ple in any part of the world. Why then should we fear that men of enlarged minds should deny to us what they have so liberally granted to others? But to merit those honours, our exertions must be unremitted, and we must convince those who are disposed to honour us, that those bright favours will not have been granted in vain. It is but a few years since this disposition has shown itself at least, to such an extent, in the distinguished men of our land. May we not say, without being tax ed with overweening pride, that the first example of this association of dignified age with unexperienced youth, was given by Tilghman and Rawle, and those who with them first associated themselves with the members of our academy,and took it under their special patronage? Was not Judge Barnes the first who from the bench entered our academic groves, and gratuitously assumed the part of our Blackstone and our Woodeson? In short, was not this academy the first association of students who were so honoured, and did not this example, at least, greatly contribute to produce the present happy state of things? Be that as it may, it is our duty to avail ourselves of so favourable a disposition in the most distinguished characters of our country, and to solicit from them that aid and support which they have not denied to others, and which there is every reason to hope they will not refuse to extend to this academy. CANALS AND RAIL ROADS. "EBENSBURG, Oct. 9, 1833. "Many of the questions you have propounded, you will recollect relate to the future, and have to be answered altogether upon judgment. Now as no man, you know, is considered a prophet in his own country, my anticipations on this point or that point, must be the result of individual opinion, and go for just what they are worth. The value will be ascertained from the reasons assigned. When that portion of the Pennsylvania Improvements, termed the main line," extending from Philadelphia to Pittsburg, is completed, the length of it will be about 396 miles, as thus From Philadelphia to Columbia, by From Columbia to Hollidaysburg, by From Hollidaysburg to Johnstown, by 86 1-2 miles 175 36 1-2 From Johnstown to Pittsburg, by canal, 104 396 miles. The distance from Pittsburg to Philadelphia, via the Portage, and Pennsylvania, Union, and Schuylkill canals, is 443 1-2 miles, as thus— Assuming it as a fact, then, (which I deem very probable) that the rates of toll upon the Columbia and Portage rail ways will be made to correspond with those But I fear, gentlemen, that I have already trespass-upon the canal, the price of transportation for a ton of ed too much on your time, considering that you are to dry goods, from Philadelphia to Pittsburg, for toll alone, be addressed this evening by another member of your will be $9 52-add to this, the boatman's charge for faculty, on a most important and interesting subject of freight, which may be set down at $10 48, and the the law of our country. My object in this discourse has whole cost of carriage will be one cent per pound, or been principally to lay before you a brief history of the $20 per ton. The cost of transportation, however, origin, rise and progress of this institution to the present must and will be regulated entirely by competition in time, lest the memory of it should be lost; as I am the carrying trade-and I do not doubt but goods will aware that although only ten years have elapsed since be carried through for 87 1-2 cents per 100 pounds. our first commencement, many of the facts I have stat- The present price, by way of the Union Canal, and ed are unknown to most of you, and that is to be ex-turnpike across the Allegheny, is from 35 to 40 dollars pected in an association consisting of so rapid a succes- per 2000 pounds. sion of members as the law academy. But as it is to be hoped that it will not only continue for many more years to come, but that it will produce fruits that will convey its name with honor to posterity, its history may be expected to be hereafter an object of interest, and therefore, it is proper that it should be preserved. With that view I would recommend, that for the sake of the facts that it contains, this address should be preserved among your records, and that every year, at the begin- The toll on the Union Canal is $1 60 per ton-on ning of our session, one of your members should be ap- the Schuylkill, about $1 36, and on the Pennsylvania pointed, to whom it should be enjoined to make report Canal, $7 15-making together throughout by their at the next annual meeting, of every thing worth re- canals, $10 11 c. The differences, therefore, between cording done by the academy during the year just the tolls that will possibly be charged on the main line, elapsed. Those reports according as they shall be and those now charged in the present mode of conveyfilled, will be every year to you a source of congratula-ance, would be 59 cents in favor of the state improvetion or regret, and will be of the greatest use to the future historian of our academy, if we should ever deserve to have an historian, to which honourable end our efforts I hope will constantly tend. Let me then recommend you to continue those efforts with zeal, activity, and perseverance, and so as never to consider that you have done any thing, while any thing remains to be done. This is the only course, which in an undertaking like ours can lead to success. And permit me to conclude in the words which the Emperor Justinian addressed to the law academies of his dominions: "Summa itaque ope, et alacri studio leges nostras accipite, et vosmet ipsos sic eruditos ostendite, ut spes vos pulcherrima foveat, toto legitimo opere perfecto, posse etiam nostram Rempublicam in partibus ejus vobis credendis gubernari.”* Never forget, that among you are the future legislators and judges of this land, and that the fate of our happy country will in a great measure depend on the knowledge that you will have acquired of its institutions and its sacred laws. • Inst. Proœm 7. By Canal, &c., to Middletown, 296 1.2 miles. 79 68 443 1-2 miles. ments. The difference in the distance, between the two routes, is 47 miles. That is, it is 47 miles forther to go by Reading, than by Columbia. The time that will probably be required to go from Philadelphia to Middletown, by way of the railroad and canals, 994 miles, will be less than 24 hours, including all time for transferring the cargoes from the cars to the boats; whilst the time necessary to convey a boat from and to the same point, by the Schuylkill and Union canals, 147 miles, is about 70 hours. The vast difference here as to time, does not rise from the excess of distance alone, but from a difference in the facility of going over the same space. 80 miles of one route is railway, and 19 miles canal, with about 8 locks; whilst the whole of the other route is canal and slackwater, with about 130 locks. Hence the difference in the time required for lockage between the two routs, assuming 4 minutes as the period for passing a boat, will be 8 hours, 8 minutes, in favor of the Columbia rout. Upon the completion of the main line, goods may be taken from the depots, in Broad street, Philadelphia, and delivered, by regular lines, in Pittsburg, in 192 hours, or 8 days, and this is allowing them to go at a rate but little over two miles an hour. By the present mode of transportation, goods ought to be delivered in Pittsburg in 12 or 14 days-but they are often 20 days on the way. This, however, does not always arise from inattention on the part of the boatmen. The difficulty in getting the means of transportation across the mountain, is frequently the cause of great delays. The wagoners have a strong antipathy to the railroad and canals, and would rather haul iron for something less, than encourage a system which must ultimately drive them from the road. Now, notwithstanding the difference in the tolls and distance between the Union Canal and the Columbia route, the former will always draw a considerable portion of the carrying trade from the latter. Much of those heavy and unwieldy articles, such as Tobacco, Gypsum, Coal, Salt, Lumber, Liquors, in hhds. &c. will go by the Canal, because there is no transhipment, and because many of the freighters, who carry on their own account, will have no cars, nor any connexion with regular lines. All the lighter articles, such as dry goods, and generally all kinds of merchandise, and many of the agricultural products, especially flour, will take the railroad, because of the rapidity of transition, and because of the facilities of the railway to be laid from Bread via South street, to the Delaware, which will afford the western products a cheap method of getting to the wharves. It may be possible that the Board of Canal Commissioners will regulate the tolls on the railway, so that they will exceed those on the canal. This measure, however, I think, would be injudicious, as regards the Columbia line, inasmuch as it would give the Union and Schuylkill Canals a great advantage, and bring them into a dangerous competition Suppose the railways to be unconnected with any other improvement, but acting merely as a means of conveyance between two points, the toll that ought to be charged upon them should be about 4 or 44 cents per ton, per mile. If it should be necessary to increase the tolls on the railway, in order to cover, in some measure, the excess of expenditure made upon them over canals, it would be better to distribute the required increase throughout the whole line. This would answer a better purpose, and be, by far, the most convenient. Great exertions are making to have a single track of the Columbia Rail road laid by the month of December, I doubt much whether it can be done. The viaduct across the Schuylkill is rather backward, and without its completion, the road will be of little use. The portage is in a fair way, and I hope to have the pleasure of passing over it with a train of cars in a few weeks. We have been very unfortunate with our iron. A large portion of that lost off Cape Henlopen, has not yet been supplied, and any delay which may occur with us, will be owing to that circumstance. But, nil desperandum, the iron will come, and if God's willing, and the weather's fair, I can assure our friends that we will open the compaign, in form, in the spring, with steam hissing, cars rattling, horses smoking, and nine cheers from honest hearts, for good old Pennsylvania.". Pittsburg Gazette. PENNSYLVANIA LEGISLATURE, 1833-4. SENATE. City of Philadelphia-William Boyd, David S. Hassinger. County do.-Joseph Taylor, Samuel Breck, George N. Baker. Chester & Delaware-William Jackson, Geo. W. Smith. Montgomery-John Matheys. Bucks-William T. Rogers. Luzerne and Columbia-Uzal Hopkins. Beaver and Butler-John Dickey. Mercer, Crawford and Erie-Thomas S. Cunningham,-re-elected. HOUSE OF REPRESENTATIVES. City of Philadelphia-Abraham Miller, Wm. H. Keating, Wm. White, jr. John Weigand, Davis B. Stacy, Joseph T. Mather, C. P. Holcomb. County of Philadelphia-Francis J. Harper, John Rheiner, jr. James Goodman, Peter Rambo, W. H. Stokes, Lemuel Paynter, Thomas Guirey, Thomas J. Heston. Delaware-Samuel Anderson. Chester-Oliver Alison, Wilmer Worthington, Thomas L. Smith, Samuel McCleane. Montgomery-John E. Gross, John M. Jones, Joseph Fornance. Bucks-Daniel Boileau, John H Bispham, Christian Bertels, William Watson. Northampton, Wayne and Pike-John Westbrook, Jedediah Irish, Adam Daniel, Charles E. Weygand. Lehigh-John Weida, Jesse Grimm. Berks-Benjamin Tyson, Jacob U. Snyder, Peter Kline, Jr. Adam Schoener. Schuylkill-Charles Frailey. Lancaster-John Strohm, Levin H. Jackson, Jacob Erb, James Patterson, William Noble, Frederick Hipple. Lebanon-David Mitchel. Dauphin-William Ayres, Jacob Hoffman. Adams-Thadeus Stephens, James Patterson. ford. Cumberland-Michael Cocklin, Samuel McKeehan. Northumberland-Albe C. Barrett. Mifflin and Juniata-Andrew Bratton, William Sha 1833 1831.] MAD RIVER AND LAKE ERIE RAIL ROAD. Somerset-Bernard Connelly, Peter Will. Westmoreland-James Findlay, James Moorhead, Jacob D. Mathiot. Washington-Robert Love, Wm. Patterson, William McCreery. Allegheny-Win. Robinson, jr. Robert Hilands, William Kerr, James Scott. Huntingdon-James Clarke, T. T. Cromwell. MAD RIVER AND LAKE ERIE RAIL ROAD. The facts and reasonings of the annexed expose by the Commissioners who are here to superintend the opening of books for subscription to the stock of the Mad River and Lake Erie Rail Road, cannot, we think, but have the effect of recommending the enterprize to the capitalists of the city. "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. The connexion of the southern bay of Lake Erie, at Sandusky, with the northern bend of the Ohio river at Cincinnati, by rail road and canal, has long been looked to with interest and solicitude by the people of the west; and has struck with great force all intelligent travellers that have passed from one to the other of these points, as a work in every way worthy of the patronage and support of the citizens of New York and Ohio, whose interest so indissolubly unites. The fertility of the country through which this connexion must be made, its uniform soil and even surface, with its admirable adaptation to the construction of a rail road, point to it as one that, in a few years, must be as productive as any work of the same character in this or any other 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 contemplated rail road, Is it not by this route that you tap the great artery of the western travel and western commerce, at its most eligible point, and by that means at once throw your merchandize into the centre of our population, and agricultural wealth at the city of Cincinnati; which is now, and must ever continue to be the most important point in the valley of the Mississippi. Cincinnati at this time concentrates nearly all the travel from the nine western and southwestern states, towards the Atlantic cities, and hence the great importance of uniting New York by easy and expeditious conveyance with that place. Construct this road to Lake Erie, and your Utica and other 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 Allegheny 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 Philadelphia. 271 The time required to travel from the principal points in the western and southwestern states, by the route of the proposed road, (in connexion with a rail road from Buffalo and Albany,) to New York, (and we intend to make ample allowance,) will be as follows: From New Orleans to New York, 13 days; from Natchez to New York, 11 days; from St. Louis, via the Great National (McAdamized) Road which intersects 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 rail road 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 merchandise and agricultural productions that will pass and re-pass over this road, but we appeal with confidence to all who have travelled over the section of country through which this route passes, (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 industrious occupants, or a larger surplus of agricultural 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 yielding 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. This road connects with the northern termination of the Miami canal, at Dayton. This canal is a mere indentation from Cincinnati into the country up the Miami valley of only sixty-five miles; connecting 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 wagons, is $231,004 and 94 centsand the saving by means of the Miami Canal, which is 65 miles in length, is $81,152 and 82 cents. But the parallel in favor of this route does not stop here. The property that arrived at Cleveland during the last year by the Ohio Canal was the following:-wheat and flour amounting to 112,158 barrels; pork, 13,081 barrels; whiskey, 2, 150 barrels. During the same period of time, the property that arrived at Cincinnati by the Miami Canal was as follows: flour 97,578 barrels; pork, 19,758, whiskey, 40,425 barrels. Thus presenting the fact, from official documents, that in the exports of flour, pork, and whiskey, the great staples of Ohio, there passed through the Miami Canal, which is only 65 miles in length, and yet connecting no important commercial point with Cincinnati, 29,662 barrels more have passed through the Ohio Canal during the same time. In the same report we have the following of the tolls and water rents paid on each of those 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 country, through which it and the anticipated rail road is intended to form a line of communication. JOSEPH VANCE, Commissioners. ISAAC MILLS, NOTE. It is proper for us to ate here, that there were but 270 miles of the Ohio Canal, to wit: from Cleveland to Chilicothe, open during the whole of the last season; the balance of the distance, from Chillicothe to the Ohio river, was not opened until towards the latter part of the season. EXPERIMENT ON THE RAIL ROAD.-We understand that an experiment was made a few days since on an inclined plane of the Danville and Pottsville Rail Road on the Broad mountain, to ascertain its practical operation: the length of the plane being 800 feet, and perpendicular height 200 feet. The ascending car which was raised by means of a descending one, passed up in the short space of ninety seconds, and without any thing It is underto interrupt the smoothness of its ascent. stood that water power will be made use of on these inclined planes, which is attended with far less expense than that which is incident to steam machinery.-Miner's Journal. ACCIDENT.-On Thursday last about noon, while two men were employed in the mines of Mr. McIntyre, near the West Branch rail road, an immense body of rock and slate suddenly gave way, and before the miners had time to think of making their escape, the gangway was completely blocked up, and they found themselves buried alive. In this awful situation they remained until three o'clock on Friday morning, at which time, through the unremitted exertions of their friends, who worked without interruption throughout the night, they were taken out in a state of great debili. ty and exhaustion, but strong enough to warrant the hope of speedy recovery. Great praise is due to those who exerted themselves with such persevering industry in behalf of these individuals, by which alone their mi. A horse which raculous preservation was effected. was in the mines was killed, being crushed to atoms by the overwhelming mass.-Miner's Journal. LARGE TOMATO.-A Tomato grew in the garden of Mr. John L. Wright of this borough, this season, which weighed two pounds - Columbia Spy. THE REGISTER. PHILADELPHIA, OCT. 26, 1833. The increasing interest which is at present felt in our city with regard to the attraction of the western trade to Philadelphia, has induced us to devote a considerable that portion of our number to articles bearing upon subject. The article on the Mad river rail-road in connexion with the one which we lately published, exhibits the plans and the zeal of our neighbours of New York to endeavour to exclude us from any participation in the immense trade of the West. We understand, that one great object for forming the "Board of trade” in our city is to counteract those exertions--and that they have already taken some steps towards it by the appointment of a delegation to the Warren Convention. EXPENDITURES BY THE CITY COMMISSIONERS IN 1832. New Paving, Unpaved streets, Messengers of offices, 3,247 87 400 00 51,347 97 15,935 20 634 40 31,084 93 34,907 60 3,492 66 1.572 84 2,752 67 896 50 594 00 434 34 89 00 504 30 $19 09 74,040 70 6,365 95 sources during 1832, includ ing $16,849 18, balance in Treasury, 1st Jan 1832, 506,319 30 Docks and Sewers, 14,059 76 Payments during the same period, 478,893 90 Lighting and Watching, 57,280 62 Pumps and Wells, 4,031 12 REGISTER OF PENNSYLVANIA. DEVOTED TO THE PRESERVATION OF EVERY KIND OF USEFUL INFORMATION RESPECTING THE STATE. VOL. XII.-NO. 18. EDITED BY SAMUEL HAZARD. PHILADELPHIA, NOVEMBER 2, 1833. NO. 305 MANUAL LABOR SYSTEM. Report of a Committee of the Trustees of Allegheny Adopted and ordered to be printed, October 7, 1833. REPORT, That they have taken the subject into deep and se. rious consideration, and are of the opinion that Manual Labor in Literary Institutions, possesses all the intrinsic properties of the great desideratum to preserve the health and morals of students-to promote a vigorous application to study, and a general if not universal spread of useful science throughout our community. Your committee feel sensibly, the high responsibility resting upon the board in relation to this Institution; they being the guardians of the munificence of the State, as well as numerous benevolent individuals whose funds have erected one of the most spacious and elegant buildings for collegiate purposes,* and furnished it with one of the best Librariest and Philosophical apparatus found in any Literary Institution in the West, and infe. rior to but few in the Union. And to answer the poses of these benevolent designs, it is not only necessary to establish a classical school within the walls of the college edifice, but to have that school conducted on such principles as will be most conducive to the health and morals of the students. pur. ed in the system of educatian adopted by Pythagoras. And in Persia, Rome, the Grecian States, and indeed, in every well regulated ancient government, their systems of education made daily bodily exercise, a requisition. monasteries were established, and literary men turned This system prevailed generally if not universally until monks, divorced themselves from useful and practical life, and ended their days in cloisters, where they be came sluggards and dozed away a life that might, with activity, been rendered useful to the world. In accordance with this ancient usage, we learn from the bistorians of those days, that the most distinguished Statesmen, Soldiers, Philosophers, Historians, and Poets, connected Manual Labor with Study, and many of them were dependant on the avails of their toil for subsistence, while employed in the literary pursuits which have immortalized their names, and placed them on the imperishable pages of history as the benefactors of their species. About two centuries ago, Milton wrote a pamphlet in which he urged the necessity of Manual Labor to secure the health and morals of the student. And since then, Jahn, Ackerman, Salzman, and Frank, in Germany; Jissat, Rousseau, and Londe, in France, have all written largely on the subject. But it was reserved for the Rev. Mr. Wesley, whose extensively useful labors rendered him one of the greatest benefactors of his age, to first revive this ancient mode of instruction by connecting useful labor with Literary studies; by founding and But no fact is more clearly established in the annals putting into successful operation, the "Kingwood Acaof modern literature, than that the present most com.demy" in England. And, also by establishing an itinemon mode of instruction, is deplorably defective in both rant ministry, the economy of which requires the ministhese important particulars. A constant application of ter to labor and study every day. the mind, without giving the body suitable exercise, enervates the system, stupefies the faculties, impairs the health, and of course prevents vigorous application to study, and eminence in the attainment of useful science. And such are the deleterious effects of this course upon the student, that, according to the estimate of several eminent Presidents and Professors in Colleges, onefourth of those who may be called close applicants, come to premature graves, while the great majority of the remainder drag out a feeble existence, with sickly frames and shattered constitutions. In the mean time, according to the proverb, "an idle man is the devil's work shop" He being an active agent, he will be doing something; and if not usefully employed, will be doing mischief. Hence the idle manner in which students usually spend their leisure hours, tends strongly to vice and immorality: so much so, that many pious parents have feared to send their sons to College, lest their morals should be polluted, and themselves be rendered a curse instead of a blessing to the world. And considering the usual idle mode of recreation, or spending leisure hours at Schools and Colleges, as a sinful waste of time, and of course tending to immorality; and that regular exercise in some useful employment is necessary for health as well as morals; and above all, desiring to qualify the young men under his care for usefulness in life, he made it the duty of students to spend their hours of recreation or relaxation from study in some useful employment. And it is highly probable, as Mr. Wesley made the Bible the standing rule of his conduct, that when he founded this school he had his eye upon a similar one, founded by Elisha the prophet, for the sons of the prophets," in which the students labored; for they "borrowed axes, and chopped timber to build them houses," &c. In the introduction of Methodism into America, the economy of its founder was adhered to in this particular. And Cokesbury College, near Baltimore, founded by Bishops Coke and Asbury about forty-five years ago, had connected with it work shops, gardens, &c., in which the students were required to spend their hours That these evils exist, and that the best, if not the of recreation, instead of idle plays which were strictly only remedy for them within human grasp is Manual forbidden. But this building was consumed by fire, (as Labor, to occupy the hours of relaxation from study, was supposed,) by the hand of an incendiary. Another appears from the testimony of nearly one hundred gen was built, but it sharing the same fate, the Methodists tlemen, Presidents and Professors in Colleges, and oth-became discouraged and made no more attempts of the erwise distinguished for their literary attainments and kind for many years, thorough knowledge of men and things. Bodily exercise for some hours each day, was requir+8,000 vols. 35 120 by 44 feet. VOL. XII. The next effort was in "the Maine Wesleyan Seminary," the model of which was taken from the above named schools. But these institutions being under the patronage and general superintendance of the Methodist |