The New York Herald Newspaper, October 14, 1851, Page 2

io oi nees and con- Buon which may excite profound and general inte! and even sealionge @ respectful compari- son pe greatest of chose advances in the art of lecomot of which we are most july proud. It will not, therefore, be without utility and in- terest, after the detailed notice which we have late- ‘iven of our own advances in the adaptation of steam to locomotion, to direct attention to the pro- grees in the same department, which bas been simul - tanec! made in other and distant countries, and first, and above all, by oar friends and couutrymen in the other hemisphere. The inland transport of the United Statesis dis- biog mainly between se rivers, the canals, a railways, a comparatively small fraction of it Detug execeied on common . Provided wi:h @ system of natural water communication ona scale of magnitude without any parallel in the might have been expected that the “ Po! lation of this recently settled comely ee have Sates for along pines of , Cl d with euch an apparatus oftransport. It character of man, but above all, ef the Anglo-Sax- ob man, Dever to rest satil with the gifts of na- ture, however munificent they be, until he has ren- dered them ten times more fruitful by the applica- tion of his skill and industry; and we find accordin, ty, that the ulation of America has not o made the pr: ous streams which int2rsect its vast territory over gg many thousands of miles, literally swarm with boats, but they have, be- 8, constructed ® system of canal navigation boldly challenge comparison with aoy- ‘thing of the same kind existing in the oldest, weal- thiest, ard most civilized States cf Europe. It appears from the official statistics, that, on the Ist ot ‘omy. 1843, the extent of canals ia actual operation amounted to 4,333 miles, aod that there were then in pregress 2,559 miles, @ considerable Fertion of which bas since been completed, so thas itis probable that the acwual extent of artificial Water communication now in uso inthe United States considerably ree me miles. The ave- rage cost of executing ¢ system o} fifeial water communieation ‘at the rate of £6,452 per wile, so that 5,000 would have ab- scrbed a capital of above £32,000,000. This extent of canal transport, compared with the }, @xhibits in # striking point of view the activity and enterprise which characterive the American people. In the United States there is a mile of canal navi m forevery 5,000 inhabitants, while in England the proportion is 1 to every 9,000 inhabitants, and in France 1 to every 13,000. The ratio, therefore, of this instrument of intercommu- nicaton in the Uaited States is groater than in the United Kingdom, in proportioa to the poulation, as ase 5, and greater than in France in the ratio of 3 to The extent to which the American people have fertilized, so to speak, the natura! powers of those vast collections 0! sect their territory, is not less remarkable than their enterprise in constructing artificial lines of water communication. Beside the internal com- munication supplied by the rivers, properly so called, avast apparatus of liquid tr ort is de- rived from the geographical character of their ex- tensive coaet, stretching over a space of more than 4,000 miles, from the gulf of St. Lawrence to the delta of the Mississippi, indented and with navural herbors and sheltered bays, fringe with islands forming sounds, throwing out capes and promontories which enclose arms of the sea, in which the waters are free from the roll of the ocean, and which, for all the purposes of navigation, have ‘the character of rivers and lakes. he lines of communication formed by the vast and namerous rivers are, moreover, completed in the interior by ins of lakes, poenting the moet extensive bo- dies of fresh waver in the known world. question may be raised on the confi ing claime for the invention of steam navigation, it a tae aan that the Bg steamboat practically applied for any any useful purpose, was placed on the Hekes, to ply ecwens New York and Albany, in 1808; and, trom that time to the preeent, that river has been the theatre of the most remarkable series of experiments of locomotion oa Water ever recorded in the history of man. Tae Hudson is 0 able by steamers of the largest class as high as Albany, a distance of nearly 150 miles from New York. The steam navigation upon ‘thie river 1s entitled to att»ntion, not only because | of the immense t becaure i: form. the Aiantic states. Two classes of rteame ‘Upon it—one appropriated to the swift tran: passengers, and the other to the towiog of th traffic which is maintained between the city of York andthe interior of the State of that name, into the heart of which the Hudeon penetrates. ‘The passenger steamers present a curious con- trart to the sea fing steamers with which we are lie of which it is the venicle, but ean, they are supplied with neither rigging vor sails, are built exclusively with a view to speed, are tlen and weak in their structure, with vamp Jength in proportion to their beam, and bave bat small draught of water The position and form of the machinery are peculiar. The engines aze placed on deck, in a comparatively ele sit- It is but rarely that two engines are used A tingle engine, placed inthe centre of the deck, ves a crank constructed on the axle of the enor- os wheels, the magnitude of which, and the velocity imparted to them, enable them to per- form the office of fy-wheels. These vessels, which are of great magnitude, are splendidly fitted ap for the accommodation of passengers, and have been, within the last ten or twelve years, undergoing a gradual augmentation of magnitude, to which it would seem to be difficult to set a limit In the following table, which we borrow from the werk on Kgjlway Economy, from which we bive already derived to large @ portion of our informa tion, are given the dimensions and the details o! | al steamers plying on the | 4¢ + | fourteen of the prii Hudson in the year | tt T2 Names. °° % mh & fh fh, De Witt Clin. 20 2 Chemplan. isv 7 dese Set) eres wesie we 56 een ® — ws WX cently made all have a tea- Averages The changes more dency to increase the magnitude and power of those versels, to diminith ther draught of water, and to merease the play of the expausive principle. Ves tels of the largest clase now draw only as mach Water ar the emalleet drew a few years ago, 4 fect Simebes being regarded as the maztemum Im the following table are exhibited the deta'ls of tre of the mo-t recently constructed prssenger ves Nemes. fi. fi ie bse BO 6 38 ®eer ® ne Me 098 & ge 2 MO NE Be 6 88 mo 1 46 120 3% » ee sift therefore, that the average ing hotels i¢ above 300 feet; m appros z 40 feet. In the passen- odation afforded by them, po water n in any country of the world can Nothing can exceed the sple: a ary with which they are fitted up, fr ed, and ted. Silk, volv ost costly carpetiags and upboletery, vart Wing, and carving, fare profusely dieplayed in their ion Leven the engine room, in « (them, is lined with mir- rors. in the Ali< give room is one mitto mente of the brilliant and bi, running from 22 miles » without dificul I oft eastern rivers, ( the Miceiesippi and its tributaries.) t rence of explosions is almost w of During the Inst 10 yeare, not a sing trophe of this hind bas been recorded, although ¢; lind:ival boilers 10 feet in diameter, composed of plating five rix- teenths of an ineh thick, are commonly used, with seam of 50 Ib. pressure. 7 Previously to 1814, the lowest fare from New York to Albany, a distance of 145 miler, was ts. 44 ; at present, the fare ie 2x. 2d., and for an ad Giiepal sum of (he same amyunt, the passenger cap at the ratber to have increased water which surround and inter- | served the purposes of commerce and in‘ercommu- nication to the comparatively thinly scattered pulation of the Western States so efficiently that many years will probably elapse, notwithstanding the extraordinary enterprise of the serrated ®Py Considerable extent of railway communication dq Will be established in this part Nevertheless, the traveller in these distant regions encounters occasionally detached examples of rail- ways, even in ae Asay ha the Mississippi. rt of model for all the rivers of wing to encounter the agitated | | — in actual opera! | | Eastern and Northern 2 | toa fraction with Lr | table ie given the number of miles of surfac h bedroom Breakfast, dinner, and supper. 7 E trains on rail No spectacle markable than this classe losomotive machines, may be seen in the midst of thi rounded bya cluster of 20 or 30 loaded craft of various m: . Three or four tiers are lashed aroualit, aad the moving which mass is seea to proceed up the river, no apparent pro: i peony, for the steamer pro Dellere are jiterally baried in the of the cluster which clings te it end ound and near it. j ‘As this water goods train, for so Tt may be called, ascends the river, it drops off its load, vessel by ver- sel, at the towns which it Oae or tw left at Newburg, another at Poughkeepsi three more at two at Fisbkill, and, in fine, the tug arrives aresiduum of some half doven vessels at of the Mississippi and the otber Wi is conducted in a manner nt from that of the Hudson. Every familiar with the lamentable acei- w appen from time to time, and the from explosion which continua'ly takes | place on those rivers. Such catastrophes, instead | of diminishing with the improvement of art, seem . Engiacers have done literally nothing to cheek the evil In a Mississippi steamboat the cabins and saloons | are erected on a flooring six or eight fect above the | deck, upon whish, under them, the eogiaes | are placed, which are of the coarsest and mos: inartificial structure. They are invariably worked with a high pressure steam, and, in order to obtain that e which in the Hudson steamers is due to a vacuum, the steam is worked at an extraordinary ressure. We have ourselves actually witnessed oilers of this kind, on the Western rivers, workin under a full preseure of 120lbs. per square ine above the atmosphere, and we have been assared that this pressure has been recently considerably increased, so that it is not unfrequont now to find them working with a bursting pressure of 200lbs. per square inch. As might naturally be oupetied, ee chief theatre of rete, Senge in America is the Atlantic States. The Mississippi and its tributaries hava people, before of the States. In the State of Mississi e are five short lines; ten or twelve in Louisiana, and a limited number scat- tered over Florida, Alabaaa, Mlinois, Michigan, Indiana, and Ohio. These, however, are generally detached and single lines, unconnected with the vast net work which we shall atly notice. To the traveller in these wild regions the t of such ar- tificial agents of trazapor: inthe midst of a country, & great portion of which is still in the state of na- tive forest, is most remarkable, and strongly cha- | racteristic of the irrepressible spirit of enterprise of | its people. Travelling in the back w of Mis- siseippi, through native forests, where till withia a few years human foot never trod, through solitudes, the silence of which was never broken, even by the red man, we have been sometimes filled with won- der to find ourselves transported by an engine con- structed at Newcastle-on Tyne, and driven by an artisan from Liverpool, at the rate of twenty miles eer an hour. It is not easy to describe the imp: produced by the juxta position af these refi: nts of art and science with the wildness of the country, | | where one sees the frightened deer start from it: . | lair at the snorting of the ponderous machine, and the appearance of the enakel.ke train which fol- | lows it. The first American railwa: sengers on the last day of 1829. According to the reports collected and given in detail in the ork alrealy quoted, it appears that, in IN49, after an interval of just twenty or there were in actaal operation 6,565 miles of railway in the States. Tae cost of construction and plant of this sys*em of rail- | same authority to bave been | rage rate of £5,129 | Ways appear by £53. 380,585, being at the per mile. The reports collected in Ur. Lardner’s work come up to the middle of 1649. We have, ho fore us, documents which suppl cent period, and have computed from them the fol- lowing table, exhibiting the number of miles of pital expended in t! ir construction and plant, be length of the lines which are are in process of construction, but not yet completed: — Raileays Railways Cost of peajec tad. Cost in Construct’n and in per operation and plant. progress mile Eastern States, including’ Miles £ re . Maine Hampshire rmont. Marrachu ts, Khede Inland, Conneetieut...... j° Btates. including New York, the Jerseys, Pennsylvania Delaware, ard Maryiend.. Soutbern Btates ing Virginia, the Caro- linas, Georgia, Florida, and Ainbame 2845 23,100,087 67 812 3603 27962500 262) 7.079 2108 6,253,190 1,283 3,919 | | Wertern states, including | Loutriana, Mirsisrippi Texan, te tucky. © Tudiana. oui consim..... | Totala and averages. 10289 06,059 407 6.478 | It must be admitted that the results hore exhi- bited prevent @ somewhat astonishing spectacle. It sppears from tatement that there are in actual operation in the United States 10,280 miles of rail- way, and that there are 9,652 projecced and in pro- grers of execution. So that w! afew years more ebail bave rolied away, this extraordinary Fe will actually bave 20,000 miles of iron ro.d in ope- ration. It appears from the above report, compared with the previous report quoted from Dr Lardner, that the average cost of consiruction has been diminish- ed as the operations progressed According to Lr Lardner, the average cost of construction of the 6,500 miles of railway in operation in I™i, was £1,529 per mile, whereas it appears from the pre- ceding table that the actual cost of 10,29 miles now in operation, has been at the average rate of | £6.47 per wile. On examining the analytis of the distribution of these railways among the “tates, it appears that this discordance of the two state- | ments it apparent rather than real, and proceeds from the fact that the rail s opened since Dir being chiefly in the Soathern and § re cheaply constructed lines, in which the landed preprictors extent, their gratuitous co ope working stock their average cost per mile tie under £1,000, the cost per mile i sponding almost It ie | distribution of remely unequal, not also worthy of observa’ this network of railwa only in quantity, but in ite cepability, as indieated | by its expe of construction Thus, in the popu- | lous and of Massachusetts, New Jersey, and N , the proportion of railways to surface it contidérable, while in the Southern | tates it ie trifling. In the following apd Weate We of cailway in some of the pri # FOR RACH MrLe seen. is considered tat the railways ia this courtry bave cost, upon an average, abeut 1H uu per mile, the eomparatively lo ¥ cost of the A meri- can railways will doubtless. appeat extraordiuary This circumstance, howe rer, 8 explained, partly by the general character of the co uatry, partly by the moje ef constructing the rail @vys, and partly by the manner of working them. With certain exceptions, few in tumber, the tracte of country over which these lines are carried is nearly @ doad level. Of earthwork there is but little; of works of art, such a viaduets and tannela, coutsonly none. Where the railways are carried over strean® % rivers, bedges are constguctyg in a sade but | nited States, | je | miles. The total coat of thle line, ‘including the per cent more. Htrike the course of rivers juehannah— ht are ied directly upon ithe e fi boat, the paeron inder & seed the lower deck. ion is accom: in five miautes. @ spacious river the thelr breakfast, dia- may be. 0, , aS the case site bank the upper deck comes in con- twith'a like platform, Z & railway upon which the luggage waggons are rolled; the pas- ptm us they descended, under a cov- ‘way, and, resuming their places in the railway carriages, the train proceeds. But the prudent Americans have availed them- selves of other sources of economy by adopting a mode of construction et to the expected me Formed bata a wei ard (aly Hd ways are generally le x Bs previded at convenient situations. Collision is im- possible, for i inust enter it and remain there until the followin, train arrives. This arrangement woul be a.tende Hi With incoxvenience with a crowded traffic like that of many lines on the English railways, but even on the principal American lines the traing seldom in Reap ge ay ripen than twice rie ter tl ume a! lace of meeting is fectly ulated. In the sirvoture of the Bg 10, ‘inciples have been adopted which have been attented with eat econo! com; d with the English lines. Fre coginiecee; Oar "exee le, do not impose on themselves the difficult an excluding all curves but those of large radius, aud all gradients exceeding a certain small limit o: steepness. Curves of 500 feet radius, and even less, are ieqeent, and acclivities rising at the rate of 1 foot in 100 are considered a moderate ascent, while there are not less than fifty lines laid down with gradients varying from 1 in 100 to | in 75; never- voeless these lines are worked with facility by loco- motives, without the expedient even, of assistant or stationary engines. The consequences of this have been to reduce in an immense proportion the cost of earthwork, bridges, and viaducts, even in parts of the country where the character of the surface is least favorable. But the chief souree of economy hag arisen from the structure of the line itself. In many cases where the traflic is lightest the rails con- sist of fat bars of iron, inches broad and 6 10ths ef an inch thick, nailed and spixed to p'anks of tim- ber laid longitudinally on the road in parallel lines. so as to form what ate called continuous bearings. Some of the most profitable American railways, and those of which the maintenance has proved least ex- pensive, have been constructed in this manner. The road structure, however, varies according to the traffic Rails are sometimes laid weighing only from 25 lbs. to lbs. per yard. great traffic they are supported on transvese sleep- ers of wood, like the European railways; bat in consequence of the comparative cheapness of wood and the bigh price of iron, the strength necessary for the road is mostly ob:ained by reducing the dis- tance between the sleepers so as to supersede the necessity of giving greater weight to the rails. ‘The same observance of the princip!es of economy is maintained with regard to their locomotive stock. The engines are strongly built, safe aad powerful, but are destitute of much of tha: elegance of exte- terior and beauty of work which has excited so much admirstion in the machiaes exhibited in the Crystal Palace. The fuel is generally wood, but on certain lines near the coal ricts, coal is used. The ute cf coke is nowhere resorted to. Its expense would make it inadmissible, and in a coun- try so thinly inhabited the smoke proceeding from coal is not chjected to. The ordinary speed, stop- pages included, is from fourteen to sixteen miles an hour. Independently of other considerations, the | light structure of many of the roads would not allow @ greater velocity without darger; nevertheless wolhave frequently travelled on some of the better constructed lines at the ordinary speed of the English railways, say thirty miles an hour and up- wares, Notwithetanding the apparent'y feeble and un- substantial structure of many of the lines, acci- dents to pasrenger trains are scarcely ever heard It_appears by returns now before us that of 9,355,474 passengers booked in 1550 on the crowdsd railways of Maseachusetts, cach passenger msking an averaze trip of eighteen miles, there were only Gfteem who sustained accidents fatal to life - a | was opened for pas- | ciples explained by us in a former article, that when a passenger travels one mile on these rail- | | pediency of the of. limb. it follows from this, by the common ways the chances against an accident roe injury, even of the sigh‘est to 1. under like circumstances, are 55,125 to 1. American railways are, therefore, safer than the English, in the ratio of 112 to 85. great line of communication is established, 400 miles in length, between Philadelphia and Pitts borg, on the left bank of the Ohio, composed partly of ra'lway and [peed ofcanal. ‘The section rol Yhiladelphia to Jolombia (52 miles) w rail- the line is then continued by canal for 172 0 Holidaysburg; it is then carried by rail- way 37 miles to Johnstown, whence it is co gg e traffic on this mixed line of transport is conducted fo as to avoid the expense and inconvenience of tranrshipment of goojs and passengers at the suc- cessive points where the railway and canal unite. The merchandise is loaded and the passengers ac- | sommodated in the boa's adapted to the can: wa, mil 104 miles furtber, to Pittsburg, by canal. the depot, in Market street, Philadelph' kK boats, which are of considerable magnitude length, are divided into segments, by partitions made transvertely, and at right angles to their length, so that such boa: can be, as it were, breken into three or more pieces. These several are placed each on two railway trucks, support it at ite ends, a proper body being provided for the truc! adapted to the form of the bottom and keel of the bo I thie manner the boat is carried in pieces, wi load, along the railway. On arriving at the the pieces sre united so as to form a continuous beat, which being launched. the tran tinued on the water. Oa arriving ore resolve which, as before, ucks and transported to the next canal by locomotive engines. Hetween the depot ket street and the locomotive station which is situated in the suburbs of I’niladelphia pape mente of the boat are drawn by horses on conducted through treets. At the loco- formed into ly of the truck rests apon a ted by wheels, it ii capable of revolv ficulty is found tarnitg the short curves, and these eno: vehicier, with their contents of mercbandi gers, are reen daily ir depot in Market stree facility the corners at the ent sive strcet Py a co Lasdve noe of each succes mn of the retwn published by Dr. with the mor ly given, it will * two years not less than een opened for traffic ited States & there are incladed everal of the most important lines, among which neticed the great artery way commusication ex endirg across the Stace of New York to the shores of Lake Erie, the longest line which any single company has yet con- joted in the United States, its length being 467 working stock, has 000 sterling, being at the averege rate of er mile—a rate of (xpenee about fifty per cen’. above the average cost of the American railways taken collectively. This is explained by the fact that the line itself is one constructed for a largs traffic between New York and the interior, and therefore built to meet a heavy traffic. Although it is but just opened, ite | average receipts have amounted to £11,000 per | week, sbich have given a net profit of six and abalf per cent om the capital, the working ex- penres being taken at fifty per cent of the gross re- ceipte. One of the great lines in a forward state, ana likely to be opened by the close of the pent ear, connects New York with Aibany, following ibe valley of the Hudson It will no diabt create surprise, considering the immense facility of water port afforded by this river, that « railway be constructed on its bunk; but it must be pered that for a considerable interval during fthe Iladson i¢ sus- winter the navigation ¢ by the frost at line of railway, © m routh to ner pended t, fe also in pre r Viecd being t is dificult to obtain which the movement! tue "eager oft Tena Neo York, Mileage the first train which arrives at a siding expensive condition of In come cases of | pubhe meetin, | cvseed and adopted; a deputation is appointed to roducing ind, are iS to 1, and of course in a journey of 100 miles the chances against such accident are 112,266 We have shown in a former article that the chances against accident on an English ralleey: | passer yf | the | if the | Ame | prere over to the locomotive TOA. .eeeesree en ceee LH OOF £2,189 £2,505 4 Per mile Per mile Percent Lenton y pele ay I. ains. oncap’ E408" to. 5a. 6.1 169 34. Bisa. 76 216 2. Ilia. of tons per train. Total average receipts per goods ti mile. ; ‘The railways, of whose traffic we have here given @ synopsis, are those of the most active and profita- ble deecription inthe United States. It would, theref.re, be » great error to infer from the results be: exhibited general conclusions as to the finan- cial condition of the American railways. It ap- pears, on the other hand, from a more cae an- alysis, that the dividends on the American linus, ex- clusive of those contained in the preceding analysis, are in general small, and in many instances no- thing. itis, therefore, probable that in the oqere- gate the average profits on the total amount of ca. pital invested in the American railways does not exceed, if it indeed equal, the ave: profits ob- tained on the capital invested in English railways, which we have in a former articleshown to produce little more than three per cent. The extraordi by some, ascribed to the absence of a sufiicient ex- tert of communication by common roads. Although this cause has operated to some extent in certain districts, it is by no means so general as has been pored. In the year 1835 the mails circulated over a length of way emounti the whole, to 136,218 mil were land transport, incl: 4 common roads. Of the latter there must have been about 80,000 miles in operation. a considerable portion was bridle roads. “The price of transport in the stage coaches was, upon an ave- rage, 32 per passenger per mile, the average price by railway being about 1.474. per mile. Of the entire extent of railway constructed in the United States, by far the greater portion, as has been a'ready explained, consists of single lines, con- structed in a Ve and cheap manner, which in Exgland would be regarded as merely serving tem- ses; while, on the contrary, the entire porary pul extent of the English system consists not only of | | double lines, but of railways constructed in the most solid, permacent, and expensive manner, adapted to the purposes of an immense traffic. cemparison were to be instituted at all between ihe two systems, its basis ought to be the capital ex- | pended, and the traflic served by them, in which | case the result would be somewhat different from that obtained by the mere consideration of the | lergth of the lines. It is not, however, the @ in reference to the canals, in which, it must be admit- ted, America far exceeds all other countries in pro- portion to her popula’ ‘The American railways have been mnerally con- | structed by joint stock companies, which, however, Se ate controls much more stringently than in England. In some cases a major limit to the divi- dends is im; by the statute of incorporation; in tome the dividends are allowed to augment, but when they exceed a certain limit, the surplus is | divided with the State; in some the privilege ‘ented to the companies is only for a limited pe- striction of the tariff is reserved to the State. No- thing can be wore simple, expeditious, and cheap, than the means of obtaining an act for the estab- lisbment of a railway company in America. A is beld, at which the project is dis- apply to the Legislature, which grants the act wita- out caperse, delay, or official difficulty. The pric- ciple of competition is not brought into play as in France, nor is there any inves:igation as to the ex- eject, with reference to future profit or loss, asin England. No other guarantee or security 18 required from the company than the paymxt by the shareholders of a certain amount, the first call. ia some States the non- a call is followed by the confiscation of revious payments; in others a foe is imposed 2 shareholders ; in others the share is sold, and payment o ont was delivered, the surplus can be recovered from the shareholder by proces: of aw In all cases the acts creating the companies fix a time within which the works must be completed, under pain of forfei- | The traffic in sbares, before the definite | | reepected and laborious workmen, who have abdi- ture constitution of the company. is prohibited. Although the State iteelf has rarely undertaken the execution of railways, it holds out in most cases inducements in different forms to the enterprise of companies. In some cases the State takes a great number of shares, which is generally accompanied by a loan made to the company, consisting in State ttock delivered at pe which the company nego- tiate at its own risk. ‘I'nis loan is often converted into a subvention. ‘The great extent of railway communiestion in . in proportion to its population, must Jy excite much admication If we take the t population ofthe United States 000 000, the railways in operation at 10,000 miles, it wil follow tbat round numbers there is one mile of railway for every 2,400 inhabitants. inthe United Kingdom there are, at pre operation 6500 miles of railway; and if we take the population at 30,000,000, it will appesr that there is a mile of railway for every 4,615 inhabi- tants. It appears, therefore, tbat in proportion to opulation, the lergth of railways in the United is greater than in the |/nited Kingdom in of 46 to 24 ¢ American railways passengers are not nece {Earope. There is but one class The only distinction observable arises from color. The colored population, whether emancipated or not, are generally excluded from the vehicles provided for the whites. Such travel- _ lere are but few, aud are usually accommodated | either in the luggage van, or in t th dé or conductor. But little —— is t ed, the cost of United 'y here suggests sone no bich traverses that isl ii Although Cubs isn St its Jocal proxi: tice of a line of rail re of the island. This iv an excellently ited road, d British engines, British eogincers, and ‘The impression prodaced in pase- tellway, though different from thove already noticed in the fe # of the far West, is cot lere remarksble. We are here transported at 30 miles an hour by an engine fi Neweastle, driven by an engineer from Manch pelied by fuel from mothe! pee thr with pineapples, through grovet of plantain and cocoanut, and along inclosed by bedgerows of tine oranges. ‘o what cxtent this extraordinary r vancement made by the Unived - land communications, is observable im other de- partments, will be seen by the following table, | exbibitin; derived Focal a comparative statement of those data, m cfhcial sources, which indicate the d commercial condition of a people through a period which forms but a smal) stage in the lity of a pation: — 793. « 9000335 « £6,720.130 « £5 675.800 620,704 1851. mM. * Post Cfices Peet reade 46,641,423 6,009 10,287 Pcheol Hbraries (rolumer 0 If they were not founded on the most i aseigned to the above fable rather than more than half « rdinary people A Rusbert, bveiz ble statistic table would app: pelorg history. In an interval of tury, it appears thet + € inereaped above COO yer cont extent of railway constructed | at soearly a period in the United States has been, United States | railway as weil as | of which, however, | Ifa | | foreman. The ambition of rulers—the | in some a sort of periodical revision and re- | | desperate and glorious resi: ‘oduce be less than the price at which it | | sor of the Argentious, certain], Jaseed, or received at different rates of carriage with | of paying; never- | ight aloe, without | ication between the city | tele elon | Hk cone emo enero exi pernilich ber beaeagalstt, mentation of indicated by creased in a thirt, fold rati sad by th poe wo lo, 6 creation of school libraries, amoun' to %2,0007000 volumes. They have completed a system of canal navigati which, cedin a pied: 4 ‘it pisces he rms would exten ways which, continuously ox! from Londen to Van Diemen’s La: in the world, and they possess many hundreds of river steamers, which Telpert to the marvellous celerity of roads of iron. The: have, io fine, constructed lines of electric telegraph which, laid continuously, would extend over @ space longer by 3,000 miles than the distance from north to the south Role, and have provided appera- tus of transmission by which a message of 300 words, despatched under such circumstances from the north pole, might be delivered, in writing, at the south pole in one minute, and by which, consequently, an answer of equal length might be sent back to the north pole in an equal interval. are social commercial phenomena for which it would be vain to seek a parallel in the past history of the human race. General Rosas of Buenos Ayres—His System of Government. Who is Rosas? What does he represent ? What are his aims? Hie friends in America and Europe paint him as a genius guiding events, men, and even causes—as the only eminent politician who is able to manage the Argentine republic, and to se- cure its happiness. His enemies, who are not few, den; ; that he possesses more than insignificant alities. Roth opinions are erroneous, according to our judgment, and we mast prove it by making known the means used by him in order to obtain power, and to secure his dictatorship. His famous Ame- rican system, to which ignorant or deceived writers, venal or servile, gave such open and unmerited eulogy, will appear in all its repugnant nakedness, reflected through some of his own public documents, ard inserted in the journals of his country, and more particularly in La Gaceta Mercantil, of Buenos Ayres—the efficial organ of Rosas and his tribe of hungry adulator: But we fear that our words may not be respected, for it is impossible to believe, almost, the out- rages, the errors, and the deeds of this dignitary, who has gaine@ in our day such a gloomy celebrity —gifted with genius for evil, and favored by special n | circumstances to reign despotically, for twenty ef which two-thirds foes of La Pag years, over the ly iva of La Plata, and within ten years from the famous question wich France, to occupy the marked attention of the civilized world. Rosas is not a vulgar man. On the contrary, his iron will, his energy, and his forbearance, directed for good would have worked for the happiness of his country; but with his habits of Gancho Malo, his completely neglected edu mn, his unheard of crueltiev, he is the only living incarnation of the re- trograde principle—stationary and sterileas regards the colonial cause—struggling with progressive re- eneration, as proclaimed by the revolution of 1310. eis the personation of the will of those men who have been shaped by anarchy, and who keep South America in an internal struggle, or in a state only to be compared with that of the most ignorant people of Asia. His policy is the most complete tynthesis of the hate of races—of the blind, fero- cious, and stupid instincts of the savage, against all that is not in the sphere of custom and preocew pation. Force is set against intelligence. The overflow of ail bad passions have been revived and extended throughout half of the South American continent—the abuses and evils inherent to col nial pro- found ignorance of the mazses—the shackles of | parties—the contending interests of every losality, and the surrender of social ties, are the character- istics of his policy. There is not, in the public or private life of Kosas, any fact which cannot be satisfactorily explained by some of these views. ‘The narrow limits imposed us, do not permi: us fully to enter into a complete annalysis, and to examine every point, with proper attention. We ought to show the numerous errors, into which, from day to day have falien thoss who pretend to explain our political and social phenomena, by their lcuropean ideas and theories Beyond tbe Atlantic there is anotber moral world—a magnifi- cent field unexplored by science—awaiting an iatel- ligent observer, who can disclose to astonished | Lurcpe the actual state of Spanish American socie ty; the labyrinth of its life, the difference, the astimilation, and the absorption of the hetero- genous elements which it contains, and what is more than all, the futal, inevitable march of the various races towards a unity of faich, laws, and babite, in the middle of the tenacious and deathfal en of ideas against bayonets, and between civilization and liberty against barbarism and ty- rappy But let us now survey only dela Plata. The ce of Montevideo, which, with eight years ot siege, has heroically resisted fatigue, hunger, and misery, preterring to be crushed under its ruins, like Sagunto and Numance, rather than to kneel before the oppres- says something, and gives us some knowledge. The voluntary arm- ing of a thousand foreigners, Spaniards, French- men, Italions, Englishmen, merchants, artiste, and cated their nationality, preferring death under the walls cf Montevideo, to repose in Buenos Ayres, fignifes something reveals something. The perpetual wars of Rosas against the provinces of the confederation, and the neighboring States, say something, and are examples. is it not the samo | with Entre-Rios as with Corrientes, or with the Oriental gas with Paraguay, or the same with Bolivia as with Brazil. Are not the eteraal discus. tions with the luropean cabinets, and the eontinual complaints of the latter in favor ot their subjects, the truces derpised, and the promises which the traitor (;aucho vio! |, without shame, as 6009 as the foreign ministers turned their backs, sources of commentaries, and of judgment: ! this man gained his position, and The son of a Now, how what are his ical advantages distinguished family. When be w years old he eecaped from his fam pelled from the house of hi. % quence of bis —— condu ume wardering in the solita: lic andthe Oriental banda. In thet wan- dering and vegabond life be contracted strong re- Jations with the Gauchos and the Indians, familiar. ized himeelf with their customs and manners, and acquired a certain celebrity amongst them for his dexterity on horseback, by liberality, and his oy | as a bray hen he was tavored by D. Luis Dorrego, why declared Suvage Unitario, confiscating all his property for what he owed to bim. He did the same with D. Vicente Maza; he took ore of bis country houses and established a kind cf military barrack for the benefit and use of his old companions in glory and fatigue. Such was the basis of his influence and preponderance in the nce of Buenos Ayres. By bis ited a body of military, composed 08, Or peatants, of his ab acknowledged by the authorities. celled the Celorados del Monte, and Rosas was ne minated th. In 1820 hie @ appears for the first time on the political list In presence of the armies of Buenes Ayree and Santa I'e, he engaged himeelf to deliver fifty thousand he: ly annihilated by civil then impoverished and n war. Ibis «fler appeared asa preven: on his part, ns of an ingenious stratagem. ernment fifty thousand and horses, in order to fecilitate the fi and the transpor‘ation of the cattle; and by hi the cattle were obtained by his cstamieros, and, without sacrificing himself, or a single bead of cattle of his establisument, he gained 200,000 duros by this scheme, and acquired friends, influence, and popularity in the province of Santa one of the most brave and martial of the con- federation. ‘The frequent depredations of the savages of Pomja ond bt Chaco, gave him an occasion of pro- posing, some time after, tothe government, a kind | of transaction, which he calls pacific business, (no | doubt beea he was thus able to appropriate and levy supplier.) and which was to pay to the Indians annually & tribute, in money, liquors, blankets, &> He tided with the Caciques blinded by bis protestations, confided to his hans these powerful means to increase a bundred times | more bis fortunes, his influence, and his ularity. At the nd of the year, 182s,” Tt te declared bimeelf against Worrego, (brother of D. Lovie.) chief of the peered pasty, yl governor | im at Navarra, made | cf buenos Ayres, defeate him a priecrer, and ordered bim to be immediately shot. fotas, who was present at the battle, in quality of gereral commander of the militia of the mpsign, in order to prolong the retistanc and as must, fled, and took refuge in San’ Unknown men of the federal whieh kh had left, in the feld of domitable bra Guardia del eras, and cbliged Lava tortows upon Serta Fe, to retreat, ond organized the resistance ues, and the victory not struggle but mt, vi ee ee pes and, in » few days, ho: made Ar fla ut any form of law; Cox, the Mayor, Montero, and several:others. He suppressed freedom of the declared various scientific in- stitutions abolished judged cpr hy byw of criminals, and d e jpg 5. ated the stupid pretentions of: militia for foreigners as sons of the country; he: peldiabed a decree upon prohibited engravings and he gave it a retroactive effect, sending to search and tear, in the city of Buenos Ayres, all the works of the graces. In fine, he fomented intes- tine divisions between the chiefs of the order to get rid of these who did not and to establish his empire upon and overthrow ofall. rene those arbitrary violence, actior }, began to Sisturb the, public and to terror. Entire 7 emigrated ~ od i a tem began to come to light in the provinces. Resat caw the ae ne ly ‘3 yd his office. General took his place. @ rent object to exterminate-the Tadiana, but, in op reserve the armed: force of: his hile the Jing howe who eould ne themselves were stru, in the governm: with their par- ppg in oe Var, in the debates of the press, in the thousand paths of a republican system, he, al- ways faithful to his preject, without openly revolt- ing against the authority, raised obs! and created a popular reactionary society, called mas horca. His force now stronger, he kindled the fire of discord, and provoked riots, till he rendered the situation insupportable for any reser: ‘government. Before three years elapsed, after he descended from the government chair, the representatives, and the most influential persons of bis party, came to beg him to accept the power for a second to. govern according to his pleasure, with extraordi- ary powers, or with the absolutism of public power. All these events took place in 21635, His elevation was accompanied by executions and despotic measures. “ince ther, the men arid women have worn, the former in the button hola of their coat, and the latter on tbe head, in form of a bow, red ribbon, as a mark of infamy, resembling ti sign with which the estancerio marks his A fabric of a bloody color, of that color symbolioal of barbarity, and which predominates in all the flags of the most ferocious people, as in Japan, Siam, &c. Mucran los Salvages Unitavios!—* Death to the Unitarian sava; '—are the words whieh are boere (more terrible than those of the het daniel, at the feast of Belshazar) at the head ofthe official documents, in the post bills of the streets, in the advertisements of the i rs, in the designs of the shopsand public establishments, on the cloths, on the ‘iture, and on the objests destined to the common use of life, on the tickets of theatres, and even upon the letters of invitation to a ball or other amurement- These words are repeated by the night watch during the darkness, and which, print- ed everywhere, pronounced in a thousand ways, heard in the offices of the State, in the hotels, in demestic life, and even in the hour of sleep, are completely engraved, as an axiom, on the memory of those who listen to them, to enlargeand perpetu- ate hate and rancor between bro the seme fa- wily, and the different races of th Rosas calls all bis enemies, whatever be their nationality, ori- ental, French, or English, by this designation— unifarios. Serious complications with Bolivia, and troubles in the provinces, in consequence of the murder of iroga, Callen, Los Beinafes, and others, occupied ill 1828 and 1839, when took place the block- ade, and the crusade by in Gen. Lavalle, whose voice raired against the Dictator, nearly all the Ar- gertine provinces. ‘The work of the American Nero appeared then it was, 'rance basely abandoned her allies and tosas, who had been near ‘trustion, was now more proud and terrible thaw ever. Before he had shot, at Buenos Ayres, hundreds of defenceless Indians, his gangs had murdered with knives, the prisoners of rego Largo, in Corrientes; with the skin of Bedon de Astrada, the com- wander, was made a saddle for the horse of Rosas ;. the head of Zelarrayan was taken off the body and trampled on by him; he commanded himself a- party cf banditti, who murdered, in the precinet of the House of Representatives, Doctor D. Vicente Maza, the President, bis protector ; and sent hie ton L Ramon, colonel of infantry to be shot. Put all this is nothing, compared te what this no- terious ruler did, wh n Lavalle retired, and vic- tory began to favor his arms. The exeeations at | Beeros Ayres, by the ga'lows; the war of extermi- | tion in the provinces ; signalize with bloody facts, | this eminous epoch of dietatorsh ip The facts crowd themselves and increase unler- our pen and we fear exceeding the re cular prepor | tiors of a newspaper article. ae wou'd be easy t, | sustain by decuments, what we have said, ani | whet we have left unsaid; but our readers will supply all with their good sense, and impartially | Hearts of stone, who ask of us why we strive against oras, read and be ashamed. Read, but no; ! witbbold them for tbe next number. * The numer- | ous documents composed of declarations of the * | solvedto get rid of life. } | | | | thet that would br | © the struggles of that epoch, bis idea was | This body was | and the government, | } Lavaile, chief of a _ division of the army, who, in the field with Brasil, | greatest respectability, will eccupy a large space. | __A most extraordinary crime was committed in the Theatre de Célestins, at Lyons, on Monday evening, duiing the performance Just acter the curtain rose for the second act of ** Adrienne Lecouvreur,” ight cry was heard in the principal gallery, it was followed by extraordinary agitation. | The cry was uttered by a young woman who had been stabbed in the breast with a large poinard | knife, by @ man reated behind her. Her blood | spurted ‘on the persons nearest to her, immediately conveyed to a saloon, whe | cal man paid her every attention; but all his ef- forts were unavailing, and in a few minutes she expired The assassin, who made no attempt to ercepe, was secured. The performan: ir be- | ing euspended for three-uarters of an hour, was | resumed; and the spectaiors, notwithstandiag the | fearful drama which had passed before their eyes, paid great attention to it. The murderer, it was quently ascertained, is a youn, | J td, aged 20, k to M Thibeat trades- | man, of In, hi ing embezzled some money be- | longing to bi ster, he feared detection, and re- But having received a vi pap gg toe y he could not yogeae himse| to wwe idea of sui because, a8 he & the fatal bio named | would bave bad no time, aft ", | to demand pardon cf God. Aoso1 ly, he deter- | Inined to coromit a crime wh uld cause him to be rent to the ecaffold; the period which would elapse between the perpetration of it and his exe- cution being sufficient, he said, to enable hiat to peace with the Almighty. He ‘ as to who should be his victim. First, thought of killing the President of the on bis visit to Dijon; but the reflection. ing disgrace on his mother, who lived in the town, prevented him. Then he enter- tained the idea of murdering a priest as he was re- turning from celebra ing mass, and had «aid to him- felf tbat such a crime would not compromise the Victitn’s salvation, as be would probably then be in a state of grace; but this idea fe aus abandoned. At last he resolved to kill a woman, but without fixing on any one in particular. He thereupon de- teimiced to go to Paris; but instead of the railroad train for that city, be took the steamer for Lyons. Immediately afier his arrival, he bought a large poinard kuife, and then proceeded to a house of ill fame, with the intention of killing some girl; but his courage failed him. He then pro- cecded to the theatre. He quietly witnessed the firet act of the pirce, and on the commencement of the recoud drew forth his knife. He carelessly picked his rails with it for a minute or two, and then tuddenly plunged it with all his force into the left part of the breast of the victim. Her husband, who was seated by her sido, not seeing the blood, cried : ** What bave I done, that you strike my bi Repu fe. wife 1” “ Nothing,” enid the murderer, with great sang froid. «Noth I don’teven know you.” The uplortunate woman strength to pluck the knife from the wound, 0 was then ed. was the wife of M rr eda Mo rd, professor of mather avd daughter of je. Si only been the, and was enceinte. She and ber husband had only arrived the previous evening at Lyons, from Limoges, ontheir way to visit some at Avignon. One of the Lyoos papers the morning after the crime, the hur- it could not be arertained ‘come ofhim The murderer expresses ightest iegret for his horrible crime. Tupreme Court—Special Term, Ger. 18 Decisions by Hon. ige Mitohe!! er. 18 = Green vs Wardwell -—Motion } urst deried, with $10 erate, ~ anne Shrever and ethers vs. Jaowh Meserole --Ne perron except the clerk of the court can be appointed geuriea for im forte in a par t, without security Wm W. Fors Hi 4. Denning ~-Proot before re- wither Plaintiff camnot prove hie "roof murt be of the demand, feree must be by oun demand Domestic Miseetl There were sixty week cnairg the Lt ULer Ve )ewrs Of age,