The New York Herald Newspaper, June 11, 1856, Page 2

Wambo. Mere is a the monster steamer and the progressive increase in the size of ocean since the Great West- ern, the pioneer:— ate principle of life in every distinct portion, Pr 4 could not well be des- Ywoyed-even if broken imte two or three pieces, since ‘Whe fragments, like thove of a divided worm, would De abie te sustain an ladependent existence. ‘A better idea perhaps of the interior of the ship sean beiuined at the present moment than vhea she has progressed farther towards completion. As you ‘travere her mighty deck, flush {rom stem to stera, the creat compsrtments made by the transverse aud longitudinal bulkheads, or parti-walls of iron, appear in the shape of a series ef parallelograms, sixty feet in length by thirty-six in width; numeroas doors in ‘the walls of these yawning opeaings at ouce reveal ‘thas it is kere that the hotels of the steamship will ‘he located. Ii we were to take Ghe rew of Lowies belonging to Mr. Mivart and drop them dow one gulf, take “Fazrance’s” and drop it down the second, wake Moriey's at Charing Cross and ii third, and idjust the Great Western, Hot dington aud the Great Northern at King’s Cro: apertures four and tive, we should get e faint idea of nature of t i he Greasy . : VERSE Peres oP (ngar Easreay, n’ willeffurd. We sp »¢ dropping hotels Doer on mai : rg ge be bp P. ineipal salo-n cn lower dack. down uiese holes, because the separate compart Tents will be fact from each other 4% 50 many . Side cabins aod bes ths, . Tunne's for siesoa and water p'p3s, diffe:ext e ts spleudid salvons, Roller. upper and lower, © neth: its bedrooms . Coa] buwkers. cabins, its kits and the passen- * Space be'woen #king of ahi. gers will no more e to walk from the one to Coal bunker. the other than the inhab of one house in West- Shylicht to priacipal galoen. bourne terrace could communicate throagh the D.uble cecks. parti-walls with their next door neighbors. The only precess by w it’ng can be carried on 4 will be b : er deck or main tho- aia we using figures of pare the space which is con- w ship to the united acco;nm dation affirded by several ot the largest hotels ia Loudon. ed o She is destined to carry 500 first . 2,090 seennd 33 ngers, independent Waa B ga total of 4,000 Sores nal and trans a8 & ecouomy 33 } More readily than words. {fhe series of saloons, to- ee 2 wether with the sieeping apartments, extending 88505 over 350 ive’, are located in the middle instead of $3335 " to the usual arrangement. The 2823 advantage « ‘of the hotel depart- 3338s Ment must be evident to all those who have been to 418 gaean sea cud kuow the advantage of a soug berth as near SaS<Q as possivle to the centre of the ship, where its trans- 5 verse and longitudinal axes meet, aud where of = o course there is no inmotion at ali. It will be observed gitss that the passengers are placed immediately above the boi and engines: bat the latter are com- F pletely shut off from the living freignt by a strongly : ached root cf iron, above which, and below the a a lowest deck, the coal will be stowed, and wilt 3 3 prevent ail souné and vibration from penetrating to 3 the inhabitants in the upper stories. As the engine 2 a rrooms are separated from each other by Ss + S actly the some manner a3 the 4 a 3 eculiar arrangement has been made t» 3 £ 2 connect their machinery without interfering with = $ s their water tight ch: ter. Two tunnels, of a sut- = Beige fivient size to cive free passage to the engineers, are 8 2 8883 constructed fore and a't inthe centre of the coal 2 13 = bunkers, through all the great iron parti-walis. By 2 a this arrangement the steam and water pipes which a é& give life and motion to the ship will pe enabled to 3 x araverse her creat di s tas the aortu traver- 3 a ses in its sheath the human diaphragm. i = Let us return, however, for a few moments to the & deck, in order to give the reader a clear idea _of the maguitude of the structure under our feet. The ex- act dimensions over all are (v2 feet. There are few persons who will thoroughly comprehend the eapacity of these figures. Neither Grosvenor nor Belgrave Scnare could take the Great Eastern in; re would barely admit her in its long d when r dd, not at all, for her 1 project some littleway up Davies Lowsprit, if she hid one. would hhavg a long way over the Mirquis of Lansdowne’s que. In short, she is the eighth of a mile in ngib, and her passengers will never be able to eomplain of being “cooped up,” as four turns up and down her deck will afford then a mile’s walk. Her width is equaily astonishing, Frow side to side of her buli she measures “3 feet, the width of Pall Mall; but across the paddie boxes her breadth is 114 feet —that is, she could just steam up Portland Place scsaping with ber paddles the houses on either side. Witu the exception of the sky-lights and openings for yentilating the lower saloons, her deck is flush fore and aft. However splendid this promenade might appear with respect to those of other ships, we question if it is at ail too large for the moving town to whose use it is dedicated. Room must be found for the holidsy strolling of ‘vetwren three and four thousand persons, whilst she is careering through the heated at mosphere of the tropics, and not merely for a few score blue nosed gentlemen, snch as uve the deck of the trans-Atlan- luc steamers for a severe exercising ground. The manner in which this meving city, rather than ship, will be propelled with the speed of a locomotive Sbrough the ocean, is not the least noticeable of the arrangements conne:ted with her. Mr. Brunel has, we think wisely, decided not to trust so precious a humar freight and so vast an amount of valuable cargo toany single propelling power, but has supplied her with three—the screw, the paddle and the sail. Her paddle wheeis, 5¢ feet ia diameter, or considera- bly larger than the circus at Astley’s, will be propel- ted by iour engines, the cylinders of which are 6 feet 2 inches in diameter, and the stroke 14 feet. The motive power of these will be generated by four boil- era. Enormous as are these cagincs, having a nomi- nal power of 1,000 horses, and standing nearly 50 feet high, they will be far inferior to those devoted to the screw. These, the! ever constructed for marine purposes, will be supplied with steam by six boilers, working to a force of 1,600 horses—the real strength of the combined engines being equal to 3,000 horses. When the spectator looks upon the ponderous shaft of metal, 160 fees in length and 60 tons in weight, destined to move the screw, and the screw itself of 24 feet in diameter, the four fans of which, as they lie on the ground, remind him of the bladebones ot some huge animal of the pre- Adamite world, he better comprehends the gigantic ature of tle labor to be done, and the ample means taken to perform it. As the screw and tle paddles will both be working at the same time, the ship will be pulled and pushed iu its course like an ia- valid in a Bath char, and each power will be called upon to do its best. The calculated speed of the ship under steam is expected to average from fifteen to sixteen knots, or nearly twenty miles an hour. We all know, even on a calm day, what a wind meets the face looking out of a railway train going at that pace, and consequently it can be understood that sails,except on extraordinary occasions, would act rather as an impediment than as an assistance to the sbip’s progress. It is not probable, therefore, “ 6. Coal bunkers, Tne Feria, ‘The Great Latterm Steamehip. reat Britain. Scale of Feet. that they will be much resorted to, ex-ept for the purpose of steadying or of helping to steer her. In howeve! The ¢ of a strong wind arising, going more y-five miles an hour in the direction of her course, she is provided with seven masts, two of which are square-rigged, and the whole spre-ding 6,500 square yards of canvas. It will be observed by the diagram that she carries no bowsprit, and has no sprit We do not know the reason of this departure from the ordinary rig, unless it he to avoid her ploughing too deeply in the sea. Her bow is also without a figurehead; and this maliarity, together with her simple rig, gives her Ee appearnace of a child's toy boat. If peauty is nothing more than fitness, this form of bow is un- doubtedly the most beautiful, and the Americans, abo have long adopted it in their trans-Atlantic steamers, are right; but to ordinary eyes it looks sadly inferior to the old figurehead projecting out before the ship, as if eager to lead her onward over the wave. Fewer hands will oe required to navigate the Great Eastern than her size would seem to de- mand. Her whole crew will not exceed 400 men—a third of the number “omposing the crew of a three- decker. The difference is made up by what we may term steam sailors. There will be four auxiliary en- Jn most iron vessels great precautions are taken to avoid the incorreetness to which the needle plac- ed on deck is liable on account of the proximity of attractive masses of metal. The commonest expe- dientyis to have placed high up in the mizenmast, beyond the influence of the iron sides of the ship, what is called a standard compass, and twhich may be said to realize Dibdin’'s “Sweet little cherab who sits up aloft, and takes care of the life of poor Jack.” Jn the Great Eastern, a special stage or framework will le ereeted for this dainty Ariel, at least forty feet in height, and the helmsman will probably either read off the points from above as they sear through a transparent card illuminated like a clock front, or the shadow of the trembling needle will be projected down a long pipe upon a card below, 80 a8 to avoid the necessity of the helmsman looking up, and to obviate the ‘difficulty Bines appointed to do the heavy work of the ship, | wmch would occur in foggy weather. The gach as heaving the anchors, pumping and hoisting | experiments with respect to this important the sails, for the gigantic arm of steam will beim- | adjunct to the ship are not yet concluded, however, and we must be considered to tively called for to deal with the vast masses of Brea ana canvas required to move and hold the ship. Where engires will, in all probability, commani- ate their power to a shaft running through an aperture in the upper iron deck, by which arrange ment motive power in any required quantity will be Jaid on from stem to stern of the ship. It is obvious that some special means mast be adopted to direct this vast mass of moving iron as she flies on her course, theatening by her speed de struction to herself and whatever may cross her path in the great highway ot nations. The usual contrivances will not apply. No speaking trumpets, for instance, could make the captain on the bridge heard either by the helmsinan, or the look-out at the bow, more than three hundred feet away. Even the speak = mallet hold as is likely to be adopted. t The anchors of this mighty steamer would, with heir acc ries, alone form the cargo of a good sized ship. Theten anchors with which she will be fitted, together with their stocks, will weigh fifty- five tons. If we add to this ninety-eight tons for h eight bundred fathoms of chain-cable, and one hun- dred tons for her capstans and warps, we shall have a total weight of two hnndred and fifty-three tons of material dedicated to the sole purpose of making fast the ship. It was prophesied that Mr. Brnrel’s first ship, the Great Western, would be doubled up as she rested upon the crests of the Atlantic wayes, and we all to the plan which r, sixty feet beneath him, would be beyond | know how the prophecy was fulfiled. | When it athe reach of his voice. As in the railway, we Lave made, indeed, we Tere very much in the dark ato to deal with distances which necessitate the use ofa | the size of ocean waves, aud {t was not until the ,in this respect, | introduction of long steamers that they could be aeleasenh, and the Great Eastern will be treated just like a railway. On ordinary o2- easions a cemaphore will, in the daytime, give the word to the he!msinan, whilst at night, and in foggy ‘weather, he will be signalled how to steer by a sys tem of colored lights. The electric telegraph will also be employed to communicate the captain's or- ders to him and to the engineer below. measnred with any accuracy. Dr. Scoresby, whilst crossing the Atlantic in one of the Cunard boats, some years since, clorely observed the wavea, and by means o/ the known length of the ship, was enabled to form a pretty accurate idea of theit dimensions, The old vague account of their being “ mountains high” was well known before that time to be Phi Bnd batch le le dad Kol Wt Bei. Ss EID SA Se Bak beaded Moin di tiie diab Aa eed ah dill t hi Re tal alee eee EE ia | AERA ae ea 2 Ek i OE EGS le ee eS Lee a a ee ‘Thus the nervous system. if we may so termit, of | an exaggeration; but we do not think even the vessel wiil be provided for. Starting from the philosophers were prepared for the statement bridge, or post of the commander, which leads di- | mede hy thia observer at a meeting, some years rectly from his apartments, located between the pad- dle boxes,as shown hy the square space figured within the circle in the diagram, the fine fila- ments will be extended to the helmaman at the stern andto the look-out at the bow, whilst ‘fa third thread will communicate with the engineer. this means the captain, or brain of the ship 1 be able ina moment to put in motion, to drive at full speed, to reverse the ‘on, or to stop the iron limbs which toil day and night far out of sight in the deep hold, or as instantly to direct the helm s0 | and ina fresh sea about a hundred and twenty feet as to alter the vessel's course. in length. A moment's consideration of these facts Tbe following diagrape giver an caccllent idea of | leads to the conclusion that long ehips gyust Lave a since, of the British Association, that they averaged no more than tWenty feet in altitude and’ rarcly ex ceeded twenty eight feet. The popular impression principally produced by marine painters that waves formed valleys thousands of yards across, down the sides of which ships slid as though they were alyout to he engulfed, ecems to have been equally erro- neous; as the maximum length of ocean waves, according to Dr. Scoresby, is six hundred feet, whilst in a mederate gale they are only three hundred, at advantage over short ones with respect to the ity with which the, is quite evident that w! pidit; their it lst it io per- h to the im ent of ed ator rves—much to progress sol to the discomfort of their former, form their voyagea by by ruling the waves with their commanding r tious, Take shorter and smoother o—. ae steamers grow larger and larger the curse of sea- sickness must therefore grad diminish. The Great Eastern, from her length ae the bearing which she will have upon , being a paddle as well as a screw ship, will, in all prcbability, neither pitch nor roll, and wil! therefore be most comfortable to the voyager, Her immense stride, if we may use the term, will enable her to take three of the three hundred feet waves of an Atlantic gale as easily as a racer would take a moderate sized brook. She will still have to encounter the six hundred feet waves of storms, and there may be those mistrusting her th and the great weight she will carry amidships, in the shape of engines end coal, who may be iaclined to repe? with respect to her the prophecy which was made with respect to the Great Western. Mr. Brunel, by the method of launching which he intends to adopt, will, however, set these ivings at rest before she even touches the water. Although the total weight of the ship, together with her engines, which will be crected in her whilst she is still on land, cannot be Jess than twelve thousand tons, she will rest en- tirely on two points as she enters the water broad- side‘on. No statement could give a more powe:ful idea of the strength of her fabric. The reasons which have induced Mr. Branel to adopt this method of launching are given as follows in his report :— Taucchu g is generally effe: ninclined plaue, which experieres tas determ'ned #200 d be at an inciina‘ion of apom: 1im 12 to 1 im 15, the keal of the ehipteirg lard at chat angle aad thebead coassquea’- ly raised abcve the stern ray 4-16th of ths whole length otvbeebip. lp the p. t case this woud bav> invoived rsisirg “ba fra part of the kreler the forefoot about forty ‘ret in the als, and the foresasile would have besa pearly 10) fee: from the ground, tne woole esi! sould have oeen cn An averege tweaty-two feet highsr than if built on an even ki The inccnverience and oost of building at such a great be'ght abcve groand may be essily insgiaed, but another aifticalty preeented iteelf wuish simoet smounied to nuporsibility exd which has beem seasib'y felt with the Iai ger veseels hitherto ssugcted, ani will’ probably. ero long, prevent lautchicg longitudinally vessels of great length. Thearg’e required for the inclined place to en- sure the vevsel worieg by gravity being, ssy i ia 14, or even if Cimiotshed by improved consteuston la ways to 1 in 25, ja sub, that the end first immerred would besome waterborne, or wou d require & Very gceat d-p'h of water Defore the fore part of the +bip would even reach tha waters edge. Vessels of 450 or 500 feet ia leagta wou d be cifficalt t> Iaucch in the fhames, unless kept as ligat ss porstole; but our ship could cot be ro Jaunshed, the heel cf the aternprst beicg required to be, ag 1 before taid, wb ns forty feat heiow tha level of the fora'vot; rome ral igation of the difficul'y might be obtained by an iimpored ecnstructim cf the ways; but the great lergth of ways to be carried out into the river woala, ua- der sny clreumsiances, be a serious difieu ty. These com i¢eraticns led me to exacaine iato the pras- ticability of lavnebing cr lowering the veesel sideways; tn¢ I found that such ® moce wuld bs attended with tepe, pnt, #0 far as I _can see, it involv's no ing dissdvantages. This piau has been ac- letermined upoe, and the veese} is bullding prrallel to the river, &odin euch & position as to admit of the ¢aey construction of an inclined piane at tae pro- per angle down to low-water mark. Inccratructirg the foundation of the floor on which the ehip ia Leirg built, provieion ie made at two poin's to enrure suffiient strength to bear the whole weight of the sbip whea compeved. At these two poists, when nchicg has to bs effected, two cradles will ‘be ia- 4, anc the whole wil probably be lowered cova Rtadusl'y to low water mark, wh'ncs, on the easulog tide, the vewel will be fica‘ed cif. The operation may thus te performed as slowly as tray be found oonvenien:; or if upen farther consideration, mre rapid launching thould be thcvght pre’erable, it mey be adopted. Astonishing as are all the proportions of this mon- ster ship, of course it will not be supposed that mere size is claimed, either by the engineer or the CO PABY to which she ReneS) a3 any merit inde- pendently of the substantial benefits which accom- pany it. Her length is nother only advantage. In- deed, length ina steameris merely a comparative term, and applies entirely to the extent of the river or ocean path she has to traverse. The Himalaya, for instance, would be an enormous vessel to run to Margate and back, but is only a full size one to cross the Atlantic or to navigatethe Mediterranean. The Great Eastern, again, would be large for the passage to New York, but is oniy duly proportioned for a voyage round the world. It is interesting to note the progressive advance of size in steam vessels that has teken place within the last thirty years, which the disgram, together with the following table, will render clear to the reader:— Igth Brath. wet, He In, 4 by builciog the #hip oa Dots. Name and Description. 1825.. Enterprise, bulit expressiy to go t2 Inia, coaling at intermediate HONS... seeeeees ssesscseee 122 97 0 1885, ,Tagas, for tke Mediterranean 182 28 1838;/Great Weetsrs. first ship but freely for Atlnati> passage 236 35 6 1844, Great Britain, first 'arge acvew sbip, tnd the largest fron ship then pr: jected a2z2 51 0 1863..Himelays, irce 5 renean. 370 43 6 1856,. Persia. i: 390 45 0 -— Festern steams €80 83 0 _ Thus the ocean going steamer of 1856 is nearly six times the length of that of 1825, whilst the dit- fercnce between their tonnage is still more in favor of the last built vessel. The augmentation has gone on in an increasing ratio, and if it is still to cont nue, we wonder over what space of water our leviathan of 1570 will extend. As our commercial steam marine is in the hands of shrewd men of busi- ne-s, it can well be imagined that the reasons for this progressive advance in size aresound. Steam thipbuilders are, in fact, only accommodating the tonnage of their vessels to the length of the voyages they have to perform, so that they may be enabled to carry their own coals over and above their due proportion of cargo. This the Great Western did, and succeeded; this the various screw steamers which bave ran the Australian voyage have not done, and consequently they have faile . No one can fuil to have observed that within these last two years steam, in long voyages, has apparent- ly sufered a defeat. Clippers of all kinds, the Marco Polos, Red Jackets, and Morning Stars, seem to have recovered their own again, and in the race round the world, sails have distanced the paddle and the screw. When the question comes to be ex- amined, however, it is dear that it is the want of steam that has caused the failure. Vessels, in short, as little fitted to make a passage of thirteen thou- sand miles, as the Sirius, Cee by a lucky accident it managed to cross the Atlantic at the same time as the Great Western, was to go 9 continnous stage of three thousand miles. They have all the expense of the new motive power witli- out its full advantages, and, in consequence of their having to go out of their direct course to coal, they lose trom twelve to twenty days on the passage. The tortoire in this instance has not fairly beaten ie haie, because the iatter has wilfully broken her eg. _Mr. Brunel, in constructing a ship of such large dimensions, is only doing for the long Eastern voy- age what he dia for the shorter Western one, namely, making her own coal bunkers the bank on which she can draw to any extent during her pro- | a out and home, instead of employing from six 0 eight ships of 500 tons burthen cask to carry fuel for her over half the globe, as the vessels at present running are obliged to do; a system which may be likened to the extravagance of a man who employs half-a-dozen porters to c parcels, which, by pee management, he could manage to stow in is own knapsack. The report of the directors for the year 1953 puts the calculation, with respect to her immense advan- tage, in carrying power so weil, that we quote it entire:— la avciding the delay of coallcg on the voyage, your sbips will also entape the great oce! of tative’ eect ‘ota foreign station. Coain obvained on the Iediam ani Ausvaiian rou'e, cost on the averaga, iaeindin vi and deteriora’icn, feur or five times aa mud! per tenes in this country. Bat your sbtps will take their who’ mount of coal for the voyage fom near ike pit’e mouth, at @ rate not exceeding for the best quali y, 120, to 14s. per ton. On the voyage of ex- istirg event veesels to Australia cr Indie and hone, the ccnremption smcunts to from 4,(00 to 6,000 tens: the sort cf which would supply 15 to '0 000 tots it taken on beerd at some port in immediate communication with the coal fleld. Fach of ihe ecmpany’s sbips will carry, beeiios th own coal, tpwarcs of 6.000 tons messurement of chendlre, and will bave 800 cabins for passesyers of the higtest class, with smple space for troops and lower cless parsengers. These you will vot on'y b> able to car- sy st rates much smaller tham those by any ex'sting steamehipa, but with an unprecedented amouat of room, ocmfort and conveni«nee, : In ‘bos determining the ize of the ah'ps, your directors he ieve that they aie also ebtain'ng the eementa of @ speed heretofore urkaown; aud if hereafier coal applica- beto the purpores of steam can bs rupp'ied from the mites cf Australis, the carryirg capscity both for cargo uid passengers wili be propor ionably incressed. Tae great length of these ehipa wiil urdoubiel'y, aesorciog to #1 present experience, enable them to pass through the wa'er at w velccity of at leaet fifteen knows an hour, wish ascaller power im proportion to their tonneve than or- Cinaiy vesrele now require to make ten knots. Spred is in fact, another result of grest size, It ic bateyed thet by ‘hid rpeed, combined with the abserce of vtopeges, the voyage between England ond India, by the Uaje, will be reciured to from thirty to thirty-three dare, and be- tween Ecgland and Australia to thirty-three or thirty-alx Casa. It may be objected that the route by way of Egypt, now that the railway is in progress anda canal is projected, will prove @ too powerful compe titor for the traffic round the Cape; but indepen- dently of the inconvenience and tediousness of em- barking and then re-embarking, which will be fatal to versels containing such bulky cargoes as cumber the Australian steamers, it is asserted that the occan path is the dizect route to the focus of Aus | tralian coppostion with Europe, Thug the maviga: | Miles. 11,819 12,700 Horn.............. . , Malta, Alexandria, Aden, Point de Galle, and Singapore, inclading transit through Egypt.......... Paeetaiea's ancis veous 12,034 Panama, including transit across the Isthmus. 12,678 The Ge tralian colonies have indeed recommended for the mai! line the overland route a8 far as Aden, asd from thence by way of Diego Garcia and King George's Sound to Melbourne, an estimated distance of 10,348 miles, which they fancy can be done in forty-four days. If the Eastern Steam Ship Com- pany have not anticipated too great a speed for their vessel—and we écarcely think they have done so, considering that the Persia has made fourteen and a halt knots with very far inferior powers of propulsion —this passage will be beaten by between eight and ten days without the expense and trouble of making a Jong land journey accross the isthmus, Surely this, it it comes to pass, will go far to accomplish the Alnaschar dream of the Times, that the period will arrive when we shall be able to communicate with our friends at the antipodes in a month, As far as the commercial part of the specalation oes, we are of course incapable of giving an opin- cn. The value of the exports to the eats empire, which is springing up with such rapidity in Polyne- sia, is, however, so great—in 1853 the declared value being £14,506J$2—that we cannot conceive there would be any lack of cargo even for our le- viathan. That she will be par excellence the emi grant ship, who can doubt, when we find that, with all her splendid accommodation, she will be able to take passengers of the first class for £65, of the &c- cond class for £3, and of the third class for £25? Her great proportions will indeed almost deceive her passengers into the idea that they are sojourning in some noble mansion. Let us imagine her saloons blazing at night with gas, which will be manufac- tured on board and supplied to every part of the ship; let us picture to ourselves her magnificent sweep of deck filled with gay promenaders, listening to the band as she sails over a summer's sea; annoyed by no smoke, for, in consequence of the use of anthra- ¢ite coal, none will be emitted from her five funnels; and distressed by no motion, as in consequence of her length she will stride with ease over the waves of the Pacific. We might also dwell for a moment upon the mighty larder of our leviathan prepared for her flight of five and thirty days, without a stop- age, across the ocean desert with a whole town on ard; or we might draw a comparison between her and the Ark (which by-the-by had not half her ca- pacity) as she receives on board her flocks and erds to furnish fresh meat for the passage. Bat we believe we have said enough to enable those who have not visited the rising edifice to realise the vast extent of this latest experiment in ship building. And as a contrast to this fair side of the medal, let us fancy her rushing through the night in full career —an atrow 27,000 tons in weight, propelled by a how of 3,000 horse power. Can we, without a shud- der, contemplate the possibility of a collision with such a resistless force? aline of battle ship with a thousand hands on beard cleft in two as swiftly as the apple by the shaft of Tell. t Every precaution will indced be taken to avert such acatastrophe. The electric lignt will be fixed at the mast-head, so that in dark ee) the ship will carry a ACUEES atmosphere wherever she goes. Tn case of any fatal injury to herself, which could not well happen, beats have been provided capable of taking off her passengers, even if counted by thousands. Thus she will have two screw steamers of $0 feet in length, a paddle box boat, and in ad- dition to these she will carry a large number of the new colapsing, or bellows boats, as the sailors call them. These curious structures, the invention of the Rev. E. L. Berthon, expand and shut like a Gibus hat or the hood of a carriage, occupying so little room that half a dozen of them of a large size can be stowed away in the same space as would be oc- cupied by an ordinary jolly boat, and seem to be as easily opened as a parasol or umbrella. It we mistake not, the success of the Great Eastern will constitute a new era in the art of aggressive war. We question whether Eorope during the course of the present contest has not been more stiuck by our enormous power of moving suddenly large masses of men from one end of Barone to avother, than by any other operation which we have performed. Tlie Himalaya, as she steamed up the Loephorus, filled the lazy Turks with astonishment; ane the cloud of steamers and sailing vessels which carried the allied army to the shores of the Crimea, has been dwelt upon asan exposition of maritime magnificence such as the world never witnessed be- fore. What will thereader say when we tell him that five versels such as the Great Eastern could bring home our 50,000 troops from the Crimea, with ali their artillery and baggage, in the course of ten or twelve days? Demolition of the Old Untied States Bank ia Boston. CONTEETS OF THE CORNER STONE. Frm the Boston Journe!, June 6.] This building, of late years occupied by the Mer- chants’ Bank, has been ior some days in precess of demolition. The corner stone of the edifice was aid on the morning of Monday, July 5, 1824. Yes- terday sfternoon the massive granite pillar on the westerly corner of the building was removed, and a cepper box, containing coins, newspapers, &c., taken from a cavity at the base. For a description of the contents of this box, which, we understand, the Merchanis’ Bank, we refer the reader to the fol- lowing extract from the Evening Gazette of July 10, 1824 :-— U. 8. BANK. The ecrner stone of the building erecting ia this city for the accommodation of the Office of Discount and De- porit of the Bank cf the United States. was latd on Mon- day last, at balf past eight o’cleck, beneath which were placed the following depotits, viz :—" Enclosed ina g’ass case, a silver plate, 10 inches by 7, weighing 1134 ounces, with the following inscription: — BANK OF THE UNITED STATES, Incorporated by oy a Congress, April 10:4, . D. 1816: James “aciscn thea President of the Uni e] States. Capitel stock, ‘An Exgle 1 $25,(00,000; | stancicgona 4 | portion of the Globe, in bis Nioh’s Bidd'e, beat, a ec-oll, with the motto, SE p uribas Presicent, Uaam.”’ Cashier. Ove glass ‘cxre, containing cop er eolce. e'gat csnta, ecicage of 1821; six half do., cviasge of 1804; two cents ee of Massachusette, coinage of 1787 and 1788. Oce giass bottle, contsinieg a copy o! the act of Con- gress incorporating the Bavk, and the sevoral news- }apers printed on tie ammlvorsery, viz :—Boston Datiy Acvertiser, Patriot apd Daily Mercantile Advertiser. Commere's! Gezette, Courier and Staterman. : The articles wera deporited in a cavicy of the atone (reventeea by thirteen inches, aud seven desp), by Gar- DINER GREENE. Eaq., and the stone plumbed and levelled by D. P. Parkxr, . Chairman of the Bulldtog Com. mittee, The cirestors and officers 6f the Bank, and many citizens, attended the ceremouies, DIRECTORS FOR THE PEESENT YRAR. Nicholas Bicdle, Manuel Eyre, Joseph Hemphill, Cait wallacer Evans, Jr., —— Dupont, Henry Eckford,’ Joba McKim, Joshua Lippineott, Daniel W, Cox, James Floyd, Jchn Potter, R. M. Whitney, Thomes Knox, Lewis Cla Pier, Richard Willing, Thcmes Cadwallader, Samuel ethere!?, Benj. W. Crownlashield, A’exander Heary, "planck, Wm. Va no, John Bohlen, Paul Beck, Jr., John A. Brown, Roa: alt. ‘This buil¢irg erec'ed by the int bank for the commedation of its (Offic? of Discount and Depo on bie Baton, A. D. 1824, apital sicck eppropriated for the employment of this Braneh, 1,600,000 do! eh Wisliam Gray, firet Prosident, resigned Nov. 8, 1823. Directors of the Branch at this tin | Taos, Wilson. in Gardiner Gree Thomas Hendasyd Perkins, John Weiler, Jobn Parker, Daniel Pinckney Parker, Nath’i Silsbee Invid Sears, Dan'el Webster, Gaorge Blake, Resin Davia Shepherd, Henry Gardner Rice, Horace Gray. Fokmwon Willard, Architectus £: Vivat Reepth ica, Hazen Morse, So. ON THE RACK OF THE PLATE, Thia corner store, laid Jaly 4, A. 1). 1824, betog the 48th enuiverexry cf Amerisan Indepsnéense. A glass care containing the following descelbed mada), prerented for the purpose by Mrs. T. H Perkins, wad gold acd stiver coine of the United States, viz. :— Gold medal, weigting 10 dwts., with the following do- vice:—On one side, bust of Washington, encirsted by a surel wreath; an outer circle formed by the motto:— ifetum Construct ''He ts 1a glory; the world in tears.” On the ether ei wita the initi W., outer ciree, B. F. 1 76 R 88 P. U.S, A 39: lexer cire’e 14, 1799, Gold ovins—One eagle, coinage of 1801. One halt do dx 1796 Ose fourts do. do, 1804, er do.—One dollar, do. 1799, Onehalfdo, do, 184 Ore fourth d>. ¢o, 19 One dime, do. 18; Oaehsltde, do, 1805, Ata meeting of the directors of the Merchants’ Bark this morning, and in their presence, together with that of many of the oldest citizens, the box, which had been buried for thirty-two years, wag opened, and all the contents were found to be ina perfect coadition. From the original report of the directors of the United States Branch Bank, which was among the contents of the box, it appears that the appropria- tion for erecting the building was *100,000, of which sum £54,860 was paid for the land. ‘The two pillars were delivered on the spot at a cost of $900 each. The cootents of the box were collected and prepared hy Col. Thomas HI. Perkins. The whole will he re- ceposited, together with additional articles, under the corner stone of the new edifice. Obituary. Mrs, Many Brnn, widow of the Hon. Wm. W. Bibb, ibe first Gevernor of Alabama, died a: her residence in Dallas county, Alabama, on the 26th ult., in the 69ch Joar of her age. She was e native of Georgia, aad hor Baidep pare was Freeman, will ke unsealed this forenoon by the Directors of NEW YORK HERALD, WEDNESDAY, JUNE ll, 1856. ble distances from Land’s End to Port Philip are as follows:— THE TRANSIT COMPANY. Outline of the History of the Accessory Transit Company, according to Sicaragaan Authority. TO THE EDITOR OF THE HERALD. Tre action of the government of Nicaragus in relation to the Accessory Transit Oompany has been the f-ultfuy subject of comment and speculation, and has given origia toa variety of opinions regarding its propriety. In the United States a mataral fee\ing of surprice has been the result of tha abclition of the company’s charter. Not only has surprise been ed, but an unmistakable astonizhuent a'so, that the chrysalis republic of Nicara- gua should confronts giant monopoly, and expose its iniquitier, as a retributive exemple, t> the world. A go- vernment struggling for a proud and ennobling existease —s‘rugg icg for tho fraternal rescguition of indspeaden: nati.ns—stiuggling for the permanence of s Pacific regan —notwitbstanding the shadow ard the wrong laflicted upoa its p:ospec'a by the unjast example of the republic of Ameriss, and notwithstanding its reputed impotency asa State, unbesttatingly vindleates ita claim to reesgni- tion snd reepest by an act of indubitadie sovere'gnty. Regardless of the reputed wealth, the power and infla- ‘ence by which the inimieal monopoly was sought to.be sustalncd—regarcless of the flattericg icdacements and the Icving pron fees wich which it struggled to fortify its ¢ nse, #nd defiant of the menasey which thres‘ened the interraption of its security, tne government of Nica- ragua, conscious of its rights, and ia vindiestion of ite honor and its fame, boldly avd fearlessly strangled the serpent whore folés were entwined about its heart, and whore venom was aimed at its vivality. The boldnsas of the act hea excited, andoubtedly, a feelcg of adm! tion, while its justice ts variously regurdid as a m ter ct ecntroversy, of incertitude and anxiety. T vhis de and elerae the acim of ua adove Teash cf calampy and tae eches ot the malignant, itis omy necessary to ex- tbe Asceszory Iransit Com- ee, 0d ascertain bow ita condact imperative opiiga'ions. ‘The impor- whieh this question has arsamed, snd tue inte.es; universaliy awakened, cannot fail to jus‘i’'y a com- prebentive review of tne history of the company and the tence ith causes of the revoca\ion of its ohacter. For years past the arrow isthmus sepsrat'ng the At- Jantic and Pacific Oseans has been a source cf s2s0rbing interest in the epheres of commerce and capital. Taw enterprise of GOnrectirg the two oceans by the most ilable meaner, suet faciitatiog the course of trade mere closely allying the nations of the East, has been one the practicability of which has exci'ed — curice!'y and patient and repeated favestigation. Not only was the apxiety of foreiga governments and alien capitalists eniis'ed in the coueummaticn of 89 magnifi- cent ® pr:ject, but Nicari gun, t20, ‘with a segasious com scioussees of the advantages that would nesesssrily sult from the junction, through i‘s territory, of the Ci ribbeon Sea with the Pacific 0: ‘was willing to con’er priviteges and make concessions of a most liceral charac- Acting up'n the impulse alike of generosi!y aad interest, this governmeat entertaiced propositions the purpeee ‘Lich was toffest the desired inter-cceanis communica‘ion. A contract consequently entered into with David L. White, of New York, ond others asso- ciated with bim, by the terms of which the government of Nicaragua granted the exolvsive right and privilega of cons‘ructirg a chip cenal across its territory. While the praciicabuity of a canal rush as contemplated by the contract waa in progress of ascertainment, tue right was given and the obligation imposed to cms‘rust arairced, cr rail and carriege road end water com- munication, between the ttwo oceans. Tne par- ties to whom the above privileges were con- esded organized themgelves into 2 body or association of capi alists, ucder the derignatioa of *‘The American At- lantic and Pa-ific Ship Canal Company.’ A maritime canal was deemed a practicable means of effecting spredy convtyance from ocean to ccean; and in consideration of the ecustruction of such = mode of tzansit over the Isthmus, the nght to an exclurive navigation of the fa. land wate:s of \he State for given period of years, was grented to the company. The (ay or charter defiviag the rights and obligetions of the Saip Caual Asros:atic reecived the approval ard ratifica'ion of the contrasting parties on the 22d of September, 1849. It waseubsequent- ly deemed prudential by the oompany to effest a modii- caticn of some of tke provisions of the charter, and con- formably with negotiations to that effect certain amend. menis were mutually agreed upon, and on the 11h dey ef April, 1850, was executed the grant under which the ecmapsry derived 1's powers and privileges. The gov rent of Nicarsgas, in {ts concession of rights foreign assceiation, did not fahibit its authority to cups: vise and contre! the action of the e:mpany. Asa gu: rantee or security forthe faitbfal fulfilment of the obli- gaticns Impored by the charter uzon its grantees, the gcverument reerved to iteelf tne privileg?, in the event ot ron-ferfcrm@ance, to annul ihe contrast, sad make such otber coverants with other parties as might ecsure lesired object. As soon aa prastica- ble after the execution of the contrast, theg 04 faithand integrity of the eompany were exbioited ia the gratify for actioz. Competent engiaeers—acie: men—were employed and sent to purpose if exploring the Isthmas, and makirg survevs of routes eligible, if posible, for the construction of the propcred canal. For more than a year the selentific employis cf the company prosesuied their enterprising explora! nd eervays, bat wiih no cial cr gratifying reenlt, Tae’ prasticabllity of the proposed mode of transit remainel wndeter- mined. snd no effort, beyond tie surveys, was made to facilitate the compiction of the enterprise. In the meantime i: wae esssntial, for the purpose of ¢ nformirg with the intention of the charter, ta effect some facile method of conveyance across the lathmus. The tardiness incitent to the exploration of the canal route, and tke difficulties conflicting with its early com- pletion, izéused the beneficiaries of the grant to apply to ibe givernment for additional modifications of their re- sponaioiiities, the object cf whi:h was to relieve them from the obligation of completing the caval contract, aud toenbstitute sieply the more prasticadle right of coa- #rcctirg rail and carriage roacr, and establishing stesaa communication on the rivers snd lakes o! Nisaragas. The government, although unwilling to absolve them from the duty cf c-nstructicg the canal, was inclined in a measure to favor the spp'icativn, and relax ths rigor of ite original exactions. In comp'lancs with the reques: of the Cacal Company, other ameadments and modifica- tions of ibe ebarter were ocncluded, and a nsw grant executed to the rame parties, who, by the pew arrange- ment, ssrumed ihe title of “ihe Accessory Transit Com- pany.” This giant bears date the 14th cay of August, 1851. The ckange in the title or des'gnation of the com- pany wae not designed to affect or alte: obligations in m to the completion of the cenal. This require. ment remained in the charter as an absolute duty to be performed within the period of twelve y 2 Ace ceseory Tranelt Company was inaugurat the righ‘s ard privileges, and subjected to the same imper t.ve obligations concerning the okaracter of int cceanic communication that we:e origiaally contained in tke cherter creating the American Atlunffc and Paci- fic Sbip Caral Company. The rights cf the government, t20, were in no wise abridged or cimfoishad by the new compect. It reserved {te original power ot supervision over the action of the company. and the authozliy to annul the contract in the event of the nen fulfilment ofits condtiions, With this plain and ¢cefinite ucderstandiog on the part of the government and the company, of their reciprccal rights and obligations, the newly organized association commenced the prosecation leline'e Cuties in ocustructing ths facigies cf trai commauni- caticn between the two coeens, After the organization of (be Transit Company, the sur- veys ard otber labors in relation to the canal were sas- penced. The obligation of oompleting this desirable mode of inland communication, imposed by the ¢ 3 of their orniract, was wholly an¢ icexcunably dis dec. The neglect of this essential requiremeat of their charter, at leng*h foreed i'reif upon the attention of the company, and in ¢xewe or palliation of their delinquency they urged the impracticability of the fulfilment of their con- tract, and strenuouely solicited additional modifisations cf their responsibilities, The egent, through whom more liberal concersions were sought to be obtained from the government, visited Nicarsgue abou: the month of Jana- ary, 863. ‘The Chief Ecgiueer, who, with his aaslstaate ard employ és, bad explored the isthnus, and made re- peated surveyr, bad represented in bis reporta to the company that {t was impracticable to construc: a canal of greater dimensions than would sezomrodate vesaels of reventcen feet draft. By the terms of tke charter, the duty was imposed of compleiiog a canal of suflicient wisth and cepth to faciiitate the transit ‘‘of sizes.” The mission of Judge Edmonds, of } 5 ext of the Ship Canal Company, was to effect, if ‘poe le, ® modification of the art! of the charter ri quiring the canal to beof euch ample capacity as to ad- mit of the transit of vess of avy and every coacription cf dra{t. The application of Jadge Edmonde was con- fesredly baecd upon the ergireer’s report, and no iaem- able snxie'y was manifested by him te fzeccod tn effecting for the company Ao bereficial an sarrang:mant. The government, however, had been exssedisg!y libsral in conceding privileges, and susrequantly ia mocificatiors of the compary’s charter, and was re’ tent to accord additional iavors, especially the one £0 zealously coveted. Its principal objest in ylelding the origins] gract weao exact the corapietion of a wo:k thet woud render i's territory the higaway cf nations, torrngh which might find convenient pareage the mam: moth palaces cfihe deep, Toalter or diminish the re- fporsibility which the compacy had sseumed origins wou'd bave been ia confitc: with the plain and wall di fined purpese of the g-vernment in eopfe-riag the privi- legen the compary bad suscensfally solicited, Ths g>- verpment, therefsre, decined entertainirg the proposi- tion of :he ccmpany's agent, and insisted, with justices, ppon the faithful fulfilment of the conditions “‘nominat vn tke bond.’’ ‘The unsucceesful termination of Judge Edmonds’ mis- ticnto Nicaragua concluded the action of the Saip Canal Compacy in relation to the principal object of ite charter, No mearure has been adopted cr meaas employed ty rs- vive tke experiment of construc irg the cneal, nor hat ths compaty in spy manner, sines that psricd. given 1 of {is existence as an Orgavized body, The an Je report ef the engineer, followed by te total ell exertion in the prem iser, and tne dire:- fferent channel of tue intended powars wad capital of ‘he company, are facts ard otroumst which admit of no doubtful conviction as to thee abendcnment by the company o! the ship canal pro}: It would be a shallow species of sophistry that would ethe argoinent that beeaure, by the terms of th charter, the period of twelve yeora was granted withia which to recure the completion of the cvatract, tix vermment, therefore, is prectuced, until the explea' Cf the! tire, from takirg any entegsnis'is action in reli lim to it. A moiety of the term hee wlrend: and no progress other than unfavorable exper illurizated the activity or enterprise of the Snip Canal Arsocia.icn, m of twelve years was deemod quisite by t teen of the privilege, to e: to falfil ‘the conditions of their contract, the same term fs none the less essential now, when the difficulties which bea Ve Pare iirely pn Noe force. haat the wor en 6 magnitude of ft would 2 require the ex Toon gf bliss Of eplil, an8 Wala wae proyoves po ralred the pale of stock rests in the enterprise. The 7s oe taken before the commissioners pola deeree of this [Nicateguan) government, of Feb, Fp pga rarbope ta on ) 80 to a transfer or M satalie Saporttion of any, ors 7 considerable, porticn of the stock. This fec'ed by the acditional elcoums ‘ances of 1 ‘fable physical obs oF Feilroad. it not absolut chimerical, at least removed beyond the. peegileestiieg aco. mplishment within the time limited iy the cbarter. ® The Accessory Transit Cor ag already si ecmposed of the same indvvidgale consti eae ‘ta’e had competent power to grant, recompenre for ite concessions, the per- formanee of stipulated cuties. It was s common’ it! endowed with the attribut etermire by itt own action the pe: formance of the conditions cf a compact or eovenant en- tered into as a government with inaividuals cf a forei; State. The powers conferred by charter upon the Transit Company were limited in their operations withia the boundaries of Nicaragua, over whic! jurisdiction of the gcverrmen! necessarily extenis, The controversy, therefore, between ibe government and the company one which coreerns them alone, ard the justise or de- merit of the action of \he former inust be determined upom the proofs wich impiicate the latter io wanton violations of god faith and shameless abandonment of obligations, ‘The cbarter to the Accessory Transit Company im- pored, amorg others, the condition of carrying out the ‘object of the Ship Canal Company in relation to the con- struction of that mode of Iethmus transit, The zation of the former company was perfected, an grant of powers and privileges conferred, for the # las purpore of facilitalirg the completion of the projected ship canal, The refusal or reglect, under the charter, to prosecute the work, was construed within the meaning end tntenticn of the grant to be no less forfelt- ure of ite privileges, than would be the effect of a simllar rercisgners of duty under the substituted charter. Inthia essential, the Transit Company, as already shown, has of- fended sgainst its integrity, and by its own wanton act cf cmissicn bae forieited its clalm to the protecting egia of ths government. If this bad been the only transgression committed by the com net its plighted reaponsibilities, the re- public o! Ne ua, in conalderation of the other facili- ties wih which it’ has supplied the Isthmus translt, would, corbtits#, have hesitated before going to the ex- tent ef the ation of i's charter. But lise all asso- where wealth and power and influence heir suczess, it grew haughty aud in- ro’ent inits demeanor, exbiri'ed an utter disregard of its obligatto ‘a mocking defiance of the sovercigm D8, ower which created it. Taking advant of the ua- Tet'led condition of Nica of the civil revolutions that slernated power ard embarrassed authority, the ‘Transit Compary has conrulted for itsas:ion no gai 7 interest, and obeyed for its authority no law but impu- nity. The late revolution, which resulted in the over- threw of the servile, and the establishment of the liberal Btveema dit bas been the means also of inttituting an in- ‘veet gation into the conduct and affairs of this far-resch- ing and wide-rpreadirg monopoly. Unlike the antecedent aubori ies of Nicarsgua, the existing administration has bad tke boldness to examine into the claims of the company upon its gracicus consideration, and openly ta accure it of flagrant violations ofits chartered privileges. Satiefied of she reckless 1 tions of its obligations to the State, the goveroment even dared to cespise its Paeieey) defy its menaces and destroy its organized vi- Tally. "The legitiwate business ot the Ship Canal Compyny, ag well also of the Accessory Transit Company, was simply the transportation of freight and passergers from ocemm to ocean, across the territory of Nicaragaa, in the man- ner slrency Cesignated. Their duties were exclunvely confined within the limits of the State, and the profits of their enterprise were intended wholly to be derived from the receipts of the transit transportation between the Atlantic and Pacific cceans. I+ was the inteotion of the government, and the original object of the company, te open a thoroughfare, not for the accommodation of ® specific class cf perfons, but as an equal benefit to all whe might desire to avail themselves of its advanteges. For a psricod of nearly two years from the date of its organization, the: exertions of the company were cirected in a legitimate ehannel. Its business was restricted rolely and exslu- sively to tke purposes for whieh it was created. Pas- sengers were conveyed, and freight transported, acrosa the county frcm ccean to ocean, in faithful com] with the intention axd provisions of the charter. ocean partage, from either direction, world wide competition, and ere, po whatever mears of ocesn transportation, Juan of the North or Sen Juan of the South, mo’ line of the company. It never was contemplated by either the makers or the recipients of the grant, that the latter should seize u: the ccean transit, aad by arbicrary use of privilege, exclude compe ition, a: Up an ocious mcn“poly. ‘ithe decided favor and patronage «xtenced to the new route by the travelling pubiic, ren- dered it an exceedingly profitable sourse of revenue, and enlarged the ambiti.us views of the prospercus aiva: ‘The preject of purchasing or chartericg wi the profite cftheir enterprise a line of steamers to com- nect with each other at tbe ports of N ‘agua, to and the Atlantic and Pacific porte in Tze United Sates, wan seized upon asa practicable means of faci {tating theic more extended aspirations. By this arracgement all o'ber connecticg veesels, by arbitrary exelasion from intercicting to them the transporta- he Isthmus, would be necessarily ren from compt' min the passenger and carrying ie, ani the steamers and other ve-sels of the compan’ ld usurp the en:ire profits of the world travel tzroual carogua. Accorciogly, atter two years of legitimate m on the part of the compary, from which it realized exormots revenuer, & Jine of ocean steamers under the auspices of Cornelius Vanderbilt, of New York, mcnopo- lized all communication between the ports of this cous- try ard the porte of the Atiantic States and Caiifornia, This principle of exclasion bas besn persevered ia ever since that period, and the government, hitherto, om account cf the precarious terure by which it has beem ~ ftstaine}, has been unable and unwilliog to provoke so formiceble moneyed pone by asserting its rights and vincicatirg its authority. For more than three years the Ocean Steam snd Accessory Transit Companies bave been identical—go blended in name and par; and iaterestag doubtless to have created the conviction that the privi- leges utarped by the combination were ths origiual coa< cessions contained in the Transit Company’s charter, Thia flagrant abuse of power, this monatrous usurpation of privilege, this lawless dieregard cf every just principle cf construction, could not fail ia compelling the gove ment at the earliest prec'ieabie pericd to vitit the offend- ds with signal retridution, hatandicg, however, that immense profits have been realized by the Accessory Transi: Company in th inal pursutt of its Legitimate business, acd notwith- standing jarge pecucisry returos have recu fom its il {cit combination with the ocean steam enterprise, it ‘bes most unwatrantably failed in the performance of ite wore immediste ee se to the republic of Nicaragas, Not ox}y bas it failed to construct a canel—not only has it neglected, as @ consequence of the failure, to suppl; the facLity of a reiircad—not only has it failed to cont with the piain and manifest objest and intention of the charter, in havirg built up a mcnstrous monopoly; bat more inexcusab,y hes it failed to remunerate, out of its acquired opulenee, the msgsanimous government to. which it owed its origio, 1's wealth, its power, and go re- ceat'y, its impunity. It wai condition of the charter that the company should pay annually to the government the eum of ten thousand Coilars, and ten per ceat of the prefits of any route that might be established pe: the completion of the canal or rai'rcad. The first obli- gation has been reasopably fulfilled—donbdtiess because of the insignificance of the amount—but the really essen- tial remunerative condition of the charter has been stu- Gicusly and syetematical'y disregerded. Also discegaried has been the requirement annually to furnish a report of its ecndilicn, faithfully to acsount to the government for its recéipte and disbursements, and commonicste for re- gistry a sist of all its vessels in the State. Taer tive conditions have all been disregarded, premptness of their fulfilment, by the gove: Toast, has been corsidered cf the uimost consequence. Distiacted by civil wars, the government was too timid, at times, to solicit pertormance, although justified im exacting it right. The com; shieldicg themeelves ers of the Stats, iaughed at {is predion- is at their iE Even when the goverzment hes ventured to remind the cormpeny of its obligations, sud ask « fair and friendly a¢justment of its claims, the request has been insaltingly cenied, ard the claim of indebtedness with haughty areumption repudisted. When ia’ igstion hae solicited, the most unbecomirg pretexta kave been re- sorted to for the purpose of ¢! fohting delay and eluding reibility, At length the matter assumed a contro- b d the charter provided the mode for justment of difficulties that might erlee between gevercment and the arin Before the existing acwicist ation succeeded in elevaiion to power, and while the wer was being waged betwosn the se: vile government uncer Chamorro and tte liberal contestants under Cas- {illen, ® ecmmission was executed by direc‘iom of the former authority in favor of Senors Tejada and Lagayo, av tLe reprerentatives of (hat authority in the eettlement of the disputed clafm. The Commissioners proceeded ta New York, presented their oredentials, and atked for « tio ilar d¢monstration cf wilitogness to adjudica'e on the part of thecompasy. The request was reepondel to by the usual manifestation of indiffereacs, and every trifling expedient lafd under contribution for the purpose of pra- lergirg the period of investigaticn. Atout this time, however, & cew element of power was coopera ing with the party opposing the Chamorra acrcinistration, and some uncertatnty prevailed ag t> the ttebli y of the servile government. Thi was pesuliarly opportune for the company, snd was selzei upon sy them. es a Iawfol pretext for holding in abeyance the a}judica- tion of the perplexing controversy. The iaternal diffieul- ties of Micarsgua hel hitherto rerved ag Fre erces for the company in procrastinat ment cf it no ethe were accom- ated, without preference or partiality, on the transit th mment at Butiutke mesnwhie, tha progress of the liberal or cratic party was such as to create the most probable re of iis cerly ascendency to power, Tne battle * bad been fought, and the new element of power fo xeenmed & prominence that foreboded y Cirsrter to the continued regime of C! par'y was assifuously yindte the sovereign rule of Nisaragua, ith which its endeavors were oon- larined the Transit Company for tke prolcr gation of ita prorpeot of impunity. The com iirsicners cf the Chamorro government were apoolated, snd proceeded on their mission to New York in tue month: of Jn'y, 1856, after the advent of Gen. Walker with ar Amerionn force into Niceragua, allfed with the libsra¥ party, and subsequent, too, to the memorable battle at iva, ‘n which the moral effest of that allisace war mest rigrally demonstrated, Soon after the departare of the Obemorro commissioner, the oonte:tants ¢f the sor- vile gcvesnmea', coemisg tbomseives entitled of gronvag