Brothers' and Sisters' houses at Ephrata.

Annexed is a view of the Sisters' house, (Saron,) and of what was formerly the Sisters' chapel, but is now occupied by brethren and sisters in common. The similar, but much larger house, and chapel, formerly occupied by the brothers, are still standing, but in a dilapidated condition. The other houses of the society's village are occupied by separate families. The sisters' house is on the left of the view. Only a few aged brethren and sisters remain here.

LEBANON COUNTY.

LEBANON COUNTY was taken from Lancaster and Dauphin by the act of 16th Feb. 1816. Length and breadth 17 miles; area, 288 sq. miles. Population in 1820, 16,988; in 1830, 20,557; and in 1840, 21,872.

To say that Lebanon co. is included in the great Kittatinny valley, is tantamount to saying that its surface is composed of undulating slate and limestone lands, abounding in every element of fertility. "Large and commodious houses of stone, in delightful situations, with ornamental trees and smiling gardens; stone barns of immense size; pure water flowing from adjoining hills through verdant fields, or gushing from artificial fountains for convenient use-combine elements of substantial comfort and improvement that cannot be surpassed in any country." It would follow, too, almost as a matter of course in Pennsylvania, that such a region would be occupied by a population of industrious, persevering, and thrifty German farmers; for where are the rich limestone valleys in the state which they have not found out, and, in most cases, purchased from the original settlers, of a different race? It is a remarkable fact, that the broad belt of slate lands of the Kittatinny valley, all the way from Easton to Mercersburg, was originally settled by Scotch-Irish

whose descendants have nearly all disappeared, and given place to the present German population.

On either side of the valley rise the lofty mountains of sandstone which enclose the co. on the northwest and southeast. The Kittatinny mountain crosses the northwestern end of the co., the Second mountain, parallel to it, being the boundary. On the southeastern boundary are the Conewago hills. These mountains, too rugged and precipitous for agricultural purposes generally, are lined with dense forests, which serve to reduce the excellent iron ores found among their strata.

The county is well watered by the Swatara, Little Swatara, Quitopahilla, and Tulpehocken creeks, with their branches, and several smaller streams of less note. The Reading and Harrisburg macadamized turnpike passes through the centre, and the Ephrata and Harrisburg turnpike crosses the southern corner of the county. The latter road was made many years since, and was once a great thoroughfare over the mountains. It is furnished with mile-stones, marked so many miles to P., and so many to T.; the latter signifying to Tuscarora mountain, west of the Susquehanna. Judge Franckes used to tell a story of his inquiring of a brother judge what the T. stood for; and he replied, quite in earnest, "So many miles to Towningtown"-[Downingtown, in Chester co.]

The Union canal passes along near the Swatara and Tulpehocken creeks, touching the town of Lebanon. The navigable feeder up the Swatara affords access to the coal-mines of the Sharp mountain, at Pine Grove, in Schuylkill co. There are several iron furnaces in the southern part of the county, some of which have been established many years. There are also a number of woollen factories. But agriculture is the great business of the county. Its products are shipped principally at Lebanon.

German is the common language; but the introduction of the new school-system of the state, which requires that English shall be taught in common with German, in the German districts, will soon introduce the English language into every family, and eventually eradicate the other. At present the boys of Lebanon co., though they recite their English lessons inside of the schoolhouse, play marbles outside in German.

In East Hanover township, between the Blue mountain and Second mountain, is a noted cold spring; an agreeable watering-place, much frequented in the heat of summer. Mr. Samuel Winter has erected there a

commodious house of entertainment.

The history of the origin and construction of the Union canal is interesting in itself; but it likewise involves the history of the early efforts of distinguished citizens of the state, in the cause of internal improvements. These early efforts doubtless formed the moving spring of that great spirit of internal improvements, which subsequently gave such glory to New York, and afterwards to Pennsylvania and Maryland. The following is abridged from a very able article in the first volume of Hazard's Register, by George W. Smith, Esq.:

William Penn, in his proposals for a second settlement in the province of Pennsylvania, published in 1690, alludes to the practicability of effecting a communication by water between the Susquehanna and a branch of the Schuylkill. Canals and turnpikes were unknown at this period, even in Great Britain. Numerous interesting letters of distinguished citizens are extant, which prove that the Union is indebted to Pennsylvania for the first introduction of canals and turnpikes to public attention. Their views were regarded at that early period, (1750 to 1760,)

with but little interest in England, and excited the attention of but few in the colonies. At the present day it is difficult to determine to whom we are chiefly indebted for introducing the subject to public attention. If our information be correct, we may attribute to David Rittenhouse, the astronomer, and Dr. William Smith, provost of the University of Pennsylvania, the credit of being the first laborers in this hitherto untrodden field. Afterwards Robert Morris, the financier of the revolution, and still later Robert Fulton, the engineer, of whom Pennsylvania is justly proud, lent their powerful assistance. The writings of Turner Camac, William J. Duane, and Samuel Breck, Esqs.; and subsequently of Gerard Ralston, Richard Peters, Jr., Matthew Carey, Samuel Mifflin, William Lehman, John Sergeant, and Joseph McIlvaine, are too well known to require enumeration.

In the year 1762, David Rittenhouse, (and Dr. William Smith, we believe, at the same time,) surveyed and levelled a route for a canal to connect the waters of the Susquehanna and Schuyl kill rivers, by means of the Swatara and Tulpehocken creeks. The Union canal, which has since accomplished this object, passes over a portion of this route-the first which was surveyed for a canal in the colonies.

The views of the projectors of this work were, if the difficulties of that period be considered, far more gigantic and surprising than have been entertained by their successors in any part of the Union. They contemplated nothing less than a junction of the eastern and western waters of Lake Erie and of the Ohio with the Delaware, on a route extending 582 miles. The Allegheny mountain was wisely deemed to offer an insuperable obstacle to a continuous navigation. A portage over this section was accordingly recommended: an expedient which we at the present day have been compelled to adopt.

Duly to appreciate the enterprise of that age, we ought to consider that the great valley of the Ohio and Mississippi was almost one boundless forest; uninhabited, but by the beasts of the forest, or the Indians. Attainable moneyed capital was then almost unknown in the colonies; the very term "engineering" was equally unknown in the vocabulary of those days. No canal was then in existence in England. Sankey Brook and the Duke of Bridgewater's had been commenced, but were yet unfinished. Public opinion, even there, had yet to learn that canals were not visionary undertakings. The sneers of many were to be encountered; nevertheless, under all these discouragements, the earliest advocates for inland navigation commenced their efforts in Pennsylvania. In 1769 they induced the American Philosophical Society to order a survey for a canal to connect the Chesapeake bay with the Delaware. The provincial legislature, about the same period, authorized a survey on a route, extending 582 miles, to Pittsburg and Erie. This survey was performed, and a report made strongly recommending the execution of the project. The adoption of the plan was postponed in consequence of the revolution. After the termination of that struggle, several works were commenced in North Carolina, Virginia, and Maryland. The canal through the Dismal swamp, connecting the Chesapeake bay and Albemarle sound, with the works on the Potomac, James, and Rappahannock rivers, were commenced and partially finished, between the years 1786 and 1791.

The great project of Pennsylvania was allowed to slumber until the 29th Sept. 1791, about a century after William Penn's first prophetic intimation, when the legislature incorporated a company to connect the Susquehanna and Schuylkill by a canal and slackwater navigation. Robert Morris, David Rittenhouse, William Smith, Tench Francis, and others, were named as commissioners. The intention of connecting the eastern and northwestern parts of the state is distinctly expressed in this, and a subsequent act, of 10th April, 1792. By the terms of this last act, a company was incorporated to effect a junction of the Delaware with the Schuylkill river, by a canal extending from Norristown to Philadelphia, a distance of 17 miles. The Schuylkill river, from the former city to Reading, was to be temporarily improved; and thus form, with the works of the Susquehanna and Schuylkill company, an uninterrupted water communication with the interior of the state; with the intention of extending the chain to Erie and the Ohio. Experience soon convinced the two companies that a greater length of canal was requisite, in consequence of the difficulties of improving the channels of the rivers; hence the company last mentioned determined, (in compliance with the suggestions of Mr. Weston, a British engineer, whom they had imported,) to extend their canal from river to river, a distance of 70 miles. In conjunction with the former company, they nearly completed 15 miles of the most difficult parts of the two works; comprising much rock excavation, heavy embankments, extensive deep cuttings, and several locks, which were constructed with bricks. In consequence of the commercial difficulties, (in which it is known that some of the chief stockholders were shortly after involved,) both companies were compelled to suspend their operations, after the expenditure of $440,000. The suspension of these works, and some years after of the Chesapeake and Delaware canal, had a most disastrous effect on every similar work which was projected for many years afterwards. Frequent abortive attempts were made, from the year 1795, to resume operations; and notwithstanding the subscription of $300,000 stock, subsequently tendered by the state, these companies continued a mere languishing existence. In the year 1811, the two bodies were united, and reorganized as the Union Canal Co. They were specially authorized to extend their canal from Philadelphia to Lake Erie, with the privilege of making such further extension, in any other

part of the state, as they might deem expedient. In 1819 and 1821, the state granted further aid by a guarantee of interest, and a monopoly of the lottery privilege. The additional subscriptions, obtained in consequence of this legislative encouragement, enabled the managers to resume operations in 1821. The line was relocated, the dimensions of the canal changed, and the whole work finished in about six years from this period; after 37 years had elapsed from the commencement of the work, and 65 from the date of the first survey. The Union canal is 89 miles in length, including the Swatara feeder, &c., from Middletown, on the Susquehanna, to a point on the Schuylkill a short distance below Reading. It is calculated for boats of 25 to 30 tons burden. At Middletown on the Susquehanna, it connects with the main line of Pennsylvania canals; at Reading, with the works of the Schuylkill Navigation Co. The descent from the summit to the Schuylkill is 311 feet; to the Susquehanna, 208.

The summit is 6 miles (between the Swatara and Tulpehocken) 78 chains in length; to which must be added the navigable feeder, which at present extends 6 3-4 miles. This summit passes over a limestone district: much deep excavation in rock was required. In consequence of the many fissures which abound in limestone rocks, the usual expedient of puddling did not succeed in retaining the water in the summit. After many experiments, it was found necessary to plank this section throughout. On the Schuylkill Navigation Co.'s canal, near Reading, which passes over the same limestone formation, a similar expedient was adopted. In both cases the plan was successful. On this section, the canal passes through a tunnel of 729 feet in length, excavated in solid rock. This summit is supplied by the water of the Swatara, conducted to it by the feeder already mentioned. As the summit is above the level of the feeder, two large water-wheels and pumps are resorted to for the purpose of raising the water to the requisite height. Two steam-engines, one of 120, the second of 100 horse power, are provided for the purpose of supplying the feeder in case of accident to the water-works. [The feeder has since been continued to a point within four miles of the coal-mines.]

A great error was committed, in making the dimensions of this canal too small-an error which threatens to be fatal to its existence. It arose partly from the great scarcity of water, and partly from erroneous views entertained by engineers and others having charge of the work. The locks, being adapted only for boats of 25 tons, while those of the state canals accommodate a boat of 40 or 50 tons, exclude the greater portion of the boats plying on the state works; added to which, the work has to contend with the competition of the railroads from Harrisburg and Columbia to Philadelphia. This latter competition discourages the Union Canal Co. from enlarging their locks.

In 1828, about $1,600,000 had been expended in the construction of the work, in addition to the proceeds of the lottery, and excluding the sums expended on the old work.

LEBANON, the county seat, is a large and well-built borough, pleasantly situated on a small branch of the Quitopahilla, 25 miles from Harrisburg. and 28 from Reading by the turnpike. The town is regularly laid out, with a large area in the centre, in which stands the market-house. The buildings are generally of brick or stone. The courthouse is a spacious and splendid edifice of brick, surmounted with a cupola. There are in the place Lutheran, German Reformed, Catholic, Methodist, German Methodist, and United Brethren churches, an academy, and a public library. The canal passes one mile north of the town, where the busy little village of North Lebanon has grown up. The annexed view was taken from a field southwest of the town. The Lutheran church, with a tall spire, is seen in the centre. The population, by the census of 1840, was, of the borough proper, 1,860; of the north ward, 1,430; south ward, 2,907: total of Lebanon township, 6,197. The borough was incorporated 20th Feb. 1821.

Little has been recorded, or preserved by tradition, concerning the early history of the town or county. The following facts, with those relating to other towns, were learned from some of the aged citizens of the borough. Lebanon-or Steitzetown, as it was for a long time called,

The first tunnels which were excavated in the Union were in Pennsylvania. There are two on the Conemaugh, one on the Union, one on the Schuylkill canal, one still unfinished near Mauch Chunk, and two on the Reading railroad. We do not include the small tunnels, leading from mines.

and still is by many of the old Germans-was probably laid out about the year 1750, by one Mr. Steitze. The father of Col. Adam Reitscher, now living in the town, was one of the first settlers, and paid groundrent, as appears by his receipts still extant, as early as 1751. He cleared the lot west of the one upon which his son now lives, from the forest then standing. The Moravians also made a very early settlement, about two miles east of the town. Their present stone church was erected about the year 1760 or 1770; but it was probably the second on the same site. The present Lutheran church, in town, was erected in 1798; and the previous one, near the same site, about 1765 or '66. The German Reformed church was erected about 1787.

During the war of the revolution, many of the residents of this place took arms on the American side, and were engaged at the battle of Germantown. After the battle of Trenton, many of the Hessian prisoners were brought here, and confined in the old Lutheran and Moravian churches.

The Mennonists settled in the southern part of the county, as early as 1732. Much of the history of this county is merged in that of Lancaster, of which the southern townships formed a part.

MILLERSTOWN is a flourishing village on the Quitopahilla, 5 miles west of Lebanon. It contains about 120 dwellings, Lutheran and Methodist churches, and one church common to the Presbyterians and German Reformed. There are several mills on the creek. The place was formerly called Annville, and the post-office here still bears that name officially. It was laid out by Messrs. Ulrichs and Reigel. Two or three miles west of Millerstown, during the "late war" of 1812, several wealthy gentlemen from Lancaster, at the head of whom was Mr. Hentzleman, established an immense cotton and woollen factory at a cost of $96,000. Their fabrics were accounted equal to any manufactured in the country. At the close of the war, the opening of our ports to foreign manufactures was ruinous to the concern.

SHAEFFERSTOWN is a large village, 8 miles S. E. from Lebanon, containing about 100 dwellings, and Lutheran and Presbyterian churches. This is one of the oldest places in the county. It was originally settled by