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BEARINGS AND DISTANCES, WITH THE VARIATION OF THE COMPASS, FROM SAN FRANCISCO TO MONTEREY, AND FROM SAN FRANCISCO TO THE COLUMBIA RIVER.

Dis, in

Points.

True Bearing.

Variation.

Naut'l

Miles.

From San Francisco, to the southward, as far as Monterey

Point Boneta to Point San Pedro......

Point San Pedro to Point Ano Nuevo..

Ano Nuevo to Santa Cruz....

S.

3o E.

S. 11

S. 41

Santa Cruz to Monterey.....

Farralones de los Frayles

South Farrallon to Poiut Boneta...
South Farrallon to N. W. Farrallon...
South Farrallon to Point Reyes.....
North West Farrallon to Point Reyes.
North West Farrallon to Point Boneta.
South Farrallon to Point Ano Nuevo...

From San Francisco, to the northward—
Point Boneta to Duxburry Reef...
Point Boneta to North West Farrallon..
Point Boneta to South Farrallon.
Point Boneta to Point de los Reyes.
Point Reyes to Point Tomales...
Point Reyes to Bodega Head...
Point Reyes to Port Ross..

Cape Mendocino, to the northward-
Cape Mendocino to Blunt's Reef........
Cape Mendocino to False Cape.
False Mendocino to Eel River.
False Mendocino to Humboldt Bar.
False Mendocino to Trinidad Head.
Humboldt Bar to Trinidad Head...
Redding's Rock to the Turtles......
Redding's Rock to Klamath...

S. 52 E.

S. 30

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15° 30' E.

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30 E.

31

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W. 16

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30 E.

16

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THE PATENT FOG SCREAMER AND VENTILATOR.

A very ingeniuos and original contrivance, (as we learn from the Liverpool papers) was recently exhibited in the Underwriters' Rooms, in Liverpool:

It relates, in the first instance, to the ventilation of ships, and next to the preven

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tion, by timely warning, of the collisions which too often occur at sea during foggy weather. The signal for the latter purpose is something like the scream of the railway whistle, and may be heard for miles at sea. The principle of the ventilator cannot be very accurately described without a diagram; but it may be briefly said to consist in pumping out the impure air in crowded vessels with amazing force and certainty, and where cargoes require ventilation, it is far away the best contrivance we have seen. The inventor, Mr. Webb, calls it the "Patent Fog Screamer and Ventilator." The Admiralty have introduced it into some of the ships of the navy, and the Government Emigration Office have also sanctioned its introduction. Such of our readers as take an interest in these matters, will be gratified by a personal inspection of a machine so beneficial to commerce, and the health of crews and passengers.

RAILROAD, CANAL, AND STEAMBOAT STATISTICS.

LENGTH AND COST OF RAILROADS IN PENNSYLVANIA.

LIST OF RAILROADS IN PENNSYLVANIA, WITH THEIR LENGTH AND COST.

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VERMONT AND MASSACHUSETTS RAILROAD.

This road connects with the Fitchburg and Boston, at Fitchburg, and extends to Brattleboro. The distance from Boston to Fitchburg is fifty miles, and from Fitchburg to Brattleboro, sixty-nine miles. At Ashburnham, the Cheshire Railroad diverges from the Vermont and Massachusetts, and extends to Bellows Falls, a distance of fiftyfour miles. The Cheshire Road passes through Keene, at which point it connects with the Ashnelot and Connecticut River Railroad; at Bellows Falls the Cheshire Road connects with the Rutland and Burlington Railroad, and also the Sullivan, the latter

extending twenty-five miles, to Windsor, where it connects with the Vermont Central Road, 117 miles to Burlington, and the former, that is the Rutland and Burlington, a distance of 120 miles, to the last named place. The railroads of the New England States form a complete net work, which often puzzles the traveler, and those not practically familiar with the geography of those States. We have made the forgoing statement merely to show the position of the Vermont and Massachusetts Railroad and its connection, in part with other roads.

The length of the Vermont and Massachusetts Railroad, as above stated, is sixtynine miles.

A TABLE SHOWING THE DISTANCES AND FARES ON THE VERMONT AND MASSACHUSETTS

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Below we give, from official sources, a comparative statement of receipts of this road for all the months of the years 1849 and 1850. The amounts paid connecting roads, not being included in the statement.

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Add for miscellaneous receipts for the past six months, not included in

the above......

$145,117 69 $176,397 28

1,297 40

Total for 1850......

$177,694 68

Or showing a gain in receipts of $32,567 99. The Greenfield Branch of this road was opened on the 8th inst., and during the coming year, will, no doubt, add very materially to the receipts of the main road. The President of this company, Thomas Whitmore, resides at Cambridge, Mass., and the Superintendent of the road, D. S. Jones, at Fitchburg.

noon.

SOUHT CAROLINA STEAM NAVIGATION COMPANY.

An act incorporating this company is published in the Philadelphia papers. Their object, a laudable one, is to open a direct trade between Charleston and Europe. We see no reason why their well directed efforts, in that direction, will not prove successful. From the Charleston Courier we learn that "the entire amount of private subscriptions—one hundred and twenty-five thousand dollars, was taken up in one foreOne subscription only went to the highest amount limited by the act-twelve thousand dollars-the rest were for smaller sums, many being for a single share-one thousand dollars." The State of South Carolina, it seems from the act of incorporation, loan the company $125,000 for five years without interest. The Charleston News, speaking of the appropriation, pronounces it " a measure of large liberality, and that will compare with any act of a similar character in the annals of legislation." "It needs" adds the News," the spirit in which the Legislature of Tennessee has acted by its large subscription to the Nashville Railroad, while it is the complement to that

other act of public liberality, the subscription of the city of Charleston to the same enterprise." The Charleston Courier says that the subscription already made will build the first ship, and that she may be put afloat by the 1st of June, 1851. The Palmetto State Banner, published at Columbia, earnestly sympathizes in the movement, and trusts that the efforts for the success of this laudable enterprise may not be confined to the citizens of Charleston alone, but extend to those of Columbia and the up country, as the benfits to be derived from it will affect, advantageously, the whole State. From the spirit manifested by the enterprising citizens of Charleston and South Carolina generally, we are convinced that the enterprise will PAY.

STATISTICS OF THE NEW YORK RAILROADS IN 1850.

The returns of the railroad corporations in the State of New York have not yet been officially published. In the absence of that document, we avail ourselves of an abstract of the returns of fourteen roads, as published in the Albany Journal. In former years, the reports closed with the year; but in order to enable members of the Legislature to learn the true condition of the roads at an early period, an act was passed at the session of 1850, requiring them to make up their reports to the 30th September, and file the same on the 1st day of December in each year. The following table, compiled from these abstracts, shows the business for the year ending September 30th, unless otherwise noted:

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STEAMBOAT AND RAILROAD LINE BETWEEN NEW YORK AND BOSTON. This line, between New York and Boston, via Stonington and Providence, was established previous to any other now in operation. We learn from the circular of R. A. LOCKWOOD, Esq., the intelligent and efficient Secretary, and Agent of the Company, that notwithstanding the opening of new and important channels of communication between New York and Boston, the number of the present routes, and the active competition existing between each, the Stonington line, over which the Great Eastern United States Mail has been conveyed from its commencement, continues to receive an increasing share of the patronage of the traveling public. This patronage is bestowed no less on account of the class and character of the steamers and the railroads, which together form the line, than because of the natural advantages of the route itselfshorter and more direct than any other-rendering safe and pleasant inland navigation and railroad transportation, without the exposure in the winter months to the boisterous navigation of an outside passage; or the monotony and fatigue attendant upon a trip the whole distance in the cars. The distances on the route are as follows:Steamboat Route; New York to Stonington... Stonington and Providence Railroad......

Boston and Providence Railroad......

125 miles. 50

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Showing a total of 218 miles. The Stonington and Providence, and the Boston and Providence Railroads now connect near the center of Providence, and there is no change of cars or luggage.

• Nine months' reports.

+ Leased to the Western Railroad Corporation.

FALL RIVER RAILROAD.

The annual report of the Directors of the Fall River Railroad, published in December, 1850, exhibiting its financial condition, shows a large increase, as compared

with the previous year.

The receipts for the year ending November 30th, 1850, have been as follows. From

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Showing a balance of assets of $110,712 77. Of this balance, the Directors have ordered to be credited to accounts of constructing road, and equipments $84,000; leaving a balance of surplus or reserved fund of $26,712 77. The increase for the year 1850, was $210,080 73; in 1849, it was $174,043 08; showing an increase from, in favor of 1850, of $36,037 65.

This road, as we have taken occasion to remark in former numbers of the Merchants' Magazine, is one of the best managed in the country, and forming, as it does, in connection with the unrivalled steamers, that ply between New York and Fall River, a very desirable route, for the traveling public, between the cities of New York and Boston. We saw it stated, and alluded to the fact, at the time that it was in contemplation, to extend the Fall River Road to Boston, and thus avoid the use of the Old Colony Railroad, (which, however safe it may be for travelers,) is now managed by a Board of Directors, that from ignorance, or something less pardonable, fail to secure, in their official capacity, either the interest of stockholders or the confidence of the public.

OPENING AND CLOSING OF THE LEHIGH CANAL.

The following table shows the time of the opening and closing of the Lehigh Canal, in each year, from 1840 to 1850, inclusive :

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LUMBER SHIPPED BY THE LEHIGH CANAL.

The following statement of the quantity of lumber shipped by the Lehigh Canal, in each year, from 1843, a period of eight years, is derived from an authentic source:1850.... feet. 41,593,070 | 1847.... feet. 28,103,023 | 1844.... feet. 19,850,655 27,124,946 1843... 17,944,020

1849.

1848.

33,867,816
31,076,781

1846.
1845.....

"RAILROAD ENTERPRISE IN INDIANA."

....

25,257,584

Under this title we published in the Merchants' Magazine, January, 1851, page 125 the statistics of railroads in Indiana, embracing the length of all the roads constructed and in course of construction. The length of each road, in that statement, is correct; but the printer in the footing up, substituted four for one, making the total read 4,205, instead of 1,205, the real number of miles finished or constructing.

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