sively mined in Plymouth, upon the west side of the river. It has also been discovered on the west side of the river in Kingston, in the valley of Wyoming, and in Salem and Huntington, S. W. of the valley. Its general range is from northeast to south-west, and its length not far from seventy miles.

There are four or five different strata of coal, varying from six to twenty-four feet in thickness, with intervening strata of coarse sand stone and slate; which latter immediately covers the coal, and contains innumerable vegetable impressions. These different strata may be traced from near Carbondale, to the foot of the Wyoming valley, as they are intersected by ravines formed by the mountain streams, for the distance of more than fifty miles. The dip of the coal strata varies from five to fifteen degrees. Their inclination, it is believed, is less where the surface of the earth is level, and is greater, and more irregular, where the surface is broken and uneven. Their inclination, it is believed, will be found generally to correspond very nearly with that of the surface of the superincumbent earth or rock. These circumstances are most favorable to mining operations.

No examinations have as yet been made with the auger, to ascertain whether the strata exposed by the intersection of rivulets, are continuous through. out this extensive coal formation; but every appearance indicates that such is the fact. The same number of strata appear, (where exposed,) in the same range, and of the same thickness; and although they may be frequently ruptured transversely, as well as longitudinally, yet the great fragments remain without any material change of position. This last remark is intended to apply more particularly to the Wyoming and Lackawannock vallies, where the coal strata are believed to be more regular, and their dip less, and more ung

form, than in any other portion of the anthracite coal formation.

If the data which are here furnished approximate near the truth, this coal tract contains more than five thousand millions of tons of this mineral, which at six cents per ton, in the mine, will amount to more than three hundred millions of dollars.

The coal localities, from which the greatest facilities of access are afforded to the Susquehanna, or to the canal, (if it should be extended through the Wyoming valley, of which there can be no doubt,) are those of Wilkes-Barre and Pittston, on the east, and of Plymouth, on the west side of the river; and of these, the coal of Wilkes-Barre and Plymouth, for thickness and extent of strata, have a decided preference.

That the Wyoming coal is equal, if not superior, to any of the anthracite species, is known to every practical man acquainted with the subject, and admitted by every mineralogist, and man of science, who has visited the country and examined for himself. That its extent, thickness of strata, the case with which it may be mined, and the facilities which its localities afford for its transportation to the Susquehanna, or to the canal when constructed, are not here over-rated, a partial examination upon the ground, will furnish the most clear and satisfactory evidence.

But notwithstanding the extent, the richness, and other advantages of this coal tract, so well calcu lated to attract capitalists, and encourage improveinents, it still remains comparatively very little known in Pennsylvania. The late Gov. Clinton of New York, knew, and appreciated its value; and in his last message to the Legislature, urged the opening of every practicable avenue, by canal and rail road, to those extensive and inexhaustible. mines. They have been reached near their extreme north-eastern extent, at the expense of

two millions, by a company of enterprizing citizens of that great state, aided by her legislature. Besides this, no other avenue has been opened (Feb. 1830) to this invaluable mineral. It remains locked up in its native hills and mountains, and will there repose undisturbed, until other facilities are afforded for its transportation, than the hazardous, expensive, and frequently disastrous floods of the Susquehanna.

IMPROVEMENTS.

The turnpike roads now finished, and which have been referred to under different heads in this appendix, are here enumerated, and their extent pointed out.

The Milford and Owego, crosses the N. E. angle of the county, and passes through Blakeley and Greenfield townships. This is the shortest, and most expeditious stage route from the city of New York, to the western part of that state.

The Wilkes-Barre and Clifford, is completed from the Cochecton and Great Bend turnpike in Susquehanna county, to Blakeley, upon the Lackawannock, in Luzerne county, from which there is a good road to Wilkes-Barre. It passes through the village of Dundaff, in Susquehanna, and Greenfield and Blakeley, in Luzerne. On this road, a tri-weekly stage is established.

The Luzerne and Wayne county, passes through Providence and Blakeley, intersecting the Philadelphia and Great Bend, the Easton and Belmont, and the Milford and Owego turnpikes.

The Carbondale road, formed by the Hudson and Delaware Canal Company, and extends from Carbondale to the Milford and Owego turnpike, at Rix's Gap.

The Philadelphia and Great Bend, passes through Covington, Providence, Abington and Nicholson townships

The Abington and Waterford, commences in Abington, and passes through Nicholson and Tunkhannock.

The Wilkes-Barre and Bridgewater, passes through Kingston, Exeter, Northmoreland, Eaton and Tunkhannock. On this road a tri-weekly stage is established, from Philadelphia to Buffalo, and a daily stage from the city of Washington to Sackett's Harbour. The traveller for health or for pleasure, could not select a more favourable route for a summer's excursion than this; and whilst he would be highly gratified with the wild, romantic and picturesque prospects which every where present themselves, he could not deny himself the pleasure of lingering a while in the delightful val ley of Wyoming, in viewing its natural curiosities, and in surveying its mineral treasures.

The Easton and Wilkes-Barre, passes through Wilkes-Barre and Covington, and is part of the great stage route mentioned above.

The Berwick and Newtown, passes through Huntington township, and

The Berwick and Easton, passes through Nescopeck and Sugarloaf. On these two latter, tri-weekly stages are established.

Besides these, acts have been passed for the in, corporation of companies, to make several artificial roads in the county. The most important of which at present, are from Wilkes-Barre, through Solomon's Gap, to Lowrytown, upon the Lehigh, a distance of little more than twenty miles; and from Carbondale down the Lackawannock about ten miles. These roads are of great interest to the public, and it is hoped they will soon be commenced,

CANALS AND RAIL ROADS.

An act has been passed to incorporate a company. to construct a canal from the Susquehanna rivers

at the mouth of the Nescopeck creek up the valley of that stream; thence across the summit, and down Wright's creek to the Lehigh, a distance of thirtyseven miles. This route was examined by Moncure Robinson, a distinguished Engineer, under the direction of the board of canal commissioners, in the summer of 1828, and was found to be well adapted to this improvement. A superabundant supply of water can be introduced upon the sum2 mit, by a comparatively short feeder. This point, it is believed, possesses advantages over every other in Pennsylvania, for a continuous water communication between the Susquehanna and Delaware; and will, at some day, be the great thoroughfare through which much of the immense tonnage of the upper Susquehanna will pass to Philadelphia.

The distance by this route and the North Branch canal, from Wilkes-Barre to the mouth of Wright's creek, will be about sixty-five miles; whereas, from Wilkes-Barre, through Solomon's Gap, to the same point upon the Lehigh, the direct distance is but eleven miles. It is believed that a rail road, overcoming the elevation, (which is considerable,) by lifts and levels, might be located between these points, within the distance of twenty miles. It would then be questionable whether the distance gained would compensate for the delay, trouble and expense of the necessary transfer of tonnage from canal boats to rail road carriages, and vise versa.

An act has also been passed for the incorporation of a company for the construction of a canal or rail road from the Water Gap of the Delaware to the mouth of the Lackawannock, at the head of the Wyoming valley. This route was also examined by Mr. Robinson ; and no doubt is entertained that a rail road may be advantageously located between these points. The distance is about fifty

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