1829.] PHILADELPHIA AND COLUMBIA RAIL ROAD. PHILADELPHIA AND COLUMBIA RAIL ROAD. 45 point possessing no advantages but the protection of a corporation, to a point reached neither by the population of the city nor by its trade. Mr. POWELL'S REMARKS in the Senate, upon the follow ing resolution, which was unanimously adopted: The canal commissioners have not decided to take the "Resolved, That the committee on roads, bridges, rail road over the Schuylkill opposite to Belmont farm, and inland navigation, be instructed to inquire into the but they have wisely resolved to put under contract the expediency of reporting a bill giving to the canal com-road formation of the line only from that point westward missioners, authority to construct the rail road from the-leaving to the legislature to determine whether the stationary engine near Judge Peters' farm, to some interests of the commonwealth-the objects of the farpoint on the Schuylkill, affording a complete communi-mers-the purposes of the traders, and the wishes of the cation with the ocean,' and following the western side of the river, but leaving to the community the option of crossing at the said point, or at some other point between the upper bridge and Market street, by means of bridges to be constructed by companies to be duly constituted by law." I am aware of the difficulties which must be met, in moving a resolution directly involving the interests and prejudices of a respectable body of men. And, sir, I am not unmindful of the grounds of accusation which fretful malice, or sordid calumny may assume, to defeat me in the path, wherein I am sustained alike, by sense of duty to my constituents, regard for consistency, and devotion to the public weal. I am interested, I have said so, throughout. But no man will attempt to prove, that by interest, I have ever been made to swerve from my duty, or to clandestinely urge any private or political end. Let it be remembered, that it was I, who in direct opposition to my interest, caused the amendment to be introduced, making it imperative upon the commissioners to carry the rail road to the city, thus forcing it from the district wherein my property lies. I then voted, as I shall again vote, to advance the interests of the stateto promote the objects of my constituents, requiring that it shall not stop on the western side of the Schuylkill, but be so continued, that the country may be served. Which of us is not directly or indirectly interested in this question? My excellent friend, the chairman of the committee on Inland Navigation, who reported the bill in the other House which I caused to be so amended, is a director of the Union Canal Company, and he has a large quantity of ground, in the county, which would be most advantageously affected by the proposed circuitous route. Yet sir, I have never insinuated-no man ought to insinuate that this honourable gentleman has been influenced in his opinions, or directed in his movements, by any sordid or selfish view. friends of internal improvements, will be best met, by giving direct means of communication with the ocean, through a navigable river, by affording landing places on the western side of the town where property is cheap, or by carrying the produce to a greater distance to a point in its centre, where ground is much more dear; thus running from a navigable river, at the time we are expending millions for the sake of a navigable canal. It is so evident that competition among purchasers on the seaboard, warchouse holders, and the proprietors of wharves, promotes the interests of the farmers, and inhabitants of the interior, however it may detract from the profits of the few, that it would be futile to enlarge upon this point. The canal commissioners at their last session, appointed a committee to investigate various routes, which had been suggested; after mature deliberation they reported to the board, among other things: "It is not conceived that the termination of the rail road, at one territorial point, unconnected by a branch or branches reaching navigation, (and the larger front the better,) can accommodate the road. The committee conceive that a branch from the lower level at Belmont down to tide water opposite, (i. e. to the city) will be absolutely necessary to accommodate the trade which may be expected to pass over the line. "The committee do not wish to interfere with the confirmation of the line to Broad street by a bridge over the Schuylkill, but they do not apprehend they can commit an error in estimating the branch down the Schuylkill from Belmont, as entitled to the earliest consideration"-Making thus this route the one which requires attention before all others. Well might they condemn the termination at "one territorial point," anticipating as they do, that this rail road will conduct to market, quite as much produce as the Union Canal, and no doubt believing that it is not less important to the interests of Chester, Delaware, LancasHow many of us are elected purposely to press ap-ter, and all the western counties; however powerful the propriations, avowedly to urge public measures to promote sectional objects, wherein as representatives of districts, we must be directly or indirectly concerned. It is difficult to draw the line, and more difficult to pur-wherein all are alike concerned. sue it without conflict in practice, in political, as well as in private life. means which have been found to frustrate the wishes, or to render abortive the efforts of those who think that all portions of the state ought to be consulted, in matters The commissioners were told that if the rail road crossed the Schuylkill between the Fair-mount dam He whose prospects are founded on political advance- and the permanent bridge, that the improvements on ment-he whose vocation is politics-he whose pursuits, the eastern side of the river as well as the regulation whose rewards, whose hopes, and whose fears, rest on of the streets near to its margin, would make such locathe voice of his constituents, may be more sordid in press-tion ineligible, if not impracticable and absurd. ing a definite object, to satisfy the cravings, or appease the jealousies of a few leading men, than he who should directly, but indiscreetly, vote for the improvement of his property, much less important to his happiness, and ulterior objects, than the plans of a demagogue, courting popularity by extraordinary means. I shall give no such vote. Thus much for taunts on the grounds of interest, by which any honest and fearless legislator may be assailed from those, who knowing well, that where there is danger of being overwhelmed by detection, safety may be found in the storms of passion, excited by gross insinuation, harsh invective, or slanderous abuse. I appeal to you as the guardians of the public weal, as the representatives of this commonwealth, engaged in a stupendous work destined to carry the products of this great state to a maritime port, not to a territorial The statement of the city regulator, Samuel Hains, the formal opinion of William Strickland-and the letter of Canvass White, both accomplished engineers, prove that they were led into error, and it may be shown hereafter, that this misapprehension misled the commissioners in their report, notwithstanding the integrity and zeal with which it is believed they and their engineer performed their arduous tasks. They have not said where the bridge shall be located. It is well known to all persons, who are intimate with the proceedings of the board of commissioners, that the terms "confirmation" and "location," are mere words of form not obligatory upon them-intended but as declaratory of their view at the time, subject to their future decision, and open, not only to the direction of the legislature, but to the objections and cavils of all persons who shall be concerned. They state in their report, "it is believed that a line of railway leading to a large city, cannot exert its full capability, without the construction of branch lines near its point of termination, by means of which the trade may be conveniently diffused. It would be difficult for the board to fix the localities of such branch lines, as they must occupy, in some degree, the streets of the city, and otherwise interfere with its internal regulations." They close their remarks with a strong recommendation of the Schuylkill route. "While considering this subject, they have been struck with the importance, in a commercial point of view, of a line from the stationary engine near Judge Peters' to some point on the Schuylkill, affording a complete communication with the ocean. As such a line must follow the west side of the river, the difficulty before suggested would not be felt; and but for want of authority under the existing law, the board world be prepared to direct its construction. Language more emphatic than this, could scarcely be found to manifest their opinion of the advantages of the Schuylkill route. Whilst they now refuse to carry the line over the Schuylkill at Judge Peters' farm, which they have anthority under the existing law to do; they assert, that they would cause a line from the stationary engine at Judge Peters', to be constructed along the western side of the Schuylkill, affording complete communication | with the ocean, if they had authority so to do. The engineer of the state has recommended this line along the western side, in his report. The committee appointed to investigate the claims of various routes, urge that this line down to tide water opposite to the city," will be absolutely necessary, " and that it requires attention before all others. The commissioners, representing all sections of the state, declare to the Legislature that they would make it, if they had authority. Will you then, deny to them the authority to perform that which your interests require-that which they are appointed to investigatethat which they in all other instances are allowed to perform, to make a rail road of 2 miles-to terminate a chain of improvements, which must cost millions, in such manner as shall be found the best. ducted through the centre of Broad street to Southwark, let it be remembered that such road must pass fourteen streets, and in the course of time not fewer alleys, before it can reach the southern boundary of the town To such evils the commisssioners have already called the attention of the Legislature, and therefore stop the nominal location of the road at the "territorial point." Can it be believed that the citizens of Philadelphia, who possess property valued as sites for costly and large houses, in what are termed the fashionable parts of the town, where land is sold at the rate of $60 or 70,000 per acre, will consent to the interruption of their objects, and the means of their intercourse, by vast trains of cars carrying produce from the country to Southwark, delaying at the intersection of the streets every thing moving either up or down. Can it be believed that the inhabitants of this country will be satisfied with a route which shall expose their trains of cars to be stopped at every street, by the innumerable drays, wagons, pleasure carriages, and other matters, which in the distance from Vine street, to Southwark, might interrupt them in passing fourteen times, without any consequent good, or possible advantage to themselves. Such rail road would be at the control of the city authorities, and at any annual change of the council chambers, the rail road and all its contingencies might be destroyed by the interest of the citizens developed too late. Certificates attached to the draft exhibited in the committee room when the resolution was offered. "I am well acquainted with the ground upon which the red lines represent proposed branches for terminating the Columbia rail road, at and opposite the city of Philadelphia. I am of opinion that the crossing of the Schuylkill at the points C and D (that is, below Fair Mount dam, will be the most eligible scite of communication with the tide water of the city front, and that the location of these branches on the eastern and western sides of the river will be best suited to the purposes of transit and trade, being immediately adjacent to the wharves and landing places where at all times coasting vessels may discharge and take in cargoes from, and to all parts of our extensive coast. These lines should extend to the tide waters of the Delaware through the Northern liberties and Southwark, so as to form a girdle of communication round the city." They are not prepared to encounter the difficulty attending the entrance at the "territorial point," although they are prepared in order to possess a larger front," and to obtain "complete communication with the ocean, to direct the construction of the road opposite to the city, instead of crossing the river two miles above, winding along the northern section of the town, leaving the wharves on its western front, and paved streets, affording access as well to the heart of the city, and to Dela-watering committee. ware, as to the scene of business on every side. Let the Northern Liberties have a share-let the people of Southwark participate in the trade, but oblige not the inhabitants of the interior to seek new customers at Kensington-compel them not to deposit their mounds of coal-masses of lumber and timber-vast collections of flour, grain, whiskey, iron, and manufactured commodities intended for export or home trade, where speculators will require remuneration for land measured by the inch, without intrinsic or positive advantages, except those derived from the caprice of fashionable resort. Let not trade be forced from its natural channel-let not traders be driven into new connexions-let not the inhabitants and their produce from the interior be forced to a "territorial point," by a supposed defect in the law which the commissioners cannot overcome. Will not the legislature, disregarding sectional interest, passing by personal jealousies, contemning individual interference, amend any imaginary or real defect, involving the interests of the commonwealth which their wisdom directs them to protect. If it should be urged that the rail road can be con WILLIAM STRICKLAND, Engineer. "Having been called on by a representative of the city of Philadelphia, to give facts in connexion with the regulation of the streets, and a survey of the shores of the Schuylkill, made by me by the direction of the I state, this plan of the city is correct. The draught designates by the line A to B-the route on the west side of the Schuylkill to a point below the permanent bridge for the Columbia and Philadelphia rail-road, of which the canal commissioners say in their report, "They would be prepared to direct the construction if they had authority under the existing law," as, "affording a complete communication with the ocean." A branch from this line can be conducted over a bridge at C & D near the present upper bridge, where the river is about 400 feet wide, its bottom and shores being rocky and firm, and at such elevation as to conduct it to E.; thence along the line F, passing near the eastern shore of this river, affording means of direct intercourse throughout the western front of the city, Southwark, and part of the Northern Liberties, and giving communication with the ocean by means of brigs, and other sea vessels which ascend the Schuylkill. "This line by its proximity to the river would most conveniently give venders of produce and manufactured commodities from the country the option of passing down the paved streets to the centre of the population, or by rail roads through Southwark and the Northern 1829.] NAVIGATION OF THE SCHUYLKILL Liberties to the river Delaware as by G to H on the north, and F K on the south. "The regulation of the streets can easily be made to suit the ascent or descent of the road." The ground on the western shore, opposite the city would enable the rail road to pass nearly on a level over hard gravel without interfering with any improvements. On the eastern side of the river, the line designated would not interfere with improvements. SAMUEL HAINS, City Surveyor. Philadelphia, Jan. 1st, 1828. "December 17; 1828. "I have taken into consideration the project of building a bridge over the Schuylkill river in a line with Arch street, Philadelphia. The data you give is not sufficient for an accurate estimate; but a bridge can be built on the following dimensions per $63,500— calculating for three piers and two abutments, one to stand in the centre of the river, and one on each shore, the abutments to be placed on the brow of the bank or at the points to which each end of the bridge will ter minate without allowing much to be filled in against the abutments. The piers and abutments to be stone laid in cement. The top of the piers to be four feet above low water, and to be 200 feet from centre to cen tre, the abutments on the city shore to be 175 feet from the centre of the pier, the opposite one to be 125 feet, making 700 feet of superstructure. The bridge to be divided into parts of twenty feet each, one for a common road way and the other for a rail road, the whole to be roofed and weather boarded. ・・・ The object of extending the superstructure to each bank is to avoid the expense of filling in the abutments, and to give a free passage along both shores. I presume the length calculated will be sufficient, if not a little more will not add much to the cost; and from what I know of the location I think the estimate sufficiently large."** CANVAS WHITE. Extract of a letter from William Strickland, Esq. Engineer, dated Dec. 12, 1828. "I will now briefly state to you my views of this matter-the commencement and termination of a great public line of rail road, such as the one under consideration surely is, should not stop short at any particular point or street of the city; nor should the line branch through streets at all, for reasons which may become obvious to you when you reflect upon crossing places at every street, lane, or alley, of a populous city. "The proper points of commencement or termination should be at the wharves of the Schuylkill and Delaware rivers, and where the products of merchandize from the country can be landed, and transhipped from and into vessels or wagons upon the borders of tide waters, and where in all commercial cities similar situations are the scites of storehouses, landing-places, and depots, &c. &c." The river Schuylkill is navigated by brigs employed in European commerce, carrying 300 tons of coal, as well as by smaller vessels. The length of the permanent bridge from abutment to abutment is 554 feet 6 inches-that of the upper ferry 353 feet 4 inches, by the measurement of a person who states the facts. By Samuel Hains' note on the draught, the end of the upper bridge, where it touches the abutment is twenty-two feet from the waIt has never been reached by floods or ice. ter. 47 Two hundred and thirty-five sea vessels have, since the first of April last, been loaded in this river, for various ports in the eastern and southern states.. John Brandt "deposes and says, that he is about thirty-five years of age—that he has lived since his birth, with the exception of about two years, near the mouth of the Schuylkill-that he is well acquainted with the trade of that river, and is sure, as well from his own experience and observation, as from the declarations of masters of vessels navigating the same, that it is a perfectly safe and convenient river for vessels carrying not more than 400 tons-that vessels having the wind in come from the Delaware to the permanent bridge in their favour may, and do, without risk or difficulty, from one to two hours, and that under any, unless the most adverse, circumstances the passage is effected in from three to six hours, and far oftener in three than six." measured the depth of water on the bar near the mouth "The deponent further declares, that he this day of the Schuylkill, and that he found the same to be fif and that immediately inside the bar, the depth was five teen feet in the most shallow part that could be found, fathoms, or thirty feet, and that the tide this day was but a fair and ordinary one. The deponent further says, that he never heard of a vessel being lost in the Schuylkill, and that he considers this river a far safer clares, that the bar near the mouth of the Schuylkill, The deponent further dewhich is the only impediment, has been for years, and continues to be, gradually decreasing." harbour than the Delaware. Emly Sharp" deposes and says, that he is master of the sloop Caroline, and that he came round from the Delware river to the permanent bridge over the Schuyikill, this day, at nearly low water-that his vessel draws Schuylkill to the wharf at the permanent bridge in fiftyseven feet, and that he came from the mouth of the eight minutes-that he has frequently come up with the wind a-head in three hours, and that the usual passage, with a favourable wind, is from one to two hours. "He further says, that he considers the Schuylkill a perfectly safe river, affording an easy and convenient navigation, having for the last ten or twelve years been in the habit of trading up this river." Thomas Hewitt, Jr. sworn before Bela Badger, Alderman, says, "that he has transacted business on the river Schuylkill for two years-that he has" during that time seen vessels of from 200 to 250 tons burthen, coming to and going from the wharves, and that 300 tons of coal have been shipped in one vessel which departed without difficulty-and that store rents on the Schuyl kill are not more than half what they are on the Delaware.' Stephen Baker, being engaged in the Schuylkill trade, with the northern states, also sworn before Bela Badger, says, that he "employed Captain Powers, of the brig Volant, to sound the Schuylkill bar, which he did carefully, and reported that there was at low tide 8 feet, and at high tide 14 feet of water-that his house shipped, in 1827, between 80 and 90 cargoes, and that vessels drawing above twelve feet water pass the bar, and meet with no obstruction either there or in the river." Gideon Scull, engaged in the trade on the Schuylkill, affirmed before A. Pettit, Alderman, says, that he has "shipped large quantities of coal on board of vessels drawing from eight to twelve feet water, and never found any difficulty in their ascending or descending said river:" That he believes "that all vessels not drawing more than thirteen feet of water, can with ease and safety enter and proceed up to the permanent bridge— that the rate of store rent on the Schuylkill is not more than half that charged on the Delaware." Timothy Caldwell, sworn before Bela Badger, Alderman, says, that "the New York and Schuylkill Coal Company have constantly running from the city of Philadelphia, at the Schuylkill, to New York, three vessels carrying from 200 to 250 tons of coal each trip. The brig Fame, when loaded, carries generally above 250 tons; these vessels come up the Schuylkill without difficulty, and discharge their cargoes at the wharves. The brig Fame drew, when fully loaded, 12 to 12 feet of water, and always passed the bar without touching." Gideon Scull states, that "coal, iron, castings, nails, &c. are delivered from the river Schuylkill to any part of the City, Northern Liberties, and Southwark, at 40 cents per ton-flour at 4 cents per barrel-whiskey at 6 cents per barrel, or 40 cents per lhd.-corn, as well as all other kinds of grain, at 14 cents per bushelother articles not enumerated, at the rate of 40 cents per ton." Trade of the Schuylkill in 1828. J. R. and J. M. Bolton state that they have received, from April, 1828, to December, 1828, 5360 tons of coal at their wharf on the Schuylkill, of which 1898 tons have been shipped in brigs, schooners, and sloops, to New York, Salem, Providence, Massachusetts, and New Brunswick. They have received, also, at the same wharf,— 26316 barrels of flour, 1811 barrels of whiskey, 633 hhs. of whiskey, 17468 kegs of nails, 1170 tons of sundries, that is, wheat, corn, iron, butter, flaxseed, &c. &c. do. (JANUARY 289 bushels of clover seed 15 bbls. of potash, 50 bbls. soap, Daniel Wentz and Co. state that they have received from the 4th of March to the 23d of December, 8445 barrels of flour, 342 hhds of whiskey, 482 bbls. of 147 bbls. of tallow, 136 bushels of oats, 1262 bushels of corn, 158 bbls. of flaxseed, 10 hhds, of linseed oil, 60 bbls. of do. 60 bbls. of butter, 905 kegs of do. 110 tons of bar iron, 160 tons of castings, 12 bbls. of beeswax, 40 bbls. of dried peaches, 15 tons of leather. &c. 1635 tons of coal, 51312 staves, 740000 feet of lumber, 327 tons of pig metal, 2563 bushels of wheat, 189 bushels of rye. That they have sent into the country from the same place, 3792 barrels of fish, 7613 bushels of salt, 1001 tons of plaster, 2081 tons of merchandize. James Donley states that there have been sent from the Pennsylvania Canal Boat Company's wharf, on the Schuylkill, by way of the Union Canal, from the 17th of March to the 17th of November last, 3061 tons, 17 cwt. of merchandise, and that between the same periods there have been received through said canal the following articles 8735 barrels of flour, 181 tons, 17 cwt. of iron, 9 hhds. whiskey, 17 tons, 15 cwt. of lard, butter, &c. 39000 shingles, 119 bbls. of flaxseed and clover seed, 7034 hoop poles, 251 bbls, whiskey, cider, &c. 35953 staves. Robert Flemming certifies that the amount of coal re Waln and Morris state that the following vessels, consigned to them, went into the river Schuylkill, landed their cargoes on that part of the city, took other cargoes on board at the same, and sailed for foreign ports, viz.ceived by him from Mount Carbon since the 1st of May 15. Schr. Post Boy, 162 tons. Capt. Dodge. Capt. E, Saule. July 30. Brig Freighter, 280 291 half bbls. do. all of which were sent up the Schuylkill Canal, He has received of flour 122 barrels. Whiskey Butter Lard Soap and Tallow Lumber Pig Iron 1576 tons of coal were shipped by sea vessels, brigs, sc hrs. &c. to N. York, Boston, Wilmington, &c. Isaac Stoddart States that from the 31st of March to the 18th of December, he has received at the North America Coal Company's wharf, on the Schuylkill, 11825 tons of coal-of which 8054 tons have been shipped in sea vesselsthe residue sold to citizens of Philadelphia. J. W. Wynkoop states that he has received since March last, at his store on the Schuylkill, 1910 tons of coal-of which 508 tons were shipped to New York. John Shippen and Co. state that they have received since March, 4978 tons of coal, lime, and limestone, of which 1878 tons were shipped to New York and New Jersey. March; is 2500 tons-of which 2200 tons have been shipped to New York and Albany. Morris and Johnson state that they have received from Mount Carbon during the last season, 4470 tons of coal, of which they have shipped 1217 tons. Benjamin E. Valentine, the former agent of the New York and Schuylkill Coal Company, states that up to the 1st of July last, about 500 tons of coal had been received from Mount Carbon, and the present agent says that since that period about 2000 tons have been received, and that about 2200 tons altogether have been shipped. Joseph Haines states that he has received about 2200 tons of coal during the last season, of which about 2000 tons have been shipped to Boston. WEATHER.—16th. For several days during the present week, the navigation of the Delaware was interrupted by floating ice; and the Schuylkill was completely frozen across, and hundreds of persons skaiting upon it. But the heavy rain on the 14th, and the prethere is still a considerable quantity floating in the Del. sent mild weather will soon destroy the ice-of which Pittsburg from Baltimore. They sold at 25 cts. per doz. 4 wagon loads of Oysters in the shell lately arrived at 1 wagon with 5 horses brought 68 bushs. Valued $170. Printed every Saturday morning by William F. Ged des, No. 59 Locust street, Philadelphia; where, and at the Editor's residence, in North 12th st. 3d door south of Cherry st. subscriptions will be thankfully received. Price five dollars per annum payable in six months after the commencement of publication-and annually, thereafter, by subscribers resident in or near the city, or where there is an agent. Other subscribers pay in advance THE REGISTER OF PENNSYLVANIA. DEVOTED TO THE PRESERVATION OF EVERY KIND OF USEFUL INFORMATION RESPECTING THE STATE. VOL. III-NO. 4. EDITED BY SAMUEL HAZARD. PHILADELPHIA, JAN. 24, 1829. NO. 56. 1828. MR. EDITOR AURORA BOREALIS. few minutes after, the sky in the north appeared very bright, as if illumined by a distant fire. I immediately We comply with the request of a subscriber in pub went to the third story window of a very elevated buildlishing the following article-which gives a more de-ing on the west side of Broadway, and from a window tailed account than we have seen, of those remarkable if possible a still better view of it, I proceeded immesaw a very extraordinary light in the north. To obtain lights which were witnessed in this city in 1827 and diately to the roof of the house, an elevation of about ninety feet above the street, which enabled me to over. look the whole city, and afforded a clear view of the horizon in every direction. From this situation was The frequent appearance of these lights during the seen a broad band of light, in the form of a long low summer and autumn of 1827, so unusual in our latitude, arch, stretching round from five to six points of the is probably within your recollection. Those which were compass, and extending in the centre a few degrees seen in August of that year, exceeded in splendour any above the horizon, and the north star directly over the thing of the kind witnessed within the memory of the centre of it. Immediately under the arch, and apparently oldest observer. They were slightly noticed in our pa- extending from the horizon to the under part of it, pers at the time; but not with that attention which the there was a pretty dark thick cloud. In this arch, and extraordinary character of the occurrence seemed to immediately under it, on the upper part of the dark demand. The account which I enclose you, is taken cloud where the arch and cloud seemed to touch each from a New York paper, and is from the pen of a gen- other, were two remarkably bright spots; one near the tleman, distinguished for the accuracy of his observation, eastern, and the other near the western extremity of the and the fidelity of his description; and is much more arch; and from those spots, a large quantity of bright minute and precise, than any other I have met with. I light, of a circular form, seemed to issue and to rise to a should be glad to see it preserved in something less small distance above the arch. Shortly after, similar fugitive than the pages of a daily journal, and although spots of bright light appeared, at various distances from it may not fall exactly within the plan of your work, I one another, all along the arch, and from these the should be much obliged by its insertion. These phe-light seemed to issue, and to rise to various heights nomena have always been viewed with interest by men above the arch. of science, and their causes have furnished much matter About 11 o'clock a new appearance presented itself. of speculation to the learned; and the northern naviga- A number of perpendicular bright white columns tors and travellers acting under the orders of the British or pillars, apparently several degrees in length, were government, have I believe been directed to notice and seen in quick succession, moving horizontally and appareport upon them particularly. It would not be inap-rently directly over the arch from the eastern to the propriate to your meteorological columns; and, I think, would be interesting to many of your readers. A SUBSCRIBER. January 12, 1829. [From the N. Y. Commercial Advertiser.] western extremity of it. These columns or pillars, were wholly invisible until they came within the range of the arch or its light, and disappeared the moment they passed it. Upon reflection I was inclined to think that these columns or pillars were vapour in that form, driven along or over the arch by a current of wind and illumined by the bright light of the arch, or of the light which produced the arch, as they came and passed the western extremity of the arch, and in that part of the within its range. The brightness immediately above heavens where these columns had disappeared, seemed to me to become more vivid immediately afterwards. Not long after these columns or pillars had disappeared, the dark cloud beneath the arch seemed to be rising, and by half past eleven o'clock, or thereabouts, had covered the arch, and had spread over a considerable part of the northern section of the sky, and in a short time afterwards was driven by the wind to the south east, and the arch again appeared as bright as before. Some time after this, the horizon beneath the arch again became darkened as before, and another dark cloud seemed to occupy the place of that which had risen and been dispersed. The Aurora Borealis, or Northern Light, which is very common in high latitudes, and rare in latitude fortyone, was seen from the city of New York, and many other parts of the United States, in great splendour, on the nights of Monday and Tuesday, the 27th and 28th of August. For the gratification of those who did not see it on either night, or the bright arch which passed over the city on Tuesday night, and for the information of those who may be disposed to speculate upon the causes of these interesting phenomena, I propose to describe their appearance, and to give a brief account of the weather immediately before and after. On Saturday the 25th of August, the wind was North Easterly, the sky cloudy, and the air cool, and there were strong indications of an approaching North East storm. Early on Sunday morning it commenced raining, and rained very heavily on Sunday and Monday. The wind was About half-past twelve o'clock, there was another fresh on Sunday, but could scarcely be called a gale. and a very extraordinary display-a row of pillars of exIn the afternoon of Monday the wind backed round to treme beauty and brightness appeared all at once standthe West of North, and it cleared off. Early in theing along or on the the arch, extending apparently from evening, thick clouds, the remnants of the materials of the storm, were seen floating in the West, from North to South, a few degrees above the horizon. The moon went down, at eighteen minutes past nine o'clock, and a VOL. III. 7 five to ten degrees above it. They appeared to be at equal distances from one another, but of unequal heights. This colonnade remained for one or two minutes and vanished. |