Macon telegraph. (Macon, Ga.) 1826-1832, December 05, 1826, Image 1
nTucsAa^, Dec. 5, 1820.
BY> MYRON BARTLET.
Volume l.v.Vj.Wo. 6.
(9B9B**i
% The Telegraph is published weekly
^con, Ga.—Office on Cherry Street, near
1 public Square.
'
/
. pPMS.—TAree Dollart per annum, if
j in nilvance, or Four Dollars dt the end
the year. Distant subscribers must in all
•j ntui in advance.
Uhcrtisements inserted at the usual rates.
report ! '
Internal Iminrovements to the Board of
Public Works, in the State of Georgia, by
iUsHCTON Fulton, Chief Cwd Engineer.
(restwojsto «to* oc» last.)
is to the same cause the Potteries of Staf-
dure owe their establishment; however sin-
r it may appear, it is a fact, that not one
icle in the composition of the immense
ty of stone ware and china manufactured
iis district, is fouhd on the spot; the whole
ought from other quarters by sea coast and
id navigation; the only articles which in-
id the potters to settle themselves in this
of Staffordshire were coal, and a suitable
for making seggars, the vessels in which
china, dec. is baked—and in addition to
e, the facilities of canals for conveying tho
materials, to the Potteries, and manufac-
d goods to, London, Liverpool, &c.
'hough many canals have been made in
at Britain.which have been unprofitable to
Stockholders by their direct revenue, yet I
I no doubt, the indirect advantages to the
is and country in their vicinity, have am-
compensated for the cost of the work.—
i increased value of the stock in a great
iber of these'works is prodigious, nay al-
t beyond belief. I saw a share of the New
er Water Works which cost £100, or §444
sold by auction for the enormous sum of
200 Sterling, or §27,333 33 cents,
bout fifty years ago, numberless objections
i started against Canals in England, such
ieir waste of land, producing noxious and
vapors, destroying the breed of horses,
away the revenue pf Turnpike Roads,
...ng the coasting trade, and the nursery for
tea, injuring old mines and established
si by enabling new ones to be opened, in-
>:^g pilfering workmen and boatmen in
country, &c. &c. Time lias shewn
,ese visionary fears existed oidy in the
of the ignorant and prejudiced,
iccpt the tide rivers, almost all the rivets
^gUnd have been rendered navigable, as
i* it .< possible to make them so, by dams
locks: this mode of improving rivers, in
r in stances, has answered extremely well;
no only a permanent navigation, but each
an excellent^te-far-iL-miU. and
KW'strutted th
used; for it is found that increasing the speed of
a horse reduces his power so much, that his
speed may be increased until ho is only able to
move the weight of his own body; various for
mulae have been recommended to ascertain
ihe diminution of the power of a horse by the
increase of velocity. Perhaps the most sim
ple is, to divide the power he is capablo of
exerting in pound weight, when going at the
rate of one mile an hour, by tho increased velo
city. Thus, if a horse can exert a power e-
qual to 224lbs,.at the rate of 1 mile an hour, he
will only be capable of exerting a force equal
to 112lbs. at two miles an hour, 74 2-3lbs. at
three miles, 561bs. at four miles, and so om
it is a generally received opinion, that a horse
exerting a force equal to 112lbs. at two miles
per hour, can draw on a level railway ten
tons. By actual experiment it has been found,
that a single horse is c&patde of drawing 24 1-7
tons down a railway with an average rate of
descent of 1 to 178, and ascend the same in
clination with .8 1-2 tons, although part of this
inclination is as steep as 1 to 82 1-2, and tra
vel with these loads down and up alternately
for the distance of 19 miles per day.
Some men of eminence have advocated the
use of rail roads so strongly as to assert, that
under all circumstances, they are superior to
canals, but it appears to me this is carrying
their predilection in favor of railways, farther
than reason will support it. It has been con
sidered, that the expense of a double iron rail
way is equal, or nearly so, to that of a canal
for seven feet beam boats where no locks
are required, and where the sod is favo
rable for cutting. I should therefore be in
clined to give a canal the preference where tho
country is level, and particularly where it can
be constructed to subserve the purpose of drain
ing as well as transportion of goods—There
are many articles connected with agriculture,
which can be more conveniently carried’in
boats than in waggons, such as grain in bulk,
provender, manure, &c. &c. and for reasons
above stated, unless where expedition is re
quired, the load transported by a single horse
is sufficient to decide the point.
Whore produce requires to be transported
from a mountainous or hilly country, and
where the trade is a descending one, or. in o-
ther words, where a greaterweight is be carri
ed down than up, which will bo uniformlv the
vast wliers ilw nritciesTor exportation consist
of raw materials: in such situations rail roads
appear to me to have a great superiority, as the
immense expense of lockage is saved and. none
incurred in obtaining a sufficiency of water to
supply the lockage, leakage, and evaporation
of a canal.
horses feet from inuring the sleepers.
The materials for constructing a work of
this kind aroso convenient, abundant, and good,
throughout the while of the State, that the ex
pense will bo foundlto fall far short of the bene
fits to be derived ra the transportation of the
staple commodities j of the country ; and when
these are transferred from tho existing roads, it
will require little attention or expense to keep
them in excellent condition for travelling car
riages or neighbomood waggons; when the
population and tradqof the country will justi
fy the expense, it tv*ill be an easy and simple
operation to substitute iron rails in place of the
timber ones. Tho sleepers may be laid down
without any hewing, fexcept a little on the top
and a notch on each side for the reception of
the first rail; this rail may also le, put down
without any hewing, till that is mvessuy is to
obtain a tree of the proper size, which, when
quartered will produce four rails, the upper rail
if sawn square, will admit of tint ng when the
inside edge is worn by the frictiop of the wag
gon wheels. ’ J
I think it may with great confidence be sta
ted, that a single horse will be cajjable of draw
ing a weight equal to four tons gn the Trans
verse Line, and at least six tons dn the Central
Line, travelling at the rae of ftvo miles per
hour, 20 miles per day—and when an actual
experiment is made, I tiavj little doubt but the
result will be greater. i
Before dismissing the subject of Canals and
Rail Roads, it will tend td elucidate the rela
tive advantages of the different modes of trans
portation, by presen' ing to view a comparative
estimate of the cost of Canals, Rail Roads
made of cast and mallenlle iron, and' Ruil
Roads made entirely of timber; also a state
ment of the cost of transporting one ton of
goods for 20 miles on each—this last estimate
<s predicated on the supposition that, 30,000
tons of produce and merchandise will pass a-
long the road in a yeur; tho expense of trans
portation includes the hire and expense of a man
and horso, the toll dues, and every other ex
pense but the hire or tear and wear of the wag
gon.
Canals of the tide sperifitdfor the Central Line.
Cost of making one mile, ‘including lock
age, $19,007 68
..Tier miHrarff sitUtted they aro ccmui «r
|vr largely to tho revenue of the navigation
■ills mode of improving rivers in a printi-
[country where the trade will justify the
Inse, is far superior to sluicing. Nothing
[induce me to recommend sluicing, but the
of means to effect a permanent nayiga-
■ ihc wing and side dams are a continual
[re of expense, ns they are liable to be
>i mv iv by floods.
he Now Yorkjfcs perhaps the longest artifi-
[ canal which Iras been made titty where,
I although it has .been on 'y “ &w y oo,-s in
ation, his already tes:ed its utility and
equence, by tlwrapid increase of revenue
Si. annually takes place,
is probable that the revenue w : ll not only
[date the original expense ; n a short time,
provide a sufficient sum for the oxpetuli-
[ of the State, and render the collection of
s unnecessary. .
te other canals which are now in a for-
condition, are of great magnitude—A-
gst these We the Union C anal .n Penmvl-
, the Delaware Canal, the Ohio Canal,
nuny. others of minor consequence.
RAILROADS.
i mode of transporting commodities, lias
t ■ become a subject of investigation a-
£t men of science and practical engineers,
[ipcars that their various experiments and
prie.s have resulted in establishing the fact
goods can be conveyed more expeditious-
png a Railway by mechanical power, than
can be on a Canal by animal power—
a Canal has a preference as regards the
lit transported, until the velocity is increas-
J more titan three miles an hour. This n-
Ifroiatho great increase of resistance pre-
1 to ho bow and sides of the boat in pass-
'“"gb-lha.uutnr, which is wwtty ««!.»»■
i as the squares of the velocity: when
‘ is impelled along »canal at the rate of
tile per hour; the exertion is considered
■ at two miles, per hour as four, a^ tin ee
per hour as nine, at four m les per hour
£*on, at five miles per hour us twenty-five,
1 'odes per hour as thirty-six, and' so on
\ the ailwvo reason, why the velocity cun
1 incieused on a canal its on a railway,
I s another .insurmountable objection »
«, for as tho velocity is increased, it fdl
a a matter of course that the agitation
> water is increased also; by this increas-
tmjtion the banks of the canal are washed
|p bottom, and the whole very soon ren
unfit for navigation. I remember a tri-
" WB® about thirty years ago on the
and Forth Canal, of steamboats for
in an< ^ ol her largo vessels, but in
quenco of the groat agitation of the water
* on the banks, thev were laid a*
the banks, they were laid a*
velocity of a waggon
tmr 1 1 r ‘ ncrcare d resistance than M.....
Pvia w h’ c ,h i* but trifling, except
I <x d. head winds prevail, the friction
I 0,.. alert'd tho same or nearly »o, at
■ 1 1/0 pf voloeity ihe waggon moves—,
good whetrtnceitanictiijioww
"l so whcij animal power it
rued Instead of Canals in a southern climate,
1 mile of annual expense in keeping the a-
bove roads io repair," superintendence,
oC.
.1 mile interest on the original cost,’
$403 61
171 60
$573 21
For transporting 1 ton 20 miles, 771-2 cents..
Expenses of transporting 1 ton per 20 milu, by the dif.
_ _ ferent modes.
By Canals §i jj
By Cast Iron Rail Road, stone supports, 1 03 "
By Cast Iron Kail Road, on timber, 99
By Malleable Iron Rail Road, 75
By Malleable Bar Iron Rail Road, 61 141
By Timber Railways, 77 l-jj
By Road Waggons, 4 48
By tho abovo calculations of tho expense of
transportation, it will be seen that a ton of pro-
diiceur merchandise can be conveyed 100 miles
on a Rail Road made of timber with malleable
iron plates, for three dollars 5 5-6cents per ton.
On a Rail Road made entirely of timber, three
dollars 871-2 cents which by the present mode
of transportation byroad waggons, costs twenty-
two dollars forty cents.
Where iron is used, the value of it may be
considered as so much money sent out of the
State; where timber is exclusively used, the
whole of the expenditure Is retained withiuthe
limits of the State.
TURNPIKE ROADS.
The cost of Turnpike Roads depends very
much on tho scale and in the manner they are
made, the soil over which they are carried, the
convenience of nkiterials for their construction &
some other minor circumstances/ In red clay or
sandy soil, and in swamps and marshes, where
neither rock, gravel, nor any other earthy ma
terial of a proper consistency can be found,
timber is the only substitute which can be used.
On red clay soils a tolerably good road may
bo made of 32 feet in width in the clear, by
coveting one half of this width with puncheons,
or timber split in the manner of fence rails, or
timber hewn on the upper and two lateral sides,
covered with the most retentive soil which can
be got. This part of the road ought to be used
exclusively in the winter season; the other
half of the road requires nothing else but level
ling the native soil, which ra ordinary dry
summers makes an excellent road. Where
ihe soil is loose sand, and no gravel tq_hc
. convenient, I am not awa«‘- / ' an y other mate?
Cost of annual repair-, snpenntenitnncc. ,wi rfuioer, which can be used with pro-
imcrpst on th-ongmaJ cost. .i "V « pri et v . I„ swaraps and marshes it becomes ne-
ccssary to dig two capacious ditches, and throw
the soil therefrom on the intended roadway in
order to raise it above the adjacent surfaces;
if the soil from the ditches is not sufficiently re
tentive, recourse must be had to timber.as be
fore stated. On all soils where the.road is car-
—». ■ •
dopte
where stagnant waters are certain of producing
sickness; they are likewise better adapted for
climates subject to severe frost, as they can be
as well used in winter as in summer, if proper
care is taken to clear them of snow.
When a line of communication is required
hrough a part of the country running trans
versely to the different rivers, streams, and
valleys, a Rail Road can easily be made to o-
vercomo ihe undulations, where it would be
mpracticuble to carry a canal, at almost any
expense whatever.
Those immense loads transported on a Rail
way, as may naturally be supposed, aro not
cilrried in one vehicle, but distributed in'o a
number of waggons, contain'ng according to
the strength of the rails, from 1 1-4 to 6 tons
each, there is of course never more than one
fourih of tho weight of one of these waggons
pressed on any one of the rails at the same time;
these waggons are fixed to each other by a shaft
chain, and the horse is attached to the first wag
gon, the others following the same track in a
line; when the waggons are properly arranged
it is not necessary that the norse should over
come the inertia of tho whole at once; he puts
the first wiiggon in motion, and when the chain
by which the second is attached to the first is
straightened he puts it in motion, and so on uutd
the whole are moved along.
I have dwelt thus much on the subject of
Canals, Iron Rail Roads, for animal power and
Iron Rail Roads for mechanical power, or Lo
comotive Engines, more particularly with the
view of conveying information on these sub
jects generally, to the public than to recom'
mend the adoption of either in the contempla
ted improvements of Georgia; and instead of
Canals or Iron Rail Roads, submit a propose*
«ian (o> making /Timlun'. Railways,, which 1
consider better adapted to the present popula<
tion, trade, and probably, the resources of tho
State, than any substitute which can bo offered.
These will afford much greater facilities to inland
communication than turnpike roads made on the
best principles, and at a much less expense.
Though I have never seen Hny T.mber
Railways, I find it was the matcrial'first used
for their construction at the New Castle Col
lieries, in England, and are sard to have ans
wered very good purposes; timber was aban
doned and iron used as a substitute, probably as
much from the scarcity of the one material and
the abundanco of tho other,,as from any other
cause. Tho Timber Railways were first made
with transverse sleepers at certain distances,
upon which rails on each side were laid at the
distance of four feet with a trenail through the
rail into tho sleeper—but it was found in sup
plying tho place of a defective or woruoutrail,
that the frequent perforations through the sleep
ers rendered them.unless before they had sus
tained any decay 5 in order to remedy this im
perfection, on improvement was. ndopted, by
placing a second rail o^ .tho top of the first, to
which it was fastened by trenails passing
through both rails. This S'-hente admitted of
another improvement by al.o'v.g" the horse
pa|h to be hlled up with gr? .’el or tttttpr snjia.
hid soil, of o sufficient f L- '' ‘
f ._itp prevent the
$1,139 84
For transportation of 1 ton for 29 miles. It J cents.
Single Cast Iron Rail Hauls on S'one Bhrhs.
1 mite o. Stone liaicki.it SI riper yard, $1,936
1 mile Iron Rails nnd Chairs, including
passing places, 7,865
1 milejrf tonning thejatnd, _hr<j |
dined planes,&c. 800’
$10,601
1,060 10
10 per cent, for incidentals, superintend-
ancc, &c.
$11,66110
Cost of annual repairs, superintendance, &«. $386 62
Interest on the original cost, at 8 per cent 932 88
Transportation of 1 ton for 20 miles, 1C
$1,319 50
> cents.
Cast Iron Roads—single. |
mile of forming tho road, tightwa d
sleepers, and timber, under rail, ciittl’g
earth, bridging over creeks and bran hi
es, machinery for inclined planes, & . $1,265 34
1 mile Cast Iron Rails, aud Chairs itolls
each=70 per yard>4l760 1232'VtlbssJ
55 tons at $130, with passing places, . j 7,865 00
10 per cent, for contingencies,
; $9,130 34
913 03
$10,043 37
Annual expense in keeping the above rojd
in repair,
Interest on original cost at 8 per cent.
Transportation 1 ton 20 miles 99 cent9.
Malleable Iron Hails, Carl Iron Chair
Sl-cycrs and Rails.
1 mile of forming toad, lightwood sir i*
tiers, and timh. r.jimterruil, cutting car i,
bridging over creeks nutl branches, 11-
chinery for inclined planes/ &c.
1 mile malleable iron' rails, l'.tlhs. each i
3.520,=:io,2;K) wifli passing places,
Chairs 2 per yard, at $ 1 each,
10 per cent for contingencies,
$1,264 32
on Wooden
$1,265 34
2,079 00
3,520 6o
$6,864 31
686 43
$7,550 77
$303 55
604 06
Annual expense in keeping the above ro:
in repairs,
Interest on the original cost,
$9J7 61
For transportation of 1 ton 20 miles, 75 c it*.
Malleable Iron Plates, on IVooilcn Railsi lyleeptrt.
1 mile of single Wooden Rail Road wi
Sidelines,
1 mile of Malleable Iron Plates at 20ll>s.
the yard, 1760 yards—35,2001bt. at $1!
per ton,
$4,192 65
410 26
1 rajlo of 10 per cent, for Sidelines,
1 mile of Spikes, and fixing of Piates at •
1-2 cents per yard, with 10 per cent. (<
sideling,
1 mile of 10 por cent, for contingencies, &
, $1,611 91
1 mile of annual expanse in keeping the
bove road in repair, supcrintendance, 4 $267 88
1 mile of interest on the original cost, 368 95
.,*$636 83
cents.
For transportaPon of 1 ton 20 miles, 611
Timber Rail Roads, (Double.j
1 mile of mil Road,
1 mile of average cost for cutting eartl
bridging over creeks and branches, mt [
chides for inclined planes, ropes, 4c
1 idle 10par cent, for incideuUlr,
$1,179 75
2,079 00
20? 90
706 00
$1,500 00
450 00
cious ditch must be dug on the upper side, and
the soil taken froth the ditch thrown on
the lower side; in such situations when the
road is first formed, the lower sale bf the road
must at least be raised one foot higher than
the upper, so that tho whole of the water col
lected on tho surface may ntn into the ditch.
It must appear evident to every one who
thinks at all on the subject, that a rqad made of
timber lying transversely, to the line of road,
must require a greater increase of power for a
certain load than where the timber is laid lon
gitudinally, as in the case of the timber Rail
way.
VVhere rock is used as the material, road-ma'
king becomes very expensive, as the rock re
quires quarrying and breaking into the proper
sizo, which is generally stipulated to that of a
hen’s egg; to reduce the materials to [this sizo
even by negro labor, Will cost about a dollar a
cube yard of 27 cube feet. If a road is made
30 feet wide in the clear, 18 feet at least of this
width ought to be covered with materials 9
inches in depth, which will requite ono .iube
yard of material for every t wo l ne:»l yards,
making the expense of materials equal to $SSO
per mile, where little or no carriage is required.
In addition to this sum the cost pf th6 ditch
es, forming the road, making cross, drains, and
small bridges, and clearing and grubbing, the
average expense cannot taken tit less than
$1600 per mile. "F
• PROGRESS OF SURVEYS.
Immediately on my arrival in Milledgoville,
His Excellency Governor Troup." culled a
mooting of the Executiv'e Committee, but in
consequence of tho indisposition of Wilson
Lumpkin, Esq. ho could not attend. As a
meeting of the’Committee could not take place
for some short time, I proposed to Governor
Troup and John Sidy, Esq. ibat in the mean
time, to forward operations as much as possi
ble, I should oxploro the country from Mil-
ledgeville to Macon, and from thenco to Flint
River. On ray arrival at M tCQn, I instructed.
Mr. John Couty,oneof the Assistant Engineers,
to ascertain the elevation of some of the ridges
between Miaou , and Milledgeville, while I
went on to explore the country to Flint River.
On my return to Mr Coaty, I found he had not
accomplished all that was necessary; I there
fore remained with'him to assist in, and expe
dite the completion of it; tho result of this ex
amination satisfied me of the impracticability
of constructing a canal from Flint river to Mil
ledgeville, in consequence of which, before
-leaving Mr. Couty, I wrote out instructions
for him io proceed immediately to Flint River,
and coinmenco a survey for a -Rail Road from
thence to Macon, and on my arrival at Mil:
ledgeville, made out further instructions for the
extension of tho surveys from Macon to Mil
ledgeville. .
Supposing I should havo sufficient time be
fore tho meoting of tho Exccutivb Committee,
l proceeded to explore tho remainder of the
Mr,Lumpkin in atrendancyvMr.Shly was pic-
businoss, and did no*, arrive until after the de
parture of Mr. ‘Lumpkin; lltheugb these gen
tlemen did not meetjtberc was nothing oCt^ir d
to retard the progress of business. Mr. \
in discharge of his duty as one of the Comics-
sioners appointed to superintend the »urvey\
the transverse line, proceeded to Knoxville, i
Crawford county, to afford Mr. Couty whi
assistance he coutd to facilitate his operation
nnd politely took on farther instructions fol?
Mr. Couty to survey a tine of Rail Road front
Milledgeville to Augusta.
The reasons why a Rail Road was prefer
red to a Canal for the transverse line will be
given under that head.
The object to which my attention was next
called-, was to ascertain the practicability of
uniting the waters of the Tennessee river to
the Atlantic ocean.
From an arrangement made w4th Mr. Lump
kin, I went to his house in Morgan county;
from-thence he accompanied me to Mr. Daniel
Ross's; after remaining at Mr. Ross’s for a
day, it was thought advisable to move the men,
horses and waggon to the banks of the Chicka-
m tuga, near the Missionary establishment at
Brainurd, where meal aud corn could be ob
tained during the abserfeo of Mr., Lumpkin and
myself.
On the morning of tho 8th of June, I pro
ceeded along with Mr. Lumpkin to the Chero
kee Agency on our way to examine the ridge
between the waters of Highwassee and Conne*
sauga.
While at tho Agency, wo received a letter
from Charles Hicks, iite principal Chief, stat
ing, that he and some Indian Chiefs he had an
opportunity of consulting, disapproved of nty
proceeding with the survey. To this letter Mr,
Lumpkin wroto an answer. Notwithstanding
this refusnl to assent to the survey going on, I
determined to prosecute it, unless further steps
were taken to'prevent me.
On the evening of the 9th, we travelled to
Mr. Hildebrand’s, near tho banks of the Omo-
aH,' who wo were told, could afford us mo e in
formation about the Valley between the Onto-
ah, and Connesauga than any one else, he be
ing in the habit of hauling over bouts and their
Cargoes-frqiq tlie or-rtoihe other. On the
morning of the lOtli, rre vury -oMigingly redo
with us over the Valley and commuuicnted
freely what he knew on tho subject. After
finishing this examination, we rode to M’Nair’s,
where we remained all night; on the 11th and
12th we returned to Brain trd; on tho 13th we
moved tho tent to commcnco the survey on tho
summit of the Main Ridge, but in consequence
of the wetness of ihe day did not travel farther
than Nathan Hicks; on tlio 14th Mr. Lump-
Jtn returned liumo, ail'd in 'lie eVeniug-J -pti}""
ceeded with tho men to ihe Ridge, Where I en-
cumped; tho 15ih and 16th wore spent iit ex
amining the Main Ridge fob a suitable situation
to cross it; on tho 17tn I commenced the sur
vey at what I considered a very favorablo
place.
On tho 38th (Sunday) two Indians and a
son of the principal' Chief, came to the tent,
stating that they had orders from Mr. Hicks to
prevent me from going on with the survey any'
farther; and unless I desisted, they would take
away my instruments. As they had no written
orders, I told them I would not movo from tho
spot, but concluded to go with them to Hicks*
to enquire whether they had ordors from h'm
to the abovo effect. After spending somfe-
•irae with him in attempting to explain the ob
jects in view, stating it as my opinion, that it
would bo advantageous'\to the Nation to permit
the survey to proceed; he however remained
inflexible, observing that neither b msolf nor
th&other Chiefs would assent io ihe survoy
without ait order from the General Govern
ment, and gave a written order to stop pro
ceedings. Finding it would be impossible to ,
prosecute the survoy without molestation, I re
solved to return to the Chutnhouchec until {
could receive farther instructions from Gov
ernor Troup, or tho Committee appointed for
the survey.
On returning, I met with Mr. Burritt near
tho High Tower river, on the 21st of Juno;
on the 22d I rode along with him in the $nplo
horse waggon to tho Shallowford, leaving the
men with the two horso waggon to come on
leisurely; on tho *Q3d I rode to Lnurenccvdio
to forward letters to Governor Troop, Mr.
Lumpkin aud Col. Pitm in,« informing them of
what had taken place, nnd returned next morn-
nlng to Mr. Gates.
-- On Monday monrtng, I put M'. Gurfattlo
make a survey from tho top of the dividing
ridge between the Chattahoochio "ivor and one
of the brunches of Beaver Ruin creek. This
part of tho ridge is near Mr. Green's hoiiie,
and was believed tq. be as low as any oilier
higher up the country; but in order to satisfy
myself, I rode with Capt. Worthy and Sir.
Green as high up as. the SoWnnuie creek, and
returned by the river road. Even after this
examination, I could not dotermme on the low
est point, without taking running levels. Next
day I proceeded to take levels for6 or mile- i-
long the Hog Mountain road, and (band int
the ridge could be crossed 50 foot lower :it fllr,
Israel Chapman’s house; in consequence of
this fact being discovered, the surve y wMck was
commenced at Mr. Green’s was abandoned.
On Wednesday morning, I pat Mr, Burritt
to survoy from Mr. Chapman’s io the mvi
and commenced myself at tho same point wAi
a survey along tho valley of one of the tyo-
U'aries of Sweet Water creek-after carr/jBp
this survey to near Mrs. Parkin's, on theyo-'d
from La'urcncevdlc io the Shallow Ford, • waf
under iho necessity of proceed ng tc tort
Mitchell, inconsequence of a letter 1 received
from Governor Troup, by Mr. l$nrrit-’,request
ing me to meet the Comniissioneiy "
io run the boundary hue beiwet*;