of that street, crossed Vine street, and terminated with diffused. It would be difficult for the Board to fix the in the limits of Philadelphia. localities of such branch lines, as they must occupy in No survey having then been made, ascertaining the some degree the streets of the City, and otherwise inpracticability of taking a branch from this line down the terfere with its internal regulations. They have regardeastern bank of the Schuylkill to tide water, Major Wil- | ed it, however, a great advantage attending the present son recommended a branch on the west side, down to location, that by keeping the level of the summit betide water, opposite the City, to accommodate that tween the Schuylkill and the Delaware, it admits of an trade. Every attempt was made by Major Wilson to easy extension to the latter river through the City or adfind a more favorable route to the Schuylkill; and his joining Districts; and it is recommended that every fafailure is noticed by him in the following emphatic lan-cility for such extensions be afforded, either to the corguage. poration of the City and Districts, or to associations of individuals formed for the purpose." In pursuance of additional instructions from the Board, two other engineers, Messrs. Moncure Robinson and William R. Hopkins, were added to Major Wilson, who examined the original location to Broad street, compared with a line down the west bank of the Schuylkill, the Fair Mount line, and a line on the west bank, entering the City "by a bridge at any point below Harding's," that is, below the Upper Ferry Bridge. These engineers unanimously approved the original location to Broad street, and ascertained the practicability of taking a branch from it down the east side of Schuylkill to tide water. At the conclusion of their re "Various examinations and experimental lines were traced southerly between the position at Benjamin Maul's and the seven mile stone, on the old Lancaster road. These were undertaken with a view to find a more favorable route, by which we could approach the Schuylkill and Delaware rivers, the country became either exceedingly broken and intersected by ravines, or, its surface depressed too rapidly for our graduations. From some of the positions, and with the aid of two inclined planes and stationary steam engines, the level portion of country lying south of the present location, might be passed over, and a different direction given to the course of the Railway; but it was considered more advantageous, even with a reasonable increase of dis-port they say,tance, to limit the application of steam power to the two points upon the line already noticed in this report." On the 9th December, 1928, the Board of Canal Commissioners, with the approbation of their engineer, located the Pennsylvania Railway, "to the station marked for an inclined plane near the residence of the late Judge Peters, on the Schuylkill river; thence by bridge across the Schuylkill and by the line of the Old Union Canal to the corner of Broad and Callowhill streets in the District of Spring Garden, and thence along the middle of Broad street until it crosses the line of the City of Philadelphia." This location received the written consent of the Governor, and therefore possessed all the requisites of the law. On the 11th December, 1828, the Canal Commissioners reported to the Legislature; and on the 7th page of their report-Senate Journal, vol. 2, 1828-9, they say, "Early last spring, Major Wilson, as engineer of the Pennsylvania Railway, was directed to commence at Columbia, and to make an accurate location of the whole line from thence to Philadelphia. He was in structed to examine every route which had been proposed to the Board, or which might be deemed advantageous by the inhabitants of the country through which the improvement passes. In such a survey much time was necessarily consumed, and consequently no part of the line has yet been constructed: at the present session of the Board, a full and gratifying report has been received from Major Wilson, showing that a Railway graduated within the limits of locomotive machinery is perfectly practicable from the bank of the Susquehanna to that of the Schuylkill, and containing minute estimates and descriptions of the work. At each end of the Road, an inclined plane and stationary engine will be required to reach the river level. From the inclined plane on the Schuylkill, which it is contemplated to fix near the residence of the late Judge Peters, the Railway will cross that river by a bridge, and pursuing the line of the old Union Canal, will reach the City of Philadelphia at the intersection of Vine and Broad streets. The Board have reason to believe that the selection of this line has been skilful and judicious, and that the mode of entering the City of Philadelphia is preferable to any other proposed. They have, therefore, confirmed the whole location, and in compliance with law have directed the road formation of 40 miles to be placed under contract. "It is believed that a line of Railway leading to a large City, cannot exert its full capability without the construction of branch lines near its point of termina. tion; by means of which the trade may be conveniently "We conclude, by stating what we presume has been already inferred, that the line adopted by the Board of Canal Commissioners, crossing opposite Judge Peters', and following the bed of the old Union Canal, with the change in its graduation proposed; presents, in our opinion, the most eligible and least expensive route to the City; and at and near its point of termination, offers as many facilities for an extensive distribution of, and consequently a full and free competition for the trade of the Columbia Rail-road by branch Rail-roads, as any one locality can combine." In speaking of the plan of entering the City by a bridge at any point below Harding's, they use the following strong language, selecting Race street by way of example, as being the most favorable place for crossing. "A line crossing opposite Race street, on the lowest bridge which would be admissible, and descending at the greatest rate of graduation, must nevertheless be carried as far as Schuylkill Second street, before it would attain the surface of the street, as regulated by the City Councils. As it must rise from this street to the dividing ground between the Delaware and Schuylkill, about 12 feet, it will be readily observed, that it will present a very ineligible profile for a line leading to the Delaware, in comparison with either of the lines above considered. "The plan of crossing between the two bridges, has, in our opinion, nothing to recommend it but the facility of connecting with shipping west of the Schuylkill. It increases materially the distance to the Northern Liberties, and somewhat increases that to the City front on the Delaware. It will be more expensive than any plan which has been proposed, and presents greater inconveniences than any other, from an interference with the streets." In speaking of a branch line down the east side of the Schuylkill, they say "A Rail road to the shipping of the Schuylkill on the east side of the river, to be executed either by the state or a company, cannot, in our opinion, be dispensed with." These gentlemen, therefore, reported against the Fair Mount line, any line on the west bank, and particularly against any attempt to cross the river by a bridge between the present bridges, and substantially against any line crossing the river below the farm of Judge Peters. This report was made in February last, and at the close of the Session, the following resolution was passed by both Houses: "Resolution relative to the Eastern Termination of the Columbia and Philadelphia Rail-road: 1830. MR. READ'S REMARKS. 217 would exceed it in the estimate of construction 3490 dollars. The cost of grading, it is true, would be 7345 dollars less, but the additional length of rail and horse paths, and another steam engine, amount to 10,835 dollars more, and leave, therefore, the balance just mentioned, in favor of the Belmont location. "Be it Resolved, by the Senate and House of Representatives of the Commonwealth of Pennsylvania, in General Assembly met, That the Canal Commissioners be, and they are hereby authorized, to make or cause to be made a re-examination and survey of the line of the Pennsylvania Rail-road, commencing at the foot of the contemplated inclined plane near the farm of the late "But the comparative feasibility of these routes is not Judge Peters, and terminating at Broad and Vine sts., fully comprehended in these views alone. The fuel, at the city of Philadelphia; and also to cause examina- wear and tear, and attendance of the additional engine, tions to be made from the said inclined plane to such would cost at a moderate estimate, 8,550 dollars per other point on the line of the City; and also to such annum, which must be defrayed by this amount of addipoint on the tide waters of the Schuylkill, at the head tional tolls levied on those who use the road, unless it of the sloop navigation, as they may deem expedient, be paid out of the improvement fund of the State, in and also to make an estimate of the cost of construction, which case it would be equivalent to an investment of and to ascertain the amount of damages to private prop-142,500 dollars, at 6 per cent. It can hardly be neces erty, as far as practicable, on the respective routes, and sary to add to this consideration, that the additional such other routes as they may deem expedient to sur-plane will, also, be an additional occasion of delay and vey, and make report to the next Legislature, and also embarrassment to the cars. We find, in fact, no motive whether, in their opinion, it will be the interest of the on the score either of distance, convenience, or econoState to make more than one line of Rail-road from said my, for the choice of either of these lines; but on the Peters' farm, and if so, which; and in the mean time contrary, it results from every view of the subject, that not to contract for the construction of any Rail road, even if we should choose the foot of Race street, upon east of the contemplated inclined plane beyond Judge other grounds, as the crossing place, the shortest, most Peters' farm." convenient, and cheapest line of approach to it would be by the Belmont plane and the margin of the river; and the same may be said of any other crossing place further down." In pursuance of this resolution, Major Douglass, the professor of engineering at West Point, and of distinguished reputation as a civil engineer, and who stood bigh in the confidence of the present and former Board. of Canal Commissioners, was directed by instructions of the 11th and 21st August, 1829, to survey and examine all the different routes. To use his own language, "The object of these instructions, expressed in the most general terms, was to ascertain among the various plans which had been suggested, the mode of approach to, and connexion with the business localities of the city, which should combine in the highest degree the ob jects of convenience to the Rail road trade, advantages to the city itself, and economy to the state. And it was made the duty of the engineer, to investigate the properties of Major Wilson's location in these respects, and so to compare it with the most advantageous line that would be obtained down the right bank of the Schuylkill. "In the early stage of the survey, it was understood that this comparison was to commence at the foot of the inclined plane at Peters' farm, but the further instructions, communicated on the 21st, laid open the question as far back as the 7 mile stone, (Bouman's farm) on the old Lancaster road, at which point, therefore, in the order of this report, our examination commences." The two lines west of Peters' farm, which by any possibility could be used, may be designated as the File factory and George's gate routes. The opinion of Major Douglass is couched in the following expressive language. This, particularly in connexion with Major Wilson's opinion, before quoted, shows conclusively, that any line continuing the Rail road, whether on the cast or west bank of the Schuylkill, must be taken from the inclined plane at Peters'. The next line which Major Douglass examined, is that called the Fair Mount route, one that is universally condemned, not only by the engineers, but by the deci ded expression of public sentiment. In comparing it with any position for crossing by a bridge below the Upper Ferry bridge, he uses this decidded language: "The reasons which have induced me to make choice of this position for crossing, to any one further down, may be stated as follows: In the first place, regarding the width of the river at the different positions, it was found to be 1249 feet, including the splatterdocks on the west side, at the foot of Vine street, 1115 feet oppcsite Race street, and 1304 feet in the line of Arch street; while, at the point proposed, it is only 711 feet inclusive; and it will be seen in the course of the estimates, that the expense of construction will be nearly in the same ratio. We might, indeed, make the length of the bridge at either of the sites, considerably less than the quoted width, by embanking some distance in the flats; but we should gain nothing by it, as we are obliged to sustain the road at its level, and it is ascertained that the heavy embankments required for this purpose, with the necessary wing walls, would be at least as expensive as the extension of the bridge. 2. In point of depth, the difference is rather in favour of the lower sites, but the bottom is much more safe for the foundations at the position chosen, and it must be considered, therefore, as preferable, in this respect also. 3. The relative position and direction of the bridge at Fair Mount is much "Both these lines have been carefully surveyed and more favourable to a practical communication with all estimated, and compared with a line by Major Wilson's parts of the City, than either of the others. On this plane, and the right bank of the Schuylkill to the same point it may be proper here to observe, that the ultipoint of termination, and the following are the results.inate completion of the Rail road, almost necessarily The first, viz. the line by the File factory, is a mile and ten chains longer than the continuous line by Belmont -and has about a mile and a half of very unfavourable ground, including the inclined plane. In the cost of construction it exceeds the Belmont line by 26,829 dollars, viz. 10,760 dollars under the head of grading, &c. 9,089 dollars, at the lowest estimate, for one mile and ten chains of rail and horse paths, and 7000 dollars for the additional engine. "The two lines come together in these woods near the turnpike gate, and thence proceed along the left of the turnpike to the position for the second descent on the grounds of John H. Powell, Esq. nearly opposite Race street, whence a bridge would complete either line to the city. "The second route, viz. that from George's gate, is also longer than the Belmont line by 38 chains, and Vol., Y 28 supposes a point of termination on the Delaware, and another on the navigable waters of the Schuylkill-these constituting the Port of Philadelphia, will, in fact, be the primary points of termination; but it may also be remarked, that in reaching these, we may, by a judicious location of the line across the City, place the advantages of the Railroad almost equally within the reach of every other part. He then expressly states the advantage of a line ap proaching the City from the north. "A northern location for this purpose is preferablea because the ground on that side better commands the the engineer's recommendation, saying "While considdifferent points to which it would be desirable to runering this subject, they have been struck with the imbranches. It also makes the average distance less to all points, without materially increasing it to any. It in terferes less with the ordinary track of the streets, and would have more space adjacent to it, for the formation of establishments suited to the nature and objects of the Rail-road business." portance in a commercial point of view, of a line from the stationary engine near Judge Peters' to some point on the Schuylkill, affording a complete communication with the ocean. As such a line must follow the west side of the river, the difficulty before suggested would not be felt, and but for want of authority under the existing law, the board would be prepared to direct its construction." And whereas, by an act passed the 20th day of April, 1829, the canal commissioners were required to make re-surveys and re-examinations for the eastern termination of the said Pennsylvania rail-way, and thereupon to "report to the next legislature whether in their opinion it will be for the interests of the state to make more than one line of rail road from said Peters' farın, and if so, which?" And whereas, the present board of canal commissioners have, in accordance with the injunctions of said law, caused the aforesaid re-surveys and re-examinations to be made, and have report And concludes his remarks with these words"With these views, it will not be difficult to perceive the superiority of the crossing at Fair Mount, in the respect mentioned, over those below. That of Race street, for instance, would have its communication with the Delaware through the heart of the City, opposed to the constant flow of carriages and foot passengers through all the cross streets. Nor would its situation with respect to the Schuylkill be any more favorable, as it would|| have no sufficient space either for turning or grading down a branch suited to the objects of that connexion. These circumstances, in addition to those already mentioned, leave no room to hesitate in choosing the posi-ed to this legislature, that "From all the facts laid betion at Fair Mount to any below it." Major Douglass then states the nature of the line crossing at Peters' island, and continued to the intersection of Vine and Broad streets, with a branch diverging near the Five Nations Hotel, and carried through St. Da vid's street, and through the eastern abutment of the Permanent Bridge, into Beach street, which is at the foot of the present pavement in Chestnut street. This line avoids interference with the streets and improved property, and is the line best calculated to accommodate | the whole eastern front of the Schuylkill. The preference of Major Douglass of this route over the Fair Mount route and all others, is thus expressed: "Comparing these two lines, with regard to the expense, we find, from the estimates given, a balance of $33,018.30 in favour of that which crosses at Peters' is and. With regard to distance, the same line has the advantage of 14.40 chains, in reaching Broad street, and of 20.40 in reaching the Permanent Bridge. In point of rise and fall, it has also the advantage by 34 feet on the line to Broad street. Lastly, in point of convenience, for connexion with the various localities of the City, it is thought also to have the advantage, as conforming more nearly with the views already suggested on this point, and particularly being more apart from the ordinary travel of the streets." On the 18th Dec. 1829, a majority of the Board of Canal Commissioners reported to the Legislature in favor of the Fair Mount route, carrying a line only along the Schuylkill, contrary to the opinion of all the engi(To be Continued.) neers. PENNSYLV’A RAIL ROAD TERMINATION. The following resolution was, on the 22d March, in- fore the board, they are of opinion that it is not the interest of the state now to construct more than one line of rail road from the inclined plane near the farm of the late Judge Peters', and they recommend the extension of the line from that point down the western side of the river Schuylkill to a point near Fair Mount, thence across said river, and down its eastern side, to sloop navigation, between Market and Chesnut streets; the road to be continued on the line and levels surveyed by Major Douglass, and projected in his report." And whereas, many citizens and the councils of the city of Philadel phia, have by their formal resolutions and remonstrances to this legislature, declared their unwillingness that a bridge should be erected by the state so near to Fair Mount works. And whereas, it is expedient to be strictly governed by a judicious economy in the con struction of the public works, without defeating the intention with which they were projected, by stopping the great line of communication with our metropolis and the ocean. Therefore, Be it Resolved, by the Senate and House of Representatives, That the canal commissioners be and they are hereby required with the consent of the governor, to finally locate and put under contract the road formation of the eastern termination of the Pennsylvania rail-way, when an appropriation therefor shall have been made to such point as they deem best adapted to the purposes and interests of the commonwealth, on the western side of the river Schuylkill, at or near or beyond Peters' farm, any thing in any former act to the contrary not withstanding. Provided: that no such part of said road shall be put under contract until they shall have receiv ed satisfactory assurances that the commonwealth shall be indemnified against all claims for damages for the location of said road from Peters' farm to tide water. FARMERS AND GRAZIERS. At a meeting of the Farmers and Graziers of Philadel phia county, and of some other adjoining counties, held at Germantown, on the 16th February 1829, according to previous notice; SAMUEL CASTOR being called to the Chair, and EDMUND GREEN appointed Secretary,, the following resolutions were presented by a committee nominated for the purpose, and accepted by the meetResolved, That we think it advisable to present the WHEREAS, Major Wilson, the engineer in the service of the commonwealth, did in his official report, dated , 1827, upon the location of the Pennsylvania rail-way, assert "But as it is a matter of some consideration to determine whether the river Schuylkill shall be crossed." And did in his report of the next year state, "under such views of the beneficial effect it might haveingin&around Philadelphia,I take the liberty of recommending to the board, that from the termination of the incli-agricultural interest of the country to the consideration ned plane east of the residence of the late Judge Peters, a branch of the railway should be extended along the margin of the Schuylkill river, terminating at a suitable place of deposit near the tide water, and opposite to the city of Philadelphia." And whereas, the late board of canal commissioners did in their formal report to the last legislature, confirm of our general Government, upon a suitable occasion, at the next session of Congress, and that we respectfully invite the agriculturists of other portions of cur state and of our sister states, to hold similar consultations for the general welfare of our profession; and, that a more ready and advantageous interchange of sentiment may be made between different portions of our country. Resolved, That a committee of thirteen be appointed to draft a Memorial of the object of our meeting, and to make such arrangements as may be best calculated for the promotion and support of agricultural industry, with power to fill vacancies and to act also as a Committee of Correspondence. Resolved, That these proceedings be signed by the Chairman, and attested by the secretary; and that the editors of newspapers throughout the union be solicited to give them publicity. SAMUEL CASTOR, Chairman. EDMUND GREEN, Secretary. MEMORIAL. To the Senate and House of Representatives of the U- That the interference in our market of foreign provisions and grain, has for several years, attracted the attention of farmers; and although such competition was considered limited and occasional, an investigation of the subject proves, that the agriculturists suffer to a very considerable extent by the intervention of foreign productions; and a comparison of the rates of duty imposed by our national government upon agricultural products, well adapted to our soils; and capable of employing extensive capital and labour with those affixed to various articles manufactured in the country, of which we are in the constant and necessary consumption, convince us that farmers are not equally protected in their industry with others of our fellow citizens of different trades and professions. The peculiar character of the employments of farmers-their necessary constant personal superintendence-the difficult means of communication, from the extensive space which they occupy-notwithstanding their respectability in numbers and character, have prevented their interchange of opinion and union of effort which others may more happily employ; and the farmers, assiduously attentive to the cultivation of their crops, and the care of cattle-frequently also called upon to occupy themselves in public and local business, and generally unacquainted with the commercial arrangements affecting their interests, have not hitherto made that representation of their strength which we now believe essential to their welfare. 219 a rate of protection and regard equal to that offered to any other class. In order to exhibit the protection which many articles we necessarily use, do now receive, we subjoin the following statement Blacksmiths and Manufacturers in Iron and of Castings &c. have on-Pitchforks, iron stoves, hatchets, shears, sieves, hoes, saws, ploughs, iron hoops, iron wire, and all manufactures of iron, generally, a duty of 25 per cent. Bridle bitts, scale beams, and axes, 35 per cent. Straw and hay knives, scythes, shovels, spades, and sickles, 40 per cent. Taylors and Clothiers on-Ready made clothing and wearing apparel, 50 per cent. Gun Makers on-Fire arms, 30 per cent. Woollen and Cotton Manufacturers on-All general manufactures of cotton, 25 per cent. Woollen stock. ings and blankets, 35 per cent. Hearth rugs, 334 per cent. All general manufactures of woollen, 40 to 50 per cent. Curriers, Boot and Shoemakers, Saddle, Harness, and Whip Makers, on-Hides of leather, whips, saddles, and harness, generally, 30 per cent. Laced boots $1 50 per pair. Cabinet Makers, on-Cabinet wares, 30 per cent. Carriage and Chair Makers on-Carriages and chairs, 30 per cent. Tobacconists on Segars, $2 50 per thousand. We do not notice these with a disposition to object; we are not aware that we pay higher for most of these articles than before the increase of the rates of duty, and we are satisfied that some of them are cheaper than before, and every day improving in quality from the industry, talent, and perseverance of our workmen; we well recollect the character of the first articles manufac tured during the late war, how very inferior to those now made, and that from the scarcity of the various implements required for our use, we were exposed to high prices, caused by the want of proper competition at home, and the unskilfulness of our artizans, who have improved in proportion to the protection afforded them; A state of almost universal peace has much contracted but we solicit attention to the long list of importations the extent of the profitable exportation of our produce; from foreign countries, of those products which the soils we cannot depend upon a foreign demand-we must and varied climate of our country and industry of our look for our advantage in an increasing home market, agriculturists may be most advantageously employed in and in a great variety of employment for our citizens.- providing, and which their intelligent and active enterWe believe, that the interests of our country are connec-prise will afford, at as cheap a rate as they can be had ted with a more immediate intercourse between the dif- elsewhere, after a short delay necessary for the perfec ferent sections af the United States, and we look to this tion of a due system of economy and management, as a bond of union; by interest and kind feeling to be which is a small sacrifice compared with the results to best continued, by such measures as shall induce us to the community at large. place mutual dependence upon each other for those supplies which nature has appointed to our different soils and climates, and that the extent of our territory will give ample scope to a greater diversity of industry, and greater diffusion of wealth and prosperity among our own citizens, as well as greater protection during the calamities of a war, than we can hope from foreign dependence; and we trust to our liberal institutions to guard us from those difficulties and dangers which have been too hastily charged upon the protective system, which is one, in our instance, of absolute self-defence, but which we desire to see equally affecting all classes of our citizens, and every section of our land. We wish that every industry capable of being exercised at home should be encouraged, to give a profitable, varied, and necessary occupation to our citizens, and their families; and we consider a just and properly regulated protection as the most sure and permanent pledge of the success, equally of the farmer, planter, manufacturer, and merchant. As farmers may justly be denominated the great body of consumers, we think ourselves entitled to $4,305,875 During the years 1826 and 1827, the value of the fol. 576,760 281,492 17,508 93,442 11,800 32,032 728 104,502 1,187,611 5,910 4,110 43,684 16,607 Beef and Pork, 946,987 lbs. 3,402,323 The paper A exhibits a statement of the states and 473,236 counties, from which they respectively came, and the 2,765,912 sources from which their support is derived. 141,803 Of the aggregate, thirty-four are from Pennsylvania, 287,939 and supported by the funds of the commonwealth, fourteen from Maryland, and six from New-Jersey, on the several foundations of those states; eleven pupils, are wholly, or in part, dependent on the private charitable funds of the institution, arising from individual subscriptions and donations, and the remaining fourteen are maintained by their friends. $15,961,502 affect the South $5,757,710 Molasses, Olive and other Oils, 157,000 Sugar, brown and white, 9,878,992 Fruits, Spices, Indigo, 808,944 917,298 3,072,603 $20,502,244 The board have ascertained from various scurces, the fact, that, there are in Pennsylvania, many unfortunate persons, who from age and capacity, are entitled to participate in the benefits of the institution, but who from the carelessness of their friends, are deprived of the opportunity of religious, moral, and literary instruction, which the bounty of the state was intended to afford them. While the board lament that this should be the case, they are sensible that the evil can be remedied, only by the exertions of persons of character and influence, in removing the apathy which at present ex Besides various dye stuffs, for which there is an increasing demand, barley (of which, in one year, 20,000 bushels were imported, at 15 per cent. duty) honey, bees wax, feathers, quills, soap, lard, mustard, horns, willows for baskets, fruit trees, nuts, &c. &c. which are not specified in the report as items, being free, or hav-ists in relation to this important subject. ing an ad valorem duty. We are influenced by no political feeling, and disclaim sectional excitement; we feel the justice of our claim; we respect the difference of opinion which may exist on this subject; but we are firm in viewing the gen eral advantages which will result from a greater regard to the interest of the American farmer and planter; and we look with regret at the state of that portion of our countrymen engaged in agriculture, who have certainly, in comparison with their number and exertions, borne the pressure of all the measures hitherto pursued, and may now claim to participate in whatever system of encouragement may be decided on for the general welfare. We, therefore, most respectfully urge the Senate and House of Representatives of the United States, in Congress assembled, to regard the interests of this portion of their fellow citizens and make such alterations and additions to the duties now imposed upon articles of ag ricultural produce as may aid and support the large portion of citizens whose welfare depends upon their protection. GEORGE CASTOR, 2 CHARLES PAXSON, S JOHN BLAKE,Lower Dublin. BENJ. WALMSLEY, They earnestly request the individual members of the legislature, to use their efforts in their immediate neighborhoods, towards disseminating information for the purpose of promoting the objects of this charter. A statement of the finances of the institution will be found in the accounts of the treasurer, hereto annexed, (marked B,) which have been examined and approved by the committee of accounts. The experience of the past year has strengthened the WM. WHITE, President. GEO.BR ECK, JAMES THORNTON, Byberry. Philadelphia co. FRANKLIN COMLEY, Moreland. Thomas S. Roberts, Henry Stehman, Philadelphia city, Eliza Pieffer, JOHN L. WILLIAMS, Bristol. NATHAN JONES, Blockley. JAMES BARTRAM, ROBERT CARR, Committee appointed at a meeting of Farmers and Gra ziers of Philadelphia County, held at Germantown, on 16th February, 1829. DEAF AND DUMB ASYLUM. To the Honourable the Senate and House of Representa- During the past year, twenty-seven pupils have been received into, and eighteen discharged from the Asylum. There are at present in the institution seventynine pupils, of whom, forty-three are males, and thirtysix females. James Bradly, jr. Stephen D. Cornet, Philadelphia city, Philadelphia co. Pike, do Chester, do Philadelphia, |