the Raritan canal was in 1824 recommended, or contemplated by the United States engineers to commence, for the direct route as surveyed under the commissioners of the preceding year, and as no more southern line had been levelled, it must have been a mistake to suppose (as in one of the pamphlets is stated,) that they recommended one found on investigation, to be too high. They could not have “recommended" what was as yet unexplored. The comparison was properly between the route surveyed by Mr. Randall, and that deemed the best location for the corporate company. Which ever may be finally decided on, this location for a dam may be important as affording to both states peculiar advantages. It permits of a re-supply to the Pennsylvania canal, for the nine miles above New Hope, thus rendering the canal less rapid towards Easton, than it may otherwise be. The ground between the canal and river is favorable for the formation of a lock and basin to connect the Raritan feeder and the canal. As the head of the feeder on the Delaware and Raritan canal, though 26 miles distant from that line, it has the preference over nearer points of departure on the river, as its elevation permits of some choice of ground in locating the line, perhaps of keeping it on the flat lands instead of the shore, and the immediate fall of the 14 feet allows of soon withdrawing the line from the reach of the freshets, and of forming a guard lock and gates with a sufficient head of water to throw in a sufficient volume for the exigencies of a very dry summer, or any occasion of sudden replenishing. It permits of the repetition of the advantage of a head of water, and of the proper slope of bottom for a feeder, without its making the canal too deep. Our climate being dryer and hotter than France and England, experience has proved that our canals will require more water than is stated to be requisite in those countries. We therefore recommend the head of Warford's falls as the place of the next dam, and that the height of entrance on to the sloping apron for the passage of rafts be two feet above low water mark, the rest of the dam to be four feet above that mark, ordinarily; that in building the dam at this place, there be erected a pier at the angle where the dam and feeder wall shall meet, and thence continue the dam to the Jersey shore; that a dam may be made from the main dam to the head of the island, to form a basin to draw the supply of water from for the Pennsylvania canal, and if the Durham boat lock be from below into this basin, there be made an opening for them through the main dam to pass into the river above it. 91 Well's falls according to the canal levels is 47 9-12 ft. above tide. The descent in one mile is 12 feet. The bottom is rock, and favorable for the establishment of a dam. The Pennsylvania canal here descends into a basin, from which the lowest section extending to Bris tol 244 miles, commences. The water line of its first level corresponds with the surface of the river, if raised three feet. But as some head of water is desirable, especially at the season when the river is in the lowest state, and the evaporation and waste from the canal, greatest; we concur in the opinion that a dam 4 feet high, is the least alteration thereof that would answer the purpose, the bottom of the raft way being 3 feet below this. But as it may become of great consequence to the trade of Philadelphia, and for the interest of the state, to prolong the canal twenty miles to that city, we think provision ought now to be made at this place for a greater supply, especially as it may be for the interest of New Jersey to have the Pennsylvania canal from opposite Trenton to Bristol made deeper and wider than at present, to correspond in dimensions with the Raritan or New Jersey canal. Therefore the base of the dam should be broad enough to allow of raising it to 8 feet, and in this prospect, that the sloping apron should be twice as long as it would have been for 44 feet. — There would also be some immediate advantages, in raising it at once to this height, as one of the two combined locks near the basin could be dispensed with, and the guard lock be also a lift lock in effect: thus saving one lock. The advantages to New-Jersey, would be that she might avail of the water power thus created, which being situated so as to reach either of the great markets by water carriage, would be valuable. The precise location we have fixed on for the dam is distant enough from the head of the fall to allow the length of the apron to be double. The Durham boat lock, it is understood would be placed between the river and the canal, near the foot of the falls, at the mouth of Neily's creek, so that they would pass freely up the canal, about one mile to re-enter the river. For these reasons we recommend that a dam be authorised at Well's falls to be not less than 44 feet high, and not mere than eight feeet high, reserving the raft passage. At Trenton falls, we find it more difficult to reconcile the creation of water power with a sufficiently di rect passage on the river, between the two canals. But the principle of the sloping apron for the passage of rafts, will here permit however of a dam eight feet in height. Bull's Island rapid is the next below Warford's. It The raft way to be here two feet deep, sixty feet is seventy-two feet above tide, and along the Pennsyl-wide, which in relation to the mill power, may in time vania shore, and descends three feet in one-fourth of a of low water be temporarily closed. The situation of the mile. The canal here passes through Lumberville, and dam to be favorable to the rafting, should be about 200 is sustained by a high wall, which a dam at the rapid feet above the first pitch of the falls. would in some measure disturb. Were a dam to be re- Fortunately there is a ledge shore on both sides of quisite here, its location might be convenient from the the river, where the dam might,safely abut, openings of upper end of this island to a point of land above the vil-sufficient width, being made for the race ways, with lage in ten feet water. The bottom of the rapid is guard gates; and others might be placed lower down gravel. Pennsylvania could derive no advantage from the race ways if necessary. this dam. The nearest place above the island conve nient to lock up to the canal, is at the distance of a mile, near the Point Pleasant ferry. Were this the head of the Raritan canal feeder, it could not be so soon withdrawn from the reach of the freshets as at Warford's, but it would be easy to open a communication by locks with the Island Harbor and the Pennsylvania side of the river, if there be occasion. The height of Trenton falls above low water is 9 31-100 feet, but as the rise of the tide is 4 feet, the elevation is at high tide 5 31-000 feet. If to this we add 8 feet, the proposed height of the dam above low water mark, the head of water will be 13 feet, less so much as be lost by the slope of the current from the dam to the situation of the mills at the head of the tide, the race way being carried by aqueduct across the Assumpink, or by excavation up along its bank to Well's pond, and thence extended to tide water. Eagle island rapid is 65 feet above tide, gravel bottom descent about two feet, It is situated opposite the But in our opinion, the preferable mode of connecthead of Paxton's island. There are of course three pas-ing the two canals, will be by an aqueduct over the Delsages. This place was fixed on for the re-commencement of the Raritan canal feeder, when in contemplation of the corporate company, the head of the feeder being at the mouth of the Muscanitcong. aware. Its precise situation will depend on the location of the canal; probably above the falls, and perhaps its piers be in aid of the strength of the dam. Its elevation, if supplied from the New Jersey canal with water, may be fixed at whatever may be deemed sufficient above the freshets, It may very conveniently descend one lock to the line of the Pennsylvania canal, in Morrisville; and if the former should be of larger dimensions, the latter may be easily made to conform to it quite to Bristol, instead of stopping at Tully town, heretofore spoken of as its termination at tide, but below that place there are said to be some shoals in the Delaware. transportation, from the moment it shall be opened, augmenting for ages, ought to be a reason for surmounting considerable difficulties of ground, it is not for us to decide; though it must be considered our duty to designate a position for the feeder, that shall give the legisla ture command of the whole ground, more especially as the circumstances of the investigation are now divested of all difficulty. Both states are now alike interested in promoting this great work; and the city of New-York, as the cen tral sea-port, and Philadelphia, as the greatest centre of an immense distributing trade, most especially. Besides, we perceive that the states' cominissioners, appointed in 1816, after a skilful survey, reported in Jan The value of mill power at Trenton and at Morrisville created by the dam may be calculated from the annual rent of one foot square, apperture under a main head of 24 feet at Patterson, and at Wilmington in the state of Delaware, as far below, as Trenton is above Philadelphia. The permission in our instructions to suggest what-uary, 1817, in favor of a short route, which those of 1824 ever may appear expedient, as to the use of the joint also describe and approve, as did the United States' enproperty, which the two states possess in the waters of gineers at this period. Nor can we in reference to its the Delaware, leads us in addition to what has already national effect, neglect the suggestion by the former, been recommended as regards the location of dams, to that there should be a continuity of the accommodation temark, that at these places and other places when it kept up through the winter months, by a road of pecurmay be found to be for the accommodation and interest | liar hardness along one of its banks; nor should we omit of either state, to crect dams, the engineer or superin- in this general view, the more recently suggested loca tendent of the work, may always be required by the tion between Princeton and Stony Brook, which on law that may perhaps be framed on this subject general-minute investigation may be found, it is thought, both ly, to keep an accurate account of the cost of any dam to avoid the embankment of Lawrence Meadow, and which either state may construct, and on its completion the deep cutting of the former summits, as well as the furnish to the proper authority of the other state, an au- objectionable circuit. Which ever route may be finalthenticated statement of the expense of the work, (lessly agreed on, from a knowledge of the whole ground, it than of any special gates or abutments which its purpo- will not be useless to keep in mind, that it is the cus ses may have required) in order that whenever the oth-tom of the western merchants to make their principal er state shall see fit to avail of it the property of one undivided half part thereof, on the payment of half the Cost, shall vest, as if they had originally joined in the construction. Each state will thus be exempt from expense, from which it would derive no immediate revenue, yet both be authorised by convention with the other to proceed in the accomplishment or undertaking of works of great public utility. purchases in the winter months, and to get their goods upon the Ohio, while the freshets of that river may yet bear them rapidly to their remote destination, and that a great amount of merchandize to supply that deinand, is drawn from N. Y. to Philadelphia in the winter months. Nor will the amount of produce, in a few years, brought from the west to Baltimore, at that season, fail to give some occupation to the New Jersey route, in the other direction. cility of internal commerce, be perfectly adapted to every season, and to every kind of transportation. In conclusion. Having described the whole line of the canal, in order to suggest means of connection, and We do but extend the suggestions of the commission' some possible variations of the line, for mutual advan- ers: Therefore, in remarking that the progress of the tage, and named places where dams and Durham boat art of constructing, and of using rail ways, may well be locks are immediately requisite, and where water pow-expected to take place of the road, and this central faer may be most advantageously created, and having designated a place for a feeder, equally commanding all the supposed routes of the Delaware and Raritan canal: that work so long contemplated by New Jersey, when ever the interests of the two states shall coincide, and its supply, as well as that of the Delaware division of the Pennsylvania canals, be practicable, without impairing more ancient interests and uses of the river. We ask leave to add a few general considerations, which may further promote the object. The ample command of water, may ultimately give rise to very useful branch canals, and to mill-power, at the two extremities of the trunk, perhaps from its elevation, capable of operating three times over. Mills or manufactures so well situated, must have the effect of increasing the canal revenue. Presenting duplicates of this report to the acceptance of the commissioners of both states, and referring to the accompanying maps. We have the honor to be, Very respectfully your ob't servts. JNO. L. SULLIVAN, II. G. SARGENT. Trenton, Oct. 26, 1829. PENNSYLVANIA RAIL-WAY. Rail-way, Nov. 24, 1829. In every instance, we believe, in which the proposal to make the New Jersey canal has been before the legislature, its national effect and consequence has been admitted, not only as recommending the work, but as recommending it strongly, to the participation of the general government. We conceive that effect to depend very much on the economy of the route and its unbroken continuity. Under this impression, and knowing the peculiar dryness of our summers sometimes, if not invariably so, we felt it to be incumbent to fix the Report of John Barber, Superintendent of Pennsylvania source of supply as much as practicable, beyond the reach of doubt and accident. Nor could we alone, from the very sincere respect we entertain towards the engineers who located the lower summit for this canal, when in contemplation under the corporate grant, pass by the apparent reluctance of the consent given to it by the United States' engineers, on the ground of its not promoting the national interest. They were in favour of the shortest route that could be found practicable.-How far the circuitous location was constrained by the existing provisions of law, relative to the distance of the feeder from the river, or how much on the other hand, considerations of political economy in the saving of ten niles, in a route to become the medium of an immense TO THE BOARD OF CANAL COMMISSIONERS, Gentlemen-The superintendency of the Pennsylva nia rail-way, extending from Columbia to the city of Philadelphia, having, by a resolution of your honorable board devolved upon me, and being officially apprised of the same, I immediately repaired to Harrisburg, and entered upon the duties of that office. The contracts which had previously been entered in to, for the road formation of 40 miles of railway, to gether with those for the bridges and culverts occurring on the line, were handed over to me by my predeces sor. The distance had been divided into 40 sections of 1830.] REPORT ON PENNSYLVANIA RAIL-WAY. about one mile each, twenty whereof were located and contracted for on the eastern end, and termed the eastern division, and twenty on the western, called the western division. In order to comply it as concise a manner as practicable with the requisitions of the act of assembly, passed on the 16th day of April, 1827, and with instructions ceived from the secretary of the board, I herewith transmit tabular statements of the condition and progress of the work. Those marked A, B, and C, to which I shall first call your attention, present a list of all contracts entered into on the part of the state from the 18th day of February last to the first Monday in November, 1829; they will exhibit at one view the names of contractors, dates of contracts, prices at which the work was taken, together with the percentage retained to secure the completion of the contracts, and the amount of monies paid on each. The next in order of reference is that marked D, presenting a list of all persons employed in the engineer department; from the 1st of June to the 31st August, and statement E shows the present organization of the corps, to each of which lists, are attached their rates of compensation. 93 The piers of the principal bridges have been cover- The whole amount of work as estimated to From this balance deduct what is now due 10,700 26 $114,956 54 93,524 11 $21,432 43 4,964 05 $16,168 38 This balance is the per centage retained, and will only be payable as the contracts are completed. Statement F damages which have been paid, and statement G exhibits a detailed report of Major Wilson, the principal engineer upon the line, in which is contained all the information required by a resolution of the board, passed at the session in October last; and with instructions subsequently received from the secretary in By a resolution of the Board passed at their last sesrelation to a "statement of the amount at which each sion, it was recommended to the acting commissioners section was estimated, by whom made, the amount of and superintendents on the different lines of canal and the mistakes in the estimates, and the cause." In re-rail way, to issue certificates for the amount of estimates ferring to this paper, it will be seen that a balance of $6,- due. Those issued from this office for the months of 910 69, is shown against the present contracts, from the September and October, have all been taken up and estimates of 1828; but as the grubbing, which amounts cancelled, and there now only remains in circulation an to $2,837 70, was not taken into estimates of 1828, the amount equal to $4,964 05, being the balance of Noshortening of distance, consequently lessening the ex- vember estimates. pense of fencing on the line, and the difference of damages in favour of the commonwealth, where the line has been changed at the village of Hempfield, would be proper items to be charged against the above balance, it would leave but a small sum as the excess. As yet no contracts for damages have been entered into, nor have any suits been brought against the commonwealth. I found it impracticable to make contracts until more of the work was completed, as the exact amount of dainages until then could not be ascertained. To fulfil the requisition of the canal law of 1827-8, Major Wilson, on the 9th instant, caused a survey and examination to be commenced on the line of rail way, extending west of the Susquehanna to the borough of York. The survey has been completed, and the report thereon together with the drafts and estimates, will, as soon as they can be made out, laid before you. All of which is most respectfully submitted, JNO. BARBER, Supert. Pennsylvania Rail Road Office, Columbia, Nov. 24, 1829. I would here observe, that releases for damages to property through which the railway is located, have been executed to a considerable extent. The line pas-Table Exhibiting the probable cost of work unfinished ses from the canal basin at or near the Columbia bridge, about a mile, to where it ascends the inclined plane, through very valuable ground in the borough of Colum bia; the owners, with very few exceptions, have relin. quished; and Mr. William Coleman, through whose lands the line passes near a mile, and Doctor Muhlenberg, have released to the commonwealth; some others have also signified that it is not their intention to ask damages. The work upon the line has progressed with great steadiness: the contracts have been driven on with as much rapidity as the nature of the work and the state of the funds would warrant; nine sections have been completed to the satisfaction of the engineer and superintendent, thirteen more are nearly finished, and it is confidently expected that if the weather should prove favorable until the first of January next, all, except a few of the heaviest sections will be finished. The masonry of the bridges and culverts is in a forward state, and but a short season of good weather in the opening of the spring will be required to finish all the stone work upon the line. Owing to the low state of the waters during the past summer, the timber intended for the superstructures of the bridges could not be delivered, in consequence of which no wood work has been raised. G. on the 40 miles of the Pennsylvania Rail Way, under contract, 15th Nov. 1829. Pennsylvania Rail Way, Eastern Division, November 21, 1829. To the Superintendent of the Pennsylvania Rail Way. SIR; In compliance with the instructions of the board of canal commissioners, I herewith transmit an estimate taken on the 15th inst. at contract prices, of work remaining to be done on the western division of the rail road, from section 1 to 30 inclusive, and on the eastern division, from section 60 to 79 inclusive, terminating at the foot of the inclined plane east of the residence of the late Judge Peters. The balance of work on each of the unfinished sections has been proportionally estimated according to the various qualities of rock, slate, or other substances which have appeared in the progress of graduating the road: a full allowance has therefore been made in the amount required for finishing them. As it may be satisfactory to the board to know what alterations or improvements have been made on the line, since my report of December, 1828, I will briefly submit the following statement-All curves upon the line which were before traced by a minimum radius of 541 feet, have been changed to a radius of 630 feet, in effecting this object, and in straightening the line, particularly upon the castern 20 sections, additional expense beyond the estimate of 1828 has been incurred, but the advantage derived from these improvements, are considered more than equivalent to the increased cost. Upon the western division considerable curves traced in the former location are avoided. The two most prominent points of alteration, are on sections 6 and 8. In the location of 1828, a curved line was conducted to the south of Hempfield, the road is now traced through that village, and a majority of those persons interested in the property, have released to the commonwealth the damages which would arise from occupying their land.These improvements, with others of a minor character, and which the nature of the country enabled us to effect, have so diminished distance upon this division, that 17 chains only remain on the original 21st section for graduation. The undulating surface of the country through which the 20 sections of the eastern compartment of the rail-way is traced, afforded but little opportunity of shortening distance, the gain is only 8 chains, but the line so far as regards its former serpentine character has been considerably modified; this however could not be effected without incurring an increase of cost in the construction. The materials found upon both divisions now under contract, and which will be applied for paying the horse path and securing the blocks of stone upon which the rails are to rest, will not be sufficient for these purposes-I have endeavored by every means in my power to prevent a waste of such materials, as they will be valuable in our further constructions, Having given you briefly the information required, as designated under the second head of the 1st resolution of the board, I now come to the 4th item embraced within the additional instructions addressed to you by the secretary on the 5th of the present month, viz-"a statement of the amount at which each section was estimated, "&c. I have already stated that various alterations and modifications have been made on both divisions of the railway. The general course of the line has not been materially changed, but its constituent parts have been so altered from the former location into sections of a mile each (which will be seen on referring to the table of distances to each section,) that I can now only give a comparative view in relation to the former estimate of results taken from the whole divisions. To amount charged for road forming in 1828, for 20 sections of 1 mile each, and 63 chains of section No. 21, including contingencies Add to above, the cost of paving and railing To amount estimated with contingencies, for To amount of road forming from estimate $37,910 70 eastward, and the estimate of To amount paid on contract for To amount paid on do. for 20 Deduct 26,667 cubic yards of 46,032 78 5,155 68 85,480 35 12,266 82 To amount paid on contract for bridges and Total cost of 40 sections on contract 40,877 10 62,754 63 73,213 53 15,816 45 192,661 41 185,750 72 6,910 69 NOTE. The grubbing was not estimated in 1828, it amounts in the 40 sections to 2,837 70. From this statement it will appear that the western, division, is 10,351 34 below the estimate of the location of 1828, and the eastern division 17,262 03 above that estimate. Very respectfully, yours, JOHN WILSON, Engineer. D. STATEMENT exhibiting a list of the persons employed in the Engineer Department of the Pennsylvania Rail Way from the 1st June to the 31st August, with the wages or salary of each, John Wilson, principal engineer, at $2,250 per annum. Emmerson MIlvaine, principal assistant, from June 1st to 5th August, at 4 00 per day. Robert Pettit, sub assistant engineer, from June 1st to 31st August, at 2 00 per day. Samuel W. Mifflin, sub assistant engineer, from June 1st to 31st August, at 2 00 per day. J. B. Moore, sub assistant engineer, from June 1st to 31st August, at 2 00 per day. 8,335 89 John P. Baily, sub assistant engineer, from June 1st to 31st August, at 2 00 per day. 60,090 90 Joseph G. Davis, rodman, from June 1st to August 31st, at 150 per day. William J. Lewis, rodman, from June 1st to August 31st, at 1 50 per day. William W. Torbert, rodman, from June 1st to August 31st, at 1 50 per day. James Moore, rodman, from June 1st to August 31st, at 1.50 per day. William H. G. Wilson, surveyor, from June 1st to Au- John Edgar Thomson, inspector of masonry and super- Thomas E. Cochran, rodman, from July 6th to August Valentine Waltz, axe man, from June 1st to August 31st at 100 per day. Organization of the Engineer Corps, from the first Valentine Waltz, axe man, at 1.00 per day. Joseph Mosher, clerk, from 15th June, at 2.50 per day. F. Amount of damages paid for injury done to crops on the Pennsylvania Rail-Way, $69 29 PENNSYLVANIA RAIL ROAD. At an unusually numerous and highly respectable meeting of the citizens of the city of Philadelphia, held in pursuance of public notice, at the County Court House, corner of Sixth and Chesnut street, on Monday, the 1st of February 1830, to take into consideration the termination of the Pennsylvania Railway, JAMES M. LINNARD, was called to the Chair, and SAMUEL P. WETHERILL and JOHN SWIFT, were appointed Secretaries. The object of the meeting having been stated from the chair, the following preamble and resolutions were offered by Josiah Randall, Esq. which were read, considered and finally adopted, with three dissenting voices. 95 pate in the vast accession of trade to be secured by the proposed rail way. Resolved, that so far as the purity of the water, supplied to the inhabitants of Philadelphia, is deemed an object worthy of the paternal care of our government, it is inconsistent with sound policy to establish such public works above Fair Mount, near the dam, as would promote the growth of a village there, and thereby increase the sources of pollution to the water, and of destruction to the works themselves. Resolved, that a committee be appointed, who are hereby empowered to authorise a deputation to repair to Harrisburg, for the purpose of representing the views and wishes of the citizens now assembled on the interesting subject of the foregoing resolutions. Resolved, That James M. Linnard, James Harper, Roberts Vaux, Joshua Lippincott, Robert Flemming, Edward S. Bird, J. Price Wetherill, Wm. Leiper, Josiah Randall, Thomas Cave, Joseph Worrell, George Blight, James N. Barker, Samuel P. Wetherill, and John Swift be the committee. Resolved, That the said committee be empowered to adopt all other measures which may be best calculated to carry into effect the object of this meeting. James Harper, Esq. then addressed the meeting and offered the following resolutions, which were adopted with acclamations. RESOLVED, That the thanks of this meeting be tender ed to JOHN HARE POWELL, Esq. for the manly, fearles and honorable manner in which he has supported the interests of the city of Philadelphia, in relation to the termination of the Pennsylvania Railway; & also to those members ofthe legislature who have aided him in promoting his views on that subject. Resolved, That a copy of these proceedings, signed by the chairman and secretaries, be transmitted to the speakers of the senate and house of representatives of this commonwealth, to be laid by them before the bodies over which they preside. Resolved, That the proceedings of this meeting be published in the papers of this city. JAMES M. LINNARD, Chairman. MISCELLANEOUS. CALVIN BLYTHE, Esq. late Secretary of the Common Whereas, it has been held as a sound maxim by all well regulated governments, that every sudden and unexpected change in the condition or pursuits of nian-wealth, has been appointed by the Governor, President kind, is injurious, aud ought to be avoided. And whereas, the extraordinary exertions made to divert the great channel of inland trade of our city, from its legitimate course, into the Northern Liberties would, if successful, be productive of consequences ruinous to many and injurious to all those who own property, or reside in the central and southern part of the said city. And whereas, it has been satisfactorily ascertained that, it is perfectly practicable to cross the Schuylkill with the railroad at the market street permanent bridge and thus continue the trade in its original channel. And whereas, by crossing at market street, no injury will be done to the Water Works, so justly the pride and boast of Philadelphia. Therefore, Resolved, that the Legislature be earnestly, but respectfully requested to cause the rail road to be continued down the West side of the Schuylkill to the permanent bridge, and cross the river at, or near, the site of the present bridge,and by this route, secure to the City its accustomed trade. Resolved, that should the main rail way cross at Market street, branches may be extended to the Delaware through Southwark and the Northern Liberties, with great facility; whilst the adoption of the route by crossing at Peter's Island, must render it impracticable for the southern part of the city and its precincts to partici Judge of the 12th Judicial District, in the room of Judge elected, by the trustees of the Jefferson Medical Col On the 22d ult. the Rev. SAMUEL B. How, of this city, was unanimously elected Principal of Dickinson College, by the trustees of that institution. Extract of a letter to the Editors of the Philadelphia Ga zette, dated HARRISBURG, Feb. 1, 1830. Copy of a letter to the Chairman of the Committee of Ways and Means-read this morning, (Feb. 1,) in the House of Representatives and referred to said committee: "I am authorised by several citizens of the state and individuals residing abroad, to offer to supply a loan of four millions for a five per cent. debt, redeemable and transferable, and on which the instalment is to be made payable as proposed in the 6th section of bill No. 156-original No. 92.. "In case the Legislature should desire an additional sum of 600,000, and I submit to your consideration how far such an arrangement might accommodate the fiscal concerns of the state, by leaving subject to their dispo |