Mr. Massey presented the following report of the committee on the Delaware Avenue, which was laid on the table. The committee were actuated by motives entirely for public good, that was their paramount object, and the plan they adopted was considered by them as laid out with as little inconvenience to individuals who own wharf property, as the nature of the case would admit of; for the improvement must be viewed and considered for the public good, as designed by the testator, who required by his will that it should be laid out not less than twenty-one feet wide--they, therefore, recommend to the early attention of the next Councils, this important subject, and exceedingly regret, that any thing has occurred to postpone the present ordinance and plan from being carried into execution, which they have every reason to believe, would be found to give as much satisfaction, as any other that could be adopted. The Committee on Delaware Avenue, beg leave to report: That they have spent much time in examining and deliberating, upon the important subject of laying out a passage or street, along the Eastern front of the City, in accordance with the will and intention of the late Stephen Girard, and when they reported the ordinance, now before Councils for consideration, with a plan of the whole city front, made under the direction of the committee, by Samuel Hains, City Surveyor, laying ing out the Delaware Avenue twenty-six feet wide, it was considered the least possible width that it could be laid out to answer the purpose; as twenty-one feet were intended for a cartway, and five feet for a footway, which they consider indispensable, the object of fixing the cartway twenty-one feet, was, that two vehicles might pass each other, when another was loading or unloading, which is very important, in such a great thoroughfare as the Delaware front is. As there has been a memorial recently presented to Councils, signed by a number of owners and occupiers of wharf property, objecting to, and remonstrating against the passage of the ordinance as aforesaid, with a letter also from Paul Beck, jr. who did not think proper to sign the memorial, (although by far the largest wharf holder in the city,) for reasons which he has not stated, the com. mittee have thought proper, under existing circumstances, not to act upon the present ordinance, so late in the season. On motion of Mr. Lippincott, the Select Council proceeded to the consideration of a resolution appropriat ing $40,000, from the Girard Estate, for city purposes. The resolution was adopted in the Select, but did not pass the Common Council. an intolerable nuisance, and praying that the same may be speedily removed. Referred to the committee on Logan and Penn squares. COMMON COUNCIL. Mr. Gilder presented a petition praying that Oak street, in front of Penn Square, may be curbed and paved. Referred to the Paving Committee. Mr. Chandler presented a petition from Thomas Grath, praying Councils to accept a substitute for one of his sureties, for money borrowed from the Franklin Legacy. Referred to the committee on Franklin and Scott's Legacies. A communication was received from Matthew Walk. er, inquiring whether the lot of ground belonging to the city,situate on the south side of Vine street,between Schuylkill Front and Second, is for sale, and at what price-and also inquiring the price of the lot upon which the Dog House is located. Referred to the committee on Logan and Penn squares. Mr. Elliott presented a petition from sundry citizens residing in the neighborhood of Schuylkill Front and Vine street, complaining of the Public Dog House, as Mr. Chandler offered the following resolution which was adopted, and concurred in by Select Council. Resolved, that the commissioners of the Girard Estate be, and they are hereby directed to take legal measures for ascertaining the rights of the city in the intes tate Estate of the late Stephen Girard. and resolutions of the Select Council, in relation to Mr. Chandler called up for consideration, the report the fitting up of the old Engine House at Fair Mount, which were agreed to. Mr. Mai land from the committee to whom was refer red the petition of M. Wolf, praying for a salary for his services as Messenger to Councils, reported the follow resolution, which was agreed to, and concurred in by • Select Council. MAUCH CHUNK.-It may not be amiss for us to cor rect an erroneous impression which may have been conhad received, that application had been made for the veyed by our statement last week upon information we last remaining lot of the Town Plot at present in the market, as we perceive that the entire article is copied into some of the city papers. By the statement referred to, we intended merely the vacant lots offered for sale by the Lehigh Coal and Navigation Company, fronting on Market square. There are several second hand lots held by individuals, that may perhaps be purchased at a fair price, on the square, besides a number of the lots Mc-rows on each side of Broadway. with buildings thereon, owned by the company, in the Resolved, by the Select and Common Councils, that the Mayor be authorized to draw his warrant on the City Treasurer in favour of Michael Wolf, for One Hundred Dollars, and charge the same to appropriation No. 21. Mr. Borie from the Committee of Accounts, to whom lution in his favour, for the sum of thirty dollars.was referred Mr. J. B. Sewell's bill, reported a resoAdopted and concurred in by Select Council. FLAT ROCK BRIDGE.-We are informed that on the 19th Sept. last. as two marble wagons with thirteen horses attached, belonging to Mr. Thomas Morgan, were crossing the Flat Rock Bridge, above Manayunk, on their return from the city, the Bridge, which was shortly to be taken down for the purpose of the erection of a new one, upon its site, gave way, and carried the whole with it, some twenty or thirty feet into the Schuyl kill. Five horses were killed on the spot, and another died the next day. Both the drivers were precipitated with the general mass, and were badly injured-of one of which there is scarcely any hopes of surviving. The loss of Mr. Morgan, by this sad accident, is estimated at from 1000 to 1200 dollars, which we understand will be made up for him, either by the bridge company, or the public, or perhaps both united. Since writing the above, we have been informed, that the carter most injured, died on Sunday.-Germ. Telegraph. We are also informed that since the arrival of the Board of Managers, several additional lots have been placed in the market, among which are a number of eligible situations for business on Berwick street, be tween the store of M'Connel, Foster, and Broaderick, and the Mauch Chunk Hotel, besides the remaining lots in Market Square and Broadway.-Mauch Chunk Čour. material, between the iron rail and the stone; this would no doubt lessen it, but to what extent, must be left to the result of experiment. The loosening of the rail upon the stone is, no doubt, in part due to the expansion and contraction of the former, whilst upon a wooden BY THE EDITOR. The number of rail roads which are being construct-rail but little sensible effect is produced from this cause, ed, and the still greater number which it is proposed to the yielding nature of this material serving to prevent construct in our country, render it specially important it; the degree in which this expansion and contraction that all the information which our short acquaintance operate in lossening the rail would, however, be but with this mode of conveyance has afforded, should be as slightly diminished by a thin strip of wood, although it extensively diffused as possible. The question of the appears to be calculated to remove much of the greater utility of rail roads for the general conveyance of mer-evil, the abrasion. chandise and of passengers, may now be considered as The portions of a rail road which pass over the origisettled; but we have much to learn as respects the best nal surface of the soil, are very small; excavation or mode of constructing them so as to insure their durabili- embankment, to a greater or lesser extent, is necessary ty, whilst the necessary attention is paid to economy in almost every where. The laying of stone sills on these the first instance. There are but few situations in which embankments, when recently made, has been another rail roads can be carried to any great extent, without a source of much difficulty in the construction of rail very large outlay for grading, and for building bridges roads, as in such places the earth must necessarily con and culverts, their utility is necessarily so dependent upon tinue to settle for a considerable period of time,not only their near approach to a level, that but little diminution displacing the sills at their junctures, but likewise ef of their cost is to be anticipated so far as these points are fecting the grading, and all the calculations founded concerned. Not so, however, as regards the kind of thereon. It may not excite surprise that the loosening rails which it is best to employ, the sort of foundation of the rails upon the stone sills was not foreseen in all upon which they should be laid, and the best mode of its extent; but it is certainly remarkable that the capital fastening them so as to insure their permanence. The error of using stone sills on new made ground, should present notice will be principally confined to one or have been any where committed; yet such has been the two points connected with the latter part of the subject. case to a considerable extent. To raise these sunken On the Baltimore and Ohio rail road, the plate rail sills, with the rails upon them, is a work of great labor, has been exclusively used, and the same has been most and one, which in high embankments, it may be necesgenerally adopted in other places. These iron plates, sary to repeat several times. This settling of the earth which are usually about two inches and a quarter wide, must take place, whatever be the kind of rail used, but and five-eighths thick, were at first laid upon rails of the derangement is much less when the plates are laid wood, to which they were securely fastened by nails; it on wooden string pieces, and the labour of readjustment was generally believed, however, that a foundation may be performed with much greater case. consisting of sills of granite, or other hard stone,in place] We have recently travelled along the rail road lead. of the wooden rail, would, by its permanence, more than ing from Philadelphia to Germantown, and also on the repay the extra cost of it in all situations where it could Pennsylvania rail road, now in the course of construcbe readily procured; on the road first named it was tion between Philadelphia and Columbia, on the Sustherefore adopted, after carrying the wooden rails to quehanna. On the whole of the former, and on a large the quarries where such stone could be obtained. It portion of the latter, the rolled iron edge rail has been is believed that not the slightest doubt existed on the adopted. The general plan of forming the foundation minds either of the engineers or the directors, of the of these rails is to sink stone blocks, (cach containing superior utility of stone in every respect; and, in confor about two cubic feet,) at the distance of about three feet mity with this opinion, many miles have been laid with from each other, and upon these blocks to fasten cast it, and the iron rails carefully secured thereto. In riding iron chairs, which receive the lower edges of the rails, over this road, the moment of passing from the wooden and into which they are fastened by suitable wedges. to the stone rails can be at once both heard and felt by The want of stability in these blocks is already manifest the passengers in the car. Upon the wood the sound is in both these roads, although they are not yet completless harsh, and the vibration less rapid than upon theed, and upon one of them, the Pennsylvania road, locounyielding stone, the elasticity of the wooden rail ren- motive engines have not yet run. The blocks have in dering it the most pleasant to ride upon; a mere differ some places sunk so as to render the line of the rail unence of this kind, however, was not to be considered as dulating to such an extent as to be visible while passing presenting any valid objection to the use of a material along it. The same circumstances which produce the so permanent as the stone. On a recent visit to Balti- sinking of the stone sills must operate with equal or more, where we had an opportunity of conversing with greater force in the case of the blocks and chairs. In individuals whose talents and interest in the road give some places also the rails have been pressed out, and in value to their opinions, we learned with much regret | one instance, at least, on the Germantown road, the that the result of the experience which they have had, rails were so far separated as to allow the wheels of the has led them to a conviction that the stone sills must be locomotive engine to fall between them. The numer abandoned, and string pieces of wood resorted to ous curves on these roads render the rails much more throughout the route, in consequence of the gradual, liable to be pressed out than those on straighter roads, but inevitable loosening of the iron rails. This has not as the flanches of the wheels, when the engines and arisen from any defect in the method by which the rails cars are moving at high velocities, bear with a force were secured to the stone, but from causes which can- | which is with difficulty resisted against the outer rail of not be obviated by any skill or care on the part of the the curve, and especially at the moment of changing workmen, as it is the result, principally, of the vibra from one curve to another, or from a straight track to tion produced by the passage of locomotives and cars a curve. upon the rails. However carefully such rails may be laid, the points of contact between them and the stones will be but few, and as these are abraded by the vibration, the rails will have a small degree of play; this evil will necessarily go on increasing, and the heads of the nails will eventually be worn off by it, as has actually happened. There is an old saying that "once well done, is twice done," and although it is much more easy to point out defects than it is to prescribe adequate remedies, it is a thing of high importance in extensive and costly public works that they should not be disgraced by imperfections in the mode of executing them. Although the comparative novelty of rail roads as a medium of general intercourse and trade, forbids the supposition that we have yet acquired a knowledge of the best mode It has been proposed to obviate the foregoing defect by interposing a thin strip of wood, or other yiekling VOL. XII. 28. From the Journal of the Franklin Institute. Observations on some points relating to THE CONSTRUCTION OF RAIL ROADS. of constructing them, this will not serve as an apology for a perseverance in known and manifest error. The abandonment of three-fourths of the rail roads which have been projected will not be attended by any actual loss, whilst their imperfect construction will not only disappoint the public expectation, but discourage future undertakings of the kind. The first failure may be the result of inexperience, and be, therefore, altogether pardonable, but when the evil and its causes are evident, the course of procedure ought to be changed, in spite of the prejudices of workmen, or the interest of contractors. The remedies to be applied to obviate or to lessen the defects which have been referred to, must necessarily depend upon the means under the control of the engineer, and will therefore differ in different places. Along a large portion of the line of the Pennsylvania rail road, locust timber may be readily obtained, and where the embankments are not very high, blocks of this wood might rest upon broken stone on the original surface of the ground, and extend up to the level of the road; and these posts might, when necessary, have ties from one to another across the track, to prevent their spreading. This timber is the most durable known, and the chairs would be readily affixed to it. Long blocks of stone, like the sills upon which rails have been laid, extending across from one rail to the other, and receiving the chairs for the edge rail, would completely prevent their spreading. This expedient has been resorted to in some places on the Germantown road, the long stones having been used as the joints of the rails, and stone blocks in the intermediate parts. These remarks are intended as mere hints which may in some cases be made useful, or serve as inducements to the competent engineer, to devise better modes of procedure. The mentioning of a competent engineer, reminds us of one other point essentially connected with the subject in hand, a remark respecting which shall close the present article. We have some gentlemen in our country to whom the foregoing title may be justly applied, but numbers are so dubbed, who have not the slightest claim to the appellation, and, in not a few in stances, the direction of important works has been entrusted to such men because they might be got cheap. Real talent in this line is never too highly paid for; but a Board of directors will not unfrequently sacrifice hundreds of thousands, to save a thousand or two of dollars in an annual salary. The foregoing remarks have been elicited by what we have recently seen and heard, and are committed to paper during the continuance of the tour in which they have been suggested. From the Journal of the Franklin Institute of Sept. 1833. FRANKLIN INSTITUTE. Quarterly Report of the Board of Managers. In compliance with the requisitions of the constitution, the Board of Managers of the Institute submit their report for the past quarter. Although the quarter has been one of those in which the active operations in the interesting branch of instruction are suspended, it has not been devoid of interest. The preparations for the exhibition of domestic manufactures, to be held in the autumn, the experiment of monthly conversation meetings, which has been in progress, the reference of the subject of weights and measures to the Institute, and the transfer of the collections of the Maclurean Lyceum to this society, have added variety to the usual duties and business of the institution. of preventing the escape of sparks from the flues of locomotive carriages, in which wood is used as fuel. The company have furnished a brief statement of the plans which had been tried before the offer of the premium, which statement has been communicated to those ap plying for information to the Institute. The committee on premiums and exhibitions hold stated meetings with the committee of arrangement, to mature and execute their plans for the distribution of information to manufacturers and mechanics, in relation to the objects of industry to be exhibited in the coming autumn. By the liberality of the New Castle and Frenchtown Rail Road Company, that committee have been enabled to offer a premium for a successful method The experiment of monthly conversation meetings, made by direction of the annual meeting of the Institute, has been highly successful. As was anticipated, the absence of formality in these meetings has induced many to contribute to the information of their fellow members who otherwise would hardly have come forward, and where no special and avowed communica. tion has been made, interesting remarks and discussions have been engaged in by many who came as listeners only. The months of July and August would be unfavorable to the assemblage, in comfort, of so many persons as frequent these meetings, and the Board respectfully recommend their omission during these two months. By a resolution of the House of Representatives of this state, the Secretary of the Commonwealth was directed to refer to the Managers of the Institute, the bill relating to "weights and measures, and to admeasurement," with a request that report should be made, in relation to it, at the next session of the legislature. This bill, with the resolution of reference, &c. was received at the meeting of the managers in June last, and referred to a committee of nineteen to report to the Board. I he names of the committee are appended to this report. The committee on instruction have already commenced a revision of the arrangements of last year, in regard to the several branches thereof. The drawing school has received particular attention, and will, it is hoped, be materially improved in its organization. The com mittee have made arrangements to obtain from the professors, and to furnish to the class, a programme, or outline, of each of the regular courses of lectures. The managers have made, during the last quarter, an arrangement by which the collections in natural his tory, books, and other property, of the Maclurean Lyceum of this city, have been transferred to the Institute, the members of the Lyceum becoming life members of this association. The entire right of disposal of this property has been vested in the Institute, and a committee has been appointed to effect the transfer of the articles to our Hall. In process of time, it is hoped to exchange such of these articles, as do not come within the scope of our society, for others more directly interesting to us, retaining such as will add materially to the interest of our collection of minerals and geological specimens. The eleventh volume of the Journal of the Institute has been completed by the appearance of the June number. This journal, from the amount and interest of the original matter which it contains, furnished in relation to the patents by theeditor, and in the miscel laneous matters by occasional correspondents, may, it is believed, stand an advantageous comparison with scientific journals at home, and with those in the same walks abroad. The circulation of this periodical should be anxiously promoted by every member of the Institute: they would thereby aid in diffusing through its means useful information in relation to the mechanic arts, and in general science, and look to an increase of subscribers to produce a diminution in the present price of subscription; in this point of view, each subscriber is interested in increasing its circulation. Committee on Weights and Measures. A. D. Bache, S. V. Merrick, W. H. Keating, Rufus Tyler, M. W. Baldwin, Benjamin Say, Asa Spencer, Abram. Miller, Thos. P. Jones, M. D., R. M. Patterson, M. D., Sears C. Walker, Benj. Stancliffe, Thos. M'Euen, M. D., Edmund Draper, David H. Mason, Benj. Reeves, Frederick Fraley, Samuel Moore, Samuel Hains. A. D. BACHE, Chairman. WILLIAM HAMILTON, Actuary. would realize more than the cost of this road in the increased value of these lands. Under all these circum stances, who then can doubt that this rail road will be made, and that before long? QUEHANNA. In this day's paper will be found the proceedings of a meeting held in Franklin, Venango county, relative to the incorporation of a company to make a rail road from that place to the west branch of the Susquehanna. The distance is said to be but 140 miles, and the work is considered by good judges to be entirely practicable, and can be done at a moderate expense, far below the general average of rail road communications. There will be but few important streams to pass. The Allegheny river may be said to be the only one of any considerable magnitude; besides the country presents a very gradual ascent to the dividing ridge between the Allegheny and Susquehanna. This route, in connexion with the state improvement, (when completed to Lake Erie,) will open a communication that will be but 445 miles from Erie harbor to Philadelphia. Any one who will take the trouble to examine this subject, will see that this will be of immense advantage to Pennsylvania, it being the shortest route from any of the Atlantic cities to Lake Erie. Philadelphia will then by means of this improvement be enabled to send goods to Erie in about the space of six or seven days. Thus it will be obvious to all, that Philadelphia will have a decided advantage over the city of New York in sending and receiving goods to and from Lake Erie. No doubt can exist but the trade of this road will be very profitable. The Lake trade is now immense, and is fast increasing. This year the tonnage on Lake Erie has increased thirtythree per cent. on what it was last year. Merchants engaged in forwarding upon the Lake state that this has been the average annual increase for the last five years. The citizens of Philadelphia own full two-thirds of the land through which this road will pass. They From the Venango Democrat. PUBLIC MEETING. Pursuant to public notice, a meeting of the friends of Internal Improvement met in the Court House, in this borough, on Wednesday evening the 28th ult. which was attended by a numerous and highly respectable body of citizens. After the meeting was organized, the following preamble and resolutions were unanimously adopted and agreed to: Whereas, the trade of Lake Erie being of such vital importance to the welfare of Pennsylvania and her commercial metropolis, it behoves the citizens of this commonwealth to endeavor by every possible means in their power, to open a channel of communication that shall subserve this great purpose, Therefore, Resolved, That a connexion by canal and rail road of the west branch of the Susquehanna and the waters of French creek, by the nearest possible route, is the sure way to open an avenue that will at once give to Philadelphia the predominance over the Lake trade. Resolved, That a committee of five be appointed by the Chair, to draft a petition to the next legislature for an act of incorporation for the furtherance of this object, and said committee be requested to have the petitions circulated for signature, and forwarded to the Senate and House of Representatives early in the session, and the Senator and Representative from this district be requested to use their influence for the immediate passage of this act. Resolved, That we have full confidence that the next Legislature will appropriate funds and authorise the construction of the canal from the French creek Feeder to Erie harbor, and that we will accede to the route which shall be chosen or selected by the Board of Canal Commissioners, after a full and satisfactory exa From the Crawford Messenger. RAIL ROAD FROM FRANKLIN TO THE SUS mination of the subject. Resolved, That a connection with the Ohio canal is of immense importance to the welfare of this country, it being best calculated to bring the surplus water power of French creek into requisition, thereby affording an easy means for the converting of the wheat of Ohio, into flour for our eastern market. Resolved, That the Shenango canal interest is identified with ours, provided a connexion with the west branch of the Susquehanna is speedily made; thus opening a nearer route for the surplus produce of Mercer county to the Philadelphia market. Resolved, That the proceedings of this meeting be signed by the Chairman and Secretary, and published in all the papers friendly to this measure. After the passing of these resolutions, the following gentlemen were appointed a committee of correspondence, viz. A. M'Calmont, John Galbraith, John Ander. son, Alonzo Livermore, James Thompson, James R. Snowden, and James Glenn, Esqrs. J D. WOOD, Chairman. JAMES GLENN, Secretary. From the Crawford Messenger. MEADVILLE, Sept. 3, 1833. Mr. A. Livermore,-Sir, a question has arisen, and is in some degree agitated at this time, with regard to the future prosecution of the public works, and as the opinion of the friends of the different routes by which it is, and has been proposed to connect the waters of Erie with those of the Delaware, have been variant, and each party urge their claims with great zeal, and we hope with honest motives, to the final completion of this great, and much desired object. But as all seem to depend upon the waters of French creek to supply in a great measure the different routes by which the connection is to be carried into effect, it becomes necessary to be satisfied, whether that stream will be amply sufficient to furnish the necessary supply. The undersigned, with an ardent desire and sincere wish to see a connexion of the eastern and western interests, by means of canal, slack water, and rail road, as each in their turn may become expedient, put the following queries to you, confidently relying upon your ability, and disinterestedness as to local interest, or feel ing, with regard to routes, and that your decision or opinion, would be such as ought to satisfy every man, whose mind was open to conviction. Therefore, will the water of French creek be sufficient to supply at all times, when needed, a canal by the way of Conneaut lake and Elk creek to the town of Erie, and at the same time, from the summit level down the Shenango to New Castle, and all this, independent of what will be needed to supply the canal, &c. from the aqueduct to Franklin? In the next place, should the connexion be formed by the Conneaut and Elk creck route, will the state in your opinion ever make a canal from New Castle to Conneaut lake? And if the Elk creek route should be adopted, will the state ever carry on her improvement up French creek to Waterford, and from thence to Erie by canal or rail road? And further, if the Waterford route should be adopted, do you believe the state would make a caual from New Castle to Conneaut lake? Any information you can supply us with on the subject of the above, or any that may be pertinent on the subject of the canal, that may be useful to the inhabitants of this region, the undersigned would feel much obliged to you to communicate it. DAVID DICK, ISRAEL BERLIN, and others. out of the question to feed both Elk creek and the Shenango without increasing the size of the French creek Feeder at an expense fully equal to the first cost. This will render it extremely doubtful whether it will be policy for the commonwealth to make in conjunction the Shenango and Elk creek line. Therefore I am fully of the opinion that the Shenango should be made in preference. This line will therefore become allied to the French creek line via Waterford to Lake Erie, which will be the proper route. It may not be amiss to state that I have recently taken a measurement of the water available for the summit level at Waterford, and I find that in the dryest time this season there is fully one hundred feet per second. I made two different measurements which corresponded so nearly that I feel satisfied that the result was correct, I also made a measurement above the entrance of the Feeder above Meadville, and found 138 feet per second. These measurements were taken at as low a stage of the stream as had been known at any previous time by the oldest inhabitants. As fifty feet of water per second, is an abundance for the supply of the Waterford summit, I think no further doubt need exist relative to a sufficiency of water for that route; you will therefore perceive that a rail road is unnecessary, and should by all means be avoided, if possible, as trans-shipments would be extremely detrimental to the improvements. It may be proper here to state a few practical facts relative to the feeding of ca nals. The Delaware division of the Pennsylvania canak was one instance where an attempt was made to feed sixty miles of canal from one feeder. This did not succeed as you will see by reference to the report of the Canal Commissioners of 1831. The New York Canal Commissioners undertook to feed from the Little Falls to the Schoharrie creek, a distance of 45 miles, but were unsuccessful, and were obliged to build ano. ther dam across the Mohawk near Canajoharrie. FRANKLIN, Sept. 13, 1833. Messrs. David Dick, Israel Berlin, and others. Gentlemen-Your communication of the 3d instant, was duly received, and I now answer your inquiries as near as my present information will admit, The canal from the large dam upon the Kiskeminitas to Pittsburg, is 36 miles, and it was found extremely difficult the two first seasons to keep up the supply of water on the lower levels. There are many causes why a canal will not give the quantity of water that theory would demonstrate; an important reason is the sinuosiThe great question "whether a canal can be fed by ties to which they are liable. The French creek Feedthe water from the French creek both down the Sheer is extremely objectionable on account of its numerous nango and Elk creek routes, besides giving a sufficiency bends, curves, and irregularities. I have no doubt, but to the Franklin line," I believe is easily answered in the could the Feeder be constructed perfectly straight and affirmative. afford into Conneaut lake would be nearly doubled,even regular in its size, that the quantity of water it would were the distance the same it now is. But I do not believe, that water can be passed through the French creek Feeder in suflicient quantity to supply both Shenango and Elk creek routes of canal. well know that a descent of three inches to the mile has been given to the Feeder line in order to increase the quantity over what a level canal would give of the same size. But this descent will not be much more than can be given to a level canal where locks intervene in the space of five or six miles. Each level (or space betwixt the locks) may, and is in practice often filled at the upper lock fully five feet deep, and reduced at the lower one, to three and a half or four feet. This gives the descent upon the surface of the water of from two to three inches to the mile, and secures the supply of water equal to the Feeder line or nearly so when required. It is found in practice that to feed forty miles of canal requires the maximum discharge of a canal the size of ours through the dry season especially along a sliding country, without any additional supply of water although the quantity of water at the source be unlimited. The Feeder line is 23 miles, the Shenango to Crooked creek is 17 miles, and the Elk creek line is 47 miles, making altogether 873 miles to be fed through the Feeder, if we except a supply of about twelve feet per second, which is said to be available on the Elk creek route. With this addition, I think the Elk creek line can be fed, if Conneaut lake is made a reservoir, but it will be! ries. I have given them candidly, in the hope they may The foregoing gives my views in general to your inquihave a tendency to unite the friends of improvement in the great struggle towards completing a canal to Lake Erie. I am, gentlemen, Yours very respectfully, ALONZO LIVERMORE, Engineer. AN ORDINANCE. Relative to the Management of the Wills Hospital. Section 1. Be it ordained and enacted by the citizens of Philadelphia, in Select and Common Councils assem bled, That the building recently erected out of the legacy devised to the city by the late James Wills, situated on Sassafras street, between Schuylkill Fourth and Fifth streets, shall be known and designated by the name of the Wills Hospital for the Indigent Lame and Blind. Section 2. And be it further ordained and enacted by the authority aforesaid, That the Select and Common Councils shall assemble in joint meeting, on the fourth Thursday of October next, and shall then and there choose by ballot, nine suitable persons, who shall reside Hospital. in the city, to be denominated Managers of the Wills Section 3. And be it further ordained and enacted by |