1830.] CHESAPEAKE AND DELAWARE CANAL. 395 nel and valley of Broad creek, down which, the canal, from near the summit to this point, takes its course.On this section, sluices and a waste weir will furnish the means of carrying off the surplus from the summit level. At the western end of the section, a lock of six feet lift communicates with a basin about 150 feet in width, and 500 feet in length; which, by another lock, communicates with Back creek, a branch of Elk river, and terminates the canal. embankment was found necessary, to resist the pressure of a head of 10 feet water. Beyond that distance, and for the whole of the remaining part of the embankment on this level, sound policy dictated the expediency of permitting the water to flow on both sides of the towing path, or embankment, for the purpose of relieving it from pressure and danger, and as a means of affording a large reservoir of water on this level. Experience has confirmed the opinion of the Board, in the necessity of protecting these embankments from the abrasion occasioned by waves, arising both from the passenger barges and from winds. A slight wall, of about 18 inches high, in the most exposed places, and small loose stones in other parts, having been found entirely effectual in preventing injury. A large portion of the embankment is now thus protected; and the whole, where it may be required, will soon be finished, at a small additional expense-when the towing path, and the embankment through the entire canal, will be in excellent order, permanently secured, and, it is confidently believed, Since the last Annual Report, the attention of the will require no further expenditure, as the sinking has Board has been principally directed to Section No. 5, long since entirely ceased. Section No. 4 was formed or the deep cut; the finishing of which was found to be through the valley of St. George's creek, (one of the a work of increasing difficulty, as the excavation apfeeders of the upper level,) and extends from the vil-proached nearer to the bottom of the canal, and a slidlage of St. George's, a distance of three miles and a quarter, to section No. 5, where the deep cutting commences. In this latter section, difficulties and disasters almost appalling were encountered, in consequence of the depth of excavation, and character of the ground through which it passed; being composed of strata of various kinds of soil, some of them of clay, and others of quick sand, through which large quantities of water flowed, and presented a serious obstacle to the progress of the work. Immense masses of earth from the sides slipped into the canal, and required large expenditures in their removal. A heavy stone wall, of from two to five feet in thickness, sixteen feet in height in the slope, and extending along each of the sides of the canal for about three and a half miles, has been built for their support and protection. Several thousand piles have been driven as a security to this wall, and to other parts of the work requiring similar protection. It has been satisfactorily ascertained that these slips or fallings in of the banks, were occasioned by springs of water flowing from them, and rendering the earth loose and wet, and thus, by depriving it of tenacity, causing it to slide down by the mere force of its own weight, in those places where a body of sand or loam rested on a substratum of clay, which prevented the water from passing off. This evil has been remedied, by making trenches up the banks to the springs; placing crooked wood and stones at the bottom, and covering them over; thus forming aqueducts, by which the water is conveyed into the canal. This plan has proved highly beneficial, and it is confidently believed will effectually prevent any recurrence of the disasters which have hitherto arisen from this cause. On section No. 5, near the summit of the "deep cut," the canal is crossed by a bridge of a single arch of 248 feet, and elevated 90 feet above the bottom of the canal, sufficiently high to permit the passage of vessels under it with standing masts. The length of this section is three miles fiftyeight chains, and crosses the ridge which divides the waters of the Chesapeake and Delaware. The average depth of excavation was about 36 feet, the extreme depth about 78 feet. The quantity of earth actually taken from this section, exceeded the original estimate of it many hundred thousand yards. This excess was caused by the slipping in of the banks before referred to. Section No. 6, is principally embankment, and in good order; near the western end of this section a pivot bridge is erected, to accommodate a main road down the peninsula. Part of section No. 7 is also embankment, and in good order; near the west end of the section a heavy mound of earth or dam is thrown over the former chan The channel of this creek being narrow and circuitous, and that part of it near the locks so circumscribed, as to prevent the turning of stean boats without inconvenience and delay, the Board, with others interested. in its navigation, applied to the General Government for an appropriation of funds to enlarge and improve its channel. A bill has passed both houses of Congress, in which $40,000 are appropriated for that purpose, which only requires the signature of the President to carry into effect this very desirable object: ing into the canal of a portion of the bank in the deepest part of the excavation of this section, was a cause of expense and delay not anticipated. During the past year, measures believed to be effectual, have been adopted to secure the sides of the canal, the towing path, and embankments, as well as the locks, sluices, and bridges; and every preparation has been made for placing a large waste weir on the upper level: all which have been considered as contributing to the safety of the work, and as the means of preventing the necessity of future expenditures in keeping it in good order. Since the canal has been in operation, there has been a large surplus of water, which it has been found necessary constantly to discharge. The supply of water on the summit is a subject to which the board have given that care and attention its importance demanded; and for the purpose of additional security on this head, have purchased some time since; Lum's and Jones's mills-the dams of both which are above the summit level, and form extensive reservoirs, which can, when required, be emptied into the canal, in aid of the usual supply, and of the surplus water of that level, which has been raised from eight feet (the depth originally contemplated) to ten feet, thus affording two feet excess of water over the whole extent of that level em bracing a surface of probably above 600 acres, which is replenished by St. George's creek, by rains, and by innumerable springs, that flowed into it as the excavation of the canal reached the level,-which, although they caused much difficulty and expense in the execution of the work, will contribute hereafter greatly to its advan tage. From these different sources, the Board confidently believe an ample supply of water is secured; but should these, from the great increase of trade, be found insufficient, the difficulty may be always easily obviated by raising water from the lower level (which is supplied by the tide) to the upper one; the distance between the two being so small that any quantity which might be wanted could be raised by tide, or other power, at a cost so trifling as to bear no relation to the increased revenue of the work. Measures have been taken by sowing different species of grass, and other seeds, and the application of several kinds of manures, to have the sides of the canal covered with vegetation as soon as possible; and their appearance gives evidence that the ef fort will succeed and prevent any washing which might take place during heavy rains, where the soil is loose or sandy-in some of which places it has been found advisable to thatch them with coarse hay. This plan has answered the purpose intended, and will probably afford a good protection until the banks are covered with grass, when it will be longer requisite. Although the means that have been adopted to give permanency and security to the work have added considerably to its cost; there is good reason to believe that it will be less liable to obstructions and supported at a smaller expense than almost any other canal with the same amount of capital. The canal, which had been commenced on the 15th of April, 1824, was so far complet d as to enable the board to open it for navigation on the 17th October, 1829, from which time until the 29th of January 1830, (when the navigation of the river Delaware was obstructed by ice, and the canal consequently closed,) there had passed through it 798 vessels and boats, and tolls been paid amounting to $8552 59. The Delaware became navigable on the 23d of February, when the canal was again opened, and has been since uninterrupt. ed. From that period to the 1st of June, an interval of little more than three months, 1634 vessels and boats passed, the tolls on which amounted to $18,613 20. From these data it appears that the tolls, even during the first year, will probably amount to $60,000. This is believed to be as flattering a beginning as that of any other.canal in this country; and furnishes evidence of what may be expected when those who are yet strangers to this new channel shall avail themselves of its advantages, which are yet but partially known, but are becoming daily better developed. And it is a well established fact, that in every new communication of this kind that is opened, time is required to alter the usual course of trade, and that mercantile habits and connexions are changed with reluctance, while they yet in variably yield to the powerful inducements of interest. Already has a portion of the Susquehanna trade, and that of the Chesapeake bay and its tributary streams which hitherto centered in Baltimore, found its way through this new avenue, to her sister city, Philadelphia, and preparations are making, in different places, by the construction of vessels of a larger than ordinary class, and better suited to canal navigation, for a still more extensive trade. The increasing intercourse between the bays may be inferred from the fact, that between Baltimore and Philadelphia, in the months of March, April and May, of this year, there were made upwards of three hundred passages through the canal, principally by regular packets, cargo for a sea veyage, all combine to give this channel a preference over a passage by the coast. After the opening of the canal in October last, the former President, James C. Fisher, Esq. having ascertained that the responsibilities of that office would take a wider range, and require more active duties than be was desirous of assuming-resigned; having faithfully and zealously, in the station of Director and President for twenty-six years, given his services in the promotion of a work in which the first attempt had failed, and was considered by many visionary and impracticable. Two other members of the Board, Thomas P. Cope, and Robert Wharton, Esquires, also tendered their resignations, both of whom had faithfully and efficiently performed a full portion of the arduous duties incident to their stations; the former from a period previous to the location of the canal, and the latter for the greater part of the time it was in progress. The Chesapeake and Delaware canal, like most other works of internal improvement, has cost a much larger sum than was anticipated. The estimate of the board of examining engineers, being $1,354,364 64, and the actual cost, $2,201,864 03, making an increased ex pense of about 62 per cent. which probably falls within the average of what works of this kind have exceeded the original estimates. A considerable portion of this excess, however, was caused by the enlargement and depth of the canal; by the increased size and strength of the embankments and stone walls, by the more substantial and perfect com struction of the summit bridge; and by the increased dimensions and improvement of many very important portions of the work. None of which items were embraced by the estimate. To these may be added the expenses and loss occasioned by an injunction of the Chancellor of Delaware, and the cost of securing additi onal supplies of water on the summit, by the purchase of two water powers. On a review of the difficulties that were encountered in the progress of this work, it is not a matter of surprise that it should have cost so large a sum, but rather that it has been accomplished at all. Commenced amid a conflict of opinion as to its locality; opposed by the cav illing of enemies, many of whom were such from interThese circumstances give fair promises that this ested views, or mortified feelings; retarded in its proswork in a short time will not only amply remunerate ecution by the mandates and injunctions of the law; those who have promoted it with their funds, but great- and, above all, passing through a region abounding in ly add to the trade and prosperity of our city, which al-natural obstacles, which appeared almost insurmount ready and almost at the very opening of the canal, and before its effects have had time to develope themselves, has felt, and the public appreciated the benefits resulting even from its first fruits. per cent. Some idea may be formed of the probable increase of the revenue of this canal, by reference to that of the Dismal Swamp Canal, a work similar in its character, and embracing the same kind of trade that passes on the Chesapeak and Delaware Canal. During the months of March and April, of 1829, about $900 were received in tolls on the Dis:nal Swamp canal, and in the corres ponding period 1830, upwards of $2300 were received, showing an increase of revenue at the rate of about 160 To the usual increase of trade incident to all new works of internal improvement, may be added other fruitful sources, that require a few years to be fully known. The Chesapeake and Ohio canal, the Dismal Swamp canal, and the Baltimore and Ohio rail road on the south, and the Delaware and Raritan canal, and the Delaware and Amboy rail road on the north,-will, when completed, open and facilitate the intercourse be tween different sections of our country, and create an inland trade which must pass through the Chesapeake and Delware canal-the great avenue between the north and the south. The saving of insurance, of time, and of risk, and the reduction of freight consequent to these causes; and the increased burthen a vessel is enabled to carry above what would be considered a full able, that could neither be anticipated nor avoided-the enterprise became one that required untiring energy and perseverance. That the Board have been enabled to direct it thro' its various difficulties to a successful termination, is to be ascribed to the generous confidence which has at all times been reposed in them by their constituents-to the intelligent and public spirited feelings of the community in regard to it-to the large and repeated contributions which have been made during its progress by the States of Pennsylvania, Maryland and Delaware, and by the government of the Union-and to the liberal pecuniary assistance which, when the circumstances of the work were most discouraging, and its necessities most press. ing, were afforded by the citizens and public institutions of Philadelphia. For the flattering support which the President and Directors have received from these several sources, they embrace the present occasion to express their sincerely grateful acknowledgements; and having performed the duties assigned to them, and accomplish ed the object of their appointment, they report that the Chesapeake and Delaware Canal is now in good order and successful operation. Signed by order and on behalf of the President and Directors. ROBERT M. LEWIS, President. H. D. GILPIN, Secretary. ; Ata General Meeting of the Stockholders of the Chesapeake and Delaware Canal Company, held at their Office, in the City of Philadelphia, on the 7th of June, 1830. The President and Directors presented a full and distinct report of their proceedings, and statement of their accounts, during the last year; and it was On Motion, Resolved, That the Report this day presented be approved and adopted. Resolved, That the thanks of the Stockholders be and are hereby given to the President and Directors, for the zealous and faithful manner in which their duties have been discharged. Resolved, That the President and Directors cause the said Report to be published. Resolved, That a suitable tablet, as a memorial of the date of the commencement of the work, and of its completion, together with the name of the President, Directors, and Officers of the Company, be erected on the Summit Level. Resolved, That a piece of plate, with suitable devices, and an inscription commemorating his faithful services and zeal, in his connexion with the company, be prepared and presented to the late President, James C. Fisher, Esquire, with a communication to that gentleman, expressive of the thanks of the Stockholders. JOHN READ, Chairman. Chesapeake & Delaware Canal Office, ? June 7, 1830. At an Election, held at the same time and place, the following gentlemen were elected for the ensuing year: President. ROBERT M. LEWIS. Directors. JAMES C. FISHER, JOHN K. KANE, ISAAC C. JONES, JOHN HEMPHILL, WILLIAM PLATT, WILLIAM PHILLIPS, LEVIN GALE, (of Maryland.) SCHUYLKILL VALLEY. The renewed activity of the directors of the Schuylkill Valley Rail Road, will in the course of a few weeks re-open to enterprise and industry, the large extent of country which has been entirely useless for that part of the season already passed. There is no section of our coal region where more extensive preparations are making, for a large and lucrative business. As the valley is so important a feature in this neighborhood, we cannot deem a column or two of our paper, uninteresting, if we devote them to a summary of the different operations, which flow through its channel. The Rail Road follows the course of the Schuylkill, which is nearly parallel with the direction of the coal strata-deep ravines extending from the road north to the Mine Hill, afford every facility for mining, as they are generally gifted with a small stream of water, which intersects the vein transversely, so that they can all be worked to advantage from the water level. Thus about two miles above Port Carbon are the 'Five Point Mines,' of Messrs. Curvy and Bolton, which are very extensive, & produce first rate coal. These are situated at the mouth of Zachariah's Run, on the course of which a lateral road can be carried nearly to Mine Hill, which will facilitate the operations of several valuable tracts, one recently purchased by a company of gentlemen from Philadelphia, of Mr. Lippincott. One mile above Messrs. Curry and Bolton's mines is the 'Bopp Tract,' owned by the Messrs. Hubley; this is divided by Indian Run, up which 397 a lateral road has been completed to mines of the most approved quality. Following the river you next pass the 'Barlow and Evans' Tract,' and reach the mouth of Silver Creek, four miles above Port Carbon. This stream completely divides Mine Hill, giving access to the large and valuable tracts of Messrs. Burd, Patterson, Geisinheimer, and others. On the 'Glentworth' and Valley Furnace Tracts,' a lateral road is under way which will soon be finished. About a mile above this is another stream which runs through the Valley Furnace property, up which a lateral road has been made to some fine mines. The next important point is Middleport, a new post-town-a detailed description of which was communicated to us last week. At this place the Kaskawillian Creek, empties into the Schuylkill, up which lateral roads have been made to the Mine Hill, by the proprietors of the land, known as the Jacob Stahl, Olivger and Bushey Tracts, on each of which extensive preparations have been made for mining, and the coal is of approved quality. The next lateral road is up Lau. rel Creek, to the De Long collieries, where a considerable quantity of coal is already mined and lying at the pits, as indeed is now the case all about the vicinity, this tract is owned by Mr. William Lawton, and Blight, Wallace & Co. One mile above this, is the flourishing town of Patterson, owned by Messrs. Patterson, Swift, & Porter,and the next stream which divides the coal strata advantageously for mining is Big Creek, which passes through this place. This likewise enters the Mine Hill, and affords fine facilities for mining. The Schuylkill and the main road is much nearer to Mine Hill at this point than two miles below, indeed they gradually converge from a mile above Port Carbon. As the road in general follows the course of the river, at many of the bends it intersects the veins transversely, for they all range without the slightest variation 17° N. of E. This circumstance is worthy of notice, as it shows that the coal is by no means confined to the N. side of the river, on the contrary, we find several fine tracts on the S. both of the road and river, as at Middleport, the valuable property of Messrs. Robb& Winebrenner, known as the 'Jacob Ladig,' and part of that owned by Messrs. Porter, Emerick and Korn, known as the 'Heister Tract.' Proceeding from Patterson, we next reach the 'Peter Ladig Tract," owned we think at present, by Mr. Biddle, of Philadelphia, and the next is the 'Reber Tract,' owned by the same gentleman and Mr. Edwin Swift; these last tracts are rich in coal, and advantageously situated for mining purposes. Pebble Run divides the strata finely for operations about a mile and a half above Big Creek; it passes over the 'Reber Tract,' and divides Mine Hill, here called Locust Mountain, which is completely serrated. Next to the Reber is the Tuscarora Tract of Mr. Wm. Lawton, of this place, and Messrs. Blight, Wallace & Co. of Philadelphia; this is a large tract, and as one of the gentlemen engaged in mining on it, has furnished us with the following list of veins, we lay them before our readers,and think if other persons would furnish similar statistical information, it would not be unacceptable. a 20 foot vein opened by Davidson & Turner, The next tract above this is also a large one, belonging to Mr. Joseph Lyon, of this place, and Mr. Jacob Alter, of Philadelphia. The Schuylkill river takes its rise in the springs of this tract, and divide it advantageously for mining. A rail road for this section of country will be completed in few weeks. We mentioned week before last, the discovery of a large vein of 43 feet in thickness, which crosses both the last mentioned tracts. Thus on these two tracts are 124 feet of coal accessible above water level, and some of the bills are of a height 398 Those who do not un to afford near 400 feet breast. derstand mining technicalities, should be informed that the breast means the depth of the coal from the top of a hill to the water level, and the measure between the top and bottom, slates is called the thickness. We have thus hastily put together what little information we have been able to collect relative to the Schuylkill Valley. At no distant period we shall resume the subject, and will next direct a similar attention to the region embraced by the Mount Carbon Rail Pottsville Miner's Journ. Road. METEOROLOGICAL TABLE. According to Fahrenheit, in the shade, the temperature of the weather at Mauch Chunk was as follows, during the time specified. Snow. Disolved Snow. inches Inch Inch year; the proprietors of the other, Messrs. Ferguson ment. That this place has not increased so rapidly as many others in the coal region whose advantages and loca tions have been inferior, cannot be denied. This may be attributed in part to the interest being confined to but few individuals, and but few of those making ac tive exertions in its behalf. Not one hotel or boarding house has been erected since the town was laid out, excepting one small house to accommodate miners. The only public house in the place has been crowded to excess during the winter and spring, so that it would be difficult for persons disposed to build to find accom modation for their workmen, Another cause may be found in the unfinished state of the roads running thro .02.01 the town. This is a cause however, that all the new .20 .05 towns which the coal region has brought into existence, may urge in their own behalf. Middleport may perhaps urge it to a greater degree than many of themthe road to Orwigsburg being the only one that can be called passable. 14.901 .55 1.00 2.00.10 11 37 24 16 30 22 6 44 37 15 27 17 .01 When the Valley rail road is completed, which I fear from present appearances will not be very soon, the communication with the canal at Port Carbon and Pottsville will make business more lively here, and bring the place into more notice. But it is to the "Middleport and Pine Creek Rail Road" that those most intersted in the town look for its advancement. Major Wilson has just completed a survey of the route, the particulars of which I have not yet learned, further than that his When this road is completed report is favourable. Middleport will be a few miles nearer to the Philadel phia market than either Pottsville or Port Carbon, and property will no doubt advance in proportion. The advantages that would be derived from the completion of the road to Berwick, seem to have been overlooked by the individuals whose interests are connected with the prosperity of Middleport, as no steps have been taken by them to have it finished. The act for the opening of this road passed the legislature a few years since, and the appropriations were made to carry it into effect. The amount appropriated was expended in completing the road twenty miles from Orwigsburgh, leaving about fourteen miles unfinished. Two or three thousand dollars, it is said, will finish the road to Berwick. Some of the most fertile and productive land in the state of Pennsylvania, is to be found in the neighbourhood of Berwick. Schuylkill Valley, in the winter kinds of country produce, and this road if completed, .35 would give an inlet to the plentiful supply that could .82 be at all times obtained from the luxuriant banks of the 1.17 by the road now travelled is about sixty miles, through Susquehanna. The distance from Pottsville to Berwick, Middleport by the new road it would be about thirtysix, giving to the latter place all the advantages of the trade, before it reaches either Port Carbon or Pottsville. There are now eight dwelling houses, two stores, one of Ber Middleport would consequently become the principal public house, a smith shop, a grist mill and saw mill in wick, who could here exchange their produce for plasMiddleport. Six of the dwelling houses have been e-ter of Paris, store goods, &c. &c. rected since the first of March, only two of which are completed and inhabited. One of the stores, occupied by Mr. Huntzinger, has been established about one. A correspondent has communicated the following ta ble. It appears from it, that the greatest amount of toll per mile is yielded by the Germantown Road, and the least by the Frankford and Bristol: but the expenses for repairs of the last mentioned road, are less than those of any other on the list. The expenses of repair are to the tolls received as 1 to 2,88 on the Lancaster Road, 1 to 3.27 on the Germantown, 1 to 1.41 on the Ridge Road, 1 to 3.92 on the Willow Grove, 1 to 5.45 on the Frankford. To determine the exact value of these stocks, we should have an account of the salaries| paid by the different companies, and of their incidental expenses. The aggregate of tolls collected on these roads in the last five years, is $392,397.67, or $78,479 53 each year. The aggregate cost of repairs, $139,189 27, or $27,837 85 a year. We know not what was the cost of making these roads. Philad. Gazette. Lancaster.... The house and lot on Lombard street west of 399 250 In all property to the amount of 65,325 dollars was sold at very fair prices. The following properties were sold by C. J.Wolbert, Auctioneer, at public sale, at the Coffee House on the 27th May, at the prices annexed. The lot of ground situate on the east side of Second street, between Brown street and Poplar lane, 20 by 230 feet, subject to a ground rent of £5, A stone house and half acre of ground, situ ate on the Point No Point road between the 4 and 5 mile stones, clear of all incumbrances, A ground rent of 20 dollars per annum, irredeemable, issuing out of a lot on Shackamaxon street, Kensington, 20 by 154 feet; no improvements, A ground rent of 36 dollars per annum, redeemable issuing out of a lot of ground on Poplar lane, between Second and St. John's street, 20 by 144 feet, secured by a frame building, A ground rent of 36 dollars per annum, redeemable, issuing out of a lot on St. John's st. above Poplar lane, 20 by 151 feet, $3,750 00 600 00 320 00 575 00 580 00 The three storied brick house and lot No.67 Locust street, 18 by 69 feet, subject to an annual ground rent charge of 45 dollars, 2,200 00 The three storied brick house and lot, No. 45 South Thirteenth street, 16 by 92 feet clear of all incumbrances, 3,200 00 62 From DOYLESTOWN, Bucks Co. June 14. Destructive Storm.-On Sunday afternoon, the 6th inst. a violent storm of wind, hail and rain passed through Hilltown township in this county, and prostrated almost every thing in its course, which had the least elevation above the surface of the ground. It commenced in the northwest corner of the township, passing to the southeast; and its course may be traced for the distance of 7 or 8 miles, occupying in breadth from 2 to 600 yards.— The destruction of fences, orchards and forest trees is immense; some of the fields of grain and grass have been very much injured, and others almost totally destroyed. John Alabach's large stone barn containing a consider. able quantity of grain and hay, was totally destroyed. His loss will not fall much short of $1,000. The barns of Abel Miller, Abraham Snable and Mary Myers were entirely blown down, a Mr. Miller's barn unroofed, George Snyder's do. unroofed, the wagon house and about 100 fine apple trees blown down. Mr. Snyder's loss is nearly $1,000. Peter Frantz' house unroofed, and John Godshalk's somewhat injured. Besides these a number of buildings belonging to others has been much damaged, but to what extent we have not yet been informed. Providentially not a single life was lost that we have heard of. In Mr. Alabach's barn, were a number of horses; but the gable end near which they stood fell out from the barn and they were extri cated from the ruins without much injury. To give us some idea of the force of the wind, our informant assured us that a wagon body was lifted off the wheels and carried to the distance of 150 yards, before it appeared 2,900 to have touched the ground, and was dashed to pieces; and the roofs of some buildings were carried across one 350 or two fields before they fell to the ground. From the appearance of the trees it would seem that there was a 13,000 considerable whirlwind also, as the trees are piled upon one another in every direction. The loss of property is very great, and some of the individuals are scarcely able 1,775 to sustain this sudden and unlooked for misfortune. We hope some plan will be adopted by their neighbours to replace the injury they have sustained.-Intelligencer. the Ameaican Daily Advertiser. Public Sale of Real Estate.-The following proper. ties were sold on Tuesday evening the 18th May, at the Coffee House, by Mr. C. J. Wolbert, at the prices annexed. Am. Daily Adv. The house and lot 77 Market street, 20 by 101 feet, The house and lot 4 Church alley, 24 by 50 feet, The house and lot 47 South Front street, 13.6 by 40 feet, Two shares in the Chesapeake and Delaware canal, each $175, The lot and building 23 North Fifth street, 50 by 114, The house and lot in Sixth street between Race and Vine, opposite the public square, 16 by 49 feet, The house and lot 53 North Third street, 20 by 127 feet, $26,250 6,700 14,000 |