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TF.BA’A- *5 'Eft * N>'| i< N ADVANCE.}
BY BLIIRITT N M EACH AM
THE GEORGIA STATESMAN
Is published weekly at the Seat of Govt rn
ment, opposite the State-House Square, at
Three Dollars ncr 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 held on the first Tues
day in the month, belivet n the hours of ten
i;i the forenoon, and three in the afternoon,
at the court bouse 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 salt.
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 lie made to
he Court of Ordinary fur have to sell land,
must be published for NINE MONTHS.
Ai.i. Letters must nr POST PAID.
include. ' fiam our he"..
lv Tn« fa Irttf addinssed to Wil
liam Strickland, E>q. on tlis 19th
September, 1825.
" Canals and Railways preseut the
most important of all subjects for
your attention. Upon every matter
connected with both, you will be ex
pected to he well informed ; and if
you shall have to decide between
them, you must be able to furnish
i he facts and circumstances by which
the decission shall be produced.
Much excitement prevails in this
stale upon the question whether
Railways are superior to Canals; and
the inquiries which are in progress in
relation to them, are in the hands of
men of ingenuity and well disposed
io the cause of Internal Improve
ment. It is however feared bv many
i hat the question between Canals and
Railways will have an injurious influ
ence in Pennsylvania, as it will di
vide the friends of the cause of im
provement, and thus postpone, ifnot
prevent the commencement of the
great work. The importance of cor
rect information in relation to them
is thus greatly increased.
“ Those who have not had the
same opportunities of testing the
advantages of the mode of transpor
tation which you now prefer, will
pause, unless you furnish facts and
arguments tff an entirely conclusive
character.
1 Do veu contemplate confinin'.
Railways to the transportation oi
goods and merchandise ? or do you
propose they shall alsoMte employed
for the carriage of passengers ! If
both, must there not be, not oniy a
double Railway for the merchandise,
but also a double Railway for pas
sengers ! If these are to be formed,
will not the expense of a railway be
very considerable, say, if Iron is at
14/ per ton—not less than 8000/
sterling per mile. Ought wood to
he used as the foundation for the
rails, thereby reducing the size of
the rails, as has been suggested by
some persons ?
*• Do you contemplate the use of
Locomotive Engines on Railways in
Pennsylvania ?
‘ Have you consul red the diffi
culties and obstructions which the
necessity to use steam engines to
overcome ascents will" produce ; as
these machines will require engineers
and skill to use them, and so re
pair them ; and many of them must
lie located in the midst of mountains,
far from settlements, and equally
distant from the habitations of those
who are competent to repair them /
“ The present establishments in
die United States lor the making oi
iron, find a market for all the iron
they make at high prices. Pig iron
at Pittsburg is 40 dollars per ton.
Par iron, 125 dollars per ton. Would
not the demand for iron tor a railway
from .Philadelphia to Pittsburg iu
< reuse the price, and could that de
mand be supplied within a reasona
ble timo ?
“ These propositions are not sug
gested as insurmountable difficulties,
but as specimens of the matters
'\'hicli will be inquiried of you when
you return. It is not for the Penn
sylvania society to adopt a prefer
“nce for any particular plan of im
provement, or to discourage investi
gation. Its object i-f the hnprov -
ment of the state by the best plan;
■>nd, this accomplished, the members
'•ill be fully compensated for their
contributions towards the same.”
1 o the Pennsylvania Society for the
Promotion of Internal Improve
ment in the Commonwealth.
1 'Cr.tlemcn —
The queries proposed to me by
>e Acting Committee, respecting
railroads, contained in a loiter of the
Corresponding secretary, dated Sep
tember 19, 1825, have been duly
1 onsidered by me, and though lain
•rged to furnish facts and arguments
respecting them of an entirely con
clusive character, ! must be excused
!rom any intention to offer opinion
which may have a tendency to excite
or divert the public from improving
the "State upon the most judicious
i>lan lam assured it is not thoob-
I ;cf of lie.- Sock tv to p i, ;t pfefi;f.
.■nee to any particular plan of im
provement, or to discourage investi
gation.
If an extensive railway should be
proposed in Pennsylvania, it ought
to be a double line of edge-rail, and
calculated for the use of loconuno
tive engines ; for with them only as
the moving power, consists any de
cided advantage over other modes
of conveyance; l would form this
double line oi' railroad, at least ten
feet apart, making it as nearly ievel
as possible, or at any rate not to ex
ceed MOih cf an aneh rise in the
yard. It should he constructed for
the transportation of goods, mer
chandise and lumber of all kinds.
If the country through which t! e
roa«l bps to i'wis h«* •m.'-'.
liihy, x uni seek, a level, to .*'•
greatest extent, by w iflumg round the
liiils cutting through them or tunnel
ling, which ever might prove, from
accurate survey, to be the best and
most expedient: 1 would avoid the
frequent construction of inclined
planes,with fixed engines, and carry
level or slightly inclined road as far
as possible in successive, platforms,
or levei stages, without assuming a
higher level, and until it became ne
cessary to overcome a lift of not less
than 50 feet at once; tliis would of
course, depend upon the nature of
the ground upon which a second ex
tensive level could be established ;
and so bn, carefully avoiding ali small
lifts by inclined planes:—l must here
be permitted to remark, that this
plan does not differ much from that
pursued in the location of a canal ;
and that it will be admitted to be ev
idently cheaper to cut through a hill
or form a tunnel for the passage of
:t railroad, than for that of a canal ;
and again, there is no country, how
ever, its surface may be vari and, but
what will afford as many facilities for
the execution of the one, as the oth
er :—lt therefore a succession of lev
el platforms, or stages of railroad be
established, and locomotive engines
are made to ply upon each stage, it
may he practically proved that there
can be no greater difficulty in pro
ducing a transit of the same quantity
of goods or merchandise, at the rate
of six miles an hour, .ban is usually
conveyed upon a canal at one-third
that speed:-—-It is mainly from the
application of steam to machinery as
the motive power, that a decided ad
vantage is to bo gained in the trans
portation of goods upon railroads ;
and if speed is at all desirable, then,
they are the best means by which it
can be certainly, and most economi
cally obtained :—The practical ef
ficiency of the locomotive engine,
and its superiority over horses work
ing upon Canals, was fully proved
by the evidence adduced before the
committee of the House of Commons
on the Liverpool and Manchester
Railway bill.
The stationary engine and inclined
plane afford equally as speedy and
simple a mode of communication be
tween t'vo level stages, and may be
constructed with a lift of fifty loot in
a thousand feet, for half the sum re
quired to overcome the same eleva
tion by lockage. Engines require,
perhaps, more skill in attendance
and repairs, than locks; and this
may be urged as an argument against
their use, “in the mid t of the
mountains in Pennsylvania, far from
the settlements and habitations of
persons who may be competent to
repair them to this objection, I
will only add that the management
and repairs of locks, and their sluices
in the same situations, would be at
tended with nearly the same diffi
culties; hut 1 take it for granted
that there must be an attendant to
cither species of machinery who pro
perly understands the subject. The
extra power of the staiiorary steam
engine, may be omployed for manu
facturing purposes; such as grind
ing grain, sawing timber, k,c Sic.
If wood bo used as the foundation
for the rails, its depth in order to af
ford sufficient strength for the sup
port of a great weight, would be
calculated to elevate the rails too
high above the surface of the road,
to allow a sufficient discharge for the
rain water under them; and if the
rails Ik ; reduced in size, and inserted
in the wood, or bolted to it, it would
be impracticable to give them an e
qual and uniform bearing throughout
their whole length ; and they would
from this cause inevitably break ; it
is most essential that the ends only
•fthe nil shoe! 1 b'-w . mid hence a
proportionate weight and strength el
inetal should he given to the inter
mediate parts.
I have no doubt but a demand for
iron sufficient to form a railway from
Philadelphia to Pittsburg would in
crease its [.rice considerably in Penn
■-ylvaiiia ; and that there would !»<■
a greets disadvantage exrefbnc i
from the mij» : Stlulii / of the state
*>oi*g üble to supply that demand
Hj* tiuj jMbckque imp >: »-.•» jmkt ■■■-- lebtHa*-- ♦ turbos.—V * o
MILLEDGEVILLE, TUIISDANE 1826.
Various propositions may be sug
g sted as untried and insurmounta
ble difficulties, in the management
and conduct of railroads, because
they have never yet been used as a
means of general or distant inter
communication ; these only to
be understood by the fact that they
have been satisfactorily proved, up
on a small scale, comparatively
speaking; but they have been prac
tically applied to varied surfaces of
country, and there now oppears in
England, to be a strong confidence
among men of intelligence and capit
al, that there is in this country a ne
cessity for a general extension of
their advantages to facilitate the op
;r it ions of trade and commerce.
there arc situations where ma/t,
cannot be formed; and where if
‘formed, they mat be ruinous and
abortive experiments but these can
rarely occur with railways properly
constructed: a railway will always
be, at least a road. In making the
forogoing observations, I do not wish
to be understood, as the champion
ofthis species of conveyance, in op
position to the known advantages of
canals ; but simply as expressing in
common with others, an honest opin
ion derived from a personal investiga
tion of facts, which maybe presum
ed to have been exhibited, perhaps,
upon too small a scale -in England, to
admit of an unequivocal recommend
ation to your society, or the people
of Pennsylvania, as the subject of
preference or experiment.
Respectfully, your
obedient servant,
WILLIAM STRICKLAND.
Engineer.
Liverpool, Oct. 20, 1825.
Having recently been very obligingly favor
er! with an examination of the Instruments in
the Engineer Department alAVashington, and
believing that it will gratify some of our read
er:; to kno.v something about tlieir character,
construction and value, vre propose to submit
a C .talogne of the Instruments and Books
collected by Mr. F. 11. Ilassler, for the use of
the United States. Perhaps there is not in
oir country a gentleman so eminently quali
fied to have made this imperial selection of
rare Instruments es .Mr. L •.! . , ;.rA vr
take this occasion to repeat our high sense of
the kindness and urbarfity shown us by Gen.
Macomb, Col. Rofierdrau, end the other
gentlemen of the Department of U. S. Engi
neers, who so kindly exhibited their numer
ous drawings, surveys, and models.
The instruments w'ere the follow
ing :
1. One theodolite, of two feet di
ameter, made by Mr. Troughton.
2. Two double repeating theodo
lites, of one foot diam ter, with a
complete vertical circle, by the
same.
3. Two double repeating circles
ofeighteen inches diameter, with two
telescopes, made by the ame.
4. Four double repeat ;g reflec
ting circles, of ten inches diameter,
with stands and artificial . ercury
horizons, and spirit levels for meas
uring small angles of elevation, made
by the same.
5. Two roll cting circles exactly
like the former, without stands or
levels, by the same.
6. Two artificial horizons of mer
cury, with a glass cover.
7. Two artificial horizons, of dark
plane glasses, of eight inches diam
eter with ground spirit levels.
8. Two common surveying theod
olites, of nine inches diameter.
9. Two compasses, with needles
one fool long, with centre work and
spiiit levels, made by Thomas Jones.
10. Two alhidades for plane ta
bles, with transit telescopes, made by
Thomas Jones.
11. Two plane tables, suited to
these instruments.
12. Two sets of npparattus for
measuring base lues by a peculiar ar
rangement : eaefi set consisting of the
following parts, viz. four bars of iron,
intended to be made the length of
two metres , various screw works
and a’numbcr of rollers for the mo
tion of these bars, and of the boxes
intended to receive them; a sector
with a spirit level; a directing teles
cope ; four thermometers ; and three
tarxis, with motion-wt>r!.s, and rni
croscop s with two different foci.
Made by Mr. Troughton.
13. One standard English brass
scale, of eighty two inches in length,
divided on silver into tenths of inches
with a microscope, and an arrange
ment for the comparison and con
struction of other scales. Made by
Mr. Troughton.
11. One i on toise, standsrded by
LeDoir in Paris, and compared with
tiie toise of Peru, at the observato
ry, by Messrs. Arr.igo aud Boli
var il.
35. One brass in* ire, t-iandarded
by Lenoir, and compared vwith th.
r< a metre at the onserv *.t/ry of Ig
ti , tiy the same gemtetnei.
I th A certificate afthes .two com
pirisou , feigund and t V th'se
17. One iron metre, standarded by
Lenoir.
rt, One iron loo] for filling off bars
perpendicularly to their length, by a
rotary motion.
19. One iron plane.
20. One strong very fine balance,
with'English weights, from 10000
grains to decimals of grains, stan
darded by Mr. Troughton.
21. Two subdivided kilograms, in
the form of par; llelepipedons, •stan
dardedby Fortin imparts,who was m
ployed by the Committee of weights
and Measures in making the origin
als.
22. Two standard litres, with cov
ers of ground plate glass, standarded
by Fortin.
' Two tra*"it instilments for
• ■ it-rv. tories, w ;tn five feet teles-!
cop .*s, made by Mr. Troughton.
24. Two astronomical clocks for
the observator res, with mercurial com
pensation pendulums, made by Wil
liam Hardy in London, on the same
plan as that of the Greenwich obser
vatory. *
25. Two box chronometers, go
ing one day, with silver dials, and
correction lor short and long vibra
tions, made by the same.
26. One box chronometer, going
two days, by Mr. Erockbank.
27. Two box chronometers going
only one day, by the same.
28. Two silver pocket chronome
ters, by the same.
29. One box chronometer, by
Grimaldi and Johnson.
30. -Two time pieces, shewing the
three hundredth part of a second by
a hand attached to the balance, made
by Mr. Hardy,
31. One six feet achromatic teles
cope of Doilond, with a four and a'
half inch aperture, one terrestrial and
six astronomical eyepieces, a finder,
the tube in three parts* screwed to
gether, and a mahogany stand in two
parts.
32. One five feet achromatic tel
escope, with a four inch aperture,
one terrestrial and six astronomical
ye tubcs, brass shifting equatorial
motion, mahogany folding stand,
steady and alanthorn illumin
ation, by means of a small reflector
in the centre ; also bv Doilond.
33. One five fget achromatic tel
• gcope of Tully, with a four inch ap
erture, the tube in two parts, one ter
r strial and four astronomical eye
pieces, level, finder, steadying rods,
mahogany folding stand 4cc.
34. One achromatic telescope of
Tully, four feet eight inches in length
with a three and a half inch aperture
tube in two part3, two terrestrial and
four astronomical eyepieces, mahog
any folding stand, 4cc.
35. One three and a half feet
achromatic.telesorpe’ with a three
inch aperture, one terrestrial md fix
astronomical eyepieces, simple brass
tube without stand or finder, by Dul
!un<|
50. One throe and a half feet ach
romatic telescope, with one astro
nomical and two terrestrial eycpieci s
three inch aperture, brass stand,
and steadying rods, by Troughton.
37. Three double wire microme
ters, bv Dollond, with changes of eye
glasses and prisms for high altitudes,
to he placed before the eyepices,
two of them fitting the telescopes,
No. 31 and 32, and the third the four
other telescopes.
38. One top joint and socket for
a telescope, on three legs of wood,
to fit any telescope, for easy trans
portation.
39. Six mountain barometers, with
brass mountings, by Mr. Tro tight on.
N. B. These were brought without
mercury in them, for greater security
against breaking on the voyage.
40. Tow large thermometers, ex
tending to the boiling point, with
Fahrenheit’s and Reaumur’s scale,
intended for the observatory, by Mr.
Troughton.
11. Two thermometers, on box
wood scales, brass shelter to the
balls, also for the observatory, by Mr.
Troughton.
42. Four detached spirit levels, of
two different-sizes
43. Two sets of magnetic bars, one
containing two, the other four bars.
44. Oue dynameter, by Dollond.
45. Two beam compasses, with
short and long rods,, ami a double
set of points, and one set to work up
on brass, by Fidler.
k>. Throe proportional compasses,
with perpendicular logs, for reduction
and lor con.‘fueling maps, by Fid
ler.
47. Two steel rules, five feet long
and four inches broad, and four steel
triangles of two sizes, to use with
them by Fidler.
48. Various duplicate parts, to re
place accidental loss or breakage ;
las uirnscrcws, metal wire, spirit lev
el tubes filled, dark glasses, magni
fiers, barometer tubes, 5.e.
49. The b*■ Us consist cf the l est
• and mod recent woras onus'ronotnv
the instruction of the young oflieers
intended to lie employed in the work
—the newest astronamical and lo
garithmic tables of different kinds—
catalogues of the fixed stars, and
celestial atlasses —some other works
of interest for the observatory—the
French Connaissance dcs Terns for
several vears —inthe whole forty-live
works, of many of which duplicates
were provided.
From the New York Observer.
AMERICAN CANALS.
Concise descriptions of all t!i
principal Canals in the United States
and British North American Pro
vinces :
1. The Nova-Scotia Canal, for
stoop navigation from Halifax har
bour toShubenacadic river; for open
ing which $ 12,000 have been sub
scribed.
2. Lachinc Canal, completed last
fall, connecting .Montreal with the
village of Lachine.
3. Welland Canal, which cpni
mcnces on the shore of Lake Onta
rio, and proceeds up Twelve Mile
creek northwardly 21U miles- -!hen
enters and proceeds up the river W 1-
land 9i miles—thence S. W. to the
mouth of Grand river.
4. Oxford and Cumberland Cana!
in Maine. The work will soon be
completed. The expense is estimat
ed at $ 145,000.
5. Winnipiscogce and Piscataqua
Canal, in New Hampshire, to be cut
from the mouth of Merrymeeting
river, at the southern extremity oi
Winnipiscogce lake to the Cocheco
bank ofthe Piscataqua river. It is
expected that "hen completed it wifi
be continued to Connecticut riv< r,
and thence to lake Memphremagog.
6. Merrimack and Connecticut
Canal, the route of which is not de
termined.
7. Champlain and Connecticut
Canal, in Vermont, from lake Chain
plain to the Connecticut river,
through the valley of Prior river
From Montpelier to Connecticut
river, three routes have beenexamiu
ed, the north, middle, and western,
in any of which a canal is practica
ble
8. Mempliremagog and Connecti
cut Canal.—The surveys on thre<
routes proposed for this canal were
made last summer, by lie Witt Clin
ton, jun. son of Gov.‘ Clinton, under
the authority of Congress.
9. Otter creek and Champlain
Canal, partly in Vermont and partly
in N. York. It will open h boat
navigation of 75 miles in one of the
finest, portions of Vermont.
10. Middlesex Canal, in Massachu
setts, which is supplied with water
from. Concord river. Boats trans
porting produce, carry 14 tons, and
drawn by one horse, 3 miles an hour,
'l'he income ofthe company in 1816
was 4132,000.
11. Cape Cod Canal. Two routes
have been proposed for a sloop canal
across the isthmus ; but both present
great obstacles.
12. Boston and Nnragans tt Canal,
tlie route of which from Boston har
bour southwardly to Taunton, was
ordered by the Massachusetts Le
gislature in the year 1807.
13. Boston Harbour and Hudson
river Canal. The commissioners
appoited by the Mass. Legislature
have made their report, accompanied
with a copperplate plan of a route
from Boston neck, through numerou
towns and the valley of Miller’s river
to the Connecticut river. The ex
pense to this point is estimated at
$3,000,000. It is proposed to con
tinue it through the vallies of Deer
field and lloosack rivers to the Hud
son. Several other routes have been
examined, one of wifi h through
Bolton, Berlin, West Envision, Sterl
ing and Westminster, is preferred to
all others.
I 1 Hampshire and Hampden Ca
nal, to commence on Connecticut
river at Northampton and passing
through Easthampton, Southampton,
Westfieid, and Southwick, to the
Connecticut line, where it will unite
with the Farmington Canal. The
estimated expense, exclusive of
feeders, is $ 206,000.
15. Connecticut river Canals. Ac
curate surveys have been made, un
der the direction of a company form
ed last spring, from Hartford, Conn,
at the iiead of sloop navigati >n, to
of M’Endoe’s Falls, at Bar
net! Vt 219 miles. The whole esti
mated expense is £ 1,439,827.
IC. Merrimack river Canals ia
New Hampshire, and Massachusetts;
by which this river has been made
navigable for boats from tide water
to the upper landing at Concord
The principal improvements are
those of Bow. llooksct, Amoskeag,
Union, Crumb-ell's Falls, VVicassee,
and Putueket canals.
17. Bkickstonc Canal, in 11. Island
t,..-. a...e.;, ■
[OR $1 K No -5 ’ PA 1»IN Sit MONTHS.
Nf* I*, VOL. I.
proceeds northwardly to Woonsoket*
Fall*, in Blackstone river, thence ut»
the valley ofthis river to Worcester
18. Farmington Canal,in Connecti
cut, commences in Southwick ponds
on the Mass, line, where the Hamp
shire and Hampden canal terminates;
proceeds through Granby, crosses
Salmon creek by a culvert, passes
through Simsbury, crosses Farmirfg
ton river by an aqueduct 280 sees.
long, and proceeds through Farming
ton, Southington, Cheshire, and
Hamdeii, to New-Haven. The ex
cavation was commenced Sept. 1825,
and will probably lie finished in 1827.
The whole expense is estimated at
420060.
‘ 19. Erie and Hudson Canal, in N
York, which commences at Buffalo
on Lake Erie, proceeds 10 miles
along the shore; thence 12 miles up
the Tannewanta creek ; then N. E.
to Leckport; ti.eiioe eastwardly to-
Rochester, where, it crosses the
Genessee river by an aqueduct of 9
arches; thence eastwardly to Monte
zuma ; thence, by Salina, Manlius,
Sullivan, Lenox, Verona, Ronlh,
Whitestown, and Utica, to Frankfort;
thence to the head of the Little Falls,
wnere it crosses the Mohawk, by an
aqueduct, and continues through
Danube, Canojaharie, Charleston,
Florida, Rotterdam, Schenectady, to
Niskayuna, where it crosses the Mo
hawk. Twelve miles below, it re
crosses this river, and passes by the
Cahoos falls, where afoeder comes in
from the Mohawk and connects the
Erie with the Champlain canal, and
the united work thence proc. eds to
Albany, and terminates in the tide
water ofthe Hudson. The Erie Ca
nal was commenced July 4, 1817,
and completed Oct. 26, 1825. The
whole cost of the Erie and Cham
plain canals to the Ist of December
1825, was $ 9,123,0D0.
i 20. Champlain and Hudson Ca
nal, which commences at YVeitchall
on lake Champlain, and proceeds
64 miles to Troy, 46 of which are
strictly canal, 4c 18 improved naviga
!ion in'Wood creek and Hudson river
—commenced June 1818, and finish
'd September 1823.
21. Delaware and Hudson Canal,
64 miles in length, connects the
Hudson with the Delaware; and
when completed, will extend to the
L.ickawaxen coal mines in Bonn.
22. Oswego Canal, a side-cut,
which connects the Erie canal with
the village of Salina, at the head of
Onondaga lake.
23. St Lawrence and Champlain
Canal, the route of which lias been
examined from Ogdensburg to
Chetcaugay river.
24. The Seneca Canal, from
Geneva, along the outlets of Scncca
and Cayuga lake to the Erie canal
near Montezuma. The expense is
estimated at £ 1)0,000.
25. Niagara Canal. More than a
year ago, the N. Y. .legislature in
corporated a company to cut a canal
round the fall-, of Niagara river, and
open a navigable communication
from lake Erie to lake Ontario.
26. Erie and St. Lawrence Canal.
Thr«c routes have been surveyed
from the Erie canal to the St. Law
rence at Ogdensburg.
27. Shenango Canal, the route of
which commences at the junction of
the Shenango river with the Susque
hanna, and proceeds by Norwich to
the Erie canal at ’.Vhitesborough.
28. Tort Watson Canal, which
will proceed from the village of
Syracuse, on the Erie canal* up the
valley of Onondago creek, and thro’
the valley of Tully lake to Port Wat
son, on Homer river.
29. Chatauque Canal, contemplat
ed, irohi the head of Chatauque lake
to Portland, on lake E^ie.
30. Genessee Canal, from the Erio
canal at Rochester, to Olean on the
Allegheny, of which 4 routes have
been surveyed.
31. Buffalo and Allegheny Canal.
Mr. Whippo, the engineer, who ex
amined the route of this proposed
canal, says it may be easily extended
from the mouth of I he Oonewango,
down the valley ofthe Allegheny to
Pittsburgh, and that the whole ex
pence of canal navigation, from Buf
falo to Pittsburgh on this route w ill
hr less than 4)2,000,000.
32 Cayuga and Su-quehanna Ca
nal, which commences on the Cayuga
lake, near the mouth of Cascadilh;,
and proceeds through Ithica to the
Susquehanna river.
33. Long Island Canals, proposed
to connect the navigation along the
shore of Long Island from Southamp
ton to Gravesend bay,arc four in
number.
34 Che’nung Canal, the route of
which proceeds from the head waters
of the Seneca lake, down the valley
o r Chemung or Tioga river to t!
Snsiiuchifua ■