USA > Pennsylvania > Pennsylvania, colonial and federal : a history, 1608-1903, Volume Three > Part 19
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Pennsylvania Colonial and Federal
Haven was opened in 1835, and to Stoddartsville in 1838. The total length of navigable water along the Lehigh was 8412 miles. In connection with the canal a railroad from White Haven to Wilkes-Barre, to connect with the North Branch canal, was be- gun.
It was opened in 1840, and subsequently was extended east to Phillipsburg and west to Union Junction. In 1866 the com- pany secured a lease of the Delaware Division canal, and in 187I the entire property and franchise rights of the Lehigh Coal and Navigation company were leased to the Central Railroad of New Jersey. Thus for more than eighty years, under one manage- ment and another, the Lehigh Coal and Navigation company has been an important factor in the carrying trade in the State. The Navigation company's canal extends from Coal Port to Easton, 48 miles, and that of the Delaware Division canal, from Easton to Bristol, a distance of 69 miles. These companies are owned largely by Philadelphia capital, the outstanding stock of the navi- gation company amounting to $14,366,650, and that of the canal company, $1,633.350.
The Codorus Navigation company was organized under an act of the legislature in 1825, for the purpose of establishing. slackwater and canal navigation on Codorus creek, from the Susquehanna river to York, a distance of eleven miles. The im- provements were completed and comprised eight miles of slack- water and three miles of canal, but their operations were sus- pended many years ago.
The Conestoga Navigation company was incorporated in 1825 and was the outgrowth of the still older Conestoga Lock and Dam Navigation company, the latter having been organized in 1806 for the improvement of navigation on Conestoga river between Lan- caster and Safe Harbor, a distance of nineteen miles. By the construction of a series of dams and locks the improvement was accomplished and good transportation facilities were provided, but in the course of time navigation was discontinued and the waters were utilized for manufacturing purposes.
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Internal Improvements
The Delaware and Hudson Canal company was incorporated April 23, 1823, under the laws of New York, with authority to construct a navigable canal from Rondout on the Hudson river to the Pennsylvania line. In carrying out the plans of the company the legislative power of this State authorized the continuation of the canal from its southern terminus to Honesdale, in Wayne county, where it connects with a railroad, the latter extending into the rich anthracite coal fields of Luzerne county. The canal was completed in 1828, and for many years was an important factor in the industrial history of both New York and Pennsylvania.
The Susquehanna Canal company was chartered April 15, 1835, for the purpose of opening navigation from Columbia on the Susquehanna river to Havre de Grace, Md., a distance of forty- five miles. The work of construction was begun in 1835 and was completed in 1840, and with the opening of the line for traffic the system of public works established by the State was given navi- gable communication with Maryland ports. On January 2, 1872, this canal was leased to the Philadelphia and Reading Railroad company.
The Monongahela Navigation company was authorized in 1836 and was formally organized in 1837. Its object was to estab- lish slackwater navigation on the Monongahela river from Pitts- burg to the Virginia line, and thus carry into operation a plan of improvement which was originally proposed to the federal con- gress in 1824, as a part of a grand scheme of development of con- necting navigable waters in Virginia, Pennsylvania and Ohio, and which, being declined by the government, was subsequently con- sidered by the legislature of Pennsylvania as an essential part of the State public works, but with like ineffectual results. The com- pany was granted a liberal charter, with a promise of State aid, and before its work was completed it received from that source the sum of $125,000 in subscriptions to its capital stock, while private contributions added $83,100 more to its funds. The improvement consisted in establishing a series of levels by means of dams in and
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Pennsylvania Colonial and Federal
across the river, but it was provided that canal construction should not be undertaken. The work was begun in 1837, but financial embarrassments and changes in management occasioned serious delays, and it was not until 1856 that navigation was opened, and even then not in accordance with the original plans of the projec-
The Last of Old Portage Road Engine Houses, which remained standing
It was situated at plane ten, and was torn down about 1900. Reproduced for this work from a negative by J. W. Bowman
tors of the enterprise. But considering the difficulties encoun- tered the company accomplished excellent results and by its line added to the transportation facilities in the southwestern portion of the State. The improvement of the Youghiogheny river, by which the waters of that stream were made navigable, was accom- plished in 1851, and contributed greatly to the volume of business on the Monongahela for several years. The improvement con- sisted of a series of dams, similar to those on the Monongahela,
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Internal Improvements
and was made by the Youghiogheny Navigation company. The dams were swept away by high water in 1865, and were not re- stored.
The Muncy Canal company was incorporated in 1848 for the purpose of constructing and operating a boat canal from the West Branch division of the State canal to the town of Muncy in Ly- coming county. It was completed in 1848 and was operated until about the time the West Branch canal was abandoned.
The Pennsylvania Canal company was incorporated May I, 1866, with an authorized capital of $5,000,000, for the purpose of acquiring and operating the system of canals owned by the Pennsylvania Railroad company. It was and still is auxiliary to the railroad company, although a separate and distinct organ- ization. Under several acts of the legislature passed between 1855 and 1860, providing for the sale of the State public works, the Pennsylvania Railroad company purchased several divisions of the State canals and operated them as part of its carrying system until the organization of the Pennsylvania Canal company, when they were sold and transferred to it. Among the divisions sold were those along the Susquehanna river, except that part of the North Branch canal between Wilkes-Barre and the New York State line. The Eastern division, extending from Columbia to Duncan's Island, was purchased from the State in 1857; was sold to the Pennsylvania Coal company in 1867, and was finally aban- doned in 1900. The Juniata division was disposed of in the same manner, but was abandoned in sections, the last one in 1899. The West Branch division, from Northumberland to Farrandsville, was likewise transferred, and subsequently was discontinued or sold by sections, the last remaining portion having been abandoned in 1891. The Wiconisco canal, from Duncan's Island to the mouth of Wiconisco creek, was transferred to the canal company in 1871, and was sold to the Northern Central Railway company in 1890. It has since been abandoned. The Susquehanna divi- sion was sold by the State to the Sunbury and Erie Railroad com-
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Pennsylvania Colonial and Federal
pany in 1858, and in the same year passed into the ownership of the West Branch and Susquehanna Canal company. It was ac- quired by the Pennsylvania Canal company in 1874, and in 1889 was sold to the Philadelphia and Erie Railroad company, who abandoned the canal and replaced it with a railroad.
The Pennsylvania Canal company does not now operate a single mile of canal within the State, although it is the owner of valuable franchises and much land which was once used for canal purposes. The organization always has been maintained in its auxiliary relation to the Pennsylvania Railroad company, with principal offices in Philadelphia. Its capital stock outstanding amounts to $4,501,200, and its funded debt outstanding aggre- gates $2,282,000. The cost of the company's canal lines and property, including boats, was $6,409,839.21.
The Pennsylvania Canal .- The act authorizing the construc- tion of the State public works was passed in 1826, but the move- ment which led to the ultimate determination on the part of the legislature had its inception in the plans suggested and urged upon the Commonwealth by the Society for the Improvement of Roads and Inland Navigation, to which reference has been made ; and one authority states that the measure had its origin as far back as 1769, when it was proposed to establish a system of artificial waterways extending through New York, Pennsylvania, Maryland and Vir- ginia, and in connection with which the legislature of this province ordered surveys of a route for inland communication between the eastern and western waters thereof. Nothing whatever was ac- complished under the proposition of 1769, and even the endeavors of the society, in its internal improvement scheme proposed in 1790, were not rewarded with the success they deserved, owing largely to doubts as to the State's financial ability to carry out the work, and in a less degree to a lack of confidence in the enterprise on the part of the public.
After the war of 1812 the subject was revived and the measure found strong supporters in all parts of the State, particularly in
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Internal Improvements
the eastern and southern counties, while considerable opposition manifested itself in the localities which directly could derive no benefit from the proposed improvement. The period of discus- sion began about 1815 and for several years following the subject was constantly before the people in some form and frequently was made an important political issue. During this period the advo- cates of the canal labored faithfully and carried their work into every locality, sometimes in public meetings, but more generally in the distribution of canal literature, such as copies of addresses of men of known repute, the plans and estimates of engineers, and printed statements of those who were supposed to be schooled in matters of the kind. It was a season of canal education and one in which some feeling naturally was engendered, yet the advocates of progress never became disheartened and finally secured the sanction of their measure on the part of the public, and also se- cured in their favor a majority of the State legislature.
On March 27, 1824, an act of the legislature authorized the governor to appoint three commissioners for the purpose of pro- moting internal improvements in the State, and accordingly Jacob Holgate, James Clark, and Charles Treziyulney were chosen to constitute the commission. In the course of time the commission made a report in favor of a "leading uninterrupted canal," to be made and owned by the Commonwealth, extending the whole length of the State, and so constructed that a boat loaded at Pitts- burg could deliver its cargo on the wharves at Philadelphia. For the purposes of convenient management the route was proposed to be divided into four sections : Philadelphia to the Susquehanna river ; from the east bank of the river to the upper fork of Franks- town branch of the Juniata; from the forks of the Juniata over Alleghany mountains to the forks of Little Conemaugh river ; and thence to Pittsburg. The commissioners in their report recom- mended that the State establish a sinking fund, and make only one great primary canal, leaving to companies and individuals the con- struction of lateral canals. For the purpose of construction work
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Pennsylvania Colonial and Federal
it was recommended that the State borrow the sum of $3,000,000, in yearly loans of $500,000 each.
The legislature in 1825 repealed the act of the preceding year and passed a new act, which provided for the appointment of five
Section of Old Portage Road
As it appears to-day between Duncansville and Summit. Engraved for this work from a neg- ative by J. F. Hammer
canal commissioners ( four additional commissioners were author- ized under the act of 1826, but in 1830 the number was reduced to three), with power to consider and adopt such measures as were deemed proper for the establishment of navigable communication between the eastern and western waters of the State and Lake Erie. This act established the board of canal commissioners, under whose supervision the Pennsylvania canal and all its lateral
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branches was constructed. The act of 1824 constituted a tempo- rary board for the purpose of ascertaining the most practicable route for a main line canal, but the act of 1825 established the com- mission as a department of State government, and also disclosed the legislative determination to carry into effect the great public enterprise long advocated by the leading men of the State.
The commissioners began their duties promptly and examined several proposed routes in an endeavor to establish navigable com- munication across the great ridge dividing the Susquehanna and Allegheny rivers, which was the chief obstacle that opposed the success of the undertaking. Of the routes examined four were surveyed and leveled, but in August, 1825, while the commis- sioners were busily engaged with their work of exploration, a con- vention of delegates representing forty-six counties was assem- bled in Harrisburg and declared in favor of the canal enterprise and called upon the legislature for an act authorizing the work of construction.
Upon the report of the commissioners, and agreeable to the sentiment expressed by the Harrisburg convention, the legislature, on February 25, 1826, passed "An act to provide for the com- mencement of a canal to be constructed at the expense of the State, and to be styled the Pennsylvania Canal." The preamble to the enacting sections is as follows: "Whereas, the construction of a canal within our own limits for the purpose of connecting the east- ern and western waters is believed to be practicable and within the means of the State, and its speedy completion will advance the prosperity and elevate the character of Pennsylvania, and by facili- tating intercourse and promoting social interests will strengthen the bonds of the Union."
The act directed the canal commissioners to contract for the . construction of a canal from Swatara creek to Juniata, from Pitts- burg to Kiskiminitas, with a feeder from French creek to Con- neaut lake, and to survey and locate the route of a canal from the point last mentioned to Lake Erie. On April I an act was passed
28 I
Pennsylvania Colonial and Federal
to establish the Internal Improvement Fund, with the secretary of the commonwealth, auditor-general and state treasurer as com- missioners thereof ; and a further act of the same date authorized a loan of $300,000 with which to begin the work of construction. More definitely stated, the route of the State canal, as determined by the act, began at the Middletown terminus of the Union canal and extended thence to the mouth of Juniata river, and from Pitts- burg to the mouth of the Kiskiminitas. This, however, was only the beginning of the enterprise, and there soon arose a demand for other branches until nearly every county had presented claims for consideration in that respect. Through selfish political conniv- ance numerous other lines were suggested and urged, and had the demands of all claimants been gratified, canals or railroads would have been furnished to every locality of the State. As finally de- termined the principal canal divisions were constructed, and when completed the system became known as the public works. The work was begun in 1826 and the main line of canal and railroad from Philadelphia to Pittsburg was opened for traffic in 1834. The North Branch division, the last of the system, was opened in 1854, after a delay of more than two years. Each of these divisions is made the subject of mention in this chapter.
From the time the original surveys were made to the time when it was determined to sell the State public works, there had been expended for construction work and repairs the total sum of about $35,000,000. The skilled engineers and commissioners at the outset had calculated that the revenues in tolls received would maintain the system and in time be sufficient to repay the cost of construction, but this proved to be a mistaken belief. As an in- vestment on the part of the State the enterprise was not directly profitable, but as the system of public works had the effect to pro- mote traffic and intercourse between its eastern and western local- ities, to develop the resources of the entire territory, to advance settlements, to found prosperous industrial cities and boroughs. and thus add materially to the wealth of the people, the undertak-
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ing proved a grand success and far more than justified the outlay of public moneys.
The total length of the public works built and owned by the State was 907.39 miles, of which the canal lines comprised 789.95 miles, and the railroad lines, 117.44 miles. The commissioners' report for 1856 shows the length of each division as follows: Eastern division, 47 miles; Juniata division, 132 miles; Western division, 104 miles ; Susquehanna division, 42 miles; West Branch division, 76 miles ; North Branch division, 167.20 miles ; Delaware division, 60 miles ; Beaver division, 30.75 miles; Erie extension, 105.50 miles; Wiconisco canal, 12.50 miles ; short lines, feeders, etc., 13 miles; Columbia railroad, 81 miles; Portage railroad, 36.44 miles. ١
The following table of financial statistics, taken from an au- thentic report of the canals owned by the State, shows the receipts and expenditures from 1830 to 1859 :
Year
Receipts
Expenditures
Year
Receipts
Expenditures
1830
$25,748.68
$127,854.3I
1846
$1,357,203.37
$694.505.12
1831
38,241.20
303,184.61
1847
1,587,995.61
690,575.95
1832
50,909.57
377,179.07
1848
1,550,555.03
996,592.70
1833
151,419.69
358,922.75
1849
1,628,860.13
951,249.03
1834
309,789.15
369,774.33
1850
1,713,848.16
1,488,799.74
1835
684,357.77
551,596.61
185I
1.719,788.54
1,823,709.92
1836
837,805.72
707,130.59
1852
1,938,574.43
2,224,379.53
1837
975,350.49
934,137.74
1853
1,893,246.50
2,755,936.64
1838
959,336.32
742,898.58
I854
1,918,606.30
2,294,357.43
1839
1,076,045.47
1,047,694.24
1855
1,942,376.7I
1,838,791.18
1840
1,195,751.33
1,532,910.07
1856
2,006,015.66
1,943,896.82
1841
1,055.394.60
991,558.20
1857
1,308,598.62
1,312,705.67
1842
907,093.12
1,010,737.22
1858
95,070.06
202,665.62
1843
1,019,401.15
743,562.89
1859
4,411.78
2,659.77
1844
1,164,325.84
719,126.08
1845
1,154,591.55
661,340.66
Total
$32,270.712.55
$30,400,433.07
Previous to 1850 the State had sold some of its minor branch canals to incorporated companies, but soon after that year it was thought best by those in official circles to make some disposition of
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Pennsylvania Colonial and Federal
the main line and lateral branches of the public works, although it was not expected that the sale would yield a revenue sufficient to cancel the canal debt, which then amounted to a considerable
Double Culvert, New Portage Road
Showing single culvert of old road in the dis- tance. These culverts are at the foot of plane eight, near where the old and new Portage roads crossed. Engraved for this work from a negative by Roy Geesey
sum. An act of the legislature, passed April 27, 1854, authorized the sale of the main line, extending from Philadelphia to Pitts- burg, but it was provided that no bid of less amount than ten mil- lion dollars be accepted. Evidently this was regarded by pros- 284
Internal Improvements
pective purchasers as an excessive sum, and in the next year ( May 8, 1855) another act was passed and the minimum bid was fixed at seven and one-half million dollars. However, two years more passed before the sale was effected, but in 1857 the Pennsylvania Railroad company purchased the main line of canal and railroad and thereupon succeeded to all the rights and privileges previously exercised in connection therewith by the Commonwealth.
In the same year an amendment to the constitution prohibited the State from constructing any canal or railroad or having any interest in either as stockholder. The act of April 21, 1858, au- thorized the sale of the remaining portions of the public works to the Sunbury and Erie Railroad company for the consideration of three and one-half million dollars. This sale disposed of the State interest in the Susquehanna, West Branch, North Branch and Delaware divisions, which being accomplished the board of canal commissioners was abolished.
In this connection a brief account of the construction, oper- ,ation and final disposition of the several divisions of the State pub- lic works will be of interest; and this interest naturally becomes greater when it is remembered that not one mile of the old Penn- sylvania canal, which was brought into existence only after years of persevering effort and which was constructed at great expense to the State, is now in operation.
The Eastern division, extending from the western terminus of the Philadelphia and Columbia railroad at Columbia along the Suequehanna to Duncan's Island, where it joined with the Juniata and Susquehanna divisions, was begun July 4, 1826, and was opened for traffic throughout its entire length of 47 miles in 1830. It was the first section of the State public works to be constructed, and for the next quarter of a century was an important branch of the system. It was sold to the Pennsylvania Railroad company in 1857, and in 1867 passed into the hands of the Pennsylvania Canal company, by whom it was operated until 1900, and then was abandoned. The first cost of this division was $1,737,236.97.
285
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Pennsylvania Colonial and Federal
The Wiconisco canal, an important auxiliary to the Eastern division, although it was in itself an independent branch of the general system, was begun by the State in 1838 and was designed to furnish transportation facilities from the coal regions of north- ern Dauphin county to the main line canal. The canal was a little more than twelve miles long, and extended from Duncan's Island along the Susquehanna to the mouth of Wiconisco creek, where it formed a junction with the Lykens Valley railroad, the latter lead- ing direct to the coal fields and being under the control of an in- corporated company. The work of construction was discontin- ued after the expenditure of more than $300,000. In 1845 ( March 13) the State transferred its interest in the branch to the Wicon- isco Canal company, on condition that the work be completed and navigation be established, which was accomplished in due season. In 1871 the Pennsylvania Canal company succeeded to the owner- ship and operated the canal until 1890, when it was sold to the Northern Central Railroad company. It was soon afterward abandoned.
The Western division, extending from the terminus of the Allegheny Portage railroad at Johnstown to Pittsburg and Alle- gheny City by way of the Conemaugh, Kiskiminitas and Alle- gheny rivers, was begun in 1826, and was fully completed and opened for navigation December 10, 1830. Its length was 104 miles. To furnish an ample supply of water for the upper sec- tions of this canal, a reservoir covering 465 acres of land was con- structed between 1840 and 1851. It was located two miles from the Portage railroad and ten miles from Johnstown. The Western division canal with its appurtenances cost $3,096,522.30. It was sold in 1857 to the Pennsylvania Railroad company, but was soon abandoned, the upper part first and the lower sections in 1864.
In connection with the Western division mention may be made of the so-called Allegheny feeder, the construction of which was begun in 1838, and which was designed to answer the purpose of a navigable canal and also to supply water to the less elevated
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Internal Improvements
Western division on the main line. It was fourteen miles long and extended from Freeport, at the mouth of the Kiskiminitas, to Kit- tanning.
The Susquehanna division, on which work was started in 1827, began at Duncan's Island, where it formed a connection with the Juniata and Eastern divisions. From thence its course lay along the Susquehanna to Northumberland, where it connect- ed with the divisions extending along the North and West branches of the river. The canal was completed and opened in 1830, was 42 miles in length and was built at a cost of $897,- 160.52. It was sold in 1858 to the Sunbury and Erie Railroad company, and in the same year was transferred to the Susque- hanna and West Branch Canal company. In October, 1874, it passed into the control of the Pennsylvania Canal company, and in 1889 to the Philadelphia and Erie Railroad company, under whom it was abandoned.
The Juniata division, one of the longest as well as one of the most extensive branches of the State public works, was begun in 1827, and was completed throughout its entire length of 132 miles in 1834. It began at the Duncan's Island connection with the Eastern and Susquehanna divisions and thence extended up the Juniata to Hollidaysburg, where it formed a connection with the Portage railroad across the Alleghany mountains. This division was made navigable from Susquehanna river to Lewistown in 1829 ; to Huntingdon in 1830, and to Hollidaysburg in the latter part of 1833, but was not opened until the next year. In connec- tion with the operation of this division it became necessary to con- struct an extensive dam and reservoir on the south branch of Ju- niata river, a work which was not contemplated in the orig- inal plans. This improvement was begun in 1839, and after sev- eral delays was finally completed in 1847. The dam was thirty feet high and nearly three thousand feet long, and the reservoir covered four hundred and fifty acres of land. The total cost of construction work on this division, including the dam and reser-
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