150 AMES' CELEBRATED SHOVELS, 150 do do do do do 50 do 100 do do plain do do cast steel Shovels & Spades Gold-mining Shovels do plated Spades 50 do do socket Shovels and Spades. Together with Pick Axes, Churn Drills, and Crow Bars (steel pointed), manufactured from Salisbury refined Iron-for sale by the manufacturing agents, turists, and of which all acknowledge the||of castings cannot be applied where such advantage. When vegetables, such as peas, interiors are required to be perfectly cylin beans, potatoes, and other roots are sowed drical, because the melted iron, while cool- 300 dozens Ames' superior back-strap Shovels in furrows at equal distances from each ing, contracts upon the solid cylindrical other, the soil in the intervals is hoed, or dug, with the utmost care, and thus rendered iron pin, and retains it so forcibly that it light, soft, and permeable to the air, whilst cannot afterwards be withdrawn; and this at the same time weeds, which would be practical difficulty has hitherto been found hurtful to the cultivated plant by depriving insurmountable in castings with cylindrical them of nourishment afforded by the ground, interiors, although it is in some measure are destroyed; and the soil rendered more obviated in castings with conical interiors. fit to receive the rain, and convey it to the I do not deny that these benefits are real, but I hold them to be secondary, and subordinate to the advantage derived from opening access to the air, and permitting it to deposit its dews upon the roots, and upon roots. the earth in contact with them. I have uniformly observed the effect of this method to be equally speedy and favorable in the cultivation of heet roots, and have never employed any other, to restore their vegetation to its freshness when it becomes yellowish and drooping; in three or four hours it will become of a beautiful gren, and the leaves spread themselves out, although no rain may have fallen; and this often when the soil had not contained a single weed. I have observed the same effect produced upon the other culinary roots. SAUNDERS' PALENT FOR CHILLING THE IN TERIOR FACINGS OF IRON CASTINGS. To all to whom these presents shall come : Be it known, that I, William Henry Saunders, of Dobbs' Ferry, in the township of Greensburgh, in the county of Westchester and State of New-York, patent axle manufacturer, have invented a new and useful improvement in the manufacture of the cylindrical interior faces of iron castings by a new method of chilling the same, and that the following contains a full and exact description thereof. a WITHERELL, AMES & CO. No. 2 Liberty street, New-York. TO CIVIL ENGINEERS. WANTED, by a young man 21 years of age, a situa tion where he may acquire a thorough knowledge of Civil Engineering. The advertiser has some practical knowledge of the construction of the steam engine and auther machinery, and is acquainted with drawing; he can be well recommended by his present employers, for industry and integrity. Address I. G, A., at the 4-2tp office of this paper. My method of overcoming the difficulty hitherto found in chilling castings with cylindrical interiors, will be fully understood scription, made from Salisbury refined fron. Very by the following description and accompanying drawings. Instead of using a solid iron pin for the core of the casting, I use a pin composed of two, three, or more parts, which parts are connected together by collar at each end, and wedged firm in the said collars by two conical plugs, one of which is inserted into each end of the pin so composed, whereby the ends of the two, three, or more sides of which the pin is composed, are pressed against the inner circumference of the said collar, and so retained in their places; the angular or flat kinds of Machinery for Railroads, Locomotive Enfaces of the said sides of the pin are also,gines of any size, Car Wheels, such as are now in suc cessful operation on the Camden and mboy Railroad, by the insertion of these plugs, firmly held none of which have failed--Castings of all kinds, at a small distance from each other, so as Wheels, Axles, and Boxes, furnished at shortest noH. R. DUNHAM & CO. to allow the plates or sides of the pin to fall 4--ytf together when the plugs are withdrawn, and thus leave the castings which has been run upon them. RAILWAY IRON. 95 tons of 1 inch by inch of 14 to 15 fect, counter FLAT BARS in lengths 40 800 sunk holes, ends cut at an angle of 45 degrees, with splicing plates and nails to suit. 200 do. I d. do. rought Iron Rims of 30, 33, and 36 inches diameter for Wheels of Railway Cars, and of 60 inches di ameter for Locomotive Wheels. Axles of 24. 24, 25, 3, 81, 34 and 3 inches in diameter, for Railway Cars and Locomotives, of patent iron. The above will be sold free of duty, to State Govern ments and Incorporated Governments, and the drawback 9 South Front street, Philadelphia. Models and samples of all the different kinds of Rails, Chairs, Pins, Wedges, Spikes, and Splicing Plates in use both in this country and Great Britain, will be exhibited to 4-d7 Imeowr taken in part payment. A. & G. RALSTON, RAILROAD CAR WHEELS AND BOXES, AND OTHER RAILROAD CASTINGS. What I claim as my own invention, and as not previously known, the above de- 800 scribed improvement in the manufacture of iron castings with cylindrical interior faces, is not the making of such castings with sand or loam cores, or chilling the same upon solid, conical or cylindrical iron or other pins, but the chilling of such castings The method commonly used in making upon pins divided longitudinally and comiron castings with cylindrical interior faces, posed of two or more parts, by which conas pipes, steam cylinders, boxes for axles, trivance, as well as by the use of the collars &c., is to form what is technically called and plugs, (or by other methods which are core of loam or sand, which, by dampness obvious,) for retaining the parts of the pin those disposed to examine them. and pressure or other means, is caused to at a small distance from each other, I am adhere together in the form of a solid cyl-enabled to withdraw the said pins in parts inder, which is inserted into the mould, and from the said castings after they are cooled upon this core the melted iron is run or having been found impracticable in making After the casting is made, the sand upon the pins, this withdrawal of the pin or loam core is taken out of the interior of iron castings with cylindrical interior faces, the casting and leaves a cylindrical vacan when cast upon solid pins. cy in the space previously occupied by the cylinder of loam or sand. The castings so made, are in general equally soft on the interior and exterior faces, but in many cases, as in cylinders for locomotion and other steam engines, boxes for axles, eyes of sheaves, pulleys, and wheels which run loose on their shafts, &c., it is desirable that the cylindrical interior face of the iron castings should be as hard as possible. In castings with conical interior faces, as boxes for taper axles, this desirable hardness is by running the melted iron upon produced turned solid iron pin, which is particular form of pin shown in the draw- Witnesses, {THOMAS LINDLEY, We have seen a specimen of the above casting, in which the desired end appears to be fully answered. The patent is an ingenious one, fully and accurately described. -[ED. M. M.] RAILROAD CASTINGS. MANY & WARD, Proprietors of the Albany Eagle for sale a very extensive a sortment of Wrought Spikes scriber's Patent Machinery, which after five years suc cessful operation, and now almost universal use in the obtained a patent,) are found superior to any ever offered United States, (as well as England, where the subscriber in market. to any amount and on s ort notice. Almost all the Rail. mer. Troy, N. Y., July, 1831. Spikes are kept for sale, at factory prices, by I. & Townsend, Albany, and the principal Iron Merchants in Albany and Troy; J. I. Brower, 222 Water street, NewYork; A. M. Jones, Philadelphia; T, Janviers, Baltimore; Degrand & Smith, Boston. P. S.-Railroad Companies would do well to forward their orders as early as practicable, as the subscriber is desirous of extending the manufacturing so as to keep pace This method of chilling the interior faces Wheels, Chars and Knees, and every other description with the daily increasing demand for his Spikes. 1J28am H. BURDEN. AMERICAN RAILROAD JOURNAL, AND ADVOCATE OF INTERNAL IMPROVEMENTS. PUBLISHED WEEKLY, AT NO. 13 NASSAU STREET, NEW-YORK, AT FIVE DOLLARS PER ANNUM, PAYABLE IN ADVANCE. CHARLESTON AND CINCINNATI RAILROAD. -We are highly gratified to learn that the Legislature of Kentucky has adopted an enlarged and liberal policy in relation to the Charleston and Cincinnati Railroad. Let the people build Railroads where they will, and, if necessary, aid them in all great national works. On receipt of the news at Cincinnati of the passage of the bill, the city was illuminated, and great rejoicings were had-and well may the people rejoice. REPUBLICATION OF THE REPORTS OF THE BALTIMORE AND OHIO RAILROAD COMPANY.-We hear the question asked almost every day-Where can I procure a set of the Baltimore and Ohio Railroad Reports? And we have until the present been obliged to confess that we did not know. FOR THE REPUBLICATION OF THE Condensed so as to include, together with other [VOLUME V.-No. 6. individuals who may subscribe for it, may rest assur F. LUCAS, Jr. Publisher, RAILROADS AND RAILROAD MACHINERY.The wonderful increase of the Railroad spirit in the United States may be in some measure estimated by looking over our weekly summary under the head of Railroad and Canal Intelligence. Railroads. the Legislature, chartered The young State, GIANT we might well The work, whose reports it is thus intended to re- say, of Illinois, during the late session of publish, was the first of any extent commenced in this country for the purposes of general transportation; and its early history is but a series of experiments, costly to the Company which had it in charge, but furnishing results of the greatest value and importance which the road passed, involved every species of exto others. The character of the country through The MACHINERY department, it would cavation; and in the construction of the Railway, al- seem, will hereafter keep pace with the conmost every mode was successively tried for the pur-struction of roads. pose of ascertaining the best. While portions of the Machine shops are road were straight, others were of the smallest ad- springing into existence in every part of the missable curvature, and the locomotive power employed had to be such, therefore, as was suitable to country; and in this branch of business, both cases. This led to a series of experiments in although of so recent origin in this country, this department of the Railroad System, which has resulted in the production of Engines preferable to we can compete successfully, and by some any in use elsewhere-equal in speed to the best it is believed, excel the English manufacimported, and far superior in efficient power. From all these circumstances, the reports of the Baltimore and Ohio Railroad, from its commencement to the present day, have been sought for by Civil Engmeers for the sake of the knowledge which they contain, and the frequent demand for them has suggested to the subscriber their republication, with such additional matter as shall constitute a Manual of the Railroad Sysin the present state of knowledge on the subject. ture. By the following notice we learn that another extensive machine establishment, for the manufacture of Locomotive Engines and all kinds of Railroad and other machinery, is now in successful operation in The reports are now difficult to be procured, and Newcastle, Delaware-and it affords us but few complete sets are known to be in existence. While the proposed republication will therefore be pleasure to call the attention of Railroad of use to the profession of Civil Engineering, it will whose importance and value are now universally ap-blishment, we understand, is upon a very be the means also of preserving the records of a work Companies to their notice. preciated. The work will be divided into five parts extensive scale, situated on the Delaware river, directly at the termination of the Newcastle and Frenchtown Railroads. I. History of the Baltimore and Ohio Railroad Their esta THE NEWCASTLE MANUFACTURING II. The location of Railroads, including the princi- IV. The motive power including engines, cars, V. Forms of contracts for every species of work extensive Finishing Shops and Foundries for Brass and Iron, situated in the town of Newcastle, Delaware, all orders for LOCOMOTIVE and other Steam Engines, and for CASTINGS of every description in Brass or Iron. RAILROAD WORK of all kinds finished in the best manner, and at the shortest no ice. From the great interest attached to the proceedings of the Company, as well as the valuable additions, we consider this repub-volume or volumes the contemplated work will make, As it is not practicable to ascertain what sized lication as invaluable not only to Engineers the price cannot be fixed, but Railroad Companies and YOUNG, Superintendent, at Newcastle, Del. Orders to be addressed to Mr. EDWARD A. G S. D. is again cordially greeted by us, and || them a surplus power, to enable them to|| they might very honorably be fairly stated we hope he will not again permit other avo. overcome the extreme inclinations and cur-to the stockholders as circumstances which cations to interfere for so long a period with|| vatures in all descriptions of weather. But will limit seriously the capacity of the his favors to the Journal. this surplus power has its limit. On the Road. If they are not absolutely necessary We give the following communication an Sutton incline of the Liverpool Railroad, and can be avoided, even by a more circui early insertion, believing fully with S. D.-two engines are used: it does not follow tous route, surely every engineer will bear and we are confident that Mr. Seymour en- from this fact, that an engine could not me out when I say that they should be contertains similar opinions-that in all prac- have been made in England sufficiently sidered inadmissible, inasmuch as they deticable cases, short curves and steep grades large and powerful to take the train up the teriorate very sensibly, in the section of 2 should be avoided. Yet we are sure that incline in the worst weather. There are to 1, the power of the machinery, in one neither the gentlemen managing the Balti- such powerful engines in use in England direction, at least, reduce the rates of tramore and Ohio Railroad, nor Mr. Seymour on the collieries, where moderate rates of vel, increase the expense of transportation intended to be understood that they deemed speed and the entire control of the trans-to all, and diminish, in a corresponding rasuch inclinations and curves as unobjection-portation, methodical as the action of the tio, the returns of the stockholders. The able. We have always understood the for- machine itself, renders them admissable. same remark holds good in all curves of the mer gentlemen to congratulate themselves Such an engine might have been framed for radii mentioned by Mr. Seymour, though and the comunity, well they may, that they the Sutton incline, and might have perform- not to the same extent. It is, perhaps, ashave been able to overcome with such facil. ed the entire trip, without any one but an sumed that the Lake Erie Railroad will, in ity, and in so short a period, the very great adept understanding that a machine of any case, be so far superior to the Lake obstacles in the shape of steep grades and double the necessary capacity was in use. Erie Canal, as to render all such defects unshort curves, with which they had to conThis incline forming but a very small frac-important. In a great national Road of this tend. And Mr. Seymour only congratulated tion of the length of road, it was better that description, the wisest policy and the truest the Company on their prospects of success, extra power should be in readiness at this economy consists in approximity to perfecwhen he discovered that the difficulties with point, and that on the remaining portions tion as nearly as possible. Circumstances which they had to contend were far less than of the route, engines of merely the required may induce private companies unwillingly those already overcome by the great pioneers capacity should be employed. We are told to admit of certain deflections from the proof the Railroad System in this country-not that on the Baltimore and Ohio Railroad, per course; but that which is done by the that they had not serious obstacles to over-engines can be made to ascend grades of 80 State, and by a State so rich in itself, and come, but that those obstacles were so much towards a purpose so eminently beneficial, less than was by some supposed. and so certain of a remunerating retun, should be such as the community generally To the Editor of the Railroad Journal: could copy to advantage; should be a standing example of its class, condensing all the improvements of the day, and conducted by men of acknowledged experience and success in the department in dispute. and 90 feet per mile. Who ever doubted Sir,-In locating a Railroad, or any other mode of internal communication, the natural features of the country must, of course, govern the route. Were the surface a per. fect flat, as on the prairies, and in some In adverting to the rates of curvature on parts of the southern States, a straight and stood as defects, as exceptions to the rates the Baltimore and Ohio Road, Mr. S. states level line would be, as every one will agree, of inclination, which any engineer intend-that they did not affect the speed of the enthe proper course; and supposing the tracking an economical use of locomotives, would gine, which was maintained at 14 miles per equal in both directions, such a line effi- admit. In the letter of Mr. Seymour to the ciently finished would form the very beau President of the Lake Erie Railroad, and ideal of a Railroad, but we rarely or never also, I am sorry to say, in some of the Balmeet with such a happy predisposition in timore and Ohio reports, it is inferred, or nature; more frequently the outline is more left to be inferred, by the reader, that such or less broken, the ground undulating in inclinations are not greatly objectionable, valleys and ridges, having various direc-that they are admissable in ordinary cases; tions, and these, as often as otherwise, in in fine, it is implied, though not expressed, opposition to the required course. In such cases, the judgment of the engineer is exercised; first, in ascertaining which of the various modes of attaining the same point, presents the fewest difficulties, or the most prominent advantages; and second, having thus fixed upon the route, (by reducing the rugged outline of the country as much as the conventional outlay admissable on such works will permit,) in conforming, as nearly as practicable, to a level and stright line, these two elements being the essential and leading principles of every mode of transportation. that the expenditures incurred on the best In the same communication, Mr. Seymour refers particularly to the curves on the Baltimore and Ohio Railroad, and congratulates his employers that, in this respect, the Lake Erie Road will compare favorably, inasmuch as it possesses no curve of a radius less than 700 feet. One grade, he says again, has been admitted, for only a mile of a half, however, of 90 feet per mile; several there are of 60 and 80. Then we But a level and straight line is, as I have do not require to be told men use serious already said, rarely obtainable in nature. drawbacks, and the curves of 700 feet raAll Roads with which I ain acquainted are dius are serious drawbacks. Shall we go to a certain extent, both curved and undu-in search of information to excuse the delating. This leads me to advert to the formities of the Road. If the nature of the power in use on such Roads. Locomotive country renders such grades absolutely neengines obviously must and do carry with cessary, they require no excuse, although hour, throughout the journey, and might have been more but for the curves, 1 suppose. Mr. S., I trust, does not mean, by this statement, to convey the idea that an engine can run with equal speed on a curved line and on a straight. Fourteen miles an hour is but indifferent despatch on a Railroad, and unfortunately, those Railroads which Mr. S. happens to have visited, are not the most prominent examples of the superiority of Railroad transportion in the United States. Twenty miles an hour now a days, is a common and safe rate on a Railroad; twenty five very frequent; thirty and much larger rates have occurred, but I would al. ways desire to see them considered as exceptions. Mr. S. will not, I trust, consider it impertinent on my part, to recommend his visiting various other Roads, where the perfection of this species of conveyance is more apparent than on those which he mentions, and where the grades and curvatures are correspondingly superior. The NewCastle and Frenchtown is perhaps the best on the list. The inclinations are stated not to exceed 25 feet per mile, and the curves as being of a very large radius. The rate of travel was consequently 18 miles an hour. The same on the Washington, which, how ever, is not detailed. On the other Roads 11, 12, 15 and 16 miles an hour are given as the usual rates. These last are not the best specimens in their way in the country; I do not say that they are the worst; from all of them there is doubtless much valuable information to be obtained; but no consolation should be drawn from their imperfections, nor should we seek to shelter under their faults, the defects, unavoidable, if you please, of another Road. My motive in adverting to Mr. S.'s letter at all is, of course, but a desire to see the Lake Erie Road, both as regards route and details of route, as perfect as circumstances will admit. Respectfully, &c., S. D. Leeds, England, January 22, 1836. To D. K. MINOR, Editor of the Railroad Journal. condition than this. Every branch of bu-as will enable the enterprising citizens of RAILROAD AND CANAL INTELLI- NEW-BEDFORD AND FALL RIVER RAILROAD.-A survey of the route of this posed road has been made by S. B. Cushproing, Esq. The length of this route is 13 miles 223 rods, being but 244 rods longer than a direct line between the two places. More than 11 miles are disposed in straight lines, the remainder curved on radii of from 8,000 to 12,000 feet. The inclinations are moderate, except at the village of Fall River, where additional power will be required. engines, cars, &c., is $211,970. NEW-YORK. Dear Sir,―Last month I had the pleasure to address you on the subject of Railway Iron, and as a very important change has taken place since, I will give such additionThe result as regards the price of railway al information as I think may interest you.iron, I will relate from my own experience. My last letter informed you that the On the 19th December last I put out an ormeeting of the Welsh iron masters at Rom-der for 2000 tons of rails for an American ney, had advanced the price of No. 2 bars railroad company, at £9 17s 6d per ton, and to £7 10s per ton, three months' credit, from wished the same house to extend it to 4000 £7 per ton six months' credit, which reduc- tons, but they declined, and they had the tion in the time of credit was equivalent to option of accepting that quantity for three a further rise of 24 shillings per ton. Im- or four days; they however refused. In mediately after this meeting, the demand in- the mean time I made every exertion to procreasing, (persons are always more free to cure other houses to take contracts at this, buy on a rising than a falling market,) iron and even higher prices, but found a general THE LONG-ISLAND RAILROAD.-The rose to £8, and orders flowed in from all unwillingness to come under any engage- Directors have located the part of this road quarters, which the manufacturers were ments before the adjourned meeting at Rom. from Jamaica to Jericho, and authorised it at prices to be determined after the adjourn the first contractor called on me, when he March 31. The section from Brooklyn to very willing to execute at any rate, except ney should fix prices. A fortnight after, to be put under contract immediately. The ceremony of breaking ground takes place ed meeting of the 13th inst. should take refused to take any more even at £1 per Jamaica will be opened for use April 1st, place. This meeting occurred on the ap- ton advance on the previous rate. pointed day, and the price agreed upon was quently I have been compelled to pay a The cheapness of the gradation throughout Subse-with two locomotives and fourteen cars. £10 per ton, three months' credit, and the much higher rate for the balance of the con- the whole route has been established beparties present pledged themselves not to tract. At this moment railway iron of No. yond all question. Every one acquainted sell below that rate before the 1st of March 3 quality cannot be procured for £5 per with Long-Island knew the fact before. In next. This determination has made the ton advance on the price I contracted for it two years it is expected to be completed market regular and steady, and large trans-on the 1st August last. But I do not the whole distance to Greenport, opposite actions are now taking place at this high pose, for the reasons mentioned above, that Stonington, Conn. As soon as the Jamaiprice. You will recollect that on the 25th iron will be lower for many months, cerca portion comes into use, in a few weeks August the price was advanced from £5 10s tainly not during the present year. If prices York will take up their residence there perwe have no doubt many merchants of Newper ton, six months' credit, and it now be- had been forced up by speculation, I should manently, as the twelve miles will be traveling £10 per ton, three mouths' credit, it ap-naturally expect a reaction, but this is noted in about half an hour from our city.the case; they rest on bona fide consump-||[Eve. Star.] tive demand, and there is every prospect of their continuing, as no stocks are held by any one, and the causes which produced the great change are likely to continue. pears that iron has advanced £4 12s 6d per ton in the short space of five months. This very great rise appears to many persons to be unreasonable, and not likely to be main. tained even for a few months. I however think the iron masters are justified in demanding such prices, and that no reduction may be expected until a very considerable increase in the manufacture takes place, which cannot be accomplished soon, as the difficulty of procuring additional workmen, who cannot be had except by training up fresh hands, is insuperable. To procure even unemployed workmen of any kind is difficult, as every one willing and able to labor, throughout the immense population of Britain, is fully employed at good wages. Never was a country in a more flourishing sup the Erie Canal at Albany, making a saving The proposed alteration in the course of of 14 or 15 miles, is highly approved through all the West. I am now on a tour through the manu. facturing region, previously to my embarkaThe cost of the new route will not ex tion on board of the "North America," the ceed that of widening the old Canal by packet of the 1st of February, for New-more than $300,000. The city of Albany York, where I hope to have the pleasure to offers to pay this difference, for the use of see you on my arrival. the surplus water. KENTUCKY. GREEN RIVER RAILROAD.-The por The destruction of so considerable a portion of the commercial part of New-York creates universal sympathy throughout this country. Most sincerely do I regret this tion of this road from Hopkinsville to the melancholy event, and trust that our go-Cumberland River has been surveyed by vernment will not hesitate a moment re-||M. A. Chinn, Esq. He mentions two specting the propriety of giving such relief routes from Hopkinsville, one terminating at Harman's Ferry, the other at Eddyville, ||priation for a breakwater and other im-||many advantages over those now in use or on the Cumberland. From Hopkinsville distance 56 1-3 miles, to Harman's Ferry, S cost $360,305. From Hopkinsville distance 47 3-4 miles, to Eddyville, cost $296,885. ILLINOIS. The following acts of incorporation were passed by the Legislature of Illinois during the session just closed: provements in their harbor. now laying down. The nature of the contrivance is not specified, but it is much boasted of. Though we have no faith in such announcements, the subject may be worth inquiring into by those who are engaged in laying down Railways.—[London Courier.] LONDON AND GREENWICH RAILWAY. The following statistics are appended : In 1817, about 25 vessels, of very small burthen, navigated Lake Erie; in 1835, more than 275 sloops, schooners, and brigs, of large burthen, navigated this Lake. In 1817, not one steamboat existed upon this of the first class, were employed on Lake Lake; in 1835, more than 20 steamboats, Erie. The number of passengers trans- Yesterday the engines and carriages of the To incorporate the Beardstown and San- ported therein, in 1835 has been variously London and Greenwich Railway Company gamon Canal Company; Bellville and Mis- computed from 300,000 to half a million. were again tried in the presence of several The commercial importance of Cleveland scientific gentlemen from Cambridge and sissippi Railroad; Warsaw, Peoria and Wabash Railroad; Wabash and Mississippi is shown by the fact, that in 1825, the num- other places. Two trains were in readiRailroad; Alton, Wabash and Erie Rail-ber of vessels entering the port of Cleve-ness at an early hour, and performed the road; Mount Carmel and Alton Railroad; land, laden with cargoes, amounted to 54-trip between High-street, Deptford, and the Rushville Railroad; Wabash and Missis-aggregate tonnage, 2060. In the year 1835, Spa-road, Bermondsey, a distance of upsippi Union Railroad; Shawnetown and 895 vessels, with cargoes, entered the port wards of two miles, in four minutes. The Alton Railroad; Pekin, Bloomington and of Cleveland-the aggregate tonnage of cause of the fall of the two unfinished Wabash Railroad; Mississippi, Spring- which were 70,750. In the year 1825, arches at the extremity of the line in Berfield and Carrolton Railroad; Galena and one foreign vessel arrived at this port; in mondsey-street, was the removal of the Chicago Railroad; Central Branch Wa- the year 1835, 117 foreign vessels. The shores by the contractor's workmen. The bash Railroad; Waverly and Grand Prairie number of steamboat arrivals, in 1825, was engineer, on discovering this impropriety, Railroad; Winchester, Gynville and Jack-31; in 1835, 980. ordered them to be pulled down and rebuilt sonville Railroad; Illinois Exporting Com-the cost of which, about 581. will be borne pany; Sangamon Fire Insurance; Chicaby the contractor.-[London Courier.] FOREIGN. The Brussels papers tell us that the go Marine and Fire Insurance Company; Chamber of Commerce at Valenciennes had Morgan County Mutual Fire Insurance; been deliberating about the formation of ANOTHER ADVANCE IN THE PRICE OF Shawnetown Insurance; Quincy Insu- the Railway from Brussels to Paris, with a IRON. It will be recollected that, in the rance; Marseilles Manufacturing Compa- view to the interest of their arrondissement, beginning of December last, an advance of ny; Chatham Manual Labor School; and they came to resolutions-first, to pre- 11. per ton took place in the price of manuFranklin Manual Labor School; Alton for the direction by St. Quentin to that by factured iron; another advance of 11. per Female Institute; Bloomington Female Amiens; second, to have the line of Va-ton occurred on the 7th January; and we Seminary of Learning; McDonough Col-lenciennes considered not as a branch, but lege; Burnt Prairie Manual Labor Semi- as the principal line, &c. nary; Franklin Institute; Chicago Hydraulic Company. Gov. Duncan has obtained from the Illinois State Bank the promisse of a sufficient loan to enable the Commissioners to commence operations on the Illinois and Michigan Canal without delay. PENNSYLVANIA. Nuremburg, Dec. 7. In the morning, at 9 o'clock, the Iron Railroad was opened in the manner named in the programme, M. Binder, the chief address, while the Band of the Regiment of burgomaster, opened the ceremony with an Landwehr played the National Hymn. The monumental stone was uncovered, which has on one side the cipher of the King, with the inscription, " Germany's first Iron RailThe Canal Commissioners have divided road, with steam power, 1835." ("Deutschthe Columbia and Philadelphia Railroad lands erste eisen-bahn, mit dampfkraft, into two sections, to be called the Eastern 1835"): on the other side are the united and Western Sections, and have appointed arms of the two towns, with the inscription, the following officers to take charge of it: Nuremburg and Furth." After a short. JOSEPH W. PATTON, of Cumberland pause, the steam-carriage, with nine carcounty, to be Superintendent of the West-riages for passengers attached to it, all deern Division of take Road. corated with the national colors, set out for Furth, while countless multitudes of spectators were assembled along the Road. The carriages traversed the Road three times, and were always filled with passengers.[German paper.] ANDREW MEHAFFY, of Lancaster county, to be Superintendent of Transportation on the Western Division. FREDERICK VOGLE, of Philadelphia city, to be Superintendent of the Eastern Division of the Road. WILLIAM ORTLIP, of Philadelphia city," to be Superintendent of Transportation on the Eastern Division. A report favorable to a geological survey of the State, has been made to the Legislature. 66 At Ulm a Company has been formed to construct a Railroad from that city to Karnstadt, by Esslingen.-[German paper.] CLIFTON SUSPENSION-BRIDGE. have now to state that a third advance of 11. We take the following highly interesting document from the New-York Times. It exhibits in its true light the value of our It has at length been determined by the canal system, and shows also the importrustees of the proposed suspension-bridge|tance of extending that system into every across the Severn, at Clifton, to proceed part of the State, in which there are valua with the undertaking. The design to be ble forests of timber, or rich beds of mineThe Senate have passed the bill author-adopted is that of Mr. Brunel, with some rals. It also shows the wonderful annual ising the Mayor and City Council of Balti-new suggestions. increase of the trade arising from the more to subscribe to the stock of the Baltiforests as well as from the cultivation of more and Ohio Railroad Company. the soil. MARYLAND. RAILROAD SUMMARY. NEW RAILWAY.-According to the Journal of Vienna, an architect, whose name is The citizens of Cleveland have sent a Antonius Pius de Riget, has invented a new memorial to Congress, desiring an appro-species of Railway, which possesses a great LATERAL CANALS. The following articles of lumber were |