USA > Pennsylvania > A geography of Pennsylvania : containing an account of the history, geographical features, soil, climate, geology, botany, zoology, population, education, government, finances, productions, trade, railroads, canals &c. of the state : with a separate description of each county, and questions for the convenience of teachers : to which is appended, a travellers' guide, or table of distances on the principal rail road, canal and stage routes in the state > Part 18
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143
TRADE AND COMMERCE.
the National road to Wheeling on the one hand, and Baltimore on the other ; by the internal improvements of the State to the city last named, or via Philadelphia, to ports on the Atlantic; and by the Ohio river to all parts of the valley of the Mississippi.
Pittsburg, the great manufacturing city and commercial emporium of western Pennsylvania, sends her manufactures of iron, glass, cotton, &c., throughout the vast extent of country bordering on the Ohio and Missis- sippi rivers, as well as to the rapidly improving region extending along the lakes. In return are received drafts on the Atlantic cities or New Orleans, or the varied produce of the several states, viz : pork, beef, lard, butter, flour, hemp, tobacco, cotton, sugar, molasses, &c. ; together with a large part of her supply of coffee, imported at New Orleans. A portion of the above named articles, as pork, lard, flour, hemp and tobacco, is re-exported from Pittsburg to Baltimore ; and a still larger portion finds a market in Philadelphia, for home consumption or exportation. With the proceeds of the sales of these articles, and of large quantities of flour and wool, the produce of western Pennsylvania; together with drafts on the Atlantic cities received from sales to the west, she purchases in the Atlantic cities, for the consumption of her own citizens or the supply of a large extent of country in western Pennsylvania and Ohio, the cotton, woollen and leather manufactures, the bonnets, and other articles the manufactures of New England ; and various foreign imports ; e. g., manufactures of wool, silk, cotton, linen, steel and other metals; porcelain and earthern wares, tea, spices, dried fruit, wine, brandy, &c.
Annexed is the tonnage of the port of Pittsburg in the years 1832 to 1841 inclusive. The sudden reduction observable in some of the years may be accounted for by the sale of steamboats, great numbers of which are built here for towns on the Ohio and Mississippi rivers.
Year.
Tons.
Year.
Tons.
Year.
Tons.
Year. 1841
Tons.
1832
10,092
1835
13,272
1838
11,865
10,343
1833
11,713
1836
10,767
1839
11,865
1834
13,272
1837
12,652
1840
12,000
According to Harris' Directory, the number of steamboats owned, in whole or in part, in the district of Pittsburg, in 1841, was 89, of an aggre- gate tonnage of 12,436 tons.
Southern Pennsylvania, whose exports consist principally of grain, flour, iron, leather, &c., finds a market for a large part of these in Baltimore, and the neighbouring counties of Maryland and Virginia. The National road, connecting with the internal improvements of Maryland, opens a communication between Baltimore and the western part of this region ; while the eastern portion sends its produce by the Baltimore and Susque- hanna or Franklin railroads, or by several turnpikes, into Maryland ; or by the internal improvements of Pennsylvania and the Susquehanna river, or Tide-water canal to Baltimore, or more largely to Philadelphia for ex- portation or home consumption. In return are received goods of a descrip- tion similar to those above mentioned as purchased in the Atlantic cities for Pittsburg.
Central Pennsylvania, embracing the greater part of the valley of the Susquehanna and the country bordering on the main line of the internal improvements of the State, west of the Susquehanna river, makes use of this river and these canals and railroads, together with the Tide-water canal, as outlets for its large exports. A market is found for its produce, consisting of wheat and other grains, flour, iron, lumber, coal, &c., at Baltimore, and to a greater extent, probably, via Philadelphia, at the va- rious other Atlantic ports. The goods imported are of a character similar to those taken by Pittsburg.
North Eastern Pennsylvania, embracing a portion of the anthracite coal fields of the State, exports lumber and some agricultural produce, princi- pally oats, to the neighboring towns of New York and New Jersey ; neat cattle and butter also to the same markets, and to New York city; and
144
GEOGRAPHY OF PENNSYLVANIA.
coal in large quantities to New York city and intermediate places, and to the Atlantic New England states. The principal channels for its exports, which are moderate in amount, are the Lehigh river, the Delaware and Hudson canal, and several turnpike roads. In return, articles such as enumerated as taken by Pittsburg, excluding the more expensive and luxu- rious, are received from New York city.
South Eastern Pennsylvania-embracing the earliest settled and most populous counties of the State, rich in agricultural products; together with other counties, abounding in anthracite coal and iron,-passes most of its exports through Philadelphia.
New York and the New England states bordering on the Atlantic take the largest amount of this produce, consisting principally of coal, flour, wheat, corn, &c. The demand for Pennsylvania bread stuffs in Boston has, however, diminished since the completion of the railroad connecting it with Albany.
In return Philadelphia receives from the New England states their manufactures of cotton and wool, shoes, bonnets, fish, oil, and various other articles, the produce or manufactures of these states; together with many foreign goods : and from New York, English, French, Chinese, and various other foreign goods too numerous to specify : the balance being greatly against Philadelphia, both in her trade with New England and New York.
To the neighbouring states of New Jersey and Delaware the exports are to a large amount, consisting of coal, lime, iron, and various manufactures of Pennsylvania ; and the manufactures and produce of the New England states and foreign countries generally, especially manufactures of cotton, wool, leather and iron ; sugar, coffee and tea.
The imports from New Jersey consist of agricultural produce generally ; and those from Delaware, of flour, corn-meal, wheat, corn, bark, &c.
The trade with Maryland is to a very limited extent, and similar in its character to that with Delaware. Most of the freight passing between Philadelphia and Baltimore consists of goods in transitu between the lat- ter city and New York, or the New England states.
The exports from Philadelphia to Virginia are to a moderate amount, and consist of articles much the same as those specified in reference to Pittsburg. In return, tobacco, wheat, corn, and some bituminous coal and cotton yarn are received.
To North Carolina, South Carolina, Georgia and Alabama, the exports are similar in character to those sent to Virginia; but to a very small amount. From North Carolina are received naval stores, lumber and some little cotton and cotton yarn ; from South Carolina and Georgia, cot- ton and rice ; and from Alabama, cotton.
Louisiana takes to a moderate extent, for her own consumption, of the manufactures of the New England states and Pennsylvania, and the manu- factures and produce of foreign countries ; and sends to Philadelphia large quantities of sugar and molasses, and some cotton, her own produce. Large quantities of heavy goods, destined for the western States, are for- warded by way of New Orleans ; and by the same route Philadelphia re- ceives large supplies of the produce of those states, viz .: cotton, tobacco, pork, lard, hemp, lead, &c.
The most important branch of the domestic export trade of Philadelphia is that with Ohio, Kentucky, Missouri, Tennessee, Indiana, Illinois, Mis- sissippi, and Arkansas, especially the six first named, and consists of articles similar to those taken by Pittsburg, the principal portion being imports from the New England states, and from foreign countries, a large part of the latter, as before stated, being received via New York and Boston.
In addition to the articles above enumerated as being forwarded by way of New Orleans, Philadelphia receives from this vast and fertile region, now rapidly filling with an enterprising and industrious population, large quantities of flour, pork, lard, tobacco, hemp, neat cattle and horses, and some beef, furs, wool, &c., via Pittsburg and the internal improvements
145
TRADE AND COMMERCE.
of the state ; these, however, would be vastly greater in quantity, and the purchases of goods in return proportionally increased, if the cost of trans- portation from Pittsburg to Philadelphia were still further reduced. The balance of this great branch of her trade being in favor of Philadelphia, is paid by drafts on New Orleans and New York.
With Michigan, Philadelphia has little or no trade.
Annexed is a statement of the enrolled and licensed tonnage, being that engaged in the coasting trade of Philadelphia for the years 1832 to 1841.
Years.
Tons.
Years.
Tons.
Years.
Tons.
Years.
Tons.
1832
31,147
1835
34,857
1838
45,080
1841
58,425
1833
30,529
1836
40,871
1839
48,293
1834
32,080
1837
42,592
1840
51,676
-
We also append a list of the coastwise arrivals at Philadelphia for the years 1787 to 1842, much the greater portion of the large number appearing in recent years being vessels engaged in carrying coal, or barges laden with merchandise, passing between the north-eastern and south-western markets of the Union, benefiting the mercantile community of Philadelphia but little.
Coastwise Arrivals at Philadelphia from 1787 to 1842, inclusive. [From the Commercial List and Philadelphia Price Current.]
Years.
. Vessels.
Years.
Vessels.
ears.
Vessels.
Years.
Vessels.
1787
390
1801
1,125
1815
1,113
1829
2,210
1788
490
1802
1,106
1816
1,101
1830
3,287
1789
376
1803
1,064
1817
1,238
1831
3,262
1790
715
1804
1,292
1818
1,101
1832
2,849
1791
853
1805
1,235
1819
1,046
1833
2,573
1792
5
doc's.
1806
1,213
1820
877
1834
2,686
1793
n
lost.
1807
1,170
1821
913
1835
3,573
1794
1,250
1808
1,951
1822
1,212
1836
3,764
1795
1,228
1809
1,683
1823
1,018
1837
7,776
1796
1,011
1810
1,477
1824
981
1838
10,860
1797
929
1811
1,425
1825
1,195
1839
11,188
1798
1,002
1812
1,549
1826
1,195
1840
9,706
1799
825
1813
319
1827
1,320
1841
11,738
1800
1,051
1814
583
1828
1,247*
1842
10,457
We close this imperfect sketch of the domestic trade of Pennsylvania (which, unlike the foreign trade, has been steadily increasing, and is des- tined to still more rapid improvement,) by giving the following statement of The Enrolled and Licensed Tonnage of Pennsylvania from 1789 to 1841, inclusive.
Years.
Tons.
Years.
Tons.
Years.
Tons.
Years.
Tons.
1789
4,015
1802
8,951
1815
22,360
1828
37,775
1790
5,180
1803
9,855
1816
24,744
1829
27,494
1791
3,222
1804
9,995
1817
24,296
1830
24,236
1792
3,515
1805
11,000
1818
25,148
1831
29,225
1793
4,625
1806
10,297
1819
23,673
1832
42,206
1794
6,273
1807
11,440
1820
24,117
1833
43,223
1795
7,325
1808
14,671
1821
25,080
1834
46,653
1796
7,669
1809
14,922
1822
23,995
1835
49,860
1797
8,178
1810
15,803
1823
27,291
1836
53,514
1798
8,348
1811
17,164
1824
27,766
1837
58,237
1799
7,857
1812
17,502
1825
29,421
1838
60,161
1800
8,032
1813
20,247
1826
31,583
1839
63,790
1801
7,444
1814
20,407
1827
34,436
1840
67,045
1841
71,588
13
146
GEOGRAPHY OF PENNSYLVANIA.
THE INTERNAL TRADE. In the preceding article, on the course of the domestic trade of Pennsylvania, allusion has been made to the extent of business between Philadelphia and Pittsburg, and between those two cities and a large portion of the State. This forms but a very small part of the internal trade of Pennsylvania, which embraces all the interchanges between sections adjacent, or widely separated, of every variety of mer- chandise, the produce of agriculture, the mine or the forest ; or the manu- facture of the factory or work-shop. Of its amount no other than a very vague estimate can be formed ; it, however, vastly exceeds both that of the domestic and of the foreign trade, although it may be said to be yet in its infancy.
No state of the Union contains the elements of wealth more diversified in character or unlimited in extent than Pennsylvania ; and with a virtuous, intelligent and industrious population to develope the resources of her rich and varied soil and countless mineral treasures, she cannot fail, in time, to possess within her borders a manufacturing interest, equal, if not superior to the agricultural. A home market for her agricultural produce will thus be created ; while her exports will consist of manufactures sent to the western and southern states of the Union, and, probably in considerable quantities to foreign countries. This anticipated developement of the in- ternal trade of Pennsylvania must be promoted, in no small degree, by the State canals, railroads and other facilities for the transportation of produce, in the judicious management of which, those engaged in the domestic and foreign, as well as this branch of trade, have a deep interest.
What meaning have the terms foreign, domestic, and internal as applied to the trade of Pennsylvania? What is said about the Free Society of Traders? What quantity of tobacco was exported in 1688-9? Why was its culture abandoned ? What is said about the effect of the war between England and France, on the commerce and currency of the province ? Did the province in any one year prior to the revolution export to Great Britain a sufficient amount of her produce to pay for the goods imported thence? How was the balance paid ? What injury was inflicted on the commerce of the province by the war from 1702 to 1713? For what was the year 1722 remarkable? In what year was paper money first issued by the province ? Was Franklin favourable to these issues? In what year was the first insolvent law of Pennsylvania passed? What occurred to alarm the Philadelphians in 1748? What effect on the commerce of the province had the restoration of peace in 1749? How long did this prosperous state of trade continue ? What is said of the voyage of the schooner Argo? What influence did the seven years' war exert on the commerce of the province ? What led to the non-importation agreements in 1765 and 1769? What was their effect on commerce ? From the nature of the foreign trade of the province before the revolutionary war, have we any reason to regret the separation of our country from the British empire? During what pe- riod was the foreign trade suspended by the revolutionary war ? Was commerce in a prospe- rous state from the establishment of peace in 1783 until 1789? Did the adoption of the consti- tution of the United States in 1789 produce any change? Can you tell how, or why? Did the wars occasioned by the French revolution exert any influence on the commerce of Pennsyl- vania? How? What was the avowed purpose of the English in issuing their orders in coun- cil, and the French their decrees? What compensation did England agree to make the United States by treaty in 1794, for property taken under these orders in council? During what period were commercial relations between France and the United States suspended ? What was the object of Napoleon's continental system ? What induced the United States government to lay an embargo? What was the duration of the long embargo? What is said about Napoleon's Rambouillet decree ? When was war declared against England by the United States ? What may be considered the main cause for the continuance of hostilities ? What exerted a very prejudicial influence on commerce during the latter part of the war and for several years after ? What effect on the foreign trade of Pennsylvania had the resto- ration of peace in Europe and America in 1815? How have the commercial regulations of foreign governments influenced the commerce of the State? Have the frequent changes in the rates of duties levied by the United States' government benefitcd commerce? Has the cost of transportation of goods from a seaport to the interior of the country any influence on the commerce of that port? Is it not important then to Philadelphia that the rates of tolls on the rail-roads and canals of the State should be low? In how many years since 1803 have the total exports from Pennsylvania been less than in the year 1842? (See tables.) In how many years since 1803 have the exports of domestic produce from Pennsylvania been less than in the year 1842? What is said of the amount of imports in 1842?
May duties be charged on goods passing from one state of the Union to another? Which is the greater in amount, the foreign or domestic trade ? Is the trade of northern Pennsyl- vania extensive or limited ? What port, rail-road and rivers furnish outlets for its trade ? Is the trade of western Pennsylvania limited or extensive? By means of what outlets is its
147
INTERNAL IMPROVEMENTS.
merchandise exported ? What is its great commercial city ? By means of what outlets do. the southern counties of Pennsylvania export their produce ? Are the exports of central Pennsylvania extensive or limited in amount? By means of what river, canals, and rail roads is its produce exported ? What is said of the amount of exports from north-eastern Pennsylvania? By what river and canal have they an outlet? Through what channel does south-eastern Pennsylvania carry on most of its domestic trade ? Has the domestic trade of the State declined or progressively improved ?
What is said of the amount of the internal trade ? What of its future prospects? The possession of what natural treasure is likely to increase the internal trade of the State? What else is mentioned as tending to increase this branch of trade ?
19. INTERNAL IMPROVEMENTS.
1. Canals and rail roads constructed by the State.
THE attention of the legislature and people of Pennsylvania seems to have been directed, at an early day, to the means of facili- tating transportation and trade between different sections of the State by means of inland navigation. In 1791 a report was made by a committee of the legislature, recommending the improvement of the Delaware, Lehigh and Lackawana rivers; a canal from the Schuylkill to the Susquehanna by way of the Tulpehocken and Swatara; the improvement of the Susquehanna, with its north and west branches, and a connexion by way of the Sinne- mahoning between the West branch of Susquehanna and the Al- legheny river and Lake Erie. A portage connexion was also proposed from the head waters of the Juniata to those of the Co- nemaugh, in order to form a communication from the Susque- hanna to Pittsburg. As rail roads were not then thought of, it was proposed to connect the canals by means of good turnpike roads across the dividing summits.
Nothing, however, was effectually done by the State on the subject of internal improvements until 1824, when an act was passed authorizing the governor to appoint three commissioners to explore a route for a canal from Harrisburg to Pittsburg, by the waters of the Juniata and Conemaugh rivers ; and also the route for a connexion by way of the West branch of Susquehanna and Sinnemahoning, with the waters of the Allegheny river. An ex- amination of the country between the Schuylkill and Susquehanna, through the great valley of Chester and Lancaster counties, was also directed ; together with a route " beginning at a point on the river Schuylkill in the county of Schuylkill, thence by Mahanoy creek, the river Susquehanna, the Moshannon, Clearfield and Black Lick creeks, the Conemaugh, Kiskiminetas and Allegheny river to Pittsburg."
In 1825 an act was passed authorizing the appointment of a board of canal commissioners, and directing the following addi- tional surveys to be made : " one from Philadelphia through Ches- ter and Lancaster counties, and thence by the West branch of the Susquehanna and the waters thereof to the Allegheny and Pitts- burg ; also from the Allegheny to Lake Erie; one other from Philadelphia by the Juniata to Pittsburg, and from thence to Lake
148
GEOGRAPHY OF PENNSYLVANIA.
Erie; one other from the city of Philadelphia to the northern boundary of the State towards the Seneca or Cayuga lake; one other through Cumberland and Franklin counties to the Potomac river ; and one by the Conecocheague, or Monococy and Cone- wago to the Susquehanna." A survey was also directed, by the same act, to be made through the county of Bedford, to connect the route of the proposed Chesapeake and Ohio canal with the Juniata route.
By the act of 25th February, 1826, operations were no longer confined to the exploration of routes and preliminary surveys. The canal commissioners were directed to locate and put under contract a canal on the east side of the Susquehanna river, from the mouth of the Swatara to a point opposite the mouth of the Juniata ; and one from Pittsburg to the mouth of the Kiskiminetas ; thus commencing two sections of the main line of communication from Philadelphia to Pittsburg. They were also authorized, as soon as they might deem it practicable and expedient, to construct a navigable feeder of a canal from French creek to the summit level at Conneaut lake, and to survey and locate a route for a canal from that to Lake Erie.
In order to sustain the credit of the commonwealth, an internal improvement fund was established (April 1, 1826) under the con- trol of the secretary of the commonwealth, the auditor general and the state treasurer, as commissioners ; which fund was specific- ally appropriated, pledged and set apart for the purpose of paying the interest and reimbursing the principal of the State debt which might be created in consequence of the construction of the canals and public improvements : the accounts of the fund to be kept separate from the other public accounts. This fund consists of the tolls received on all the public works, the auction duties, the net proceeds of all escheats, and the dividends on road, canal and bridge stocks owned by the State. By subsequent enactments the tax on collateral inheritances, taxes on certain property, and sundry other appropriations were added to the fund.
In 1827 (act of April 9) the construction of a canal up the Ju- niata as far as Lewistown; another up the Kiskiminetas and Conemaugh to Blairsville, and one up the Susquehanna to North- umberland were duly authorized. By the same act, surveys were directed to be made of the route across the Allegheny mountain from Frankstown on the Juniata to Johnstown on the Conemaugh, with a view of determining whether the portage should be by " a smooth and permanent road of easy graduation, or by a rail way with locomotive and stationary engines or otherwise." Surveys were also authorized between the West branch and the Allegheny river ; up the North branch from Northumberland to the State line, and from Pittsburg to Erie by the route of Beaver and Shenango. By the same act a survey for a rail road was directed to be made from Philadelphia, through Chester and Lancaster counties to the Susquehanna, and also one to ascertain the practicability of con- necting the North branch of the Susquehanna and Lehigh rivers by a canal or rail way. A survey was also authorized for the
149
INTERNAL IMPROVEMENTS.
purpose of extending the canal down the Susquehanna, from the mouth of Swatara to the Maryland line. The commencement of operations on the construction of the French creek feeder (to Con- neaut lake) was ordered, and further surveys directed to be made from Conneaut to Lake Erie. The canal commissioners were instructed to have surveys made for a canal from Philadelphia or Bristol, up the valley of the Delaware to Carpenter's Point ; and if the same were found practicable, to locate and contract for the construction of such portion of it as should not exceed the cost of one hundred thousand dollars, provided that the average expense thereof should not exceed twelve thousand dollars per mile.
The act of 24th March, 1828, authorized the extension of the canal on the Susquehanna, from the mouth of Swatara to Colum- bia; from Lewistown to Hollidaysburg on the Juniata; from Northumberland along the West branch of Susquehanna to Bald Eagle ; from Northumberland to the New York State line, on the North branch ; from Taylor's ferry to Easton, on the Delaware; and from Blairsville to Johnstown on the Conemaugh. The con- struction of the Allegheny portage rail road, and the Philadelphia and Columbia rail road was ordered; and sundry preliminary surveys of other lines of proposed improvements were directed.
The construction of the main lines of communication being thus resolved upon, the work was commenced and vigorously pushed forward. The credit of the State being at that time unimpaired and money abundant, the legislature found little or no difficulty in obtaining the requisite funds for the prosecution of the work. Public opinion was strongly in favour of an extended system of internal improvement; and it was believed that the establishment of a communication between the eastern and western waters of the State and the lakes, would be the means of advancing the pros- perity of our agriculture, commerce and manufactures, and would unite in a common interest the great natural divisions of the State, as well as in the end prove an important source of revenue to the commonwealth.
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