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Georgia® Statesman.
TERMS,—S3 PER ANNUM, IN ADVANCE,]
BY BURRITT & MEACHAM
THE GEORGIA STATESMAN
Is published weekly at the Seat of Govern
ment, opposite the State-House Square, at
Three Dollars per ann. in advance, or Four
Dollars if not paid in six months.
N. B. Sales of land and negroes, by Ad
ministrators, Executors, or Guardians, are
required by law, to be hold on the first Tues
day in the month, between the hours of ten
Jn the forenoon, and three in the afternoon,
at the court house of the-county in which the
property is situate. Notice, of these sales
must be given in a public Gazette SIXTY
days previous to the day of sale.
Notice of the sale of personal property
must be given in like manner, FORTY days
previous to the day of sale.
Notice to the debtors and creditors of an
estate must be published for FORTY’ days.
Notice that application will be made to
the Court of Ordinary for leave to sell land,
must be published for NINE MONTHS.
All Letters must be POST PAID.
WEEKLY ALMANAC.
Days of ~ 0 0 ©’« © a
the Ris. Sets. Dec. N. Slow, rises.
YVeek. H MH MD M SM SH M
Tuesday. 2 5.19 G. 41 15.17.53 3.3 2.~40
SVedn’dy 3 5.18 6.4215.35.43 3.103. 13
Tkursd’v 4 5.17 6.4315.53.18 3.173. 35
Friday 5 5.16 6.44 16.10 38 3.24 4. 8
Saturday 6 5.16| 6.4416.27.42 3.29 sets.
Sunday 7 5.15 6.4516.44.29 3.35 7. 21
Mond.y 8 5.14| 6.46 17. 0,59 3'39 8. 17
<! New Moon 6th day 8h 46m P. M.
ANNUAL REPORT OF THE
CANAL COMMISSIONERS.
Made to the Legislature March 25,
1826.
To the Legislature of the state of
Ness-York.
In obedience to the act entitled
“an act respecting the navigable
communication between the great
Western and Northern Lakes, and the
Atlantic Ocean,” passed 15th April,
1817, the canal commissioners re
port :
That the unfinished work on the
Erie canal at the mountain ridge, a
long the Niagara river, at the Black
Rock, and at Buffalo, which remain
ed at the date of our last annual re
port, was, with some trifling excep
tions, •finished in the month of Octo
ber last, and on tbe twenty-sixth of
that month, the water having n
admitted into the canal from the har
bor of Black Rock, the first boat as
cended the magnificent locks at Lock
port, and passed the deep cut thro’
the mountain ridge into the waters
oflake Erie. The navigation which
during the summer had terminated
in the basin at Lockport, was now
extended to Black Rock and to Buf
falo ; and thus formed an uninter
rupted navigable communication from
the great western* lakes to the At
lantic ocean.
The first admission of a full head
of water upon the dam and pier at
Black Rock, and into the canal from
Buffalo to Lockport, put to the test
of actual experience, the strength
and solidity of the works, the accu
racy of the levels, and the practica
bility of carrying through the .moun
tain ridge a supply of water, which
would be adequate to the wants of
(he canal, during the driest seasons.
The result of this experiment was
entirely satisfactory.
On the removed of the temporary
dam which had been thrown across
the narrowest part of the Black rock
basin, the water rose within a few
inches of the level of the lake, flow
ing into the canal below, gave a depth
throughout its whole extent to Lock
port, of from five and a half to six
feet, above the bottom line of the
fcnnal, as originally located by David
Thomas This volume of water
dfawn eastward by the declivity in
in the canal, of one inch in a mile,
will ho sufficient to supply the Ro
chester level, and probably the ca
nal as far eastward as the Cayuga
marshes, without any aid from th
Genesee river.
From the head of Squaw Island,
so far as the pier rests on a grav-1
bottom, an embankment of earth,
gravel and brush, has been raised on
the inner side, which has not only
rendered it tight, but perfectly se
cure. For the distance of 200 rods
further, the pier tests.on an uneven,
rocky bottom, which occasions the
escape of large quantities of water,
and creates a preceptible current in
the harbor. To obviate this, and to
rais.e the water to an exact level with
the lake, it will be necessary to con
tinue the embankment along the pier
tor the distance above mentioned,
and to remove a temporary work
which was constructed in the narrow
est part of the harbor, as a securily
to the works below.
The dam connecting Squaw Island
with the main shore, and the sloop
lock at the foot of the basin, have
generally sustained a pressure of a
bout five feet head of water since
the closing of the pier. In the
month of November last, the surface
ol the water in the lower part of the
harbor, was four inches below the
water in Buffalo creek ; which de
scent will be overcome when the pier
is made tight. Experience has thus
far demonstrated the permanency of
this work, and year will dis
sipate all apprehensions on the sub
ject.
A towing path is constructed on,
or near the shore from the lower
end of the basin to where it-connects
with a canal cut through a low pro
jecting point of land, on which are
situated the warehouses and wnarves
for lake vessels. From the upper
eud of this canal it is contiuucd in
n arly a straight direction to the en
trance of the canal to Buffalo, by the
crection.of a pier through the basin,
in a depth of about four feet of wa
ter.
The Black Rock harbor, accom
modated as it is with a convenient
and uninterrupted towing path', af
fords a good boat navigation, with
the exception of a few chains ad
joining the entrance of the canal to
Buffalo ; at which point, owing to the
width of the basin, the surf in times
of high winds, renders the navigation
inconvenient . This inconvenience
will be remedied, by constructing a
breakwater, or by transferring the
entrance of the Buffalo cut a few
rods farther down.
The harbor company commenced as
early last spring as the weather would
permit, to construct the traverse pier
which they succeeded in closing in
the month of September. The whole
of this work is now nearly complet
ed
The contractors who had charge
of the work on the canal between
Black Rock and the Tonawanta creek
completed this part of the line about
the first of June—when about four
feet of water was admitted, which
opened a navigation lft>m the port
age on the mountain ridge to Black
Roqk, and was extended to Buffalo
**arly in August.
The work on the mountain ridge
was prosecuted during the winter and
-pring of last year, with considerable
energy : some part of it, however,
inundated, and under the expecta
tion qf getting a drain through the
unfinished part of tho rock excava
tion to tqp brow of the mountain,
which would s;wc the expense of
pumping, the work was suspended,
and was not recommenced until a
hout the Ist of August, and notwith
standing great exertions were made,
the completion ofjthe canal was de
layed until the twenty-sixth of Octo
ber : afteft which, until the setting in
of winter, it was used without any in
terruption.
Through the deep earth excava
tion, capacious back drains have been
cut, with which are connected stpne
culverts to conduct the water from
the adjoiningpland into the canal. A
bout three miles of this part of the
line requires a heavy and substantial
stone wall, to prevent the earth from
slipping and washing into the canal.
A part of which was constructed be
fore the opening of the navigation
last October, and the remainder is
under contract to be completed pre
vious to the commencement of the
navigation this spring.
The combined locks at Lockport
were completed in July : They con
sist of two series of five locks each
constructed side by side, each lock
with lifts of twelve feet, and forming
in the whole ten locks, and each se
ries overcoming the same ascent of
sixty feet. These structures are
based on solid rock, the lowest at
the depth of twenty feet below the
surface of the water in the natural
basin. From this foundation, a solid
mass of Ynasonry of excellent mate
rials, and superior workmanship, is
carried up by steps which are formed
by the receding of the locks, to an
elevation of eighty-five feet, and
composing in some places a depth
of stone work of forty-five feet p r
prndicular measurement.
The principal part of this work
was done in 1824; and for the pur
pose of ascertaining whether any
part of it had yielded to the pressure
of such an immense mass of superin
cumbent masonry, the engineer was
directed in December last to take a
level on the mitre sills, and other
parts of the work, and compare them
with the levels taken when the work
was put down ; who reported that no
perceptible difference was found.
Every part of this work is executed
in the most substantial manner, and
so far as experience has tested its
solidity, our expectations have been
fully realized.
In consequence of the unfinished
state of some part of the work, no
toll was charged on the line west of
the mountain ridge until the first of
October, when collectors were ap
pointed at Buffalo and at Black
Bock. •
Although there have been no fail
ures of any important part of the
work on the canals, yet severe :
breaches have occurred during the
Hae tibi mint arte?, pacisque iinpom re morem, parn re subjcctis ct debcllare sqperbos.— V'ikgil.
M ILL EDGE VILLE, TUESDAY 7 , MAY 2, 1826.
last season, proceeding from causes
beyond our control, and which a vig
ilant superintendence could not pre
vent.
We found during the last
that muskrats and other vermin had
in some places penetrated the banks
ot the canal, and were the cause of
the breaches.
For the destruction of muskrats,
liberal rewards have been offered
and paid. ,
The repairs and improvements on
the navigable parts of the canal have
been more extensive during the past
than in any former year. This has
arisen chiefly from the necessity of
securing the inner face of the banks
by a sloping wall of stone, and the re
newing and repairing a great number
of bridges, aqu. ducts, and culverts.
But wher ver these improvements
have been required, they have been
executed in the most substantial
manner, and we have reason to be
lieve that breaches and other impedi
ments to the navigation will be less
frequent in future.
The navigation of the canal open
ed in the month qf April and termi
nated in December. The eastern
section of the Erie canal was closed
with ice, some weeks before the more
westerly section were materially ob
structed; this difference arises from
the canal being shaded in many
places by the hills, and also from the
greater degree of cold which exists
at the commencement and close of
the season throughout the valley of
the Mohawk, than is found during
the.same periods of the year, in the
more westerly part ofthe state. The
ice formed more than two inches
in thickness at the Schoharie creek,
when there was none to impede the
navigation on the middle and western
sections. The northerly winds which
pass over the high, cold and unculti
vated country to the north of the
Mohawk, produces congelation much
earlier, and mere intense than the
same winds which pass over the
Ontario, whose water imparts its
higher temperature to the atmos
fihere. This circumstance will give
o the western part of the canal an a
verage navigation of ten or fifteen
days in a year more than can be en
joyed on the eastern section, and
will, nyth the business which is con
stantly accumulating upon it, shortly
render indispensable, some farther
improvement through the valley of
the Mohawk. Fifteen thousand bar
rels of flour, besides many other ar
ticles, were detained in the month of
December, by the ice, between Utica
and the Hudson.
There has been collected from-tolls
on the Eric and Champlain ctmals
the past year, the sum of five hundred
and sixtv-six thousand two hundred
and twenty one dollars and lifly-one
cents:—Of this sufn seventy-three
thousand rive hundred and«fifty-seven
dollars and twenty-eight cents, was
deriven from the Champlain canal.
The toll ol' 1524 produced the sum of $340,-
761 07, which has been xceedcd by the in
come of last year, by the sum of $221,464 44.
The extension of the canal to lake Erie, aru*
the augmentation of business upon all parts
of it, afford ground tt> believe, that the toll
will increase at nearly the. same rate the pre
sent year, and we estimate the receipts of
1326 at $750,000
If to this sum we add the estima
ted amount of the -alt duty 100,000
Vendue duty 250,000
It makes the aggregate receipts $1,100,000
From this must be deducted the
estimated annual expense of re
pairs&superintendence SIOO,OOO
do do of coile ting
the tolls, including pay
of collectors, inspectors
and clerks, and for sta
tionary, and all contin
gent expenses - - - 25,000
And the annual interest
on the canal debt - - 420,000
* $575,000
And it leaves the balance 0f5575,000
from the income of the year 1826,
applicable to the reduction of the
principal of the debt.
The amount of money expended
from the receipts of 1825, will be ab
sorbed in the payment of damages of
unsettled accounts, in the comple
tion of the improvement on thc
chatnplain Canal, in the construction
of a feeder from the Mohawk river
it Rome to the Eric canal, and it.
other necessary works upon !he ca
nals in. various places.
In establishing the rates of toll,
we have endeavoured to graduated
them in such manner as to encoi.’r
age the transportation ofthe ponder
• usproductions of the country, which
without such favourable discrimina
tion could not be taken to markt
and to charge on other articles c
less weight, and more value, a rate
umew hat proportionate tq tlieir a
ilty to sustain it. This polic
which is favourable to the common
>fXlie country, will also tender I
ncrcsing the amount of tonnage u;
n the canal to augment the rev
<ue.
The average rates or toll upon
the products of the country, is some
thing less than one cent per ton per
mile, and on merchandize ascending
the canals, three cents per ton per
mile.
The western island lock naviga
tion compauy in 1818, charged on
all property passing the locks and ca
nals at the little falls, and at the
German flats, at the rate of $2 38 per
ton, including the toll on the boat,
and at the rate of $3 37 1-2 for pass
ing from the Mohawk river through
the canal at Rome into Wood creek
making tho sum of $5 71* per ton for
passing on an artificial navigation of
from ten to fifteen miles in its utmost
extent.
Os the*property which has dccen
ded the canals the last year, it is es
timatedthat nearly one half of its
quantity could not have [>een trans
ported to market without the aid of
the canals at a low rate of toll.
The following statement of the
property which has passed the co
lector’s office at West Troy, exhibits
a view of all the articles which
have been transported on the Erie
& Champlain canals, to & from tide
water, excepting the amount which
has passed the sloop lock at Troy,
and the quantity which may have
been brought from the eastern sec
tion ofthe Erie canal, west of Sche
nectady, after the closing ofthe nav
igation by the frost.
To the canal commissioners of the State
of N. York.
Gentlemen, —The following is a
correct statement of the boats, with
their freight, and rafts which have
passed on the junction canal, from
the 7th of April to the 12th of De
cember, 1825, from the opening to
the close of the canal.
YVholc amount of boats and
rafts, inward and outward - - -13,110
Whole amount of tons inward
toward the tide water, - - - - 185,405
Whole amount outward from
tide water, ------- 33,669
Total, inward and outward, tons 2V9.074
Consisting of the following articles;
INWARD.
Boards, plank, &c. - - - 32,603,515
Timber...cubic feet - - - 655,912
Staves 9,157,737, M. - - - 7,631
Shingles 4,2621-2
Wood cords - - - . 14,069
Flour bbls. ----- 221,093
Ashes 24,259
Provisions ...... 22,728
Salt 20,841
Lime 12,136
°il - - - - * 1,309
Beer " - - - 661
Cider 576
Kelp 19
Iron, including cannon, &c....tons 2,586
Domestic spirits... .gallons • 435,283
Clover and grass seed tons 267 17
Wool .1,7 6
Gypsum 3906
* Stone tons ..... 2658
Sand, chy and brick - - - 1413
Cheese - - 596 12
Butter, hrd afid tallow - . . 640 8
Hops 207 12
Fur and peltry .....
Furnilur* - ...... 191 12
Merchandise - - . .’ 205 19
Noil-enumerated - '• . . . 1945 5
Wheat....bushels -* - - . 562,733
Coarse grain 141,703
Flax Seed - 4 227
Beans and peas ...... 0 245
OUTWARD.
Merchandise tons ... 30,101 17
Furniture ....... 700 q
Gypsum 973
Stone - - 258
Western salt....bbls. .... 7 005
Sand and clay....tons ... 455
Non-cnumeratcd 237 3
All of \yhich is respectfully sub
mtted, by your obedient servant,
JABEZ BURROWS.
West Troy,"Jan. 1,1826.
•and comparative view of the transpor
tation upon the Erie Canal, during
the years 1824 and 1825, is given
by the following statement from the
Collector's office, at Utica.
1824
boats were entered with
151,118 bbls. flour
19,140 do. provisions
40,735 do. salt
28,251 do. ashes
1,537 do. oil
5,573 do. water cement
273,531 bushels wheat
Fo account of coarse grain
7,947 bushels flax seed
349,765 gallons domestic spirits
3,477,775 ft. boards and scantling
34,357 cubic feet timber
1,161,000 do shingles
1,899,0 jo ao staves
148,( 00 do split lath
5,662 boxes glass
26 tons wool
.7,136 do gypsum
83 do tallow
255 do cheese
391 do butter and lard
127 do hops
104 do fur and peltry
880 do household furniture
19,773 do merchandise
1825
9,000 boats were entered with
237,124 bbls. flour
18,740 do provisions
42,808 do salt
21,001 do ashes
1,186 do oil
9,002 do water cement
547,497 bu hcla wheat
29,191 do coarse grain
2,755 do flax seed •
409,769 gallons domestic spirits
8,637,348 ft. boards and scantling
521,550 cubic feet timber
2,733,000 do shingles
7,721,000 do staves
659,000 do split lath
13,307 boxes glass
102 tons wool
1,666 do U. S. navy provisions
7,949 do gypsum
89 do tallow
330 do cheese
542 do butter and lard
222 do hops
1.34 do fur and peltry
1,208 household furniture
•22,553 do merchandise—including cast
ings, oysters, clams, and sev
eral other articles which were
charged a different rate of toil
in 1824.
The number of persons passing U
tica in freight and packet boats du
ring the Ja9t season has exceded
.40,000, and.the number of boats arks
and cribs, which passed the same
place has been equal .to forty two
for every day throughout the period
of navigation.
The improvement on the Cham
plain canal, which were authorised
by a law ofthe last session, are in a
state of considerable fovvardness
The contracts were let in July on
terms favourable to the state, and
they are to be completed by the
first of August next.
In relation to the Ckreego Canal.
On a re examination of the line of
improvement along the Oswego riv
er, it was found in several places,
that a sufficient depth of the wa
ter could not he obtained in the low
est state of the river for the purpose
of navigation and, an alteration in
the original plan was indispensible.
A Considerable part of the season
was necessarily spent in taking levels
and in exploring the river and the
lands adjacent, before the plaits
could be judiciously settled, and the
work prepared to be put under con
tract.
The alterations which have been
made in the original plan which was
proposed by Mr. Hutchinson, consist
in raising the water by dams, and
improving more of the river, in lieu
of constructing canals.
The improvement now contem
plated will embrace in various pla
ces, eighteen miles of the river, on
the bank of which will be construc
ted a convenient towing path, con
nected with this will be a number of
short canals, in all fourteen miles in
length, which will form an uninter
rupted navigation for boats from the
outlet of the Onondaga lake to the
harbor at Oswego.
The whole of this work has been
put under contract, on terms very
favorable to the state. The con
tractors have been engaged during
the fall and winter, and are prepared
to prosecute their work with renew
ed vigor, on the op. ning of the sea
son.
In relation to the Cayuga and Seneca
• Canal.
In pursuance of the provisions of
an act entitled “ an act to authorise
the construction of the Cayuga and
Seneca canal,” the canal commission
ers have caused a route to be survey
ed from the Seneca lake to the Erie
canal, on ground the most favoura
ble that could be found, “ north and
west ofthe route surveyed by David
Thomas.” These surveys, and a
personal examination of the two
routes by one of the commissioners
and two of the principal engineers,
have satisfied us that the route by
the outlet of the Seneca lake, will
afford the shortest, and least expen
sive navigable communication be
tween the said lake and the Erie ca
nal at Montezuma, and one which,
in reference to the greatest public,
accommodation, we have deemed it
our duty to adopt.
The distance from the lake to Ly
ons is fourteen miles and fifty Iwo
chains, and from thence by Ihe Erie
canal to Montezuma, is about twenty
miles. The cost of a canal on this
route, including a feeder of more
than four miles in length, is estima
ted at $214,000. The distance from
the Seneca lake by way of the out
let, to Montezuma, is eighteen miles
and the cost of making the necessary
improvements on this route has been
estimated by JVIr. ’Lhomas at a sum
not exceeding SIOO,OOO, exclusive
of damages which must be paid to
the Seneca lock navigation compa
ny. This canal will be put under
contract, whenever the property and
privileges of the aforesaid company
; arc appraised and vested in the peo
ple of this state Until this is done,
we have no authority to proceed
with the work Appraisers have
been appointed by the supreme court
pursuant to law, and their decis
ion on the question of damages may
be expected in a few months.. All
which io respectfully submitted.
Stephen Van Rensselaer,
Samuel Young, .
henry Seymour.
William C. Bouck.
March 26th, 1826
[OR $4 IF NOT PAID IN SIX MONTHS,
[NO. XX —VOE. I.
A DESCRIPTION OF THE HETTON RAIL
ROAD IN ENGLAND.
The Ilctton Rail Road extends
from the town of Sunderland, on tho
river Wier, to the Hetton Collieries.
Its length from the pit to the staith,
is seven miles five furlongs; it has
an ascent of 266 feet, and a series of
descents, equal to 546 feet; making
in the whole, 312 feet of elevation
and depression, overcome by a series
of levels and inclined planes. The
first portion of the road, from the
pit to the foot of the ascending plane
is one mile seven and a half furlongs
in length; and its general descent is
one ninth of an inch ta the yard,
with.a portion of it (five sixteenths)
which is equally favorable for loaded
and light carriages. A single loco
motive engine, with 24 waggons in
train, has drawn six hundred tons”
peY day, going nine gaits cqual to 35
miles forwards, and returning.
On another portion of the way, in
length two and a half miles and sixty
yards, with a descent, for the great
est part, between four and five six
teenths of an inch to the yard, on
which the loaden waggons tend to
move of themselves, and consequent
ly produce less stress on the light
train, two loco-motive engines, in
use at tho same time, have conveyed
the quantity above mentioned.
Stationary reciprocating engines are
placed at the summits of the inclined
planes. These engines draw loaden
and light waggons, alternately each
way; and each successive station
performs its operations in the same
time ; the relative speed of the wag
gons being according to* the dis
tances between the engines, so that
their respective journiesmay be com
pleted in similar times, and maintain
a .uniform succession of carriages
each way, by means of ropes, alter
nately winding upon drum wheels,
eight feet in diameter.
On one of the inclined planes, the
ropes are upwards of two miles in
length, being supported by light cast ’
iron concave rollers, fixed at a dis
tance of forty or fifty feet apart, in
the centre of the wify, between the <
rails; and as the ropes are wound on
and off the drum, the small rollers re
volve and keep them from coming in
contact with (he soil of the road.
Where the road-way deviates from
a straight line, in plan, or where the
plane winds to the right or left, the
axes of the rollers are placed in
nearly a vertical direction ; in order
to keep the line of draught mid-way
between the rails.
This road is formed over an un
dulating or hilly country ; and that
the transportation of all the articles
from the Collieries and its neighbor
hood, is made to surmount a series
of very considerable ascentby
mearns of fixed engines, placed, on
their summits; and the motion given
by these machines to the ivnggons
reciprocally, is equal to nine miles an
hour.
The rails are made or cast iron,
four feet in length; and arc known
generally by the.dcnomination of the
edg6 or round top rail, of Losh &
.Stephenson.
The loco-motive engines are made
of thick sheet iron, and are obvious
ly of the high-pressure hand; they
are only made upon level lines of
road; for the engine itself, in any
material ascent, consumes a great
portion of its power in the move
ment of its own weight and that of
its fuel; and any sudden rise would
annihilate its object and use.
From the “ fixed engines" at the
summit of each elevation, extend
ropes each way, which on one side
draw up the train of waggons, on the
other lower them to a level, upon
which they are conveyed by the loco
motive engine, until they reach an as
cent or descend, when the ropes from
another reciprocating engine are at
tached. The train consist of one
loco-motive engine, weighing 5 tons,
which cost in England fiOOZ; next a
tender with coals and water, and 24
chalder waggons, containing 90 tons.
Treaty with the Oneida Indians
On the Ist inst. the governor of
this state made a treaty at Albany,
with the chief or sachems of the tribe
or nation of Indians called the 2d
christion party of the Oneida Indians.
They have sold and agreed to con
vey to the people of this state, all
their lands reserved in former ces
sions, for three dollars an acre; 1000
dollars' paid at the signing of the
treaty, and the remainder to be paid
on the Ist of Jnne next, or when the
Governor shall be Satisfied that they
are about to remove to Green Bay,
which we hope they will all do next
spring in a body.— N. Y Ev. Pott.
Benefit of Canalling. —The Buffalo
N. Y. Patriot states that ground in
the vicinity and bordering on the ca
nal, which a few years since was a
perfect quagmire has recently been let
tier 5 and 6 dollars the foot, on lease >
of 10 yean?. •