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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