especially in Philadelphia, for the erection of the so-called brown stone fronts. On the Pocono plateau IS a large deposit of a fine grained dark-blue stone of the Devonian formation Wh1Ch 15 known as the Wyoming Valley stone, and, l1ke the New York “ blue stone, " w h1ch it closely resembles, 1s much used for WlIldOW and door trimnungs, steps and flagging. Several of the western counties contain Carbomferous or sub-Carb0n1fer0us sandstones that are used locally for building a11d for ar1ous other purposes. In 1908 the value of Pennsylvania sandstone and blue stone was $1,368,784. Northampton, Lel11gh and York counties conta111 the most productive slate quarries 1n the country, and IH 1908 the value of their output was $3,902,958, the Northampton and Lehigh slate 15 the only k1nd IH the Lnited States used for school blackboards. There IS an extensne area 1n the south-east part of the state containing shale clay of a superior quality for making common brick. Ka0l1n abounds 111 Chester and Delaware counties, and fire-clay 1n several of the western counties In 1908 the state ranked first in the value of 1ts output of brick and tile ($IS,98I,743), which was 14-74 % of the ent1re product of the Liflltéd States, and was second only to Oh1o 1n the total value of 1ts clay products ($14,842,982), which was II 14% of that f01 the ent1re country. Glass sand abounds both 1n the eastern and 1n the western sections and for many years Pennsylvania has used th1s more extensively 1n the manufacture of glass than any other state. Deposits of crystalline graphite are found 1n Chester and Berks counties. In Chester county, also, IS one of the most productive deposits of feldspar, second 1n importance only to those of Maine. Soapstone is quarried 1n Montgomery and Northampton counties, phosphate rock, 1n Jun1ata county, rocks from which mineral palnts are made, 1n several co11nties, and there IS some garnet IH Delaware county.

Manufactures -The state ranks second to New York in the value of 1ts manufactures, which 1ncreased from $155,044,910 in 1850 to $1,955,551,332 (factory products alone) in 1905, a growth which has been pro1noted by an abundance of fuel, by a good port on the Atlantic seaboard, by a network of canals wh1ch IH the early years was of much importance 1n connecting the port w1th the Mississippi r1ver system by 1ts frontage on Lake Erie WhlCh makes the ores of the Lake Superior region easily accessible, and by a great railway system wh1ch has been bu1lt to meet the demands ar1s1ng from the natural reso11rces. By far the most important industry is the production of 1ron and steel. The manufacture of iron was established on a commercial basis in 1716-1718, when a furnace was built on Manatawney Creek above Pottstown, and before the close of the colonial era Pennsylvania had r1sen to first rank among the 1ron-producing colonies, a position wh1ch It has always held among the states of the UHIOH. So long as charcoal only was used in the furnaces (until about 1840) and during the br1ef per1od IH which th1s was replaced largely by anthracite, the industry was of ch1ef importance IH the castern section, but w1th the gradual increase 111 the use of bituminous coal, or of coke made from 1t, the industry moved westward, where, especially in the Pittsburg d1str1ct, it receu ed a new impetus by the 1ntroduct1on of 1ron ore from the Lake Superior region. The value of the output of iron and steel increased from $264,571,624 in 1890 to $471,228,844 in 1905, and the state furnished 40 5 °é, of the p1g-1r0n and 54 % of the steel and malleable 1ron produced in the ent1re country. The manufacture of great quantities of coke has resulted from the demand for thlb product IH the 1ron and steel industry and from the abundance of coking coal, the manufacture of glass has been promoted bv the supply of glass sand and natural gas 1n the west of the state, the manufacture of leather by the abundance of hemlock bark, the ma11ufacture of pottery, terra-cotta and fire-clay roducts by the abundance of raw material, the manufacture of siik and silk goods by the large number of women and girls who came into the state 1n families of wh1ch the men and boys were employed in mining and p1clng anthracite coal, and in each of these 1ndustr1es as well as 1n a few others the state has for many years produced a large portion of the f-ountry's product.

In 1905 the tw elwe leading manufactures, with the value of eacl1, were steel and malleable 1ron, $363,773,577, foundry and machine shop products, consisting most largely of steam locomotives, metalworking machinery and pumping machinery, $119,650,913; pig-1r0n, $107,455,267; leather, 5$69,427,852; railway cars and repairs bv steam railway companies, $61,021,374; refined petroleum, $47,459,502; s1lk and silk goods, $39,333,520; tobacco, cigars and cigarettes, S39,079,122, flour and grist-null products, $$38,518,702; refined sugar and molasses, $37,182,504, worsted goods, $35,683,015; and malt liquors, $3.1.,865,823. The most marked advances from 1900 to 1905 were in worsted goods (61-4 %) structural 1ron-work (60 00), and t1n and terne-plate (54-4 %). Philadelphia is the great manufacturing centre. Within its l1mits, in 1905, all the sugar and molasses were manufactured and much of the petroleum was refined, nearly all of the 1ron and steel ships and steam locomotn es were built, and 93 °0 of the carpets and rugs were made, and the total value of the manufactures of this c1ty in that year was nearlv one th1rd of that for the entire state. learly 20 % of the iron and steel was produced by Pittsburg together with Allegheny, w1th w h1cl1 It has since been consolidated, and the production of these lS the leading industry of New Castle, Johnstown, Duquesne, McKeesport, Sharon, Braddock and Dubois. also in the west part of the state and of Reading, Harrisburg, Steelton, South Bethlehem, Pottstown, Lebanon, Ph0en1xv1lle and Danville IH the east part. The silk and cement industries are confined largely to the eastern cities and boroughs, the coke, t1n and terne-plate, and pickling industries to the western; and the construction and repa1r of railway cars to Altoona, Meadv1lle, Dunmore, and repair of railway cars to Altoona, Meadville, Dunmore, Chambersburg, Butler and Ph1ladelph1a.

Transport and Commerce.-The new road cut through the Juniata region 1n the march of the army of Brigadier-General John Forbes, against Fort Duquesne 1n 1758, was a result of the influence of Pennsylvan1a, for it was considered even then a matter of great importance to the future prosperity of the PIOVIHCC that 1ts seapoit, Ph1ladelph1a, be connected w1th nagat1on on the Oluo by the easiest l1ne of commun1cat1on that could be had wholly w1th1n 1ts l1m1fs. As early as 1762 David Rittenhouse and others made a survey for a canal to connect the Schuylkill and the Susquehanna r1vers, and 1n 1791 a committee of the state leg'slature reported in favour of a pr0Ject for establ1sh111g commun1cat1on by canals and r1ver improvement from Philadelphia to Lake Erie by way of the Susquehanna r1ver. Before any tlung was do11e, the need of improved means of transportation between Ph1ladelph1a and the anthracite coal-fields became the more pressing. The Schuylk1ll Canal Company, chartered in ISIS, began the construction of a canal along the Schuylkill r1ver from Ph1ladelph1a to Mount Carbon, Schuylkill county, in 1816, and completed it 1n 1826. In 1818 the Leh1gh Navigation Company was formed to improve the navgation of the Leh1gh r1ver from 1ts confluence with the Delaware to Coal ort, and two years later coal was successfully carried down the Lehigh and Delaware rivers to Ph1ladelph1a in “arks" or rectangular boxes, two or more of WhlCh were ]01ned together and steere by a long oar. So prosperous was the business that IH 1827-1829 the company built a number of locks wh1ch made the Lehigh navigable in e1ther direction, and in 1827-1832 the state d1d the same for the Delaware between the mouth of the Lehigh and Br1stol. The UHIOH Canal Company, incorporated IH 1811, completed a canal from Middletown on the Susquehanna to Reading on the Schuylkill 1n 1827. In 1824 the state legislature authorized the appointment of a commission to explore routes from the Schuylk1ll to Pittsburg, and from the West Branch of the Susquehanna to the Alleghen, and in the three or four succeeding ezrs the state Committed] itself to a very extensive system ofy internal improvements. Work was begun on the system in 1826 and was continued without interruption unt1l 1840, when the com leted or nearly completed portions embraced a railway from Ph1i)adelphia to Columbia on the Susquehanna, a canal up the Susquehanna and the Juniata from Columbia to Hollidaysburg, a portage railway from Hollidaysburg through Blair's Gap IH the Alleghany Front to Johnstown on the Conemaugh river, a canal down the Conemaugh, Kiskiminetas, and Allegheny rivers to Pittsburg, a canal up the Susquehanna and its west branch from the mouth of the Jun1ata to Farrandsville, in Clinton county, a canal up the Susquehanna and 1ts north branch from Northumberland nearly to the New I

York border, and a canal up the Delaware r1ver from Bristol to the mouth of the Leh1gh; considerable work had also been done on two canals to connect the Oh1o r1ver with Lake Erie. Work was stopped, in 1840, before the system was completed because of the intense popular discontent arising from the burden of debt which had been assumed and because the success of competing railways was then fully assured. In 1845 the state began to sell 1ts canals and railways to private corporations and the sale was completed 1n 1859. The western d1v1s10n of the system was abandoned by the new owners in 1865 and the worked portion of the east div1s10n gradually decreased unt1l it, too, was wholly abandoned in 1904, w1th the exception of the Delaware D1v1s1on Canal, which s1nce 1866 has been worked by the Lehigh Coal & Navigation Company in COHHCXIOH with the Lehigh (sanal In 1ts natural condition there were bars in the Delaware r1ver below Pluladelphia which obstructed the navigation of vessels d1aw1ng more than I7~2O ft. of Water, but in ISFQ the Federal government adopted a project for obtaining a channe having a m 1mum depth of 30 ft. The Federal government has much improved the navigation of the Monongiahela and Allegheny rivers and IS committed to a pro]ect for sack-water navigation on the Oh1o wh1ch 15 expected to givc Pittsburg communication with the sea by vessels drawing 9 ft of water.

The first railway in the state was that bu1lt 1n 1827 by the Lehigh Coal & Navigation Company from Mauch Chunk to 1ts mines, 9 rn. distant; but this was only a gravity road down which cars oaded with coal descended by their own gravity and up wh1ch the empty cars were drawn by mules. In 1823 a company was incorporated to bu1ld a railway from Ph1ladelph1a to Columb1a, but nothing further was done unt1l 1828, when the state canal commissioners were directed to build th1s road and the Allegheny Portage railway from Hollidaysburg to Johnstown. The latter was built with ten inclined planes, five on each side of the summit at Blair's Gap and cars were drawn up these by stationary engines. Both the Philadelphia & Columbia and the Allegheny Portage railways were completed in 1834. From these and ot er begin* nings the state's railway mileage gradually 1ncreased to 1240 m.

in 1850. to 4656 m. in 1870, to 8639 m. in 1890 and to 11,373 m. at