canal was also to develop the trade upstate from the 
city of Philadelphia and this would, in effect, help 
industrialize the entire northeastern section of the 
State. 
Construction of the canal was begun in October 
1827, starting at Bristol and working northward. The 
Bristol to Philadelphia section was deemed less im- 
portant and its construction was deferred until last. 
Water was admitted into the canal in 1830, but its 
insufficiency left some sections unnavigable. The poor 
construction in many of the first-built sections and the 
porous character of the earth through which part of 
the canal was constructed aggravated this condition.** 
From the very beginning of the State’s construction 
program, the management of the canal was hampered 
by both interstate and sectional disputes. The canal 
size, including the entire system of locks and control 
of water level, was inadequate. This size limitation 
prevented the canal from becoming an effective outlet 
for trade moving from the Lehigh region. The original 
plan to supply the canal with water from the Lehigh 
River likewise proved to be unworkable. Negotiations 
with the State of New Jersey to provide an adequate 
water supply for the canal failed to materialize, mainly 
because Pennsylvania was jealous of New Jersey’s 
threat of receiving benefits from such agreements. (A 
compromise with New Jersey was made in 1846, and 
the construction of an outlet lock was authorized at 
Well’s Falls.*?) 
Two years later, October 1832, the canal 
was navigable after being thoroughly repaired by using 
better construction materials and by sealing the bot- 
tom with hydraulic lime.8* The waterway was built 
25 feet wide at the top and the size of the locks was 
limited to 11 by 90 feet. Total cost exceeded $1.2 
million as against the original estimate of about $.7 
million.** The commissioners realized their mistake in 
limiting the size of the canal and, by continuous recon- 
struction efforts, raised the tonnage capabilities of 
boats moving on the Delaware Canal to 60 tons by 
1841.8 
*' Ibid., December 6, 1832, p. 18. 
° Pennsylvania Legislative Acts, 1846 
J. M. C. Lesure, 1846), p. 409. 
3 Josiah White had used this same material in the con- 
struction of the Lehigh Navigation. 
5 PENNSYLVANIA CANAL CoMMISSIONERS, op. cit., Decem- 
ber 9, 1836, p. 16. 
© Tbid., January 15, 1841, p. 8. 
(Harrisburg : 
PAPER 72: ANTHRACITE IN THE LEHIGH VALLEY 
Two problems faced the canal’s operation and were 
constantly mentioned in the annual canal commis- 
sioners’ report starting in 1833.8° In the dry season it 
was almost impossible to maintain the water level at 
5 feet and the canal was subject to damage by freshets. 
In the report of 1835, the commissioners stated that 
dredging had started at the lower end of the canal 
and would proceed in a northward direction.s’ No 
constructive improvement program was initiated until 
1852, when the Pennsylvania Legislature authorized 
the start of improvements to make the locks equal in 
size to those on the Lehigh.** 
From the statistics reported by the canal commis- 
sioners, the chief source of income for the canal was 
from coal movements. By the year 1837, after 6 years 
of operation, the earning capacity of the canal had 
grown sufficiently to pay the interest on the cost of 
construction. The coal rate had risen to nearly 6 mills 
per ton per mile and income remained steady.*° 
Besides the coal traffic, general trade shipments on 
the canal during 1834 showed that, upward from Bris- 
tol, the major items were wheat, fish, butter, cheese, to- 
bacco, and leather. From Easton southward went flour, 
rye, corn, butter, and cheese.°° 
From the commissioners’ report of 1845, it is noted 
that the character of the general trade had changed 
and that agricultural and dairy products decreased in 
importance. Up from Bristol, we find the following: 
glassware, bacon, chinaware, hides, and coffee. South- 
ward from Easton came the following items: iron ore, 
lumber, lime, and whiskey. The State had expended 
over $1.7 million on the canal’s development up to 
1845,.°" 
Capital Requirements 
Significant financial aid for the business ventures 
undertaken in the Lehigh region was required to con- 
struct both mining and transportation facilities. Most 
of the capital was expended in providing carriers be- 
cause the locations of the mines were remote from the 
markets. Costs of the transportation facilities con- 
structed during the period 1820 to 1845, are listed in 
Table 3. 
* Tbid., December 2, 1833, p. 12. 
57 Tbid., December 3, 1835, p. 16. 
 Ibid., November 30, 1852, p. 11. 
* Ibid., December 27, 1838, p. 12 
® Tbid., December 2, 1834, p. 21. 
" Tbid., November 30, 1845, p 
115 
