work, having prohibited the board from putting under contract any portion of the line not then contracted for. Such sections as were declared abandoned by the board, in their resolution of the 21st day of May last, and reported to the house of representatives, have been re-let at an aggregate saving of more than one hundred thousand dollars to the Commonwealth.

The lockage is one hundred and fifteen and a half feet, which is overcome by fourteen locks. In addition to which, two guard locks will be required. There are on the line, one dam, six aqueducts, twenty-six culverts, sixty road and farm bridges, and fourteen waste wiers.

The limited amount of funds in the hands of the canal commissioners during the present year, has greatly retarded operations on this line. Large sums were due before the loan was taken, and the monthly instalments since have been entirely too small to meet the wants of contractors. The work done on the Tunkhannock line amounts to.

Amount remaining to be done,.

$ 353,432 22 1,758,558 35

The canal extends from Wisconisco creek at the western termination of the Lyken's valley railroad, to the pool of the Clark's ferry dam, at Duncan's Island, and is twelve and one fourth miles in length.

All experience has shown, that canals leading into coal regions, are most profitable. This improvement is designed to furnish an outlet for the coal of Lykens and Bear valleys, already in great demand, and in general use, and will, in the opinion of the board, be a judicious investment of the Commonwealth's funds.

The work was placed under contract in August, 1838, and, if means are provided, may be completed in the fall of the ensuing year. It consists of twenty-five sections, one dam, (across the Wisconisco) one guard lock, siv lift locks, three aqueducts, two culverts, five waste wiers, and eighteen bridges. The lockage is thirty-five feet.

The water of Wisconisco creek being insufficient to feed the canal in dry seasons, the board would recommend that the legislature authorize a feeder to be taken out of the Susquehanna at Walters' mill, two and a half miles above Millersburg, where there is an abundant fall in the river for that purpose.

The cost of the work done, is estimated at.
Cost of work to be done..

Whole cost of Wisconisco canal. .

Deduct former appropriations.....

Amount required to complete.....

$127,216 49 218,978 94

$376,195 43 210,000 00

$166,195 43

For minute details of the condition and progress of the work, the legislature is referred to the accompanying report of A. B. Warford, engineer of the line.

West Branch-Sinnemahoning Extension. No provision having been made by the last legislature for carrying on this work, all operations on the line were sus pended in July last. It is 33 miles in length, extending

from the mouth of the Tangascootac creek to the mouth of the Siunemahoning. If completed it would carry the West Branch improvements into the centre of the bituminous coal regions, and add another link to the chain of communication which will eventually unite the waters of the Susquehanna and Allegheny. The practical ility of the undertaking, upon the plan of constructing reservoirs recommended by Mr. Aycrigg, the board think, has been fully established by that gentleman in his reports on the subject, sustained as his positions are, by the concurrent judgment of the most able civil engineers in the United States.

The line as placed under contract in 1839, is divided into 51 sections, and will require two dams, two guard locks, seventeen lift locks, five aqueducts, nineteen culverts, ten waste wiers, and thirty road and farm bridges. The lockage is 150 feet.

The whole cost of the line is estimated at.
Amount appropriated.
Balance required to complete......

$1,358,099 15

130.000 00 $1,258,099 15

Should the legislature determine to make no further appropriations at this time, for carrying on the work, the sum of $34,124, will be required, in addition to former appropriations, to pay debts now due for work done and materials delivered.

The 3d section of the act of the 19th July last, directs the canal commissioners to cause a re-measurement and re-estimate to be made by William E. Morris and Benjamin Aycrigg, with such assistance as they may mutually agree upon, of all the work done on the Sinnemahoning extension of the West Branch division, where the contractors were dissatisfied, and desired such re-measurements. Five contractors were dissatisfied with the estimates of Mr. Morris, and appealed from his decision. The board, by their resolution of the 30th of October, directed a re-measurement and re-estimate to be made as required by law. Mr. Aycrigg, one of the engineers named in the law, for reasons stated in a communication to the board, declining acting in the matter, and as he was not in the service of the Commonwealth, they had no means of compelling his compliance with the requisitions of the act of assembly, it is no more than justice that the contractors who feel themselves aggrieved should have a remedy provided, and as the refusal of Mr. Aycrigg to act, has rendered the law relating to their respective cases nugatory, the board would recommend such action on the subject, as the legislature may deem necessary to protect the rights of the partics interested.

Tangascootac Extension.

This line commences at the feeder dam at Dunnsburg and extends to the mouth of the Tangascootac creek, a distance of seven and a half miles. The only work remaining to be done on the line, is the wier, and one abutment of dam No. 1, at Farrandsville. Operations were suspended on this job, and the accounts closed with contractors in accordance with a resolution of the late board of canal commissioners. The dam, however, is greatly needed to enable the owners of coal mines on the Tangascootac, to get their coal to market. The board would recommend an appropriation of $24,000 for that

purpose.

The dam at Qucen's run is now undergoing extensive and permanent repairs. It is located on gravel, and the water running over the dam had excavated the bed of the stream to the depth of fourteen feet, and undermined the dam about ten feet. It will be properly secured before the ice freshet of the ensuing spring. Amount required to complete repairs, about $8,000.

Allegheny Feeder.

This improvement was authorized by the act of the 14th April, 1838, and was placed under contract in August of the same year. It is about fourteen miles in length, commencing at Kittanning, and terminating at the aqueduct across the Allegheny river, near the mouth of the Kiskiminitas, and was designed to increase the supply of water in the western division from the latter point to Pittsburg.

By a resolution of the legislature, approved the 19th day of February last, the work on the Gettysburg railroad was suspended from and after the first day of March then next, and the sum of $150, 00 was appropriated to pay contractors for work done previous to that day, including retained per centage. The board in compliance with the act directed the suspension of the work, and took immediate measures to ascertain the amount due contractors. By the report of the engineer, it will be seen that the whole amount of work done

is

$145,307 783 The temporary loan authorized by the act referred to, having not yet been negotiated, the above claims remain unpaid; if the funds were available, the sum appropriated would be sufficient to discharge all the liabilities.

Such portions of the work as required protection at the time of its suspens on, have been secured, and the necessary measures taken to fulfil the requirements of the act. The board, however, regard the amount expended on this road as literally thrown away. It should never have been commenced, and being now suspended, should never be resumed. The practicability of the undertaking is at best doubtful, and if completed, would by being a source of continued expense, be worse than worthless to the Commonwealth.

Surveys.

By the sixth section of the act passed the 19th of July, 1839, the board were directed, "to employ an experienced and competent engineer, and at least three assistant engineers, with their necessary corps, whose duty it should be to make thorough examinations and surveys with a view to form a connexion between Harrisburg and Pittsburg, by means of a continuous railroad, and such routes as they should believe most practicable for such continuous railroad, between those points."

In accordance with this provision of the act, the board appointed Charles L. Schlatter, principal engineer, who upon receiving his appointment proceeded to the organization of three separate parties, under the direction of competent assistants, to each of which was assigned a distinct field for examination.

To one party were allotted all those routes north of the Juniata river, classed in the report of the engineer under the head of the Northern route. To the second, the routes by the valleys of the Juniata, Conemaugh and Black Lick, under

the general head of Middle route, and to the third, the examination of the route from l`ittsburg to Chambersburg, on the Southern route.

The surveys on the several routes were commenced about the first of September, and were prosecuted with vigour, until the parties were obliged by the inclemency of the season, to close their field operations early in the month of November.

By referring to the preliminary report of the engineer, herewith submitted, it will be seen that during this short period, the surveys were so far extended on the northern route, as to ascertain the practicability of passing the Allegheny mountains without inclined planes, and with grades not exceeding 45 feet per mile; and that on the middle route, the valley of the little Juniata can be attained, from the summit of the mountain on the eastern side, by the same grade; on the southern route a favorable report has been made upon the line examined from Fittsburg to Laughlinstown, whilst the lateness of the season, prevented the extension of sufficient examinations to enable the engineer to give an opinion of the proper route by which Laurel Hill should be crossed by the railroad.

The board would ask the attention of the legislature to the importance of vigorously prosecuting these surveys during the ensuing season.

A number of routes have been proposed, possessing such claims for consideration, that it would in the opinion of the board, be an act of injustice, not only to the interest of the whole State, but to those particular districts through which the proposed routes will pass, if they are not thoroughly examined, and careful comparisons instituted between the rival

lines.

The appropriations of last year, will not be sufficient to defray the expenses of these extensive surveys, the importance of which the board would desire to impress upon the legislature, not alone on account of the primary objects for which they have been commenced, viz: the location of a continuous railroad from Harrisburg to Pittsburg; but also from the accurate geographical information which will be obtained in the course of the examinations, and which cannot fail to be of the greatest importance to the state at no very distant period.

In addition to the power now granted by the legislature to the engineer, the board recommend that he be authorized to make the necessary surveys and explorations for a turnpike or McAdamized road, with an easy grade across the mountains, between Laughlinstown and Chambersburg.

By a resolution of the legislature, approved the 13th of March last, the board were required to cause a survey of the Lackawanna river and valley, from the feeder dam of the Wyoming division of the Pennsylvania canal, to the Ragged Islands, to be made by a competent engineer, for the purpose of determining the best mode of improving the same, so as to bring the mineral and other products of said valley to market, through the Pennsylvania canals. The board, in pursuance of said resolution, appointed Wm. B. Foster, jr. engineer, to make the necessary survey and exploration, from whom a very full and satisfactory report has been received, which is herewith transmitted for the information of the legislature.

When the public works of Pennsylvania shall be connected with those of New York, the anthracite coal of Lackawanna valley, equal in quality with any other in the commonwealth, and in quantity inexhaustible, will be the most convenient to a northern market.

The importance therefore of the proposed improvement, will be apparent at a glance, and if nothing further be done to accomplish it, by the present legislature, the board would recommend a sufficient appropriation to extend the present feeder to the head of Lackawanna Falls, the point most eligible for a feeder dam, having in view the improvement of Lackawanna, as well as the furnishing of a supply of water for the Wyoming division.

Reservoirs.

By the 10th section of the act of the 18th day of February, 1856, the canal commissioners were authorized to commence the construction of reservoirs, at the cast and west

Exploring Expedition.

Waterland, is in longitude 146 deg. 5 min. 57 sec., latitude 14 deg. 26 min. west; these we surveyed, and having ascer

U. S. SHIP VINCENNES, Matavia Bay, Sept. 15, 1839. J Sir-I have the honour to report my arrival at this anchorage, after a passage of sixty days from Callao; having been employed in examining and surveying many of the islands to the northward and eastward; and take leave to submit the following report of the operations of the Exploring Squadron, under my command, since my report dated Callao, on the 1st of July last.

We sailed from Callao on the 13th of July, after completing our supplies of stores and out-fits, having been much expedited by the facilities and kind attentions of Captain M'Keever, in command of the United States ship Falmouth. We steered a westerly course through the trade wind, with fine weather. On our track we passed over the location assigned to an island, as laid down on Arrowsmith's chart, but saw nothing of it; or any appearance of land in the vicinity. On our route, daily observations were made of the deep sea temperature and dip. We made the island Clermont de Tonnin on the 13th of August, of which we completed a survey, and ascertained the longitude of its south-east point to be 136 deg. 21 min. 12 sec. west, and latitude 18 deg. 32 min. 49 south.

From thence we proceeded to Serle Island, the distance from Clermont de Tonnin being 27 m'les. Here, again, we made a careful survey of the island; finding its south-east point in longitude 137 deg. 4 min. 10 sec. west, and latitude 18 deg. 21 min. 10 sec. south.

We saw nothing of Minerva Island.

We then proceeded to the northward, toward the Disappointment group of Byron, and in our way fell in with Hondon Island (which was uninhabited) and found its south-east point in longitude 138 deg. 47 min. 36 sec., latitude 14 deg. 55 min. 40 sec, south.

From thence to Wy hite, one of the Disappointment group, the north-west point of which we found in 141 deg. 17 min. 24 sec. west longitude, and 14 deg. 10 min. 30 sec. south latitude. We surveyed the island, and had communication with the natives. From thence we steered to the second island, Otooho, and found the longitude of its centre to be 141 deg. 29 min. 50 sec. west, and latitude 14 deg. 3 min. 20 sec. south. After which we again stecred to the southward for Rarika, laying to at night, owing to the dangerous navigation; and on the 30th of August we made an island to the northward of Rarika, not laid down on any chart, which I named King's Island, from the name of one of the crew of this ship, who first discovered it from aloft. We made a survey of it, and found the longitude of its centre to be 144 deg. 37 min. 45 sec. west, and latitude 15 deg. 44 min. 10 sec. south. We landed, but could find no inhabitants, although there were appearances of the pearl fishery having been carried on by the natives.

From thence we visited Rarika, and made a survey of it; the longitude of the entrance to its lagoon is 144 deg. 57 min. 52 sec. west, latitude 16 deg. 5 min 30 sec. south. We landed, and found the natives very friendly. We took on board an Englishman from this island, who had been left by a vessel engaged in the pearl fishery some time pre

vious.

To the westward, and in sight of Rarika, we discovered another large island which is not laid down on any chart, which I named Vincennes Island, after this ship; its southwest point is in longitude 145 deg. 12 min. west, and in latitude 16 deg. 39 sec. south: north-west point in longitude 145 deg. 18 min. latitude 15 deg. 52 min. 40 sec.

From thence we made Carls-Hoff, 28 miles to the westward, and in longitude 145 deg. 28 min. 36 sec. latitude 16 deg. 36 min. south, which, finding erroneously laid down, we surveyed.

From thence we made King George's Group, and searched for the two islands to the westward of them which have hitherto been considered doubtful, and were supposed to be the Waterland of Le Maire. The northern island, Wilson or

1

Peacock Island, as that ship first made the signal of having discovered it; its longitude is 146 deg. 25 min. 37 sec. latitude 14 deg. 34 min. Here I had an opportunity of obse.ving the eclipse of the sun.

The squadron then separated; the Peacock passed to the Rurick chain of islands, and along the south side of Prince of Wales Island, the Vincennes taking the north side, the Porpoise and Flying Fish having been ordered to make investigations of islands in that vicinity.

These islands have been carefully examined on all sides, which has resulted in detecting many errors of the charts, and of former determinations.

From thence we proceeded to Matea Island, which we surveyed; and from thence direct to this anchorage. The explorations and surveys were made in the boats and vessels, frequently running with the vessels within a quarter of a mile of the shore and coral reefs; and I am happy to inform you that, notwithstanding the dangerous navigation among these islands, we have escaped without accident, and I flatter myself that I have carried into effect most fully all that part of your instructions referred to in the notes of Admiral Krusenstiern, which were attached and formed a part of them.

No opportunity has been omitted to land upon the islands, and establish a friendly intercourse with the natives, and to make all possible observations and collections in the different departments, all of which will be disposed of agreeably to your instructions,

On my arrival here, I was gratified to find that by the ob servations had at point Veners, I found my chronometers in error only 1 min. and 3 sec. with the longitude of that point. I shall remain here a few days to complete our observations, and procure a supply of wood, water, fresh provisions and vegetables for the crew, and proceed to carry out your further instructions with despatch. I have the honour to be, &c., CHARLES WILKES, Commanding Exploring Expedition. Hon. J. K. PAULDING, Secretary of the Navy.

Trade was presented in the Senate on the 6th instant:
The following memorial of the Philadelphia Board of
To the Senate and House of Representatives of the State
of Pennsylvania.

The Memorial of the Philadelphia Board of Trade respect fully showeth: That your memorialists have watched with deep anxiety the progress of the bill for the resumption of specie payments by the Banks, which has passed the House of Representatives, and is now pending before the Senate.— The final passage of which, in its present shape, would, in the solemn apprehension of your memorialists, prove so disastrous in its consequences, that they call upon you as the conservators of the public weal, to save us all from the threatened calamity.

That your memorialists have no desire to consume your time by urging on your attention all the objections which naturally present themselves against the provisions of that bill; but trust that they may be permitted simply to say that the trade of Pennsylvania depends greatly for its support on the valley of the Mississippi; that, in the prosecution of that trade, our merchants unavoidably become largely indebted to the manufacturers of the Eastern States, and to others, and are at present so indebted to an amount which, under existing circumstances, it would be impossible to extinguish by specie payments. That time must be allowed for remittances to come from the west, and for specie to arrive from abroad in payment of the flour and grain now shipping to Europe.

That the habits of the country, and the principles of commerce, have become so interwoven with our banking institutions, that to force these institutions to a premature resumption of specie payments, would be to ruin them, and with them, the credit and prosperity of the commonwealth.

Your memorialists do therefore most earnestly solicit your