bia. possessed on this work in the facility of turning its curves and the freedom of action a locomotive would exert in its progress over them. To counteract the centrifugal force the outer rail of the curves is to be elevated in the same manner as on the Baltimore Road; this elevation, of course, dependant upon the radius of curvature. The country through which the road winds its way is unsurpassed in interest and beauty. The whole line of the rail road, and the Lancaster turnpike pursuing the same course, and alternately crossing each other, is for many miles richly studded with magnificent and imposing mansions, delightful villas, substantial farm houses and capacious barns and granaries, and for twenty miles presents to the enraptured gaze the appearance of one extensive and continuous village, the abode of heater, Industry and content, the home of the happy the virtuous and the frugal. But few towns of any consequence are passed in its route. Many streams, creeks and rivulets are traversed by it, but you meet with no such splendid specimens of Masonry as on the Baltimore road. Their passage is generally effected by means of wooden structures, of the most substantial description, designed tastefully, placed judiciously in their mechanical execution, remarkable for their neatness, and well calculated for durability and security. The Schuylkill, however, is crossed by a splendid viaduct of stone 980 feet long. Of this I cannot speak from personal observation, but understand that it will constitute a lasting specimen of architectural beauty, and magnificent effect. merable springs have made their appearance since the excavation, in the bottom of the cut, sometimes pouring in streams through the pass. The banks, though indulged with a most liberal slope, are constantly settling and filling in, and you but remove one mass of fallen bank to give place to another, awaiting its removal. In many places its depth cannot be fathomed; extensive quick sands project over the surface of the water collected from countless streams flowing in its bed, and present a deceitful appearance of security and solidity. Description can convey no adequate idea of the appalling difficulties here presented. By heavy piling and flooring of massive timbers, and a slight increase in the angle of ascent, they have so far succeeded in their conflict with these formidable impediments as to leave but little doubt that they will be completely removed by the period of the completion of the rest of the line, and that nothing here will interfere to procrastinate an uninterrupted communication between the Schuylkill and the Susquehanna, when the other portions of the road shall have been brought to their termination. This cut is about 32 feet deep, The bed of the road here is 560 feet above mean tide, 300 feet above the head of the plane at Schuylkill, and 200 above that at ColumMuch judgment has been evinced in the location of the road, and its facilities for keeping within the limits of the angle of ascent, which experience has prescrib. ed as a maximum for effective operations, without a resort to extensive excavations and embankments, are not to be met with on any similar work of the same extent yet projected. The grading is unsurpassed in excellence. The excavations have generally been faithfully executed, and the embankments present an unusual appearance of compactness and solidity. Nearly four years have passed away since the grading commenced, and that lapse has effected much in the consolida. tion of the banks, and contributed greatly to their present peculiar adaptation to the support of the stone blocks, without fear of settling and derangement. Thick matted blue grass of vigorous and exuberant growth has in many places extensively covered the slopes, preserving and protecting them from the ruinous effects of heavy rains and washes, of such frequent occurrence upon new formed embankments, and so highly prejudicial to their stability and permanence. The herd grass has also been sown upon the embankments, and their slopes, to attain this desirable end. This, however, has but partially succeeded, as the rains have generally washed the seed to the bottom of the road, and the result has been by no means satisfactory. There is, however, one peculiarity incident to Limestone regions, which has on some sections of the road greatly interrupted the regularity of its formation. They are the "sinks" occasioned by the settling of the internal arches sustaining the bed of the road, and the draining of water through their fissures, leaving a passage for the loose earth of the bed to find its way to the caverns and hollows below. There is no formation so faithless and insecure as the Limestone, and in some parts of the Union Canal extensive flooring of timber for miles has been resorted to, to retain the water, the fissures in the limestone bed affording innumerable and abundant channels to the unexplored and insatiable cavities beneath, exhausting the most copious supplies that can be obtained for the purposes of its navigation. The most remarkable structures of timber are over the great and little Conestoga, near Lancaster. The one is 1400 feet in length, and 34 in breadth, resting on tea piers-the other is about 1000 feet long. They are entirely completed. The road passes directly through the city of Lancaster, and from thence to its point of destination, Columbia, on the Susquehanna. Columbia is a thriving and flourishing town, with about 2,500 inhabitants. An immense business is here transacted in flour, grain, lumber, coal, and other produce, and the approaching completion of this great work has given an enlivening and gratifying impetus to their commercial transactions. All is life, and animation, bustle and excitement; property is on the rise, comfortable and convenient tenements of brick and wood are springing up in all directions, giving to its townsmen a gratifying foretaste of the countless advantages which will accrue to them in the completion of the work which is designed as the great thoroughfare of the vast commerce of the west, and which will make their thriving borough the depot of transhipments from the Ohio and Lake Erie. The whole line from Philadelphia to Columbia has been placed in the hands of skillful and energetic contractors, bound by the terms of their engagements, to com. plete the first track by the first of December, and the second by the first of July next. The line has been subdivided, and laid out for contract in sections of two miles each, so as to ensure, by a division of labour and responsibility, the completion of the whole within the time specified in the contracts, should no unforeseen delays occur in the delivery of the rails, an abundant supply of which is constantly expected. This road has been located with a peculiar view to its adaptation to steam power for the purposes of transportation, and the shortest radius of curvature occur. ring any where on the lines is about 650 feet, being 6 deg. of curvature in a chord of 66 feet, and this most desirable end has been attained, as I have already mentioned, with but slight cuttings and fillings. When you reflect that the minimum of admissible radius of curva. ture on the Baltimore and Ohio Rail Road is fixed at 395 feet, or 14 deg. 30 sec. of curvature in a chord of 100 feet, you will at once perceive the great advantage From Philadelphia westward, 22 miles of the road are completed and in constant use. At about this distance the Pennsylvania Rail Road, as this is frequently called, par excellence," receives in the South Valley Hill, two miles west of Paoli, the West Chester Rail Road. This road commences at the flourishing borough of West Chester, containing about 2,000 inhabitants. The distance from that place to its intersection with the Pennsylvania Road is about ten miles. This road is the result of individual enterprise, having been constructed by a company at an expense of $100,000, and the pub lic spirited projectors have as yet seen no reason to re gret this appropriation of their funds, and the entire completion of this great work will give an animating impetus to its transactions. It consists as yet of a single track, built after the manner of a portion of the road on which I last assisted, being laid on sleepers of white oak or chesnut, with pine string pieces secured in them with wedges and protected at the upper surface with the flat rail of wrought iron. On the portion of the Pennsylvania or Philadelphia and Columbia Rail Way, now in operation, different methods of construction have been adopted. Part of it is constructed after the manner of that portion of the Baltimore and Ohio Rail Road, between Ellicott's and Sykesville, consisting of continuous stone sills placed longitudinally in trenches excavated for their reception, embedded, backed up and levelled in broken stone, compactly and firmly mauled. The inner edge of these sills is dressed for the reception of the rail, which is the flat rail,fastened after the manner of the Daltimore and Ohio Road, and champered off to suit the flange of the wheels. Another portion is constructed principally after the method of the wood work of the Baltimore and Ohio Road, and in one or two instances by the same contractors and workmen. These methods are both to be abandoned in the continuation of the work, and that which is to be hereafter uniformly adopted, and has already been extensively so for miles of the part in use, consists of malleable iron edge rails laid upon stone blocks, and at intervals on locust sills, secured to them with cast iron chars, wedges and spikes. The blocks are so arranged as to have at each 15 feet lineal or transverse locust sill or tie, to secure the line in proper position, and prevent spreading or derangement. Trenches are excavated under the line of the rails. Stone broken in such a manner that no particle shall exceed a cube of two inches is compactly rammed therein with a heavy maul. The stone blocks are then placed in them; these are of sandstone, granite, or granular limestone, 22 inches in length, 16 wide and one foot deep. The upper surface of these blocks is dressed smooth for the reception of the chair; and holes are drilled therein for the reception of pins of locust or cedar, into which iron bolts are driven to secure the chair to the block. The blocks are arranged and adjusted at intervals of three feet. The trenches are then filled around these blocks and compactly rammed as before. Under the transverse sills or ties above mentioned trenches are cut and filled with broken stone. The edge rail, such as is used on the Liverpool and Manchester Rail Road, is then adjusted and keyed to the chairs secured as mentioned, with substantial iron bolts, to the blocks, and the road is then in readiness to receive the locomotive and cars, and in order for the operations for which it was designed and executed. On new formed embankments, the old being nearly as solid as the cuttings, the stone blocks and broken stone are dispensed with, and white oak or chesnut cross sills are substituted, which, together with the locust ties, rest upon longitudinal timbers, placed in the trenches under each line of rail. These timbers are notched in the upper surface to receive the cross-sills at intervals of three feet, which are to be secured to them at each point of contact by locust pins, one inch in diameter and one foot long. The whole line is under the direction of Edward F. Gay, Esq, he is a gentleman of much experience in his profession and untiring industry in the prosecution of it. His name and reputation are identified with some of Pennsylvania's noblest improvements, and he is taking a high stand in an honorable and useful profession. The original estimated cost of this work was $2,297,120 being about $28,173 per mile. From some departure, however, from the designed method of construction, the amount expended will, upon its completion, much exceed this amount, and it would not be hazarding much to say that the final cost of the 83 miles between Philadelphia and Columbia, will reach $3,000,000. From Columbia the Pennsylvania Canal up the Sus quehanna to its point of junction with the Juniata, a distance of 42 miles, is completed, in fine order and daily use. Here commences the Juniata division of the Pennsylvania Canal. You must remember I am follow. ing the line of communication between Philadelphia and Pittsburg. From the junction of the Susquehanna and Juniata rivers, the Pennsylvania Canal pursues its course westwardly for 128 miles, following the valley of the Juniata to Hollidaysburg, where it joins the Alleghany Portage Rail Road. This rail road, which is nearly completed, extends from Hollidaysburg across the Alleghany mountains to Johnstown-its length is 36 miles. The summit of the mountain is about 1400 feet above the Canal basin at the eastern base, and about 1200 feet above that at the western extremity, where it again joins the Pennsylvania Cana), and 2,338 feet above the tide water of the Delaware. Following then this western division of the Canal for 107 miles, you arrive at Pittsburg, making the entire distance between Philadelphia and that place, by Canal and Rail Road, about 394 miles. This rail way I have already mentioned is under contract to be completed by the first of July next, and the Rail Road across the AIleghany will be completed much before that time. The rest of the line, consisting of Canal and some little slack water navigation, is fully completed, and in fine navigable order, awaiting but the opening of these two works to form one entire and uninterrupted communication between the waters of the Ohio and the Delaware. I must now conclude; I feel that I have beeu tedious, but you will remember you have asked for a detailed description, and you must take the consequences. I could not do less than comply with the request of one from whom I have received so many acts of kindness, and If I have trespassed too far upon your patience, I find my justification in my anxiety to place you in possession of all the minute information I possess on the subject, and my inability to condense it in a short and comprehensive epistle. I am, very respectfully, Your ob't serv't. BENJAMIN F. WEST. THE DAM ABOVE GREAT ISLAND. The location of this Dam has occasioned considerable excitement. Some entertained an opinion that the ca nal commissioners were acting without authority in directing the construction of a feeder dam higher than six feet above low water mark. Application was made to the Governor. He having no control over the subject, required a suspension until the matter was re-considered. Proceedings were suspended, and subsequently re-considered, and the former decision confirmed, with some alteration securing the navigation. The work being placed under contract, the superintendent's ac counts were presented to the Auditor General. That officer, with a view of deciding upon the legal right of the commissioners to erect a dam of the length propos ed, referred the subject to the Attorney General, whose able and interesting opinion will be found below. Reporter. HARRISBURG, Monday Morning. DANIEL STURGEON, ESQ., Auditor General. who had suffered extensive injury from this source, I but all "other works necessary thereto." Indepen- In accordance with your suggestion, I have referred “Mr. Mitchell submitted for the consideration of the Board, the following resolutions. Resolved, That the principal engineer on the upper portion of the Lycoming line of the West Branched and continued to depend upon the judgment of the division be directed to locate and construct a Dam and a Sluice in the river above the Great Island, at or near the head of a small island nearly opposite to Dr. Henderson's brick house in Lycoming county, FOR THE PURPOSE OF SUPPLYING THE SAID CANAL WITH WATER. "Resolved, That the superintendent on the West Branch division, be directed to immediately advertise for proposals for the construction of a feeder dam and sluice in the river, and guard lock in the canal above the Great Island, on the plans and scites submitted and pointed out by the Principal Engineer on the line, and enter into four contracts for the completion of the same -say one for the construction of the mound, one for the wier part of the dam-one for the sluice and one for the guard lock. Plans and specifications of the work to be exhibited in his office five days previous to the day of letting.' 39 "And on the question will the Board agree to the "The yeas were Mr. Mitchell, and Mr. White, 2. "So the question was determined in the affirma- canal commissioners. The bridges, and culverts, the feeders, &c. still remained under the control of the commissioners, to be altered, modified, or dispensed with, as circumstances might justify. There is nothing in this act which requires them to continue the existence of a feeder, extending four miles and fifty-six perches above Bald Eagle, and beyond the highest point of extension prescribed by law for the Lycoming line of the CANAL. Granting, for the sake of the argument, that the last section of the act last named, in prohibiting any "extension" of the "lines" of "canal" or "rail road," "beyond their present limits, as designated in the report of the canal commissioners of the 1st November, 1832," forbids the extension of a feeder, as well as of the line of the canal, still it is clear that it does not prohibit the commissioners from diminishing the length of a feeder, which they, on further examination, find to be unnecessarily long; nor are they forbidden to dispense with such feeder altogether, if the line of the canal can be constructed to better advantage without it. Upon this part of the case, I gave Mr. Mitchell an opinion on the 1st of April last, from which I see no reason to depart. Thus far, we have seen nothing, in the whole proceeding which appears to have any relation whatever to the proposed connexion with Bald Eagle. Thus far, then, there is nothing to bring the dam in question within the purview of the third section of the act of 27th March, 1833, relative to forming that connexion, and limiting the heighth of the dam to be constructed for that purpose. In the foregoing proceedings there is nothing said about forming a connexion with Bald Eagle-the work authorized by the preceding resolutions would form no such connexion when completed-the advertisement of the superintendant, in pursuance of the resolutions, was for proposals for erecting a feeder dam-the contract herewith produced is for a feeder dam-the specification which accompanies the contract is confined entirely to the construction of the feeder dam-and the resolution which authorizes the construction of the dam, at the place designated, expressly states that it is "for the purpose of supplying the canal with water." As the canal commissioners have not been convicted of official misconduct in a court of justice, or before the legislature, it seems reasonable to allow them the benent of the rule which entitles them, in common with the humblest in society, to be presumed innocent until proved guilty. For the present, then, it seems but just to presume, in the absence of evidence to the contrary, that they have made a true record of their proceedings as they were required by law, and bound by their oaths to do, that the dam is a feeder dam, and that it is as stated on their journal, for the purpose of supplying the canal with water." If this be so, the only question arising, is, whether the canal commissioners are prohibited from erecting a feeder dam-a dam "for the purpose of supplying the canal with water" at the place where they have directed the one in question to be constructed, I take this to be the only question, because if they erect a feeder dam, at the place proposed, it must be of the heighth contracted for otherwise it will not throw the water into the canal. On this question I have no doubt. The canal commissioners have an express authority, not only to construct the canal, By the third section of the act last referred to, it is provided "that in forming the connexion of the Lycoming line of the Pennsylvania canal with the Bald Eagle creek, as authorized by law, the canal commissioners may effect a connexion above the Great Island, if in their judgment it will combine utility with economy. Provided that the said alteration shall not cost more than the estimated amount of making the connexion with the mouth of Bald Eagle creek, as provided for by existing laws. And provided further that said alteration shall not be effected by raising the dam to a greater heighth than six feet above low water mark." "The dam" here spoken of was not any dam which the Legislature had directed to be made for the purpose of forming the connexion. The mode of forming the connexion was left to the discretion of the canal commissioners. A connexion of the kind might be found without a dam, but, from considerations of a local nature, it was taken for granted that the one in question would be formed by means of a dam. There is nothing in this section, or in any other act of assembly, which enjoins it upon the commissioners to erect a dam for the purpose of forming this connexion. The proper construction of the last proviso in this section is, that if the alteration be effected, by raising a dam for the purpose, no dam shall, for that purpose, be raised to a greater heighth than six feet above low water mark. The alteration proposed was not so important in the eyes of the Legislature as supplying the canal with water. For the latter purpose, they gave a power co-extensive with the object in view, for the former they gave only a limited authority. Under this view of the subject, it became a question for the consideration of the commissioners which of two plans was most conducive to the public interest, "combining utility with economy:"The erection of a dam not exceeding six feet above low water mark, below the feeder dam; or the construction of a cross cut from Bald Eagle into the river above the feeder dam. It appears by the journal of the canal commissioners, page 1068, that the report of James D. Harris, Esq. engineer, containing estimates of the expense of various plans of forming the connexion, was laid before the board. By this report it appears that a connexion below the great Island by means of a dam would cost $63,173 94-that a connexion above the Great Island by means of a low dam would cost $62,646 65-and that a connexion above the Great Island, by means of a dam in the Bald Eagle, and a cross cut into the pool of the feeder dam, would cost exclusive of a towing path bridge, $26,885 55, making a difference in favor of a low dam above the Great Island of $527 29, and a still more important difference of $36,288 39, in favor of dispensing with a dam altogether, by making a cross cut into the pool of the dam already directed to be constructed for the purpose of supplying the main canal with water." The commissioners adopted the latter plan, as appears by the following entry on pages 1068-9 of their journal, and under date of the 12th of April aforesaid. "On motion, the following preamble and resolution were then unanimously adopted. "Whereas, by the act of 27th March, 1833, the canal commissioners are authorized to effect a connexion of the Lycoming line of the Pennsylvania canal with the Bald Eagle creek above the Great Island, if in their opinion it will combine utility with economy-and provided that said connexion shall not cost more than the estimated amount of making the connexion with the mouth of Bald Eagle creek. And whereas, by the estimate of the Principal Engineer on the line dated 6th day of April, inst. it appears that the cost of connecting with the mouth of Bald Eagle creek, is $63,173 94, and the cost of connecting with the said creek above the Great Island without a towing path bridge is $26,885 55 -and the canal commissioners being of opinion that the connexion above the Great Island will, in the words of the law, combine utility with economy. Therefore, Resolved, that the superintendent of the West Branch division, be directed to immediately advertise for proposals for the construction of a canal with the necessary works thereto attached, to connect the Lycoming line of the Pennsylvania canal with the Bald Eagle creek, agreeably to the location and plans which are hereby adopted, made by the Principal Engineer on the line, and extending from the river near Dr. Henderson's house, to Murdock's ripples, on the Bald Eagle creek. Plans of specifications of the work to be exhibited at his office five days previous to the day of letting." This preamble and resolution appears to be a separate act, having no connexion with the resolution for constructing the feeder dam, adopted at a different time, although on the same day, acted upon after intervening business, appearing in the journal four pages apart from the first resolution, and adopted unanimously by the board, while the first was carried by a majority only. Taking it for what it thus appears to be, I see nothing in the measure which is forbidden by the law. Every thing on the face of these official acts appears to be in accordance with the law, if the acts are viewed separately as they appear upon the journal. But, taking the two acts together, we find that there is an alteration in the place of forming the connexion, and that a dam is to be constructed above the Great Island, higher than six feet above low water mark. If the dam was directed to be constructed for the mere pur pose of forming the proposed connexion, and the com. missioners, the better to disguise their object and evade the proviso in the law limiting the heighth of the dam, have merely changed its name, giving it the empty cognomen" of a "feeder dam" when in truth it is a connexion dam, the whole proceedings would without doubt be a criminal violation of the law. The illegality, if it exist at all, consists more in the motives than in the acts of the commissioners. If they have violated the law, in the premises, the violation consists in the application of a power given to them for one purpose to the accomplishment of another object for which they have no authority so extensive. It is like the alleged unconstitutionality of the tariff laws. The opponents of the protective system admit that congress may lay duties for revenue, but they deny the power of that body to lay duties for the purpose of protecting domestic industry. Congress pass an act appearing on its face to be for the purpose of revenue, but arranged in all its details, in such a manner as to accomplish the supposed unauthorized object of protection. Admitting their authority to be thus limited, the violation would consist in the conceal. ed motives of the members in the improper application of a lawful power to an object over which they have no such power. In cases of this kind, where the violation depends upon the secret purposes of the persons exercising the authority, it is not competent for the courts to pronounce the act void for want of authority. Nor is it competent for the Auditor General to reject the vouchers offered by the superintendent, in the present case, for want of proper motives in the commissioners who have directed the expenditure, because there is no want of authority here. They have kept within the limits of their powers. If there is any thing wrong it is in the abuse of an authority unquestionably confided to them, and not in any attempt to exercise a power not confided. Whenever any officer, authorized to disburse the money of the state, transcends his authority, the public must look to the Auditor General to guard their finances, and to arrest the expenditure. But where the law has entrusted a discretionary au thority, over a particular subject, to a certain body of men, so long as they keep within the limits of the power confided, the Auditor General can administer no relief against its improper exercise. It is not his duty to arraign their motives and to treat their acts as void, on the ground of a supposed abuse of a reposed authority. Drawing their authority from the same source with the Auditor General, they must answer for all abuses to the common superior-the representatives of the people. If the canal commissioners have changed the location of the feeder dam for the purpose of evading the law relative to the Bald Eagle connexion, I know of no remedy in the Accountant Department. If an officer execute a writ, issued in pursuance of a judgment appearing on the record to be within the jurisdic tion of the tribunal rendering the judgment, it is a justification to him, notwithstanding the court may have abused its authority, or may have had in view the accomplishment of improper or rather proper but unauthorized objects. So if the superintendant have disbursed the public money, in pursuance of directions from the superior agents of the commonwealth, and those directions appear, upon their face, to be within the scope of the authority confided to his superiors, it is a justification to the former, notwithstanding the latter may have had an unauthorized object in view in giving those directions. It is only where the authority of the superior is transcended that the inferior is justified in refusing obedience, not where it is misapplied or abused. To avoid all delay I have thrown these views hastily together in language loose and imperfect. I have full confidence however in the construction attempted to be enforced. Although a separate answer to each point is not given in the order in which they were presented, still an answer to each will be found in some portion of what I have said. In order that I might be better understood, I may have gone further than requir- ELLIS LEWIS. PROCEEDINGS OF THE BOROUGH TOWN Thursday, August 6, 1833. Council met at the Court House, pursuant to notice A petition was presented praying Council to grant As the naming of the streets of the borough of Read- The street running immediately on the bank of the LIGHTNING. On Tuesday afternoon, about six o'clock, during a heavy shower of rain, the Lightning struck the steeple of the German Reformed Church in this borough, and injured it so considerably that it is thought to be necessary to take down the wood work and re-build it. The lightning is supposed to have descended the rod or spire of the steeple, as a portion of the weather boarding at the top was burst off. In the square where the bells are hung much damage was done to the Venetian windows,one of which was knocked out, and large pieces of weather-boarding were torn off, as well as several pillars, one of which fell on the roof and broke a hole through it. In the balustade around the terrace, many of the balusters were broken off, and shattered into splinters. From the steeple the fluid descended to the church, and tore away part of the shingles and scorched the cornice on the north east corner of the building. The bricks in the gable end at the east side of the church, are fractured and split, one of the large beams across the building one foot by eight inches in size, was severed through and a part of the plaistering of the ceiling was broken off. The wood in several places was scorched and blackened by the heat, but no fire was discovered by those who entered the building immediately after the occur rance of the accident. It is stated that the lightning issued from a cloud directly on the west of the church, and that it passed over the steeple of the Lutheran church, which stands within a hundred yards of the building struck, and which is considerably higher than the latter, though not yet completed. There was no lightning rod.-Reading paper of August 10th. COURT.-The Court of Quarter Sessions of this county assembled on Monday last. A considerable amount of business was transacted on the first three days of the week. The Grand Jury was discharged on Wednesday morning, and also the pettit jury with the exception of a single pannel detained for the trial of an issue appointed for Thursday. No indictments were preferred for offences above the degree of Larceny, a circumstance which speaks well for the moral condition of a population exceeding fifty thousand souls. The Presi dent in his charge to the Grand Jury, adverted again to the expediency of some improvements in the county Prison, by which the benefits of the modern penitentiary system might be extended to this county.—Ib. STONE COAL. WELLSBOROUGH, Pa. July 13. A coal bed has recently been discovered on Wilson creek, about seven miles south of this place, which bids fair to be of great value. Openings have been, and are now making, in several places In the mountain, and a considerable quantity of coal has been thrown out, specimens of which have been shown us. The quality of this coal is the same as that of the Blossburg mines, and as the location is precisely on the same parallel and but about twelve miles west of these, there is no doubt but it is a continuation of the same strata. The thickness of one stratum has been ascertained to be five feet, of pure coal, corresponding with that of one of the Blossburg veins. That our county abounds in mineral wealth, there is now not a remaining doubt; all that is wanting is sufficient enterprize among the inhabitants to open a road to market; and from the exertions that have been made by some individuals within the last few years, we think the time cannot be far distant, when this most desirable object will be accomplished. The Tioga rail road will, when completed, open a direct communication with the mines at Blossburg; and the country presents the greatest facilities for either a rail road or canal, to the newly discovered beds on Wilson creek, to lead either north or south; these beds being situated but one mile from the summit level of the ridge dividing the waters of the north and west branches of the Susquehanna.-Phenix. |