Page images
PDF
EPUB
[blocks in formation]

described, and reserved to himself the right of altering
or cancelling the said deed; and afterwards proposing to
settle other rents charge and appoint other trustees for
the same purposes, he cancelled the said d ed, and partly
prepared another which he did not live to complete. By
his last will in 1749 he reserved from his residuary
estate, and devised two rents charge declaring them to
be intended for the use of the said institution. After
his death William Logan and James Logan, his sons,
and his daughter Hannah, and his son-in-law John Smith,
his heirs and executors, induced by the same laudable
motives, and desirous of carrying the intention of their
father into effect, by deed dated 21st of August, 1754,
conveyed to Israel Pemberton, Jr, William Allen,
Richard Peters and Benjamin Franklin, in trust, the
lot and house before mentioned, together with all the
books therein deposited. The uses and trusts of which
settlement were briefly as follows-"That there should
be a perpetual succession of trustees, part of whom
should be of the descendants of the said James Logan
the elder, preferring the male line to the female as long
as any of his descendants remained; that one of his male
descendants, taken in priority of birth, should be the
Librarian of the said public Library, with power of em-
ploying deputies; that the Library should be open for
the public use of the citizens, and that books might be
borrowed thereout under certain restrictions. They
also conveyed for supporting the expenses of the insti-
tution, and for enlarging the collection by the purchase
of other books, the said rents charge devised in James
Logan's will.
These consist of a ground rent of £21
sterling per annum issuing out of a tract of land of 396
acres in Solebury township, Buck's county, at present
owned by and in the occupancy of Samuel D. Ingham,
Esq. and also another rent charge of £10 sterling per
annum issuing out of a tract of two hundred adjoining
acres. These ground rents have clauses of increase,
and in about thirty years, the time specified for the first
increase, these large and valuable tracts are expected
to yield a revenue very nearly if not quite equal to the
present income of the Library Company of Philadel.
phia. Beyond thirty years it were useless for us to look,
suffice it to say it will go on increasing with the rise of
property."

415

pointment of a third, from some cause, has thus far been deferred. By the above arrangement it will be perceived, that the Directors of the Library Company of Philadelphia are always a majority, and the circumstance of the descendants of the founder retaining an interest in its management for any bad purposes is ef fectually guarded against, though the honor is one with which they may justly be gratified.

It surprises many to be told that there is no charge for using this valuable collection, and yet it is literally true. The only requisitions are, that the borrower deposit with the librarian double the value of what he borrows, which deposit is subject to his order on the return of the book, and that he return or renew his book at stated periods.

As the Loganian Library is thus placed on a permament footing and is free to all, and has moreover alrea dy a large income from its accumulated funds, it be comes an interesting question for the reading public, to whom it in fact belongs, whither another institution shall be formed of a similar character, or whether the funds shall be concentrated for mutual benefit. In foreign and classical books (as well as in standard English works) and in the best old medical authors, it is par ticularly rich: all must acknowledge that when these can be had for nothing, it is only necessary to supply such as are wanting.

The additions made to the Loganian Library of late years are extremely valuable. Mr. Mackenzie's bequest, and the very large collection of rare and curious books purchased from his executors on very favorable terms, while it has more than doubled the numbers, has also made it so complete as to furnish most of the stock authors both in the living and dead languages. The number of French books is not precisely ascertained, but a perusal of the catalogue, it is believed, would astonish many who have sought in vain for what was so near at hand, without knowing that there was a catalogue distinct from that of the Library Company. The above remarks were hastily thown together at the request of several gentlemen who are convinced that a public benefit will accrue from a more general knowledge of the fact, that there is an extensive library of choice books belonging to the public, from which they can read without incurring any expense whatever. S.

LAW OF PARTNERSHIP.

The Loganian Library was now opened for public use, according to the above provisions; but after the death of William Logan, who was the first librarian, the voca tions of the other trustees, the situation of public affairs, and other causes, suspended the operations of this lib. INTERESTING TO RESTAURATEURS.-A case was deeral institution, although the books were found to be in cided at Philadelphia lately, by which one of a good condition. By the will of William Logan, an addi-party of four persons, who had spent the evening at a tion was made to the collection of near one thousand vol- public house, was compelled to pay the whole bill, his umes, making the whole number 3500. companions having neglected to "pony up" their proportions of the expenses. The case is reported in the Bulletin. The defendant held, that as he had not drank the whole, nor ate the whole that was ordered, but only a fourth part thereof, he was responsible for payment only in that ratio.

James Logan the younger, now the only surviving trustee of the institution, requested the Legislature, in 1792, that pursuant to an agreement made between him and the Dirictors of the Library Company of Philadelphia, the said house and lot, two rents charge, and the books and other things in the said messuage contained, The Judge was of a different opinion. A company might be vested in the Library Company of Philadel-assembled at a public house, can be considered by the phia, and that power might be given to make such pro- landlord only as one person; they have joined themvisions as most effectually to render the institution selves together, and he has no right to put them asunbeneficial to the public, consistently with the design of der. He cannot say to one, as he enters, "you may the founder. This was granted and an act accordingly drink," and to another, “you shall not," nor ask any passed, vesting the whole in the libaary company, the one whether he has money to pay for his reckoning. Directors of which, with James Logan and such two One may treat another, for what he knows, or he may other trustees as he might appoint, to be trustees, to treat the whole. It is a partnership for that night, and make by-laws, &c. provided the books be always kept what right has the landlord to inquire who finds the separate, to be called "The Loganian Library," and capital? They are equally accountable to him for the for continuing a succession of three trustees, composed whole debt. It is not enough that one pays his part, he of the descendants of the said James Logan, the elder, must take care that the whole is paid, that is his conor of persons appointed by such descendants. In case cern, not the landlord's, of the minority of such descents, or of their not residing within seven miles of Philadelphia, the survivor or survivors shall supply vacancies. The present oldest male descendant is Albanus Logan, Esq., who, with James Smith, Jr. Esq., are the associate trustees. The ap

When the partnership dissolves, whether it be at midday or at midnight, every partner is responsible for the debts contracted in the partnership. If one man breaks a glass, it is nothing to the landlord who broke it; he can charge it to the company, as well as its con.

[blocks in formation]

tents, and they must settle the mafter with the individual. One man with money might bring a dozen without, who, being strangers, the landlord is deprived of his property and his remedy. He can take any of the company, and he whom he takes may demand his shares from the rest.

The defendant declared that he had never heard so much law and good sense in his life; and that the decision and opinion put together, was worth the money it cost him; he would pay the bill, with costs, and remember it for his future government.-Poulson.

ANTHRACITE COAL.

The following calculation exhibiting the saving in the use of Anthracite coal in the place of wood, in the manufacturing of hats, is the result of information obtained from several persons engaged in this business at Reading, who have adopted the former fuel, and may be confidently relied upon.

Three pecks of coal are sufficient to keep boiling throughout the day, a batters kettle, requiring six hands. This is equal to 44 bushels per week. The quantity of wood consumed in the same operation per week, is one cord. This fuel requires one hand to be constantly employed at the fire alone, only three hands being at the same time enabled to work at the kettle, connected with the business. Thus one ton of Anthracite coal

would be equal to at least six cords of wood, and at the same time furnish employment for double the number of workmen, as well as save the unprofitable labor of one hand in the manufacturing of hats. The greater uniformity in heat obtained by burning this fuel is said to be another very important advantage in this business, as the coloring is liable to injury from a variation.—Miner's Journal

For the information of those immediately interested, we subjoin an account of the shipments of coal from the three ports, which may be termed emphatically the "Pottsville Region." "The Schuylkill coal reg on," will embrace also the business of the Little Schuylkill Company," who will deliver their coal at Port Clinton. about 16 miles below this place. Their operations will be vigorously carried on next year, and their shipments regularly reported in this paper.

PORT OF POTTSVILLE.

Delivered on the Landings from the Mount Carbon Rail Road, and from mines adjoining the navigation,

PORT CARBON.

Delivered on the landings from the Mill
Creek and Schuylkill Valley Rail Road,
SCHUYLKILL HAVEN.
Delivered on the landings from the Western
Branch Rail Road,

26,940

[blocks in formation]

DECEMBE

Thermometer.

30

29 Can 1 boats frozen in ice about one
inch thick,

30 Clear, ice about two inches thick
in the canal,

1 About three inches additional snow,
some sleighs out,

2 Overcast,

[blocks in formation]

32

32

26

[ocr errors]

24

28

28

26

16

6

Do.

16

[blocks in formation]

The severity of the cold and great change, since my note of the 13th, has induced me 10 offer a few addi. Yesterday the Thermometer was at 20-judge my surprise at finding it this morning as low as 6-the quiet of the air and solemn cast of the heavens induced me to suppose there would be little variation, when placed in the external air-but in less than ten minutes it fell to 2 degress below Zero. On the 10th instant I filled my ice house from the channel of Mill Creek, with fine pieces a foot thick.-In haste. Yours truly,

[blocks in formation]

We are indebted to our Senator, Mr. Hassinger, for the Auditor General's Report, which occupies a considerable portion of the present number-and have also received through the attention of the same gentleman and our representative, Mr. Kirk, the Canal Commis33,773 sioners' Report, too late for publication this week. It is a voluminous document, and will occupy most of our next number. At this season, many long reports and other state papers press upon us, which, as they do not in general find a place in other publications, we consider as adding much to the value and importance of the Regis ter, although they may for a time abridge the space which would otherwise be occupied with a greater variety of matter.

17,292

Tons, 78,005 About 200 tons of refuse coal were also shipped from the above places, for which toll was paid. This would make the shipments from this region about 80,000 tons.-Ib.

Bituminous coal is used in stoves in our borough, and The severity of the weather and the obstruction of is preferred to anthracite. The mine now open is dis-our rivers by ice still continue. There have been many tant about twelve miles from this place, and coal is serious disasters upon our coast and in our bay. Serbrought to town and sold for about $5 per ton, which eral vessels destined to this port, have arrived at New is found to be cheaper than wood.-Towanda Settler. York, after having been within our Capes. PORT CARBON, 12th Dec. 1831.

Dear Sir

In compliance with your request I furnish here, with an extract from my diary of the weather from the 25th ultimo. The temperature is noted about 8 A. M. from a Thermometer shielded by a frame building from the wind and immediate action of the external air-and

Roberts Vaux, Esq. has, agreeably to a notice former ly given, resigned the office of President of the Board of Control of Public Schools for this district, which he so faithfully and zealously occupied for fourteen years. The correspondence which took place on the occasion

does not indicate by several degrees, as low a temper-between Mr. V. and the Board, must be reserved for a ature as it would if exposed to the open air.

future number.

HAZARD'S

REGISTER OF PENNSYLVANIA.

DEVOTED TO THE PRESERVATION OF EVERY KIND OF USEFUL INFORMATION RESPECTING THE STATE.

[blocks in formation]

the contracts, except those for laying the rails on the Columbia and Philadelphia rail road: "It is further agreed between the parties, that when the superintendent on this division shall give notice in writing or by public advertisement, that the sum of money appropriated towards the expenses of this division for the pre

SIR-By order of the Board of Canal Commissioners, I have the honor of transmitting to you their annual re-sent year, shall have been expended, that any subseport, and accompanying documents.

JAMES CLARKE, President.

quent labor performed under this contract shall not be considered as incurring a debt against the state, contrary to the true intent and meaning of the 7th section of This was deemed in

The Canal Commissioners respectfully submit the follow-the act of the 21st March last."

ing Report:

Since the annual report of the canal commissioners, made on the 21st of December, 1830, the members of the board have suffered severely from sickness, and have to record the death of their late talented president, by disease contracted in the discharge of his official duties. A devoted attention to the important interests which were confided to his care, a sincere de

sire to economize the funds of the commonwealth, and an inflexible determination to exact from her agents, made subject to his control, a fulfilment of their obligations, were conspicuous traits in his public character, which entitle his memory to be cherished with grateful respect by the citizens of his native state,

In obedience to the injunctions of the law passed on the 21st of March, 1831, entitled "An act to continue the improvement of the state by canals and rail roads," ," the canal commissioners have put under contract 266 miles, and 311 perches of rail road, canal, slackwater and towing path; of which 3 miles and 251 perches are feeders, that were found to be necessary, as will appear from table marked No. 1. The several lettings were fixed at the earliest period it was practicable for the engineers to have their lines prepared, and for the board to attend them successively. Inasmuch as the law required the twenty miles of the Columbia and Philadelphia rail road west of Philadelphia, to be finished and made useful for transportation with the least possible delay, the board had it first placed under contracts There are 32 miles of single track, and 49 miles and 11 perches of double track of the Columbia and Philadelphia rail road, and 36 miles and 221 perches of double track of the Allegheny portage road, for which contacts have not yet been entered into for laying the rails, but with this exception, table marked No. 1. contains the whole work authorized to be put under contract by the act of the 21st of March last.

In addition to those lettings, the superintendents up. on the several lines have re-let, at various times, 75 sections of canal and towing path, 5 sections of rail road formation, 29 miles of laying rails, 4 viaducts, 3 aqueducts, 13 dams, 13 locks, 13 culverts, 66 bridges, and a great variety of smaller jobs, have had to be relet, and re-re-let during the season, all of which were examined and revised by the canal commissioners. 1022 contracts have been revised and approved since the 11th of May last.

A form of contract for canal sections accompanying this report, and marked A, contains the general stipulations and provisions in all the canal and rail road contracts.* The following article has been inserted in all

[blocks in formation]

dispensable, in order to comply with the obligations the board were under to carry the other provisions of the law into effect, which required them to place the work on the several lines therein named under contract, and appropriated a specific sum for each towards the expenses thereof for the present year.

By the table marked no 2, it appears that the aggrework required by the act of the 21st of March, 1831, gate of the present estimates for completing the whole amounts to

From which deduct the amount of work done and paid at the last monthly estimates,

Of this quantity of work there has been done but not yet paid,

Whole amount of work yet to be done,

The whole amount received by the treasurer of the board since the last Report, for canal purposes, and up to the 1st of December, is

5,412,242 66

499,133 25 4,913,109 41

80,528 97 4,832,580 441

To which sum add the balances refunded,

[blocks in formation]

2,087,922 16 4,780 21 $2,092,702 37

2,092,702 38

418

REPORT OF THE CANAL, COMMISSIONERS.

[DECEMBER

Of the sums advanced as above stated, the sum of entertained by the board of the sufficiency of either $249,449 83, was in the hands of the several superin-their skill or capital for the undertaking; but on the 8th tendents and supervisors on the 1st of December, the of June the board were advised that they had declined greater portion of which sum has been expended, and signing the contract. It was immediately advertised the accounts are in a train for settlement. for re-letting. To the time required by law for adverThe sum advanced to superintendents on tising, to give an opportunity for suitable bidders to get account of new work, 610,879 73 notice, and to the absence of the board, attending to From which deduct amount paid, as duties required of them in other and distant places, and above stated, 499,133 25 to the sickness of the late president of the board, to whom the proposals were transmitted by the superindent, is to be attributed the apparent delay which took place in re-letting this important work. It was not, therefore, until the 3d day of August, that it was re-let to Lathrop, Ives and Brown, who were the lowest bidders, and some of whom the board knew to possess the requisite skill and capital. But here, again, the board and the public were disappointed in their expectations, for the latter contractors also relinquished the job. The 1,109,170 70 viaduct was again let on the 1st of September, to Dodd, Bishop and Brittain, bidders at the re-letting who have entered into a contract, and have since been prosecuting the work as vigorously as the advanced season and other circumstances would permit. It is thought that it may be completed for public use by the first day of December next.

Balance in the hands of the superinten-
dents,
Amount in the hands of the treasurer, as
above stated,

$111,746 47
207,527 07
789,897 16

Balance of the loan authorised by the act
of the 21st of March last,

Balance of the appropriation of the last
year,
Amount yet to be paid upon the work
authorised by the act of the 21st of
March last, as above stated,
Deduct the above balance of last years
appropriation,

4,913,109 41
1,109,170 704

$3,803,938 70 Which sum of $3,803,938 704 is the estimated sum yet required to finish the whole work authorised by the act of the 21st of March last.

It may be proper here to remark, that the cost of the work yet to be done has been estimated at the contract prices, with a liberal percentage added to cover contingencies; and although estimates have heretofore proved little else than their own fallacy, yet the board believe the above is ample and may be relied upon. Having presented the general operations of the board, under the act of the 21st March, 1831, they will now proceed to detail the progress made in the work and its character, on each of the lines separately. COLUMBIA AND PHILADELPHIA RAIL-ROAD. As stated above, 39 miles and 248 perches of road bed formation, and the laying a single track of rails on 20 miles of the road next to Philadelphia, were placed under contract on the 11th of May last. In 39 miles, 248 perches of road bed formation, is included the distance between the western shore of the river Schuylkill and the intersection of Vine and Broad streets; and previous to the allotment of the work, the mayor, aldermen, and citizens of Philadelphia, by their proper authorities, engaged to construct and continue a rail-road, from the intersection of Vine and Broad streets, down Broad street to Cedar street, agreeably to the provisions of the first section of the act of the 21st of March last. On the 18th of May, one mile and 110 perches of road bed formatlon, and the laying of a single track of rails on 12 miles next to Columbia, were put under

contract.

The amount of work done is $230,977,123 of which there has been paid $201,558 26; leaving retain ed percentage $29,418 86.

The quantity of work done falls short of the wishes of the board; not from any want of zeal or diligence in the officers or a majority of the contractors on the line, but owing to an uncommon wet season, a scarcity of laborers and consequent rise of wages, under estimates by contractors at the lettings, and to the difficulty of part of the work, and, as a necessary result, to an abandonment of a great many contracts. The board have especially to notice the effect of these causes of delay, upon the viaduct over the river Schuylkill, at Peters Island. This structure is calculated to be a road bridge for travel, as well as for passing the rail road cars; it will be 980 feet long. It was let to William and Charles Le Baron and Gabriel Heister, on the 14th day of May. These men were the lowest bidders, and no doubt was

The board have in like manner been frustrated in their calculations, by some of the contractors for laying rails, abandoning their contracts. The difficulty of procuring stone blocks of a suitable quality, has proved to be much more serious than was at first anticipated, and the consequence has been a retarding of the work, and an increase of its cost over former estimates. The present estimate of the cost of the whole work, when completed, is $2,297,120 21, being equal to $28,173 63 per mile.

The work is constructing upon the principles of the latest improvements in rail roads, and in the most substantial manner; and although the cost of it may appear to be large, yet, when the quality of the work, and the sum required to construct similar works elsewhere, are duly considered, it is perhaps as reasonable as ought to have been expected. The graduation and masonry alone, of the first twelve miles of the Baltimore and Ohio rail road, cost $46,354 56-100 per mile; and that whole road, now under contract, (being 71 miles upon the main stem of the road with double tracks, and a branch of 34 miles to Frederick with a single track, one third of the whole road to be laid with stone rails, and the remaining two-thirds with wood,) is estimated to cost $1,906,853, or $27,228 per mile. The company, in their late report, state “that it required 61 months to lay down 6 miles of stone track, and that the cost of laying with stone has been underrated in every instance." The celebrated Liverpool and Manchester rail road in England, which has been the principal cause of creating an excitement in public opinion favorable to that species of improvement, cost the enormous sum of $117,000 per mile.

While the board avow themselves favorable to rail roads where it is impracticable to construct canals, or under some peculiar circumstances, yet they cannot forbear expressing their opinion, that the advocates of rail roads generally, have greatly over-rated their com parative value. To counteract the wild speculations of visionary men, and to allay the honest fears and prejudices of many of our citizens, who have been induced to believe that rail roads are better than canals, and consequently that, for the last six years, the efforts of our state to achieve a mighty improvement, have been misdirected, the canal commissioners deem it to be their duty to advert to a few facts which will exhibit the comparative value of the two modes of improvement for the purpose of carrying heavy articles cheaply to market, in a distinct point of view.

Flour is now carried by the canals to Philadelphia from Lewistown, 211 miles for 62 cents, and from Harrisburg, 150 miles for 40 cents a barrel; and gyp

1831.]

REPORT OF THE CANAL COMMISSIONERS.

sum is taken back for three dollars a ton to Harrisburg, and five dollars a ton to Lewistown, therefore the freight (exclusive of tolls) is downwards 14 mills per ton per mile, and returning, 7 mills per ton per mile; or on an average both ways one cent and three-fourths of a mill per ton per mile for carriage.

419

of May last; but owing to the causes already mentioned, and a great degree of sickness which prevailed during the months of August and September, the work done upon it on the 15th November, 1831, amounted only to $41,992 03, of which 35,575 94 has been paid, and 6,110 69 is retained. The prominent works upon this part of the line are, an aqueduct over the Swatara 300 feet long and 18 feet wide, with a road bridge attached to it-two out-let locks of ten feet lift each, and 100 by 17 feet in the chambers, to connect the basin at Columbia with the river Susquehanna-and two lift locks

On 9 miles of rail road at Mauch Chunk, and on ten miles of rail road between Tuscarora and Port Carbon, the carriage of coal costs 4 cents, and the toll on the latter road is a cent and a half per ton per mile. The comparison will then stand thus: On ten miles of rail road between Tuscarora and Port overcoming a fall of 16 feet. Carbon: Freight per ton,

40 cents.

Toll on coal per ton,

15

[blocks in formation]

100

18

27

27

24

The entire work authorised to be put under contract on this line under the act of the 21st of March last, when completed, is now estimated to cost $133,804 52; (the out-let locks were not included in the estimate of last year,) and the estimate of the cost of finishing the work upon the 10 miles of this line, placed under contract before the 21st of March last, is $23,718 02.

It is expected that the work upon this line will be so far completed, as that the water may be admitted in

June next.

FRANKSTOWN LINE OF THE JUNIATA DI-
VISION.

This line is 38 miles and 102 perches in length, of which 22 miles and 156 perches will be canal, and 15 river. It extends from a point one-third of a mile above miles 266 perches slackwater, made by 14 dams in the Huntingdon to Hollidaysburg, where a basin 1650 feet long and 120 feet wide, has been located, and at which place a connexion is established with the Allegheny portage road. Two feeders will supply the first level -a dam will be built in the Beaver dam branch at Hol. lidaysburg, and the pool of the dam, which is crossed by the rail road, will also answer for a basin-it will be 850 feet in length and 100 feet wide. The two basins are connected by a short feeder canal 36 perches long, being of the same dimensions as the canal; another feeder is taken from the south fork of the Juniata-it is 3 miles and 48 perches long, and 10 feet wide at the bottom. On this line there are 14 dams, varying from 5 to 27 feet in height-6 aqueducts; 6 towing path bridges, crossing the river; 8 guard, and 43 lift locks, overcoming a rise of 330 feet.

The work upon the Frankstown line was placed un

On the Pennsylvania canal, in two boats, The introduction of locomotive engines and Winans cars upon rail roads, where they can be used to advan-der contract on the 1st of June, and on the 29th July tage, will diminish the difference between canals and rail roads in the expense of transportation. But the board believe that, notwithstanding all the improvements which have been made in rail roads and locomotives, it will be found that canals are from two to two and a half times better than rail roads for the purposes required of them by Pennsylvania.

The board have been thus explicit, with a view to vindicate the sound policy of the commonwealth in the construction of her canals; yet they again repeat that their remarks flow from no hostility to rail roads, for next to canals, they are the best means that have been devised to cheapen transportation. They are valuable in many situations, and particularly along courses of great thoroughfare, which will bear the expenses of their construction. They can be made to carry the United States mails and passengers, and also light valuable goods, where time is of more importance than cost of transportation.

It is expected that of the Columbia and Philadelphia rail road, 17 miles of single tract, from the Schuylkill westward, and 12 miles from Columbia eastward, will be laid by the first day of May next, and may be extended for the whole line, by the 4th day of December next, and that the entire work can be completed in two

[blocks in formation]

the work upon all the lines, operated with peculiar last. The causes which have retarded the progress of force on the Juniata, compelling many of the contractors to relinquish their jobs, and thus producing a delay of the work by the necessity of advertising it for re-letting, and procuring the sanction of the canal com

missioners to new contracts.

The work upon this line, when completed, is at present estimated to cost $698,181 56. The amount of work done, on the 25th day of November, was $84,440 15; of which there has been paid $72,255 48, and $12,184 67 is retained. It is believed that if the ensuing season is favorable, this line will be ready for naviga tion throughout, by the 1st day of October next.

ALLEGHENY PORTAGE RAIL ROAD, The length of rail road, from the east end of the lower basin at Hollidaysburg, to the west end of the basin at Johnstown, is 36 miles and 221 perches, but between the head of the basin at Johnstown, and the upper basin at Hollidaysburg, the distance is only 35 miles and 310 perches. The summit of the mountain, where the rail road crosses it, is 1398 71.100 feet above the eastern, and 1171 58.100 feet above the western basin. Connexions will be formed between the rail road and canal, by piers and slips, at both ends of each basin. These piers and slips have been set apart for the use of the commonwealth, and will occupy the whole ground, (about 100 feet wide) between the basins and the rail road, for 150 feet in length at the west end, and 200 feet at the east end of each basin.

« PreviousContinue »