In comparing these two tables, I find the increase of crime with a decrease of education nearly agreeing in Austria Proper, in Moravia, Silesia, Bohemia, in Interior Austria, and even in Dalmatia, where the numbers are too small to furnish a fair and accurate judgment. But on the reverse, the Tyrolese, one of the noblest and bravest races of the world, sending nineteen-twentieths of their children to school, give more occupation to Austrian judges, than all the other provinces of the empire, except Dalmatia-the common asylum of fugitives from lawless Turkey, and Galicia, whose Polish inhabitants, shunning, like their brethren in Prussia, popular instruction, send only the ninth part of their children to school, and furnish at the same time by far less criminals than Interior Austria, Tyrol or Dalmatia, In relating these facts, which are probably much less contradictory than we might judge at first glance, I cannot help saying, after having stated my belief, that besides the influence of instruction there are many more elements which contribute to the increase or decrease of crime, (one of the principal of which is the pursuit in life) that more than any thing seems to depend upon the manner of elementary instruction, whether it be a mere mechanical one in reading, writing, arithmetic, and some geographical and historical knowledge, confining the highest information to the reading of the Scriptures, and to committing biblical verses to memory, or whether it is one resting on a religious and moral foundation, where all other knowledge imparted to the child, finds its test and its confirmation. more remarkable than its inclination to undervalue all PHILADELPHIA, 20th January, 1835. From the Pittsburg Gazette. OLEAN AND BUFFALO. Having had some curiosity to know at what time the navigation of the Allegheny river from Olean to Pittsburg usually commences in the spring, we yesterday called This opinion, though it diminishes in value the test on Mr. Joseph Welsh, who keeps the tavern at which of the information of convicts, which ought to be com- many persons from that country stop, to get informapared with what we have not, an accurate knowledge tion on that point. In reply to our question, he furnhow many of the present adult population of any coun-ished us the following statement, taken from his books. try in the world have been instructed or educated is not The first arrival from Olean was, in new. It has been maintained and even promulgated, in all parts of the world, by candid and benevolent statesmen and philanthropists. In this country, we find Governor Wolcott saying as early as in 1826, in his message to the legislature of Massachusetts: "As high mental attainments afford no adequate security against moral debasement, it appears to be indispensably necessary that we should unite with our neighbors, and with all virtuous men of the present age, in maintaining our share in the great conflict which is prosecuting, of virtue against vice."+ Even eight years earlier, John Falk, the same who founded in 1813, the first House of Reform for juvenile offenders, said in a petition to the Chambers of the Grand Duchy of Weimar: "Of what use or advantage to the commonwealth are rogues that know how to read, to write or to cypher? They are only the more dangerous. The acquirements mechanically imparted to such men, can serve only as so many master keys put into their hands to break into the sanctuary of humanity." To close these remarks by a similar statement from Great Britain, the connecting link between the experience of the eastern and of the western continent, I subjoin the following passage of an eminent medical writer: "There is no one characteristic of the present age The great amount of crime in Tyrol, may be, perhaps, accounted for, by the character of the Tyrolese, who, like most mountaineers, prefer, in their spirit of independence, to revenge a wrong, rather than to go to law, and by the circumstance that a very great number of the male population of Tyrol annually travel into foreign countries as pedlars, with goods manufactured at home.-LIEBER. First Report of the Managers of the Society for the Improvement of Prison Discipline. Boston, Second Edition, page 83. 1831, on the 30th of March: 1853 66 66 31st We believe that the harbor at Buffalo is not usually open before about the first of May, or certainly not earlier than the 24th of April. So that New York would have an outlet to the Ohio, by the way of Olean, at least one month earlier than by Buffalo. In that time a steam boat could run from Olean to St. Louis, discharge and receive cargo there, and return to Olean. The dates above mentioned are the times when rafts arrived at Pittsburg from Olean, so that they must have left the latter place five or six days earlier.This statement of facts exhibits the importance of the Rochester and Olean canal, and the Erie rail road in a strong light. Since writing the above paragraph, we noticed that the Legislature of New York have rejected the bill in relation to the New York and Erie Rail Road. The neglect to make this road will deprive the city of New York of some of the advantages which she might enjoy by the navigation of the Allegheny from Olean. the 15th of April, that is, about three weeks later than The New York Canal, not usually being open before the average time of the opening of the Allegheny river from Olean. The Rail Road, being available earlier, would be adopted to deliver merchandize at Olean, until the Canal would be opened. But, even throwing out of view the Rail Road, if the Rochester and Olean Canal was completed, it would be navigable three weeks earlier than the Lake at Buffalo. • London Medical Repository.-New Series. Vol. iii. p. 337. CANALS AND RAIL ROADS COMPARED. Several articles have heretofore appeared in the progress of the Register, tending to exhibit the comparative merits of the two modes of improvement, by canals and roads. Information on this subject has been deemed of importance, and we have believed it one in which our citizens are deeply interested. A report has lately been sent to us from the State of New York, made by the Canal Commissioners to the Assembly of that State on the 16th of March, 1835, accompanied by the opinions of "three civil engineers, of experience in the construction of Canals and rail roads," which we now commence to lay before our readers. REPORT Of the Canal Commissioners on a resolution of the Assembly of the 23d February, relative to the cost of canals and rail roads, The Canal Commissioners, in obedience to a resolu. tion of the Assembly, under date of the 23d ultimo, requesting them to report "at as early a day as conveniently may be, a statement showing the average relative cost per mile of canals and rail roads, the average relative expense annually of repairs and superintendence, and the average relative charges per ton, or other given quantity for transportation; and also, whether in their opinion, any, and what articles of produce, merchandise, or manufacture, can or can not, having a due regard to the saving of time, as well as other circumstances, be more advantageously conveyed on rail roads than by canals, with the reasons for their opinion, and such observations on the general subject of this resolution, as they may deem appropriate to guide the action of the Legislature in reference thereto," respectfully submit the following REPORT: The subject submitted to the consideration of the Commissioners, is interesting in its character, and of some puble importance. The comparative cost of constructing rail road and canals, the comparative cost of transportation, and the comparative expense of superintendence and repairs, are subjects which have occupied a large share of public attention; and respecting which, many speculative opinions have been advanced. At one period, the public were assured with some degree of apparent confidence, that rail roads would supersede canals; and it will no doubt, be recollected by many, that inquiries were made as to the probability of converting the Erie canal into a rail road. Experience has gradually developed the relative utility of canals and rail roads for the transportation of property. We think the period is not distant, if it has not already arrived, when the superior advantages of a canal over a rail road, as a means of conveying property will be indisputably demonstrated. It is believed that it will not be difficult to show, that the expense of transportation on rail roads, is very materially greater than on canals. In addition to this there are other important considerations in favor of canals. The individual who becomes the carrier of his own property, has the advantage of paying nearly one half of the expense of transportation, in the regular course of his business; and the cash disbursements often do not much exceed the payment of tolls. To the farmer, the profits on return freight in many instances gives a full indemnity for the expense of taking his cargo to market. On rail roads the proprietors must necessarily be the carriers; and this is the general practice. tempt has been made to permit an indiscriminate use of It appears that in the State of Pennsylvania an atrail roads. On this subject the Canal Commissioners of that State, in their last annual report, remark as follows: "Before quitting the subject of rail ways the Canal Commissioners take occasion to remark, that the experience of the past season has convinced them that these roads, either as it regards revenue, facilities to trade or general accommo 'ation, will not answer public expectation, if thrown open like public highways, to be used indiscriminately. Every person who has paid the least attention to the transportation upon them since they were opened, must be convinced that an unrestrained and indiscriminate application of motive power is attended with danger, delays and interruptions. Safety, regularity and punctuality must first be secured, before those important links in our great chain of improvements can fully answer the purpose for which they were designed, and the board are decidedly of opinion that this desideratum is only to be obtained by the Commonwealth furnishing all the motive power, and directing its application." There is some difficulty in furnishing an accurate comparative statement of the cost of constructing canals and rail roads. The character of the country in which a canal, or rail road is situated, and the manner in which they are constructed, have an important influence in determining their cost; and unless the prominent circumstances which have a bearing on this question are understood, it would be difficult to do more, than furnish an approximate estimate. To furnish a statement of the actual cost of several canals, and rail roads, with a brief allusion to the prominent features which have a bearing on the question of cost, is the best evidence which can now be furnished, in answer to that branch of the inquiry. The relative annual expense of superintendence and repairs, is not the subject of estimate on any fixed data; but must rest on experience. This expense would depend on circumstances which are hardly similar in any two cases. The character of the country, the permanency which is given to the work in its first construc tion, and the amount of business, governs this question to a great extent. The Erie Canal was commenced in 1817, and com. pleted in 1825. Every part of it has been in use 10 years, and some parts of it 15 years. In this period many of the structures of wood have been twice renewed, and all of them once. Several important improvements have been made, such as the widening of aqueducts, &c., and the banks on much the largest portion of the line, have been faced with stone and timber.— The great facilities which are furnished to accommodate the large trade which is done upon it, by removing bars and deposites in the bottom of the canal, guarding against breaches, their prompt reparation when they occur, gravelling the towing path, attendance at the locks, &c. &c. exceed the expenses which ordinarily occur on canals, and is much greater than would be necessary where a limited amount of business is done. A canal may be compared to a common highway, upon which every man can be the carrier of his own property, and therefore creates the most active competition, which serves to reduce the expense of transportation to the lowest rates. The farmer, the merchant, and the manufacturer can avail themselves of the ad- A statement of the average annual expenses for suvantage of carrying their property to market, in a man-perintendence and repairs, from 1828 to 1835, will furner which will best comport with their interest. nish the most accurate information which can be given in regard to this expense. Much of the property which passes on the canals is carried by transportation companies; but the largest portion is carried by individuals and small associations. The annual expense of repairing rail roads has not yet been developed by experience. The Manchester and Liverpool rail road was comin both directions; more frequently it is 2, 3 and 4 to 1. pleted in 1830. The Baltimore and Ohio rail road, in To obtain the most favorable graduation to the trade 1831; and the Delaware and Hudson rail road, in 1829. to be accommodated, it is essential that it be uniform, These companies have severally given a particular or nearly so; which the route would not often admit statement of the actual annual cost for superintendence without too great expense, and in some cases would be and repairs. But this expense will fall short of a true impracticable. On important lines for general trade average after the lapse of time within which the wood that have any considerable extent, there will from the work of these roads must be renewed. character of the country, often require a level, and sometimes a small ascent in the direction of the greatest trade; and it would be a a favorable compromise to exchange all acclivities and declivities for a level road. Though there would be exceptions, still it is believed a level road would afford a fair standard, in determining the general question of utility. The proprietors of these roads have furnished a detailed statement of the actual cost of transportation, independent of tolls or profit to the company; compared with the actual cost of transportation on the Erie canal, will furnish the best data which can now be given, of the relative expense of transportation on canals and rail roads. The Commissioners have not had it in their power, since the receipt of the resolution, to which they are now replying, to investigate this subject with that care and attention which its importance demanded. One of the acting Commissioners is absent, on account of severe indisposition in his family, and another has been in feeble health. Under these circumstances, and with a view of giving the subject a speedy and careful examination, they called to their aid John B. Jervis, Holmes Hutchinson and Frederick C. Mills, Esqs. civil engineers, of experience in the construction of canals and rail roads. Their report, accompanied by several interesting tables, is herewith submitted. The Commissioners have examined this report, and believe the general results to be correctly stated. This report contains all the information which can now be given in answer to the several inquiries submitted to their consideration. March 17th, 1835. WM. C. BOUCK, REPORT Of John B. Jervis, Holmes Hutchinson and Frederick C. Mills. Below will be found a statement of the cost of sever al rail roads, and in some cases the cost of transportation. It is to be regretted that more authentic information of a practical character is not in our possession. The authorities as well as the facts, are stated to show the weight which they are entitled to. In some important cases they are authentic; and these will be adopted as the basis of our conclusions. Baltimore and Ohio Rail Road, From Baltimore to Point of Rocks, 671⁄2 miles, by report of chief engineer, (October, 1832,) this section was stated to be nearly complete, and the cost $29,193 per mile. In a document of second session 22d congress, No. 93, it is asserted this road had then cost nearly $34,000 per mile: We have examined the subsequent reports of the directors and their officers, and find nothing to change the statement of $29,193 per mile. The grading of this road is done in a substantial and durable manner; over 3 of the superstructure is timber sills and rails, capped with an iron plate: (or 26-100) is stone rails capped with iron plates, and 1-17 is timber rails on light stone blocks. The cost of transportation for the year ending 31st September, 1834, as per report of superintendent of transportation, was for motive power and all other To the Honorable the Canal Commissioners of the State of charges, (excluding repairs of road,) except interest Gentlemen New York. We have examined the question you submitted to our consideration, in relation to the relative cost of construction and repairs of canals and rail roads, and also the relative expense of transportation, and present in the following report, the facts and views we have been able to obtain. The importance of the subject compels us to regret, that more time could not consistently have been taken, to obtain further facts, and allowed us to carry the investigation into greater detail. We have felt compelled in a great degree, to confine ourselves to an exposition of prominent features, in the two methods of facilitating internal communication. We believe, however, the facts presented, and the exposi tion of the bearings of those facts, will be found useful, in leading to correct conclusions in regard to the ques tion under consideration. RAIL ROADS. The utility of rail roads is materially, and in some respects, peculiarly affected by the ascent and descent that is overcome, and the relative amount of trade requiring transport in opposite directions. For instance, a rail road requiring transport only in one direction, would be most favorable with such a declivity in the direction of the freight, as would require the same power to move the loaded wagons, as would be necessary to return with the empty ones: and this declivity would decrease in cases requiring transport in both directions, and become level when the freight was equal. In this country, it rarely occurs that freight is equal and fund for renewal of wagons, $62,348 57 37,500 00 99,848 57 Total cost of transportation, exclusive of 116,254 79 The expenses the previous year are stated by same report to have been higher: but as we have not the detailed statement, we cannot give the exact dif ference. The rail road has ascents, descents, and curves, which affect the economy of transportation. In regard to curves, this road may be considered as having more than is usual on rail roads, designed mainly for general trade. All lines of rail road, of any considerable extent, will be curved more or less, according to the character of the country through which they are constructed. It is the fast object to have it straight, and next, the lightest curvature the country will admit. The mini If we calculate on a uniform ascent of 18 feet per mile, we shall not probably vary essentially from the true economy of the case It has been observed, the freight is as 2 to 1 in the The weight opposite direction, being least westward. of the wagons will probably be of the gross load; and for computation, we may assume the wagon to weigh one ton; and consequently the freight eastward will be 2 tons and that westward 1 ton. mum will therefore, be determined by local circum- the higher rates of ascent is generally less than one stances. While it is considered this road has more cur- mile, and alternate with those of medium rate; except vature than will occur as a general average, it is obvi- near the inclined plane. In view of the character of ously impracticable to determine what this average this division, it is believed animal power will allow such may be. The chief engineer, J. Knight, of this (Balt. variations, as to accommodate the varying resistance, and Ohio) rail road, made experiments on the increas-with nearly as much economy as on a uniform ascent. ed resistance produced by curves, which led him to the conclusion, that in a curve having a radius of 400 feet, the traction was increased 50 per cent. If locomotive engines were used, then loads would be regulated by the greatest resistance they had to overcome, on any part of the route; but a horse can increase his effort, for a short distance, which enables him on a road that has occasionally, sharp curves or ascents for moderate distances, to perform a greater average of useful effect, than can be obtained from locomotive steam power.The freight business for this road is performed by horse power. The sharpest curves generally occur in short distances, intervening between straight lines and larger curves, and will not, therefore, affect the cost of transportation to so great a degree as if locomotive steam power was used. If we assume 10 per cent. of the resistance on a level and straight line, as the excess over a general average arising from extra curvature on this road, and apply it to the section between Parr Ridge and Baltimore, we shall not probably be far from its true influence on the cost of transportation. The next, and most important question that affects the cost of this transportation is, the ascent and descent. The character of this road in relation to its elevations, seems to indicate the propriety of dividing it into sections, and applying on each, the power necessary, without regard to the other. The following divisions have therefore been made, to wit: 1st. From Baltimore to Parr Ridge, foot of 1st in clined plane-length, 404 miles; ascent westward, 590 feet; descent, 23 feet; total, 613 feet; ascent averages 14.75 feet per mile. 2d. Embraces the 4 inclined planes that pass Parr Ridge, 1.94 miles; ascent and descent, 429 feet, viz: No. 1, 2,150 feet, rise 7 80 ft. 2, 3,000 26.75 -99. Total ascent 179 feet 420 3d. From foot of plain No. 4, to end of continuous declivity westward, 114 miles; total descent, 285 feet; average, say 25 feet per mile. 4th. The remainder of road, to point of rocks and branch to Frederick, a fraction over 16 miles; descent westward, 169 feet; average 10.56 feet per mile, ascent westward, 131 feet. Total rise and fall, 300 feet. The resistance from friction is taken at 1-250 of the gross load, the velocity being low. On a level this will require nearly 9 pounds per ton, on an ascent of 18 feet per mile gravity will be 1-293 of the load, or 7.64 pounds per ton. The wagon and its freight going westward, makes a gross load of 2 tons; the resistance To carry on will therefore be 9+7 64x2-33.28 lbs. a level road, a load which including wagons would be 3 tons, the resistance would be 9×3-27 lbs. The road with a few exceptions, descends eastward or is level. The ascents are small and so near the eastern termination, that, in the average, less power would be requir ed than on a level; but we require 33.28 lbs. to move westward, after providing for varied effort by the animal. Now, as a general result, we could not expect a more equal ratio of freight in the two opposite directions than in this case, and if 27 lbs. is required on a level, we have an excess of power to provide for the load moving westward, of 33.28-27-6.28 lbs., and as this will return with the opposite load, we have extra power for the two directions-12.56 lbs. more than required for a level road, or 23 per cent. extra. This added to the extra curvature of 10 per cent, raises the extra traction to 32 per cent. on this section. The cost of the moving power is nearly 2-5 of the total expense, and 32X.40-14.80, say 15 per cent. the cost of transportation over a level road; and 40.25X.15-6.03, or equal an increase in the length of this division, of 6 miles. 2d division. The total ascent westward is, on the inclined planes, Nos. 1 and 2; their total length is 5,150 feet, and ascend at an average rate of one in twenty-eight and three fourths. It is obvious, the load moving westward will determine the expense of pow er, as that in the opposite direction on these planes will descend by its own gravity, requiring only the expense of breakmen to control its descent within a safe velocity, which may be done by part of the drivers, whose teams could be led back by others. In moving up this ascent, a horse would require 35 per cent. of his power to overcome the gravitating force of his body; but as he would be loaded only in one direction, and the length of either plane but little exceeding half a mile, it is believed to be a fair estimate to compute in this case, the useful effort of his power, as equal We have one ton of The ascent westward, for the 4 divisions, is 900 feet. what it would be on a level. Total ascent and descent, 718 1,618 goods and one ton of wagon, making a gross load of 2 The 3d and 4th planes descend westward; their total |