riod, were separated more during the Under the remaining divisions of The whole probable cost of the pen- [115 sonal inspection, or from communication with the superintendents, of the the committee express it to be their best conducted prisons in other states, opinion, that the best kind of prison discipline is that of solitary confineclassified labour by day; and recomment by night, together with joint, or system a trial. mend it to the legislature to give this of the penal code, submit in their re- cedure. It regulation of the penitentiaries. 3. An act for the government and that the first act, should superwas intended by the commissioners sede the existing penal statutes, and supply those defects, which exmade no attempt to codify the law, perience had shown to exist. They because, in the first place, it did not seem to be contemplated by the resolutions under which they acted; and in the next place because they considered it inexpedient, and within any brief period of time, wholly impracticable. This inexpediency arose, in their opinions, from the fact, that uniformity in the common law princithere is a clearness, precision, and ples and adjudications relative to crimes, that no other part of that system can boast of. to enumerate It is unnecessary which were retained, or repealed, the various laws or the many new provisions which punishment of solitary confinement were made. In some instances the without labour, was directed to be inflicted; in other cases, imprisonment with hard labour was required, thus giving an opportunity to ascertain the advantages and disadvantages attending these different systems of prison discipline. Some important law. One related to the limitations innovations was made in the common of prosecutions, it being proposed ments for any crime or misdemeanor thai all suits, informations, and indict murder and inanslaughter excepted, shall be brought or exhibited within a limited time. Another innovation was that which relates to the competency of witnesses. It was proposed that no witness should be deemed and adjudged incompetent because he may have been convicted of an infamous crime, wilful and malicious perjury excepted; but that it should be allowed to prove such conviction, and it should be left with the judge or jury to decide what credit was to be attached to his testimony. That an individual should be considered an incompetent witness in a suit to which he is not a party, and in the event of which he can have no interest, and especially after he may have become totally reformed in principles and in conduct, appears to many absurd and unjust, and shakes their belief in the maxim that the law is the perfection of reason;" and indeed, some may even consider the exception as to perjury inexpedient, and that it should only be allowed to affect the credit, rather than the competency of the witness. This report became the subject of much controversy, after it was submitted to the legislature. That part of it relating to the classification of crimes was not acted upon. The other part of it, relating to penitentiary punishment, was discussed with some warmth in the house of representatives, and after much debate, a bill was passed, providing for the punishment of prisoners by solitary confinement, together with labour in solitary apartments. The recommendations of the report were not, therefore, fully carried into effect great opposition being made to its principles in consequence of a large penitentiary having been just then established, on the principle of solitary confinement without labour. The whole subject is now brought to the test of experiment, and time only can determine as to the efficacy of the several modes of punishment. INTERNAL IMPROVEMENTS.-In the last volume of the Register we gave an account of the progress of inter nalimprovement in this state, from the year 1789 to the year 1827. We enumerated the various works which had been projected at different periods, and alluded to the embarrassments and difficulties which had retarded the execution, or produced the abandonment of some of them, and to the advancement, and the final and happy completion of others. It affords no ordinary degree of pleasure to be still able to say, that that desire of improving their inland navigation, and the communication of one part of the country with another, which pervaded the people of Pennsylvania, anterior to 1827, has neither subsided or been diminished since that time, but has induced them to appropriate money with a liberal hand, to accomplish the noble and stupendous objects about which they have been engaged, and which cannot fail of being productive of the most lasting benefits to the state. There was expended in this state, between 1791 and 1828, upon roads, bridges, and inland navigation, the sum of $22,010,554.68, and works were in progress at the latter period, and which, it was calculated, would be completed in 1831, that would require, as was estimated, twelve millions more to finish them. Two millions of dollars were appropriated by the legislature, to be expended upon internal improvements during the the year 1828, and two millions and two hundred thousand were appropriated for the year 1829. The canal commissioners estimated the expense of contracts claiming attention during 1829, at $3,511,000, of which sum, however, $700,000 would remain to be expended in 1830. Governor Shultze refused his assent to the canal and rail road bill as it was first passed by the legislature, in 1829, and returned it, assigning the reasons why he disapproved of it. He observed that the commonwealth might be considered as pledged to prosecute with energy the scheme of internal improvement; but that she looked to them, as her servants, for a judicious and economical application of her re sources. In making an appropriation they should not exceed the amount required by the largest expenditures of former years, and which would be required for the coming year, and thereby incur the payment of an unnecessary interest upon an unnecessary large principal. That the last season, which was particularly favourable to the construction of public works, did not require a sum far exceeding two millions, and that a sum not much exceeding it would probably be sufficient for the present year, and if they should deem it proper, so to modify the bill, as to make the loan two millions two hundred thousand dollars, it would afford him much pleasure to unite and co-operate with them. The bill was so modified, and the appropriation made, as proposed by the governor. In November, 1827, it was announced that Union canal, which, was to form the the great link of communication between the Susquehannah and Philadelphia, was complete in all its parts, with the exception of planking on the summit, which was shortly after finished. In February, 1828, it appeared, from information given by the canal commissioners, that the following was the condition of the canals and rail roads in the state at that time: 1. From Pittsburgh up the Kiskeminetas to the Saltworks, to be finished in a month, except the aqueducts, distance, 55 miles. 2. From Saltworks to Blairsville, 30 miles, to be finished by the first of November. 3. From Middletown to the mouth of the Juniata, will be finished this season, 24 miles. 4. From the mouth of the Juniata, up the Juniata 45 miles, to Lewistown, will be navigable next summer. 5. From the mouth of the Juniata to Northumberland, 41 miles, will be navigable next summer. 6. From Bemis' mill, on French creek, to Conneaut outlet, 9 miles, nearly completed. The remainder of the feeder to be contracted for as soon as possible, and urged rapidly to completion. 7. From Bristol, on the Delaware, to Taylor's ferry, 18 miles, the excavation is finished, with trifling exceptions. 8. From Taylor's ferry to New Hope, 7 miles is under contract, and to be completed by next spring. 25 miles on the north branch, including a feeder from Nanticoke falls, to be contracted for early in July. At the next meeting of the commissioners, it was expected an order would be taken to put under contract the additional lines authorized by law on the Juniata, Conemaugh, Susquéhannah and its branches, Delaware, and the Columbia rail road. As to the latter, no decision had been made upon its location. At the close of the next eighteen months, it was expected there would be in Pennsylvania more than 500 miles of canal, and a hundred and fifty of rail road. The following works were in progress in this state in 1829: OF CANALS. From Tioga, or New York line, to Northumberland, distance 162 miles. From Bald Eagle creek to Northumberland, 70 miles. From Northumberland to the mouth of the Juniata river, 40 miles. From Juniata to the mouth of the Swatara, 24 miles. From Swatara to Columbia, 18 miles. mated at 133 miles. From Juniata to Frankstown, esti From Johnstown to the mouth of the Kiskeminetas river, 76 miles. From Kiskeminetas to Pittsburgh, 30 miles. French creek feeder of 21 miles, 166 miles. From Pittsburgh to Erie, by the Ohio, &c., to Connaut lake, 167 miles. From Easton to Bristol, 60 miles. OF RAIL ROADS. From Philadelphia to Columbia, on the Susquehannah, distance 84 miles. From Columbia to York, 15 miles. From Franckstown to Johnstown, 41 miles. The first rail road made in the state was that at Mauch Chunck. Its length is 9 miles, and extends along the side of a mountain, down an inclined plane of various declivities. The elevation of the coal mine at Mauch Chunck, above the Lehigh river, at the point where the coal is delivered into boats, is 936 feet. The road, as it approaches towards the river, and within half a mile of the mine, rises 46 feet, when it reaches its extreme point of elevation, which is 982 feet above the water, the distance from this point to the river is 8 miles. At the bank of the river there is an abrupt termination of the mountain, upon which is constructed an inclined plane, 700 feet long, with a declivity of 225 feet, below which there is still a further descent of 25 feet down a shute, through which coal is conveyed into boats on the water. The whole of the road, for the passage of wagons, including the plane, was completed in 2 months and 3 days from its commencement, and an expense, as was stated, of 2500 to 3000 dollars per mile. $1,083,908 00 1,095,803 00 7,414 98 SCHUYLKILL NAVIGATION COMPANY.-A dividend of 7 per cent. was declared on the 30th November, 1829, on the capital stock of this company, and the sum of $3500, to which the state was entitled, was subsequently paid into the treasury. The following is a statement of the affairs of the company at that time: 109,984 33 8,234 15 678 00 55,130 99 $2,361,053 99 The following is a statement of the amount of toll received on the canal, as appears by the report of the president and managers: $2,236,937 25 41,785 06 39,979 24 5.173 46 Schuylkill coal. This coal at $6 per ton would be worth $369,990, and 34,004 tons of it were exported, and 320 vessels were employed in the coal business. In 1828, 77,395 tons of Lehigh and Schuylkill coal were imported into Philadelphia, which, at $6 per ton, would be worth $464,370; and during the same period there was exported 46,195 tons, which at $6 per ton would be worth $77,170, and 503 vessels were employed in the coal business. About 40,000 tons of coal were consumed in Philadelphia and other towns on the Delaware during the same time, and the whole amount of the anthracite coal business in Philadelphia and on the river for the year 1828 was estimated at $520,560. is above the valley, and that another section below the valley, will yield 4,033,280,000 tons. If only one million of tons of this coal were removed per annum, it would require 4,033 years to exhaust the whole; and the rate of toll from Mont Carbon to Philadelphia being $1.68 per ton, the toll on one million of tons on the Susquehannah Canal at that rate would amount to $1,680,000. The Schuylkill Navigation Company, as appears from their report, received $46,242 for tolls upon coal, during the year 1828, while the whole amount of tolls on all articles besides coal amounted to only $40,960. There was imported in 1827 into Philadelphia 30,305 tons of the Lehigh, and 31,360 tons of the The following is a statement of the coal trade at the port of Philadelphia, during the last eight years: MANUFACTURES.-In Manayunk, a new village on the Schuylkill, near Philadelphia, there were in 1827 five cotton mills with 14,154 spindles, 210 power looms, and employing 525 hands; a grist mill, a mill for grinding and polishing saws, two mills for manufacturing wool for hats and beds, and carding and spinning worsteds, and a mill for grinding drugs and carding and spinning wool. The largest cotton mill, with 4500 spindles, 120 power looms, and 215 hands, makes 20,000 yards of cloth weekly. About tons, consisting principally of goods manufactured in Pittsburgh and neighbourhood. The arrivals at and departure, from Pittsburgh, between the 1st of November, 1827, and the 1st of July, 1828, were 568, and whole tonnage was 33,890 tons. PHILADELPHIA.-According to the annual report of the fire companies, the number of fires that occurred in the city and liberties of Philadelphia in 1828 was 29, and damage $9500. In 1829 the number of fires was 38, and the amount of damage $87,670. The whole number of active firemen in the city in June, 1829, was calculated at 1760, and the whole quantity of hose at 25,200 feet. In October, 1828, B. W. Richards was elected mayor for the year ensuing. From a census of the Philadelphia alms-house taken by an officer, there were in that institution in June, 1827, |