TO THE PROPRIETORS OF LANDS, AT VAN BUREN HARBOR, ON LAKE ERIE, IN THE COUNTY OF CHAUTAUQUE, NEW-YORK. GENTLEMEN: The survey of Van Buren harbor, upon which I have been engaged during the last month, being completed, I have the honor to present you with a chart, showing the results of the survey, together with the following report. com As early as the season would admit, the survey was menced, and though much unpleasant weather occurred, it was continued with few interruptions till finished. On arriving at Van Buren, I was agreeably disappointed in the appearance of the place, having, from want of correct information relative to it, greatly underrated its capabilities. Instead of being low and swampy, as I had expected, the country bordering the Lake is dry and elevated, possessing generally an aluminous soil, with a firm and even surface. At the distance of from three to eight miles from the Lake shore, a ridge of hills rises from a belt of alluvial country, whose gentle slopes occupied by productive farms, present a pleasing picture of agricultural prosperity. Between the ridge of hills and the shore the country is slightly undulating, intersected by the courses of rivulets which issue from the hills and discharge themselves into the Lake. Several of these streams are of sufficient importance to furnish valuable mill sites, and they are already occupied for such purposes to a considerable extent. Stone of good quality and easi ly accessible is procured from the hills, and is much used in the vicinity for building bridges, and other works requiring durabi lity. The country abounds with timber of various kinds adapted to building purposes; white wood, many specimens of which are of gigantic dimensions, hemlock, maple and sycamore are abundant and rendered valuable by the vicinity of saw mills. Brick of good quality can be made in any quantity in this neighborhood, the soil near the Lake being well adapted to its manufacture, and fuel for kilns being cheap and abundant. The lime used at Van Buren is burnt on the spot, from stone brought from the opposite shore of the Lake. By examining the chart herewith presented, it will be seen that Van Buren Harbor, is formed by an indentation in the shore of Lake Erie; having on the northeast a sunken reef of rocks extending in a northwest direction, about half a mile into the Lake, and on the west and northwest a point of land, with shoal water beyond it for a distance of seventy-five rods. The harbor is bordered around its greatest portion by a sloping beach of sand and gravel about fifty feet wide, the upper side of which merges in the clay formation common to the country, and is closely invested with luxuriant vegetation. The point on the western side of the harbor, presents towards the Lake a perpendicular wall of rock about twenty feet in height whose upper surface being covered with a sufficient depth of soil, supports a heavy growth of timber, which from the shelter it affords, adds materially to the safety and convenience of the harbor. In the vicinity of Sturgeon Point, the rock again appears on the shore though not in the perpendicular bluffs which it exhibits at Van Buren Point; but in lower ledges, with usually a beach of sand and shingle between them and the water. The rock, a species of slate, is found in horizontal layers, of various thickness, intersected by perpendicular seams; it is unfortunately unfit for building purposes, in general, though it answers well for filling the interior of the timber frame work of wharves and breakwaters. To the action of water upon particular portions of this rock, are perhaps to be attributed those singular natural fountains of carburetted hydrogen gas, which are often seen in its vicinity, and which are frequently of suffi cient magnitude to afford an economical means of procuring artificial light. In the village of Fredonia about four miles from Van Buren, this gas is extensively used for the purpose of lighting shops and dwellings, and though from the predominance of hydrogen in its composition, it burns with a paler flame than the manufactured gas, it is nevertheless highly approved of by those who use it. At several points in and near Van Buren, gas is seen rising in bubbles through the water. the The greatest quantity is found in the creek, the position of which is shown on the map, another locality is in the Lake close to the shore, a few rods east of the wharf. It is doubtful, however, whether these fountains afford gas in sufficient quantities to be available for useful purposes. The natural capabilities of the harbor, in a commercial point of view, will be perceived, by an examination of the map, to be of considerable importance. It will not, it is true, bear comparison with Atlantic harbors, either for capacity cr safety, but it will lose nothing by comparison with those of Lake Erie, within the limits of the State of New York. In deciding upon the merits of this harbor, it must be judged therefore, not by comparing it with those on the seaboard, but with its own immediate neighbors. It will be borne in mind, that a perfect harbor must possess most, if not all the following qualities, to wit: Protection from the winds and waves; anchorage ground of sufficient extent to accommodate safely a large number of vessels; sufficient depth of water to admit the largest vessels that may be expected to enter, and one or more points of entrance so situated that ships may enter or leave the harbor in all winds. For the purposes of shelter from storms these requisites are perhaps sufficient, but when the harbor is designed to become a place of resort for vessels where they may not only lie at anchor in security, but may also conveniently load and discharge cargoes, other circumstances must be taken into view. The formation of the adjacent country with regard to its suitability for the site of a commercial city; the facilities for building wharves and warehouses; the health of the climate, and the quality of the water to be used by the inhabitants, and other circumstances of less importance, must be attended to. It seldom happens that all these circumstances are united in perfection at any one place, on the contrary, it is usually found that in any two harbors, one will excell the other in one or more of them, while in other respects it may be inferior. The harbor of Van Buren possesses naturally many of the requisites above enumerated. Its entrance being spacious and conveniently situated with regard to the anchorage ground, it is accessible in all winds by sail vessels as well as by steamboats; a ship even with the wind directly ahead, having plenty of room to beat into, or out of, the harbour. The natural protection of the harbor is good against all winds except those from the north and north west, and these quarters it is proposed to defend by a breakwater, similar to those erected at other harbors on the lake. It is probably known to you, that most of the harbors on the south shore of Lake Erie require this artifical protection, before they can be considered safe in the severe gales which sometimes occur from the northwest. Buffalo harbor was furnished by government with a breakwater for this purpose, at a cost of more than $200,000. The expense of the breakwater proposed for Van Buren harbor, would not exceed $50,000, while it would protect twenty acres of good anchorage from the force of the northwest gales. This breakwater would be constructed on a less expensive plan than that at Buffalo, which consists of heavy stone, so laid as to be permanent without the aid of timber. The proposed work would be similar to those erected at Dunkirk, and would be formed during the winter of stone and timber united. A crib or framework of timber of the width of the intended breakwater, and of a convenient length, would be made upon the ice immediately over the site of the proposed work; the corners of the frame being securely fastened together, and the whole strengthened by a sufficient number of cross ties. The framework would then be filled with stone procured from the shore of the lake; during which operation it would gradually sink until it rested safely on the bottom, after which other sections would be added in the same manner till the required length was attained. Seventy-five rods of the proposed breakwater will be founded in less than eight feet depth of water, and the remainder will be between that depth and a depth of eighteen feet. The top of the work should be at least ten feet above the surface of the water, for though some that have heretofore been built are much lower, it is now ascertained from experience, that perfect security cannot be attained with a less height. Provided with such a breakwater located in a proper position, Van Buren harbor would be well protected from the northwest storms, while it would still preserve an entrance way sufficiently wide to allow vessels to enter or leave it in any wind. With regard to protection from the northeast, it will be remarked, that the reef from Sturgeon Point extends more than half a mile into the lake, with from three to six feet water on it in ordinary times; and the effect of a northeast wind being to depress the surface of the water in this part of the lake, the depth on the reef is lessened at such times, and its effect in breaking the swells, is in consequence proportionally increased. The same cause therefore, which renders protection necessary in this quarter is instrumental in producing it at the very time when it is needed. Further protection than is afforded by the reef would doubtless be desirable, from the greater comfort that would thence ensue to vessels lying at the wharves during a northeast storm; but as a means of afloiding additional security, it would scarcely be of sufficient importance to warrant much expenditure. The heaviest waves produced by a northeaster are now checked and broken into foam by the rocks of the reef, to the leeward of which the surface is comparatively calm, and free from those dangerous white-crested seas, whose effects are most to be dreaded. From the opportunities 1 have had of seeing the harbor under the influence of a strong northeast wind, I do not doubt that a vessel might lie there securely at anchor in any gale likely to occur from that quarter The depth of water in the harbor, as will be obvious from an inspection of the chart, is amply sufficient for any vessels navigating Lake Erie, none of which, I am informed, draw more than nine feet when loaded, and a large proportion of them not more than eight. At the head of the present wharf at Van Buren, there is eleven feet of water; and at no place between this and the entrance of the harbor is there less than ten and a half feet. Having thus shown the importance of Van Buren harbor, by describing its capabilities without reference to those of other harbors, I shall, for the purpose of showing its advantages in a stronger light, compare them with those of some other places that I have examined. One of these is Portland harbor, situated about fourteen miles southwest of Van Buren, and having a breakwater and lighthouse. The position of this harbor is such that it can scarcely be made secure without great expense, being entirely open to all winds except those from the south and west. The breakwater extending from the shore, in a northerly direction, about six hundred feet into the lake, is consequently serviceable only in winds from the west, and the facilities for further protection are quite limited. The place, in short, is deficient both in capacity and security. It will doubtless be a convenient place in good weather for steamboats to touch at, in their progress up and down the Lake, for the purpose of landing freight and passengers; but for a port where vessels are to lie in all weathers, its capabilities are quite too limited. The bold and rocky character of the shores to the eastward of the breakwater forbid the idea of occupying them for wharves and warehouses, even if This harthey could be protected from the force of the waves. bor, if such it may be called, is in all respects greatly inferior to Van Buren. The place to which your attention will now be directed, is Dunkirk harbor, situated about five miles northeast of Van Buren. The chart of this harbor, herewith presented, was taken from a survey made last autumn, by T. S. Brown, of the U. S. Engineers, whose reputation is a sufficient guarantee for its accura cy. Being drafted on the same scale as the map of Van Buren harbor a comparison of the two may be easily made, and the wide difference between them will be obvious at a glance. The bottom of the harbor is a basin principally of smooth rock, having in its deepest part a bed of clay, which has probably been washed from the adjacent shores during the storms, and deposited in this place. At the northwest extremity of the harbor is the main channel, or entrance, being two hundred and sixty feet wide, and eleven bundred and fifty feet long, running in a direction nearly east south east. This position of the entrance is decidedly a bad one, and taken in connexion with the length and contracted width of the chan nel, constitutes a very unfavorable feature; for in consequence of its position on the northwest side of the harbor, there must always remain in this most exposed situation, a space open to the Lake, as it cannot be here fortified without entirely closing the entrance, or otherwise making it highly inconvenient and dangerous. It will hence ensue that a vessel lying at the wharves or at anchor in front of them will have nothing interposed between her and the northwest gale, which, coming through the opening, will sweep the harbor with a fury scarcely less than it exhibits on the open Lake; and when it is considered that the most tremendous gales experienced on Lake Erie usually come from this quarter, the disadvantages of an opening here, will be apparent. It will further be observed that the northwest breakwater at this harbor, though it is unquestionably of great utility in diminishing the dead swells, does not directly shelter any portion of its waters, excepting such as are too shallow to be approached by vessels, while a breakwater of the same length at Van Buren harbor would protect twenty acres of good anchorage from the northwest storms. With regard, then, to the important requisite of protection against gales from the northwest, it must be obvious from what has been said, and from an examination of the charts, that in this particular Van Buren harbor, with the proposed breakwater, would have greatly the advantage over Dunkirk. Against the northeast storms the natural protection of Van Buren is superior to Dunkirk, and its facilities for articificial improvement in this quarter are at least equal. As yet there has been no breakwater erected in this direction at either harbor. Another characteristic of Dunkirk harbor, which must be considered as very unfavorable, is in the nature and formation of its principal entrance. In consequence of its great length, and contracted breadth, it is inaccessible in head winds, to sail vessels without the aid of steam power, and it can never be safe to enter it in any wind when blowing strongly. A vessel running up the Lake in a northeast storm, with the intention of seeking shelter in Dunkirk harbor, would approach the entrance with the wind directly abaft; in order to enter the harbor, she must then turn a right angle, and with the wind on her beam, pass through a channel eleven hundred and fifty feet long, and two hundred and sixty feet wide; a manœuvre, which, at such a time, is manifestly full of danger. Van Buren harber, on the contrary, as is evident from the chart, can be entered, or departed from, in any wind, its entrance being sufficiently spacious, in regard to breadth, and depth, to admit of beating either into, or out of, it. The space between the head of the proposed breakwater, and a depth of nine feet of water opposite to it, is twelve hundred feet wide; and as this is the narrowest part of the entrance, a ship in beating into, or out of the harbor, would seldom be obliged to make a tack so short, even, as this. Hence it is plain that Van Buren harbor is superior to Dunkirk, not only in point of safety, but also in facility of access. It is, moreover, at least equal to it, in the quality of its anchorage, and in the opinion of masters of vessels, who are acquainted with both harbors, Van Buren has greatly the advantage also in this respect. It will be perceived also from the formation of the two harbors, and the depth of water in each, that the facilities for building wharves, are greater at Van Buren, than at Dunkirk. At most points in the latter harbor, they will require to be nearly double the length, to reach deep water, than will be necessary at Van Buren. From a review of all the circumstances it will be evident that Van Buren harbor is not only intrinsically valuable for its natural capabilities, but that it becomes still more so by comparison with its immediate neighbors. In conclusion I would state, that without prejudice in favor of, or any interest whatever in, this harbor, I have formed the opinions expressed in this report, from the facts developed by the survey; and I have the satisfaction to know, that in these opinions, I am supported by some of the ablest Engineers and most experienced sea Captains in this country, to whom the charts have been exhibited, and who have without any exception given opinions coinciding with those herein expressed. I am, gentlemen, with great respect, your ob't. serv't. Providence, July 22, 1836. S. B. CUSHIng. the limits of the State. CLEAVELAND, WARREN, AND PITTSBURGH RAILROAD. This is part of the great line of communication connecting the Country on the Upper Lakes with the cities of Philadelphia and Baltimore. It is therefore of little less importance to the prosperity of Michigan, than if it lay wholly within The route has been examined recently by an engineer, and estimates made of the expense. some considerable obstacles occur on the eastern part of the route; the greatest is the Rock Bluff near Youngstown, which will require about 35,000 cubic yards of rock excavation, and as many of earth The greatest ascent or descent is not more than 40 feet per mile. The distance from Warren (Ohio) to the Pennsylvania line, is 23 miles, and the expense of grading and bridging is estimated at a little less than four thousand dallars a mile. With a given quantity of steam, I antici- | The ceiling of the shield consists of 24 pate about one-twelfth greater effect by the or 26 pieces of cast-iron, denominated employment of my high pressure condens- staves, closely adjusted; and as they are sometimes made to relieve each other, and ing, instead of the ordinary high-pressure therefore subjected to an increased load, locomotive; but the steam blast being they are, for greater strength, made like inwanting in the condensing locomotive, the verted troughs of cast-iron; their breadth expenditure of fuel might perhaps exceed is 18 inches, the depth of their sides 7 inin a sixth ratio what might be required inches, and their length 9 feet, independently an uncondensing locomotive; the ultimate of a tail of wrought-iron which overlays economy, however, (to pass by other well- the brick work. The edges in front are made sharpe for entering the ground, and known inconveniences of the steam blast,) the external surfaces of the staves are I apprehend to be more than questionable, planed very true. Similar staves are laid because of the powerfully exfoliating influ- against the sides of the shield, all planed ence of the very intense heat which the blast and equally well adjusted; each stave can occasions upon the thin and oxygensible be impelled singly as sheet piles are. Upmaterial of which locomotive boilers are, on the whole the shield may be viewed as a and, with our present knowledge of metal-coffer-dam, which, instead of being moved lurgy, m3st be constructed. Yet, if in no in a perpendicular direction, is placed and other point of view, assuredly as respects of the shield consists of 12 parallel frames impelled horizontally. The standing part economy in the item of water, the superior- all independent of each other. ity of my condensing, as compared with The front of this vast excavation is proA meeting of the Directors have ordered the ordinary locomotive, may be admitted rected in a different manner from that of that 5000 additional shares of stock be-first, on the grouud of the presumed the sides. It is panelled all over with created, and that the same be sold in the somewhat more economical application of small boards, each of which is 3 feet long cities of Pittsburgh, Philadelphia, and the steam; secondly, from the cooling in- and six inches wide. There are, therefore, Baltimore. It was likewise ordered, that fluence of successive currents of fresh air upwards of 500 of these boards, technically the first five miles of the road commencing the hot water of the refrigerator; and of the excavation. Every one of these called polings, for covering the whole face thirdly, from the vaporisation of a given polings is held in place, and secured by weight of water, say of the temperature means of two hand-jacks or screws, abut100° Fah., (according to what one may in-ting against the frames. There are, therefer from lately published experiments of fore, upwards of one thousand of these Desormes,) absorbing about one-third more jack's in action for securing the face of the caloric, than steam evolved of four atmos- excavation, or rather, for pressing against the ground with sufficient power to prevent pheres elasticity. any disruption of its various strata for; were the ground to be at all deranged, the pressure against the sides and front of the shield might soon increase to 2,500 or 3,000 tons, independently of that of the superin cumbent pressure. in the vicinity of Erie street in the city of Cleaveland, be located and put under contract, on or before the first of September next; and that a further portion of the road not less than twelve miles, be put under contract on or before the first of October next.-Detroit Jour. & Cour. NICKOLL'S PATENT CONDENSING RAILWAY LOCOMOTIVE. Sir, I beg to invite the opinions of your correspondents upon the following proposed improvements upon my plan (Mechanics' Magazine No. 635,) for a railway condensing locomotive. upon I am, Sir, your obedient servant, J. W. NICKOLI. STEAM CONVEYANCE BETWEEN PADDING TON AND THE CITY FOR HIRE. It is further to be remarked, that every Mr. W. Hancock, whose perseverance successive tide, which at its full head is 76 certainly deserves success, commenced feet above the foot of the excavation, causes running his steam carriages, the "Enter-an incessant variation in that pressure, tendThe boiler being constructed and situ- iprise" and " Erin," on Wednesday morning to strain the hard strata, and to soften ated as before described and represented, ng last, at nine o'clock, from the station or knead the intervening soft ones; a uba I would substitute in the place of the two in the City-10ad to London Wall; from quite unnoticed by projectors of plans ftet, equi-angular crank condensing engines, D, thence he proceeded to Paddington, and re- which proved fatal to those who attempted two double-acting high pressure engines, turned to the city. the drift-way under the Thames in 1808. On the first day he The with the addition of a condensing appara- performed three of these journeys, on the the excavation by the agency of the shield, pressure exerted against the front of tus (consisting merely of an enlarged air- second, four, and on the third (yesterday,) must therefore be uniformly kept at a maxpump,) which I would fix in the place of two, before noon. The average time of imum. The shield is advanced only 9 inthe condenser F; the apparatus in question, travelling over the above ground has been ches at a time, while the brick structure together, with the hot-water pump, to be 1 hour and 10 minutes, including stop- proceeds simultaneously. worked through the medium of a cross- pages to take in passengers, water, and It would be well if those who feel disposhead and separate cranked shaft, by an ex- coke. This is just half the time the horse-ed to enter the list of competitors were first centric, from the shaft of the engines. omnibusses take in going over the same directed the attempts that were made and to consult the report of those miners who Concerning the refrigerator for cooling ground. In the nine journeys performed, carried on with so much perseverence, bethe hot water of the condenser, late experi- the number of passengers carried was 220, tween the years 1803 and 1808, with the ulments have convinced me, that to maintain averaging about 12 persons each single timate object of opening a road-way under the cooled water, even at the temperature trip. Mr. Hancock intends to run his car- the Thames at Rotherhithe. These were 80° Fah., an evaporating superfices of full riages regularly the same number of jour-miners (Cornishmen,) engineers in that 200 feet, per horse power would generally neys daily, for the present, and very short- branch of the art, and, consequently, emily to increase the number. nently qualified for the task in every re It is not necessary to employ the draft spect; they were as sanguine too, as any of a furnace, or other means, to produce a of the projectors of this day; and their excavation was limited, in the first place, to a current of fresh air in the refrigerator-for THAMES TUNNEL.-The excavation made simple driftway, the height of which was moisture, so far from loading the air with for the Thames Tunnel is about 38 feet in only 5 feet, the breadth 2 feet 6 inches at its weight, communicates, like heat, in-width, and 22 feet six inches in height, pre- the top, and 3 feet at the bottom, forming, creased expansion and elasticity; conse-senting therefore, an opening exceeding therefore, an excavation that was sixty qeuntly, as by reason of the heat and 850 feet. The whole of this excavation in. times smaller than the excavation which risation of the hot water in the refrigerator, cluding its two sides, which may be com has been made for the Thames Tunnel. the specific gravity of the air therein would puted at 400 feet, is secured by means of Diminutive, however, as this hole was when be lessened, so by a little elevation of the powerful apparatus designated the shield, contrasted with that of the Tunnel, the eduction air chambers T, the refrigerator 350 feet. as is also the roof of it, which measures ground of the roof, though supported by At full tide, the weight of both substantial planking, gave way once in a would establish a current of fresh air for it-earth and water, which constitute the super-fluid state, leaving an unsupported cavity incumbent pressure, is not less than 700 tons. be desirable. self. vapo Lond. Mec. Mag. a over the roof of the drift-way; still it held gers. itself up; but a second accident of the same canals. There are no canals to compete || connected--and in one instance to the nature having occurred under a very high with this road, either for freight or passen south by Ithaca aud Owego, to the coal tide, the river broke the ground and entered and iron mines of l'ennsylvania, whilst on the drift. In both cases it was the loose The superintendent concludes his report the north by Oswego, and the contemplated ground that first forced its way into the The miners by remarking that, " From the roport of the Sodus Bay Ship Canal, we are brought in drift, and the river afterwards. succeeded in filling the hole and in re-enter- Engineer, show the business to be done connection with Canada, and by the Weling the drift, but the men could not continue upon the road, the accession to that business land canal, with the "Far West." the working; they were, according to the within the reach of the company by going A new era is now opening to the State of engineer's report, driven out of it by the fre-by the Lebanon Springs, and the probable | New York in internal improvements. The quent bursts of sand and water, and it was construction of the New-York and Albany constitutional difficulty that heretofore exacknowledged by him to be quite impracti-road, bringing the entire winter travel, and listed, to take any part of the revenue, decable to proceed farther; so, after having much of the summer travel, between those rived from the tolls on our great work, the probed the ground from underneath in many two places over the entire line of this road, Erie canal, until after the debt was proviplaces, he concluded and reported that it was impossible to make an excavation of it cannot be doubted that it presents some ded for, has passed by. any size under the Thames. of the best railroad stock in the State. We have now productive works of inBut he resorted to one expedient which This is the most difficult part for con-ternal improvements, which, with the salt he conceived would answer the emergency structing a railroad from this city to Aland auction duties, produce us alone one -one which, at any rate, demonstrates the bany, to connect with the railroads runningnillion and a half of dollars per annumintrepidity of this engineer. That is, in thence to the west and north, and it is graii- yearly increasing-and without one cent of order to clear or pass through the place fying to learn that a route has been found State tax. which had been filled up in closing the hole SO easy in its grades and so cheap of coninade by the breaking in of the river, he reduced the height of his drift from 5 to 3 feet. struction, and it is hoped our citizens will The men and the engineers, too, had there-take a proper interest in an object so desirafore to work on their knees. Awful enough ble as that of opening a communication by for such a task! Thus reduced, the area of railroad between this city and Albany, and the excavation of this drift hardly exceeded especially so, as the prospect is so fair for a the one-hundreth part of that of the Thames profitable investu.ent. Tunnel under corresponding circumstances. -London Mechanics' Magazine. From the Times. The policy and prudent course pursued by our State Officers, in husbanding the revenues of our Canals for the extinguishment of the debt, for their cost, has been blamed by the inconsiderate, and they have been stigmatized as unfriendly to internal improvements. A moment's reflection will The books for subscription are to be open-show it is not so. It was the only course ed on the 27th inst., as will be seen by the notice in our advertising columns. HEIGHT OF BAROMETER, &c. NEAR THE TOP OF CHIMBORAZO.-On his ascent Chimborazo, M. Bossingault found the barometer to stand at 14.47 inches at 2 P. M., the thermometer being at 46° Fah. The height above the level of the sea was 6004 netres (6670 yards.)—Ibid. for an able financier, A. C. Flagg, to pursue. The constitution the tolls of the Canals-salt and auction prevented duty being directed to any object, until of their cost was provided for. There was in reality no necessity for taxation, although recommended by Governor Marcy, with the view, no doubt to provide for any deficit (as our general fund was nearly exhausted, having been mainly expended to build our canals,) for a liberal State expeninternal improvements, then claimed from diture, and for the interest, on any loans, for various quarters. ALBANY AND WESTSTOCKBRIDGE RAILROAD-A report of the superintendent of this work is before us, accompanied by a report of the Engineer, showing the result of a very extensive survey o different routes, he capabilities of the country to sustain the road, with many other interesting facts. Three entire routes have been INTERNAL IMPROVEMENTS-The folsurveyed and estimated upon, one of which lowing extract from the Oswego Advertiruns directly by Lebanon Springs, twenty-ser of the 9th, is the best practical proof five miles from Albany, at which there we have seen of the Oneida Lake, River, were last year seven thousand visitors and Seneca River being now navigable for The distance upon this route from Albany Steamboats, and in a fair way, we trust, of to Stockbridge, is 41 3-4 miles, and can be being improved for a Ship canal. constructed upon a grade which will in no very moderate expenditure, in proportion to instance exceed forty feet ascent per mile, the advantages to be derived, one of the With a ; which is only 2 1-2 feet per mile more than The annual income of the road, from water, ments. The people, through their representatives, would not tax themselves;—their good sense pointed out to them a mine of wealth in their system of internal improveThey waited patiently until the Comptroller announced, the last winter, to the Legislature, that the period would arrive-1st July, 1836-when the debt for building the Erie and Champlain canal could be provided for and safely invested. The pledge has been redeemed. The last Legislature (which has only one parallel in this State) covered themselves with honor, in their acts, to build the Black River and Olean canals, and for the liberal aid they yielded in the credit of the State of three millions of dollars to build the Southern railroad. passengers and freight is estimated at gin with fine farms; its banks gradually $179,304, from which is deducted, for ex-rising to 300 feet in the distance of a few pense of operating, repairs, &c, $63,515, miles from its gravelly shores. leaving a balance of $115,788, being an One hundred thousand dollars was asked interest of more than 18 per cent. on the of the last Legislature, to improve the entire cost. Should the route by the outlet of Lake Oneida and the Seneca RivSprings be adopted, about $33,000 shoulder to the inlets of Cayuga and Seneca be added to the income of the road without Lakes. An able and favorable report was The long list of railroad charters, crossincreasing the expense of operating it. made on this subject by Genearl Borland, ing the State in every direction, is further In this estimate very little is put down for chairman of the committee on canals. evidence of their desire to promote internal New-York and Albany travel, which will The application was late in the session, and improvements. We look forward with all pass over this road whenever the New the necessity that then existed to invest confidence, to the next Legislature, to im York and Albany road is made, which, it the cost of the Erie and Champlain Canal prove the natural navigation; connecting is said, is soon to be commenced. The debt, so as to carry the salt and auction our inland Lakes by removing all obstrucrailroad from Boston to Albany, now going duties to the general fund, was, it is under-tion to a navigation of at least seven or forward, connects with this road at West stood, the principal cause which prevented eight feet water, with locks to pass steamStockbridge, and the New-York and Al- the subject being acted on bany road will connect at the same place; so that it is to become not only a part of the line of road from New York to Albany and the West, but is to be the thoroughfare through which all the interior of New-England is to be supplied with bread stuffs from our boats; destined to supersede sails, at no distant day, with as much certainty as steam will supersede sails on the Hudson; and is yearly getting into more use in our coasting trade, and will be largely used, in steam frigates, for our naval de A glance at the map of the State of are B.. sale. mitred joints, lbs. ing very general attention through the re- || RAILWAY IRON, LOCOMOTIVES, &c. 66 COLOUR OF THE SKY AS SEEN FROM HIGH MOUNTAINS.-M. Bousingault comparing his own observations upon several high mountains, is disposed to attribute the blackness which the sky sometimes presents, to the effect of strong light reflected from the snow and ice upon the eyes. He observed a remarkable difference of tint in the sky seen from the highest point of Chimborazo which he was able to reach, and from the plain. On the ascent of An tisana at a much lower elevation, the sky seen from the icy plain appeared black, and in the evening of the day of observation he was struck with snow-blindness. 350 tons 24 by, 15 ft in length, weighing 4,68 per ft. 280 70 2 66 66 LL 3.50 100 +, 1", with Spikes and Splicing Plates adapted thereto. To be sold free of duty to State governments or incorporated companies. Orders for Pennsylvania Boiler Iron executed. Rail Road Car and Locomotive Engine Tires, wrought and turned or unturned, ready to be fitted on the wheels, viz 30, 33, 36, 42, 44, 54, and 60 inches diameter. E. V. Patent Chain Cable Bults for Railway Car axles, in lengths of 12 feet 6 inches, to 13 feet 21, 2} 3, 3, 34, 34, and 34 inches diameter. Chains for Inclined Planes, short and stay links, manufactured from the E. V. Cable Bolts, and proved at the greatest strain. India Rubber Rope for Inclined Planes, made from New Zealand flax. Also Patent Hemp Cordage for Inclined Planes, and Canal Towing Lines. Patent Felt for placing between the iron chair and ston block of Edge Railways. In no ascent has he been able to see the Every description of Railway Iron, as well as Lostars in day time, an experiment which he comotive Engines, imported at the shortest notice, by made fully in his ascent of Chimborazo.-the agency of one of our partners, who resides in England for this purpose. Ann. de Chim. et de Phys. TO CANAL CONTRACTORS. Office of the Sandy and Beaver Canal Co., Proposals will be received at the office of the Sandy Plans and specifications of the work may be ex- E H. GILL, Chief Engineer. 30-to 10 TO CONTRACTORS. This road is located on a pine sandy ridge, the The whole line (150 miles) will be placed under 28-till Sep. 5. TO CONTRACTORS This division commences near the Ohio River at Plans and Profiles of the Route and proposed 28-tau15 JULIUS W. ADAMS, Engineer. TO CONTRACTORS. PROPOSALS will be received at the Office of the Eastern Railroad Company, Boston, between the 28th and 30th inst, for the grading and masonry of said Road from East Boston to Newburyport, a distance of 334 miles The line of this road is along a favorable country, passing threugh Lynn, Salem, Beverly, and Ipswich, which places will afford contractors every facility for obtaining provisions, &c. Plans and Profiles will be ready, and may be seen at the Office, after the 22d instant. Satisfactory recommendations must accompany the proposals of those who are unknown to the Engineer. JOHN M. FESSENDEN, Engineer. Mr. Solomon W. Roberts, a highly respectable American Engineer, resides in England for the purpose of inspecting all Locomotives, Machinery, Railway Iron &c. ordered through us A. & G. RALSTON. 28-tf Philadelphia, No. 4, South Front st.. TO CONTRACTORS. Engineer Department York and Maryland Line Railroad Co. YORK, JULY 10, 1836. PROPOSALS will be received until Saturday, the 30th inst. in York, for the graduation and Masonry of the whole line of this road, extending from the State line to York, a distance of nearly 20 miles. This road is a continuation of the Baltimote and Susquehannah Railroad, and is the final letting on the line of Railroad from York to Baltimore. On this letting is a Tunnel of about 300 feet in length. Persons unknown to the undersigned must aecompany their proposals with recommendations. NOTICE TO CONTRACTORS. PROPOSALS will be received by the Morris Canal and Banking Company, at the Engineers Office, Meades Basin, from the 1st to the 4th of August next, for the excavation, embankment, and mechanical work on the Long Pond Feeder, a distance of five and a half miles. Also, for the erection of a stone mda, and other work, near the outlet of Long Pond. Plans and Specifications of the work may be seen a the Engineers office, after the 1st of August. R. B. MASON, Engineer. 29-tlang. HARTFORD AND NEW HAVEN RAILROAD. The H. and N. H. Railroad Company, are prepared to make immediate contracts for 200,000 running feet of Southern yellow pine, to measure six inches square and from cighteen to thirty feet in length; of the quality best suited to receive a flat iron rail,-the above to be delivered at New Haven by the first day of May next. Also for 200,000 running feet in addition, to be delivered by the first day of September 1837, at Hartford or Middletown. PROPOSALS may be addressed to ALEX. C. TWINING, Engineer. 29-31 New Haven, July 19th, 1836. |