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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?. •