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and want of enterprise. It cannot be for sins of omission, but of commission. The fault, if any, has been that she has done what she ought to have left undone. She exercised her energies, if to blame, prematurely. She was in advance of the spirit of the age, and her example in commencing the first canal to connect the eastern and western waters, which, if successful then, would have stimulated other states, even then, to rivalry, proved by its failure (and all things failed under L' Enfant's engineering, although deemed a premier,) a beacon which warned them to shun her course, and withal to husband their resources, till more wealth and better qualified agents could be obtained.

Some of the correspondence above alluded to, respecting the introduction of canals, is as early as the year 1750 to '60; and although it had but little efficient power then, it nevertheless was the entering wedge which drove to important future results.

If our information be correct, we may attribute to David Rittenhouse, the astronomer, and to Doctor William Smith, provost, the credit of being the first labourers in this important measure. Afterwards Robert Morris, and still later, Robert Fulton, lent their powerful

assistance.

In the year 1762, David Rittenhouse, and Doctor William Smith, we believe, at the same time, surveyed and levelled a route for a canal to connect the waters of the Susquehanna and Schuylkill rivers, by means of the Swatara and Tulpehocken creeks. The Union canal, which has since accomplished this object, passes over a portion of this route, which was surveyed for a canal in the time of the colonies.

The views of the projectors of this work were, if the difficulties of that period are considered, far more gigantic and surprising than have been entertained by their successors any where. They contemplated nothing less than a junction of the eastern and western waters of Lake Erie and of the Ohio, with the Delaware, on a route of five hundred and eighty-two miles. All this, too, at a period, when the country itself was comparatively a wilderness and without population-looking to the future as a means to surely realize so splendid a scheme of internal communication. Let the European journalists, who carp at our deficiencies, contemplate such facts by a new people!

In 1764, they induced the American Philosophical Society, to order a survey for a canal to connect the Chesapeake bay with the Delaware-a work now accomplished.

These laudable efforts were ably seconded by the provincial legislature, which about the same time authorized a survey on a route, extending five hundred and eighty-two miles, to Pittsburg and Erie. The result was, that the measure was strongly recommended as a feasible project, whenever the public resources should warrant the noble undertaking.

As soon after the war of Independence, as circumstances would

permit, the scheme was begun. On the 29th September, 1791, a company was incorporated to effect a portion of the plan, of whom Robert Morris, David Rittenhouse, William Smith, Tench Francis and others, were named as commissioners. They were authorized to connect the Susquehanna and Schuylkill by a canal of slack water navigation. Thus beginning the first link in the great chain intended to connect Erie and Pittsburg and Philadelphia. The intended great union is distinctly recognized in the act as then promulgated.

Commercial embarrassments which befell some of the chief stockholders, and withal misapplied money, in a case wherein we had so little of experience, compelled a suspension of the operations. This circumstance, and the suspension some years afterwards of the Chesapeake and Delaware canal, had a most retarding effect on every other similar enterprise. Frequent attempts were made from the year 1795 to resume operations; and there cannot be a doubt, that if the state had, immediately on the first appearance of embarrassments, bestowed that liberal help-eventually proffered when too late-that these canals would have been completed.

The Union canal, intended to unite the former interests, was created by an act of the year 1811, and still preserving the ultimate purpose of extending its course to Lake Erie. Its subsequent history being an affair of much more modern time, it is not necessary to detail its progress down to its completion.

The reader who desires that information is referred to the facts as ably drawn up by George W. Smith, Esq., to whom I am indebted for much of the foregoing notices, and whose ample expose on the subject of our internal improvements, is published in the Register of Pennsylvania, vol. i. p. 405.

"The time will come, (said Fulton's letter to Governor Mifflin,) when canals shall pass through every vale-wind round every hill, and bind the whole country in one bond of social intercourse!" And so it is even now!

The turnpike on the Lancaster road, formed in 1792-3, was the first in the United States, and that of Germantown and Perkiomen in 1800-1, was the next in order in Pennsylvania.

It may be remarked of our citizens, that they seem more indifferent than others to that self-gratulation and public cheering which leads to great results in other communities. For instance, they go on to the accomplishment of great public works without despondency in the progress, and with little or no public display, or commemorative fetes or festivals. These remarks are elicited by contemplating the tame and unobtrusive manner in which the public officers, and public journals, announced the completion of such great works as "the Schuylkill navigation," in the year 1825, and "the Union canal," in the month of December, 1827.

No public processions or rejoicings of any kind have marked those great public events. The waters from the Susquehanna have

been permitted to mingle with the Schuylkill and Delaware, without a single effort to mark the anniversary of such an auspicious event, although involving in its consequences, hopes as enlivening and cheering as "the grand canal," so called, itself.

Already has the very name of the first boat arriving by the Schuylkill navigation canal been lost to fame. This stint of praise and distinction is only equalled by the singularly tame and unexhilarating annunciation of the first certain completion of the Union canal. It first comes before the public eye on the 2d January, 1828, in the form of "an extract of a letter," of the 30th December," from William Lehman to the managers," stating that "the boat Susquehanna had passed the Summit level with a load of coal from the Susquehanna, and might be expected to arrive at Philadelphia, on the 1st January." Such great news, the gazettes present without any editorial remarks, or display of their flying heralds trumpeting praise far and wide. Contented with the fact, they make no parade or flourish. Thus a great public event which in other cities gives occasion to splendid and golden books and imperial presents and letters, produces no general sensation or enthusiasm here.

We cannot but see, however, that eventually, railroads and canals are destined to become the arteries by which the life blood of our corporate body-the nation-is to be extended with equal vitality to every part. They will go on until they join us to the Rocky mountains, and thence again, beyond them, to the Pacific ocean. A universal inland communication is fast progressing. Never again shall we experience, in case of war with a foreign enemy, the evils before witnessed by their ascendency on the ocean, even if we should be inferior in power, in another war on that element.

Hereafter, we can transport soldiers and munitions of war, to any point of our country which may need their presence; but formerly, a foreign fleet could change its positions of annoyance at any time and place where we were least prepared, or least expected its assault.

In the war of 1812, such were the difficulties of inter-communication, that while cotton was 6 cents per pound, and sugar 3 cents per pound, in New Orleans, cotton was worth 40 cents, and sugar 30 cents, in New England. Flour, too, which could only bring $2 in the western country, was worth $15 in New England. Hereafter, such articles of home production will go from the south-west and west, to the eastern cities on the seaboard, at one to two cents a pound! What can hinder the progress and happiness of such a people as we, but our own disunion, mismanagement, or sins!

40

RIVER DELAWARE.

"Not distant far the time-when, in thy solitude sublime,

No sail was ever seen to skim thy billowy tide,

Save light canoe, by artless savage plied."

P. HEYLIN, in his Cosmography, says the Indians called this river Arasapha, and the bay Poutaxat.

William Penn, in his letter of 1683, thus describes the fish of the Delaware, to wit: "Sturgeons play continually in our river. Alloes, as they call them, (the Jew's Alice,) and our ignorants, shades, (shad!) are excellent fish. They are so plentiful that six hundred are drawn at a draught. Fish are brought to the door, both fresh and salt. Six alloes, or rocks, for twelve pence, and salt fish at three farthings per pound. Oysters two shillings per bushel."

In the year 1733, the governor proposes to the assembly to adopt the practice of other countries, in placing buoys for the channel of the Delaware, and to appoint pilots under proper regulations. These things are said to be suggested in consequence of the difficulties of navigation, and the frequency of shipwrecks. They seem, however, to have got along awhile without them, for the buoys were not introduced into use until the year 1767.

In 1746-7, John Harding, a miller, built the wharf and made a windmill on the muddy island against the town. He, however, took a fever by working in the mud, and died. His son, who succeeded him, gave it its finish, and both expended about £600 in the works. The windmill was in operation but a few years, when it had the misfortune to have the top and sails blown off in a violent gust, and was borne in the air to Joshua Cooper's orchard on the Jersey shore! There it was seen as a play place for boys many years afterwards. This was declared by Mr. John Brown, who saw it.

At a later period a bakehouse was erected there, which, as Thomas Hood told me, did much business. They had also a frame tavern, and sold milk. In time the tavern was left untenanted, when some skating boys at night made it into a great bonfire, for the interest of the town beholders.

Captain Smith's lodgment at the north end is a modern affair, and probably better than any preceding one.

Professor Kalm, when here in 1748, said it was the remark of the old Swedes, and other oldest persons, that the rivers and brooks decreased, whilst the seashores increased. As facts, they stated, that mills which sixty years before were built on waters with a sufficiency of head, had since so little as to be kept idle but in times of rains and snows. Aoke Kalm remembered several places

in the Delaware, since made islands of a mile in length, over which he used to row in a boat.

Mr. McClure made a scientific and minute survey of the state of our tides in the Delaware, the facts concerning which may be seen at length in my MS. Annals, page 325, in the Historical Society of Pennsylvania.

It deserves to be mentioned, as being now a remarkable characteristic of the Delaware,-the abundance of its oysters. Fifty years ago, when fewer persons were accustomed to eat oysters, and when the few that were eaten were all trundled about the streets on wheelbarrows, the oysters of the Delaware were scarcely thought of, or named. The good livers then only feasted on salt oysters from the seashore. As these ran out, by increased demand, those of the Delaware came into notice. Their consumption has since increased every year, and the writer, among others, began to fear they must also be exhausted; but it is not so-by a kind consideration of Providence, it seems to be their nature to increase with the disturbance and stirring of their beds; and they are also taken in deeper waters.

It has been matter of surprise to many, that our oyster beds, though so much fished, should still continue to afford a sufficient supply. Philadelphia city has increased its consumption several hundred fold, and vessels from New York are constantly supplying themselves with loads, to carry to their own nurseries. Some vessels also take them to transplant at Egg Harbour. Long Island and Egg Harbour oysters, when sold as so superior in size and flavour, are still to be regarded as natives of our own bay. Besides our own city supply from our bay, we are latterly receiving great quantities from the Chesapeake, through the Delaware canal. From the 7th October to the 16th December, 1840, there passed through that canal, for our city use, 4230 tons; and at the time of writing this fact, there is actually lying at Spruce street wharf eighteen vessels freighted with oysters;-a real fleet of luxurious diet for the city bon-vivants! It is said to be a fact, that much more oysters are consumed in Philadelphia than in New York, where the price, once so cheap, is now so very high.

Having been at some pains to learn something of the present and past state of our oyster beds in the bay, I have arrived at sundry conclusions, such as these:-that our fields of oysters, notwithstanding their constant delivery, are actually on the increase, and have been augmenting in extent and quantity, for the last thirty or forty years. This fact, strange to the mind of many, is said to be imputable to the great use of the dredging machines, which, by dragging over a greater surface, clears the beds of impediments, and trails the oysters beyond their natural position, and thus increases the boundaries of the field. These dredges are great iron rakes, attached to the vessel by iron chains, and which trail through the oyster beds, while the vessel is moving over them by the force of the wind in her sails. In this way many more oysters are dragged

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