ourselves at the end of our exploring expedition, and as we had plenty of candles left, and had taken the precaution to mark with chalk an arrow on the rocks at every turn, we were confident of being able to retrace our steps to the entrace. Returning, we measured, with a line the extreme distance we had been in, and found it to be 3600 feet, but we must have travelled altogether upwards of two miles. Our return we found much more tiresome, as it was an ascending route, nearly the whole distance. We arrived in safety at the mouth, at 10 o'clock at night, after having travelled incessantly for six hours. We were about 1600 feet, perpendicularly, below the entrance. We heard the water running beneath the rocks in every part of the cave. The temperature we found agreeable, but, owing to our great exertions, we were kept in a profuse perspiration during the whole time we were in. In different parts we saw a few bats, but a gentleman, of Uniontown, who had gone into the cave during the winter season, informed me that the roofs of the two first rooms were covered with millions of bats, hanging in large bunches, in a torpid state and clinging to each other. This cave is composed of soft sand stone rocks and has every appearance of having been formed by the veins of water washing them and their foundations away, which caused them by their weight, to separate from the standing rocks above; there is not the smallest doubt, in my mind, but this cave is considerably enlarged by the action of the water, each year, for all the rocks on the floors of the different apartments would exactly fit the parts of the ceiling immediately above them. The rocks that now form this cave will certainly fall by degrees, as their foundations are washed away: therefore it is impossible to form an idea of the very great spaciousness that it may arrive to. The knowledge that the rocks above are subject to fall, is calculated to create the most inexpressible horror in the minds of the persons who visit this subterraneous wonder. The arches of all the avenues are formed by the rocks meeting in the middle of the roofs, with a crack extending in each the whole length. Yours, with esteem, JOHN A. PAXTON, To the Editor of the American Telegraph, Brownsville. 1816. INDIAN AFFAIRS. tract of land upon Brandywine, for a mile on each side the said creek, and to a certain place up the same creek, which said writing was, by the burning of a cabin, destroyed: but we all very well remember the contents thereof; that William Penn promised that we should not be molested whilst one Indian lived, grew old and blind, and died; so another, to the third generation: that is (.n the way of expressing it) from generation to generation; and now it is not half the age of an old man since, and we are molested, and our land surveyed out and settled, before we reap our corn off; and to our great injury Brandywine creek is so obstructed with dams, that the fish cannot come up to our habitations. We desire you to take notice, that we are a poor people, and want the benefit of the fish; for when our men are out a hunting, our children, with their bows and arrows, used to get fish for their sustenance: therefore, we desire that those dams may be removed, that the fish may have their natural course. Speaker. How did you understand that writing to be, that you should enjoy the land forever? Indian. Not only we, but all the Indians, understood it to be theirs as long as the water runs down that creek. Speaker. Have you any thing more to say? Indian. No. But if you hear us not, we shall be obliged to come again next spring. Speaker. The house is inclined to do you all the favor lies in their power. Indian. We hope we are all very good friends, and desire to continue so as long as we draw breath. Then the Indians withdrew, and after some debate, ordered, that Francis Rawle, John Kearsby and John Swift, go to James Logan, one of the commissioners of property, and inform him of the substance of the said petition and matter complained of by the Indians; who being returned, report that the said commissioner shows a very hearty inclination to accommodate the affair with the Indians, and though their right does not appear so clear, yet they are possest with such strong notions of it that there is no diverting them off it, and therefore, he is ready to do what he can to quiet their complaints, by granting the person who possesses the said land, other land instead thereof. Ordered, that Francis Rawle and John Kearsby draw up an address in favor of these Indians. Sheriff's Writs. Extracts from votes of Assembly, 6mo. 12th. 1725. The petition of divers inhabitants of the city of Phi-writing as follows: ladelphia, setting forth that the Proprietary having purchased of the natives all the lands, within certain bounds, &c. and that the Proprietary did afterwards release back to some of the said natives a certain tract of land upon Brandywine, which said land is lately taken up and settled, to the great disturbance of said natives, &c. pray- September to December 1722 ing that this house will take the same into their consideration, was read, and ordered to be considered in the afternoon. The Committee of Grievances made their report in "We have examined the Sheriff's doquet, and find that from Sept. 1715 to Sept 1716, the No. of writs are 431 Then this house was given to understand, that the heads of the said Indians, complainants, desire to attend the house in person, to set forth their aggrievance. Ordered, that they wait on the house at 3 o'clock this afternoon, with their interpreters. Post Merediem. 1717 1719 1721 1718 1720 1722 Votes of Assembly 1725. Tavern Rates in 1778. 588 627 847 250 It appears by the following rates, that intoxication could not be as cheaply effected then as at the present day. While regulations are adopted on one hand, to prevent exorbitant charges by tavern keepers, would it not be equally important on the other, to prohibit their selling certain liquors below a certain price, to prevent persons of small means (who are generally the best customers) being so often accommodated? "Prices fixed by the Court of Quarter Sessions for Philadelphia county, Sept. 7, 1778, to be paid in public houses within said county: Madeira wine per quart Lisbon do. do. Teneriffe do. do. Spirit per jill Brandy do. £2 0 0 1 5 0 1 5 0 3 9 3 9 Good beer per quart BREAKWATER. 1828.] Whiskey do. Cider royal do. Cyder do. Punch per bowl of about 3 pints 12 6 Toddy do. do. 7 6 Breakfast of tea or coffee. 2 6 1 3 3 9 7 Good hay for horse per night Oats per quart Any householder exceeding the above to be fined 208 1st offence, 408 2d offence; for 3d offence £5 and loss of licence.-Penn. Even. Post, Sept. 11, 1778. lost. It was, however, humanely hoped that the great This, however, is but a very imperfect outline of the The Committee on Commerce, to whom was referred the resolution of the 24th of December last, directing them to inquire into the expediency of erecting a breakwater, or artificial harbour, at the mouth of the Delaware With the foregoing facts, not to be questioned, beBay, together with certain memorials received from the Chamber of Commerce of Philadelphia, the cities of cause they are founded upon indisputable records, and New York and Boston, Wilmington, Del. New Haven particularly when it is ascertained that the pilots, with and Hartford, Connecticut, and Portsmouth, Newhamp-all their skill, the result of long, severe, and careful application, cannot save themselves from the imminent hashire, report: That they have carefully investigated this most inte-zards of the Bay; and when it is also known that the resting subject, and now submit the result of their examination to the judgment of the House. For a series of years, this question has excited the public attention, and last year it claimed the consideration of the Senate, so far as to receive a very able report in its favour from the commercial committee of that body. Many additional arguments may be urged in its behalf bearing very directly upon the subject of this report, and calculated to impress Congress with the propriety of erecting a breakwater at the point solicited. Its importance to the States of Pennsylvania, Delaware, and New Jersey, is seen at a glance upon the map. They, therefore, at an early day, to avoid, in a great measure, the evils of this dangerous navigation, agreed that all apprentices taken by the pilots in the bay of Delaware, belonging either to Cape May, Cape Henlopen, or Philadelphia, should serve seven years, and should not, even then, receive a branch, or licence, to act as pilots, until they prove their intimate acquaintance with their profession, by undergoing a severe and rigid examination before the Board of Wardens of Philadelphia, in conjunction with a committee of pilots. It was hoped, by this arrangement, that they would be aptly qualified, when entrusted with the lives and property of the country, to carry both, with as little risk as possible, through the perils incident to this section of our coast. That every inducement should be offered to give a proper impulse to the pilots of this Bay to brave its dangers, a regulation was adopted by the competent authorities, authorising the formation of a society for the relief of pilots, their widows and orphans; by which it was required that every vessel of above seventy tons burden, coming in, or going out of the bay, should pay half pilotage, although no pilot was on board of her. The fees derived from this source were declared by law, to be a permanent fund for the support of the widows and orphans of the pilots. The law directed the Master Warden of the port to collect this half pilotage, and pay it over to the Treasurer of the society thus created. In the event, therefore, of the loss of a pilot, in the execution of his adventurous employment, provision was made for his family. With these multiplied incentives to urge them on to a zealous performance of their duties, in the season when the navigation was most beset with dangers it was natural to expect that some of them would be states more immediately concerned in the safe navigation of this place, have left nothing undone, on their part, to free it from its perils; your committee cannot deny the force of their claim upon the nation to stretch out its arm for their protection. They ask that a Breakwater shall be erected, in pursuance of the plan proposed by the board of engineers, appointed by the government to examine the propriety of the measure, a copy of whose report, accompanied by a survey of the bay, was presented to the war department. On the subject of Breakwaters, and their extensive A great numusefulness to the nations that have erected them, we are not left without guides to direct us. ber have been built in Europe. We shall, however, only call the attention of the House to one or two. The Plymouth breakwater is one that has always been adverted to, in every instance, to illustrate what important results are to be anticipated from buildings of that sort elsewhere. In a pamphlet published in England, entitled "Interesting particulars relative to that great national undertaking, the Breakwater in Plymouth Sound," we find the following statement: "The result of this great work has completely answered the expecta tion of its warmest advocates. The good effects of it were, indeed, sensibly felt at the end of the second year, when about eight hundred yards of the central part, where the water was shallowest, were visible at low spring tides. The swell was then so much broken and destroyed at the head of the Sound, that the fishermen were no longer able, as heretofore, to judge of the weather outside the Sound, and ships of all sizes ran in with confidence, and anchored behind the breakwater. Since that, near two hundred sail of vessels of all descriptions, driven in by tempestuous weather, have at one time "During the winter of 1816 '17, the gales of wind found safe shelter within this insulated mole. were found more frequent and tremendous than had been known for many years, and on the night of the 19th of January, such a hurricane came on as had not been remembered by the oldest inhabitants. The tide rose six feet higher than usual spring tides. The Jasper sloop of war and the Telegraph schooner, being anchored without the cover of the breakwater, were driven to the head of the Sound, and both lost; but a collier deeply laden, and under its cover, rode out the gale. And it was the general opinion, from former experience, that if no breakwater had existed, the whole of the ships in Catwater must have been wrecked, and the storehouses and magazines on the victualling premises, and most of the buildings on the margin of the sea, been entirely swept away." Since that time, it is true, in a violent storm that took place about two years ago, it received a partial injury near the top, which has been described by an eminent engineer at Liverpool, in the following language: "The only injury done to the Plymouth breakwater by the great storm alluded to, was the removal of part of the coping or covering, which was soon after replaced." From information received from Judge Hemphill, formerly a member of Congress, and who has recently visited England, it appears that the injury was immediately repaired. This very satisfactory account of the Plymouth breakwater has most clearly manifested its immense usefulness. With reference to the proposed Delaware breakwater, the gentlemen whose qualifications aptly fit them for the inquiry, have unanimously made their report in its favour. And, in support of the location, the pilots, one and all, concur as to the entire unchangeableness of the shoal on which it is proposed to erect it. and cargoes carried, last year, amounted to 27,895,900 dollars. And that they estimate the transient vessels and cargoes coming to Philadelphia, at about twenty millions more. This estimate is exclusive of the trade of Wilmington. A large proportion of the cotton and tobacco coming to Philadelphia from North Carolina, and owned there, is carried in transient coasting vessels. One house received in 1827, 3,200 bales of cotton owned in North Carolina; nine tenths of which came in transient coasters. The numerous petitions recently addressed from many of our seaports to Congress in favour of the breakwater, are also strong proofs of its necessity to every portion of the Union, trading to or passing near the Delaware Bay. Your committee also look upon the coasting trade to and from Philadelphia, as likely to be greatly increased, in addition to the amount just stated, in consequence of a large quantity of coal that will be carried from that place, along our whole seaboard. As an illustration of its rapid growth within these few years, the following statement, received from the President of the Lehigh Coal Company, is submitted: Coal sent, coastwise, in the years— 1822 1823 1824 1825 1826 1827 tons. 72 723 3,255 13,520 12,769 13,000 The report made last year to the Senate, by the Hon. Mr. Woodbury, shows that the revenue derived to government from the commerce of the Delaware Bay, from A. D. 1790, to A. D. 1825, was $80,313,721, and These shipments were made to New York, and most the expenditures there, during the same time, on forts, of the towns upon the North River, and to Boston, Prolighthouses, beacons, &c. were 835,483 dollars, or only vidence, Hartford, and to almost all our Eastern seaabout one hundredth of the revenue. But, during the ports, and some few to the south. Great difficulty ocsame time, the revenue from the Chesapeake Bay was curred last year in getting vessels, and several thousand only 56,903,669 dollars, and the expenditures on like tons could not be shipped on that account. In the objects were 3,253,611 dollars, or about one nineteenth course of about sixteen or eighteen months, the comof the revenue. In New York harbour, the expendi-pany expect to have an ascending navigation completed, tures have been nearly one thirty-sixth of the revenue: and in Boston harbour, one seventieth of it. which they are now carrying on with great vigour. When they shall have completed their up and down But turning from this most equitable claim, that may navigation, they expect to be able to carry down to justly be presented to the consideration of the National Philadelphia 100,000 tons of coal annually! Legislature, some other reasons can fairly be offered Last year, the Lehigh and Schuylkill Coal Companies why this work should be built by the general govern-jointly, sent to Philadelphia 61,669 tons, a large quanment. The amount of revenue derived from the states tity of which was sent to other states. on the Delaware, indicates how important the foreign trade of their ports must be In a fiscal point of view, therefore, the nation is largely interested in saving the merchandise paying duties into its treasury, from injury or destruction. The losses, heretofore adverted to, exemplify in an eminent degree, the fact, that the government must have been losers in not having erected this break water long before this time. We speak now, only as to the loss of property. But, when the waste of lives is taken into consideration, the question of property sinks into insignificance. A government like ours, with a navy that does honour to it, both at home and abroad, is bound to protect its seamen from unnecessary exposure. Our gallant tars, who have always bravely stood by the nation's flag, may well ask, on account of what they have done, which is but a pledge of what they would do if called upon again to fight for their country, that this artificial shelter should be provided for their safety. Sailing along this exposed coast, as they frequently have to do, although not bound within the bay, if the weather should prove tempestuous, they have now no harbour of retreat. No pilot dare venture to them.-The very floating lights, advantageous in summer, are removed as soon as the ice begins to make; thus environed by dangers, exhausted by fatigue, or incompetent to labour, from excessive cold, they have to submit to their fate. The very intelligent editor of the Miner's Journal, who resides near the coal mines, and who has given to the public so much information relative to the quality, as well as the quantity, of coal in his neighbourhood, says that this year, arrangements are making to boat to Philadelphia, double the amount sent last year. He speaks of the coal regions as being sufficient to last for ages, and that, at the present ratio of increase, in five years a million of tons may be expected to be forwarded to Philadelphia annually. Mr. Niles, in his report states, that the quantity of Schuylkill coal transported from Philadelphia to New York in 1826, was 10,000 tons, gave employment to 140 schooners and sloops, averaging 70 tons each. Seven thousand tons of it was shipped to New York by the New York and Schuylkill Company, and all sold previous to cold weather. It is presumed that 21,000 tons would have been consumed in New York, had the supply been equal to the demand. It may be worthy of remark here, that the Lehigh coal shipments are not included in this estimate, and that in 1826, only 16,265 tons were sent down the Schuylkill, and that in 1827, 31,364 tons were shipped to Philadelphia from that place. But what will give a new and efficient impulse to the coal trade, is, that within the last month, the Union Canal, uniting the waters of the Susquehanna with the. Schuylkill, has been completed, and that Susquehanna coal was carried down this canal on the 29th of December last, on its way to Philadelphia. But it is important in another respect. It appears by a statement furnished by the Chamber of Commerce of Philadelphia, which has been laid upon the table, and printed, that regular lines of packets are established, The coal upon this river is of the very best quality, of and run between Philadelphia and most of the ports of the anthracite species, and is obtained with superior fathe Union: and that the value of these packets engaged,cility. There is a firm belonging to the city of Phila delphia, who purpose carrying their coal down the Union Canal, during the present summer, in a line of packets, which they contemplate starting for that purpose. They procure their coal by blasting, and their coal bed being on the margin of the stream, they are not exposed to much expense in obtaining large quantities for transportation. When, therefore, we consider the great ease with which the coal is procured on the Susquehanna, and this additional source of mining is added to the quantities expected to be transported from the rivers Lehigh and Schuylkill, there is no difficulty in believing that the amount of coal that will arrive at Philadelphia this year, will be very largely augmented beyond the amount of last year. To put it at the lowest estimate, not less than 100,000 tons will be shipped to that city, in the course of this year; and that if 70,000 tons should only be sent away, it would require a large increase of coasting vessels to carry it to the other states. This calculation, which is so moderate as to resist all objections, very clearly evinces the importance of the Pennsylvania coal to the coasting trade of the United States. And, as vessels from other states carry nearly, if not quite all of the coal heretofore transported, there is no doubt the whole trade will be engrossed by them. It becomes necessary therefore, that they should pass within the bay, where the Breakwater is proposed to be made. To shelter them either when coming in, or to furnish them with a secure harbour when going out, till the winds favour their departure, is an object worthy of the nation's care. This trade cannot decrease, but must annually augment. It takes some time to introduce any new article into general use; but the more the anthracite is tested, the better it will be liked. It has been introduced into factories and family use along the whole seaboard. In the interior of New England, it is now used in private families. In Boston the glass factories employ the Pennsylvania coal. A Mr. Bradley, of Sharon, Connecticut, manufactures a ton of iron with one hundred bushels of charcoal. He considers anthracite, at fifteen dollars per ton, as cheap as charcoal at five dollars per 100 bushels. It has been tried at the salt works, and has been highly commend. ed. It has been exported to the West Indies, where it answers admirably in the manufacture of sugar. A barrel of this coal was recently sent to England, to a cutler there, who, on making the experiment, pronounced it far superior for manufacturing edge tools, to any coal then in use in that country. The coal as fuel is recommended for its economy, safety, uniform heat for many hours, without attention of any kind. It produces no smoke, no foul chimneys, no unpleasant effluvia, no sparks in combustion, and makes a pure, healthy fire. With such a field of promise before us, with the history of the coal mines of England, the great source of wealth and industry to that country, where one factory consumes sixty tons a day, where a rail road is now locating from Newcastle to Carlise, a distance of sixty miles, at a very great cost, and exclusively for the conveyance of that mineral, and when it is known that many of their mines are worked by digging between seven and eight hundred feet, and is found to be a lucrative employment, may we not, at least, expect a very profitable, as well as a very extensive, coasting trade in this article? It will be seen here, that we have not brought into this estimate the advantages to result from the iron and other articles of great value that will arrive at Philadelphia, through the Union and the other canals. The coal has been selected in this instance, as its probable ratio of increase may more fairly be estimated, and is only one of a vast body of articles that will be carried from Philadelphia across the Delaware Bay. Another inducement we propose offering, however, that cannot fail, it is respectfully apprehended, to satisfy 117 the House of the propriety of the nation's commencing this defence against the storms. We allude to the protection it would afford our vessels of war. der discussion, it was referred to the secretary of the Two years ago, when this subject was unnavy department, who, on that occasion, received a letter from Commodore Bainbridge, one of the commissioners who examined the bay in question, with reference to a Breakwater being erected there. The letter was, at that time, communicated to the House, and is so very conclusive upon the subject that we have extracted that portion of it which relates to this part of our subject. He says, "it may in many views be considered as offering important advantages to the vessels of our navy cruising along or approaching the coast. If cruising near the Capes of the Delaware, on the appearance of an easterly storm, vessels could, and would no doubt, avail themselves of such a harbour to ride out the storm in safety, instead of contending with it on the ocean, where great damages, possibly a total loss, might occur. Without such a safe harbour to bear up for, where they might find protection against the storm, and shelter against the ice, they would continue at sea, and contend with its furies, in preference to contending with the dangers of ice. Hence it is evident, in time of peace, the large Breakwater would be of benefit to our navy. In a state of war, these advantages would be greatly increased. A vessel of our navy falling in with a superior force, might be saved by retreating to such a harbor, where protection against the enemy, and the winds, and ice, would be found. For the want of such a harbour, a vessel might be captured or stranded in an effort to avoid a superior force. Greatly more important will these advantages appear, when considered with reference to a squadron or fleet of our vessels. Such a squadron, cruizing between New York and the Chesapeake, where an enemy's squadron might also be cruising; suppose a storm to arise before the two squadrons can meet; ours could find shelter from the storm, while that of the enemy would be completely exposed to its fury, and when the storm should subside, our squadron would proceed in search of the enemy, who, being most probably in a crippled state, would be easily found and easily vanquished." From a review of all the facts connected with the proposition of erecting a Breakwater, at the place designated by the engineers appointed to make report upon the measure, your committee have come to the conclusion that it is expedient to make an appropriation for its commencement at the present session. It is true, the sum necessary for its completion is 2,326,627 dollars. But many years will be required for its completion. Annual appropriations can, therefore, be made, and thus not to be seriously felt by the government. The Plymouth breakwater was upwards of eight years in building, and although it cost the kingdom of England one such has been its importance, in public estimation, that million one hundred and seventy-one thousand pounds, many others have since that time, been erected in England, and a new one is proposed now to be built, to be called the Portland Breakwater, which will require a large sum for its erection. At Kingston, Dublin bay, a very serviceable one has been completed. All of which are so many arguments in favour of this mode of lessening the dangers of the sea coast. Many other arguments might be interwoven in this report, but as the question has been already reported upon by the Chamber of Commerce of Philadelphia, the board of engineers appointed to report upon the expense and practicability of the measure, as well as by the committee on commerce in the Senate, it is deemed unnecessary here to add any thing further, but generally to refer to those papers to enforce the propriety of commencing this very useful work at the expense of the government. They, therefore, submit the accompanying bill. The average price of the healthy Rams appears to have ben $293 each, and the average price of the Ewes $229 31 cents. Total amount of the sale of 25 Merino Sheep 5,900 dollars. We understand that a very large proportion of the purchasers reside in Pennsylvania. It is certain that the prices would have been much higher, but that near 200 Merinos have arrived at this port within a few days, and are offered for sale in this city. Fifty-seven Rams are to be sold at Bush-hill on Wednesday next.Newspaper of 1810. CANAL DOCUMENTS. SERIES VIII. No. 1. Bristol, November 5, 1827, To the Canal Commissioners of Pennsylvania. The Superintendant of the Delaware division of the Pennsylvania canal, respectfully submits the following report. viz. That in pursuance of the directions of the board, by authority of the 6th and 7th sections of an act passed the 9th day of April last, entitled "An act to provide for the further extension of the Pennsylvania canal," a party was organized under the direction of Henry G. Sargeant, esq engineer, for the purpose of making a survey and examination along the valley of the Delaware. [See statement hereunto annexed, marked A. That survey and examination was commenced on the 9th of July last, and prosecuted with the utmost diligence till completed. A report and estimate thereon having been made and accepted, and the location of part of the line, to wit: eighteen miles thereof beginning at Bristol and extending upwards, along the valley of the Delaware directed. A party was organised for that purpose and commenced their operations on the 13th of September last. [See statement hereunto annexed; marked B.] Another party was then organised under the direction of Mr. Sargent, and on the 17th of September last, commenced an examinatiod along the valley of the Delaware from Carpenter's point to Easton. [See statement hereunto annexed, marked C.] The superintendant further reports, that after having given 30 days notice in two newspapers printed in the city of Philadelphia, two in Easton and two in Doylestown, 35 sections of the 18 miles directed to be located as aforesaid, (the same having been divided into 36 sections of half a mile each) were put under contract on the 13th of October last. [See statement hereunto annexed, marked D, exhibiting the names of the contractors and the prices at which each section is contracted for. Many of the contractors have already commenced work; the remainder era about to commence, and it is confidently Henry G. Sargent, engineer-salary $2,000 per ann. T. G. Kennedy, assistant engineer and draftsman, $60 per month. William Willer, Assistant James Sargent, Thomas Stewart, jr.' do 60 pr month. Target bearers $1 50 per day. Chain carriers $1 do. 1 do. 1 do. 1 do. James M'Keen, A wagon and one horse for the transportation of bag. gage, was sometimes employed; a boat was sometimes used, and occasionally other means resorted to as convenience or necessity directed, equivalent to the hire of a wagon and one horse and driver for the whole time at 2 50 per day. Note. Other chain carriers and axemen were occasionly hired for a few days, while exploring the routes to Newtown, Oxford, Aspys, Tullytown, &c. B. The location of 18 miles of canal from Bristol upwards was commenced on the 13th of September last, extending to near Taylor's ferry. The persons employed thereon, are as follows, viz: Thomas G. Kennedy, superintendant $3 per day. Charles G. Schlatter, Assist. engineers, at $60 p.mo Michael S. Hoaney, David Kirgan, axeman. at 1 per day. Chain carriers and another axeman are occasionally employed when wanted for a short time, at $1 per day. C. The survey from Carpenter's point to Easton, was commenced on the 17th of September last, and is now in progress; the party consist of Henry G, Sargent, Engineer. James Sargent, Assistant do. $60 per month. Charles Miller, Surveyor and Draftsman, $60 p. mo. William Nyce, John Hornbock, William Cowell John Smith Employed asTarget Bearers dur ing the sickness of Heckman and Carey, $150 per day. Chain carriers, $1 00 per day. Ralph Harris, Axe man, $1 00 per day. Note. This party suffers much from sickness, which makes the occasional employment of supernumeraries indispensible, they are however, in no instance, retained longer than absolutely necessary. |