To transport such loads, at a somewhat diminished speed on the steeper portions of the Eastern Division, would require engines of eight tons, and this weight of locomotive the undersigned deem it most expedient to employ on this portion of the Rail Road, To sustain the action of such a locomotive, the plate rail does not appear to be adequate. It will be more judiciously determined after the definite location of the Rail Road, what form of bar, and what mode of securing it, will be best adapted to the character of the road-way which may be obtained. It will be sufficient at this time to say, that the malleable bar or edge rail will be requisite between the mouth of the Callikoon and the Hudson. If, on a definitive location, the line between these points should be materially relieved as to curvature, a rail nearly similar in its section to that on the Camden and Amboy Rail Road, but weighing about fifty pounds to the yard, will probably be most expedient. If not, it will be advisable to adopt, at least on the curved parts of the Road, a rail of such form as may be more easily and accurately sprung into the curves adopted at different points on the road-way. It has been deemed thus far necessary to explain the views of the undersigned, as to the weight and power of the engines which they would recommend on the Eastern and Western portions of the Road, before entering on the subject of the increased power requisite at the points they have specified. Their views on this subject they will now briefly explain, On a line of Rail Road, as long as that committed to the Board, it will be expedient to contemplate at any rate, several changes of locomotives. Even if a single engine could generally be relied on the whole distance from Hudson to Erie, still it would be advisable to provide for accidents; and it will probably prove more economical to change engines, and make the necessary repairs, before the wear and tear of the engine shall have progressed very far, than to reserve them entirely for work-shops at the two extremes of the Road. This being the case, it is obvious that whenever the stations at which engines would be changed, can be placed near the points at which extra power will be requisite, such power may be supplied more cheaply and conveniently than under any other circumstances. It will only be necessary to reduce the graduation at such points within the scope of two engines, and to make use of the engine which is relieved to assist that which is substituted for it, in overcoming the difficulty, and we have at once an extra power provided, which is always in readiness at the very moment when it is wanted, and which costs nothing except during the period it is employed. For the 3d, 5th, and 6th cases above specified, it appears to us that no better expedient can be presented to the consideration of the Board than that above suggested. Stations being placed at or near the mouth of the Callikoon, in the neighborhood of Hornellsville, and at the commencement of the ascending graduation towards the summit, between the Genessee and Alleghany, it is proposed to change the engine at these points, and (whenever the load may not be so light as to render it unnecessary) to make use of the locomotive which is relieved, to assist in overcoming the increased ascent to be encountered. At the Hudson (case No. 1) there would of course be a station, and probably at this point the principal workshop of the Company, so that whenever an additional engine was wanted in leaving the Hudson, it could be supplied without difficulty. It may be proper to remark, however, that in this case also, the principle above referred to for cases 3, 5, and 6, may be brought into play. If the train coming east should arrive at the Hudson a short time before the departure of that going west, the engine conveying it may be used before going into the work shop or engine house, to assist the train going west, over the difficulty presented by the gradu- | ation at the commencement of its journey. A similar difficulty is now met in the manner suggested, on the Petersburg Railroad in Virginia.-At the point of commencement of that Railroad at Petersburg, the ascent is for about two miles, at the rate of fifty feet per mile, whilst on the remainder of the Road, the ascent in no case exceeds thirty feet. The increased rate of ascent at this point, often render necessary additional power, and this is afforded when wanted, by making use of the engine coming in, to assist in raising the train going out. At case No. 4, that is, in crossing the summits be tween the Delaware and the Susquehannah, and the Susquehannah and Chenango, auxiliary power will be requisite. By timing properly the passage of trains on this portion of the Road, a single engine which should assist alternately the trains going east and west over Boтя summits, may in the commencement suffice. It will be necessary, however, undoubtedly in a short time, to place auxiliary engines at the foot of the summit between the Delaware and Susquehannah, and west of that, between the Susquehannah and Chenango. It remains to consider cases No. 2 and 7, or the pas sage of the Shawangunk mountain, and the descent to Lake Erie. Were those cases presented to the undersigned on a short line of Railroad, or were they to be treated without reference to the profile and general character of the New York and Erie Railroad, the trade to be accommodated, and the power to be employed on it, we would unanimously recommend in each case an inclined plane. In the case however of the Shawangunk, it appears to us clear that this expedient would not be advi sable, Independently of the general objections to inclined planes on a line of Railroad, on which the rapid transit of passengers and merchandize is desirable (objections undoubtedly exaggerated in consequence of defects in arrangement and management in some of the planes now in use, but certainly to some extent well founded,) an inclined plane or planes at the point in question, would not reach the whole difficulty. It will be observed on reference to the profile of the line at this point, that after descending the Shawangunk, and passing the Basherskill, the line passes up the Neversink for upwards of seven miles, on a graduation averaging about fifty feet per mile, on this portion of the Road it will be important, if not indispensable, to supply some auxiliary power. It is proposed under these circumstances, instead of adopting an inclined plane for descending from the Shawangunk, to obtain by means of a tunnel of 900 yards, such a reduction of the elevation to be overcome, as will admit of the remainder being surmounted by a graduation not exceeding forty feet in curves, and one hundred feet per mile on the tangents of the line. On this ascent two of the heavy engines, which it is proposed to introduce on the Eastern Division of the Road, will ascend with the train which one would take over other portions of it. By this expedient, and placing a station as in cases 3, 5, and 6, in the valley of the Basherskill, or the Neversink, the necessity of extra engines may at this point be avoided. Trains going east would change their engines. at this station, and the engine relieved, instead of going at once into the engine house or work shop, would first assist in raising the train it had brought thus far up the Shawangunk. The same office would be performed by the engine which had brought on the train going west, up the steep graduation in the valley of the Neversink. The descent to Lake Erie, would on the line deemed by the Chief Engineer the most eligible of those surveyed, be effected principally by a single lift of 506, feet. Had an inclined plane or planes been found indispensable at the Shawangunk, it would not probably be advisable at this point to avoid, by a graduation on which auxiliary power would be requisite, the plane which has been proposed. It will certainly, however Science. 335 be a matertal object to get rid of the only plane in rela- The Pennsylvania Library of Foreign Literature and tion to which there appears to be a question on the proposed line of Railroad. Should it be found necessary to introduce it, either train of cars must be divided in passing it, in which case much delay would arise, and the capability of the Railroad be seriously impaired; or, if the whole train were taken up at once, a strength and weight unnecessary on other portions of the Railroad must be given to the couplings of all the cars and carriages employed on the line, and of the locomotives and tenders which may ascend and descend the plane. To avoid, if practicable, these inconveniences, it is recommended that farther examinations, preliminary to a location be made between the Allegheny River and Lake Erie. If it shall result from them that a line, in other respects equal, and not exceeding in graduation fifty or sixty feet per mile, can be obtained between the summit and Lake Erie, the undersigned, under all the circumstances of the case, would deem it more advisable to adopt it, and to look to the use ofauxiliary power on it, than to introduce the inclinedplane which has been proposed. A review of some of the experimental lines traced by the Chief Engineer in 1834, encourages us to believe that such a line may be practicable, and that the change of plan recommended may be attended with a reduction of distance of from eight to ten miles. If it should ap. pear to be otherwise, or that an inclined plane or planes are unavoidable, the undersigned would then recommend, if ground suitable for the purpose can be obtained, a division of the elevation into two inclined planes. The capability of the Road would in this way be less impaired, the risk of serious accidents diminished, and the wear and tear, as well as first cost, of the rope or chain employed, materially lessened. It will appear, on a review of what has been above stated, that stationary power will not be requisite on the line of the proposed improvement, unless in the neighborhood of Lake Erie, and future surveys may perhaps show that it can be dispensed with at this point;-that, by a judicious disposition of stations for changing en gines, one, or at most two, auxiliary engines only will be requisite on the whole length of the contemplated work; and that the load of an engine, at the rates of velocity which are purposed, (which will be equal to an average speed of from twelve to fourteen miles per hour,) will on both the Eastern and Western Divisions of the Rail road, be sixty tons gross; or, allowing thirtythree and one-third per cent. for the weight of cars, about forty tons nett. Should a higher velocity be deemed expedient, with a view to the better accommodation of the travel, there will be no difficulty in obtaining it, by a corresponding diminution of tonnage. Supposing a reduction of onehalf in the weight of the load, or the useful effect of a locomotive, this would still be equivalent to the transportation of two hundred passengers and their baggage. The above results are certainly more favorable than we should have anticipated, from the general character of the country through which the proposed improvement is to be conducted, and will probably be consider. ed by the Board of Directors, as affording additional inducements towards the prosecution of the important work committed to their charge. Referring for an elucidation of their views herein submitted, to the report of the Chief Engineer of the 20th January last, and the accompanying plans and pro files. We have the honor to be, gentlemen, MONCURE ROBINSON, New York, Sept. 2, 1335. At an annual meeting of the Stockholders of the Vice Presidents-P. S. Du Ponceau, A. D. Bache. The last item is composed of a great variety of arti cles, some of which were important articles of trade in the west; but as there were no appropriate heads in the statement furnished by the Canal Commissioners, they are classed under the general head of "Sundries." In addition to the above very flattering report, an immense quantity of western produce found its way to the eastern cities, early in the spring, by wagons, on our Pennsylvania turnpikes, by the United States turnpike from Wheeling to Baltimore, &c., and by the Ohio and New York Canals direct to New York. · 1,000,000 Arrived. Departed. Total. Flour, (bbls. 37,515,) equal to 8,301,240 Lard and Tallow 408,576 Flour, bbls. 78,471 39 Furniture, lbs. 211,569 578,764 3,753 979,758 Do.bar, blm. & sht.do. 2,558,675 78,510 820,333 193,279 15,837 209,116 57,800 77 57,877 371 5,558,399 5,558,770 1,100 1,100 362,720 366,473 312,305 1,292,064 666,127 3,224,802 14,392 16,392 92,169 587,866 17,157 65,389 1,498,637 137,123 3,271,588 467,205 11901,889 12369,094 34,228 36,757 2,054 236 1,620 1,389 386,083 547,003 25,408 1,501 820,420 1,539 384,637 34,726 491,363 915,725 2,478,069 3,393,794 74,097 74,097 2,823,944 125,066 2,949.010 390,997 8,945 399,942 2,028 1,657 3,685 304,714 76,187 380,901 Passengers. Cars | Miles clear'd Travelled. Toll received. By the time our turnpikes and rail roads are com pleted, and our prolific western lands are more generally settled and brought into an active and profitable state of cultivation, the quantities of western produce that will be sent eastward will exceed all of the most sanguine calculations. Since writing the above, the writer observed on the way to the Canal, several dray loads of Buffalo Robes; and, upon inquiry, he was informed that there was 119 bales in the lot just received by one of our most respectable commission houses, from St. Louis; and, agreeable to direction, they were forwarding them to Philadelphia. Thus it is that the immense wealth of our western forests is collected by our enterprising and useful merchants-perhaps from the confines of the Rocky Mountains-brought to St. Louis and to Pittsburg, by our steam boats, and thence to our eastern cities by our canals and railways. Who, with these pleasing demonstrations of vast national and individual prosperity, will not wish success to our internal and great public improvements? AN OLD MERCHANT. Appointments by the Governor. John Stuart, Esq. of South Middleton township, to be an Associate Judge of the several Courts of Cumberland county, in the room of Isaiah Graham, Esq. deceased. Nathaniel B. Eldred, Esq. of Pike county, to be President Judge of the 18th Judicial District, compos ed of the counties of Warren, Jefferson, Potter and M'Kean. Printed every Saturday morning by WILLIAM F. GEDDES, No. 9 Library street. The publication office of the Register has been re$90,400 2714,172 2,875,6493 moved from Franklin Place, to No. 61, in the Arcade, West Avenue, up stairs. HAZARD'S REGISTER OF PENNSYLVANIA, DEVOTED TO THE PRESERVATION OF EVERY KIND OF USEFUL INFORMATION RESPECTING THE STATE. VOL. XVI.--NÒ. 22. EDITED BY SAMUEL HAZARD. PHILADELPHIA, NOVEMBER 28, 1835. REPORT OF THE SCHOOL DIRECTORS Of the district consisting of the borough of MILTON, in the county of Northumberland, to the Superintendent of Common Schools, for the year ending the first Monday in November, 1835. Number of schools-6. Number of Scholars-Male 145-Female 160. 305 6 No. 412 lish a General System of Education by common schools, passed 1st April, 1834. Milton, November, 2, 1835. REPORT OF THE SCHOOL DIRECTORS Number of Schools-18. Characters of Teachers-generally good, and well Teachers Salaries-Males $18 per month-Fe- Other costs of maintaining the Schools Stoves and Pipe, Stone Coal, $21 61 $89 00 Money received for the use of the schools- From the Borough, under the 7th General remarks on the progress of the Scholars and the good order of the Schools with suggestions of im. provement in the system:-So far the system works well in this district; besides the number of scholars has been more than double that of former years, while the expenses are not more than half of what they would have been under the old school system. We have no improvement to suggest in the system, unless it be that we can see no propriety in District collectors paying the money, raised on County duplicates, into the County Treasury, so as to increase the fees of County Treasurers, while the money might at once be paid over to the District Treasurers, by the Collectors. Other costs of maintaining the Schools-$40 00 includ From the township, under the 7th $195 00 section of the act of 1834. 200 00 About thirteen hundred dollars is levied for school purposes, and will probably be collected. General remarks on the progress of the Scholars and the good order of the Schools with suggestions of improvement in the system:-The Board are satisfied that the system will do well if properly enforced; but time must obliterate the prejudices which exist against it. There are some modifications necessary in the Law; but we do not feel ourselves prepared to suggest the improvement. JACOB KEHR, President. JOHN T. MONGOMERY, Secretary. Ordered, That this report be published, in accordance with the 16th section of the act entitled, “An act to establish a General System of Education by common schools." Turbut, November 2, 1835. From the American Journal of Medical Sciences. EMERSON ON THE MORTALITY IN PHILA DELPHIA. Observations upon the Mortality in Philadelphia under the age of Puberty, showing the excessive propor tion of the Male over the Female Deaths, and the particular Sources from whence it proceeds. By G. EMERSON, M. D. Of the children born in Philadelphia during the ten years included between 1821 and 1830, amounting, ad most fatal to the respective sexes during the periods o infancy. cording to the returns made to the Board of Health, to 64,642; there were 2,496 more males than females But notwithstanding the males at birth thus exceed the It has commonly been supposed that the greater exfemales about 7 per cent, a reference to the census of posure of miles to accidents, furnished a sufficient ex1830, shows that by the fifth year of childhood, the planation of their greater mortality. But our inquiry male excess is reduced to about 5 per cent., and at ten shows the fallacy of this reasoning, the deaths reported years to only 1 per cent; and that the reduction still under the head of casualties constituting but a small going on, the females between the ages of ten and fif-proportion of the whole mortality, in which when burns teen, exceed the males about 8 per cent, and between and scalds are included, the female deaths are fouad fifteen and twenty, 7.3 per cent. to exceed the male. The truth is, that with very few Here then we find, that during the early stages of exceptions, all the morbid influences to which the early life, there are agencies operating to reduce unduly the periods of life are exposed, opera e with peculiar fatalproportion of the male sex, and to trace out and identity among the males, showing unequivocally that the fy these, forms a highly interesting subject of inquiry true cause of the disparity resides in some physiological This we are unable to do, when our former calculations peculiarity. The following tabular statements exhibit:upon the subject of infantile mortality were made, as 1st. The mortality under the twentieth year, from no distinction of sex existed in the record of deaths the most frequent sources, during the years 1832.1833, and 1834, with the numbers of each sex from each dis ease, and the ratio in which the deaths of the one exceed those of the other s X. occurring under the twentieth year. For the last three years, however, this important designation has been made in the bills of mortality, and we are thus enabled to identify with precision the affections which prove *For which see American Journal of the Medical Sciences, Vol. I. p. 116, and Vol. IX. p. 17. The male mortality exceeds the female in the ratio of 7.94 per cent. 6142 Inflammation of the brain, inflammation of the bowels, bronchitis, croup, inflammation of the lungs, fevers of all kinds, (except scarlet,) convulsions, general dropsy, Whole mortality from all diseases for the three years mentioned, under the twentieth year, (still-born deduct-ropsy of the head, small pox. ed,) is males, 4,143-females, 3,541;-male excess, 602-7.69 per cent. From this it will be seen in what way the excess of males at birth is reduced during the first periods of life, and how it happens that the females at the age of pu berty come to outnumber the males in about the same proportion that these exceeded the females at birth. The diseases which appear particularly obnoxious to the male sex are the following, arranged nearly in the order of their decreasing mortality: under the head of casualties, with others vaguely desig dominate, are under the following heads:- and scalds, hooping cough. To show that the disparity exhibited in the deaths of the sexes is not of accidental eccurrence, but one depending almost invariably upon causes operating from year to year, the following statement is subjoined. |