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' K* <cd by THOMAS HAYNES.
’VOLUME VII.—NUMBER 5.
THE STANDARD OF UNION,
BY I*. E. ItOBINSON,
ruM.isHKK (by authority) or the laws of the united states.
KF TERMS.—Three Hollars per nunum. No subscription tttkci
~~ tor less than h year, and no paper discontinued, but at the option o
the publisher, until nil arrearages are paid.
CHANGE OF DIRECTION—We des ire such of our subscribcn
•s may at any ime wish the direction of their papers changed from out
Post Office to another* to inform us, in al! cases, of the place to whicl
they had been previously sent; as the mere order to forward them to ti
different office, places it almost out of our power to comply, bccaus<
we have no means of ascertaining the office from which they are or
dered to be changed, but by a search through our whole subscription
book, containing several thousand names.
ADVERTISEMENTS! nserted at the usual rater. Sales of LAND,
by Administrators, Executors, or Guardians, are required by law to be
held on the first Tues hiy in the month, between the hours of ten in
the forenoon and three in the afternoon, al the Court House in the coun
ty in which the property is situate. Notice of hese sales must be gi
ven in a public gazette SIXTY DAVS previous to the day of sale.
Sales of NEGROES must beat public auction, on the first Tuesday
of the month between the usual hours of sale, ut the place of public
*. n the county where the letters testimcntary,of .Administration or
Guardianship, may have been granted, first giving SIXTY DAYS no
tice thereof, in one of the public gazettes of this State, and at the door
bt the Court House where such sales are to be held.
Notice Ibr the sale of Personal Propertv must be given in like man
ner, FORTYDAVS previous to the day of axle.
, Notice to the Debtors and Creditors of an Estate must be published
forty days.
Notice (hat application will be made to the Court of Ordinary for
brave ;c, veil LAND, must be published for FOUR MONTHS.
Notice for leave to sell NEGROES, must bo published for FOUR
MONTHS before any order absolute shall be made by the Court
thereon.
Notice o( Application for Letters of Administration must be publish
ed THIRTY DAYS.
Notice of Application for Letters of Dismission from the Administra
tion of an Estate, are required to be published monthly for SIX
MONTHS.
PROSPECTUS for publishing, by subscription, in
Augusta, Ga., an Agricultural Paper, to be styled
GLEANINGS OF HUSBANDRY.
“ Who makes two blades of grass grow where only one
grow before, does more for his country than an Alexander
or a Bonaparte.”
At the solicitation of many friends, the subscriber has con
cerned to become the editor and publisher of a periodical ex
clusively devoted to Agriculture, Gardening, and the other
Branches of Husbandry in general. Its object will be, in
plain style, to communicate useful information to the cultiva
tor; whether of the vine or the flower, of vegetables or plants,
of fruits, grapes or trees, or the mulberry and all kinds of
orchard trees, with the best manner of planting them ; fur
nishing suitable hints for the improvement of the various
coils, breeds of cattle, horses, mules, and other stock, with
the treatment of the diseases to which they are liable, and
the management of bees and silkworms.
The editor will endeavor to illustrate the important prin
ciples upou which the art and science of Agriculture is
founded, and to introduce an economical system of the la
bors, in the garden or vineyard, in the field, meadow, or co
coonery, that may bo best adapted to the seasons, climate,
and latitude in which we reside, and which, in most re
spects, differ greatly from the Middle, Northern, and Eastern
States.
Os more than one million of Planters and Hortuculturists
in the Southern States, scarcely two out of a thousand have
an opportunity of consulting any agricultural works, and are
wholly guided by casual observations upon the ways of their
neighbors and ancestors ; for they possess no means of learn
ing the almost daily improvments that are making in their
own particular branch of culture ; neither can they become
acquainted with the improved varieties in trees, fruits, vines,
flowers, grain, and plants, which are continually introduced
to our notice from every portion of the habitable globe, nor
with the various improvements and new inventions in the im
plements of tillage. This publication shall contain a full ac
count of all these that are likely to benefit our part of the
country, and increase intelligence, virtue, happiness, aud
prosperity at every hearth in the Southern States.
It shall be free from all sectarian or political views,wholly
governed by Southern feelings and principles; our endeavor
will be toreuderit serviceable to the young and the aged—to
Heaven’s last best gift to man,” even in her teens, and to
the sturdy Farmer—by informing them of the propel season,
which from experience in our section of the Union may have
been found must congenial to commit their seeds to the soil
—to prune their vines and trees—to transplant their tender
shoots and flowers—to engraft, inoculate, or bud their shrubs
aud trees, and turn the *‘ maiden's blush” into the charming
•• moss” or “ monthly rose,” with the best manner of har
vesting and preserving their crops and produce.
We shall by no means overlook the great Southern staples.
Cotton and Rice, for upon these, little information can be
obtained from Northern publications.
From the kind promises, tendered by friends to the under
taking, valuable original contributions may be anticipated,
■nd other correspondents are respectfully solicited to com
municate any information that may be interesting or benefi
cial to others, relating to their mode of culture ; as facts col
lected from the tillers of our own soil, and their observations
•nd remarks will be highly appreciated by the editor; and,
since the happiness, and comfort of a country mainly depend
upon its agriculture, in furnishing useful information to the
community, contributors will afford the brightest evideu. e of
their zeal and patriotism.
Terms —The paper will be issued monthly, on a sheet
containing SIXTEEN very large quarto pages, (same size
as the Albany Cultivator,) at the vary moderate price of
ONE DOLLAR, payable in all cases in advance. The
price being so small, no number will be sent to any person on
credit- It shall be printed c.n good paper, and with new
type, ordered expressly for the purpose. The first number
will appear in March, if possible.
As by the rules of the General Post Office, Postmasters are
allowed to frank and forward the amount subscribed to any
newspaper, they are respectfully desired to forward to Ihe
editor at Augusta, any amount offered them in bankable mo
ney, as early as possible.
Newspapers are respectfully requested to publish this pro
spectus, and by sending the paper containing it, shall receive
ours in return.
Postmasters and editors of papers are kindly asked to act
as our agents. Should they not receive a copy of this pros
pectus, they are requested to cut one from lhe papers which
may be good enough to publish it, and we, with respect, in
vite all the friends of the objects we have in view, to aid and
assist in procuring subscribers to the GLEANINGS OF
HUSBANDRY.
MOSES HOLBROOK, A M., M.D.
Augusta, Ga., 11th January, 1840. (3)
VALUABLE PLANTATION FOR SALE.—The
subscriber offers his plantation in Talbot county for
sale, seven miles south west of Talbotton, containing six
hundred acres of land, five hundred of which is cleared,
and all, with lhe exception of seventy acres, having been
cleared within the last four years. Comfortable buildings
upon the premises. Persons wishing to buy, will be con
vinced of the fertility of the soil by the crop upon the land
this year. Payments to suit purchasers.
JAMES M. HOLSEY.
Talbotton, Sept. 20, 1639. 44 7
POWELTON ACADEMY.
citizens of Powelton have again < mpioycdr ol
~JL Recter of the Institution, Mr. John S. I ngiiaiiam, a
graduate of Brown University. The citizens; of this vil
lage are unamnimous in employing Mr. Ingiaham for the
second year, and confidently recommend his servicesto the
. public. Instruction will be given by the Rector in all the
branches .usually taught in academies and colleges. In
struction will also be given by a Northern L ady in tin
- ornamental branches. The Academic year will com
mence on the first Monday in January. Board and goot
accommodations can be obtained in the most r< sspectabh
i families on reasonable terms. The superior health o
Powclton, and its other well known advantages,! Ltluce the
belief that the public will continue a liberal patronage.
For the citizens of Powclton,
rfec 6 CHARLES IRWIN. wti»
Stmiitar) of Union.
Col. Long’s Report.
Office of ITestern Rail Road.
, n i Marietta, Jan. 20, 1840. j
us To His Excellency,
Charles J. McDon ald, Governor of Georgia.
rs j Sir—l have (he honor herewith to transmit a copy of my late Report,
, e being my Eighth Quarterly Report in reference to lhe construction of
h ' the Western and Atlantic Rail Road. Il having been mode my duty,
' by regulations, to report Quarterly to the Board of Commissioners, ns
well as to the Executive of the State, which last is in accordance with
statute requisitions, I take leave to submit a dublicatc of my Report,
instead of changing the manner oi»address.
I have lhe honor to he. Sir,
* Very respectfully, your most obedient servant,
S. 11. LONG, Chief Engineer.
Office of Western and Atlantic Rail Road, 2
!‘ r , Marietta, January 15th, 1840. \
'l’o the Board of Commissioners
‘ , of the Western and Atlantic Rail Road:
v Gentlemen—l now have the honor to submit my Eighth Quarterly
'. J^’P ort ’ n reference to the progress made in the construction of the
> Western and Atlantic Rail Road during the Fourth Quarter of 1839, to
gether with sundry accompanying documents explaining, in copious
r details, the nature, quality, cost, manner, and condition of the work per
formed <>n account of the Rail Road.
All requisite details relating to the progress of the work are exhibi
ted in the quarterly abstract herewith submitted, (see Document mark
:l rd A.) to which 1 take leave to refer for all information relative to the
quality and cost of work done on the several sections of the road. From
r this document, it appeals that the aggregate amount of grading execu-
I ted during the quarter is 231,638 cubic yards; that the aggregate ofma
l sonry executed ami accepted during the same period is 3181 perches;
t that lhe quantity of bridge timber procured and delivered is 275,587 feet,
board measure; that lhe extent of bridge framing is 312 feet, lineal inca-
- sure; that thcextent of Bridging raised is 692 feet, and that the quanti
ty of iron procured for bridges is 26,696 pounds.
From the same document, it also appears that the amount chargeable,
; per contract, on account of the work, materials, &.C., as above stated, is
$91,877 91; that the amount payable is $80,930 51; and that lhe amount
of balances reserved for security is $10,947 40.
From the official statement, in reference to Final Estimates (see ab
) stract of Final Estimates, marked B. herewith submitted,) it appears
that the amount of balances payable on account of work inspected and
accepted during the quarter is $41,893 93; this amount added to the
amount payable, viz.: 80,935 51, gives for the aggregate amount paya
ble, on contracts during the quarter, $122,824 44.
From niv report of January 9th, in reference to expenditures in the
’ Engineer Department, covering compensation for services and contin
gences of all kinds in the Department, in so far as relates to construc
tion, and also the service of the Chief Engineer; it appears that the
amount expended on these accounts is $7,722 40. This amount, added
ly the aggregate amount, payable on contracts, as before stated, viz.:
$122,834 44 gives for the aggregate amount expended on account of
contraction during the quarter, $130,546 81.
| For special details in reference to the work under contract, and the
progress made towards its completion, also, for various items of inform
ation touching a multiplicity of circumstances effecting its piogrcss, I
beg leave to refer to the Reports of the Assist. Supt. and Rest. Engin
eers, (see Documents marked C. D., E and F.,) herewith submitted.
In order to exhibit a connected view of the progress hitherto made in
the work of construction, and of the expenses attending the same, I take
leave to add a summary recapitulation of the statement herein before
j presented, combined with those of a similar import contained in former
i reports as follows :
bumniary exhibit of work done in furtherance of the construction of
the W estern and Atlantic Rail Road from its cointnnnceinent, to the Ist
of January, 1810, together with the amounts chargeable, payable and
i still due for the same in accordance with contracts.
Amount of Grading executed 5,046,373 cubic yards
Do. Masonry, 45,085 perches.
Do. Bridge timber delivered, 2,280,119 ft. bd. mca.
• Do. Bridge framing, 3,728 ft. Im. mea.
Do. Bridges raised, 2,671 do.
! Do. Iron and Zinc for bridges, 96,441 pounds.
Do. Sleepers or cross ties, 6,007 pieces.
Cost of work done, materials delivered, as above &c., inclusive of all
payments due, and payable on Final Estimates :
Aggregatoamountchargeable agreeable to contract, $1,412,422 73
Do. payable do 1,325.448 79
Do. of balances reserved, do. 86,973 94
Hence, if to the amount payable as above, viz: $1,325,448 79
W r e udd the aggregate cost of Engineering,
Superintendence, and contingences, viz: 62,530 62
Also, the amount paid on account Rail Iron,
Car wheels, <fcc.,viz: 3,600 00
We shall have for the aggregate amount ofexpend-
iturcs prior to Jan. Ist. 1840, $1,396,579 41
This last amount covers all expenditures incurred and payable on
account of construction prior to lhe first of January, 1840.
The quarterly reports of the Engineers, marked C. D. E and F. be
tore cited, exhibit all the information proper to be submitted at this
time, in reference to the quantum of work done on the several residen
ces, the force employed thereon, and the hindrances to the progress of
the work, during tke quarter, occasioned by the failure on the part of
the State to make payments agreeably to stipulated engagements.
Agreeably to Document marked C., it appears that twenty-one sec
tions have been completed, inspected and accepted during the quarter;
which, added to those previously accepted, gives for the whole number
of sections finished and accepted prior to the first of Jan., 1840, seventy,
and leaves for completion only thirty, out of the one hundred sections
subjected to contracts, agreeably to the lettings of April and Oct., 1838.
The amount of balances due on final estimates rendered during the
quarter, which embraces not only the 21 sections accepted during the
sumo period, but the work done’on the Piers and Abutments of the
Chattahoochee, Noonday, Procter’s Creek, Allatoona, and Swamp Creek
Bridges, as before stated, is $41,893 93.
With respect to the completion of the grading, and masonry of the
thirty sections still unfinished, and of the bridges now under ontract,
indue time for the reception of the railing, no doubt is entertained, if
payments are made promptly and statedly, and in accordance with the
stipulations of contracts.
The completion of certain heavy portions of the work designated in
iny lust quarterly report, must unavoidably be attended with much
greater delay than was anticipated owing to the unexpected prolonga
tion of withholding payments from the contractors.
The delays and embarrassments above alluded to, added to the cir
cumstance that no provision has yet been made for procuring and ap
‘Pb > u S the railing or superstructure to the road, will unavoidably con
: tribute to retard the completion of the road at least one year longer than
was originally anticipated; consequently, instead of expecting its com
pletion by the Ist of January, 1811, we cannot now anticipate such a re
sult prior to the first of Jcnua: , 1812.
The date offinal completion v. ill be liable to a postponement, even to
a much lutcr date unless timely measures are taken for the arrange
ments of depots, sidelines, water stations, Ccc., &c., which w ill be re-
I (inired in connexion with the road. Accordingly, I take leave to invite
( tne early attention es the Board to subjects of this nature.
■ | As yet no instructions have been given by the Board as to the dispo
, sition proper to be made of the 16th Fcc’ionofthe fourth division, origi
nally awarded to Messrs. Tinsley,Cochran & Baldwin, aud subsequent-
1 i ly abandoned by this firm by reason of the inadequacy of their prices as
I a remuneration for the expenses <»: grading. The section has been
wrought upon by Mr. Divers, with the expectation on his part, that a
fair remuneration would be awarded him by the Commissioners for the
w ork done upon it by him. As yet,however, no returns have been made
of the work done by him, and no allowance of payment have been grant
r ed.—The Document marked F. contains the views of Air. Whitwell,
» the Resident Engineer, in reference to this case, and I respectfully so
licit your attention to this concern, with the hope that every indulgence
consistent with fair dealing may’ be extended to Mr. Divers, who, as a
contractor on several sections of our road has established bis claims to
- the respectful consideration of the Board, w hilst, in the present case,
» he has thrown himself exclusively on their mercy.
A few additional remarks on the progress of the work will suffice
for lhe present.
I- Os lhe lettings of April, 1838, most of the grading and masonry have
- bean completed; out of fifty-one sections, eleven only, which arcamong
j the heaviest and most expensive on the line, remain to be finished. Os
these, the deep cuttings near Allatoona, will still require many months
‘ before it can be completed, owing to the abundance and hardness of the
I rock encountered in it.
' The work contracted for agreeably to the lettings of Oect., 1838, was
to have been completed on or before the first of November last: but ow
ing to the late severe pressure in the money market, and the inability of
the Commissioners to meet the payments as they became due, a large
proportion of the grading, and much of the masonry on the 3d and 4th
divisions remain unfinished. No doubt is entertained, however, of the
ability of the contractors to fulfil their contracts, provided (hey can ob
tain speedy relief in the receipt of the arrearages due them, and in the
r indulg< m-e with respect torn extension ofthe periods of their contracts
X to which they arc fairly entitled. Os the lettings last mentioned, thirty’
have been completed, inspected and accepted, and nineti en scc
’ tions remain unfinished, though for the mo.- t part nearly completed.
Il On the part of the contractors, every disposition to comply with the
provisions of their contracts has been evinced, ami with a few excep
tions, no doubt is entertained of their ability to have done so, but for
" tbo failure on the part of the State to make payment for work done, as
d they became due. The payments to the contiactors since the mouth of
August have been made in certificates signed by the Commissioners,
w hich <he contractors have been compelled to dispose of at a rate fur
below their par value, in order to enable them to liquidate the charges
incurred bv them in the execution of their work. Defective as these
payments have been, they were discontinued altogether from, aud after
the payments made in October follow ing; since which, no payments have
been made, either in Commissioners certificates or otherwise, in con
if sequence,much of the work which was to have been completed on the
a first of November last, remains unfinished; moreover, the embarrass
. incuts occasioned by reason oftlic failure on the part of lhe Slate tocar
ry out the contracts in good faith, have proven extremely severe in all
q cases, and in many have proved almost ruinous to lhe contractors, in
repeated instances, these embarrassments have been greatly aggravated
C by the necessity imposed on the contractors, cither to retain larger for-
C cos in their employ than they had occasion tor, on account of their ina
bility to pay off and discharge them, or to subject themselves to legal
prosecutions instituted against them by numerous creditors, demanding
lC ‘ remuneration for services rendered. In order to uffiord some, small relief
l- to lhe contractors under their embarrassments thus entailed upon them,
j I take leave to suggest that an allowance of legal interest at h ast, be
made in their favor on all sums due them from the (late al which said
It 1 sums became payable.
jf The work u; u bridges has I’cen advancing in a manner correspond
ing with the progress on other parts of the work. The bridge across
•U W hetstone (*r< in DoF b, 430 feet long is nearly completed. That
across the Cliaituhoochec River, 1765 feet long,hasbaen reared through
I its whole extent, hut much of the covering is vet to be laid and many
J other parts of the work are still to be prepared and finished. Tin- tim
ber undfrumin ’ tor the Vining and Arms Viaducts, the former 430 Icet
OU R CONBe IEN C E OUR COUN TR Y OUR PA Rl’ Y.
MILLEDGEVILLE, GEORGIA, TUESDAY MORNING, FEBRUARY 25, 1840.
long, and the latter 300 feet long, are prepared and ready lor raising as
soon us the masonry shall have been completed. For the Noonday and
Proctor Creek bridges no timber has us yet been prepared, but arrange
ments are in progress for the removal of the steam mill to their vicinity
for lhe purpose of sawing their requisite lumber.
The bridge across Aliutoona Creek, 361 feet long, has been erected,
and is now completed.
Timber for the Etowah viaduct, 1800 feet long, has been procured
and delivered near the site, and its framing has been commenced.
J- A bridge across Pettit’s (’reek, 137 Icet long, is nearly completed;
also, another across Two Run Creek, 103 feet long, with a shingled
s * roof, has been erected and covered, but as yet destitute of its flooring.
I, Preparations have been made for the erection of the bridge across the
t ' Oostanauly river, 800 feet long, much of the timber has already been
procured, and the framing is about to be commenced.
A bridge across Swamp Creek, 100 feet long, has been contracted for,
and timber for its construction partially procured.
I’he foregoing are all the bridges as yet contracted for, and agree
ably to a late resolution of the Board of Commissioners, no other struc
tures of this character will be subjected to contracts till instructions to
thatellcct shall have been received from the Board.
W hilc on the subject of bridges, 1 take the opportunity to observe,
that the caulking and sheathing of lhe bridges, the former to render the
, bridge floors impervious to water, and lhe latter to e secure ths bridge
> frames and their trestles from atmospheric moisture, were not originally
. contemplated as mutter appertaining to the construction of the bridges.
, But on mature deliberation, and in view of the expedients proper to be
resoited to in this climate, in order to ensure the greatest durability of
wooden structures, 1 have no hesitation in recommending both of these
. processes as precautions that ought to be. taken for the preservation of
the bridges. Accordingly, I take leave to suggest the propriety of
sDccdy measures for accomplishing these objec ts. The sheathing of
the sides of the bridges, and the ends of trestle pieces w ill require a
large quantity of weather boards of the usual dimensions, and it would
be well to make early arrangement for procuring these articles.
Much obloquy appears to have been engendered on account of the
character and quality of the timber employed in the construction of the
I Chattahoochee, Whetstone, Vining, and Arms bridges. In its refutation,
1 have only to remark, that from the commencement of these bridges, it
was well known that heart pine could not be procured for their construc
tion within a distance of some 20 or 25 miles from their sites, and that
the only timber suitable for their construction that could be found w ith
in a reasonable distance was that variety denominated sap-pine. In or
der to procure the best quality of this kind of timber,no painshave been
spared, and it has been repeatedly admitted by experienced judges, that
they never witnessed finer specimens,or a more choice collection of tim- -
her of this sort, than that used in these structures. The only remedy
that can be prescribed as a means of obviating the defects just consi
dered, are those proposed in the preceding paragraph; viz., that of
caulking the floors of the bridges to prevent the percolation of water
through them, and that ofsheathing their sides and the ends of the tres
tle piers, to protect the bridge frames from moisture in rainv and windy
weather.
With respect to the lettings of December last,l take leave to reiterate
the conviction heretofore expressed to (he Board, that many of them
have been effected at a much lower rate thaa that at which the work can
be done, even without a fair profit to the contractor. 1 take leave, also,
to repeat, that for the want of suitable credentials, setting forth the cha
racter and competency of several of the new contractors, there is much
room todottbt their ability to execute the work allotted to them, even at
much higher rates than those contemplated in their proposals. It will
be advisable to indulge the contractors, generally, ou the new lettings,
and especially those of doubtful capabilities, with the privilege of de
monstrating their ability to carry out their contracts, by allowing them
a reasonable time, say till the Ist of February, to collect and organize
such forees as uro deemed necessary to the accomplishment of their
work within the periods oftheircontracts, which have been limited to the
Ist of January, 1811. Os the new contractors, a very few of them have
as yet signed the contracts, nor is it necessary that they should do so
till after they shall have commenced their work; several of them have
already commenced the building of shantces, and made other arrange
ments for carrying on their work.
In reference to the Tunnel section; viz., the 7th section of the Fifth
Division, I take leave to recommend, that die work of all kinds required
thereon, be executed by workmen and laborers employed by the State,
and placed under the immediate direction and supervision of one of the
engineers now in service, who should be required to devote his entire
and undivided attention to this important point of the work.
The 16th section of the Tennessee Division, at and near Chattanooga,
has not yet been fanned out for construction, by reason of the uncer
tainty of its locality. The surveys that hr. ve been made since the dale of
the lettings, seem to indicate pretty clearly, that lhe track denominated
the Detour route, is entitled to a preference over the direct route which
enters the village in a manner to require a deep excavation in rock, on i
the margin of the village. By the latter route, no facilities arc pre
sented for a favorable connexion with the business part of the town,
or with the navigation of the river; whereas, by the Detour route, faci
lities of this nature, on an ample scale, are available. Moreover, the
cost of construction by the Detour will be very considerably less than by
the direct route. Many details in reference to these topics are still
wanting, and must be reserved for discussion in a future report.
With respect to the administration of the affairs of the rail road, consi
derable changes have already taken pl a e since the dale of my last
quarterly report, aud other changes w»-*’ je required in order to adapt {
lhe management of its concerns to the p.esent state, and future progress
of the work.
The six residencies, into which lhe work under contract prior to the
late lettings, had been divided, have been merged into half that number,
and made subject to the immediate direction and supervision of thn e
resilient engineers ; viz., Messrs. Whitwell, Stockton, and Vining, with
one assistant, one sub-assistant, one surveyor; and one attendant to
each of the original residences. Two of lhe resident engineers, viz.,
Messrs. Campbell and Williams, each with a brigade, consisting of one
assistant, one sub-assistant, two surveyors, two rodmen, two chainmen,
two axemen, one purveyor, one cook, and one wagoner, have been as
signed to the revision and definitive location of lhe Fifth and Ten
nessee divisions of the rail road. The services of William S. Brown,
Esq., resident engineer, have been dispensed with as no longer neces
sary to the management of the work.
The changes contemplated in view of future operations on the road,
provide for the distribution of the new lettings into residencies with
lhe following limits; viz., the first six sections of the Fifth Division to
be annexed to the sixth residency, as heretofore constituted. The 7th,
or Tunnel, section of itself to constitute the fifth residency; the work
on it to be done under the direction and supervision es a resident engi
neer, by a force to be employed in behalf of the State. The residue of
the I-.’ith Division, together with the first section of the Tennessee Di
vision, *lo constitute the Bth residency, embracing 15 sections ; and the
residue of the Tennessee Division, embracing lo sections, to constitute
the 9th residency.
The foregoing arrangement is respectfully submitted for the sanction
of the Board of Commissioners. Should it meet with their approbation,
an organization of lhe engineer force, now in the service of the Western
mid Atlantic Rail Road and adapted thereto, will be made with due
promptness.
Reports on the revisions and definite location of the Fifth and Ten
nessee Divisions of the rail road, arc expected on or before the first of
February next, on the receipt of which all the details touchingthesc ser
vices will be submitted to the Board.
The expenses of the operations just alluded to, in so fur as they arc
included within the fourth quarter of 1839; will be kept separate from <
(he charges on account of construction with the expectation that they
will be defrayed out of the appropriation for surveys ; a considerable ba
lance of which remains applicable to this branch of the service. The
comparatively small amount exhibited in this paper as the amount of
charges incurred by the engineer department, on account of services ami
contingences in that department during the last quarter, has been occa
sioned by separating the expenses of (lie surveys from those incurred on i
account of constructions, the latter of which only have been included in
lhe amounts herewith submitted.
No changes having occurred since the date of my last returns, in the
quantity and disposition of the instruments, and other public property
in the rail road service, except those of ordinary wear and deterioration, i
I lake leave to refer to the document just cited for any statements that
may be required on this subject.
I lake leave again, to invite the attention of the Board to the procur
ing of mud-sills, sleepers, &c., for the support of the iron railing of the
and to the adoption ol lhe kyanizing process as the best and most
economical means ofensuriug their durability. Experience has shown
that all the varieties of timber, including their sap, are rendered equally
and uniformly durable by subjecting them to this process before they
are laid upon the ground. r lhe softer timbers, such as pine, poplar,
chesnut, &.c., though equally as durable when kyanized, arc neverthe
less far less efficient when applied as the immediate supports of the
iron rails than the harder \ anetics, such as oak, ash, walnut, &c. The
former may be used to advantage for mud-sills, but the haul woods
should be preferred for the sleepers on which the iron rails arc to rest.
In case the process aboveiMcntioned, or some other efficient means of
preservation .should not be adopted, the only timbers afforded bv the
country, in the vi. inity of the rail road, that can be regarded as suitable
for sleepers are while and post oak, to which may he added, in a very
few instances, heart pine. But these varieties are comparatively of so
rare occurrence, that no reliance can be had on their attainment in suffi
cient abundance for the supply of the road, without incurring the ex
pense of transportation, in numerous instances to the distance of manv
miles, lienee the cost of sleepers of this description, delivered on the
road, I am persuaded, cannot be estimated at less than fortv cents
a-piece, and that of mud-sills at asimilur rate,due allowance being made
forihcir respective contents.
On the other hand, if the kyaniz.ing process be adopted, all varieties
of hard wood will answer for sleepers, and all varieties of sofr, for mud
sills,and a great abundance of both are to be found in the immediate vi
cinity of the rail road. The facilities w ith which supplies of this cha
racter may be had, cannot fail materially to reduce their cost, and I urn
P i fully persuaded, that they will cost less, covering all the expenses ot
, the. kyanizing process, than the requisite supplies of lhe choicer kinds
of timber, which must be employed if this process is not adopted.
It may be urged further in favor ofthe process, that the more ordinary
and Jess valuable timbers will be rendered many times more durable and
efficient by its adoption, than the most lasting and choicest timbers
: would be without it.
Earl’s process for preserving timber, which is effected bv means of a
solution ofstilphate of iron, or copper, in water, has fair claims to con
sideration, on account both of its cheapness and efficiency in producing
the desired effect. Its cost is undoubtedly far less than that of (lie kya-
I nizing process, while the durability of lhe materials prepared in this
way, is said to be quite equal to these impregnated w ith corrosive sub-
I liinatc. A committee ofthe Franklin Institute, composed of gentlemen •
- ofthe first distinction for their scientific and practical knowledge, have
- very recently had Earl’s prot css under careful examination, and have
I "iven their testimony in its favor. Accordingly, I would recommend lhe
r adoption ofboth processes, in the preparation of timber for the Western
f and Atlantic Rai! Road, not only with a view to economy in its preser
, vauon, hut fiirthe purpose oft -ting lhe comparative efficacy of tiie two
• methods on different paits ofthe road.
i ! Instead of wooden sill uml sleepers, stone supporters, cither in the
form of cross-ties or blocks, have frequently been employed tor sustain-
- ing the iron mils. Exp<?rienc< has shown, however, that the shocks,
wear and tear, to which the rails, and motive apparatus upon them, are
l exposed,are vastly greater than those that occur upon rails laid upon
j wooden “Upporteis. The stone supports, especially if in the form of
/ blocks,are exceedingly liable to derangement, unless firmly banded to-
• | gather transversely ofthe road,or substantially bedded on a stone foun- (
r dutioii Moreover, the cost of stone supporters, under any circuui-
s stances, is nt least double that of wooden supporters. Accordingly, I
il do not hesitate to give a decided prrfcrSce for the latter, if subjected t<
- the process above considered, not only on the score of facility and cco
y nuiuy of construction, but on that of useful effect.
1 lie aggregate number of sleeper.-, hitherto prepared, is only 6.007.
, barely sufficient to lay three miles of single truck.
1 here take leave to present a few additional remarks in support of my
] views in reference to the Tennessee river, the national thoroughfare and
public highway through which our line of intercommunication maybe
j extended to the great entrepot of the West, which is sooner or later tu
j be established near the confluence ofthe Ohio and Mississippi Rivers.
In reference to this subject, I have recently been favored with a high
j ly interesting and instructitY* communication from Dr. Thomas Feani;
i of Huntsville, Alabama, late of the Board of Commissioners of tin Ten
nessee Canal, whose opinions of the Tennessee river, and know ledge ot
( its facilities for navigation, have been derived from a protracted devotion
to the objects of his commission, and are entitled to the highest respect
and confidence. From this communication, 1 lake leave to copy a few
extracts which will illustrate, in the clearest manner, the cotrectness of
j e rp ewa * l ,ave heretofore entertained in reference to the importance ot
•n , nnessec River as a navigable stream, and w hich at th'* same time
will throw much light upon various topics relating to an extension of
ourgreat thoroughfare, and to the commerce of which it is likely to be
come the channel.
I’he Doctor writes as follows: “Tn reply so your interrogatories, I
will remark, that the Tennessee river is not thought to vary much
in its character for navigation, from its mouth (or not very far above)
to the obstructions about the Suck, except at the Muscle Shoals,
tlio Little, Muscle Shoals, and Colbert’s Shoals; extending from
Drown s Ferry to Waterloo, a distance ofabout seventy miles. In this
however, there arc several stretches or pools of deep water.—
1 he upper shoal, called Elk River Shoal, commencing a short distance
below Brown’s Ferry, and terminating about half a mile below the
mouth of Elk river, about nine miles has a full of about 27 feet, (not how
ever equally distributed) a pool of some six miles then intervenes, when,
v, P ro ,P e Hy called the Muscle Shoals commence, extending about
13 miles, with a fall, unequally distributed of ninety-six foot. The Mus
cle Shoals Canal, a most magnificent work just now being completed,
entirely overcomes this part wfthc obstructions. The greater ran of it,
miles, has been used with great advantage for the two seasons.
Below this, intervenes another short pool, at Bainbridge or Campbell’s
Ferry, and then commences the Little Muscle Shoals, about six miles
m extent, terminating at Florenue, w ith a fall (1 believe, but am not con
fident,) of about 12 feet. Then below are the obstructions called Col
bert s Shoals, the fall at which, I believe, is about 15 feet, which, it is
.thought, the canal of 3| miles, refcred to in the inclosed report, would
entirely overcome.
From the best information I have been able to obtain, the Tennessee,
with the exception of those obstructions, may be regarded as affording
steam navigation throughout the year, of erdinary seasons, that is, for
boats of 390 to 500 tons for 5 or 6 months, and for those of 100 to 150 tons
during the remainder. "I’he navigation has, however, been interrupted
Ol * ,non .ths ofthe year, in the last two of extraordinary drought.
1 he Commissioners and Engineers who have been iu their service,
have, after maturely weighing the matter, thought, that Colbert’s Shoals
were not susccjuible ofiinprovement by Dam and Lock. But that a ca
nal forboats of the largest class chould be preferred. For it, the facili
ties are very great, as is indicated by the low estimate of $203,756 for
miles.
1 he Muscle Shoals Canal has (to overcome the fall of 96 feet before
mentioned,) 14 lift locks, besides three guard locks, 120 feet in length,
and 32 feet width of chamber.—'l’his is found too short for the boats now
in use, and in consequence, the last one constructed was made 150 feet
long, intending to lengthen the others, should funds ever be procured to
carry on the improvement. The depth of water in the canal is 6 feet.
I fully agree with you in your estimate of the importance ofthe Ten
nessee river, and I have never regarded the matter of much importance
for heavy transportation, whether your Rail Road terminate at Gunter’s
or Ross’ Landing; the navigation being about equally as good to cither
point,and the difference in distance being perhaps more than compensa
ted by the circumstance of dispensing with inclined planes ou the up
per route.
In a late report of tha Commissioners of the Tennessee Canal, dated
Nov. 30, 1839, the following remarks have been inserted, which, inas
much as they arc immediately connected with the subject now under
consideration, I also take leave to introduce in this place.
“ I he Commissioners respectfully beg leave to invite the attention of
the Legislature to other works now actively progressing in the direction
y Ppcr Tennessee, from Georgia and South Alabama. The Western
and Atlantic railway will terminate at Chattanooga, a navigable point
on the I’ennessce, some 20(1 miles above the Muscle Shoals, and is ex
pected to be completed in 1840. That railway will open a direct and
speedy communication between Charleston aud the Western States by
way ol the Tennessee river, if made navigable, or if not improved, it is
expected the line will cross from Chattanooga into the State of Tennes
see, and pursue a north-west course, via Nashville, without touching
the State of Alabama. By a glance al the Map, it will be seen that the
route from Charleston, via Augusta, to Chattanooga, thence by the river
to its mouth, is nearly in a direct continuous line from the largest of the
Atlantic cities to the centre ofthe Great West. This route, if
the f’ciinessee be improved as contemplated, will become the great tho
roughfare in the winter season between the Atlantic and the Western
btu.tes, and fur the transportation of commodities will effectually suprr
f cede the Charleston and Ohio railway. The travel and carriage of
goods would be in- alcuiably great on this route during the boating sea
son, and it would beofimmonse advantage to lib' whole country through
which it passes. Georgia is making the most energetic efforts nt a vast
expense to open a communication with the Tennessee river, and it
would evince indifference and disregard for our be-? interests, 'md un
pardonable supinencss among our inhabitants to reject the proffered ad
vances of a sister state. The main Muscle Shoals Lave been triumphantly
overcome, and the other obstructions cun be easily surmounted at a com
paratively small expense. At a more propitious period, the State will
no doubt adopt such measures as a liberal and enlightened policy may
seem to require for the completion of this great national work, if Con
gress should respond favorably to the memorial of your honorable body,
at the last session, to cede the Canal to the State.’"
In reference to this view, as a connecting link, and the longest indeed,
the principal link in the most eligible line of intercommunication be
tween the Western States and the Atlantic cities, the Commissioners
cannot forbear alluding to the importance of this line in building up a
southern commercial interest, and facilitating the establishment ofa di
rect southern trade with Europe. The most central navigable point in
the great Mississippi vailry, which is destined to be peopled by count
less mi!'ions of the Anglo-i?axon race—a thriving, persevering, ingeni
ous, enterprising, go ahead race—is near the mouth of the Tennessee
river, froni that convenient, and nt all time.-; ace s.-ibb-centre of a bound
less empire, to the Atlantic Ocean, no practicable route can compare to
this m cheapness and expedition. The river in average y» ars, dischar
g?s about the same quantity of w r ater as the Ohio, and with the excep
tion of the obstructions at and near the Muscle Shoals, wbi« h may be
canal led* through the whole extent for less than has been expended on
the falls ofthe Ohio, at Louisville, is equally adapted to navigation in
an extent of 600 to 800 miles with the additional advantage of exemption
from ice, which causes frequent interruption to the navigation of the
Ohio, at irregular intervals, from November to March. When this line
is completed,.as it most assuredly must be, sooner or later, we may wit
ness in the winter season, merchants from St. Louis wending their way
from Europe or New York to Charleston or Savannah, thence by nail
road conveyance 430 miles to Chattanooga, and thence by steamboat
down the Tennessee and up lhe Mississippi 650 miles to their own doors.
All compact bales or packages of merchandise, might he forwarded
by this route to that central point, with a degree of certainty hitherto
unknown orscarcely fancied by the most vivid imagination; whilst the
more bulky and weighty articles would follow their accustomed chan- !
ncls.
Charleston and Savannah will at no distant period have their Atlantic
steamships; during six months of the year, (the very time when this
route will be most desired) those cities arc as easi’v approached from
Europe as New York; an average passage not exceeding seventeen days;
from Charleston to Chattanooga, by railway, not over three days; thence |
to the Muscle Shoals, one day; making only twenty-one days from Liv
erpool to the first obstruction. If this be removed, it may be passed,
and the mouth of the river reached in days, thence to St. Louis or
Louisville., Ij more; thus enabling the traveller, the merchant, with his
merchandise in charge, to accomplish a space of near 5060 miles without
toil or fatigue, in the incredible short period of 24 days. Surely no in
vention of this eventful age, whatever expense it might involve, could so
effectually further the establishment ofa southern commerce—so effec
tually advance our best interests, and so earnestly awaken our zeal for
internal improvements, as those scheme. o , which are ut this moment in
ac tive progression, with every prospect of being speedily crowned with
triumphant success. The extent of country to be bcncfilted by this line,
and the magnitude ofthe traffic, surpass the powers of the human mind ■
to compute.”
The foregoing extracts are so replete w ith interesting facts and views
in reference to (he subjects of w hich we have been treating, as to obvi
ate the necessity of any further remarks on the present occasion.
In conclusion, I again take occasion to apprise, the Board of my desire |
to abdicate the appointment 1 have so long enjoyed in the service of I
Georgia, as Chief Engineer of the Western and Atlantic Rail Road, at i
nu early date of the ensuing spring. My duties to the United States’ I
Government which have been somewhat interrupted during the period )
of my service on the Rail Rood, hnven paramount claim to my attention,
and render the step just proposed somewhat imperative if not absolute- 1
ly necessary. It i.« true my engagement in thiss ivh c from the begin- 1
ningwns predicated on the double contingency of my being sufficiently j
exempt from the performance of Army dull s, nnd of my being indulged
in the privilege of obeying nil orders emanating from the War Depart- •
incut. With these 1 have been able hitherto to yield a prompt »nd full •
compliance, but the prospect of being at liberty for any considerable .
time longer to remain in your service without impairing my obligations I
to the General Government has obviously, and very properly become ‘
I less encouraging; and I now feel itaduty to be in readiness to resninc nt I
an early date my functions as an officer «»f the army, to the exclusion tf f
all other occupations ofa profe.-iiomil nature.
In anticipation oftliisstcp, I am gratified whhthe cheering belief and
prospect that the affairs of the mil road arc likely soon to be in a train
so prosperous and successful, that my with Irawul from the service will
not give rise to any embarrassments of a tendency to retard the progress ’
of your work or prevent its triumphant accomplishment eycn without;
resorting to the appointment of a successor. 'I hr ability, integrity, in- .
dustrv and skill combined in the functionaries of the Engineer Corps
now in votir service, leave no room to doubt that, the work of construc
tion in all its varieties may be carried on to the most gratifying and suc
cessful issue without the employment of any extraneous aids of a uro
i fessional character. In the menu time the deep interest I have hither
to taken aud still feel in the success of your noble enterprise, will in
duce me on nil convenient occasions to aid in the great cause, to the full
extent of mv abilities, by imparting such counsels, and recommending
Mirii measures us you, or any of your Engineers may from time to time
reouire. Respectful I v submitted,
H. 11. LONG, <3>ief-Engineer.
U.
ENGINEER OFFICE, ?
Mvkietta, Jan. I I, 1810. J
To. Col. S. IL LONG, Chief Engineer:
Sir—The quarterly ret uni and abstract of work done upon the Rail
Road during the Fourth Quarter of 1339, Ims been prejiared in dupli
cate, and is now laid before you. The total amount clim jcable therefor
is $91,877 91. Amount pavabic, $80,930 51. AmouAt <•! >cnaiimis,
$10,917 10
P. L,. KOBINSQN, Proprietor.
WHOLE NUMBER 317.
i V ic k , ?#* nee i' corps, for the same period, have been
nU \ n ’ u ,an .d certificates furthn amounts issued to the individu
als entitled, respectively:
Y° r i t:n ® H b r ? d 9 n surveys, the total amount is $3,022 29
And tor the remainder on constructions, 5,937 00
Ihe amount of expenses contingeur to constructions only, is 285 40*
ti i<r 10 s, } rve - vs so nearly concluded, the amount of expenses con-"
tinffcnt thereto, is withheld until their completion.
US t '* e . to j a *!’ ol,, H of liabilities for constructions, engineering, and
•.ontiiigeneies, during the fourth quarter of 1339, is sl32,lift) 13.
viz*- 10 °
D. K. Div. 2 See Edds&Thomas, contr’r,. Ain’t of reserv. $4,551 52;
4 J. A. Heard & Co. “ 4 156 70
h, u St « 1* « s<|‘5 < |‘| 8 *T bo " na », ugents, “ 3J07 93'
if raidsec 1 homas, “ “ 3 435 gs,
‘‘‘co’id 14 18 “ Winn, Pojic Ac. Co. contractors, “ 4,986 22
third 17 ‘ Strong & Co. agents, “ 935 23
U U m 2 S tr ", n K & c< >- “ “ 643 00
•• 20 Cochran & Co. contractors, “ 1,069 32
“ “ 21 “J. Donaldson & Co. '• “ 740 19
“ 22 “ J. Donaldson & Co. “ “ 1,320 75
“ “ 27 “ Glonn, Anderson & Co. contr. “ 488 51
ronrth“ I “ Glenn, Anderson & Co. “ “ 571 7'J
“ 4 “ J. Dawson"&. Co. “ “ 615 24
“ “ 2 “ J. Maguire, agent, “ 390 87
“ “ 10 “ W. Withrow, “ « 667 09
“ “ 11 “ J. Goodman, contractor, “ 1,786 04
“ 19 “ Caldwell, Ril ley & Co. contr’rs. “ 1,044 12
“ “ 21 “ John Kinkead &. Co. “ “ 986 12
“ “ 22 “ Bryan, Divers & Co. “ “ 1,122 57
“ “ 24 “ O’Brien & Co. - “ 576 49
“ “ 26 “ Robert Coleman & Co. “ “ 628 28
first “ 1 “ Jas. 8. Wilson & Co.
niasonrv Chattahoocbic Bridge, “ 4,056 71
“ 18 “ J. G. Holland,
masonry Noondnv “ “ 291 7 G
Second “ 5 “ Howard & Cv>. -
masonry Proctor “ “ 1,574 83
“ “ 12 ** Cawser Je Sator,
masonry Alatoona, " “ 1,326 14
Fourth" 18 “ Tracey & Dolen,
masonry Swamp Greek, “ “ 458 11
Amounting to . $41,893 93
Number of sections acce] ted during 4t!i quarter of 1339, 21
“ “ heretofore accepted, 49
Total number of sections now completed mid accepted, 70
TRANSFERS DURING THE QUARTER.
With the consent of the Engineer Department the followin'transfers
h ive been made:
3d Div. 19th section from J. & J. Wilson, contractors, to C. Strong &
Co agents.
4th “ 13ih “ from T. W. O’Neal vk Co. contractors, to Buster
A. Lamar, agents.
CONTRACTS MADE DURING THE QUARTER.
Proctor’s Creek mid Noonday Viaducts contracted for bv A. & E.'
Donna rd, Oct. 15, 1839. J
Swamp Creek contracted for by Hitchcock &. Co. Oct. 15, 1839.
And on the new Lettings, the following contracts have been conclud-'
ed, viz:
il W' ■|o’< se o" ? &. Co grading and culvert, 13th Jan. 1840.
12& 13 Lloyd A Collins, grading, culverts and bridge niasonrv.
10th Jan uitrv, 1840.
'• “ 14 sec. Lloyd A. Collins, bridge niasonrv, 10th January, 1840.
■i’i' ‘ l ' c ® ac- Holland & Co.bridge masonry, 14th January, 1840.
1 he general condition ofthe line is fully as forward its might be anti
cipatedfrom tiie lack of encouragement offered to its vigorous prosecu
tion. During the last three months twenty one sections have been
brought to a completion, without the advance of a single dollar from the
State. So much perseverance, under discouraging circumstances, in
dicates a good faith on the side of one of the contracting parties, which
seems to merit at the hands ofthe othera punctual and full requital.
The average total force engaged on the line during the quarter is 467
men, and Is3lmrses.
Respectfully submitted,
[Signed] JAMES F. COOPER, Asst. Sup’t.
D.
ENGINEER'S OFFICE, W. & A. R. R. ?
Marietta, Jan. 11, 1840. £
To Colonel S. 11. Long, Chief Engineer :
•"iG —I'ho following report of the operations of the con
structive department of the first and second residencies of tlid
W. & A, Rail Road, during tho fourth quarter of the past
year, is respectfully
At the time when the third quarterly report was made, a
large portion of the grading and masonry on tho above resi
liencies was in an unfinished state; and other causes contri
buting, rendered it impracticable to enter as fully into a tie
tail of the progressof this department ofthe work as was de-i
siruble, and only so much of the operations were embraced
in the report, as was necessary to exhibit the general pro
gress of tho grading up to the Ist of October. Since then,’
although lhe work has not advanced as rapidly as could have
been desired, and notwithstanding the inclemency of the
season, the grading has progressed steadily onward, and four
sections have been completed and received.
The grading and masonry of the DeKalb Division lias
been, finished, embracing a distance of seven miles, ami is
now in readiness for tho reception of the superstructure. The'
superstructure of the Whetstone Viaduct, ou this Division,’
has been completed with the exception ofthe facia, aud a few
additional treenails in lhe lateral braces and such parts, the
flooring excepted, as are required to be protected from the
weather, have been well coated with whitewash.
The masonry of the Chattahoochee Viaduct has been’
completed in a neat and substantial manner, amt the whole
pointed with mortar. A final estimate for which together'
w ith the masonry of the abutments and piers of tho Proctor,-
and tho piers of the Noonday Viaducts, are herewith sub
mitted.
The superstructure of the Chat. Vinduct is well advanced 7
the raising of the river spans his been completed, and the
flooring laid down for about 1200 feet. A largo force is
now at work, on this bridge and 1 anticipate its completion’
early iu March.
'1 he grading of the First Division, extending from the
Chattahoochee river to a point about five miles east of Ma-’
riutta, comprising a distance of 10 miles, is completed, with
the exception of portionsofa few sections, not exceeding its
all, one third of a mile in extent; and this small extent
w ould have been materially diminished, had not the weather,
for the past six weeks, been so unfavorable as to render
field operations almost impracticable.
The heavy pecuniary embarrassments to which the con
tractors have been subjected for several mouths past, may
also bo cited as among the principal causes which have im
peded the progress ofthe work, and which, if not shortly re
moved, must be attended with consequences the most disas
trous to several of our best contractors.
In one instance, one of the contractors on this part of tho
road was compelled 10 discharge bis whole force, he receiv
ing neither money or scrip for his work, his credit became’
impaired, and an immediate cessation of operations was the
only alternative by wliich he could save himself from bank
-1 ruptcy, aud his family from want.
The masonry ou the above Division has also boon finish
-1 cd, cxeept the parapet walls of tho Arms aud Noonday, and
I the abutments aud piers of the Vining Viaducts, a large force
of masons and laborers arc now actively engaged in cotn
' pletiog the above masonry, and every exertion is being made
■ to ensure a spectly ami faithful completion of the same. With
; favorable weather for field operations, the above masonry
; may readily he finished by the Ist of April next, when tho
' ro id bed of ilin portion of the work, will bo prepared for tbo
i railing.
The superstructure of the Anns and Vising Viaducts has
i been prepared, ami a portion of the same for tho former, de
; liven d at the rile of the bridge.
in the accompanying quarterly abstract, there are certain
items under tho head of ” Masonry and other extras.” which
I are of a contingent nature, and which could not have been
, anticipnletl. and aro as follows:
For opening a common road crossing on the 4th section
of the DeKalb Division, am! for the construction of centre
and traverse drains and the renewal of tho berms, together
! with the removal of about 51)cubic yardsof earth, which had
been w ashed down into the deep cut on tho 2d section.
For allowance for coffer dam in Chattahoochee river, as
1 exhibited in official statement of January 1, 1840. Ju cx
: planation of ibis item of expenditure, 1 would remark that
the contractors. Messrs. Wilson & Co., were informed that
crib work was to be introduced for the Cinndalton of the ri
ver piers, w here lhe depth of w ater would otherwise prevent
the constrio’iiim of stenc foundations, and that the same al
lowance would be made them as had been made for similar
work at other points of the line. This amount was ascer
tained to be S7OO, which is believed to ha amply sufficient to
cover every expense in the construction of such ctib work as
was designed, hut which falls considerably short of the ex
pense actually incurred by the above contiactors in the exe
cution of their experimental coffer dam.
For hauling liino from the Etowah kilns. In this item,
allowance is niado for the time occupied by two four horse
teams m travelling from the Chattahoochee Viaduct to tho