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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 ■