The following standing committees were appointed by the speaker.

Petition pre

ferred to committee of ways and means. sented for a state road from Connelsville, to the RobbsCommittee of Ways and Means-Messrs. Mallery, town and Mount Pleasant turnpike road. Petition for a Leaming, Craft, Fuller, Laporte, Wagener and Patter-rail road from Phillipsburg, by Emigli's gap, through son, of Washington.

Judiciary System-Messrs. Banks, Ellis, Moore, (Beaver.) Parke, M'Sherry, Workman and Evans, (Mont.) Claims-Messrs. Middleswarth, Slemmer, Robinson, Ramsey, Carter, Myers and Buttz.

Agriculture-Messrs. Fuller, Lobach, Cummin, Landis, Hoffman, Cox and Knepley.

Education-Messrs. Parkhurst, Petriken, Thomas, Barlow, Morris, Anderson and Reed.

Domestic Manufactures-Messrs. Patterson, (Wash.) Geiger, Wagener, Griffith, Hamaker, Warner and

M'Minn.

the valley of the Little Bald Eagle and Little Juniata, to Alexandria, in Huntingdon county. Petition praying for compensation for lands in Luzerne county, certified to Connecticut claimants. Petition for aid to improve the navigation of the Monon. ahela river. Resolution adopted, requesting the Governor to ascertain from the monied institutions that have taken the temporary loan, and ascertain whether they will consent to continue the said temporary loans, upon the same terms they were originally made, for a further period of time, and to be paid out of any permanent loan hereafter to be made," Resolution laid on the table. Judiciary com

Accounts-Messrs. Alexander, Rahn, Byerly, Haw-mittee to inquire into the expediency of so altering the thorn, James, Kelchner and Newhard.

Militia System-Messrs. Frick, Doudel, Power, Matheys, Eneix, Stanley and Pettigrew.

ell.

Election Districts--Messrs. Matthews, (Cam.) Stouffer, Long, Black, (Greene,) Pugh, Linville and MitchBanks-Messrs. Martin, Tomlinson, M’Quaide, Evans, (Philad.) Black, (Perry,) Fisher and Middlekauf.

Estates and Escheates-Messrs. Waugh, (Wash.) Long, Heston, D. K. Miller, Miller, (Philad.) Rutherford and M'Conkey.

Bridges and State and Turnpike Roads-Messrs. Fetterman, Rehrer, Statler, Workman, Beaver, Doudel and Lobach.

Corporations-Messrs. Wilkins, Hassinger, Smick, Barndollar, Ferguson and Ritter.

Inland Navigation and Internal Improvement-Messrs. Morgan, Dennison, Middleswarth, Power, Overfield, Moore, (Erie,) Bastress, Patterson, (Alle.) Blair, Galbraith, Sloan, Waugh (Mercer,) and Taylor.

orphan's court laws, as to exonerate the executor or administrator of deceased persons, after a final settlement of accounts. Leave obtained to bring in a bill to regulate the general elections-special committee appointed. Items of unfinished business referred, viz: relative to an academy in Le Raysville; to making a turnpike from Blair's gap, through Sinking Valley, Birmingham, &c. to Bellefonte; relative to declaring East Sandy Creek a public highway. Message referred to different com. mittees. Committee appointed to try the contested election of John Cummin.

Monday, Nov. 9.-Petitions presented, viz-From inhabitants of Washington Co. praying that the fee bill of 1814 may be re-enacted, so far as relates to the justices of the peace and constables in that county-of Alex'r Wright, praying that certain monies paid by him into the state treasury for lands covered by warrants of the population committee, be refunded-a committee appointed to bring in a bill, relative to the duties of supervisors of public highways in Centre, Venango and Northumberland Co.'s. Items of unfinished business refer1ed, viz. relative to hawkers and pedlars-to making a turnpike from Shippensville to M'Caslin's ferry-to-deVice and Immorality-Messrs. Ramsey, Sellers, Bush-claring part of the E. branch of Oil creek a public highfield, Ruhle, Pugh, Moore, (Erie,) and Evans, (Mont.) To Compare Bills-Messrs. Byerly, Rehrer and Pur

Local Appropriations-Messrs. Petriken, Evans, (Philad.) Parkhurst, Middlekauf, Statler, Emlen and

Parke.

viance.

Library-Messrs. Ellis, Emlen and Anderson. FRANCIS R. SHUNK was elected Clerk, Welsh and Miller printers of the English journals, and Jacob Baab of the German, and Cryder & Co. of the bills, on third ballot. JAMES SMITH, Sergeant at arms, THOMAS WALLACE, Door-keeper.

Friday, Nov. 6.- A petition from Fayette county, to open a state road from the Kiskeminetas salt works to the Virginia state line presented.

Certain contractors on the Pennsylvania Canal petition for Legislative aid. Petition for opening a state road from Connelsville, in Fayette county, to a given point. Inhabitants of Washington county pray for aid to improve the navigation of Monongahela river. Inhabitants of Washington and Fayette counties, pray for incorporation of a company to erect a bridge over the Monongahela, at Brownsville. Committee on judiciary, to inquire into the expediency of amending the laws, relative to holding circuit courts, so as to effect a speedy decision of causes removed thereto. Also to inquire into the expediency of altering the laws regulating elections, so that naturalized citizens may be enabled to prove their right to vote in a more convenient manner than producing their certificate of naturalization. On motion of Mr. Ritter, the committee on education to inquire into the expediency of adopting a general system of education. Reference, relative to the erection of a bridge over the Loyalhanna river. Bill reported dividing Pittsburg into four wards. Bill reported for relief of certain volunteer militia. Memorial from Mifflin county, contesting the election of John Cummin.

Saturday, Nov. 7.-Message from the Governor, with communications from board of Canal Commissioners, re

way-to erecting part of Mifflin co. into a new county to be called Juniata--to erecting a bridge over the Yonghagany at Robbstown-to authorizing David Noble, &c. to construct a canal or railway from the head waters of Wallenpaupeck to the Delaware Water Gap -to incorporating the Tionesta Manufacturing Co.The following bills were reported, viz. authorizing a state road from Connelsville to intersect the Mt. Pleasant and Robbstown turnpike—authorizing a temporary loan for continuing the Pennsylvania canal and rail road, which was made the order of the day for Tuesday--establishing an academy at Raysville-declaring E. Sandy cr. a public highway. The resolution relative to altering the Orphans' Court Laws adopted. Committee of the whole sat and made progress on the bill for dividing Pittsburg into 4 districts.

HARRISBURG, Saturday, Nov. 7.
The Governor sent the following message to the two
houses:
To the Senate and House of Representatives of the
Commonwealth of Pennsylvania.

Gentlemen--I have the honor of transmitting you a copy of certain resolutions adopted by the board of canal commissioners, together with a condensed statement of the reports of the acting canal commissioners and superintendents respecting the amount due on their respective lines as also the probable estimates of the amount wanted to meet the demands on said lines to the 2d day of January next.

J. ANDREW SHULZE.

Harrisburg. Nov. 7th, 1829.

1829.]

PITTSBURG, &c.

316

this board, on or before the 25th of the present month, len, and Craft, has about 5,500 spindles in operation, the amount then due on their respective lines and an es- with the necessary preparations-spins 7,000 lbs. yarn timate of the additional amount that will probably be per week, and weaves 3,600 yards superior muslin. wanted to meet the demands on said lines to the 2d-day | Attached to the factory, is a machine shop, where all of January next. kinds of cotton machinery are built to order. .One bundred and seventy hands are employed.

Resolved, That the president of the board be requested to communicate to the Governor as soon after the 25th inst. as practicable a condensed statement of the reports of the acting canal commissioners and superintendents made in conformity with the above resolution. Extract from the Journul.

Wilkesbarre, Nov. 2, 1829. Delaware Division. Amount due 15th Oct. 1829 Probable amount which will be wanted from this date up to the 2d Jan. next Eastern Division. Amount due 23d Oct. Probable amount up to 2d Jan. next,

$91,669 23

The Franklin Cotton Factory, owned by Asa Waters, has about 1,000 spindles in operation spins about 1,400 pounds of yarn weekly: Cotton and Woollen machinery are also made to order at this factory. In this establishment the power, is given by a steam engine, built by Mr. Stackhouse, about nineteen years ago, and runs as well now as it did the day it was first started. Forty hands are employed.

Waters' Shovel Factory manufactures 60 or 70 dozen shovels and spades weekly. Attached to this factory is a very extensive smith shop, where all kinds of smith work are done. Forty hands are employed.

Juniata Iron Works, owned by Peter Shoenberger & Sons, works up weekly about fifty tons of pigs and blooms, and employs seventy-five hands.

Juniata Nail Factory, owned by Shoenberger & Packard, manufactures about 30,000 pounds of nails weekly, and employs fifty-five hands.

Broadmeadow & Co's. Steel and File Factory, manufactures English blister steel, common American steel,

110,000 00--201,669 23 and superior files.

26,666 00

M'Clurg & Co's. Foundry employs twenty-five hands.
Cuthbert & Co's. Foundry employs twenty hands.
H. Brunot's White Lead Factory, manufactures week-
90,000 00-116,666 00 ly 600 lbs. of white lead, and employs ten hands.

Susquehanna & W. Branch Div. Amount due 21st Oct.

Retained percentage due in

75,499 00

November and December, 15,286 00

B. M'Lennan & Co's. White Lead Factory makes weekly 600 lbs of white lead, and employs ten hands M'Kee, Clark & Co's. Flaxseed Oil Factory, consumes annually 9,000 bushels best flaxseed, makes for

Probable am't up to 2dJan.next 77,000 00—167,785 00 ty-five gallons of oil every twelve hours, and employs North Branch Division.

Amount due 20th October, 107,754 66

three hands.

John Gibbs' Chemical, Soap and Candle Factory, em

Prob. am't up to 2d Jan. next, 91,570 00-199,324 66 ploys eight hands.
Juniata Division.

Amount due 22d October, 112,000 00
Retained percentage on old line,45, 00 00
Final estimate on do.

15,000 00

Besides these, there are two Boring Mills, Rope Walk, Tan Yards, and sundry Mechanical branches.

Beyond the limits of the Borough is Hurst and Brown's valuable Paper Mill, Messrs. Tilford's Domes tic Plaid Factory, and Scholfield's Diaper and Coverlet Factory.

The Borough of the Pittsburg Northern Liberties has increased very rapidly these last two years. There is not less than 1,200 working hands in it at this time.

5

In addition to the metal and blooms above mention- premium of five dollars and the one thousandth part of ed, a large quantity of bar iron is brought to Pittsburg a dollar on the 100 dollars.- Inquirer. from Juniata.

[Pitts. Gaz.

Mr. Philip Stimmel, at the first tollgate below Har. MISCELLANEOUS.

risburg, Pa. on the Middletown road, has raised a Approach of Winter:-On Wednesday night, the 11th pumpkin this season tbat weighs 170 pounds. inst. considerable ice was made in the gutters, &c. and

The bridge across the Susquehanna at Duncan's on Thursday evening there was a fall of snow sufficient Island is so far finished that foot passengers cross upto whiten the roofs and pavements. This is the first on it. snow this season. It appears by the papers that there

The Canal - The business on the Canal is fast in. was a similar fall of snow at New York on the 11th.

creasing: The packet boats are crowded with passen

gers, and the freight boats now arrive and depart heavi. DIVIDENDS.

ly freighted. The Gen. Merehand departed for Pitts. Commercial Bank,

3
per cent.

burg yesterday laden with merchandize from PhiladelSouthwark Bank,

do.

phia. This is the first merchandize transported west, Schuylkill Bank,

3: do.

on this section of the Pennsylvania canal. The difPhiladelphia Bank,

23 do.

ference between carriage by wagons and boats per ton, Penn Township Bank,

4 do.

from this place to Pittsburg, is a saving of about six dolGermantown Bank,

3 do.

lars in favor of boats. — Harrisburg Chronicle. Mechanics' Bank,

41 do. Frankfort and Bristol Turnpike, $1 per share.

Custom House, Phil. 10th Nov. 1829. The follow

ing abstract of a recent decision of the Comptroller of Lehigh Canal. -We have daily accounts of new mar. the Treasury, on a case involving the question of the kets for Coal, and commerce of various kinds, resulting right to drawback on merchandise, transported from from the opening of this navigation. We understand Philadelphia to Baltimore, and vice versa, by the Chesthat recently a quantity of Coal was sold at Easton to a apeake and Delaware Canal, is published for the informgentleman for his own use at the Wind Gap of the Blue ation of those concerned: but it may be necessary to Mountain, where, but a year ago, a man would have add, that merchandise brought to this district from anothbeen considered a fit candidate for a lunatic asylum to

or district, partly by land and partly by water, cannot be have predicted that Coal would ever have usurped the sent to a third district for the purpose of being exported place of wood, in that wooden district of country: We for the benefit of drawback. also learn that the abundance of coal now lying at “The sense in which the term transported coastwise Easton, and the reasonable prices there sold for, has is to be considered, under the existing laws, is a transbrought persons there to lay in supplies for the district portation by navigable rivers as well as along the sea along the Delaware: also, for forty miles in the interior coast. of New Jersey.

Mauch Chunk Courier. ''When goods are taken by steam boats from and to

the cities of Philadelphia and Baltimore, to the mouth of Canal Navigation in Pennsylvania.

the Chesapeake and Delaware Canal, and there taken It appears, by a letier in our paper to day, that the out and put on board canal boats, the change is not conCanal is now ready for navigation from Lewistown to sidered admissible in transportations for benefit of drawthe mouth of the Juniata. We may therefore expect back, except in cases of distress." that the navigation will be open next spring from Pitts.

“But where the voyage has the same points of deparburg to Philadelphia, except about 100 miles from ture and destination; and the goods are conveyed from Blairsville to Lewistown. What effect will this pro- and to the cities mentioned, without transfer from one duce upon the price of transportation from Philadelphia vessel to another in the course of such transportation by to Pittsburg?

the said Canal-such transportation by the said Canal From Pittsburg to Blairsville, by land, is forty-three will be considered as not having lost the right of drawmiles, and carriage is eight dollars per ton.—By the back, provided all the other regulations prescribed by Carlal, the distance between the same places is seventy- law shall be complied with.” three miles, and freight is two dollars and forty cents per ton. So that transportation by land costs at the

Large Radish.-On Wednesday last, a radish, measrate of eighteen and three-fourth cents per ton per mile, uring R32 inches in circumference, and 14 inches in while on the Canal it only costs three and one-third length, was dug up in the Poor House guden, near cents per ton per mile.

this borough.-York Recorder. -1'he probability is, that the freight on the Canal will be considerably reduced, but supposing it to continue

Ever-bearing Strawberry. We were presented a few as at present, we may make the following calculations: --The Canal reduces the land transportation, two hun: days ago, by our friend Mr. Samuel iden, of Buckingdred miles, and in its place substitutes three bundred ham, with a plant of the Alpine Strawberry, on which miles of Canal Navigation --Then three hundred miles We understand from Mr. Iden, that he has a number of

were growing several ripe and unripe Strawberries.on the Canal, at three and one-third cents per ton per the plants growing in his garden, which bear fruit conmile, makes ten dollars per ton, and one hundred miles upon the turnpike, at eighteen and three-fourth cents stantly from the latter part of May until the frosts of au

tumn check their growth. The fruit is large and of a per ton per mile, makes eighteen dollars and seventyfive cents per ton. Total from Philadelphia, by the delightful flavor, and we have no hesitation in saying, if canal and turnpike, twenty-eight dollars and seventy- properly cultivated, would yield in as great abundance five cents per ton. Again, frum Philadelphia to Pitts- as our common kinds of garden Strawberry.

Bucks Co. Intelligencer. burg by land, three hundred miles, at eighteen and three-fourth cents per ton per mile, is fifty-six dollars and twenty-five cents. Difference in favor of Canal and Printed every SATURDAY MORNING by WILLIAM F.

GEDDES, No. 59 Locust Street, Philadelphia; where, and at Turnpike, twenty-seven dollars and fifty cents.

[Pittsburg Gaz.

the PUBLICATION OFFICE, IN FRANKLIN PLACE, second door back of the Post Office, (back room) subscriptions will be

thankfully received. Price FIVE DOLLARS pir annum, payable The City Loan of 33,500 dollars, at five per cent annually by subscribers residing in or near the city, or where per annum, was yesterday taken by one individual, at a

DEVOTED TO THE PRESERVATION OF EVERY KIND OF USEFUL INFORMATION RESPECTING THE STATE.

EDITED BY SAMUEL HAZARD.

VOL. IV.-NO. 21.

PHILADELPHIA, NOV. 14, 1829.

NO. 99.

BALTIMORE AND SUSQUEHANNA RAIL durability. The report of the Engineers will show in ROAD.

detail the comparative merits of the routes and the

grounds upon which the opinion of the board is sustain. Office of the Baltimore and Susquehanna

ed. It is not necessary to state in this report all the Rail Road Company, Och. 18, 1829.

facts which exist, in regard to the comparative advan.

tages of the lines indicated by the surveys. It is sufficient To the Stockholders of the Baltimore and Susquehan. to remark in regard to the first-of the Turnpike Road, na Rail Road Company.

thai in order to render it practicable for the uses of a GENTLEMEN:

Rail Road, it will be necessary to break up the present Since the last Annual Report of the Board, a general bed, for the purpose of cutting down the elevations and meeting of the Stockholders was called on the 25th day filling the hollows and grading them to such slopes us of May, to consider what steps were then necessary to could be profitably used on a rail road-these cuttings be adopted for the interest of the company. At that and embankments, from the natıne of the country over meeting the views of the board were submitted at large which the turnpike passes, would form a series of incli. to the consideration of the stockholders, who, after a ned planes, and would require at least forty stationary free consultation and interchange of opinion,

engines to overcome the same number of elevations Resolved, That it was expedient to proceed forth with between Baltimore and the Susquehanna river. The in the construction of the road as far as the division line cost of preparing the intermediate road between the between Maryland and Pennsylvania. For the informa- inclined planes, would have been enormously expen. tion of the Stockholders, a copy of its proceedings, sive, and when to all these difficulties, you add the cost together with the report of the board, is here with sub- of purchasing out the proprietors of the present turn. mitted, and a careful consideration of the facts and ar- pike route, there could be no hesitation in adopting guments upon which the resolution was founded to the opinion of Gen. Swift, in his report of 1828, “that proceed with the work, is respectfully requested from any idea of constructing a railway upon the turnpike, those who were absent upon that occasion—and oth- must be abandoned.” ers, who may now begin to feel an interest in the sub- The second line along the eastern side of the turn. ject.

pike road, in the direction of Jenkins' Run and the In pursuance of the resolution of the Stockholders, western brar.ches of the Herring Run, was found upon the board proceeded to a careful examination of the more close inspection to involve greater difficulties than various routes, which had been surveyed and reported had been anticipated. To enable the stockholders to to the company by Gen. Swift; and also directed a par: judge between the comparative merits of these routes, ticular survey to be made along the valley of Jones' it must be kept in mind that to attain the point of the Falls and Roland's Run to the head of the latter stream. first division of termination, it is necessary to pass the The surveys and plots being returned, the board were summit of Sater's Ridge, which is 478 feet above tide; placed in full possession of the whole subject, and with 10 accomplish this object by a direct line along the all the information necessary to a fair comparison of the turnpike has been shown to be impracticable, the next Farious courses which had been designated for the line effort was to effect the same end by following the val. of the road-these were,

leys of streams baving their source in that ridge; this it 1st. The Turnpike Road from Baltimore to York. was thought could be done by following the valley of

2d. From the first bridge on the York road, along Jenkins' Run to its head, thence to the first wesiern the valley of Jenkins' Run and Herring Run, to the branch of Herring Run to its head, thence to the second source of the latter in Sater's Ridge, and thence to a and third branches, whose valley reaches to the sum. point near the ten mile stone on the York Road, and mit of the ridge. But it was found, that after passing and where the sources of Roland's Run and Deye's Run Jenkins' Run, the branches of Herring Run, before. approach each other.

mentioned, rise from the slope of Sater's Ridge, and 3d. Along the valley of Jones' Falls to the mouth of pursue a southeasterly direct on until they unite in the Roland's Run, and thence along the margin of that main branch. The ridges of land between these branch. stream to the same point as the second route.

es were found to present a surface of very considerable It is to be observed, that all these routes of the first elevation, unbroken by any depression along which the division of the road from Baltimore, unite at the same road could have passed from one branch to another. place; which in any event must become the point of To pass these ridges, would have required a succession future extension of the road to the main Gunpowder, of deep cuttings exceeding seventy-five feet, or the use and thence to the Susquehanna river. It was therefore of stationary, engines of immense power to overcome only necessary at this time for the board to determine the various elevations. The whole distance by this route the actual route upon this first division, leaving the to the end of the first division, at the head of Roland's precise location of the road from that point for further Run and David's Run, would be fifteen miles and a and more minute examination and future decision. half.

A comparison of the three routes abovementioned, The third or last route adopted by the Board, comleft no hesitation upon the mind of the Directors, that mences at the city boundary, on the west side of Jones' the one along the margin of Jones' Falls and Roland's Falls, at an elevation of ninety feet above tide, thence Run was in every respect to be preferred over the along the western margin of that stream, to a point be. others, uniting in itself greater facility of construction tween Beatty's Powder Work and Pedee's Cotton Fac- abundance of stone and other materials-less expense tory, about seven miles from the city, where it crosscs in making it, and when finished, more permanency and Jones' Falls; thence along the eastern margin to Ra.

VOL. IV. 41

land's Run; thence up the valley or that stream to the head of Deye's Run. The whole distance is twelve miles, and the total elevation from the point of departure to be overcome, is two hundred and eighty-nine feet; and as Jones' Falls breaks through Sater's Ridge, this can be accomplished by a hill side excavation on the whole line upon a regular plane of twenty four feet to the mile, without any deep cutting whatever-and where it becomes necessary to blow off the projecting points of rocks, the demand for the stone in building culverts, reduces the expense to a level with common cutting. Upon these routes we encounter no extensive flats where heavy and expensive filling will be required, and the ravines which make into the Falls from the west, are short and precipitous, and consequently require but very narrow bridges or culverts to cross them.

The cost of the road on this line will be much diminished, from the circumstance of no distant removal of the earth being necessary; from the convenience and durability of the work when completed.

Having determined upon the route of the first division of the road, arrangements were immediately made for the commencement of the work, and the first stone was laid by the Grand Lodge of Masons in Maryland, with the usual ceremonies, on the 8th day of August last, it being the First Hundredth Anniversary of the City of Baltimore. Since that time the work has progressed steadily, and upon a system which experience shows, to be economical and judicious.

Mill, more than two-thirds of the work upon the first two miles and a half has been completed, at a cost which will justify us in placing the average cost of preparing the whole of the first division of twelve miles, including bridges, culverts, and all other structures, (except the viaduct at the large stone quarry, and the bridge across Jones' Falls) to receive the rails, at a sum not exceeding $4500 per mile. Indeed, after passing the first three miles, the facility of the work is so great, and the difficulties to be encountered comparatively so few, that the road will reach the lime stone region at an expense and within a period of time which will surprise all who feel an interest in its success. The whole line of country presents a hill side, broken only by a few projections and indentations, and rising gradually to its summit at an elevation which to the eye, and even to the instrument, is little more than a level—it may indeed be said that in the practical operations of the road, the gentle inclination of it in the direction to tide wa ter, (whence the heavy burdens will be transported,) affords an important advantage over a dead level.

These general observations will enable the Stockholders to understand the views of the board in the selection of the route for the road, the manner of its construction, and the general features of the country over which it is to pass.

The report of the engineer which is herewith returned, estimates the probable cost of making the road complete, for the first 12 miles, at one hundred and ten thousand dollars; the estimates are founded upon a careful examination of the work itself, and a comparison with the estimates and calculations of experienced engineers in other similar undertakings, and the experience which has been derived from the actual progress of those works.

We refer the stockholders to the reports and estimates heretofore made, of the probable income to be derived from the trade of the road, when completed as far as the

The plan which has been heretofore adopted in all public works of a similar kind, of letting it out by sections to contractors, was believed to be liable to many and serious objections. The intrinsic difficulty of being able to ascertain with any certainty or even an approx:mation to it, the price at which the sections ought to be let out to contractors, caused them in a great majority of cases to be let out at a price either above or below the actual cost at which the work could be done-limestone regions. in most instances where the contracts were completed, it afforded large profits to the contractor, and where they were taken at a price below the value of the work, the contract was given up or thrown back upon the company, in either case the company must be the loser, and in no event could it be a gainer-for these and other reasons which will suggest themselves to the stockholders, the Board determined to prosecute the work by means of superintendents under the immediate direction of the Company and its Engineers. By this means a uniformity in the construction, and discipline and order amongst the hands can be preserved. The certainty of punctual payment to the labourers at the end of the week, gives us a choice of the best and steadiest hands, who work cheerfully and constantly-and the result of the experiment upon the whole has fully justified the propriety of its adoption. So far as we have the means of judging by comparison, and the limited operations on our own road, there will be a saving of not less than twenty per cent. in this mode of doing the work, over the old mode of doing it by contrac

tors.

In regard to the extent of our actual operations, we have to state that from the first stone it has extended to a distance of about three miles, and over a portion of the line which presents greater difficulties than are to be found on the first division, or perhaps on any part, of the road between Baltimore and the Susquehanna River; the stone quarries immediately beyond Stricker's Mill, and those opposite White's Mill, with some intermediate points of projecting rocks, presented obstacles exceedingly formidable in appearance, but in a very short time they have been nearly reduced to the level of the road, and a large portion of the stone consumed in the erection of piers for bridges, culverts, and parallel walls, to sustain the earth thrown from the hill s des-with the exception of a viaduct or bridge-way in front of the exhausted stone quarry above Stricker's

A more detailed estimate has since been made, which shows with as much certainty as can be given to any calculation, that the revenue upon this first division of the road would exceed $25,000 per annum. This conclusion is drawn from the present state and condition of the trade, and upon the quantity of transportation now brought from that region of country to the city. The increase of this trade will probably be trebled in a few years by the facility of communication afforded by the Rail Road, particularly in the heavy articles of lime and marble, the cost of transporting which would not exceed one-sixth of the present charge. The Quincy Rail Road of nearly equal extent with the first division of the Susquehanna road, was made for the sole purpose of reaching the granite quarries, and has been found to afford a large profit upon the capital laid out in its construction; in addition to the superior value of our marble quarries, we should embrace the whole trade of the factories on Jones' Falls-the whole of the lime trade, and the produce of an extensive and highly cultivated country, beside a large number of passengers.

The resolution of the Stockholders at the general meeting in May last, contemplated the immediate completion of the road to the Maryland line, under the full conviction that before it should reach that point, the Legislature of Pennsylvania would have passed the charter, or a similar work would be undertaken by a company in Pennsylvania, and thus the original object of forming a communication with the Susquehanna would be effected. Nothing has occurred to impeach the correctness of this opinion on the contrary, since the last session of the Legislature of that State, the citizens of York county have subscribed the capital of a Company to improve the navigation of the Codorus from York town to the river, which when completed, will leave a space of only eighteen miles between Baltimore and the Susquehanna to form a complete and perfect communication between the two points. Can any one