PUBLISHED WEEKLY, AT No. 35 WALL STREET, NEW-YORK, AT THREE DOLLARS PER ANNUM, PAYABLE IN ADVANCE.
SATURDAY, OCTOBER 12, 1833.

D. K. MINOR, EDITOR.]

CONTENTS:

Summary; Miscellany; Poetry; Advertisements; Marriages and Deaths, &c. ..

AMERICAN RAILROAD JOURNAL, &c.

NEW-YORK, OCTOBER 12, 1833.

[VOLUME II.-No. 41. place for all travellers from the south by the route, in these particulars, is presented to him Mississippi and Ohio rivers. This is rendered elsewhere, it is vain to think he will not emnecessary by the difference in the depth of wa-brace it.

Mad River and Lake Erie Railroad. ..page 641 Report of the Committee of the Baltimore and Ohio Railroad Company; Pennsylvania Locomotive....642 On the Southern Termination of the Boston and Providence Railroad; New Steam Packet, to cross the Atlantic; Miami Canal; Navigation of the St. Lawrence; Address of the Commissioners of the Mad River and Lake Erie Railroad, with a map..... 614 Ancient Greek Steam Engine; To preserve Machinery: Egyptian Egg Oven; Natural Wonder; Human trade between that city and Wheeling. This We have heard the remark made, that this Life; Steam Pump; Skin and Stomach; Scale for renders a trans-shipment necessary. As mat-work is too far off materially to affect the integraduating Columns; Rational Amusement......646-7 ters at present stand, the traveller finds it easier rests of New-York. We are entirely of a difBabbage on the Economy of Manufactures, continued.648 for him to take steamboat from Cincinnati to ferent opinion, and so must be, we think, every Singular Species of Corn; Silk Manufacture; Meteo- 649 Wheeling or Pittsburg, and then to cross the man who gives the subject a moment's reflecrological Record.... Literary Notices..... 650 mountains by stage, upon a comparatively tion. Whatever avenues you open for the Foreign Intelligence. 652 good road, than to traverse the whole length of transportation of produce to Lake Erie, affect the State of Ohio, over bad roads, to reach Lake New-York as much as the beating of the heart .653-4-5-6 Erie, where he has about as far to travel to reach affects the remotest extremities of the body. New-York as he would have, were he at Wheel- This produce will come to Buffalo, whence it ing. The consultation of personal accommoda- will find its way to the Hudson. It was avowtion, of course, carries off the great portion of the edly to prevent the trade of the Mississippi Valtravel to Baltimore and Philadelphia-that is, the ley from being diverted from passing through merchant who comes to New-York for his goods the Ohio Canal, and going to Wheeling and MAD RIVER AND LAKE ERIE RAILROAD.- finds it more convenient to take Baltimore and Pittsburg, whence it would go to Baltimore and Our readers will perceive by an advertisement Philadelphia in his route, than to come here di- Philadelphia, that an arrangement was made in to-day's paper, that books for subscription rect. When at those places, he will, of course, by commissioners with Ohio, last winter, relook at the markets, and as he has to return by ducing the rates of toll on both canals, on down to the stock of the Mad River and Lake Erie the way he came, he will purchase part of his freight, 29 per cent., and on freight going west, Railroad are to be opened on Monday, the 14th goods there. 144 per cent., and we understand that a further instant, at the Exchange. We have had occa- But, construct this road, and how will the reduction of 25 per cent. is to be made this winsion, heretofore, to notice this project, and have matter stand? The traveller finds himself at ter on up freight for the same purpose. Notpublished the Report of the Engineer upon the|| Cincinnati. He then has the choice of a safe, withstanding this reduction, the tolls this year easy, and expeditions conveyance to the Lake, have exceeded those of last year, for the same result of an experimental survey to ascertain requiring only 18 to 20 hours travel, whence he period, upwards of $212,000. The interests of its practicability and probable cost. From this can reach New-York in 84 hours, or he can the two States are indissolubly united. Ohio report it appears that the length of the road is take the steamboat to Wheeling, requiring ge- is interested in causing all the trade of the 153 miles, and that the country over which iterally from three to four days, when he will lower country to pass through her territory, have to consume three days more to reach Bal-and New-York is equally interested in effectis to pass is in the highest degree favorable. timore, unless he chooses to ride night and day ing this object, because all the produce that The cost of construction will not exceed for two days, making at least six days from passes through that State, passes through her $11,000 per mile for a double track. It is re- Cincinnati to Baltimore, by the one route, and markably adapted to the employment of loco-five days to New-York, by the other. Much more might be said upon this subject, but from the view that we have taken of it, we motive engines, exclusively, upon it, as there is think that the Commissioners on the part of not an elevation upon the whole route that can- This will more emphatically be the case with this Company come before the commercial innot be overcome by them with ease, without the traveller from St. Louis, and intermediate terest of New-York with fair, yea, with irrerequiring either stationary or animal power. points, along the route of the National Road. sistible claims to their support, and we trust The fertility and resources of this part of the Already worn out by a long journey in the they will find in the liberal and prompt manner State of Ohio cannot be exceeded by any por-stage, when he arrives at Springfield, where in which the stock will be taken, that the citi tion of the western country. the two roads intersect, he will prefer the route zens of New-York properly appreciate its im

ter above and below that city. Most of the The remarks we have made with regard to boats that come up to Cincinnati from below, the travel, will apply with equal force to the drawing so much water as to prevent them trade of the West, for the same facilities are offrom ascending the Ohio farther. Boats of fered for the transportation of merchandize as lighter draught are, therefore, employed in the for that of passengers.

We think there can be no doubt as to which route would command the preference.

territory also.

It requires no great stretch of the imagina-by way of the Lake, to a two days' ride to Wheel-portance. tion to look forward to the period, and that noting, and a threedays' ride thence to Baltimore. Baltimore and Philadelphia, our enterprizing far distant, when, by the construction of this We have entered thus into detail, because and spirited rivals in the great struggle for the great and important work, the valley, not only we consider it of the highest importance that trade of the west, are, and we are gratified to of the Great Miami, celebrated as the garden of the travel, not only of Ohio, (for that is but a see it, fully awake to the subject; let not NewOhio, but the great Valley of the Mississippi it- small portion of the Great West,) but of India-York, then, through indifference, or ill-timed self, will pour its riches into our bosom. na, Illinois, Missouri, Kentucky, Tennessee, parsimony, lose the vantage ground to be gainBut there is another consideration which Arkansas, Mississippi, Louisiana, and even of ed by the construction of this, to us, invaluable strikes us with peculiar force: and that is the the Texas, should, by the offer of a cheaper, work. great importance of securing to New-York the more comfortable, and much more expeditious vast amount of travel from the South-Western route, be secured to this city. The merchant

For a map of the state of Ohio, and parts of States, that now goes to Baltimore and Phila- will consult his own personal accommodation the adjolning states, and Lake Erie, see page delphia. The city of Cincinnati is the stopping in a journey of so great a length, and if a better" 645 of this number of the Journal.

[From the Baltimore Gazette.]

will be in favor of the lower route, the capital | route approximates a fertile and affluent neighWe have obtained a copy of the report made sum of $48,836, which will be equal to an in-borhood. The upper route passes in the vici. by the Committee appointed to examine the Re-creased annual expense on the upper route nity of a manufacturing community already arport of the Chief Engineer of the Baltimore of $2,933 16. On the other hand, it is estima-rived at a period of some consequence, and and Ohio Railroad Company, in relation to the ted that when the two roads will require repairs susceptible of a material augmentation. It is location of the proposed Railway to the City of and renewals of the double railway, and two believed that the reasons for a departure from Washington, which we now lay before our engines for freight, and two for passengers are the course which is the most eligible for the readers. in operation, the difference in cost of those population convened and to be accommodated From the time which has been devoted to the|| items will be in favor of the upper route the at the termini of the road, are not of sufficient examination of the district between the two capital sum of $36,833 33, or a reduced annual consequence to induce the adoption of the upcities, and the very extensive and laborious re-expense, consequently that route is entitled to||per or lower routes on account of any increased searches and calculations which have been be credited the sum of $2,210 30. advantages that may accrue to the company by made, we presume that the best practicable The difference in the outlay in the upper and the immediate traffic-and that the question is route for the road has been secured. The high lower routes, bringing down the enumerated left to be deliberated upon on grounds wholly character of the officer to whom the location disbursements of each route successively to the independent from such considerations. In rewas confided, and of the committee to whom period when the expenditures are incurred on viewing the inquiry in reference to cost of conits revision was referred, afford a sufficient gua-account of construction, repairs, and renewals, rantee to the stockholders and to the public, that the location has been made without reference to any private considerations, and with a strict regard to the public accommodation.

Office of the Balt. and Ohio Railroad Company.

"A report was received from the Chief Engineer upon the surveys and calculations made with a view to the location of the Washington Railroad, which was referred for examination

and with two engines for freight, and two for passengers, are in operation, which it is supposed will be the least number competent to transport the traffic of the road, it is at this point that the work may be considered as to have incurred, so that the relative merits of the upbeen consummated and the inevitable expenses per and lower routes, so far as they relate to cost of construction, repairs, renewals, and the use of motive power, can with propriety be to Messrs. Morris, Potts, Donaldson, Swan, compared and a balance struck, by which it and Magruder, who were desired to report to this Board the relative advantages of the sevewill be perceived that at this stage of the inquiral routes that have been surveyed. Also, they there yet remains a difference between the extent to which the right of way may have upper and lower routes in favor of the latter the been granted to the company." capital sum of $12,047 66 1-3, or an increased annual expense on the upper route of $722 86.

The committee have performed the duty assigned in the foregoing resolution, by a careful| examination of the Engineer's report, which is of great length, and presents in detail to the consideration of the board, the various routes through which the road may be conducted is minute in the calculation of the prime cost of the railway, and a comparison of the several| modes of construction and their durability, and treats upon the motive power and machinery, and the difference in the expense of that power as applied to the several routes, &c. &c,

By a reference to the report, and the accom. panying tables and plat, it will appear that there are twelve practicable routes indicated-ten of these may, however, be considered as versions or modifications of the other two, designated as No. 2, or upper route, and No. 12, or lower

route.

The advantages which the upper and lower routes maintain above all others, are such as virtually to exclude all but Nos. 2 and 12 from any further notice in this report.

A reference to the note in table A will enable

the Board readily to estimate the annual ex-
pense of working one engine on the lower route
contrasted with upper route: it will there be
seen that on the Lower Route
The cost of fuel is estima-
ted at.
Wear and tear

$3,291.35
5,041.49

$3,204.59
4,762.56

$8,332.84

struction, and those repairs and renewals en-
tailed upon the work, in connection with the
expenses of machinery, motive power, imme.
diate and anticipated, distance, difference of
time required to pass and re-pass from Bali.
more to the Seat of Government, the Commit.
the selection of No. 2, or the upper route, it
tee unanimously concur in the opinion, that by
would be most subservient to the convenience
of the public, and at the same time best pro-
note the permanent interests of the stockhold-
ers, and therefore present a specific question
for the consideration of the Board comprised in
the accompanying resolution.

All which is respectfully submitted by
JOHN B. MORRIS, Directors on
JAMES SWAN,

the part of the Stockholders.
R. B. MAGRUDER, Director on

the part of the State.

JOHN I. DONALDSON, Director on the part of the city of Baltimore. Sept 23, 1833.

Committee.

Resolved, as the sense of this Board, That in the construction of the Washington Railroad, that No. 12, commonly called the upper route, as laid down in the map, and referred to in the engineer's report, is the most eligible one, and that the same is hereby adopted, and that the 7,967.15 engineer be, and he is hereby instructed, forthwith finally to locate and prepare the same for

365.69

contract.

Showing the annual difference in the working of one engine to be in faTHE PENNSYLVANIA LOCOMOTIVE.-Patents vor of the upper route the sum of have been granted to Colonel Long, of the The Committee forebear to pursue the com- United States Army, for "certain improve. parison further, than merely to add, that the ments in the construction of locomotive and Engineer's Report estimates that when the other steam engines," under the designation trade upon the road shall require 4 freight and with which this article is headed. The nume In examining the relative merits of Nos. 24 passenger engines, with the train of cars ne-rous experiments which have been made by and 12, the question is necessarily and insepa-cessary for an advantageous use of the motive Col. Long, with the view of perfecting, and satrably connected with the various branches com- power, the difference of cost will be in favor of isfactorily testing the efficiency of his improve prised in the Engineer's report. To render the upper route the capital sum of $9,078.66, ments, have been attended with great expense, justice to the report, and at the same time disen-or an annual sum of $544.72. and have led to the most satisfactory results. gage it of the minute calculations introduced In the present inquiry, the Committee have In this communication it is intended to exto sustain the engineer's conclusions, and to weighed the question of immediate or first cost plain some of the more prominent objects of reduce the question to such a space as to re- of construction, repairs, and renewals, within Col. Long's improvements, and to conclude der it susceptible of being generally apprecia- a definite period, and the cost of transportation with a brief recital of some of the practical reted, the Committee have had the subjoined ta- with the machinery, assumed as the minimum sults accomplished by them. ble (A) prepared. It exhibits at one view a requisite for the wants of the public when the 1st. The successful application of anthracite comparison of the upper and lower routes, in road is first in use, in connexion with which coal as a fuel for locomotive engines has been relation to the various questions, such as dis- they consider a prudent forecast as to the pro-a leading object of the inventor. This object tance, time consumed in the transit upon them, bable future operations of the road, and it ap-has been attained in the most satisfactory man. cost of construction, repairs, cost of motive pears that the cost or expenditure on the two ner, by means of a furnace and boilers of a pe power, &c., machinery to be applied thereon. routes at a period when two engines for freight culiar construction. The furnace is surroundThe report represents the length of the lower and three for transportation are in use, will be led by water on all sides, in a manner similar to route from the Baltimore and Ohio Railroad so nearly equally poised, as to present an in-that adopted in the most approved English lonear to "Hockley's Mills" to Washington, as considerable difference in favor of the upper comotive engines, but differs from the latter in ascertained by measurement, to be in miles, route-which, as has been stated, increases the manner of attaching the fire-box to the 32-2052; and from and to the same points on with the introduction and use of engines. The boilers, and in exposing a much larger compa the upper route, as 29-3469, constituting a dif- difference in distance exceeds two miles and rative boiler surface to the direct action of the ference in distance in favor of the upper route, one-third, is in effect a gain of near six per heat. The furnace is supplied with a grate of 2:3583, or rather more than two miles and onecent. in time, acquired at the increased expense a peculiar construction, which may be made to third. of less than one per cent. ($12,047.663) on the oscillate at pleasure, on an axle provided for estimated cost of the work. It has, however, that purpose. By means of the movements been shown that this discrepancy will not thus communicated, the fuel may be speedily rest here, but in the progress of time, and for discharged from the fire-place, whenever occscauses which have been enumerated, there is sion requires it; or may be shaken or agitated reason to believe that the scales will be turned in such a manner as to prevent the coal from packing upon the grate bars, and thereby obstructing the requisite draft into the flues and chimney.

The time required to travel from Baltimore to Washington by the lower route is estimated to be 2 hours 7 minutes; and on the upper route 2 hours; difference in time, 7 minutes. From the same authority we learn that the difference of cost between the upper and lower in favor of the upper route. The arguments routes in graduation, masonry, bridging, double advanced by the several advocates of the upper track of railway, cost of restoring the embank- and lower routes do not, in the estimation of ments during the first 5 years, with the ordina- the committee, vary the question, but leave the ry repairs of graduation and masonry united, subject wholly unaffected by them. The lower

In addition to the fire-box already mentioned, the boiler, or steam generator, consists of two

or more cylindrical boilers, placed horizontally axle in such a manner as to obviate the use of by recording a few of the general results drawn and lengthwise of the engine. Each cylindri-linch-pins, or other apparatus, to confine the from numerous and repeated trials of this encal boiler is furnished with tubular flues, pass-axles in their bearing. gine on the railroad leading from Philadelphia

at the back end of the boiler.

ing longitudinally through that portion of the 5th. The construction of a carriage frame, to Germantown. boiler situated in the rear of the fire-place. The in a manner to afford the requisite stiffness in The extent of this road between the two heated air, flame, &c. is admitted into these the engine, without the necessity of firm and places above mentioned is six and a half miles. flues through a niche in the cylinder prepared substantial attachments to the boiler, as a Its ascent from the depot, in Ninth street, to its for this purpose, and is conducted through means of imparting this essential property to termination in Germantown, is 207 feet, or a them into a smoke-box and chimney situated the engine. little more than thirty feet per mile. The steepIt must be manifest to every one conversant est ascent is at the rate of forty-five feet per In addition to the tubular flues just men-with steam engines, that the ordinary or rather mile, which occurs in a distance of about half tioned, there is a broad and sufficiently copi- extraordinary strain produced in boilers by the a mile in Germantown. The road is exceedous flue situated beneath the cylindrical boil-expansive force of high steam, is all that they ingly crooked, and the evenness of its surface ers, by means of which the heated air, &c. is ought to be compelled to resist. If to this is much impaired by the settling of embankbrought into contact with the entire lower half, great strain, that attendant on the concussions ments, and the consequent derangement of the or exterior, of all the cylindrical boilers. of a heavy engine in rapid motion be added, rail-tracks. The number of trips, outward the liability to explosion is greatly increased, and returning, performed by the engine, is while, at the same time, rents and fissures in about eighty, the whole of which were attendthe joinings of the boilers, of a character se-ed with similar results. In no instance has a riously to injure the engine, and impair its effi-trip been interrupted for want of sufficient ciency, are likely to occur. steam; on the contrary, at almost every trip the fire door has been thrown open a part of the time, in order to prevent the generation of more steam than could be used.

The very extensive boiler surface thus acquired and presented to the action of the heat, contributes to render the production of steam exceedingly copious, while the heat imparted by the fuel is almost entirely absorbed in its production. Such is the efficiency of this arrangement, that in a boiler nine feet and eight inches long, with two eylindrical boilers, each twenty inches in diameter, embraced within that length, the whole weighing, inclusive of all the flues, three thousand pounds, two hundred gallons of water have been evaporated in an hour, under a pressure of 90 pounds to the square inch, and at the expense of two bushels

of anthracite coal.

The results that will now be noticed, all of which relate to ascending or outward trips only, are as follows, viz.:

Three passenger cars with fifty passengers were drawn the entire distance in twenty-eight minutes, including two stoppages on account

Three passenger cars with 124 passengers were drawn, as above, in twenty-nine minutes, including three stoppages as before.

Two passenger cars were drawn as above, in 19 minutes, the number of passengers being forty.

The only remedy hitherto devised to correct this difficulty has been found in increasing the thickness of the metal composing the boilers, which must of course add proportionately to the weight of the engine, without increasing The quantity consumed in running to GermanThe only fuel employed was anthracite coal. its efficiency. The evil here adverted to has town and back again did not exceed two bushbeen far more advantageously remedied in theels. The quantity of water evaporated under Pennsylvania locomotive in the way just suga pressure of eighty to ninety pounds per gested, viz. by giving to the engine the requi-square inch, was about 200 gallons per trip. site stiffness without depending on attachments In order to facilitate the combustion, or ra- to the boiler for the attainment of this object. fresh charge of coal in the furnace, and with a The engine was repeatedly started with a ther the ignition of the coal, a slip chimney has The boilers, instead of being firmly connectbeen introduced into the engine, by means ofed with the frame, are merely suspended with-pressure of steam barely sufficient to put the which the height of the chimney may be va-in it by the introduction of springs, whereby three or four miles, on an ascending trip, while train in motion, yet, on reaching a distance of ried at pleasure, from fourteen to twenty feet. they are exempt from the violent shocks to the train was moving at its greatest speed, the Among the advantages expected to result which other parts of the engine are occasion-steam was generated in such profusion as to from this method of constructing boilers, are ally exposed. By means of this arrangement, force open both safety valves at once. the exposure of a much larger comparative also, the working parts of the engine are resurface to the action of the heat; a very great lieved from the vibrations and other irregulareduction of the quantity, or weight, of the wa-rities calculated to impair the efficiency, and inter necessary to a minimum supply in the boil-jure those parts of the engine affected by such ers; a similar reduction in the weight of the irregularities. boilers, as also in the thickness of the metal of 6th. Lightness in the construction of locowhich they are composed; together with cer- motive engines has been regarded as a leading tain facilities hereafter to be noticed, for remov-object of this invention. This object, it is be-of way passengers. ing, renewing, and replacing the boilers, with-lieved, has elicited far less attention from those Three passenger cars with sixty-nine passenout deranging other parts of the engine. concerned in railroads than it deserves, espe-gers were drawn through the same distance in 2d. The steam is employed in the working cially when viewed in connection with rapid twenty-six minutes, including four stoppages cylinders in such a manner as will allow of its transportation. Strong objections have repeat- as above. operating, not only by its absolute, but by its edly been urged against the employment of expansive force. This object is effected by light engines, on the ground of their not havmeans of certain adjustments in the steaming sufficient adhesion to the rails, to prevent valve apparatus, by the aid of which the en- the wheels from slipping. In reply to such obtrance of the steam into each of the working jections, it is proper to observe, that it is very cylinders is intercepted, at about five-eighths of seldom that a gross load weighing more than the stroke of the piston. The advantages of thirty tons, including passengers, baggage, and such an arrangement are too obvious to require cars, is ever offered for rapid conveyance, and a particular designation. It is sufficient to re- that an engine weighing only three tons has mark, that by this means, three-fifths of the sufficient adhesion to convey such a load, even steam generated are rendered quite as efficient on a road slightly ascending. Six burthen cars, each weighing 284 cwt. as the whole would be without such an ar- In view of the solidity and texture of the three of the cars being loaded with stones, rangement. materials of which engines must be composed, gross load, by estimate 25 tons, were conveyed 3d. The adoption of wooden wheels bound it is confidently believed that the greatest eco-upward on the steepest and most crooked part with wrought iron, and of such a construction nomical speed for an engine weighing six tons, of the road, the ascent on a part of the distance as will admit of tightening the tire, or other-will not exceed fifteen miles an hour. It is as being at the rate of 45 feet per mile, at a speed, wise repairing it without materially affecting confidently believed that a greater speed, with as nearly as the engineer could judge, of at the relations between the centres and the peri- an engine of the weight just mentioned, would least 12 miles per hour. pheries of the wheels. be attended with serious injury, not only to the It is obvious to any one acquainted with the engine itself, but to the rails and other parts of nature of the materials employed in the con- the road on which it travels. This being adstruction of wheels, that the iron bands, or|mitted, the inference is fair and conclusive,] tires, of wooden wheels will expand, and con-being grounded on the laws of motion, concustract by the ordinary changes in the tempera-sion, &c. by which the movements of heavy By a fair comparison with the results of ture of any climate, in such a manner, and to bodies are governed, that an engine weighing other engines plying on the same road, and prosuch an extent, as will, sooner or later, render three tons only, and moving at the rate of thir-pelled by the use of pine wood for fuel, the cost the tire loose upon the felloes. In the wheels ty miles an hour, will be attended with shocks of coal required to perform a given service does of the Pennsylvania locomotive, such a defect equally severe, and, consequently, that the not exceed one half that of pine wood for a siis readily remedied by withdrawing the flange wear and tear of the engine, rails, &c. will be milar performance, two bushels of the former tire and inserting thin iron wedges between the equal in both cases. Hence, if a speed of thir-being of equal efficiency with one-fourth of a remaining tire and the felloes, without the ha-ty miles per hour must be attained, the weight cord of the latter. zard of producing eccentricity in the wheel. of the engine ought not to exceed three tons. There is still another consideration which 4th. The construction and application of entitles anthracite coal to a decided preference boxes, or bearings for the wheels, or between before pine wood, or any other fuel employed the carriage fraine and the axles, which not in locomotive engines, which is that, in the use only serve as steps for the bearing journals of of the former, passengers are entirely exempt the axles, but as receptacles for the grease, oil, Having given the foregoing explanations from the annoyance of smoke, sparks, cinders, or unguent, necessary for their lubrication. touching the objects aimed at in the construc- &c. which are produced and thrown out in The boxes are of the best hard brass, and are, tion of the Pennsylvania locomotive, the wri-great profusion when other kinds of fuel are moreover, adjusted to bosses attached to theter will conclude his remarks for the present,lemployed.—[Journal of the Franklin Institute.]

This may be regarded by some as a mere matter
of assumption, yet facts may be adduced of a
character to corroborate and enforce such a
conclusion.

To these may be added the two following trials with burthen cars:

A gross load of 11 tons was conveyed to Germantown in twenty-six minutes.

On the 4th of July six trips were made, each with three cars attached. Average time of ascent 25 minutes; average number of passengers conveyed, between 60 and 70.

[For the American Railroad Journal.]

posed to rejoice at the successful efforts of our MR. EDITOR,-I understand that a commit-almost infant state, and to anticipate with satee appointed by the Directors of the Boston tisfaction the point of greatness to which she and Providence Railroad Company, to decide may arrive, if she continues as she has commenced in the construction of public works. upon the southern termination of the Railroad, [Cincinnati Gazette.] is now sitting in this city for that purpose.

As I am a stockholder, and deeply interest. Navigation of the St. Lawrence.-It may indeed ed, I may be allowed through your Journal to be said of American Enterprize, that it never slumbers nor sleeps. A project of vast importance to express the wish that it be located so as to ac-our Northern Frontier, begins to be agitated at Ogcommodate the public generally, the city of densburg, to which, as a matter of course, the atten. Providence and the New-York travel and trans-tion of the people of this state will be directed. It is no other, than that of making the St. Lawrenee portation, by the way of Stonington. Should river navigable, between the Lake St. Francis and hese considerations not have full weight in this Ogdensburg, at a comparatively trifling expense, and decision, it may prove highly prejudicial even York, where a transit duty may be levied upon it, bringing its whole trade within the State of New to the Boston and Providence Railroad, which that of itself will defray a great part of the expenses I consider one of the first routes and best Rail-of the State Government. roads in the United States.

It appears that the Grass river, which is navigable for steamboats to within three miles of Massena Village, is separated at this point from the St. Lawrence, by a deep ravine, and very low land, which at a trifling expense, might be made a navigable

channel!

It is suggested that this road may terminate in Massachusetts, opposite Providence, and may be connected with the Stonington Road, by a ferry below the city of Providence. By This channel would communicate with the St. this mode the trade of Providence would not Lawrence, half a mile above the Long Sault rapids only be greatly inconvenienced, but the travel The Canadians have proposed to cut a Canal round and transportation to New-York via Stoning-ject of our countrymen would effectually divert the these rapids on their side of the river, but this proton would be in a great degree impaired; not carrying trade through our own territory. only would the distance be increased consideThe contemplated canal will be but five miles rably, but the ferry would be an insurmounta-long, and require but two locks! The nature of the ground is such that the excava. ble obstacle at some seasons of the year, andtion, wiil be practicable at a small expense. We an objection at all seasons.

hope the people of Ogdensburg will have surveys If the Rhode Island Company's are not per-made immediately, in order that the action of the mitted to enter the Boston and Providence Road Legislature may be had upon the subject as early as on equitable and reciprocal terms, will not some possible. other mode be discovered to continue the Ston

We should be glad to learn from our friends in that quarter, a more particular account of the capabilities of the Grass river, and also of the natural canal connecting it and the Oswegatchie.

[From the New-York American.]

ington Road to Boston, to accommodate the city
of Providence and the New-York travel? Some
persons may not think so, but I have no doubt
there will, from what information I can collect
and I would ask the Directors of the Boston
and Providence Company to pause before it is
MAD RIVER AND LAKE ERIE RAILROAD.-The facts
too late, and prevent the consequent evils that and reasonings of the annexed exposé by the Com.
must ensue to the stockholders, if there is not missioners who are here to superintend the open-
a mutual and good understanding; there is a ing of books for subscription to the stock of the Mad
harmony of interest between the several con- River and Lake Erie Railroad, cannot, we think,
panies which demands of each that it promote
the interest of the other. I verily believe that the but have the effect of recommending the enterprize
stock of the Boston and Providence Railroad to the capitalists of this city:
Company is 5 per cent. lower at this time than
it would be were this question of the union of
the roads satisfactorily disposed of.

[For the American Railroad Journal.] MR. EDITOR

I observe by the Journal of Commerce that a keel has been laid in Boston for a Steamboat intended as a Liverpool Packet, and it may be of great importance to the proprietors and the public to know that a boiler has been invented, on an improved plan, to burn anthracite and other coals, which it is anticipated will obviate the principal difficulties of crossing the Atlantic by steam.

In presenting this road to the citizens of New York for patronage and support, it will be expected that the Commissioners offer to those who are asked to invest their funds in its stock, some evidence of its probable productiveness; together with its utility and importance to the public, as a thoroughfare of travel and commerce.

roads, on to Buffalo, and you have accomplished your object by opening an easy line of conveyance, that can never be supplanted, either by a route from Baltimore or Philadelphia, across the Alleghany mountains, nor by any other, connecting lake Erie with the great valley of the Mississippi. And the traveller from the far west, instead of having to pass through Baltimore and Philadelphia to reach New York, as is now the case, will then find it much more easy, and convenient, and cheaper, to pass through New York, in order to reach Baltimore and Phila. delphia.

The time required to travel from the principal points in the western and south western States, by the route of the proposed road, (in connection with a Railroad from Buffalo and Albany,) to New York, (and we intend to make ample allowance) will be as follows:

Natchez to New York 11 days; from St. Louis, via From New Orleans to New York, 13 days; from the Great National (McAdamized) Road, which in. tersects the proposed rail-road at Springfield, 7 days; from Vandalia, the capital of Illinois, by do. 6 days; and from Indianapolis, the capital of Indiana, also by the National Road, 5 days; from Nashville, the capital of Tennessee, 7 days; from Louisville, Kentucky, via Cincinnati, 5 days; from Cincinnati, 4 days; and from Sandusky, 3 days-and here we will remark, that the proposed railroad will present the most direct route, that can possibly be obtained, from Buffalo to each of the above named places.

We are unable to form a correct estimate of the amount of merchandize and agricultural productions that will pass and repass over this road, but we ap. peal with confidence to all who have travelled over the section of country through which the route pas. ses, (and we have been pleased to meet with many of your citizens that have,) if in this, or any other country, they have seen a better soil, with more in. dustrious occupants, or a larger surplus of agricultu. ral productions than is to be found along this very line of inland communication. We have travelled much in both the western and eastern parts of the United States, and without favor to this section of country, or prejudice against any other, we confess that we have yet to see the country capable of yield. ing the same amount of agricultural productions. We are not however left entirely to conjecture on this point, but have at our command an official document from which we will make a few extracts.

of the Miami canal, at Dayton, This canal is a This road connects with the northern termination mere indentation from Cincinnati into the country up the Miami valley of only sixty five miles; con. necting no important point, but merely operating as a drain to take off a portion of the surplus production along its route, and near its termination.

In the Report of the Canal Commissioners to the Legislature of Ohio, which will be found at pages 342, 3 and 4 in the journals of their session, the following facts are stated:

The saving by transportation on the Ohio Canal (which is 310 miles in length) over the ordinary mode of transportation by waggons is $231,004 and 95 cta

The connection of the southern bay of Lake Erie at Sandusky, with the northern bend of the Ohio and the saving by means of the Miami Canal which river at Cincinnati, by railroad and canal, has long is 65 miles in length is, $81,152 and 82 cts. But the been looked to with interest and solicitude by the parallel in favor of this route does not stop here.people of the West; and has struck with great force, The property that arrived at Cleaveland during the all intellige at travellers that have passed from one to last year by the Ohio Canal was the following--wheat the other of these points, as a work in every way and flour amounting to 112,158 barrels; pork 13,801 worthy of the patronage and support of the citizens barrels; whiskey 2150 barrels. During the same of New York and Ohio, whose interests it so indis. period of time the property that arrived at Cincin solubly unites. The fertility of the country through nati by the Miami Canal was as follows: flour The principle has already been tested by a soil and even surface, with its admirable adaptation rels. Thus presenting the fact from official which this connection must be made, its uniform 97,578 barrels; pork 19,758; whiskey40,425 bar. boiler built for the purpose, and another is to the construction of a railroad, point to it, as one documents that in the exports of flour, pork and nearly completed, by Mr. Allaire, for the Dela-that in a few years must be as productive as any whiskey, the great staples of Ohio, there passed ware and Hudson Canal Company, to be put work of the same character in this or any other through the Miami Canal, which is only 65 miles in length, and yet connecting no important commercial point with Cincinnati, 29,662 barrels more than passed through the Ohio canal during the same time.

in a boat to run on the North River.

country.

Compare this with any other route in the United States, and then ask yourself, where it is that you intercept as large a portion of the travel from the West to the eastern cities, as you do by this contem. plated railroad.

In the same report we have the following statement of the tools and water rents paid on each of these canals during the last year. On the Ohio canal, there were paid $82,867 42; and on the Miami canal, $40,928 81-still keeping the same relative proportion in favor of the latter, and the productiveness of the coun try through which it and the anticipated railroad is intended to form a line of communication. JOSEPH VANCE, Commissionera. ISAAC MILLS,

MIAMI CANAL. It was expected that this canal would have been completed to the river, during 1833. The season has been such as to render this impracticable. From Court street, to the River, ten locks are to be constructed. Is it not by this route that you tap the great artery All of them are partly prepared, one only com- of the western travel and western commerce, at its pleted. They are built of the most substantial most eligible point, and by that means at once throw materials, and in the most durable manner. your merchandize into the centre of our population, Mr. Laughry, the undertaker, is a practical ma- and agricultural wealth at the city of Cincinnati; son, and has evinced a good stock of mechani- which is now and must ever continue to be the most cal pride, as well as skill, in their construction.important point in the valley of the Mississippi. It is a pleasant walk, of a dry day, to traverse travel from the nine western and south western were but 270 miles of the Ohio canal, to wit: from Cincinnati at this time concentrates nearly all the Note. It is proper for us to state here, that there the line of the canal from where it crosses Main States, towards the Atlantic cities, and hence the Cleaveland to Chillicothe, open during the whole of street to the river, and observe the work in its great importance of uniting New York by easy and the last season; the balance of the distance, from present progress. It cannot fail to excite re-expeditious conveyance with that place. Construct Chillicothe to the Ohio river, was not opened until flections highly pleasurable to any mind dis-this road to lake Erie, and your Utica and other towards the latter part of the season.