CANALS OF THE STATE IN DETAIL. DELAWARE AND HUDSON CANAL AND RAILROAD. (Financial year ending 1st March, 1860.) BOARD OF DIRECTORS AND OFFICERS, 1860-61. LENGTH OF CANAL-Eddyville (Rondout), N.Y., to Honesdale, Pa....... 108 miles. Equipment-Canal boats, 500; barges, 50, and steamboats, 2. LENGTH OF RAILROAD-Olyphant to Honesdale Branch Road.... 26 50 miles. 1.00 66 Second track, 26.50 miles. Sidings, 1.3 mile. Unfinished road, 34 miles. Equipment Locomotive engines, 2; stationary, 18..... Cars-freight, 10; coal, 1,500; mining, about 800..... 20 .2,310 The Delaware and Hudson Canal Company was incorporated in the State of New York on the 23d April, 1823. The construction of the canal was coinmenced in July, 1825, and completed in Oct., 1828. The railroad connecting the canal with the coal fields was not completed till 1829, and hence the transportation of coal did not commence till 1830, in which year 43,000 tons were sent to market. The regular statements of the Company were not made till 1831, which year may be regarded as the commencement of its operations. The charter of the Company conferred banking powers which were exercised up to 1846, when they expired. The canal commences at Eddyville, on Rondout Creek, near its junction with the Hudson River, and follows up the valley of the Rondout to the summit, 38 miles from the Hudson and elevated 535 feet above tidewater, and 80 feet above the Delaware River at the point of its junction with it. After reaching the Delaware, the canal follows up the valley of that river, 17 miles to the mouth of the Lackawaxen, ascending in this distance 148 feet. It then follows up the valley of the last-named river, 26 miles, to Honesdale, ascending in this distance 187 feet. It crosses the Delaware and Lackawaxen Rivers by aqueducts. The canal, as first constructed, was 4 feet deep, with locks 76 by 9 feet, having a capacity to pass boats of 30 tons burden. In 1842, an enlarge. ment to give five feet water was commenced, which would allow the use of boats of 40 tons burden. In 1843 the enlargement was so far completed as to admit the passage of boats of 35 tons burden. In 1844 the capacity of the canal was increased to boats of 433 tons. In the same year the enlargement was determined on so as to give a depth of water 5 feet. In 1845 a capacity for boats of 45 tons was reached, and in 1846, of 54 tons. The cost of the enlargement up to this period was $253,368, and the capacity of the canal increased from 518,400 to 864,000 tons in a season. In 1848 the Company determined upon a further enlargement, partly in view of the construction of the Pennsylvania Coal Company's road, which extends from the coal fields near Pittston to the canal at Hawley. The enlargement contemplated a depth of water of 6 feet, a width at bottom of 32 feet, and at top of 50 feet; and locks 100 by 19 feet, having capacity for boats of 140 tons. The enlargement was completed in 1852. The capacity of the canal has probably been increased to 2,000,000 tons annually. It has an abundant supply of water at all seasons of the year. The railroad of the Company is what is termed a gravity road, having two distinct tracks, each made up of long and short inclined planes. The former have inclinations averaging 47 feet to the mile for the descending cars. The latter are steep inclines, up which the trains are drawn by stationary engines, or water power. There are 26 planes, overcoming an elevation of 906 feet, worked by 18 stationary engines, and 4 water wheels. To aid in the construction of the works of the Company the State of New York in 1827 loaned its credit to the Company for the sum of $500,000 at an interest of 5 per cent., and in 1829 for $300,000 at an interest of 44 per cent. These loans were fully paid off by the Company on the 1st January 1848 and 1850 respectively. The company has a contract with the Pennsylvania Coal Company, whereby the latter agrees to pay for the use of the canal a sum depending on the average price for the year of lump coal at Rondout. SHARE CAPITAL-Authorized, $7,500,000, in 170,000 $100 shares. -dated 1st December, 1853, and payable, principal in 12 years, and interest semi-annually, 1st June and 1st December, in New York City. Seven per cent. coupon bonds -$300,000 -dated 1st June, 1858, and payable, principal in 5 years, and interest semiannually, 1st June, and 1st December, in New York City. Seven per cent. coupon bonds S. -dated 1st March, 1860, and payable, principal in 10 years, and interest semi-annually, 1st March and 1st September, in New York City. None of these bonds have been issued to date. They will be disposed of, as needed, at not less than par. Amount provided $600,000. SINKING FUND.-In 1857 the Company established a Sinking Fund for the payment of its bonds at maturity by an annual appropriation for such purpose of a sum equal to one per cent. on the share capital. FLOATING DEBT-See Balance Sheet. COST OF CANAL. -$6,185,616. | COST OF RAILROAD, ETC. $1,792,829 INCOME ACCOUNT FOR THE YEAR ENDING 1ST MARCH, 1860. Dr. Canal GENERAL LEDGER BALANCE SHEET, 1ST MARCH, 1860. Rondout, and Honesdale with advances on business of 1860.. Total..... 669,678 1,175,948 ⚫$10,347,393 Total ..$10,347,393 Statement showing the amount (tons) of coal transported on the canal to market in each year since 1830: 1831 1632 43,000 | 1837....103,861 | 1843. 205,553 1849..... 437,500 | 1855..... 935.054 54.000 1838- 115,397 1844. 227,605 1850. 1833 .... 84,600 1839. 78,207 1834....111,777 1840....122,300 43,700 1841... 148,470 1836.... 90,000 1842. 192,270 1835 ... 454,251 1856 .. 1,070.263 543,353 1857 .... ...1,112,150 788,495 18581,024,550 924,003 1859. 978,815 1,006,986 | 1860 ....1,279,354 1st 6 yrs. 427,077 2d 6 yrs. 760,495 Average. 71,179 Average 126,749 -making a total in 30 years of 13,407,900 tons, or an annual average of 446,930 tons. During the first 20 years of the period embraced in the above table the supply was derived solely from the Canal Company's mines. last ten years includes also the supplies derived from the Pennsylvania Coal Company's mines. The following exhibits the quantities sent to market by the companies respectively, and the total for each of the last ten years: 3d 6 yrs. 1,665,501 | 4th 6 yrs. 4,154,591 5th 6 yrs. 6,400.216 Average. 277,500 | Average. 692,432 | Average 1,066,702 Canal Penn. Coal The Year. Company. 4,197,891 2d 5 years. 2,485,576 -making a total of 4,820,965×4,842,088-9,663,053, or an annual average of 966,305 2,979,586 5,465,162 tons. Year ending 1st March. COST OF PROPERTY. STATEMENT, showing the operations of the Delaware and Hudson Canal Company for each year since 1831 to the present time. 314,152 105,810 '34 32 $1,992,747 $55,236 $310,852 $104,649 $2,463,484 $350,227 $20,554) $1,880 $372,661 $74,662 '35 2,237,684 70,326 321,752 108,132| 2,737,894 327,264 36,946 546) 16,807 '36 2,245,584 $37 3,487 '38 ,384 75,356 325,052 109,293 2,755,265 472.040 41,977 552,854 81,900 2,923,420 632,247 35,450 639,010 211,233 163,146 81 2,978,296 1,116,773] 39,388 47,286 1,308,307 857,321 440,986 172,980 9 3,035,172) 781,170 33,895 23,846 963,602 767,551 196,051 153,760 8 '44 2,384,029 115.546 473,842 118,581 3,092,048 804,901 30,996 23,251 930,203 733,502 196,701 153,760 8 2,406,978 125,060 503,580 120,911 6,526 15.458 986,544 727,596, 258,948 691,920 34 32,810 1,757,913) 634,645 661,222 18 45,325 1,893 178 40,781 1,214,842] 678,836 730,360 16 581,323 30,100 1,314,138 843,476 869,24 14 '53 5,859,342 316,956] 648,000 9 2541 3,156,529 864,107 822,094 197,070 662,831 25,975 962,034 45,981,944 5,734,649 5,794,882 4,898,554 13,149,237 3,457,377 33,034,699 12,947,245 11,999,594 2694 33,174 1,585,584 197,746 199,823 168,916 453,422 119,220 1,189,127 446,456 413,779 9 NEW YORK STATE CANALS ERIE CANAL. CHAMPLAIN CANAL. BLACK RIVER CANAL. BLACK RIVER IMPROVEMENT. ONEIDA LAKE CANAL. ONEIDA RIVER IMPROVEMENT. OSWEGO CANAL. SENECA RIVER TOWING PATH. BALDWINSVILLE SIDE-CUT. CAYUGA AND SENECA CANAL. CAYUGA INLET. CHENANGO CANAL. GENESEE VALLEY CANAL. EXTENSION OF GEN. VALLEY CANAL. The valleys of the Hudson and Mohawk rivers, being depressed below the general level of the country, were naturally seized upon by the earliest explorers and traders as the most convenient route between the interior and the Atlantic coast. The waters of the Mohawk took their rise in a plateau, which was also drained in part by streams running into Lake Ontario. These waters so intermingled that in times of floods the Indian in his canoe could pass from one to the other. At these periods, a continuous waterline extended between Lake Ontario and the harbor of New York. The progress of population westward suggested at an early day the im provement of this natural highway. In 1724, Cadwallader Colden, then surveyor general of the colony of New York, suggested a system of works somewhat similar to that now existing. In 1768, Sir Henry Moore, the governor of the colony, recommended to the legislature the improvement of its inland navigation as worthy of attention. Action upon these recommendations was necessarily postponed by the political troubles which soon followed. The idea, however, was not lost sight of, and in the midst of the revolutionary struggle, Gouverneur Morris predicted that, "at no distant day, the waters of the great western inland seas would, by the art of man, break through the barriers and mingle their waters with those of the Hudson,”—a prediction which in after life he aided to fulfil. With the independence of the country, the project was renewed. No definite action was taken, however, till 1808, when the subject was presented to the attention of the legislature of the State, and a reconnoisance of the route proposed, which was subsequently ordered, and a sum of six hundred dollars voted to defray the expense. The survey was committed to James Geddes, who was instructed by Mr. DeWitt, the surveyor general-first, to examine "what may appear the best place for a canal from Oneida Lake to Lake Ontario;" and next, "the ground between Lake Erie and Lake Ontario, with a view to determine what will be the most eligible track for a canal from below Niagara Falls to Lake Erie." The interior route was treated as a subordinate object, or only thought of "as a work by itself, to be undertaken hereafter, should government deem it necessary." The Report of Mr. Geddes was made on the 12th of January, 1809, and though necessarily imperfect, by reason of the inadequate means voted for the survey, fully proved the practicability of the interior route, and the |