Indiana Palladium, Volume 8, Number 10, Lawrenceburg, Dearborn County, 24 March 1832 — Page 4

(BY AUTHORITY.) LAWS OF THE UNITED STATES PASSED AT TUB FIRST SESSION OF THE TWENTY SECOND CONGRESS. Public No. C AN ACT to provide for the payment of arrearages in the naval service, changeable to the enumerated contingent prior to the first day of January, ons thousand eight hundred and thirty-two. Be. it enacted by the Senate and House of Representatives of the United States of America in Congress assembled, 1 hat the sum of eighty thousand dollars he, and the same is hereby, appropriated, out of any money in the Treasury not otherwise appropriated, to be applied, under the direction of the Secretary of the Navy, in the payment of arrearages connected with the naval service, and chargeable to the contingent enumerated prior to January the first, one thousand eight hundred and thirty-two, and which have been or may be approved and past by the proper accounting officers. A tproved, February 24, 1832. Pttiu to No. 7. AN ACT making appropriations for the revolutionary and other pensioners of the United States, for the year 1832. Be it enacted by the Senate and JIovsc of Representatives of the United Slates of America in Congress assembled. That the following sums be appropriated for the pensioners of the Unit ed States, for the year one thousad eight hundred and thirty-two: For the revolutionary pensioners, nine hundred and eighty-seven thousand five hundred and four dollars. For the invalid pensioners, in addition to the sum of one hundred and forty thousand five hundred and thirty-two dollars in the Treasury, one hundred and sixty-five thousand and thirty-nine dollars. For pensions to widows and orphans, three thousands! ollars. Approved, February 21, 1832. Pui?lic No. 8. AN ACT making appropriations for fortifications for the year one thousand eight hundred and thirty-two. Bc.it enacted by the Senate and House of Representatives of the United States of America and Congress assembled, lhat the follwing sums be and they are hereby, appropriated"? for fortifications for the year one thousand eight hundred and thirty-two, viz. For the preservation of Castle Island, and repair of Fort Independence, twenty thousand dollars. For the preservation of George's Island, nine thousand dollars. For Fort Adams, Newport Ilaibor, one hundred thousand dollars. For the completion of Fort Hamilton, New York, ten thousand dollars. For repairing fort Columbus and Castle Williams, New York, fifty thousand dollars. For arrearages incurred in the preservation of the Pea Patch Island, two thousand dollars. For Fort Monroe, Virginia, seventy two thousand dollars. For Fort Calhoun, Virginia, eighty thousand dollars. For the Completion of Fort Macon, North Carolina, thirty thousand dollars. For the completion of the Fort on Oak Island, North Carolina, seven thousand dollars. For the Fort on Cockspur Island, Georgia, foity-six thousand dollars For fortifications at Charleston, thirty thousand dollars. For fortifications at Pensacola, one hundred thousand dollars. For Fort at Mobile Point, eighty-seven thousand two hundred dollars. For contingencies of fortifications, ten thousand dollars. ArrKovED, February 21, 1S32. PmiLio No. 0. AN ACT making1 appropriations for the na val service for the year one thousand eight hundred and thirty-two. Be it enacted by the Senate and House of

Representatives of the United States of, reminded of the old man and his boys, sendAmerica in Cangress assembled, That the j ing their grain to mill in sacks on "a horse:

loiiowmg sums oc appropriated lor the na-j val service for the year one thousand eight I hundred aad thirty-two, viz: For pay and subsistance of the officers

ot the navy, and the pay oi seamen, one mil-! length over persuaded him, and he censen- j to avoid extravagant expenditures ol monlion four hundred and nine thousand nine j ted to try their mode for once, and filled : ey, and to complete the work in a suitable hundred and twenty-seven dollars I his sack with grain and balanced it across manner, in as short a time and with as lit tie For pay of superintendents, naval con-i the back of his horse, by dividing it in the ! expense as possible. A rail road however, structprs, and all the civil establishments at ' sack; he had not gone far, before the j is di Jib rent from a can?l, for as soon as you the several yards, fifty-eight thousand five j sack came untied, and down went one half - get a mile of it finished, you may use it.

hundred and thirty dollars. I For provisions, four hundred and twentynine thousand one hundred and seventy-five dollars. For repairs of vessels in ordinary, and the repairs and wear and tear of vessels in commission five hundred and thirty thousand six hundred and eighty-two dollars. For medicines and surgical instruments, hospital stores, and other expenses on account of the sick, twenty-five thousand dollars. For improvements and necessary repairs of navy yards, viz: For the navy yard at Portsmouth, fortyone thousand one hundred and thirty-four dollars. For the navy yard at Boston, eighty-five thousand dollais.

' TiYr flin nivtr rnr1 nt . .!- or!.' envonfv.

two thousand dollars. For the navy yard at Philadelphia, ton thousand six hundred and eirhtv-cight dollars. For the navy yard at Washington, fortytwo thousand dollars. For the navy yard at Norfolk, one hundred and twenty thousand nine hundred and twenty-three dollars. For the navvvardat Pensacola, twentyfive thousand eight hundred arid lifty dollars. For ordnance and ordnance stores, ten thousand dollars. For defraying expenses that may accrue for the following purposes, viz: For freight and transportation of materials and stores of every description: tor whariage and dockage, storage and rent, travelling expenses of officers, and transportation of seamen, house rcnt, chamber money, and fuel and caudles to oflicers other than those attached to navy yards and stations, and for officers in sick quarters, where there is no hospital, and for funeral expenses; for commissions, clerk hire and office rent, stationary, and fuel to n: I vy agents; tor premiums and incidental expenses of recruiting; for apprehending de serters; tor compensation to judge advocates; for perdiuih allowances for persons attending courts marshal &, of inquiry, and for officers engaged in extra service beyond the limits ofthcirstations ; for printing & stationary of every description, and for books, maps, charts, and mathematical and nautical inst ruments, chronometers, models, and dra wings ; for purchase and repair of steam and fire engines, and for machinery: for purchase and maintenance of oxen and horses and for carts, timber wheels, and workmen's tools of every description; for postage of letters on public service ; for pilotage ; for cabin furniture of vessels in commission, and for furniture of officers' houses at navy yards; for taxes on navy yards nd .public property; for as sistancc rendered to vessels in distress, for inc'1 .ital labor at navy yards, not applicable to any other appropriation; for coal and other fuel for forges, foundries, and steam engines; for candles, oil, and fuel, for vessels in commission and in ordinary; for repairs and building of magazines and powder houses; for preparing moulds for ships to be built, and for no other object or purpose whatsoever, two hundred and fifty thousand dollars. For contingent expenses for objects not hereinbefore enumerated, five thousand dollars. For the pay of the officers and non-commissioned officers and privates, and for subsislanco of the officers of the marine corps, one hundred and eleven thousand five hundred and sixty-three dollars. For subsistence for non-commissioned officers, musicians, and privates, and washerwomen, serving on shore, eight een thousand four hundred thirty-nine dollars. For clothing, twenty-eight thousand seven hundred and sixty-five dollars. For fuel, nine thousand and ninety-eight I-.'1 . GGjUUS. For contingent, expenses, fourteen thousand dollars. For military stores, two thousad dollars. For medicines, hospital stores, and sugi cal instruments, two thousand three Iran drcd and sixty-nine dollais. ApruovEu, February&M, 1832. From the Western Statesman. RAIL ROAD No. 2. In my last number I merely threw out ' some broken hints in relation to the impor tance ot the road as it auoctcd the general interest of the country, without attempting to examine the general principles of the system. It cannot be expected that these numbers will be otherwise than desultory, for to enter into a minute investigation of! the whole subject, would be too laborious for the writer, and tedious to the reader. I shall content myself generally with stating facts, leaving the public to draw the conclusions. In regard to the importance of this measure, I beg leave to make one or two remarks in addition to what has heretofore been said. There are several obstacles that present themselves to this mode of internal improvement one is its novel! v. Canals have long been in vogue rail roads arc almost a new invention. Mankind arc naturally disposed to pursue the beaten track, and it is with great difficulty he can be pursuaded to adopt new theories, until practical demonstration has tested their su- j j perior utility. When I have seen men too '

obstinately res!sfing, apparently the clear ' sumc, coitul have nccu made substantial convictions of their own judgment, rather ! for less than 'H 0,000. The country bethan abandon antiquated and repudiated ( tween Baltimore and EUicott's Miiis is very doctrines and modes of acting, I have been j undulating, and difficult to graduate; but I

tlie old man insisted upon pursuing the old j fashioned way of balancing the grain on j his horse's back, by filling one end of the j sack vith stones. The boys, however, at j the grain in the dirt. ''There.' exclaimed

the old man, ''5011111011 for listening to these about forty-five miles of the Baltimore and foolish boys; if Iliad taken the old method Ohio rail road finished, the Company I unfor going to mill, I should have saved my ; derstand, are drawing a dividend at this grain, for that end of the sack would not j time, of between twelve and fifteen per have contained grain, to be thrown on the ; rent, per annum. So that if the Company ground and lost."' This accident no doubt, i never exi end another cent of capital, but

as is too often the case with others. dis-j couraged the old man and forever after de terred him from indulging in the novelty of carrying grain in both ends of his sack. ' We ought not to reject an improvement simply because of its novelty, fur that I would be at once, to stille the progressive genius, with which heaven has endowed the human mind. I remarked in my last, that I had travelled the route on which this intended rail road from Lawrenccburgh to Indianapolis is to go, and gave it us my opin-

ion that the travel now was greater than that on the Cumberland road from Wheeling to Cumberland. During the last fall I travelled, in company with another gentleman, a resident of this state, from this place (Lawrenccburgh) to Indianapolis, while the roads were good, and took the pains to count the wagons and teams that we passed, and found them to average between twenty and thirty each day. Suppose then those teams to average in number twenty, and to carry each one ton, this amounts to twenty tons per day, or for three hundred days in a year, to six thousand tons annually, at this present time. Suppose then the additional facilities produced by the rail road should increase the carriage to double

.that amount, which is a very moderate caldilation, without taking into view any circumstances connected with Gur external relations, that would make it twelve thou- ; sr.nd tons annually. We are further to calculate that the amount of carriage and travcl will increase by virtue of our own internal resources alone in proportion to the j population of the country, which, according to the ratio upon which it has proceeded for the last ten years, it will double itself in every seven years; so that in seven years from this time, it will amount to twenty four thousand tons annually. To transport 2-1,000 tons from Indianapolis to Cincinnati on a. rail road at four dollars nor ton. will cost ninety-six thousand dollars. The tra - vel along "the same route will average at this time, as nearns my observation can annrnnr.h to r.rrtninfv. to hoi it. 3.000 nor - sons annually backward and forward, and which would increase, (Indianapolis being the scat of government.) beyond all doubt, to ten flimisand which at two dollars hro for each person, would amount to twenty thousand dollars more making in the whole one hundred nd sixteen thousand dollars annuallv, Let us now examine a little into the pre- ' 1' sent cost or such amount of carriage and travel. In the above calculation, we have allowed each team to carry a ton. It will require five days for a team to go from In dianapolis to Cincinnati, it being about 110 j miles. I ins team will consist oi lour horses, a wagon, and driver. The expense then will stand thus: A team of four horses, five days, at 2 50 per day, is $12 50, and returning say, at half price, $0 25 more, making each ton cost &1S 75. For 2-1,000 tons, the annual expense will be 9-150,000. Passengers now pay from Cincinnati to Indianapolis $5 fare, and are generally four d:iys in performing the trip, making the expense of fare and tavern bills, aboijt nine dollars each; hence, the expense of carrying 10,000 will be $00,000 which added to the amount of transportation as above stated, will make the whole expense of travel and transportation between the two places .amount annually to $540,000, in place of 110,000, Thus then it. appears, that the public, in seven years from this time, if the road shall be completed by then, and I have no hesitation in saving it may be finished in half the time, will be a gainer for their own internal travel and carriage alone, $1L?,0C0 annually So much for the importance of this measure to the citizens of our own state, and the public generally. Let us now sec how it will stand in regard to the Company who make the road, the investigation of which may carry us beyond the present number. One of the greatest obstacles to the progress of interni improvements ever has been, the great nd unneccssay expense frequently incur red in making them so much time is consumed in completing the work so much capital vested, and remaining so long idle and unproductive, that the owners or pro jectors, not only become dispirited, but it really turns out a bad investment of money because of the enormous expense thus incurred in erecting them. The Baltimore and Ohio rail road for example; the first thirteen miles between Baltimore and Ellicolt's Mills, cost upwards of fifty thousand dollars per mile. This was owing to the great expense cf grading the road to make it level, or nearly so, and of making bridges, &c. Its greatest elevations and depressions are not more perhaps than fifteen feet to the mile, which is scarcely perceptable. It has been ascertained, 1 believe, that if they had extended the maximum grade to fifty feet, they would have saved thirty thousand dollars or more to the mile. They likewise went to the expense of about $f0,CG0 lor a single bridge, which I rcpresume, if the road had been made at the least, expense to be substantial and productive tollic company as well as convenient to the public, it would not have cost more than six thousand dollars per mil instead of I fifty. Hence it isof the utmost importance j And the fact is, that although there is but only apply the proceeds of the tolls to finish ing the balance of the road calculating the expense at $5,000 per mile, they will finish the remainder to the Ohio river, in about six years or less. And in two years and a h-df afterwards, they will have received all their money back, and will, alter that tunc realize nearly fifty ner cent, annually on the original capital advance d, that is, in is years, by expending one million of dollars in valuable public improvements, they wdi have the whole million refunded, and in

their pockets again, and will have estab- jat a cost of two dollars a perch, or six hunlished a perpetual fund, from which they J dred and forty dollars a mile, including evewill draw annually an interest of between j ry expense of excavation, rails, and horse thirty-three, and lifty per cent, to them and ! path, and they have been plated with iron

their successors forever. The extravagant and useless expenditures on rail roads in England and on the Baltimore and Ohio rail road, have induced a general opinion, that they are a very expensive improvement, than which, nothing is more erroneous. I have seen and examined the Baltimore and Ohio rail road. It is of very simple construction, and were it not for die extra excavations and embankments, in order to render the road level, and the extravagant bridges, it would not have cost as much as a xMcAdam turnpike. On the road where the ground is level it is ditched and raised about a foot and a half above the common surface; lor a Single track, it is made about ehuit or ten feet wide, when this is done, sleepers are laid down of good timber, about six inches square, across the road, these sleepers ought to be laid on a bed of pounded stone, about three feet asunder and in them, notches are cut so wide apart as the wagon will track. In these notches the rails, which are made of pine, oak, walnut. or indeed any kind of wood, are laid t;o that 1 to be about lour by live incites square and j shod with iron. Half an inch t hick and ! 2i inches wide, but this is not absolutely ' necessary, unless there is a great deal of j travelling on the road, or it is intended to I propel the wagons with steam, and even ! then a plate of iron on the rail, a quarter of i an inch thick, will last twenty years, and ' the old iron. will then sell for nearly t he I ! price of new The hove is the manner in j which a rail road is constructed, and where therc is no extraordinary excavating, or i embanking, that is where the site of the i i l i. ...i.i .1 : j wlvl Y V T the rails with half inch iron and all, will not be more than about fifteen hundred or two thoussnd dollars per mile. Merely ditching and throwing the earth up so as to ra'se it nt tor receiving the sleepers, may be done, anu-a part ol the 1 Jmaticiphia and Columb a rail roa.l has boon done, iW.W per mile, and even less than ilunt. .Alr.'Eavl i icon i i- i i 4 i wno in 1n3Q. published a treatise upon the i r i i -i i r .1 i . A subject of ran roads, compiled horn the latest . i 4l and most authentic and correct authors. gives a bill of the cost of a mile of and substantial rail road, as follows: Excavation and embankment for a foundation, 8 feet wide 3100 cubit yards, at 8 cents per yard. 1520 sleepers at 8 cents a piece (they will be Jess here) ka:!s, 3 by 5 inches, of oak, 2 880 feet timber at $12 per 1000 (here it will cost but 7 or 8 dollars) Wedges to fasten the rails $25 00 and preparing staples and laying rails Sl00 CO Occasional wrdlirg and brc ken stones for foundation &c. Grubbing, exclusive of value of timber, Gravel-int horse path, 5 tons of' iron at 75 dollars lT-l wide by 74 inche thick Nads and putting on iron 105 60 154 59 125 CO 75 00 50 00'; 1U0 00 37 CO 46 10 $1297 19 The expense of bridges and culverts is very uncertain. Mr. Hopkins, who surveyed the route from Ilarrisburgh to Chambersburgh In Pennsylvania, estimated the cost of bridges and culverts at less than fill v-st-ven doll us per The bridges and mile ivr a double track. culverts for the IJoston and Providence rail road, for a single track. i-f.ct lint O'tri flew i -ir-c irr miln and thev Mr. were solid, subtantial stone brid Earl says that the bridges and culverts of a road with a single track which avoids streams as much as possible, may be estimated at N2.;0 per mile. This road will cost us little lor bridges and culverts perhaps, as tmy in the United States. Then if we add the bridging and making oi culverts at 250 per mile, to the amount oi .sl207 19 already stated a Love, it will make the whole cost of the road (exclusive of the salaries oftho officers, superintendents Szc.) fifteen hundred and forty-seven dollars and nineteen cents per mile. John L. Sullivan, Esq. proposes as a cheap mode to build the read on wooden posts, set in the ground below the frost, and their bottoms in and near the ground to be surmounted with romn cement to keep them fiom ieg. Tins mode however in general, I pi t sumo, will be found as expensive, if not more so, than the usual one, cxcent. m crossing deeu. snort ravines, or where there requires a long high cm! .nkmen! coupb d with a difficulty of obtaiirng earth to make it, such as will occur on this road from the mouth of the Miami river to Tanners creek, whore the hill commences. The expense of such a ?oad however can be much more readily and certainly calcuiuted than cne in the "usual form, and I am inclined to think it cannot exceed from fifteen to eighteen hundred dollars per mile in the whole, contingencies excepted. Tl ese calculations may appear extraordina ry to those who have only read or hoard of; the cost oftho Baltimore and Ohio rail road,; at SoO.000 a mile, or the Liverpool and Manchester, in Fngland. at 00,000 dollars, but it is to be recollected, that these were some of the first efibrts of mankind at this kind of improvements; began and conducted umh-r every moral and physical disadvantage. The Bdltimorrans, however, and Johnny Bull too, hive r.nw bcih learned better than to fool awav dvir money tires. Iquo e the words of Mr. Karl himself, who is a resident of the eastern district of the state of Pennsylvania, in the neighborhood of the place where the improvements he ment ons are made, he says, 'the cheaper single rail always of wood, in Schuylkill county, Pcnn. have been made by contract, Wheie the excavation 1 stnl ;w u is tl. n.? for 5 or 7 very duep, cents pr yard. And it is mute tliuu 8 ccii'15. where il is

the wheels ot the car will run on tiicm, and ! prospects of increased carriage upon it, as they arc keyed in the sleepers, to keep them being connected with the Ohio canal, and steady and equidistant, so that the whoels the northern domestic trade, in conjunction

S may never run oft them. 1 ncso rails ougut with our British colonial retaliations, nartic-

at an expense of about five hundred dollars

!a mile," making the whole cost but eleven hundred dollars. There can be no mistake about these things, they are undeniable facts, and solid realities. As I have before hinted, the enormous expense of their improvements originated in a mistaken notion of th importance of making the road almost a quite level, and in the extravagance oftho bridges, Arc. &c. I have said it was a mistaken notion to go to a great expense in levelling the road, for it is demonstrable. that if a road is to be worked by animal power it is better, to be undulating, and an aniI mal will travel farther in a day, and carry as heavy a burtnen. rson a level one, but it is true, that where it is to be worked by steam power altogether, it is perhaps better to have it as near level as practicable, without incurring too great an expense. This may perhaps be a point of the subject of a future number. In the next, I shall endeavor to show, the amount of work which may be done on such road as I have described, the i manner of working it, and the expense; the marly those with Canada. I must ask the indulgence of the public for the extremely desultory manner in which this number is written. It consists cf facts which occurred to my mind while writing and without reflection, and the hurry with which it has been penned, forbid every thing like arrangement or precision. The facts stated, I believe may be implicitly relied on, the correctness of the reasoning, where 1 have at j tempted it, and the conclusion must be judged of by a candid and indulgent dublic. JOHN TEST. March 4th, 1S32. "Economy." There have been extensive dissentions among the "Harmonists," ! at Economy, in Pennsylvania and 217 , i r r i i i 1 , , ' , ... , '. n 3 . ! Publlsl;f d paper w.tmlrawmg all audionly from, M'fsrs- as ?!tmcnt ot their concerns, cec. Mr. Frederick -r, r , . 4 ' , . . kaim replies, and states that of the signers r- i , -i i o are minors, and J2 not regular members I c i7 - i .i . , H oi uio socio ;y aim mai a large majority ot the members are satisfied that they (his father and himself) should continue ashereto-

I , CI- y X

j fore. I he controversy has led to the insti22 000 : " V-on f h-gl proceedings those who have j witixlrawn demanding their share ofthepro-

pertv accumulated: aud the whole facts will. indue time, be before the public. As the property of the society is execdingly valua- ! ltlri ,1,u"dly to be expected that the suits I will terminate speedily. There will be r et uses for the -'law's delay,1' on one side or the other. A gentleman who had an Irish servant Inving stepped at an inn for several days I desireu previous to his departure, to have a b.'ii; which being brought, he found a large quantity of port placed to his servant's' account, and questioned him about having had so many bottles of wine. Please your honor (cried Pat) to read how many they, charge mo." The gentleman began, one bottle port, one ditto, one ditto, one ditto. Stop! stop! stop! master, (exclaimed Paddy) they are cheating you! I know I had some bottles of their port, but, by St. patrick, i did not taste a drop of their ditto." When Addison became secretary of state, his old schoolmistress being far advanced i n y eai ?, grew very de.i f. A friend who one day called upon her told her that her little f -vorite was now a great man and a great writer. ''Aye, (said she) I always said Joey was bom to bea'greatman; he was a mighty clever boy and a deal of puns I took wiih him: do you know that before he left me he could read very near as well as did. Hut pray what has lie wiitcn?" "Why The Spoctators' 'Spectators.' '-Speak a little louder, V" J: '''Hie eight volumes-of the Spectators,Dear me! dear me ! "eight volumes about potatoes! what could he "find to say I cHt'rcHccvnr&h 'f M1K subscriber takes this method to inform the public in general that he has established the chair making business, on High street, opposile the market houte, where lie will keep constantly on hand a large and splendid assortment of AND lhitfsor iV- iii R Si. V EZ A I "21 S. - 7 I Which he Warrants for durability inJ worknanship, equal to any in the western courtry ; wh'ch he u dl disnose of, on reasonable teims. i ... 1 e"s.on" wis')inff ,lo purchase, will please tall VM. N. ROGERS. Feb. 11, 1SU. fTHE undersigned requests those ihdebte J- to him by note or book account, to settl the same en or btfore the first of April next after that Time no indulgence will be given t those neglecting this notice FREDERICK VIZ. . Feby 11, 132. 6-3v. ISising-Sun JLyrcmn. rHF. meetings of the Ris;ng.Sun Ljceum are he'd in the Seminary had, on Monday evenings, at half past 6 o'clock Tlie lecturers lor Mi nday evening, the 19 h inst . are Mr. Elliott on -Natural phdos ph V and Mr. Jones on the ifights of Alan r. N. KM dOTT, Secy liisintj -un, March lOUi, ,u2.

i?;it I always said Joey was a clever boy.''

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