meet all the demands upon that fund, the board of canal commissioners, on the 11th of November last, directed so much of the fund as was then in the treasury, to be paid to the supervisors having the charge of the Leechburg, Muncy, and Shamokin dams, deeming the completion of these structures of vital importance to the whole canal system. Hence there is a deficiency for other objects, intended to be paid out of that appropriation, some of which are of an urgent nature, requiring the speedy interposition of the legislature. While the board are not disposed to doubt the wisdom of making specific appropriations for the construction of the several lines of canal and rail-road, yet they would respectfully suggest the propriety of making a general provision for repairs, that may become neces DECEMBER sary. A limited appropriation may often not be adequate to meet extraordinary exigencies, and for want of power in the fiscal officers of the government to grant relief, may be attended with disastrous consequences. A combination of untoward circumstances during the past season prevented the use of the greatest part of the canal, and hence the toll received for 11 months, ending on the first of November last, amounted only to the sum of $38,241 20. A want of correct information, respecting the power and capacity of the canal, and distrust in its stability, caused the usual number of arks to be constructed, which, with a favourable state of water in the rivers throughout the season, conveyed to market the greatest portion of the produce of the country. In May last, the trade between Philadelphia and Pittsburg, began to take the route of the Schuylkill, Union and Penn. sylvania Canals, and was becoming quite active; when on the 7th of July the disasters, already detailed, took place along the Conemaugh and Kiskiminetas rivers, since which time the trade by that route has been entirely suspended. Full confidence is entertained, that neither of the above causes will operate hereafter, and that in ordinary seasons the public may calculate upon having an uninterrupted navigation, from about the 15th of March, to the 15th of December: or nine months in every year. From preparations, which are making by the citizens along the several lines, to employ the canal next season, calculations have been made by the collectors, of the probable amount of toll which may be expected during the next year. These estimates amount to $161,000; the board believe it will be safe to place it at $150,000. The tolls charged on the Pennsylvania canal were revised by the board of canal commissioners, on the 9th of last April; they are now as low as justice can require, or prudence can warrant. A copy of the rates of toll in tabular form marked B. accompanies this report. Numerous water powers have been, and are being, created by the Commonwealth, along the several divisions of canal and slack water. It is respectfully sug gested that an authority vested in the board, to dispose of so much of the surplus water as cannot be required for the purposes of navigation, would multiply manufactories, promote the prosperity of the country, and add much to the revenue of the state in rent, for the use of the water, and in tolls on the additional tonnage arising therefrom. Under the act of the 6th April, 1830, appeals were taken from fifteen decisions on the eastern; forty-two decisions on the Delaware division; made by the canal decisions on the Juniata, and one hundred and seven commissioners upon claims for damages, occasioned by the construction of the canal, to the appraisers appoint. ed under the said act. The amount offered by the ca nal commissioners, and the amount awarded by the ap praisers, appear from the following statement: The awards by the appraisers upon the eastern division, were made in the year 1830, and directions were given by the board to the superintendant, to pay the amount awarded to the claimants respectively. The awards upon the Juniata and Delaware divisions, were made by the appraisers during the past season; and the record required by the act to authorise the canal com. missioners to carry their proceedings into effect has not yet been received. The sum of $33,863 25 has been paid within the last year for damages, on the following divisions of the Penn sylvania canal and rail road: |