USA > Pennsylvania > A gazetteer of the state of Pennsylvania : a part first, contains a general description of the state, its situation and extent, general geological construction, canals, and rail-roads, bridges, revenue, expenditures, public debt, &c. &c. ; part second, embraces ample descriptions of its counties, towns, cities, villages, mountains, lakes, rivers, creeks, &c. alphabetically arranged > Part 6
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29
17
53050
12500
3568
50
1814
Springhouse, Northampton & Bethlehem
42
5
19440
10000
7000
50
15000
1816
Stoystown and Greensburg .
37
37
71000 112000 30000
6000
32000 1819
*
Strasburg and Fannetsburg
36
1804
Susquehannah and Lehigh
30
30
22000
10000
1050
100
1111 1806
1818
Susquehannah and Tioga
80
64
48400
30400
880
100
1818
Susquehannah and Waterford
126
118
50000 140000
1450
25
1809
Susquehannah and York
12
12
33700
5000
4000
100
1810
1819
Washington and Pittsburg
25
10
50000
12000
5000
8000
1819
Washington and Williamsport
19
5
10500
10000
2330
50
1819
Waynesburg, Greencastle & Mercersburg
49
24
103000
15000
3792
100
1818
York and Gettysburg
29
29
90000
40000
4000
100
6500 1820
1807
York and Maryland line
18
18
80800
4500
100
2000 1809
1811
York and Conewago canal
11
11
60000
5500
100
8100 1812
1815
United States Road
80
80
8000
1821
*
Huntingdon, Cambria, and Indiana Indiana and Ebensburg
80
80
55950 171850
3435
50
26
14325
12000
95
50
1814
Lewistown and Kishcoquillas
6
6
22000
21000
14000
5000
50
1809
Milford and Owego
30
20
70000
10000
4200
100
1800 1814 27000 1817 30000 -
1814
Greensburg and Pittsburg
1819
Hanover and Carlisle
28
28
205300
10 & 5000
100
3988 1812
1809
Downingstown, Ephrata & Harrisburg
68
68
116500
60000
3750
100
56500 1819
1805
Coshocton and Great Bend
50
50
81000
6000
50
80000 1820
1803
Cheltenham and Willowgrove
11
11
3
3
6000
1000
1813
1808
1812
15
15
51700
50
-
-
=
1792
Philadelphia and Lancaster
62
62
465000
*
=
600 140000 1816
-
1819 *
Rohstown and Mount Pleasant Smithfield
18
5
10000
1814
1815
1814
Marietta and Mountjoy
5
**
Mill creek
1811
Perkiomen and Reading
50
22
90400
50
*
26
50
1806
1811 Anderson's ferry, Waterford & N. Haven. * Armstrong and Indiana
Length
płetd
Somerset and Bedford
50
9000
500 -
37
TURNPIKE ROADS.
We add a table of the title of the acts which have been passed since that re- port, not having the means of obtaining the information possessed by the Com- mittee of the Senate, to whose labors we are indebted for the preceding table. LIST
Of the Corporate Titles of all the turnpike road companies, authorized by the Legis- lature, in the order in which the acts were passed. Date of Acts, Title of Road. Counties thro' which they pass. March 30, 1822, Kemberton and Yellow Springs, Chester, Butler. Venango, Butler. Butler and Kittaning, Armstrong. January 29, 1823 Abington and Waterford, Luzerne, Susquehannah March 31, 66 Ararat, Susquehannah, Wayne. 66 Columbia, Chiques and Marietta, Lancaster. Monongahela and Brownsville, Allegheny.
Feb. 19,
March 31, Susquehannah and Tioga, extended to the Centre turnpike,
January 24, 1824 Mount Pleasant,
March 3, 1825, Huntingdon and Philipsburg,
Greensburg and Robstown,
April 11, 1825, 66 66 Greensburg and New-Alexandria,
66 Bellefonte, Aaronsburg and Young- } manstown,
Centre and Union.
66
April 10, 1826,
66
66
Warren and Jefferson Turnpike
London and Drake's Ferry,
66
Clearfield and Jefferson,
66
Roseburg and Mercer,
Potter's Old Fort and Water Street,
Wilksbarrie, Mauch Chunk and North- } Luzerne, Northampton
April 4, 1827,
ampton, Mercer and Vernon,
and Lehigh- Mercer Co. do. Indiana, Alleghany.
April 10, 1826, April 13, 1827,
Indiana and Pittsburg,
Shippenville and Foxburg,
Venango.
York and Cumberland.
March 27, 1827, York Haven and Harrisburg Bridge, January 17, 1828 Lackawaxen,
Feb. 7, 1828, Feb. 16, « April 10, 66
Pittsburg and Coal Hill, Peter's Mountain,
Wayne. Allegheny. Dauphin.
Columbia, Washington and Port Deposit, Lancaster.
Monongahela and Coal Hill, Dundaff and Tunkhannock,
Allegheny. Luzerne, Susquehannah. do. Centre and Clearfield. Bucks.
66 Willow Grove and Doylestown,
Faulkner's Swamp and Berks County, Wilsonville and Lackawaxen,
Salem and Dyberry,
Montgomery, Berks. Wayne. do. Bradford. Montgomery.
Spring House and Sumneytown, Pittsburg Farmer & Mechanics' turnpike, Allegheny.
Reading, Reamstown and Ephrata,
66
66 Union and Pittsburg,
April 23, 1829, Lycoming and Tioga, January 14, 1830 Pittsburg and Birmingham,
Luzerne and Schuylkill·
Wayne. Huntingdon and Centre. Westmoreland. do.
Ebensburg and Conemaugh, Milesburg and Smithport,
Manyunk and Flat Rock, Milesburg and Snow Shoe,
Cambria. Centre, Clearfield, McKean. Philadelphia. Centre. Warren and Jefferson.
Franklin, Huntingdon. Clearfield, Jefferson. Armstrong, Butler Ve- nango, Mercer. Centre, Huntingdon.
April 8, 1826, April 9, 1827,
66
Carbondale and Blakely,
66
Snow Shoe and Packenville,
April 12, 1828, April 3, 1829, April 16, " 66 Athens and Troy,
Mercer, Greenville and Kinsman,
Berks, Lebanon, and Lancaster. Fayette, Westmoreland and Allegheny. Lycoming and Tioga. Allegheny.
April 2, 66 Butler and Franklin,
38
RAIL ROADS.
March 10, 1830 Shippensville and Emlenton,
Venango.
March 20,
Milford and Owego, (Lateral road)
Susquehannah, Luzerne. Dauphin and Northam. York and Adams.
April 5, Dauphin and Sunbury,
Dillsburg and Berlin,
April 6, 66
Bedford and Frankstown,
Bedford, Huntingdon. Adams. Lancaster, Dauphin.
April 3, = Armagh and Conemaugh,
Indiana.
April 2, Honesdale and Clarksville,
Wayne. do.
January 17, 1831 Honesdale and Germanville,
January 25,
Tunkhannock Bridge and Carbondale,
do.
April 1,
Williamsport and South Creek,
Lycoming, Tioga, Bradford. Warren, Jefferson.
March 30, 66
€ Honesdale and Big Eddy,
Wayne.
Feb. 17,
Armstrong and Clearfield,
Armstrong, Clearfield.
Feb. 23,
Muncey and Monroc,
Lycoming, Bradford.
March 2,
Cherry Ridge and Lackawana,
Wayne, Luzerne.
March 14,
Dundaff and Henesdale,
Susquehannah, Wayne
March 18,
Hummelstown, Middletown & Portsmouth, Dauphin.
March 25, Bethany and Honesdale,
Wayne.
1832, Somerset, Bedford, and Maryland,
60 Susquehannah and Great Bend,
Luzerne.
66 Berry's Mountain Company,
Dauphin.
Wayne.
Montgomery.
" Pottsville, Minersville, and Carbondale,
Schuylkill, North- umberland.
It is altogether impracticable to state the aggregate length of these roads, or even by estimate to make an approximation to it, inasmuch as neither the route, nor the point of departure, nor the point of termination, is fixed by the act in ma- ny cases. It is probable, however, that more than 3000 miles of Road has been authorized to be made, and that between 22 and 24 hundred have been constructed.
Two stone Turnpike roads run from Philadelphia by Pittsburg, one by the south- ern, the other by the northern route. One continuing road runs from Philadel- phia to the town of Erie on the lake, through Sunbury, Bellefonte, Franklin and Meadville. Two roads run northward from Philadelphia, one to the New York State line, in Bradford county, passing through Berwick, and one to the northern part of the state, in Susquehannah county, passing through Bethlehem ; and one continued road runs from Pittsburg to Erie, through Butler, Mercer, Meadville, and Waterford.
All these turnpike roads have been undertaken by private companies, many of which have been aided by liberal subscriptions on the part of the state. We may notice here, because of its great importance, the east and west state road leading through the northern tier of counties ; much of the expense of this road has been paid by the state. It is passable, but needs much improvement which it will gradually receive, as the country becomes populated.
RAIL ROADS .- Short and rudely constructed Rail ways, leading from quarries and mines, have been in use in several parts of the state, for about twenty years. The first act passed in America, authorizing a company to make a rail road for public use, was that of 31st March, 1823, granting permission to Mr. Stevens and others to make a rail way from Philadelphia to the Susquehannah at Colum- bia, a distance of 84 1-2 miles. That company did not commence the work, and the state has since nearly completed a like road between these points, which we shall notice more particularly when treating of the great plan of the Common- wealth for internal improvement. Authority has been given to some thirty three companies for making rail roads in various parts of the state. Some of these projects are the result of over excited rapidity, and will probably never be execut- ed ; but most of them are based upon the actual improvement of the country
Gettysburg and Hagerstown,
April 5,
Marietta, Bainbridge, Falmouth and Portsmouth,
Warren and Ridgeway,
Bald Eagle, Nittany and Bellefonte,
Centre.
Honesdale and Delaware,
Perkiomen Bridge and Sumneytown,
39
RAIL ROADS.
and will supply the place of turnpikes, and are required, by the increased demand for the agricultural and mineral products of the Commonwealth.
The following is a table of the titles of the acts authorizing the rail roads at present executed, in progress, or in contemplation.
DATE OF ACT.
TITLE.
COUNTIES.
31 March, 1823. Philadelphia and Columbia Rail Road, 6 Philadelphia, Delaware,
11 April, 1827, 3 April, 1826,
Oxford Rail Road Co. of Chester Co. Susquehannah and Delaware Canal and Rail Road,
Luzerne.
11 March 1826, Lackawana and Susquehannah Rail Road, do.
16 April, 1827, do. do. do.
8 April, 1826, )
Danville and Pottsville Rail Road,
§ Northumberland and Schuylkill. Schuylkill.
Little Schuylkill Rail Road substituted for Canal, do.
Schuylkill Valley Rail Road, do.
do. do.
14 66
7 Feb. 1828, 7
Tioga Rail way, substituted for Canal, Tioga. Schuylkill. Mill Creek and Mine Hill,
Baltimore and Ohio.
24 March, 1828, Mine Hill and Schuylkill Haven, do.
24 66 66
9 April, 1828, 12 April,
14
20
66 1829,
22 1829,
23 = 1829,
30 Jan. 1830,
16 March, “ 6 April,
Phillipsburg and Juniata,
Tuscarora and Cold Run Tunnel and Rail Road Company.
6
66 Middleport and Pine Creek Rail Road
6
66
66 Delaware and Susquehannah.
7
7 66
17 Feb. 1831,
Philadelphia, Germantown, and Norris- town Rail Road Company.
Philadelphia and Montgomery.
18 66
Westchester Rail Road Company,
30 March, 1831, Lorberry Creek Rail Road Company,
11 60
66 Bald Eagle, Nittany Valley Turnpike and Rail Road Company.
-
1 April, Fishing Creek Rail Road Company, Rail Road Company of Philadelphia, and Delaware Company of Southwark,
2 Swatara and Good Spring Creek, Roush Creek,
Centre. Schuylkill. Philadelphia. Schuylkill. do. Cumberland.
Cumberland Valley Rail Road,
Rock Cabin and Tangascootack Rail Road, Centre. Beaver Meadow Rail Road Company author- ized to extend their Road to the river Lehigh & Northampton. or the Delaware Canal, at or near Easton, Philadelphia and Trenton Rail Road Co. Philad'a, Bucks. Franklin. York. Mifflin. Franklin Rail Road Company, York and Maryland Rail Road Company, Leggett's Gap Rail Road Company,
1832.
Lyken's Valley,
Beaver Rail Road and Coal Company,
Schuylkill. do do. Philadelphia. Wayne, Luzerne. Schuylkill. Huntingdon, Centre.
Schuylkill. do. Pike and Luzerne. Dauphin.
Lick Run in Lycoming County.
Northern Liberties and Penn township,
Waullenpaupack Improvement Company, Lateral of Mill Creek and Mine Hill.
Lycoming Rail Road and Navigation Company.
Tioga Rail and Road Company.
Orwigsburg Rail Road Company,
Mount Carbon,
State Rail Road, from Philadelphia to Co- }
lumbia, and across the Allegheny mountain. §
27 Feb. 66
Sandy and Beaver Canal, Beaver.
do.
14 April, 1828, 5
3 March, 1826, Of the Union Canal Company,
14 April, 1828, 14
Chester, Lancaster.
Chester.
§ Northampton, Le- high, Schuylkill.
Chester. Schuylkill.
66
40
RAIL ROADS.
Norristown, Berks and Lehigh Rail Road } Montgomery, Le- Company, Adams County Rail Road Company, Adams. high, Berks.
The following concise notice of some of the roads undertaken by private com- panies, is the most our limits will admit.
The Rail Roads created by the mineral wealth of Schuylkill county, are,
The Schuylkill valley road, running 10 miles, from Mount Carbon, to Tuscarora,
COST. $55,000
Lateral roads connecting with this, 10 miles,
20,000
Mill Creek Rail Road, 4 miles,
14,000
Laterals, 3 miles,
6,000
West branch Rail from Schuylkill Haven, 15 miles, to the Broad mountain,
150,000
Laterals intersecting do. 5 miles,
10,000
Mount Carbon, extending 9 miles up the two branches of the Nor- wegian creek, 100,000
Pinegrove Rail Road, extending 5 miles, from the Coal mines to the Swatara feeder, estimated,
30,000
The Little Schuylkill Rail Road, 23 miles in length, commences
at Port Clinton, and extends up the Little Schuylkill river, to the mountain,
estimated, 250,000
Thus the Coal mines of Schuylkill County, alone, have created 83 miles of Rail Road, and caused the expenditure, or rather the profitable investment of $635,000.
In Northampton county, the Mauch Chunk mines have given being to the rail road leading to the great mine on Mauch Chunk mountain, nine miles in length, Lateral or branch roads, 47,520ft. 8,069
Roads and their branches in the mine,
11,437
67,026
Total length of single tracts, 12,695-1000 miles, cost $38,726=$3,050 the mile.
It will be observed that the cost of making the bed of this road, one of the best turnpikes in the country, is not included. And to the road around the head of Mauch Chunk and Nesquihoning mountain, to the mines at Room Run, 28031 ft. or 5 miles and 1631 ft. (For a more particular account of these roads, see the article, " Mauch Chunk.")
The Beaver Meadow mines in the same county, have caused the projection of rail roads, to the Little Schuylkill, to the Lehigh river, along the val- ley of that river to Northampton, and from thence towards Philadelphia. None of these projects have been further prosecuted than the formation of com- panies disposed to execute them. Some one, or all of them will be executed, when the public shall be satisfied that coal can be brought by it, or them, profitably to market.
In Luzerne county, similar roads have been projected along the valley of the Lackawana, to bring its coal to the improved navigation of the Susquehannah.
And in Dauphin county, a rail road is being constructed from the coal mines of the Sheet mountain, crossing William's valley at right angles, at the mines to the northern base of Berry's mountain, along which it is continued to its western termination, at the river Susquehannah. Whole length 16 miles. This road will probably be completed in the autumn of 1833.
To these rail roads, made with a view to the coal trade, we may add the follow- ing, which have been commenced and in progress, viz: the Philadelphia, Ger- mantown, and Norristown rail road, the whole distance of which is about 16 miles, 5 of which have been completed and are in daily use; the Danville and Pottsville rail road, now called after the late Mr. Stephen Girard. This is one of several projects for connecting the Susquehannah river, with the city of Philadelphia ; and public opinion has decided that it is the most practicable one. From the confluence of the north and west branches at Sunbury, the surveyed line will be 44 miles, 174 poles, to the eastern extremity in the Mount Carbon rail road, 2} miles northward from Pottsville. To which must be added, seven miles
41
CANALS.
connecting the road with Danville. The estimated cost of a single track to Sun- bury is $675,000, and with a double tract the further sum of $148,102. The ori- ginal act authorizing a company to make this road was passed 8th April, 1826 ; but nothing effectual having been done under it, a supplement was enacted, ap- pointing new commissioners to receive subscriptions, enlarging the permitted amount of capital stock from $300,000 to $1,000,000, and authorizing a branch road to Catawissa ; since which some auxiliary acts have been passed. A suffi- cient portion of the stock for executing the most useful and profitable parts of the road had been subscribed, and the work is progressing with vigour. (For a fur- ther notice of this road, sce the article " Pottsville.") From an inspection of the lists of rail roads and canals, authorized by law, which we give, it will be seen that many projects have been offered to connect the great rivers of the state, the Susquehannah and the Delaware. One of these has been effected, and two oth- ers, by the state rail road from Columbia to Philadelphia, and the rail road from Sunbury to Pottsville, are like to be speedily completed. Other projects for con- necting these rivers, at higher points, as at Catawissa, Berwick, and Wilkesbar- re, must, we think, wait sometime for maturity.
The following table comprizes titles of acts, passed by the legislature, author- izing the incorporation of lock and canal navigation companies.
DATE OF ACTS.
TITLE OF COMPANIES.
COUNTIES.
Sept. 29, 1791, Schuylkill and Susquehannah Navigation,
Daup. Leb. Berks.
Delaware and Schuylkill do. Berks, Mont. Phila. York.
Conewago canal west side of river,
Chester.
Feb. 27, 1798,
Feb. 19, 1801,
Chesapeake and Delaware Canal,
Maryland, Delaware. Franklin.
March 17, 1806,
Conestoga Lock and Dam Navigation,
Lancaster.
April 2. 1811,
Union Canal,
Dauphin, Leb. Berks.
March 26, 1814,
Neshaminy Lock Navigation,
March 8, 1815, Feb. 5, 1817,
Schuylkill Navigation,
Sch. Berks, Mont. Phil. Luzerne.
March 24,
Monongahela Navigation, Fay. Gree. Alleg. Was. West.
March 20, 1813, Lehigh Navigation, by White & Co.
March 29, 1819, Scuylkill West Branch Navigation, Octorara Navigation,
1820,
Conestoga, to be made Navigable by Jas. Hopkins,
- Lancaster.
March 27, 1823, Harrisburg Canal and Lock Navigation,
April 1, 1823, March 13,
Shenango Canal Company,
April 26, 1825,
Of the Lackawaxen river,
Luzerne,
March 3, 1825, April 12,
Codorus Navigation Company,
Lock Navigation on the Little Schuylkill, Schuylkill Co.
Feb. 20, 1826, Feb. 9, 1826,
Chesapeake Bay and Ohio River,
Feb. 20, "
Tioga Navigation Company, Susquehannah and Lehigh (Nescopeck,)
March 25,“
April 7, Petapsico and Susquehannah Canal,
April 3,
Susquehannah and Delaware Canal and Rail Road,
Northampton.
April 5,
Northumberland Canal and water right Co. Northumberland.
April 10, “ Sunbury Canal,
Pennsylvania and Ohio Canal Company, Shamokin Creek,
Allegheny and Conewango Canal,
do. Beaver, Allegheny. Northumberland. Warren, Venango.
April 16, 1827, 14, 66
Norwegian Creek Slack water Navigation, Schuylkill.
6
April 10, 1792, 1793,
Brandywine canal and lock Navigation, Lehigh Navigation (1814, March 22)
Northap., Luzerne.
Feb. 7, 1803,
Conecocheague Navigation,
March 20, 1813, Conewago canal, east side of river.
Dauphin, Lancaster. Bucks.
Northamp. Luzerne. Schuylkill.
Lancaster, Chester.
- Dauphin. Crawford.
Improvement and Slack Water Navigation,
March 28, 1820, Canal & lock Navigation of the Brandywine, Chester, Delaware. Conestoga Navigation Company,
Lancaster. York.
Somerset, Fayette, Westmoreland, Alleg. Tioga. Colu. Luz. North'n. York.
April 14, 1827,
Lackawana Navigation,
42
CANALS.
April 11, 1827, Stony Creeek Slack water Navigation,
March 22, 1827, Mahanoy Navigation Company,
20, Schuylkill Valley Navigation,
22. 66 Delaware and Schuylkill lock navigation,
April 7, 1830, Waullunpaupack Improvement Company, Feb. 23, " Penn's Creek Navigation,
Dauphin.
Northampton. Schuylkill.
Philadelphia.
Wayne, Luzerne. Union.
We believe of these many projects for improving the internal communication of the state, by navigation, the following, only, have been executed: The Union Canal, the Schuylkill navigation, the Lehigh navigation, the Delaware and Hud- son canal, the Chesapeake and Delaware canal, the Conestoga navigation, the Cordorus navigation, and the Conewago canals. We have already described the Lehigh, the Conestoga, and the Codorus navigation, and refer the reader to those articles. We proceed to give a concise description of the others.
On the 29th September, 1791, the legislature incorporated a joint stock compa- ny to connect the Susquehannah and Schuylkill rivers by a canal and slack water Navigation; and a second company was incorporated by act of 10th April, 1792, to unite the Delaware and the Schuylkill, by a canal extending from Norristown to Philadelphia, a distance of 17 miles. The Schuykill river from the former place to Reading was to be temporarily improved, and this with the works of the Susquehannah company, to form an uninterrupted water communication with the interior of the state. The place of union, however, was soon afterwards changed on the recommendation of Mr. Weston, an English engineer, and it was resolv- ed to extend the Susquehannah canal to the Delaware, a distance of seventy miles. About 15 miles of the most difficult parts of the two works, comprizing much rock excavation, heavy embankments, extensive deep cuttings, and several locks of bricks were nearly completed ; when after an expenditure of 440,000 dol- lars, the works were suspended by reason of the pecuniary embarrassments of the stockholders of the companies. The suspension of these works, and subse- quently of the Chesapeake and Delaware canal, discouraged every similar work, which was projected for many years afterwards. Frequent attempts were made in vain even though the state tendered the assistance of 300,000 dollars to resume operations. In the year 1811, the two companies, composed chiefly of the same stockholders, were united under the tittle of " The Union Canal Co." By the act uniting them, they are specially authorized to extend their canal from Philadelphia to Lake Erie, to make such further extension in any other part of the state as they might deem expedient. A large amount of new stock was indispensable to the success of the company, which they were authorized to create by act of 29th March, 1819, and for payment of interest thereon, the avails of a lottery granted by the last preceding act, were pledged. By act 26th March, 1821, the Common- wealth guaranteed the interest, and granted to the company a monoply of lotteries.
Thus sustained, the managers resumed their operations in 1821. The line of the canal was relocated, the dimensions changed, and it was rendered navigable in 1827, thirty-seven years after the commencement of the work, and sixty-five after the date of the first survey.
The Union Canal is nearly 80 miles in length, from Middletown on the Susque- hannah, to a point on the Schuylkill, a short distance below Reading (exclusive of a pool and towing path of 2 miles, 73 chains) on the latter river, and of the navi- gable feeder from the Swatara, 6; miles long, and of the pool of the great dam upon that stream, reaching to Pine Grove. Its total length including the branches is about 90 miles. At Middletown it is connected with the Susquehannah river and Pennsylvania canal, and at Reading with the works of Schuylkill navigation company. Its route is nearly parallel with the Tulpehocken and Swatara creeks, and the creek between their head waters runs near the town of Lebanon. The lockage of 519 ft. is overcome by 93 lift, and two guard locks, which are 75 ft. in length, and 8 ft. 6 inches in breadth. Two of the locks which overcome a height of 16 ft. connect the canal with the state works, and were made at the expense of the Commonwealth. The canal is 36 feet wide on the surface, 24 feet at the bottom, and 4 ft. in depth. There are 43 waste weirs, 49 culverts, 135 bridges, 12 small and two large aqueducts, and 12 miles of solid stone wall, to protect the work from the abrasion of the streams.
43
CANALS.
The canal is divided into three parts or sections, the eastern, the summit, and the western. The eastern is 37 miles, 61 chains in length, to which must be added a towing path and pool of 3 miles, 42 chains. The descent of 311 ft. is effected by 54 lift, and 2 guard locks. The summit is 6 miles, 78 chains in length, to which must be added the navigable feeder dam.
This section being through a limestone district, much deep rock excavation was requisite, and so faithless is the bed which this rock affords that it became neces- sary to plank it throughout. There is on this section, west of Lebanon, a tunnel excavated through solid rock, 729 feet long, 18 feet wide, and 16 feet high. The summit is supplied by water from the Swatara, conducted to it by the feeder already mentioned, and as the canal is above the level of the feeder, the water is thrown into it by two large water wheels and pumps ; and a provision against accidents to these works is made by the erection of two steam engines, one of 120 and the other of 100 horse power. The regular supply of water by this stream in dry seasons proving insufficient, the company resolved on a novel and extraor- dinary expedient to obtain a store of water, which they have successfully effected. A dam has been constructed in the Swatara Gap of the Blue Mountains, through which the Creek passes, near to the northern declivity of the mountain, at which the pass is 430 feet wide. The dam is divided into two parts, and constructed on different principles. That on the west is of brick work, filled in with stone, and backed with earth; that on the east is of stone and earth. The first measures 200 feet across the stream, and 40 feet in perpendicular height. The timbers are 10 by 12 inches square, those at the base of white oak and of the superstructure of white pine, laid at right angles, forming squares of from 6 to 8 feet, from centre to centre, firmly tree nailed, filled with stone and strongly fitted against the mountain which supplies an abutment of solid rock at the west end. The east side of the cribs is supported and confined by an immense stone abutment, laid in hydraulic cement, which rises to the height of 48 feet, 8 feet higher than the cribs, and is intended to protect the embankment of earth and stone from the ice fresh- ets. The open in front of the cribs is of white oak planks. The cribs extend up the stream 110 feet, with a backing of earth extending in the same direction to the distance of 110 feet more, making the base 220 feet up the stream, by 200 feet across the same, covering a surface of 44000 square feet. The second part, an embankment of stone and earth, extends from the stone abutment, above described, to the east side of the gap, 230 feet, and at the base 260 feet up the stream, and 60 feet wide at the water surface. Its eastern extremity is well protected by a natural abutment of solid rock in the mountain. This embank- ment rises two feet higher than the stone abutment, having an altitude of 50 feet, and covers a surface of 59,000 square feet, which united to the sum of the space covered by the crib work, make 103,800 square feet, for the base of the structure, part of which is natural.
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