The New York Herald Newspaper, December 31, 1858, Page 2

just in the same way that it ite! uan in its descent to the Atlantic. f the Lake of Nicaragua atime ons of Mr. Baily, the engineer, 86 metres avove J of the Atlantic, aud thirty-eight metres above that of the Pacific, whence there results a difference of about two meires between the levels of the two oceans. The Lake of Nicaragua, therefore, according to the Belly scheme, will constitote an immense upper source of alimentation for the canal. Its level varies in the course of the year between two extreme limits, the diffe. reace between which does not exceed two metres, ant tt attains its maximum at the end of the rainy season. During the dry season the evaporation of this immense Su ace not being compensated for by an equal mecease of its aitluents, its level sinks nearly two metres below the highest water mark; but below this limit the basin of the | jake presents a variable depth exceeding ten metres, On the line of the proposed canal an American engiucer, Mr Child, has found depths of eighteen metres, and it is to be presumed that towards the centre greater depths are to be met with. Mr. Baily, it is stated, has sounded a depth of eighty our metres in the middie of the lake. With the exception of a few points offermg favorable arehoring places, the shores of the lake are in general et, and accessible only to small vessels—a fact which will necessitate the dredging of a channel, in order to lower the bed of the lake, at cach of its points of junction with the two branches of the The making of these chann from the fact that the bed of isa recent alluvial deposit, the increase of which con. stantly continues, alimented as it is by the soil which de- cends from the forests bordering its afiluents. The auxiliary channels wil] be made by the aid of the steam di They will be protected’ at their starting point by parallel! wooden piles, dicated by lines of float- ing buoys The total cost of these auxiliary works on the lake, both for timber work and dredging, will be $500,000. EASTERN BRANCH OF THE CANAL. The eastern branch of the canal will be the bed itself of the river San Juan. This river, from its point of depar- ture at San Carlos to the port of San Juan del Norte on the Atlantic, describes two inverted curves, the direct length of which is 145 kilometres, but the numer- ous sinuosities of which extend it to the full of 175 kilometres. The difference of the two extreme limits being, as rill bo the more easy lake towards the south in the level it is seen, 36 metres 50 ceut.,the mean inclination of the natural current of the river San Juan is as one in five thousand of its course. This would be a steep incline and a costly ascent for vessels. But this mean inclination {s not a natural one; the bed of the river is obstructed in its upper region by bars of rocks, at times reaching the sur: face of the water. These bars modify the current, which precipitates itself in successive falls, of difficult access, While in the greater part of its course the water of the river ts waveless. Three systems offer themselves to the examination of the engineer for the canalization of the river San Juan:— 1. The pure and simple improvement of the natural course of the river. 2. Canalization by means of locks. 3. Canalization by an uninterrupted current. To this jatter proposition the scheme before us inclines. Tuis plan, M. Belly euys, is worthy of the most serious exammation, inasmuch as it involves the adoption of mixed system Which meete al! the local difficulties of the route. In view of the requirements of a canal calling for a great draught of water, the régime of the river San according to the | ) The som Juan can ouly be maintained acccording to the natural m- clination of one in five thousand. The total recovery of this incline by means of a system of falls effected by locks is not very practicable. in so far as it concerns the prompt filling of the intervening distances, Bars must in that cage be seaorted to; and in doing this the engineer would only be generalizing by norma! conditions, the natural regime existing in the rapids of the upper basin; but these bars would have to be equally distributed according to the general state of the canal banks over the entire course of the river, the current of which they would regulate. The adoption of a mixed system permits the obtainment of the desired depth by the lowering of the bed of the river, as well as by the excess of elevation given to the surface of the water by means of the embankments of the dams The Belly plan proposes the construction of seven bars ‘on the course of the San Juan, including the protecting e, to be erected at the sea rding to this plan the five rapids of Toro, Castillo, s. Mico and Machuca will be redeemed by three as- g locks. ‘0 other locks will also be established above the con fuents of the rivers San Carlos and Serapiqui, a sixth at the confveat of the river Colorado, and a seventh at the debowshe of the river at San Juan del Norte, on the At- antic means of these se" regulated te current is suftici £0 as to contain four ships ver operations without sen. juration. With this object the en- ks will be circumscribed within the er, which will permit the locking to firect play of the deep water the canal walls, y metres in width ‘es in length from. open, will give a metres in widt These dimes 5 given size, will not appear ¢: serve the tendencies of naval archi- specially in all that concerns the navi- will permet, during epochs of ou. the passage of more than rated to mea who , but more nthe nay igi ESTIMATED COST OF THK WORKS ON THE EASTERN BRANCH. at $200,000....... descent of seven dat at $60,600 eac’ Dre the bed of the ri masnens Mining, to lower the bars of the rapids. Construction of towing paths. 5 ‘Tota! : * WESTERN BRANCH. ‘This br s much shorter than that of the River San Juan. but by reason of the boldness of the configuration of the isthmus, and the exteusive works planned for cutting it, the cana! of Salinas is, in reality, the principal featare cf the enterprise, and necessitates an imposing accumula- Con of forces if prompt exeowtion be desired. The cut of Salinas ie the part of the line in which the project of M. Belly differs from those of all bis predecessors. An examination of the @nchorages of the Pacific coast in the region corres- ponding to the Inke of Nicaragua demonstrates their t ne} for a great maritime movement. th of this region y of Salinas presente, on ary, nautical conditions comparable to those of te of the world. It is a deep, circular harbor, we of five thousand hectares (about sand acres) withont low shores, und whose ded, varies from eight to fourteen th the bent po with as age, protected by the email island rance of its cbauuel, is stated by French ne of the best on the Pacific struction of the Salinas cana! will narrow the f this bay and convert it into u close port, by embankment taking its departure trom the rmed of the rocky debris of the great project It will be the much more opportune to con ato a port the bay of Salvnas, from the fact that this port will be, in additior ‘shed with a fine open road y of Thomas bay hearings of the Boy of Salinas have Belly as the natural and indisputable tead, by the close cont The magnificent therefore struck M maritime movement which is to be es. ms, and as the normal debowsh* of on the Pacific. Aft maton of the Iethmas f the Salinas canal the lake, the canal will r f the Bapos—-about ai ° er Las Vueltas, th 5 nto pan: of standing » be At this point the soil the summit of the Salinas wetres from the Pacific. It tas that it is proposed to commence he bottom of which is to run the scaual. Th Sa lils cutting, the length of which will be t kilometers from the pond of Las Vueltas to the ¢ ns a height of forty metros olut of the = Sakinas of eleven millions of cut which is compored of argil should have been lownward section. e into the bay of of level on the @vo extreme th's section, which is thirty-eight metres, is re by means of six locks, of six metres forty com. ing to thie plan, these six locks are sepa two Kilometreseach. But it is doubt observed in the exec tural to admit th round towarde the sen r in dame may be dim!- ometre, but it will!be desi avoid a 5 possible clove locks, which have been found tr me on the Caledonian canal, and which would pr ve of stil! greater ‘ueon venience to the great mari- ime movement projected by this scheme. The draught of the water of the Salinas canal will be roqulated at eight metres, like that of the river fan Juan, inorder to give paseage to first class frigates and com mercial v-esels measuring 2,000 tons. With regatd to the breadth of the canal, it 18 proposed to adopt that which wa: socgested by Garella for the Panama project, and lich was aieo adopted fur the Nicaragua canal by Lanis Napoleon, namely. 44 metres at the water line—a dimen fon which exceeds by @ metres 70s. that of the Caledonian canal. whose breadth is fixed at 44 metres m, is to be ‘The Salinas canal at the water line apt at 40 metros at the bot walled at the go eider to the begnt of two lakes, a vessel starti entire length of the paw Straits at Lake Huron, down the entire length of Lake Hurop—260 miles—then through the St. Clair river and lake into Erie, the whole distance from point to point being some 800 miles. This circhitous route would be avoided, and fully 600 miles of navigation saved vy theo ship canal $34,846 a mile: but, assuming the cost of the Lake Erie and Michigan ship canal at $100,000 a mile, its total cost would be eighteen millions of doilars. vast importance to the commercial interests of Buffalo and New York, as it would be the great connecting link with the Erie canal between the Atlantic and the great lakes. THE TORONTO AND GEORGIAN BAY CANAL. m, the level of the | ) masofy, in som- parts in wood, a of the adjacent materiale. Under the: it presents a ut pth, ana of each bank along the entire con The mane of excavation for Salinag in ite lengtls of 22 kilometre fea WH) produer a volume of 7,400,000 cobic metres, The dimensions of the looks: be in every respect the same ap those of Cle other neb. ESTIMATED COST OF THE WESTERN BRANT The cut of Salinas, presenting a volume of 11,009 400 cubic metres of emeavation, a foe the metre ceese $6,500,000 [scavation of canal, 7,499,000 cubic metres NEW YORK HERALD, FRIDAY, DECEMBER 31, 1858. i? : the at dc. the metre, Walling the banks of ‘the’ canal, 340, Superficial metres, at $2 the metre........ 680,000 Construction of six locks, with gates, at WO dics venkses eee +. $11,080,000 | GRAND TOTAL OF EXPENDITURE FOR THE CONSTRUC- TION OF THE CANAL. | Works on the Lake of Nicaragua . $540,000 Works on the Eastern Branch, 4,820,000 Works on the Western Branch. a 11,080,000 Constructions, telegraphs and special tools ONG MACHINED, . 065 s2scs scree sececccee 760,000 | Expenses of administration for four years, . 800,000 ‘Total, jo whiel erved for errors in the esti- mates, unforeseen expenses, special pre- ooms fo contractors, interest to the harebolders on their first instalments, bcaeeaakidossedsackene a - 6,000,000 ‘Total of espital required. sessesasee $24,000,000 ‘The pamptlet then goes into estimates to show the amouiu of revenue that may be expected from the Nica- ragnan canal. For the first year after its opening M. calculates that its receipis will be from fifty to sixty us of (rancs, and that after that they will be cun- tinualiy on the increase, from the steady addition of a sixth to the annual progress of the navigation of the maritime States. Besides this income, the company will possess a reserve of 100,000 hectares, or more than 200,000 acres of land, situated on the banks of the river and lake, which he thinks will be easily realizable, and will amply suftice for the payment of the interest on the capital in- vested, during the four years employed in the constrac- tion of the canal. We see by an article in the Paris paper La Presse, of the 7th of December, that, although his numersus occa- pations have not permiticd M. Millaud to continue to the company formed by M. Velly the advantage of his per- ronal assistance, the society is in full force, and is pur- suing energetically its plans. It is asserted’ in the same article that not only have the governments of Great Britain and France shown themselves favorable to the execution of the canal, but that that of the United States has also been induced to look upon it with friendly eyes. THE NIAGARA FALLS SHIP CANAL. By an act of the Legislature of this State, passed July 21, 1863, the Niagara Falls Ship Canal Company was in- corporated, for the purpose of covnecting lakes Erie and Ontario by a ship canal, avoiding the falls of Niagara. Since then nothing tending to give practical effect to the designs of the company has been done; but, on the con trary, Some swindling schemes of speculation in the stock of the concern have come to light within the last twelve months. At the last session of Congress, however, a bill was introduced im the House of Representatives by the Hon. Silas M. Burroughs, proposing to donate, in aid of the great work, four millions of acres of the public lands. This bill was referred to a special committee, and nothing has since been heard of it. The Welland Ship Canal now effects the same objects proposed to be effected by the Niagara Suis Canal. It connects the waters of Lakes Erie and Outario by a main trunk twenty-eight miles in length, with a feeder branch of twenty-one miles from the Grand river to the main trunk, The width at bottom is 35 feet and at top seventy-one feet, and its depth is ten feet. It has no less than twenty- seven locks—the level of Lake Erie bemg 330 feet above the level of Lake Ontario. It was built by the British go- vernment and was opened to navigation in 1829. The re- venue derived from it is very large; and to this, as well as to the fact that its whole course is through British territory, is to be referred the project of building the Niagara ship canal, the whole course of which would be on the Ameri- can side. Taking the length of this canal from Buffalo to Lewistown at forty miles, and assuming its cost to be equal to that of the Canadian canals, which average $155,- 300 a mile, it would cost $6,212,000. But it will be within the mark to set it down at ten millions, The St. Mary's Falls ship caval, which is little more than one mile in length, cost nearly a million of doilars. If the company could get the grant which it asks from Congress—four millions of acres of public lands—it might undertake to build tho work: but otherwise, in view of its immense cost, and of its alr y having a rival in the Welland canal, it is not very likely that its projectors will seriously set about car- Tying it out. A much more stupendous and important project is that Which has been discussed for some few years past of con- necting Lake Erie aud Lake Michigan by a ship canal. An examination of the map of the United States will show the vast commercial importance of this work. Lakes Michi- gun, Huron and Erie form a sort of horse shoe, making peninsula of the State of Michigan, A straight line rum across the base of this would connect the southern point of Lake Michigan, at Michigan City, with the southwestern point of Lake Frie at Toledo. The distance is about 180 miles. The Michigan Southern and Northern Indiana Railroad now covnects these points. In navigating the for Michigan City has to sail the e—330 miles—through the Macki- uing of the Lake Erie and Michigan ‘The average cost of the Mlinols canals was It would be of Other causes besides those of facilitating commerce have recently brought the Erie and Michigan cana! project forcibly too attention of the people of Michigan, Hlinois and Indiana. The chief of these is a project that has been ‘set on foot by the Canadians to connect Lake Ontario, at Toronte, with that portion of Lake Huron which is desig- nated by the name of Georgian bay. If the project were consummated—and, in view of the great public enter- prise of Canada so liberally fostered by the British gov- ernment, it is by no means unlikely that it will be— it would ruin the towns on Lake Erie and the shores of lake Michigan, by diverting the commerce of the Lake Superior country —e an pm aly into Lake Ontario, whence it would open’ by the St. Lawrence; and in course of ‘ume the to the sea route from v0 Liverpoo!, that was pic. neered some two or three years ago by the schooner Deon Richmond, would be the much beaten track of commerce. ‘The proposed and Georgian Bay canal would be some eighty. miles in length, extending from Nottawarsa- ga, on the southern point of Georgian bay, through the valley of the Nottawassaga and Humber rivers, to Toron- to. gold discoveries on Fraser river and the immense importance recently given to the valleys of the Saskatche- wan and Red river of the North cannot fall to gives great impetus to this project. The cort of the canal, esti- Tnated at the average cost of the Canadian canals, woul! be $12.424,000., we may safely eet down at ff teen millions. | Whichever of those two proposed works—the Lake Erie and Michigen ship canal, or the Toronto and Georgian Bay canal—will be first consum- mated will command the commerce of the five great in- land seas of the North American coatinent—of which the aggregate length is 1.670 milex, with a breadth of 547 mil 4 may eventually attract much of the trade of the i CHAMPLAIN AND CANAL. In connection with the project of the Toronto and (ex gion Pay canal, it is algo in contemplation to open a can Champlain aud the river St. Lawrence. op ‘ontreal, which would connect that noble river Hodson, at Albany, by way of the LAKE ST. LAWRENCE a’y open between Whitebali and Alb; «sty three anda halt miles, The Chamj Lawrence canal would be some fifty miles in length, and could probably be t five millions of dollars. CANAL AROUND THE FALLS OF THE OHIO, An effort was made at the last session of Congress to procure the passage of f bill having for ite object the im provement of navigation at the Falls of the Obio river The proposition wae that the United States should assign to the State of Kentucky all thelr interest in the existing canal around the Palle of the Ohio river, should appropriate the eum of $900,000 (owards ts enlargement, and should also purchase, for the benefit of the same, twenty thoo ean shares of the capital stock of the Indiana Canal Com ta cost not exceeding a million of dollars Con did pot think proper to comply with these demands, or avy of them. From the extent of them, it may be as fsomed that the cost of the work would pot be less than {at an expepge of some five miliions of dollars. THE TEHUANTEPLC ROUTE. One of the most prominent enterprises ut the present time that is presented to capitalists in this country, is the opening of commanications between the Atlantic States and California, across the Isthmus of Teluantep Of all the Isthmus routes betwoen the | pans, tlas one lies nearest to the United States, but the line of transit is entirely in Mexican territory A grant of the route has been obtained from the govern ment of Mexico on terms advantageous to the company and to the liberty of international trade and transit, and a contract has been made with our own government for the conveyance of & semi-monthly mail to San Francisco. The port on the Atlantic side is the small town of Mina- titlan, on the Coatzacoaleos river, an’ about twenty miles from its mouth. From there the line of traneit, as now in use, comprises river navigation in sma'l etcamers on the Coatvaconicos, about ninety-five miles, to the mouth of the Suchil, and from the hes across the Isthmus to the Bay of Fentosa, 06 the abont 120 miles. From Ventoga the prsacngers are taken by steamship to Acapuics. where they connect sith the Pacific Mail Steam. sip Company's #teamve:~ from Panama to San Francisco. Up to the ;: ceent time the communication from the Atlan tie States i¢ maintained solely by the steamship Quaker City, running from New Orleans to Minatitlan, and pas- sengers leaving the first named port on the 12th and 27th of each month, emba.k at Acapulco on beard the same steamship that conveys the New York passengers of the 6th and ZOth respectively | ‘The company have placed a new iron river on | the Coatzacoalcas river, and are about buAding a consort for ber. The road is now stocked with some forty Con- cord stages and from 700 to 800 animals, and the are to take 400 passengers across each trip. ‘They have recently purehased the steamers America and Cazada, with the intention of establishing a weekly line of communication to California. The opening of the com- munications with New York wait only the completion of the Fernandina and Cedar Keys Railroad across Florida, when a connection between New York and Minatitlan will be established, which will make the passage in six days. With the present arrangements the company expect to carry the mail and passengers from New Orleans to Cali- fornia in fifteen days, and as soon as the Florida railroad is finished, to run from New York to San Francisco a ery tr La hirnag days. CREE amet ‘corps of engineers is now on mus ing the preparatory work of bd a railroad across from the Goatzaconicas to the . The total expenditures of this company, when its works and lines of steam commu peice. are completed, will not fati short of ten millions THE HONDURAS INTER-OCEANIC RAILWAY. The object of this enterprise is the construction of a railway acrogs the Isthmus of Central America, through the republic of Honduras, from Puerto Caballos, on the Atlantic, to the Bay of Fonseca, on the Paciflo—a total distance of 161 miles. ‘The line is intended to establish a rapid route of transit for passengers and freight between the Atlantic and Pa- cifle oceans, for the accommodation ef European and American trade, primarily with California and Australia, and, secondarily, with the western republics of the Amo rican continent, the islands of the Pacific, and with the centres of Oriental commerce in India, China and Japan. It is claimed by the projectors of the enterprise that by the proposed railway, and the developement of the plans of the company {n connection therewith, passengers, the public mails, specie and express freight can be trans- ported between New York and San Francisco in from twelve to fourteen days, and general or heavy freight in from sixteen to seventeen days. ‘The plan of the company contemplates two modes of reaching Puerto Caballos, the Atlaatic terminus of the proposed road from New York. First, direct by sea for the transportation of second class passengers and such first class passengers as may prefer it. Second, by rail- woy express’ through Philadelphia, Baltimore, Norfolk, Charleston, Savan and the intermediate points, to Tam- pa Ray or Charlotte Harbor, in Florida; thence by steam- er, touching at Havana, to Puerto Caballos. The — table will show the results in economy of time calculated upon by the company :— ‘TIME AND DISTANCES BETWEEN NEW YORK AND SAN FRANCISCO, ‘Via BONDURAS. New York to Charlotte Harbor, rilway. Embareation at Charlotte Harbor....... 00...) — Charlotte Harbor to Puerto aballos, steamer. 720 Embarkation at Pucrto Caballos.......6.0.6. — Puerto Caballos to Bay of Fenseca, railway. Fmbarkation at Bay of Fonseca. Bay of Fonseca to San tended that the salubrity of the Honduras clitaate gives this route a superiority over all the other Isthmus routes, which must eventually secure to it a monopoly of the tra- vel between the two seas. RSTIMATED COS? OF CONSTRUCTION. Preliminary expenses... Extinguishing titles to land.., Earthwork and excavations. seeeees + + $6,436,495 per ‘mile “of'not far from ANTICIPATED REVENUE. 50,000 passengers annually, at $17 50........... $875,000 dollars of precious metal, at ‘4 per ct. 200,000 American mails. 2,000 tons of express cht, 100,000 tons general freight, at $23 per ton Commerce ot Central America, 2 per Government of Honduras, Net total. ‘The surveys ec the direction of Mr. E. G. Squier, the projector of the com” pany. charter from Honduras has also been se cured, and all thatis now wanting to carry out the enter prise are the funds for the construction of the line, That they will soon be raised there can be no doubt, as the men at the head of the undertaking have the position and influence requisite to inspire coniidence in its success. Mr. Squier is at present in London, engaged in the preli- mibary financial arrangements necessary to enable him to plice a large force on the line, and,ou his return itis —- that the work will be immediately proceeded with, THE NEW MEXICAN PACIFIC RAILROAD. The projectors of this line contend that it will be the shortest possible railroad route from all the commercial cities of the Atlantic, the Gulf and the great valley to the | Pacific coast, and it is believed to be the only feasible rail- road to the Pacific, as it is the only one that can be built by private capital alone. It presents the distinguishing characteristic of being the farthest north that a short transit of the Continent can be found, and the farthest routh that a continuous railroad can be bad from the Pacific to connect with our present railroad system. The Jars of the project are as follows:—If a line be drawn on the globe from New York tangent to the Gulf of Mexico, and protonged each way, it will cut the Pacific coast bear Mazatlan, and, passing near the Society Islands, will strike Australia near Melbourne, whilst in the other direction it ‘over Boston through Newfoundland, and strikes the western coast of Europe. Upon lines con- tiguons to this air line may be concentrated more of the world’s commerce than upon any other posai’yle route be- tween the Pacific and Atlantic oceans, But the route is especially important in reference to our own coun- try. It runs from the extreme northeast to the extreme southwest of the Atlantic States, uniting the factories of the North with the cotton fields of the South, and both and iver mines of Mexico, whilst the whole inhabitabl east of the Rocky Mountains is also by copnected with our Pacific slope from 5 to New Orleans, by routes proximate to the direet | railroad nearly completed. Various roads from the Atlantic coast, from the great takes and from the chief cities in the valley of the Mississippi, are ing towards the Southwest, ond find their nataral vpn re a road ia vow under constrnetion towards the rande, in the direc iow of Mazatlan. The plan of the company demonstrates that there is a route through Mexico to the Pacific, by h the vexed question of an inter: A grant has been secured from usive right of way for ninety-nine emption from ail duties oa Mexico, giving €: years, perpetual \ materials and { Texas bas for that portion of the route cart of the two companies, Texan and Mexican, a preparing to pr , proper ehape The land tra hundred miles, and it is est dollars will cover the cost y ort. When all t vatian the tirne ceed five days, and thence t tom ge alse to Australia ten days shorter than by Paname. | THE VICTORIA BRID The Victoria Bridge, that has been for several y pact in course of construction over the St. Lawrence at Montreal, will be, when completed, the grandest monu ment of engineering aktll and human enterprise to pe sen om the continent, and will be indeed one of the world. Tt i ow the tubular principle track for railroad cars in the centre, while on the of the tube there |s to be a balcony or footpaths for passengers. It ie to rest on twenty-four piers and two abotments of |imestone masonry. The contre span is to be 830 feet long and 60 fect in height over the simmer water level of the river. Ite total length will be 10,284 feet, or about fifty yards leas than two miles, Its cost will be about $10,000,000 Tt will probably be completed next year ars of the wonders THE GREAT ALPINE TUNNEL. THE PROPOSED RAILWAY TUNNEL THmOvEeH THE ALPS-THE NECESSITY FOR THR WORK—PLANS OF DIVFERENT ENGINEERS—THE MACHINERY TO BE veED, | Among thove stapendous projects which characterise the present cra of human progress, the proposed ten og of the Alpe for a railway etands prominent, The ty for tins Work {# to afford communication between mont and Upper Italy, with facilities not afforded by mere anima! means of transportation. The central part of the Sardinian States is Piedmont, which is divided by the river Po and ite ofleente Tanaro, Harmida, Clusone, Dora, Sesin and others. In its eastern part the lands are ox teneively irrigated and of great fertility, producing an extensive supply of agrealtaral products for exportation to neighboring States. The routes of the Simplon, Mont | Cenie, St. Bernard any! tho Cul de Tenda cross the Alpsfrom Piedmont into Savoy on the northwest. The Duchy of Se- voy bes an area of 2,270 eqnare miles, and a population of 00,000. It in the basin of the Rhone, and is also wa- tered by the Dwanse, Arno, Isere and Arc. Cattle rearing ie the principal branch of industry, though the land is femerally so unfertile that barely enough is raised for home consumption. Savoy is the more important ar be- ing in the route from Italy to the north, and having on the border, between itself and Piedmont, the most fre. quented mowntain passes. Mont Conia, throneh a pase of which the proposed tunnel is to be built, is one of the moet remarkable alpine summits, and the road which was built by the French im 1808 to 1811 ie one of the most fre quented across the Alps. Should the read, as gontemplated, be completed, the Victor Emanuel Railroad will traverse the whole braaith | fbr rection of roa be ofthe Alps, benefitting not only the immediately ad- Joining provinces, but effecting a chain of transportatees in which the whole of Central Europe ts interested There have been many plans for this stupendous work H is generally conceded that the most available roate (s through the pass of Mont Cenis, from Modane, a siua\i town in Savoy, to Bardonnéche, another small tow ou the south side of the Alps, in Piedmont. And at the pre- cise point of the pass selected, the two valleys of the Arc and Dora, in which these towns are situated, are on aleve); the one, however, having a plane descending from east to west, and the other from west to east. At the point of passage the Mont Cenis is about thirteen kilometres dee 80 ag to render impracticable any design to sink shafts so as to work the tunnel at various points. But, even supposing this could be done, it was estimated that the present facility for boring tunnels would Mot enable the completion of the work in less than forty-six years. Then it was feared that no plan could be found for supplying the immense tength of the subterranean cavern with air. For many years these objections have deterred the serious consideration of the work as at all feasib'e. But of late years there has been much attention paid to the subject, and the Sar- dinian government has appointed a commission to investi- gate the propositions of several engineers. As early as 1849, M. Mauss, a Belgian engineer, pro. posed to the Sardinian government a plan for the tunnel, commencing simultaneously at different points. But the question of the supply of air was an insurmountable ob- Btacle. It was proposed to drill, by means of water power, horizontal slices, which were to be burst out with wedges. One commission appointed by the Sardinian al this plan; but the loss of power in Bt a eos bose and the air question, pre- the consummation of M. Mauss's plan. Six years later, M. Colladon, of Geneva, presented a plan on the principle of compressed air, used at the same time for power and ventilation, and about the same time Mr. Thomas Bartlett, one of the engineers on the Victor Emanuel road, invented an ingenious machine for perforating rocks. It was at first considered impossi- ble to use the steam machine in the tunnel; but soon the idea was suggested that the compressed air idea of Mr. Colladon’s invention would be of use in producing a ma- chine whieh would drive Mr. Bartlett's drills, supply the needed ventilation. This desideratum was accomplished by three Sardinian engineers, Messrs. Grandis, Grattone and Sommeillier, who invented a machine for perforating the rock, ventilat- ing the tunnel, and clearing away the rubbish, which they call the compresseur hydraulique, with which, baving a full of water of twenty metres, it’uas been possible to compress air at six atmospheres. It is easy to conjecture how this immense force hy dep used in blasting and blow. ing away the rubbish, and be applied to all the arts of the borer and miner. ‘A number of eminent geologists have attentively studied the ground, and coincide in the report that quartzine alone offers great resistance to perforation, and the stratum of this to be bored is not of considerable size. The results of the extended experiments made by the commission of the Sardinian government were that, at a distance of one-half the length ef the tunnel a force of six atmospheres is re- duced to but about one atmosphere and one third, with the ordinary machine, This force would be amply sufficient for the work, and the question of supplying air is set at rest at the game time. The power thus gained was applied to Mr. Bartlett's machine, and the success of the substitu- tion of air power for steam power was complete, as it was “also when applied to perforators. The effect of this invention upon mining im general, as well as upon this particular project, will be most beneficial. It bas been estimated that the ordinary time required in mining operations is three-quarters for boring and one- warter for blasting and Sear, it must be evident, refore, that the acceleration of the boring process by this machine greatly tends to diminish the required time for completing the work. The perforators occupy so little space eighteen may be placed where only three couples of miners could work. In order to facilitate the work, it has been decided to bore near the great tunnei gallery a second smaller one, to facilitate the removai of rubbish. The larger will fol- low the smaller at a distance of about 200 metres. In this manner of operation the projectors estimate their ability to complete the work in six years. They propose to ad- vance metres per day, while under the old method but half @ metre could be gained. The total length of the tunnel we half kilometres. The gallery runs at opposite inclination: from the centre, to facil the draining from the south- ern month. The grade, in a distance of 6,250 metres, to the depth of 1,335 metres, and again in a distance of 6,250 metres, descends 1,190 metres. The summit of the n.oun- tain will be 1,800 metres over the highest point of the tunnel. The surplus compressed air, and all, after hay- ing served as a motive power for the machines, will serve to ventilate the gallery. Near Bardonreche there are several torrents which never dry up, which will farnish all the necessary power, while near Modane there is the — torrent of the Are, which has more than the requi- Bite powe: The completion of this work will enable the traveller to from Paris to Turin in twenty-two houra, and from Faris to Milan tm twenty-seven. This rate OF speed, in comparison to the present laborious and dangerous method of travelling, will be quite as much an advance as will be the Atiantic telegraph upon our periodical and frequent arrival of European steamers. THE GREAT HOOSIC TUNNEN. In the year 1853 Peter Clark, J. V. C. Smith and others with them associated, presented a petition to the Massa- chusetts Legislature, in which they eet forth that they had obtained a charter for a railway from Greenfield, Mass., paseing up the valley of the Deerfield river to Hoosic Mountain, in the town of Florida, and from thence to North Adams and Williamstown, to the dividing line between Vermont and Massachusetts. To construct thie railway, {t would be necessary to tunnel the Hoosic mountain, which is situated in the town of Florida, in the northwestern corner of Massachu- setts, and adjacent to the lines between that State, Ver- mont and New York. The State of Massachusetts had previously aided the Western Railway Company with a Joan, and the new corporation alluded to above asked a similar help to the amount of two million dollars, the esti- mated cost of the tunnel. The petition was referred to @ joint special committee of the Legislature, and admirable reports were made by said committee. The report before us, bearing date February, 1854, states that the committee is satisfied that the railway will opena new avenue, by which the products of the West may find an outlet at Boston at a considerable reduction in the freight. tariffs. That the tunnelling of the mountain was entirely practicable; that it could be easily lighted and ventilated both dering ite progress and after completion; {that the nel would greatly reduce distance, gradients, mmits; that it would diminish friction and increaze speed, despatch, and safety; reduce the cost of travelling and transportation and in consequence reduce the provisions, stimulate manufactures, and greatly in- the exports and imports of the State. It should be ed hove that the freighting business has heretofore been transacted by the Western railway from Albany to Boston. Thie road passes for fifty miles or more through a moun- toivous conntry, and bas necessarily steep gradients and The freight tari? is high and the trains The new road has but one The entire the proposed tannel is 24,100 Tineal the amount of earth to be excavated, 361,500 yards; the estimated cost, $1,948,557; and it alculated that 1,600 days would be required to com: plete the work. The State geologist, Professor Paward Hitchcock, President of Amherst College, made a survey ‘of the route of the railway. THe was confident, from the geological formation of the mountan, that it was composed of toleose of mica slate, with a little limestone on the weetern side extending to a great depth in regular verti cai iayers. He mstanced a case in which tho same range had been cut down by a stream fourteen hundred feet, and jt exbibited yye same formation. He traced to their ori gw in North#?n New York a few granite boulders found on the mountain and ascribed their removal to tceberge at some remote period of time. He expressed confidence, aleo, that the rock from its position would be self sustain ing abd require no masonry; that it would be in a measure free from water, while it would be drilled much faster than granite. The committee found in New York a steam bore whieh cat ite way inte coarse granite at the rate of four inches per hour, opening a apace of mt feet in diameter, Subsequently the report, which has since been aecertaine:! to have been practically correct, wae a The Lecisinture ‘an act pledging the State credit for t. > company to the amount of two millions, taking as security a mortgage on the property of the road, valued at. X millions. Th) following are the conditions of the act of 1854 under which State aid js granted:— That the Troy and Greenfield Railroad Company, at an anny meeting, duly notified for that pur- pore, eh ye provisions of the same. ‘That the company shall exeente a bond in such form ve the Attorney General preserved im the issuing of State ‘ond to the Western Railroad Company, with conditions named in the wet The company shall exceute a mortgage to the State of the entire railroad of said corporation, with its Income and all the franchise wad property to them belonging, the whole to be he formance of the con’! 4. The company shall it now hae or may obta road Company. 5. That the compony shall have obtained sabseription to the en stock in the sum of $600,000 (six hundred thous dollars). %. That twenty per ceatum on each and every share shail bave been actually paid in 7. They shall have completed seven miles of their rail road in one or two sections. §. That they shall have completed one thousand lineal feet of their eatd tunnel under the Hoosae mountain, in ‘one of mor? sections, in size sufficient for one or more railroad tracks. The railway and tunnel were duly commences ander the provisions of the act, and early during the present year the company notified the State authorities that the work, eo far ag it bad been completed, was ready for inspection. Thereuipon hia Excellency the Governor, Mr. Danks, ap Ponited a committee of his conneiliors to inspect the ape cost ¢ ere . ne sharp curves. slow also—a matter of conree. obstacle—the mountain already altuded to, length of feet tiene of the bond. sigh to the State all the interest in the Southern Vermont Rail rations of the company, This official visit was made on the 2d of Separmber, ‘The committer entered tho eastern end we tunnel, towards Boston, then pasted over the mountain for the purpose of examining the west end apd by the commonwealth to secure the per-, from the depot at North Adams 10 the State line af Vermopt. : thee foun. the road completed, and ty running order to ! ‘e | the State ine, Deing 634 fect loss than seven miles. The equality, weighing Pfty-eight pounds to f American iron, at the Bs od Works ‘ew York,and is heavier than the contractors ) furnish (rails of forty-five pounds to the yard ). The same contractors have undertaken cot the line to Troy through the southern part the be ei Vermont, and it is expected that the eonnection wit Troy will be completed in tour or five months. ‘The Jength of tunnel on both sides the mountain is 1,028 feet, and the healings 263 feet in addition, which gives the required excavation of 1,000 feet and exeess of 28 feet fuli size required, and 263 feet more of the work fully one-half completed. ‘The tunuel on the eastern side of the mountain is worked in golid rock, forming an arch as enduring as the moun- tain itself, and its height is fully sixteen feet. The whole height of tunnel op ‘ihe eastern side is 976 feet, of which 788 is cut full size. The entjre depth of tunnel on western side is 240 feet, full size, with an additional heading of 75 fect. The west end, though harder to work, the rock is not as firm as on the eastern, and 1 is found necessary to fupport the roof of the tunnel by timbers. From test shafts already sunk beyond the present heading, the con- tractors are satisfed that a different formation will very soon be reached, in which no artificial supports will be required, but which will, like the mica slate of the east end, be self-supporting. ‘A’ mortgage of the entire railroad of the corporation, with its ineome and all the franchise and presente, to them belonging, was executed in 1855, and is now held by the State to secure the fulfilment of the condi upon which the loan of credit has been made; and the company has assigned tothe State all interest it_ bad, or that it may hereafter obtain, in the Southern Vermont Railroad Company. The company has obtained subscription of its capital stock of $600,000 (six hundred thousand dollars), upon which 20 per cent has been paid in cash, ‘These are regarded as full compliance with the con- ditions of the loan act, and the have been signed by the Governor and delivered to the treasurer of the Troy and Greenfield Railroad Company. The bonds are ex- pressed in English eurrency, and are for the sums of £500 and £250 sterling each. There are one or two attachments upon the rty of the road for small sums levied pre- vious to the mort to the State, which will probably be removed before the issue of the bon The work is now progressing well, but from the cir- cumstances above stated it is not feasible to name an pei proximate period when it will be completed. The ad- vantages to be gained by the work have been summed up as follows:— It will reduce the summit level of the Troy and Green- feeld line to a point six hundred and twenty-two feet be- low the summit level of the Western Railroad, will re- duce the gradients from seventy-cighit feet per mile on the Western Railroad to thirty-nine feet on the Troy and Greenfield, will extinguish 2,420 degrees curvature, com- mand a bridge in place of a ferry across the Hudson, re- duce the cost of fuel from twenty to See ie ee oe opening new and extensive forests in the ‘field val- ley, abridge the distance from the seaports of Massachu- setts Bay from twenty-three to thirty-three miles, while it diminishes the length of line from Lowell, Lawrence, Fitchburg and Greenfield—ali important centres of distri- bation to Troy—from twenty to forty per cent, and pre- serves the elevation it attains by crossiug the Connecticut river one b red and thirty-five feet above the level of the Western Railroad bridge at Springfield. ‘The engincer cxamined by your committee testified that these advantages would effect a saving 1a rupning and ‘maintaining the railroad, in cost of fuel, wear and tear, equipage, interest on investments, in locomotives and cost of motive power, in conductors’ salaries, and in cost of travssbipment and ferriage, and would consequently re- duee the cost of transportation, between the sea coast and Troy, more than $0 per cent, and the cost of trausporta- tien between Greenfield and Troy more than 65 per cent below the present eost, as reported by the late president and epginecr of the Weetern Railroad. ‘The new avet is said, will reduce the average cost of tr ition between the eastern coast of Massachu- setts and the confluence of the Mohawk and Hudsoa rivers more than fifty per cent. the transportation of freight for long distances ~~ item of fuel forms nearly one-fout part of the expense. Upon the Western and Boston and Worcester Railroads, the forests, after sixteen to twenty years use, are becoming exbausted, and wood has ave- Taged, for the past year, from $5 to $6 per cord. On the new Line are vast forests, with less occasion for their use from the superiority of the grades. Wood ranges from $1 50 per cord, on the Troy and Greenfield line, to $2 50 per cord on the Verment and Massachusetts, and $3 50 on the Fitchburg line; and in moving trains, the cost of fuel per mile on the several lines may be stated as follows, viz: — a > — cents per mile, on the Boston and Worcester allroad. 23 85-160 cents per mile, on the Western Railroad. 16 65-100 con's per mile, on the Fitchburg Railroad. 14 73-100 cents per mile,on the Vermont and Massa- cbusetts Railroad. 10 cents per mile, on the Troy and Greentield Railroad. While the average on the threo last lines is less, by one: ba, than herd deg a got two = a Upon applying these facts to the transportation freight ihe two lines, we find:— Firat. That the new route is sborter than the Western and Worcester by twenty-three miles, which is equivalent —— off the whole distance from Boston to img m. Second. That snch is the superiority of grade, that while the trains on the Western Railroad average but 55 tons to a train, the trains on the pew line are competent to take 200 tons in the direction of the trade, and may be safely assumed to aver more than 126 tons, with the same fuel which moves 65 on the Western Railroad. The advocates of the enterprise believe that when the and Greenfield Railroad is Suished freight may be transported between the mouth of the Mobawk and the fea coast Of Massachusetts at Boston, Salem and Newbury t, with a cost of $1 50 to $1 76 per ton; and such will Bertie saving of distance, insurance and interest on the shipment thence to Europe and the Provinces that it can be carried to either, from the shores of Massachusetts Bay, for one dollar per ton less than the average cost from the port of New York. It oN gs oy ptr pp gn against ject. opponents grant say 4s the distance from Troy to New York is 153 miles— fifty-three miles less from Troy to Boston over the new road—and as Now York has the wa- ter facilities of the Hudson, it follows that the Western trade must go to New York in any event. The thirty-nine miles of road and four of tunnel will cost $4,372,500. The new railway we ose lel with the West- ern. It will connect ‘ly with the Fitchburg and Lowell, which have connections with all the main lines in New Engl " will connect with the ed Vermont, and with the New York Centrai to also with the Hudson River to New York city. BERGEN TUNNEL. ‘The Frie Railroad Company commenced the digging of this famous tunnel in May, 1856. The entire length of the excavation is 7,100 feet—the tunnel proper, or covered part, being 4,300 fect. The excavations are at some places fall 100 feet deep. The estimated total cost of the construc- tion is $715,000, of which $515,000 have alreaty been expended. From ten to twelve hundred persons have in ferriage and otherwise, pt business, on account of this new facility. There will also ‘be a gain or saving of twelve hours time on their freight from this city to lakes. Eleven miles are saved in distance by tannel, while twenty-four miles of raii- road are substituted for an equal distance of river navi- gation. THE ATLANTIC TELEGRAPH. ‘The Atlantic Telegraph Company ie not at al! dir- couraged at the partial failure of its last eaterprise in con- necting Europe and America by clectric telegraph. Cn the contrary, they are again before the Britich govern- ment with a proposition for laying down a new cable. All they ask is that the government will guarantee the payment of four and a half per cent interest on the capi- tal requisite for new operations, and which is limited to £537,000, or about two and a half millions of dollars. It (mot atall likely that the Britieh government wil! refuse ite assent to this modest request, because if the line is once fairly established it wil! Ss yield large profits, and the government wil! incur no risk in giving guarantee It is only in ease of failure on the part of the company that the government will be called upen to pay the interest on the capital invested, and that will in no case exceed $120,000 a year. Should our government join that of Eng- land in the guarantee, the liability of each under it would be only $60,000 a year, AS an instance of the immonse value to England of a transatlantic telegraph, we may mention the fact of ite being enabled, while the line was 1m operation, to countermand an order which had been previously given for two regiments stationod in Canala to embark for India—the necessity for such dratt of troy having ended. This one message saved to the Engliel poverpment more than its entire yearly subsidy: and hay ing thus realized the advantages of an Atlantic telegraph line, it is not at all pe | ‘that it will shrink from any ex pense necessary to establish one. #0 soon as the guarantee is from England the company will go to work and lay down another line on the most approved plan, ond will in the meantime set to work to otilive that already laid. There is little dowbt that in this they will be at least measurably successful. ATLANTIC AND PACIFIC TRLEGRAPH. Independently of the proposed Pacific Railroad, there is 2 project on foot to establish a telegrapl line between San Francisco and the Missouri river, ant at the last session of Congrees a bill was introduced by Senator Dougias propos ing to pay $70,000 a year to this company, for ten years, for sending government despatches over the line, Some progres bas been already made on the California side. The total cost of the line would probably be a million and a haif of doltare, RECAPITULATION. Pacific Railroad—the American line... .,... .$450,000,000 Do ‘one British line 150,000,000 40,000,900 Tajno'non 18000 900 * 15,000,000 « 5,000,000 unm o00 ° 7,000,000 Central Mexican Rejiroad. seve 16,000,000 The Victoria Bridge over the St. Lawrence at Montreal... . sees . 10,900,008 Alps Tannei 5,000,000 Hoosie Tunnel ‘ 2,000,000 Rergen Tanne! rrr . ‘715.000 Atlantic Tele ‘ond line: « 2,500,000 Auigatic and Pacific Telegraph, . . 1,600,900 GAN [OAs cee ceee rene cece eeeeee ences OTTO,TI6 000 ject | North Miseourt and Iron ntain roads have «| The Financial Condition of Minnesota, ‘DO THE EPITOK OF THE HERALD. New York, Dec. 28, 1858. It is my duty as the Governor of the State of Minnesota to correct pubitely certain misreprerentatious which have veen made here relative to the bonds of that State, issued or to be issued, by virtue of a constitutional provision, as a loan to expedite the construction of raifroads within her limits, I propose to effect this by making a plain state- ment of facts, leaving your readers aod the public geme- rally to draw their own conclusions therefrom. ‘The constitution of the State of Minnesota, as originally framed and adopted by her people, restricted the publis debt—except in cases of invasion or insurrection—to $250,000. Subsequently it became evident that, to in- sure the speedy construction of the railways, for which the State had received from Congress a munificent grant —- of land, the State must lend her aid to those companies chartered by the Territorial Legislature, to which the lands had been transferred by the same authority for rail- road purposes, This aid was rendered cspecially neees- prt because of the finameial embarrassments of * which made it impossible for the companies to raise money upon their lands, as they had been authorized to do by their charters. The other Northwestern States wore diligently prosecuting their railroad communications; and Minnesota must labor under manifest disadvantages unless she pursned a like policy, and thus opened the interior por of the State to immigration. The Ley ire of the State,at its first session, in accord- ance with the mode prescribed by the constitution for it own amendment, passed an act loaning the credit of the State to the four land grant railroad to the amount of $1,250,000 each, or $6,000,000 in the ag- gregate, upon’ certain conditions, and’ providing fo its Bubmission to a vote of the people. The sub Joo was sinbliely acussed in al cc e after expediency and policy of ta.’ proposca fonn bad been canvassed it all itsbearigs, th be vote upoa the adoption of the ition as part of the y.,, fundamental law was taken on Mech nt Apel ous; one +S resulted in a majority of nearly 20,000 in its favor, anc the Governor duly proclaimed it to have been ed _as a part of the constitution of the State, ‘The conditions upon which a loan of State credit was au 2": thorized were these: When the companies shall have pro" ** duced to the Governor satisfactory evidence, verified by "* the erecta fs Arne that ten miles of their respectively are graded ready for the superstructure, Governor i3 required to issue the Bonds of the State lo the amount of $100,000 to the said companies, and so in a like ratio as the work “omg Ard when the a shall bave furnished like evidence that ten miles of thew respective roads are bree pom and the cars running thereon, the Governor shall issue bonds to the amount of $100,000 to such company until the limit fixed by the loa amendmentis reached. The Governor has ruled that only one -baif of the $3,000,000 can be issued for the grading of the roads, and the other half when the roads are com- Pees op and the cars running thereon, and the companies have each and ali acquiesced in the decision. In other words, two hundred and fifty miles of railroad throt the richest and most settled ‘portions of the State must py a geeyse and in operation before the whole of the $5,000 000 of her bonds is delivered to the companies. The securities exacted by the State for the companies are as follows, to wit:— 1, They are required to execute an instrament to the State pledging the net pro‘its of the roads for the payment of interest? 2. A conveyance to the State, in trust, of the first two hundred and forty sections of land free from prior encum- brances, which such company is or may be authorized to sell in trust, for the better security of the treasury of the ‘State from loss on said bonds, ‘whieh shall empower the Governor and Secretary of State to make conveyances of title of any or all of said lauds to purchasers with the respective railroad c ies therefor,’ the pre- ceeds of such sales to ‘be applied to the payment of inte- rest upon the bonds, in case of defaultof the payment of ‘the same, aud asa sinking fund to meet any future de- fault on the payment of interest or principal when due.” The aggregate amount thus transferred to the State is 614,400 acres. 3. “An amount of first mortgage bonds on the roads, lands and franchises ef the respective companies corres- ponding to the State bonds issued shall be trausferred to the Treasurer of the State at the time of the issue of State bonds.’ The construction to be given to the phraseo! of this section const‘tuted the issue made between Govervor and the companies which has excited so much comment, the former insisting tbat it required a priority of lien to the bonds of the companies to be delivered to the State over all others, and the companies affirming thas the true interpretation would place the State upon the same footing with the holders of first age bonds. It is well known that the Supreme Court decided that the sition assumed by the ies was the correct one; it stould be borne in mind that this decision in no case affects the character of the securities previously de- scribed. The Governor, while he expressed his a ‘ness to submit to the construction given to the law by tho highest I tribunal of the State, required of the com- panies ‘a change or modification of their trust deeds as to authorize him, as the agent of the State, to cause an absolute foreclosure and sale of all their roads, lands or franchises, within sixty days after the occur- renee of any default in the payment of interest. The in- terest on bonds of the companies aeliverea tothe State in accordance with the requirements of the foregoit section, being due and payable sixty days in ndvance of the semi-annual interest due upon the State bonds, a Boo foreclosure and sale can be made, in case of default on the pert of the companies, in time to protect the credit of the ¢ bonds when the interest thereon becomes due, and preciudes the necessity of other legisiation for that purpose. ‘The Governor is empowered, in case of default on the part ef the companies in the payment of interest or when due, in his discretion, but in such manner as i pill iti i i fi H i £3 He flr him for that 4% EN 'Y A. SIBLEY, Governor of Minnesota. of the Governor of Missourt. The Misrouri Legislature pertoancntly organtzed at Jef. ferson on the inst. by the election of Mr. Coffey, democrat, a8 Speaker, Mr. Mosely Clerk of tho House, and . Hough Secretary of the Sevate. Tue Governor's the two years ending Oct. 1 was $1,361,000, penditures $1,192,000, In speaking of Failroads he saya the amount loaned by the State is $24,960,000, of which bonds have been issued to the amount of $19,066,000, leaving an amount due of $5,804,000. The Hannibal and St. Joseph road has exhausted the aid granted, but asks no further assistance from the State. The completion of the Pacific road to Kansas City demande additional aid, which the Govera wr I not be withheld. The inability to ae ty interest on the State bonds on the Ist nuary. This failure involves the sale of the roads at auction, Hut, in conerderation of the early completion of the North Miseouri to its intersection with the Hannibal and St. Joseph's roud, which will piace it on a pay! baie, and the Iimited business of the fron Mountain Ned, in consequener of the general depression of business and the inability of the company to derive the benete of the balanee due from the State under the restric tion of the act of tho last Irgisiature until March 1, the Governor advises that, instead of selling the de- oe Aateh nombenton of to tenet assure the State fal application of the receipts of ies to their legitimate purposes, and that aay ve allowet, until a fair fp A offered them, to test their ability to my. geological survey is progressing rapidiy, and ieclosing exhanstless quantitics of iron, lead, copper and coal. Some additional legislation is suggested in order to harmonize the diferent interests grow ing out of the hank- ing law. As an evidence of the advancement of the cause tie. Bchoolhonses has increased in threc years from fifteem hundred and forty-six to thirty-three hundred and eighty, and the amount of money raised for building school houses from $30,000 to $130,000, ‘The establishment of an agricultural collego ts urged. The Governor congrata lates the Legisinture and people of the State upon the re- sults of the recent dangerous and treasonable efforts to engender discord and disaatisfaction relative to oar domea. tie institutions, and in speaking Of the comity between the States, enys he bas received reso'utions from the I7gisla- tures of Maine, Massachusetts and New Hampshire in refe~ makes the several ene cnn pote, ie Se it T to acknowledge their coal arp shall not nih them to the Astembly unlees are their respective riderntions for spirit of toleration. Not an Italian, but 2 Frenehman. TO THE EDITOR OF THE HARALD. New York, Doo. 90,1868, In today’s iasue of your valuable paper I find that your ‘tor styles the man who assanited the French Aorta Fort, at the Tombs, ts ak hanen. ‘That man’s te ha fp re Fal name, however, as it stands, quite a French, and not = EEE ET