The canal continued in navigable order until the 29th of December.--[b. The Portland Courier of THE WEATHER.-On Saturday, 3d inst. in Portland, Maine, and Salem, Massachusetts, the mercury at sunrise sunk to 3° below zero. that evening says-" Our harbor has to-day been shut over with ice, which occurs only once in several Brigg's Bulletin, kept at the Mechanic's Reading Room, Boston, gives the following record. POTTSVILLE, Jan. 10. COLD WEATHER.-The weather has been intensely cold throughout the greater part of the present week. On Monday morning last the mercury fell in Fahrenheit's Thermometer as low as twenty four degrees below zero, and on the day preceding (Sunday) from seventeen to twenty degrees below zero; since which the weather has not been so cold, though the mercury on several mornings has been below zero-yesterday morning sev-years." enteen degrees below zero. It must be remembered abroad that we have a deep snow lying upon and covering the ground, and that consequently there can be no radiation of heat from the surface, the rays of the sun falling and making little impression upon the bleak covering or mantle extending in every direction. No weather like that of the present week has been ever before experienced in this part of the country within memory. The extreme cold weather of the present winter will either go far to shake the theory of a progressive melioration of climate, or will be held in after times as a remarkable exception to the general tendency of our climate. On the whole, it must be looked upon as an extraordinary phenomenon when the mercury falls 24 deg. below zero, and quite beyond the range of the calculations or predictions of Almanacks.-Miner's Journal. The thermometer at sunrise this At 8 o'clock, At Worcester this morning, Our inner harbor is entirely closed, and much float ing ice below. Several vessels have attempted to get up, but were obliged to come to anchor. to make their usual trip this morning, but were unable The Chelsea ferry boats got up their steam in order to proceed. The Boston Morning Post of Monday says-" the harbor is frozen over down as far as Fort Independence, three miles from the city. At Portsmouth (N. H.) on Sunday morning the mercury stood at twenty degrees below zero-this is one degree lower than ever before noted. In January, 1810 it sunk to nineteen degrees, which was then as certained to be the coldest night ever known there.Portsmouth harbor was never frozen over, and proba bly never will be. At Saco, Maine, 28 degrees below zero. At Salem, on Sunday morning, 17° below 0; on Monday, 6 below. The whole of the inner harbor is frozen over. At New Haven, Connecticut, on Monday morning the mercury stood at 23 degrees below zero, which was colder than had been known there since 1780. There was also a very unusual body of snow upon the ground, averaging aboul 18 inches deep. The harbor was frozen over, but the steamboats were able to work their way through. At Hartford, the thermometer, at 7 on Sunday morning, stood at 25 degrees below zero; 8, at 23 degrees below; at 9 P. M. 15 degrees below; and on Monday morning, at 27 degrees below. At Norwich, Monday morning, 24 below cypher, 5 degrees colder than ever recorded. A letter from the Postmaster at Goshen, N. Y., states that on Monday, the thermometer, at 7 A. M. stood at 32 degrees below zero; at 9 A. M. it was 10 degrees below zero. At Newark, on Monday morning, the thermometer stood at 13 degrees below zero. On Sunday morning, 7 degrees below zero.-Poulson's Am. Dail. Adv. CHESTER COUNTY BEEF-On Thursday, the 1st day of 1835, six head of cattle, owned and fed by Enoch Dickson, of Kennett township, were weighed at Kennett Square, in the presence of a considerable number of farmers from the neighboring township. We are much indebted to a friend, who has politely furnished us with their respective weights. REGISTER OF PENNSYLVANIA. DEVOTED TO THE PRESERVATION OF EVERY KIND OF USEFUL INFORMATION RESPECTING THE STATE. EDITED BY SAMUEL HAZARD. VOL. XV.--NO. 5. PHILADELPHIA, JANUARY 31, 1835. PENNSYLVANIA AND OHIO CANAL. Report on the subject of the Pennsylvania and Ohio Canal.-Presented in the Senate, Dec. 31, 1834. BY MR. KING. Mr. King, from the select committee, to which was referred the memorial of the Pennsylvania and Ohio Canal Company, and so much of the unfinished business of the last session, as relates to a bill further supplementary to an act entitled "An act to provide for the internal improvement of the State of Ohio, by navigable canals," having carefully examined the subjects, respectfully submitted the following REPORT: No. 369. they will be found sufficient to cover the cost of the work." In speaking of the importance o' this connection, the Canal Commissioners of Pennsylvania in their late report before referred to, observe: "That a cross cut canal from Akron, on the Ohio Canal, along the valley of the Mahoning, to the Pennsylvania Canal, would, in the opinion of the Canal Commissioners, be highly beneficial to both States. It would open a direct, safe, cheap and expeditious channel, for the citizens of Ohio, to send their agricultural productions to a market on the seaboard, and enable them, in return, to receive merchandise from the eas. It would, by the additional commerce thrown upon the Pennsylvania and Ohio Canals, give activity to trade, employment to capital, and sequently, it would stimulate and promote the great primary interests of agriculture. Punctuality is said to be the life of business; but to be punctual to engage. ments, requires certainty in the means by which those engagements are to be fulfilled. Therefore, in a contest for the rich trade of the west and northwest, we should, if possible, avoid all risks and delays. and consequently broken voyages, that may arise from either floods or low water, by having a continuous canal, from the Allegheny mountains to Lake Erie and the Ohio river, below its principal obstructions.", The Canal Commissioners of Ohio, in the report made to the Legislature at the last session, also remark, that, That said company was incorporated by the Legisla-business to merchants, traders, and boatmen; and, conture of Ohio, in 1827, to which act of incorporation, the assent of the Legislature of Pennsylvania was subsequently given, for the purpose of constructing a canal from "such suitable point on the Portage summit of the Ohio Canal, as the Ohio Canal Commissioners should direct, to the waters of the Mahoning river, and from thence to intersect the Pennsylvania, or Chesapeake and Ohio Canal, at or near the city of Pittsburg, with liberty, in case that either of said canals should be continued from Pittsburg down the Ohio river, and up the Big Beaver, towards Lake Erie, then to in ersect either of said canals, constructed as aforesaid, at the most suitable and convenient point;" thus securing to the public, by the conditions of the charter, an unbroken canal communication, from the Ohio Canal to the main "The proposed work will remove the only remainline of the Pennsylvania Canal, and, through that line,ing obstruction, which exists in the way of a direct comto the city of Philadelphia, interrupted only by the mercial intercourse between the interior of Ohio, and short Portage rail road, across the Allegheny ridge, the great commercial marts of Philadelphia and Baltiabout thirty eight miles in length. That owing to this more. A free access to these cities, will open to our uncertainty, as to the point of intersection with the citizens a choice of markets, and create a competition Pennsylvania canal, and witnessing the steady progress between these cities and New York, for supplying the which the State of Pennsylvania was making, in extend western country with goods, which must necessarily ing her improvements towards the Ohio Canal, the operate to the advantage of the western people. It company have hitherto deemed it their duty to post will also open a direct channel of commerce, between pone the opening of books for subscription of stock. Lake Erie and the other upper Lakes,on the one hand, and Pittsburg; and, by means of the Pennsylvania Canal, with the ports of the Delaware and Chesapeake, on the other. We need not here give a detailed view, of the advantages resulting to the immense region of country bordering on these Lakes, from a choice of markets, as well as from thus being enabled to avoid the delay in reaching the seaboard, through the New York canal, by the long continuance of the ice in the eastern end of Lake Erie in the spring. Nor is the country adjacent to the Ohio river, and its navigable branches, below Portsmouth, less interested in the proposed work, than the Lake country. A large proportion of the goods, procured for the supply of the western country, are now purchased in the cities of Philadelphia and Baltimore, and this will, probably, to some extent, continue to be the case. Most of these goods are brought to Pittsburg or Wheeling, and sent from thence, down the river by water. When the Ohio river, above Portsmouth, is too low to permit the navigation of steam boats, of a medium size, the transportation of goods down the rivers is attended with much expense, and great liability to loss or damage. Should the proposed improvement be made, these evils would, in a The State of Pennsylvania has now completed her Canal, from Philadelphia to Pittsburg, including the rail road referred to, and from the mouth of the Big Beaver up to New Castle, and within about eight miles of the Ohio State line; which has reduced the distance, by which this extended line of canal can be united to the Ohio Canal, through the Mahoning valley, to about 85 miles, according to Mr. Dodge's survey. The Canal Commissioners of Pennsylvania, in their report to the Legislature, at their last session, also say, "they have no hesitation, in recommending the further extension, of the Beaver division, to the Ohio State line, at the expense, and for the benefit of the commonwealth," which would still further diminish the length of this junction canal, to less than 76 miles; the entire line of which, has been carefully surveyed, under the direction of the Canal Commissioners of Ohio, and the estimated expense given in detail, amounting to $764,372, of which estimates, the canal commissiones, in their special report upon this subject, to the last Legislature, say "the prices affixed to the different items of work, in these estimates are believed to be li beral, and so far as our experience enables us to judge, VOL. XV. 9 great degree be avoided; a safe and convenient canal navigation, would thus be formed, from Pittsburg to Portsmouth, not liable to be interrupted, for any considerable time, except by ice in the winter. And below Portsmouth, a small class of boats can, at all times, ply with safety. cording to Col. Dodge's calculations, exceeds four thousand three hundred and forty cubic feet per minute;one half of which would be discharged upon the Portage Summit of the Ohio Canal. This amount would be at the control of the State, and could be turned either north to Cleaveland, or scuth to Roscoe, over a "The board entertain the confident belief, that, fall of not less than three hundred feet, forming a powshould the proposed communication be effected, a large er sufficient to carry eight pair of 4 feet stones, at proportion of the foreign goods, and of the heavy arti- every 15 feet fall. The estimated value of this water pow. cles, manufactured at Pittsburg, which now descender, for each fifteen feet fall, could not be less than six the Ohio, would in that event, pass through our canal | hundred dollars per year; which would defray the infrom the junction of the proposed Pennsylvania and terest on the sum of 200,000 dollars, and induce valua Ohio Canal, to Portsmouth, particularly when the Ohio ble improvements, whereby the taxable property of the river is low; and no doubt can exist, in relation to the State would be greatly augmented, and the business on establishment of an active commerce, between the the canal much increased. whole country near the Ohio Canal and Pittsburg.These new branches of commercial intercourse and transportation, cannot fail to add greatly to the reve nue, as well as to the usefulness of the Ohio Canal. In relation to the second branch of the inquiry,to wit, the most practicable route, and probable expense of accomplishing the object, the board feel no hesitation, in giving it, as their decided opinion, that the Mahoning route so called, is the only one of the routes, to which public attention has been directed, on which a canal can be made, by the expenditure of any sum, which the object in view can possibly justify, where an adequate supply of water can at all seasons of the year, be commanded. There is no doubt of the entire practicability of this route; and the supply of water, both for the summit and lower levels is abundant. "The board entertain no doubt, that the influence of the proposed canal, when completed, will add greatly to the business on the Ohio Canal, and consequently to the revenue arising from tolls collected thereon, and at the same time, that the tolls collected on the proposed canal itself, will be equal to the interest on its cost, as soon as commercial business shall have adapted itself to the new facilities which this work will undoubtedly offer." The experience of the past season has afforded striking evidence of the absolute necessity of opening, to the citizens of Ohio, this new channel of commerce to the seaboard, to save them from the impositions which have been, and will continue to be practiced upon them, by combinations among the carriers, throughout the present line of communication. By an arrange. ment between the Canal Commissioners of New York and Ohio, a reduction of toll to a considerable extent, was made at the last season, for the express purpose of lessening the cost of transportation, on produce and merchandize, from one State to the other. So far from effecting this object, however, the proprietors of the various lines of boats,residing in New York, immediately increased the prices of freight, to an amount equal to the reduction of tolls, whereby the citizens of Ohio were compelled to pay to the carriers of New York, this increased amount for freight, instead of paying it for toll, for the benefit of the State. So long as there is but one channel of communication from the western country to the seaboard, and its commerce is necessarily restricted to one market, it will continue to be subject to imposition and monopoly, both on its transpor tation and sale. we shall bring rival cities into competition for our trade, By opening another channel, to a different market, which must accrue on its transportation. The amount and two enterprising States to compete for the revenue of revenue to be secured by its transmission, a distance of nearly four hundred miles, on their respective canals, already completed, would induce them to reduce their tolls to a considerable extent; and the importance and value of the trade, to their commercial cities, independent of the revenue, might by competition, sink them to a mere nominal amount. Your committee fully believe, that the amount thus saved to the citizens of this State, by the reduction of tolls and freight on their own property, while seeking an eastern market, would more than defray the annual interest on the capital required for the construction of this canal. The amount of tolls collected the past year, on the New York canals, is about $1,500,000.We may safely calculate, that at least one fifth of this sum was paid on property belonging to the citizens of These views and opinions of the Canal Commissioners of Pennsylvania and Ohio, thus officially expressed, at the call of the Legislature, your committee think are entitled to great weight, and an attentive consideration, formed, as they must have been, on long practical experience and observation, upon a subject in which they can have no personal feeling or interest. Your committee would further suggest, that the charter granted to this company is the only one, the provisions of which necessarily secure to the citizens of Ohio a continuous canal communication from the Ohio Canal to Pittsburg, and the main line of the Pennsylvania Canal-that it will shorten the distance from the point of its intersection with the Ohio Canal to Philadelphia, from what it now is to New York, by the Lake and New York Canal, about two hundred miles-save the expense of a double transhipment-avoid the danger and delay of the Lake navigation-lessen the time consumed in the transmission of goods and produce, from one extreme point to the other, and render it certain-all objects of great importance in mercantile operations. Another sugges tion may be worthy of consideration. It has been re- To insure a continuance of this important commercial presented, that the increasing business on the Ohio Canal intercourse with the west, a reduction of tolls, to one would soon require an additional supply of water upon half of their present amount, would be sound policy on the Portage Summit; to obtain which, would require the part of New York. This would produce corres expenditure to a considerable amount, by the State.—ponding measures on the part of Pennsylvania. Instead If the proposed canal should be constructed, the additional quantity of water, which must necessarily be introduced upon that summit, by this junction, will obviate that difficulty, and dispel all apprekensions arising from such source. Should this additional supply of water, thus thrown upon the Portage Summit of the Ohio Canal, never be required for canal purposes, still it would always be available to the State, and of immense value for by draulic purposes. The aggregate quantity of water introduced upon the Ravenna Summit of the Mahoning Canal, during the driest season of the year, ac Ohio! of witnessing the monopoly, which is now fully engross ed by New York, and which has already enabled her to fix such rate of tolls, as to create a fund sufficient to extinguish one half of her canal debt, before it is redeemable, we should soon find her vigorously contending with the State of Pennsylvania, for the invaluable trade of the western country, against the powerful obstacles which nature has interposed by distance, bydouble transhipments, the uncertainty and danger of the Lake navigation, and by her high northern latitude, which locks up her ports, and closes her navigation, nearly one half of the year. Being fully convinced of the importance of this work to the State of Ohio, your committee next directed their inquiries to ascertain the most judicious method of accomplishing it. In coming to a satisfactory conclusion upon this point, the opinions which have been given upon this subject, by the agents of the State, who have had charge of the public works, from their commencement to the present period, as well as such persons, whose experience in works of a similar character, entitled them to much weight, have been carefully examined and duly considered. His Excellency the Governor of Ohio, has repeatedly urged its importance, as a State work, in his annual messages to the Legislature. In a report to the General Assembly, in 1828, signed by the whole board of the Ohio Canal Commissioners, after the survey and estimates had been made and examined by them, the following opinion is given: "The profit of this work to the proprietors, must be commensurate to its commercial importance, and it is believed to offer one of the best opportunities for a profitable investment of capital, which can be found in the United States." In their special report, at the last session of the Legis lature, they repeat their convictions of its public utility, and of its becoming a source of revenue to the state, and further say, "The board have ever entertained and expressed the opinion, that all great public works, in the execution and management of which a large proportion of our citizens are interested, should be under the control of the State, and not of individuals or incorporated com panies. The reason is obvious. The Legislature, or other authorized agents of the State, may always be expected to consult the public welfare, in the most extended sense of the term. A company can only be ex pected to consult its own pecuniary interests, which will frequently clash with the most important commer. cial and agricultural interests of the community, and thus render the improvement much less useful than it would be, if under the control of the State." The Canal Commissioners of Pennsylvania have also, in their reports to the Legislature of that State, strongly recommended the extension of their canal, from Pittsburg down the Ohio river to the Beaver Canal, and the continuation of the Beaver Canal from New Castle to the Ohio State line, as soon as the State of Ohio should take the necessary measures to secure its connection with the Ohio Canal. They state, in a special report, made at the last session of their Legislature, that a "survey and estimate had been made by Dr. Whippo, for a canal from Pittsburg, by the Ohio river, Big, Beaver and Shenango, to Lake Erie, at the harbor of Presque Isle; in which he makes the distance, from the termination of the western division of the Pennsylvania Canal, in Alleghenytown, (Pittsburg,) to the mouth of the Big Beaver, twenty-five miles and two hundred and eight perches; and he estimates the cost of construction at $263,821." And further say, that "The extension of the western division of the Canal to the Big Beaver, will become necessary;" and that "the great interests involved in the improvements already made, and in the contemplated extension of the Pennsylvania Canal, to Lake Erie, and the cross cut Canal, to unite those of Ohio and Pennsylvania, will, within a short period, require this link in the north western chain of communication to be completed."They also express the opinion, that these improve ments should be made at the expense, and for the benefit of the commonwealth, and thus avoid collisions, that may arise from a corporation acting within the limits of the State but under an authority beyond the control of the Legislature of Pennsylvania." So important did the board of Canal Commissioners, of Pennsylvania, consider this union of these two ex tensive lines of canal, in Pennsylvania and Ohio, that they state in their report, that "In September last, while the board were examin ing the public works, in the western part of the State, two of the members went up the valley of the Mahoning, and along or near to the proposed route for the cross cut canal, to Akron, on the Portage Summit of Ohio Canal. And it is, in their opinion, the most favorable ground, along the whole route, for constructing a canal, that they have ever seen; with an ample supply of water, that can conveniently be brought to the summit level." The recent message of the Governor of Pennsylvania, also indicates the deep interest which is felt by the citizens of that State, in the proposed improvement, and their readiness to co operate with the State of Ohio, in effecting it. The following remarks are quoted from that document: "It is but just, that in connection with the subjects adverted to, I should mention the contemplated connection of the Ohio Canal with the Pennsylvania improvements, at some point to be designated by the Legislature of that State. No decisive steps have, however, as yet, been taken by the State of Ohio, for carrying the contemplated measure into effect. Should a movement be made by her Legislature, for authorizing the proposed connection, it seems to me, that the subject holds out advantages too important to be neglected, and which should induce immediate corresponding measures, on the part of the General Assembly of this State." Your committee are,also, in possession of information, which may be relied on, that the committee on Canals, in the Legislature of Pennsylvania, in the early part of the present session, reported a bill, directing their Canal Commissioners to construct a lock and canal navigation, from the Pennsylvania Canal to the Ohio State line; provided, the State of Ohio, or a company should agree to complete the balance of the line, to the Ohio Canal, with an assurance that such a bill would be passed by that body. In justice to the interest of the State, your committee been given, by men of capital, that if the charter deem it their duty also to state, that assurances have granted to this company, should be amended in some of its provisions, and the work duly patronised by the State, and placed upon a footing of equality with works of a similar character, that the stock should be immediately taken up, whenever books should be opened for that purpose; and the work put under contract the ensuing season, question of serious consideration, whether the perma. With a full knowledge of these facts, it became a nent interests of the State would best be promoted by extending her canal, the further distance of nearly seventy six miles, to unite with the Pennsylvania Canal on the line of the States, and retaining its control, and the revenue to be derived from it; or by surrendering these important advantages to an incorporated company, and aiding them in its construction. Most of the advantages which have been mentioned as resulting from this improvement, would unquestionably be secured to the citizens of Ohio, should either course be adopted. By looking prospectively, however, to the period when these works shall have been completed, and this additional thoroughfare shall have been opened through another State, it may easily be perceived, that such a state of things might be produced, by the counteracting policy of two rival States, to secure to themselves, the immense trade of the west, as to render the absolute control of this connecting link, in the chain of improve. ments, an object of the highest importance to the State. Nor can your committee suppress the conviction, aris ing in their own minds, that the central section of a canal, more than seven hundred miles in length, will become a source of immense revenue to the State, and create a fund sufficient to reimburse at no distant When period, the principal and interest of its cost. Fully concurring in the opinions expressed by the Board of Canal Commissioners, that the State should have the control of all extensive works of this character; and, firmly believing in the correctness of the views herein set forth, your committee herewith report a bill, embracing the two routes to which public attention has been directed, for this important connection authorizing the construction of a canal, on the most eligible route, at the expense and for the benefit of the State. From the Butler Repository. CANAL CONVENTION. Delegates from Allegheny Armstrong, Beaver, Butler, Crawford, Erie, Indiana, Mercer and Venango counties met at the court house in Butler, on Wednesday, the 31st of December, 1834, in pursuance of a previous appointment. The following named Delegates were in attendance, and took their seats in the convention: Allegheny. A. W. Foster, Armstrong. Erie. Crawford. Indiana. Rich B. M Cabe, J. D. Wood, L. S. Reno, John M'Clelland, [JANUARY Venango, (Continued) J. W. Hunter, On motion the convention was organized by appointing the Hon. ROBERT ORR, of Armstrong county, President, Capt. DANIEL DOBBINS, of Erie County, WM. B. FOSTER, Esq. of Allegheny county. JOHN GILMORE, Esq. of Butler county, and JOHN CLARKE, Esq. of Beaver county, Vice Presidents. Gaylord Church, Esq. of Crawford, Beven Pearson, Esq. of Mercer, Dr. John D Wood, of Venango, and Richard B. M'Cabe, Esq. of Indiana county, Secretaries. President, A. W. Foster, Esq. addressed the convenThe object of the convention being stated by the tion, on the importance of the object for which the convention convened, in a very clear and appropriate manner. On motion of Judge Bredin,- -a committee of two from each of the delegations, of the several counties, were appointed by the respective delegations, to draft a preamble and resolutions expressive of the sentiments and views of this convention, and also a memorial to the Legislature, to be presented to the convention for their consideration. A. W. Foster and Robert Highlands, Esqrs. of Allegheny, J. E. Brown and Joseph Buffington, Esqrs. of Armstrong, the Hon. John Bredin and John Negley, Esqrs. of Butler, J. R. Shannan and James Patterson, Esqrs. of Beaver, David Dick, Esq. and Dr. James Reed, Esqrs. of Erie, J. Gallagher, and R. B. M'Cabe, White, of Crawford, William Kelly and Charles M. Esq. of Indiana, Dr. John Mitchellree, and Walter Oliver, Esq. of Mercer, and Daniel Brown and L. T. Reno, Esqrs. of Venango, were appointed by the respective delegations the committee. The convention then adjourned, to meet at eight o'clock this evening. The convention met according to adjournment. Mr. Foster, the chairman of the committee appointed to prepare resolutions, and a memorial to the Legislature, informed the convention that the committee would not be prepared to make their report before ten o'clock to-morrow morning. The convention then adjourned to meet to-morrow at ten o'clock, A. M. THURSDAY, Jan. 1, 1835. Mr. Foster chairman of the committee appointed yesterday, reported the following preamble and resolutions, and memorial, which on motion of Mr. Bredin, were taken up, read separately, and adopted unanimously, (excepting the seventh resolution-which Mr. King, of Allegheny county, moved to amend by striking out the words following: "rather than enriching the citizens of a neighboring State who pay no part of the expenditures made in the construction of our canals and rail roads." This motion produced some debate in which Messrs King (of Allegheny,) Foster, Bredin, Beatty and King, of Erie, took part, the convention refused to amend, but 18 delegates rising in favor of it,The resolution was then adopted with but four or five dissenting voices. Mr. Darragh, of Pittsburg, on the consideration of the resolutions, addressed the convention on the importance of the object of the conven tion. Whereas, The Canal Convention which assembled at Harrisburg on the 5th of August, 1825, composed of delegates representing forty-seven counties of this Commonwealth, coming immediately from the people, and through their primary meetings, possessed a full knowledge of their views and wishes on the important subject for which the Convention met, adopted among |