The force of our natural and acquired reliance upon the aid of medicine, can alone be fully appreciated by one who has suffered under sickness himself, or endured the anxiety attendant upon the serious illness of a friend. Such an one only can realize to himself, the severity of the affliction which would be added to the poor man's woes in the hour of his sickness or that of an endeared parent, wife or child, should he be deprived of the aid of those means which may rescue from death or relieve from agony. December Of which there were in the city, Spring Garden, Southwark, Moyamensing, 37 18 7 19 8 1 90 Total amount of damage, $204,450. Of this damage more than one-half was done at the fire on Walnut street wharf, in last January.-Penn. Inquirer. ACCIDENT. We learn that yesterday morning, between 4 and 5 o'clock, two of the line of Passenger Cars arrived at the inclined plane, west of the Schuylkill, and one of them belonging to Peters' line, safely descended without the use of the stationary engine.Shortly after this car had reached the bottom, one of the cars belonging to the People's line started, but the rails being wet, the breaks proved insufficient; the cars descended with great rapidity, and came in contact with the car that had previously descended in safety.The shock was very violent, and the descending car was literally dashed to pieces: the other was considerably injured. Three persons sustained more or less injury-one of them, we learn, was severely hurt.Com. Herald. on From the Village Record. WEST CHESTER RAIL ROAD. Rail Road Company, held pursuant to previous notice, and NIMROD STRICKLAND appointed Secretary. Dr. William Darlington, President of the Company, also the Report of the Treasurer of the Company, read the Fourth Annual Report of the Directors, and which, on motion were accepted and ordered to be printed. Reflection upon this subject must cause those who have aided this institution by contribution or donation, to rejoice, since through their instrumental ty, medical aid has been extended to a large number of deserving persons. It will also incite them to continue ther support of a charity which diffuses its benefits wherever they are required throughout a district so extensive as Fourth Annual Report of the Directors of the West to embrace the Northern Liberties, Kensington, Spring Garden, and part of Penn Township. JOSEPH S. RILEY, President. THOMAS TIMMINGS, Secretary. FIRES IN PHILADELPHIA IN 1834. The annexed statement is copied from the record of fires, kept by one of the Fire Companies. It is believed to be as correct as such a record canbe, although it Chester Rail Road Company. In their last Annual Report, the Directors announced the fact of the opening of the communication, on the Columbia rail way, into the city of Philadelphia, which took place on the 25th of December, 1833. The passenger cars have been running twice each way, daily, between West Chester and Broad street, since that travellers on that route. time, affording the most ample accommodations for A line of burthen cars was also put on the road as early as practicable after the opening viz. in the month of February last, and continues to make regular trips to the city, three times a week. Very soon after the cars commenced running to Broad street, the Directors discovered that it would be indispensable to a convenient and advantageous transaction of business, that they should have a DEPOT of their own at that place, for the reception of produce and merchandise, and for the shelter and accommodation of cars. Without such an establishment, it became evident that the operations of the Company would be liable to much inconvenience, and also to exorbitant charges for the requisite facilities and accommodations in the city. Under this impression, and a belief that property on Broad street would speedily rise in price, the Directors took measures, early in the season, to procure a lot suitable for their purposes, on which the buildings deemed appropriate to the object are now in a good state of forwardness. It is expected they will be entirely completed by the first of May ensuing. The propriety of securing the lot at an early day is already confirmed: for the value of real estate on Broad street has been materially enhanced since the Company's purchase. The price of the lot was $7,733 33, and the buildings are, by contract, to be finished for $13,000. It is estimated that the turn out, the tracks in the yard, and the other fixtures and appendages necessary to complete the establishment, will cost about $1500; and to meet this expenditure the Directors have obtained a loan. The aggregate receipts for the last year, for tolls, passengers, and freight, as appears by the Treasurer's books, amounts to $10,621 76 The expenses, includ, tolls to the State, were, 8,825 30 Leaving a Balance of To this should be added the amount of outstanding dues to the Company for transportation, Making altogether, 1,796 46 1,321 28 $3,127 74 Making altogether an aggregate of about 1315 tons of produce and merchandize, conveyed on the West Chester Rail Road, during the last ten months, by a single line of burden cars. This amount is exclusive of the materials hauled for the Branch Rail Road, which consisted of 54,000 feet of Lumber and 35 tons of Iron. The business, as yet, is evidently in its infancy; and the means of the Company are adequate to any increase which the wants of the community may require. At the last annual meeting of the Stockholders, subscriptions of new stock, to the amount of $10,000 were authorized, for the purpose of constructing "A Branch Rail Road, from West Chester Rail Road to some point on the Philadelphia and Columbia Rail way, in the vicinity of the Lime and Marble Quarries of the Great Valley." Subscriptions were accordingly received, and the Branch road, one mile and three-eighths in length, has been constructed, in pursuance of the authority given. The Treasurer's statement, hereto annexed, will show the amount received and expended, on account of that work; by which it will appear that it has been accomplished for something less than the sum subscribed. The subject of damages, however, on the line of the road, remains yet to be adjusted; and possi bly some additional charges may yet be incurred, before the accounts are finally settled. Although the grading and superstructures were completed as early as July last, yet an unavoidable delay in effecting a junction with the Columbia Rail way, prevented a completion of the horse path until the middle of November. Since then the branch sustained an injury, near its intersection with the West Chester Rail Road, the repair of which has hitherto been prevented by the inclemency of the season; but it is expected to be finish. ed during the present week. In consequence of these disappointments the Branch Rail Road has not yet been much used; but sufficient has been done on it to ascertain that it will afford valuable facilities in obtaining Lime Stone from the Great Valley, and also in procur The large proportion which the disbursements bearing Lumber, &c. from the Susquehanna. to the receipts, has arisen partly from the expensive organization of the double daily line of passenger cars, which the Directors were anxious to maintain through. out the year, for the better accommodation of the public; and partly from the heavy expenses inseparable from the business, both of the passenger and transportation lines, so long as the company may be dependent on others for the use of a depot in the city. The Directors indulge the hope, that the arrangements now made, and being made, will not only considerably reduce these expenditures, but also enhance the convenience and facilities of their future operations. The following statement shows the kind and amount of transportation business to and from the city, by the Company's line of burthen cars, since February Last, viz: The results of the Company's operations, for the past year, have already been adverted to, and are further exhibited in the statement of the Treasurer, appended to this report. As the terms of the subscription to the Branch Rail Road will require an exact settlement of the accounts of the Company at the end of six months from the completion of the said Branch-which will be on the 15th of May next-the Directors have judged it most advisable to defer the subject of a Dividend until that period; after which the holders of the Branch stock will be entitled to equal privileges and immunities with the other Stockholders, in proportion to the amount of stock held by them. All which is submitted. Attest, WM. DARLINGTON, President. WM. WILLIAMSON, Secretary. 32 By Cash paid for constructing road, buildings, cars, horses, &c. Balance of Capital invested, Expenses for Salaries to agents, repairs, keeping horses, Tolls paid to the State, &c. $99,960 10,621 76 377 08 $110,958 84 $98,542 48 1,417 53 8,825 30 By Balance, being profits exclusive of the out standing debts due the Company, DR. 2,173 54 $110,958 84 breath-and I would not say that my tongue was not out too. I stood a few moments to get breath, whilst my dogs were at the root of the tree animating their courage by a continual roar. I then passed a few compliments with the forest gentlemen, and asked him if he was not ashamed to be hooted up there by them roaring hounds. I then observed the panther to draw Statement of the account of the West Chester Branch back his ears, and raise his tail and look down upon Rail Road. 92 90 2,094 95 480 00 2,092 77 1,286 41 the dogs I levelled my well tried rifle at his head, and let him have what he couldnt hold in his mouth.— $9,365 00 My rifle being damp, the cap went slow, so that the ball went a little below his brains; he then wheeled round, with the blood flying; I turned my horn to the muzzle of my rifle, and down goes a loose ball; then I placed a bullet through his shoulders and down comes the Panther, nounted instantly by the dogs; up comes Gray by this time and shoots him through the head. — The Panther was 7 feet 8 inches long from the nose to the tail. He was judged to weigh one hundred and fifty weight. He appears to have been alone, and by all appearances has for a long time resided in his hiding plice. I hope the citizens of New Milford and Great Bend will receive it as a favor at my hand, in destroying the common enemy. CAPT. J. TREADWELL. 1,748 65 567 00 118 50 883 81 $9,365 00 All which is respectfully submitted, January 5, 1835. When, on motion of Coleman Fisher, Esq. it was Resolved, That the thanks of the Stockholders be presented to the President and Directors, for the faithful performance of their duties during the past year. The meeting then proceeded to the election of seven Directors for the said Company for the ensuing year, the Chairman and Secretary having been appointed to act as Judges therein,-when, on counting the votes, it appeared that Dr. William Darlington, Elihu Chauncey, Jonathan Jones, David Townsend, Jonathan Valentine, Ziba Pyle, and Eusebius Townsend, were duly elected. JOSHUA EVANS, Chairman. Sir: If you have a place in your columns you will oblige yours by inserting a Panther hunt that took place in this county on Friday the 29th November, in the township of New Milford, by myself and two others. HARMONY, Dec. 2, 1834. REPORT ON INLAND NAVIGATION AND Report of the Committee on Inland Navigation and Read in the House of Representatives Jan. 28, 1855. The Committee on Inland Navigation and Internal Improvement, to whom was referred a resolution of the House, passed 20th January, as follows: "Resolved, That the Committee on Inland Navigation and Internal Improvement be instructed to report to this House, without delay, which, in their opinion, would be most beneficial for the interest of the Commonwealth,-for the State to furnish her rail roads with motive or other power, for the transportation of produce, merchandise, &c.; or to permit companies or individuals to furnish the same"-REPORT: That, aware of the importance of adopting some plan for the proper and efficient management of the rail roads of the Commonwealth, and the just anxiety of On Thursday last I took my rifle and went with Mr. the House to obtain an early report, the committee beg Isabell and Mr. Gray to my timber lot, where we leave respectfully, but earnestly, to urge the necessity discovered a Panther's track. I immediately retured of immediate and energetic action on the subject comhome for my hounds, and came back in the evening to mitted to their care. Not fifty days will elapse bethe camp, where Isabell and Gray were waiting. We fore the navigation of the canals will be open, and then prepared our provisions for three day's campaign; within that brief space of time there is much to be done. at day light took up our line of march, and soon came Legislative action must first be had, before the owners to the track, then the business was that Isabell and of the transporting lines now forming can determine on Gray should follow the track, and I take charge of my plans of operation on the road to which the additional dogs, as they were young and used to running deer-inducement offered by the agents of the Commonwealth, but they soon found what the game was we were after. by the reduction of the tolls, will doubtless attract a We followed through all the rough thickets and hedges large amount of trade and travel, if they are not baffled that could be found until about ten o'clock, when we by the adoption of injudicious measures, and driven came to the den of the panther; then my dogs were from the channels of trade opened at the expense of very fierce to go, but the Panther did not run, and we the community, to others in which that community is thought he was not started; but after following for not interested. The road must be stocked with the about a mile, I observed that the Panther stepped very means of maintaining the motive power, and every ar large; I bid my hounds go; they yelled from the jump rangement made for the opening of the trade, with all -then we all put off on the clean jump but soon were possible celerity. Some locomotive engines are now encircled by laurels, briers and windfalls, and after a ready; others are in preparation, and will ere long be chase of about three-quarters of an hour, Trooper roar- ready to act: Those who have them, cannot long afford ed at the tree; I then with redoubled force pressed to keep them in their work shops unsold, and must disthrough the briars until I reached the spot, where I saw pose of them to others. They will be sold. Others a large panther on a tree, with his tongue out for cannot speedily be had to replace them, and the best part of the transporting season will be lost to the community, by delay. Under these circumstances, delay is emphatically dangerous. wear and tear of harness, feed, duration of the horse, Your committee have been at a loss to determine what construction should be put on the terms of the Cost of horse power &c. resolution-Whether their inquiries were intended to be limited solely to the question of who ought to be the owner of all the power which it might be expedient to use on the rail roads of the Commonwealth; or, whether they were intended to extend to the kind of power, to wit;-steam or animal power. As they could only infer the intention of the House, from the tenor of the debate in which the resolution originated, they have chosen to construe it on the broadest principle, rather than to those limits to which it seems to be confined by the terms in which it is couched. The motive power produced by steam, is of two kinds-that which is produced by the stationary engines, and that which propels the locomotive engines. Your committee consider the absolute necessity of the use of steam power at the stationary engines, as unquestioned -that it must be supplied by the Commonwealth, equally so; and therefore dismiss this part of the sub-1 ject and pass to the others. 1 man, 3 days, at 75 $2 25 COST OF SIX TONS. 2 man 3 days, at 75 horses 3 days, at 62 Power at the two planes, for 6 tons, COST OF NINE TONS. Steam power, as intended to be charged if turnished by the commonwealth. Difference in favor of steam. 50 3 tons, at 82 $2 164 72 $4624 per ton $2 25 $7 00 1 00 6 tons, at 82 $2 08 34 1 man 3 days, at 75, $2 25 1 50 9 tons, at 82 $9 371 $1.991 22 The substitution of steam for animal power both in Europe and America, on nearly, if not all the rail roads known to your committee excepting where peculiar circumstances render it impracticable or unprofitable, would seem to be a sufficient reason why they should consider the question of economy to be settled in favor of the use of steam power. The progressive improvements which have been made in the power and adaptation to the motive effect of locomotive engines, and which leaves sufficient reason to hope for still greater improvement in their construction, while on the other hand no improvement can be effected in the strength of animals, and little in the manner of applying that which they already possess, affords an additional inducement to its exclusive use. The committee have not at hand any authorities to consult, which enable them to state the exact proportion which these two powers bear to each other in the cost of maintenance relative to their effect; but it is distinctly in the recollection of one or more members of your committee, whose duty it was to pay some attention to this subject on a former occasion, that it appeared from an account kept with great care and in much detail for a space of many weeks, of the quantity of coal drawn by locomotives and by horses under equal advantages, the ex- But this statement is too favorable to horse power, pense of horse power was to that of steam as thirty-one for the following reasons: In comparing the cost of for the former, to twenty-one for the latter. Other transportation by horse power and that of steam, it persons who have inquired into this subject, make the should be borne in mind that the trade from Columbia difference greater in favor of steam. The disadvan-to Philadelphia will consist mostly of the products of tages arising out of the use of horse power may be thus enumerated. the forest, and of agriculture. These are heavy in comparison with their value; while the return trade will consist mostly of foreign merchandise and domestic or foreign manufactures, which are light compared with their value. A barrel of flour will not pay for a barrel of sugar; neither can a barrel of pork be exchanged for a cask of wine, a piece of cloth, or a bag of coffee. Hence the trade passing from an agriculturist to a under ordinary circumstances, consist of heavy articles, and the weight of the return load in the case stated, cannot be fairly estimated at more than six tons, or one third of that taken to Philadelphia, while the time occupied, and the expense incurred, will be nearly the same as above stated. Bearing these facts in mind, the account will then stand as follows: When the length of the Columbia rail way is consid. ered, and that it forms an important link of a great chain of communication, connecting two places so re-manufacturing district, or a large seaport town, will, mote as Philadelphia and Pittsburg; that the larger portion of the travel is by canal at a comparatively slow rate of progress; that this line is interrupted by a Portage rail way consisting of ten inclined planes and eleven levels; that it is highly important that it should attract to itself all the trade and travel which can be diverted to it from every part of the east and west by the various and superior facilities it holds out to the public; the importance of adding to these in every particular, and lessening or removing every thing which subtracts from them, cannot be doubted for a moment. COST BY STEAM POWER. 24 tons, at 82 cents per ton, Difference in favor of steam, $19 68 4. 92 24 60 $13 90 59 cts. Thus it will be seen that to produce a result so favor able to the use of horse power compared with that of steam, the whole expense of each horse must not exceed sixty-two and a half cents per day-that each horse must draw a load of three tons, exclusive of one to one and a half tons, the weight of the cars-that the differ. ence of expense in favor of steam when one horse and one car only are employed, is On 6 tons, by two horses, On 9 tons, by three horses, On 18 tons, Average, $2 16 or per ton 72 cents. 34 22 $1 28 While by the second and fairer estimate, the difference in favor of steam is, 59 cts. committee, be found expedient to permit the use of animal power upon it, until time and experience shall prove its equal or superior advantages. The indiscriminate or proportioned use of steam and horse power by whomsoever owned, would be still more disadvantageous. The expense of a horse path would still be required, for at least one track of the road, and while the inconveniences arising from the use of a crowd of horses and drivers, would be lessenedthe difficulty of adjusting their varying rate of speed. this advantage would be more than counterbalanced by The difficulty will be aggravated by the use of both kinds of power indiscriminately by several companies, or by individuals in the ratio of their number. The conflicting interests of several companies-and still more frequently conflicting interests of individuals -the neglect and caprice and wilfulness of their agents, would in their opinion produce a most injurious effect. Should steam motive power be supplied by a company or companies, the question presents itself under different aspects; several methods of effecting it are offered for consideration. One is to permit several companies to furnish it for certain parts of the road to which their action may be limited respectively. This method would obviate many of the embarrassments 7 cts. per ton. incident to those already suggested arising from the con} flicting interests of separate companies extending over the whole of the road. The predominating influence of corporate interests over the interest of the State in the preservation of the road, and the interests and convenience of individuals; want of harmony in their action as respects each other-and with those who carry the trade, &c. on the canals, would still be serious objections. Yet these objections would apply with more force if to these privileges to such companies were added that of being common carriers. In the latter case it would be difficult to prevent them from entering into commercial speculations, the tendency of which would be to the exercise of their power to convey their own merchandise to market while prices were high, while they ne glected to convey that of other persons. The same objections though with less force, would apply to the motive power with or without the privilege of being common carriers, being placed in the possession of a single company. While on the one hand, a greater harmony of action would be insured, yet on the other, the public would be subjected to the power of a monopoly without the benefits of competition-and the same difficulty of confining their operations within legitimate bounds-the road itself not being their own property, would be liable to the same injury. In all these estimates, the horse must travel at the rate of 28 miles per day, (Sundays excepted) the whole season on the average; one half of the time with a load of more than four tons each, car included; and the other half with a load of more than two tons, car included; the greater portion of the way on an acclivity while returning. If the return trip could always be accomplished in two days, the difference would be somewhat les sened, but the practicability of this is considered to be very doubtful, as respects the average of horses and days throughout the season. To this difference in the expense must be added the difference in the time necessary to the performance of the trip, which is more than equal to two days, and equal in point of time to an increase of the distance from Columbia to Philadelphia, of 164 miles, and of course the same from Pittsburg to Philadelphia. But the exclusive use of animal motive power on the road, will be attended with other great disadvantages: a horse path will be required, the cost of which is estimated at $85,000; the annual expense of keeping it in repair is ascertained to have been $300 per mile. To a waste of power arising from the necessity of using sufficient on the more level parts of the road to enable the horse to overcome the greater acclivities; interruptions arising from inequality in the strength and speed of horses; ditficulty, if not impracticability of keeping up a uniform rate and rapidity of progress, occasioned by the care lessness or wilfulness of drivers, under any regulations which could be adopted; consequent interruption, delay and dispersion of trade to other and rival channels of conveyance. The road under such circumstances, would be peculiarly unfitted for the rapid conveyance of passengers, to whom it ought to afford facilities, and to whom it will, under proper management, be exceed ingly and increasingly attractive. All the above dis advantages will be experienced whether the power is owned by the Commonwealth or a company. The use of the whole of the road by different companies, would be still more productive of all these inconveniences; and the indiscriminate use of the whole road by numer ous individuals, would but increase the evil. The most advantageous use of horse power would be effected by confining the operations of companies to certain and limited portions of the road; but under any aspect of the case presented, it will not, in the opinion of your The plan of permitting a single company to furnish the motive power without that of becoming common carriers in the legitimate use of the word, presents itself to the minds of your committee as the most favorable of any yet dwelt upon, supposing their operations confined within proper limits: yet it could not but be less agreeable to our citizens, and more likely to affect their interest unfavorably, than it would be if left in the possession of the agents of the State, and regulated with a view to the common good, and the motive power at the same time furnished at the cheapest rate. If the road is let to a company, that company must stipulate to charge no more than a certain price, either for the use of the power or for transportation, as the case may be. They must also carry all the trade that offers itself without delay, favor or partiality, and in a reasonable time. They must supply a sufficient number of engines, cars, &c. for the purpose. Suppose they should find it their interest to prefer one kind of transportation to another? The trade along the line to that from the western parts of the State. They may not have a sufficient number of engines on the roadHow can they be compelled to add to their number?Cannot they alledge the force of uncontrolable circumstances in their defence? The burden of proof to |