weight into the length of the plane, and to divide by its height, or in other words, to multiply the weight by the distance in feet in which the plane rises one foot. If we then ascertain by a common proportion the additional weight which must be suspended in order to overcome the friction of this ascertained amount, we have at once the whole power required to produce a given effect For example, on a plane rising one foot in one hundred, or 52.8 feet per mile, 112 pounds, suspended over a pulley will keep in equilibrio 11,200 pounds, or five tons. To overcome the resistance produced by the friction of this quantity would require (supposing it the same on a level rail-way or an inclined plane,) 1-2004 tons, each set of mules making 24 trips per day.— part of the amount, or 56 pounds more. The whole weight necessary to be suspended would be 168 pounds, and the useful effect of one pound would be equal to overcome the resistance of 66. 2-3 pounds, that is to say one-third of that produced on a level rail-way. The following table will present the useful effect of a pound weight suspended over a pulley in overcoming resistance on rail roads at different angles of inclination deduced from the foregoing reasoning: a glance at it will show the rapid diminution of useful effect at every increase of velocity. The allowance for horse power given in the preceding table may possibly be supposed too small, whilst it will in general be deemed quite sufficient. It may however be a matter of some doubt whether on such rail roads as it will be for a long time advantageous to construct in Pennsylvania, (wooden rails plated with iron bars,) as large a proportion of useful effect may be anticipated, as on the cast and wrought iron railways of England. The following formula presenting a more abstract view of the subject is therefore subjoined. Supposing Then the distance in which a railway rises 1 DH2 H+DH2 the performance of a horse. T A comparison of the results of this formula with those given in the last column of the preceding table will serve to establish its correctness. It must be observed that the preceding reasoning does not apply to the case of an undulating railway, or one of short as well as slight ascents and descents. On such a railway the greater occasional efforts of the horse are compensated by his alternations of light labour, and the advantage of bringing into play new muscles, balances the injurious effects arising from his being occasionally overloaded. It may be worth while to add before leaving this subject, that experience, in the only case in our country in which it has been attempted to overcome considerable ascents by graduations, is in perfect accordance with the foregoing views. The railway of the Lehigh company at Mauch Chunk, overcomes a rise of 767 feet in eight and a quarter miles, averaging about one degree of acclivity per mile. I was informed by the intelligent gentleman to whom the affairs of the company are intrusted, that the fair performance of three mules is to transport up the plane seven empty wagons, weighing about 1450 pounds each, or making an aggregate of Two very strong horses he thought would be equal to the same task which would give 24 tons for the performance of each horse. This is less than the useful effect. of an average horse given in case 10th of the preceding table. The difference may be ascribed to the unequal distribution of the rise of the plane, & some other disadvantages. Constructed as the Mauch Chunk railway was for a trade altogether descending, motives of economy might have recommended this large declivity. In a railway, however, intended for a promiscuous commerce, enough has been said to show that such a location would promise and perform but little. Under these views, it has been deemed important to conduct the examinations with a view to rail roads, in such a manner as to ascertain with certainty, 1st. The least possible elevation necessarily to be overcome between the points specified in instructions as points of termination." 2d. Where horse power alone could be employed. The least ascent per mile necessarily to be overcome by graduation between the Susquehanna and the dividing ground, that is to say, in the direction of greatest transportation. The survey first to be attended to, was "that from some point on the Schuylkill canal to a point or points on the Susquehanna river, between Cattawissa and Sunbury, with a view of connexion of these points by a rail road." The difficulties in the way of this connexion arise from the depth and direction of the valleys of the Mahanoy and Little Mahanoy. Heading with the most easterly branch of the Schuylkill, the first of these streams pursues a general course of S 11° W, and in consequence crosses a tolerably direct line from the head of the Schuylkill navigation to a point within the range admitted by the law, nearly at right angles. The Little Mahanoy has a shorter course, but the same direction, and at their junction these streams present a gulf 700 feet lower than the most depressed point of the Broad mountain. Formidable as is the obstacle thus presented in the way of a rail-road, it nevertheless appeared that this was the most favourable point for crossing the Mahanoy valley. A line crossing lower would of course have to pass over a point still more depressed, and one crossing higher must necessarily traverse two valleys instead of one, and an intervening ridge, unless traced around the sources of the lesser stream. It was discovered also on a survey and level of the Broad mountain, that its most depressed points were in the neighbourhood of the forks of the stream, and the same fact was so evident on a view of the Mahanoy mountain, or the ridge dividing the tributaries of the Mahanoy and those of Roaring creek and Shamokin, that it was deemed unnecessary to establish the precise difference with instru ments. Lines accordingly were traced from dam No. I, of the Schuylkill navigation, across each of the most depressed points of the Broad mountain, to the forks of the Mahanoy. The first of these lines passes through the borough of Pottsville, ascends the valley of Norwegian creek to station No. 54, three miles and seventy-three and a half chains from our point of commencement, and there rises by an inclined plane 108 feet of perpendicular elevation to a depressed point in the ridge between Norwegian creek and the west branch of Schuylkill. From this point the line rises eight feet per mile to the foot of the Broad mountain, which is ascended by a series of inclined planes and graduated roadway to the summit. At this point we are elevated 950 feet above our point of commencement, and 750 feet above the forks of Mahanoy. From the summit to the forks the descent is effected down the valley of Rattling run, in the same manner as the ascent of the Broad mountain, by inclined planes and short intervening stages of graduated roadway. The second line to the forks of Mahanoy diverges from the one above described at station No. 18, immediately beyond the borough of Pottsville. This line might perhaps have been most advantageously commensed, near the furnace of Mr. Pott, but it was not deemed essential in a preliminary trace to fix with precision its point of commencement. Passing up the east branch of Norwegian creek to station No. 8, thirty rods below the North American company's coal mine, it here rises by an inclined plane 110 feet to the level of a depressed point in the dividing ridge between this branch of Norwegian and mill creek. Afterwards passing up the valley of the last named stream, it attains the most depressed point of the Broad mountain, at an elevation of nine hundred feet above our base, near James Stephens', in a distance of six miles and thirty-five chains farther. The whole distance being overcome by four inclined planes, affording an aggregate lift of 605 feet, and something less than six miles of graduated rail-way, rising from ten to twenty feet per mile. From letter C, or our summit at this point, the line is traced along the northern slope of the Broad mountain to a bridge 15 feet high at the forks of the Mahanoy, descending by inclined planes 485 feet, and 200 feet more by a graduation of 30 feet per mile. 57 the Susquehanna, as far as the Danville bridge, in order to ascertain what facilities or difficulties would present themselves in the way of a connexion with this town. Extensive parallel surveys and examinations, were made at different points, in determining on the trace above described. These resulted in the conviction, that no other lines crossing the Mahanoy valley were worthy of consideration, besides those a sketch of which has been briefly given above. The results arrived at were, however, far from satisfactory, and it was resolved to trace a line around the sources of the Lesser Mahanoy and Mahanoy creeks, to the head of the Cattawissa, and thence down this stream, to ascertain how far such a line might avoid the objections in those traced. The experimental lines which were accordingly traced, resulted in the certainty, that from summit C. before mentioned as the most depressed point of the Broad Mountain, a railway is practicable along the Northern slope of that mountain, rising from ten to twenty feet per mile to the head of the Mahanoy creek, and the dividing ground between this stream and the Little Schuylkill; from this point a railway would be carried perfectly level to the most depressed point in the dividing ground, between the Little Schuylkill and the south branch of Cattawissa. Here it must descend 600 feet by inclined planes in something less than four miles, after which it would be carried on a descent, commencing at 274 feet per mile and gradually diminishing to 13 feet per mile at the end of nineteen miles farther; thence to the town of Catawissa, a railway might have a nearly uniform descent of 13 feet per mile. Summary of Preceding Lines. The whole length of a line commencing at dam No. 1, of the Schuylkill navigation, crossing the Broad mountain at the head of Rattling run, the Mahanoy at the forks, and ending at Sunbury, is 46 miles 253 chains. That of last described line terminating at Catawissa, is 58 miles 13 chains. From dam No. 1 to the forks of the Mahanoy, the whole distance by the 1st, or westerly line, is 12 miles, That of a line crossing the Broad mountain at summit and 77 chains; by the 2d, or easterly line, the distance C. and passing thence along the northern slope of the is 16 miles and 42 chains. The difference in distance 3 same to the forks of Mahanoy, and thence as preceding miles 44 chains, is counterbalanced by important ad-line to Sunbury, is 49 miles 70 chains. vantages in the easterly line. This last line can be more advantageously graded, and its summit is fifty feet more depressed than that of the first or westerly line, and more depressed than any other part of the Broad mountain between the Little Schuylkill river and the head of Mahantango creek. A more material recommendation of this line is the extensive accommodation it will afford to an abundant coal district. The veins of coal which are broken by the Mill creek, and which would be generally accommodated by it, are represented as the most valuable in the neighbourhood of Mount Carbon, and the point at which this line crosses the Broad mountain, is believed to be the only one by which the valuable bodies of coal between the head of the Mahanoy and its tributary the Shenado, could be commanded. It remains to compare this last line with the most advantageous trace which would cross at the forks of the Mahanoy. This is believed to be decidedly that crossing the Broad Mountain at summit C. of course so far corresponding with the line to Catawissa. It will be useless then, in a comparative view, to go farther back than this point. 1st. As to elevation to be overcome. This between letter C. and the summit of the Catawissa line, is 151, 49 feet. Between letter C. and the culminating point, beyond which a line falls to Sunbury, is 445,7 feet; making a difference to trains of wagons going to the Susquehanna of 294,21 in favour of the Catawissa route.To produce going from the Susquehar.na to the Schuylkill, this difference would be increased, by the difference in elevation between the surface of the North Branch canal, opposite Catawissa, and that of the pool at Sunbury, or by about 36 feet. would not counterbalance its increased length. From the forks of Mahanoy, the only feasible route to the Susquehanna, would be in a great degree by the valley of the Shamokin. Rising by three inclined planes, to the most depressed ground between the Mahanoy and the Shamokin, at an elevation of 460 feet above the forks of Mahanoy, the line was afterwards carried along the 2d. As to graduation. The Catawissa route in being valley of this stream, 17 miles and 744 chains to No. 628, adapted to locomotive engines, appears to present itself falling in this distance by three inclined planes 290 feet, on very favourable ground. But for a rail road which and 393 feet by a graduation varying according to locali- would be a common highway, and on which horse powties between 10 and 30 feet per mile. From this sta-er would be employed, its advantages in this respect tion (near the Shamokin meeting house) two lines were traced to the Susquehanna. The first, five miles The merits of a line terminating at or near Danville, and nine chains long, ascends the Shamokin ridge by have been left out in the preceding comparison. Such two inclined planes to the proposed summit, near the a line would not be as advisable for a public highway as school house, elevated 287 feet above No. 628, and the one terminating at Sunbury, in consequence of thence descends by a continued inclined plane, to the the amount of stationary power which would in this river at John Boyd's mills. The second line 10 miles and case be required on each side of the Shamokin hill.62 chains long, passes along the Shamokin valley on the But were a line of railway executed to Sunbury, it north side of the stream to Sunbury, falling in the whole might be advisable to construct a single railway to the distance 112 feet or between ten and eleven feet per North Branch of the Susquehanna river at or near Danmile. It was deemed proper to carry the first line downville, on which transportation should be effected by in VOL. III. dividuals or a company. The business of the road might in this case be so arranged, as that trains of wagons should be in readiness to leave the Susquehanna at the time that returning trains would reach the foot of the Shamokin hill. The horses might be there unhitched, employed to draw up to the School-house summit in two loads, wagons going to the Schuylkill, and these last in descending into the Shamokin valley be made to lift up returning trains. The horses would then proceed with the trains going to the Schuylkill whilst those returning to the Susquehanna would run down to the river by their own gravity on a continued inclined plane. The saving in distance by this branch to so much of the trade of the North Branch canal, as might be arrested by the railway where it first touched the river, would be about 18 miles. be very circuitous in proportion to the length of a direct line between its points of termination. The next in order of field duties performed, was an examination of a route by the way of the Nescopeck and Lehigh with a view both to a canal and rail way. A full examination of the whole dividing country between the North branch of the Susquehanna and the tributaries of the Delaware, commencing at the head of the Schuylkill, and continued as far north as the sources of the Lehigh, is conclusive of what had been before believed, that no route presents facilities for the construction of a canal deserving of consideration with the exception of the valley of the Nescopeck. One branch of this stream heads within two miles of the Lehigh, at the point where the Lehigh affords a sufficient volume of water at all seasons, for a lock and dam naIt remains to consider the Catawissa valley in its most vigation. Our examinations were commenced at the interesting aspect, not only as a line of communication most depressed point between the two streams, and diwith the head of the Schuylkill navigation, but as pre-rected in the first instance to ascertaining what supply senting in connection with the Little Schuylkill the most of water could be commanded on a summit level. direct feasible route from the North Branch of Susquehanna to Philadelphia, and by way of Quakake valley a very direct route to the Lehigh. Examinations were made of these branches only so far as to settle the general question of practicability. It having been intended to return to them, in the event of completing in time other surveys which were deemed more important. It would require a more complete examination than was made, and statistical facts of which I am not in possession to determine how far a railway along the Catawissa valley with branches as suggested from its summit, would be justified by the business it would command. That such a railway would command a very considerable trade, and a more extensive and varied business than any other line of railway between the North Branch of the Susquehanna and the Delaware there is no doubt. By its branches it would accommodate much of the anthracite district on the Lehigh, the whole of that on the Little Schuylkill, the Mill creek and the Mahanoy. By the same branches supplies of provisions would be most conveniently and cheaply furnished from the fertile country on the Susquehanna to the mining districts on the waters of the Lehigh and Schuylkill. Produce, which it would be an object to transport quickly to Philadelphia, and the greater part of the returning merchandize, would probably be conveyed by the Catawissa valley, and in the event of a temporary interruption in the navigation of the Susquehanna division of Pennsylvania canal, this line of railway by offering in such a contingency both the Lehigh and Schuylkill canals, would present a most valuable resource to the trade of the North and West branches. It should be observed before leaving this subject, that the execution of a line of rail road along the Catawissa creek, need not involve the execution of more than one of its branches in the first instance, and that this rail road might be for the greater part of its length a single rail road. If transportation was effected by locomotive engines, this would be equal to any business which could for some time reasonably be anticipated, and by placing transportation, as in this case it should be placed, in the hands of a company, it would be easy so to regulate the business of the road, as to avoid the meeting of trains of wagons except at fixed crossing places. From the Catawissa and Little Schuylkill summit, a line of levels was carried, and a critical examination made along the whole of the dividing ground between the North Branch of Susquehanna, and the Lehigh, as far north as the Wilkesbarre and Easton turnpike; and more minute examinations made in relation to two lines of railway which have been proposed, the one by way of Black creek and Little Schuylkill, and the other between Wilkesbarre and the Lehigh. Each of the proposed lines presents very great difficulties. An elevation of 1829 feet above tide in the one case, and 1834 feet in the other, must be overcome. Neither of the routes admits of an advantageous profile, and each would Assuming for our base a level 14 feet lower, a line was traced up the valley of Wright's creek until the surface water of this stream was cut by it; thence across the gently sloping country which separates Wright's creek and Pine run, and crossing this stream was traced around the bluffs of the Lehigh, and up the valley of Bear creek to a point at which this last stream can be conveniently taken in. These streams were guaged above the points where they were intersected, at a time when they were said to be very low, and at points which admitted of a satisfactory measurement of their volume. They were found to furnish. Wright's creek, per minute Pine run, per Bear creek per do 407.5 cubit feet. 201.3 1425.3 2034.1 On an aggregate supply of This handsome supply of water, with the certainty that it could be materially increased by the construction of reservoirs on Bear creek, (for which very favourable situations present themselves,) and that the whole volume of the Lehigh might be commanded by a continuation of the feeder line, placed the subject of an adequate supply of water at rest, and returning to BM. S. 1. our point of beginning, the survey of a line of canal was commenced. A line was traced from BM. S. 1. along the valley of Wright's creek to the Lehigh, and from the same point along the valley of the Nescopeck to a point of junction with the North branch canal 96 feet below the bridge at Berwick. The distance from S. 1. to the Lehigh is 2.23 miles, and descent 209.217 feet. From S. 1. to the North branch canal, the distance is 35,05 miles, and descent 829.284 feet, making the whole length of canal traced 37.28 miles, and the whole fall to be overcome both ways 1038.501 feet. The survey made was altogether topographical, withont any assumption of base lines, which with the limi ted knowledge previously possessed of the country, must generally have varied from that which would prove most advisable, and have been unnecessarily em barrassing. A review of the field notes, topographical sketches and slopes of ground, presents the following as the most advisable profile of a canal. The summit should be reduced 70 feet by means of a tunnel of 175 poles in length, and a deep cut for a short distance at each end. The Lehigh may in this case be commanded at the mouth of Bear creek by a dam 12 feet high, and a feeder not exceeding 5.12 miles in length. The fall still to be overcome to the Lehigh is 139.217 feet, and the descent to the North branch canal 759.284 feet. The descent to the Lehigh would be effected by locks of ten feet lift with intervening basins. At one point, however, (the falls of Wright's creek) three ten foot locks wust be combined, (of course double locks resorted to) in consequence of the rapid fall in the ground at this place, 1829.] CANAL DOCUMENTS. tion to what it wanted of this height, and to the activity How far such a dam would effect the line of canal, which would render it very difficult to construct basins. tached locks. The Berwick bridge would be endangered from accumulations of drift wood and ice against its arches; the entrance to the North Branch canal would require an expensive guard lock and protection walls, spacious locks must be placed in the dam to pass arks and rafts. The expense of lockage on the Nescopeck canal be inThe difficulties increased by a lift of 8 feet, and the amount of lockage to boats passing from the Nescopeck up the North branch canal, or descending the North branch and entering the Nescopeck canal be augmented 16 feet. The connexion with the north branch canal, will be made by an aqueduct 1230 feet long, and elevated 20 feet above the water of the river. the construction of a canal arise, 1st. From rock excavation. The fecder line traced by us would not certainly be the one adopted in the event of a very material reduction of the summit. But a great deal of rock must necessarily be encountered in a feeder line, whatever may be its profile. The tun nel must be perforated through red sand stone, and a large proportion of the deep cutting at each end, will consist of the same: the lock-pits must generally be excavated in the same kind of rock, and in excavating the intervening basins it will often be found. Between the western termination of the summit level and the point at which the canal trace crosses the Berwick turnpike, a canal might be formed along the rocky declivities which frequently present themselves, It will be judicious, however, in by embankment. such cases to encounter much rock In preference to forming the canal entirely or in a very great degree on steep slopes. 2dly. In long stretche sof embankment and slope wall. Between the summit level and Berwick Turnpike the sections of a canal would be often combined excavation and embankment; but below this point, the concave shores of the Nescopeck creek present every where either perpendicular cliffs, or a naked surface of rock. As far as the mouth of Black creek, a canal would be formed most conveniently at such points, by excavating a new channel for the Nescopeck in the opposite flats, Occupying its bed, and protecting this natural canal by an embankment and slope wall, of sufficient height to guard against the freshes of the creek. Below the mouth of Black creek, the increased width of the Nescopeck will render it necessary to form the canal un der similar circumstances, by embanking in the channel of the creek. The earth for this purpose will be generally obtained from the opposite flats, and though they in a great degree consist of sand, with a very slight mixture of loam, will be sufficient for forming a canal, provided a due degree of weight be given to an embankment. This would be most advantageously furnished by constructing the outside of the embankment of loose rock presenting a larger, or smaller cross secOn this tion in proportion to the height of the bank. loose rock a slope wall would rest, and the inner part of the bank would be secured against abrasion by a pavement. 3dly. In the connexion with the North Branch canal. The aqueduct contemplated for this purpose, would consist of arches of timber supporting a wooden trunk, and resting on stone piers. The piers of such a structure should be crected of large and well jointed stone, secured by carefully breaking joints, and occasional cramps. The wooden superstructure must necessarily be framed in the strongest manner, and will involve a considerable expense in iron bands and bolts. A dam and tow-bridge by which it has been proposed to form this connexion, would not be advisable for the following reasons. the way of the canal. age. It remains to mention the most formidable obstacle in The field notes and topographical sketches taken 1st. By the difficulties arising from frequent cliffs of rock on the Lehigh, and the lower part of the Nescopeck. This circumstance combined with the irregular fall in the latter stream, would render the grading of a rail road along a considerable portion of the route a matter of much difficulty. 2d. By the indirectness of the route, whether in relation to the North, or West branch of the Susquehanna. It will be observed, on reference to the map of Pennsylvania, that after having arrived by a rail-way at the mouth of Wright's creek, we are within 13 miles of the borough of Wilkesbarre. Produce then, descending the Susquehanna river, or North branch canal, must travel to Berwick by the canal or river, and 37 28-100 miles additional by a rail-way, to attain a point which it could reach in about 15 miles, by a well graded turnpike road. An ordinary turnpike would under such circumstances compete very advantageously with a rail-way, and at any rate the advantages of the latter improvement would not be sufficiently decided to justify its being made. of In relation to the West Branch trade a line by way the Nescopeck valley would be about 18 miles longer than one by way of Catawissa creek. These remarks apply also to the proposed Nescopeck and Lehigh canal, with the difference only in favour of the canal as a superior improvement, and that it avoids a change in the mode of conveyance. The field labours of the season were concluded by examinations, with a view to a connexion between Broadhead's creek and the Lackawanna. It has been The one passing thought that such a connexion might be effected either by a canal or rail-way, by two routes. up the valley of Roaring Brook, crossing the Lehigh and Tobyhanna rivers, near their source, and descending abruptly from the table land in which these streams rise to the valley of Broadhead's creek. The second leaving the valley of Roaring brook at a point where it ap proaches the west branch of Waullenpaupack, crossing the dividing ridge between the two streams, and afterwards retaining a level until a descent can be effected into the Broadhead's creek valley. The result of the examinations made with regard to It would require a dam 17 feet high, or one which would raise the surface of the river 144 feet, at the Ber- the first route was unfavourable. A great elevation, wick bridge, to place it on a level with the lower level (1900 feet above tide) must be overcome, and much of the canal at this place. A dam lower than this would difficulty encountered in crossing the Lehigh and Toby operate as a drain on the North branch canal, in propor-hanna rivers. A considerable fall of snow which oc curred when the levels had progressed to within a short All which is respectfully submitted. composed of a deep and rich soil capable of producing corn and grass to a most bountiful extent; the southern sides not so rich or so fertile, but better calculated for wheat or rye. The western part of this county might be considered too hilly for an agricultural country, but, no doubt, (at a day not far distant) will afford extensive profits to the herdsman and cultivator of the vine. Few counties of the same extent and population produce and send to market larger quantities of stock of every description: this appears to be the most profitable mode of farming in this county, to convert as much of the land as practicable into meadow and pasture for the raisi: of stock, which can be taken to market at a small pense; and to this method the farmers of this count have generally turned their attention; but when our Baltimore and Ohio rail road, and Chesapeake and Ohio canal come to be completed, a different system may be adopted. Greene county has no iron works, at present, in operation within its limits, formerly both a forge and furnace were in operation near the mouth of Ten Mile Creek, but, from some cause unknown to the We lately addressed a circular letter to gentlemen writer, have been suffered to go to decay. Iron ore is said in each county town in the state, requesting informa- to abound both on Dunkard and Ten Mile, but as iron tion relative to the interior, and are much gratified in works are numerous in the neighbouring county of Fareceiving.already,communications from several in reply.yette, the people of this county have sustained no inconvenience from the want of an iron making establishment within her own borders; hence, probably, the cause of none existing in this county. A very large and extensive woollen factory in Clarksville, near the mouth of Ten Mile creek, was in full operation during the late war, and for some time afterwards, but for some years back has languished and declined: lately, however, it has changed masters, and seems to have started with fresh vigour, and under the auspices of a judicious tariff, is likely to prosper. On all the different creeks are mills and other machinery (some of the first rate) sufficient for all the purposes of the county. Philadelphia, Dec. 4, 1828. One was presented in a late number, and we have now similar information from the other counties addressed. GREENE COUNTY. Greene county, originally included in that of Washington, was erected and organised on the ninth day of Fe bruary, 1796, and is bounded by the county of Washington on the north, by the river Monongahela on the east, and by the state line between Pennsylvania and Vir. ginia on the south and west, nearly 40 miles in length, and 24 in breadth. The territory of this county is of a kind greatly diversified, from the most fertile vallies to the poorest ridges; it is delightfully watered by streams of the most beautiful kind; no country on earth can be better watered with streams and fountains, of the purest kind. Its principal streams are in number six, namely, Dunkard, Big Whitely, Little Whitely, Muddy, and Ten Mile creeks, all which empty into the Monongahela river, and Wheeling creek, which empties into the Ohio at Wheelingtown; all those streams, together with Fish creek, which also empties into the Ohio, are of the largest size of streams under the denomination of creeks, take their rise and issue from the hills in the western part of this county, and not far from each other. In the vicinity of those streams, and along their meanderings, are some of the most delightful vallies in Pennsylvania, abounding in the most luxuriant vegetation; until lately covered with timber of every description known in Pennsylvania, of a most magnificent growth, and not long since the retreat of the solitary Indian, and beasts of the forest, but at present the charming abode of as enter prising and strong minded a race of men as belongs to the state, not entrammelled with unnecessary forms or ceremonies, either in their religious or civil duties; their minds partake of and are strongly imbued with those principles of rational liberty which such a state is calculated to produce. The population of this county, al-chael town, situate on Muddy creek, a village which though in their manners apparently rough and uncouth, are, in general, possessed of masculine strength of understanding, sentiments of the most extended hospitality, feelings of the purest benevolence, and without any formality or pomp would seem to comprehend and un, derstand their rights and duties almost intuitively. Between the streams, all of which run east and west, and after leaving the vallies, the country rises into ridges, covered with immense quantities of timber of the most valuable kind; the northern sides of those ridges are Waynesburgh, the county town, is a flourishing village, and is situated in a beautiful valley near the bank of Ten Mile creek, about twelve miles from its mouth, and within one mile of the centre of the county; and if the prosperity of a place is promoted by a pure air, good water, a rich and fertile soil, timber and stone, coal, with all the other necessaries of life, and many of its luxuries in abundance, Waynesburgh must prosper; at present the town is incorporated by act of Assembly, and consists of about eighty dwelling houses, many of them elegantly built of brick and cut stone, containing a population of about 600 individuals; in it there is a meeting house of brick, one other of stone and one of wood in the immediate neighbourhood of the town, an elegant court-house of brick, a stone jail, one brewery, four tanneries, nine stores, aud three taverns; an excellent school is also established, conducted by James M'Connell, Esq., who teaches the Greek and Latin languages, mathematics, &c. The natural scenery around this place is of a grand and sublime order, and to the attentive observer and admirer of Nature's works, affords the most pleasing and delightful sensations. In a natural point of view, no place can afford scenery more pleasing to the romantic, or even the philosophic mind; the ideas of rural felicity in their most brilliant extent may here be realized. The village next in importance in Green county is Jefferson, situate also near the bank of Ten Mile creek, eight miles east of Waynesburgh. There is also New Lisbon, commonly called Carmi has lately flourished to a considerable extent; it possesses the advantage of being surrounded by land of a superior quality, perhaps the best in the county, and equal to that of any country. Greensburgh, heretofore a place of business, and near which is an extensive glass work establishment, is situate on the bank of the Monongahela river. These, together with Mapletown, Clarksville, Newtown, Mount Morris, Morrisville and Clinton, (towns of inferior grade, are all the villages in the county, |