There could be but one answer to the challenge, and that was to rival canal with canal. These more southerly States, confronted by the towering ranges of the Alleghanies to the westward, showed a courage which was superb, although, as time proved in the case of Maryland, they might well have taken more counsel of their fears. Pennsylvania acted swiftly. Though its western waterway--the roaring Juniata, which entered the Susquehanna near Harrisburg--had a drop from head to mouth greater than that of the entire New York canal, and, though the mountains of the Altoona region loomed straight up nearly three thousand feet, Pennsylvania overcame the lowlands by main strength and the mountain peaks by strategy and was sending canal boats from Philadelphia to Pittsburgh within nine years of the completion of the Erie Canal. The eastern division of the Pennsylvania Canal, known as the Union Canal, from Reading on the Schuylkill to Middletown on the Susquehanna, was completed in 1827. The Juniata section was then driven on up to Hollidaysburg. Beyond the mountain barrier, the Conemaugh, the Kiskiminitas, and the Allegheny were followed to Pittsburgh. But the greatest feat in the whole enterprise was the conquest of the mountain section, from Hollidaysburg to Johnstown. This was accomplished by the building of five inclined planes on each slope, each plane averaging about 2300 feet in length and 200 feet in height. Up or down these slopes and along the intermediate level sections cars and giant cradles (built to be lowered into locks where they could take an entire canal boat as a load) were to be hauled or lowered by horsepower, and later, by steam. After the plans had been drawn up by Sylvester Welch and Moncure Robinson, the Pennsylvania Legislature authorized the work in 1831, and traffic over this aerial route was begun in March, 1834. In autumn of that year, the stanch boat Hit or Miss, from the Lackawanna country, owned by Jesse Crisman and captained by Major Williams, made the journey across the whole length of the canal. It rested for a night on the Alleghany summit "like Noah's Ark on Ararat," wrote Sherman Day, "descended the next morning into the Valley of the Mississippi, and sailed for St. Louis." Well did Robert Stephenson, the famous English engineer, say that, in boldness of design and difficulty of execution, this Pennsylvania scheme of mastering the Alleghanies could be compared with no modern triumph short of the feats performed at the Simplon Pass and Mont Cenis. Before long this line of communication became a very popular thoroughfare; even Charles Dickens "heartily enjoyed" it--in retrospect--and left interesting impressions of his journey over it: