The New York Herald Newspaper, July 26, 1856, Page 2

2 NEW YORK HERALD, SATURDAY, JULY 26, 1956. ° ews from Venezuela and St. Tho ws SRAIVAL OF THE TENNESSEE—COMMERCIAL © FATY WITH VENEZUELA—CHOLERA AT CA ( 45—~ DEATHS OF AMERICANS AT PUERTO CA 1 LO— ARREST OF CAPTAIN WEBBER. The United States mail steamship Tennessee, Charies M. Webber, commander, from Porto Cabello, Laguayra, St. Thomas and Porto Rico, with coffee, hides, deer skins, &., acrived at this port yesterday morning. The Tennessee left Porto Cabello on the 12th and La- guayra on the 15th instant, and arrived at St. Thomas on Me 16th, took on board her passengers and freight, and eft on the evening of the 17th for Porto Rico, where she arrived at 5 A. M. (be next morning, received on board ‘the passengers and treight that offered at that place, ant left the same afternoon for New York, with fifty six pas- wengers, all told, and 4 moderate freight. She brings as passengers J. H. Young, United States @onsul at Curacoa, and special bearer of despatches from the Legaiion of the United States at Caracas. BK Was understood at the sailing of the steamer that the @eepatches entrusted to Mr. Young contained an impor- tant commercial treaty just concluded between the Ame- wican Minister sud the Venezuelan government, securing te our citizens valuable trading privileges with that coun. wy, and placing the general relations of the two govern- ments on & very satisfactory footing. ‘The news from Venezuela \s unimportant. ty was quiet and business generally dull. ‘The St. Thomas Times publishes a notice from the Go- ‘verper of Guadaloupe, in relation to American mercitan- ise, which he hereafter will allow free of duty, or to a wertain extent free ‘The cholera was still raging in Caracas, though in a Yess violent form. There were but few veseels in the ports efeither Porto Cabello or Laguayra. In the latter were ‘wo Americans—one the schooner Frank, of New York, ‘Captain Watts, which sailed on the 8th for St. Thomas in search of treight; the other, the Philadelphia Guano Com- pany’s echo ner Indicator, Captain White, waiting to re- eetve on board the company’s agent, Mr. B, W. Richards, ‘would sail on the 18th for the Guano Islands—al) well on ‘We Mth July. Captain Crooks, of the ship Vespasian, of New York, Dad died of yellow fever, at Porto Cabello. The Ves- pasian carried out @ load of coal for the West India and Venezucian steamship line, and while discharging, Der captain was struck down in the bloom of life and maphood, and was carried to the grave surrounded by warm ‘friends and acquaintances, though in a strange Iand. The carpenter was also taken sick and died adout we sam? Lime. With these two exceptions, the port was tree from sick- Bees, ‘The Vespasian sailed on the 10th for Baenos Ayres, in @barge of the Gret officer, to load with salt, for New York. The officers and crew of the Tennessee, as also her pas- sepgere, have enjoyed excellent health during the trip. OUR LAGUAYRA CORRESPONDENCE. Laevayra, July 13, 1856. Seizure and Imprisonment of Captain Webber, of the Tennessee—Action of the Judges and other Auuthorities— Capt. Webber's Protest when Pay- omg a Demand made on him--Particulars of the The coun- Affair. Tembrace the opportanity of the sailing of the ‘Bennessee to lay before your readers the facts of the outrage committed upon Capt. Webber by the au- thorities of Laguayra, of his unjust and illegal im- prisonment, &c., de. It appears that during the time the steamer lay at anchor in the open roadstead of Lagnayra, she eame in contact with the schooner Young Eliza, of about sixty tons burthen. A change of wind caused her to drag her anchors, resulting in damage to the schooner of about fifty dollars. Capt. Webber had vepeatedly requested the master of the schooner to pay ont his cable, so that in case of a change of wind there need be no collision. His requests were wholly disregarded by the master of the schooner and the Harbor Master, whose duty it is to moor vessels entering the port. Several days after the collision took place, the steamer departed for Puerto Cabello to complete her cargo, nothing having been suid to Capt. Web- ber by the master or owners of the schooner rela- tive to damages. The steamer retunred to this port about 7 o'clock A. M. on the morning of the 13th, to take on board the Laguayra passengers and proceed epon her voyage. Upon Capt. Webber's land- wg be was served with a warrant of arrest, and brought before the Justices’ Court, and damages claimed for $600 in favor of the mas ter and owners of the schooner. This demand being of so exorbitant a character, Capt. Webber re- quested permission to introduce witnesses, and an attorney to conduct the case for him. The Judge fafermed him that the only attorney he could be permitted to employ would be the Court interpreter: iso that the plaintiff in the case should have the right of an attorney, and would be allowed to pro- duce witnesses; whereupon Capt. Webber demanded the same rights, which were positively refused to him. Capt. Webber then stated to the Judge that Capt. Conroy, of the steamer Union, and Capt. Todd, ef the Royal Mail Company's schooner Isabel, were @m board of the Tennessee when the collision oc- curred, and were witnesses of the whole transaction, and requested permiseion to have the case postpone | unti) his witnesses could be produced. This request was immediately refased by the Court, upon the ge that these igeatiomn were friends of Capt. ‘ebber, and their testimony could not be all As the case proceeded it ore gr that the imter- preter of the Court was using captain's own tes timony in favor of the owners of the schooner. Being convinced that the interpreter was one of ‘the 4 to this wholesale demand, bays Webber refused to carry on the case, finding that his only re- source would be to pay the amount of dai claimed. In fact the Judge at once decided that Capt. Webber must pay the amount, or go to prison. Finding it was impossible to Coart to accept and safficient bonds, he informed the Judge that i/'the Court compelled him to pay the amount of the claim, that he would oaly = an- der st. The reply of the Judge was the master of the American — tgs oh bond agreeing to money re- Tene the right te proves, the conditions of the that he resigned ail right to protest be fore the American Consul at Laguayra, or of pre- senting bis case to our Minister at Carac. +s. The conditions of the bond being coutrary to Captain W.'s views of justice, he refused to sign it, whereupon Capt. Webber was carried to the -ommon jail, col hese incarcerated with the lowe» ons the Court thicking that he would prefer to consent to their terms — a 4, the steamer being ready to pro q voyage. Tne meantiive (t was rumored that our Minister recident at Caraccae was on his way to Laguayra, and would be here in time to investigate e un just proceedings, all parties being convinced that the ~ —, by Captain Webber mon hgh it to pay the money under protest wor wed ey him. ry = ” fir. Eames arrived at Laguayra at 2 P. M., and our consi drawing up Captain Web- ber's protest, mace in the at Laguayra, im- mediately had the Judge sent for, and demanded of him © Webber's release, without euteriag int» the merits of the case. The Judge finding that Mr. . had determined 3} the course of action to be im the case, jiately wrote an order for is liberation, and consented, without any further ceremony, to allow Captain Webber to pay the mo- ney under protest. J am informed that a claim wil) be presented for damages inst the authorities « Venemela, for false im &e. You need lings in this case, ax are *o corrupt. Captain ‘Webber was not willing to bribe, and was committed ‘© the common jail and made the ion of the owest felons. It waa reported here that the news of Captain Webber's imprisonment having reached Caraceas, gp order had een issued by the authorities oquad proceeding» of the Court and release Captain Webber. astoniahed at the the tribunals of Venezu MANKETS. li —Breadetat $8 50 0 $9: Ma 50, no deran -pilot and na 1.00 Ihe. 86 50 0 $6 75, som $3293 B. White beans Boel, mess, bbi., $16 5¢ $17, plentfn). Fork, mes Hama, Amerwan, |>. Me. a lhe @ lée. Candice, moold, th., 18e. a 60e, Casein, in caves, J4c. a S60 Bbc. Pepper, Sumatra, 1de. a toe. Ayerite, & according to quaity, gin, demyonn mas, Jul: wor Tbe. « Pi Oi 75. Case, dor. $4 $3. Fieh.— Grand Bank, large and white, in drums, 4 # 6 qtis 86 5 486 40, day, email, 14 50 8 86. Hake ant dock $4, Saimon, No. 1, bb! 87 a 87 50. Mack x bbi., $8 2 64 60. Herring, jiokled, bb\. $5 a $5 5 senind, and No. 1, box, 400. 600. Lot yer.—W. P. honed en! plonke, W in demand, ) PF. eam my Gawd, boards, cA M. $25 & 820, plent fa! “Binglos, éypress and codw fd lorge stock pe, woo, IF as with heading, ¢ ores — Ter bE ns 8 60; | ee pooh 4 We. ; manufactured, 16 lic. 'a Be, Nails, cut, 4, “ ; ‘Weights. —100 ibs. Danish are equal to 110 ibs, Baghsh. Tures.—Sugar in bhds, and bbis., 10 per cent. Coffee in casks, real tare. Indiga, 10 per cent, Imports are sold by English woight—exports by Danish weight. Doub- loons, $16 cach. Bills on United States, 60 days sight, 23 per cent discount. Bills on London, 90 days sight, $4 52s, 0 $485. Mexican dollars, 3 per cent promium. Spanish doliars, 3 a 3% per cept premium. Spanish dovbloons, $16 64 $16 80, Five franc pieces, 97c. a 9 sc. The Central Park Appropriatien Injunction Case, SUPREME COURT—SPECIAL TERM. Before Hon. Judge Whiting. JoLy¥ 25.—In the matter of an Application for an Injunction against the Board ef Supervisors in re- lation to the $200,000 Appropriation for Central Park.--The Corporation counsel, Mr. L. B. Shepard, appeared to support the injunction. The Board of Supervisors was not represented by counsel. Mr. Shepard said that he had waited until long after the time appointed, and as nobody appeared for the Supervisors, he would move on the case. Judge Whiting said:—You can take a default. Mr. Shepard—In a case of 60 much public impor- tance I do not desire to take a default; I will there- fore state to your honor briefly the da which I moveler a contianamds of inladeatone this case. The power of taxation is a governmental wer. Taxes are defined to be burdens or charges posed by poverty power of je a apon persons or , to raise mon udlic pur- o- (6 Johns, R 92, ii. id 77; Bleecker vs, Ballou, Wend, R. 263.) The Board of Supervisors has no authority to exercise this power without a direct | ape from the Legislature. The er to tax must govermental from its nature. the existence of government. If every —— or city had the eee taxation, (which is in side,) bg Mayan p} r of on other ippled its resources could not extend that protection to the liberty and property of the citizen for which taxes are id a8 a compensution. In this country and in gland taxes have been re; from the earliest day by sound constitutional lawyers as the free gift of the people; hence mone: besiraniead wie he originated in the popular branches of English and American legislatures. Not to cite other sta- tutes, the Bill of Rights of the citizens of this State, adopted in 1787, provides that no tax, daty, aid, or ag whatsoever shall be taken or levied within this State without the grant and assent of the people of this State by their representatiyes in and Assembly, and that no citizen of tifis State shall be by any means com to contribute to any gift, loan, tax, or like charge, not set, laid or by the Legislature of this State. The same provision was reenacted with the Revised Statutes, excepting only such taxes as might be laid by the ernment of the United States, which was estab- ed after the Bill of Rights was adopted. Nor is it to rest the argument here. I have caused to prepared, and submit to your Honor, an abstract of the statutes or in reference to taxation in the city of New York from the year 1683. Your Honor perceive that the power of taxation has always been regarded as a governmental and that even where taxes have been required for the slightest purpores, and to the least amounts, the le, tive er of the State, orof the colony, has always invoked. Mr. Shepard hare produced a volumi- nous abstract of the statutes referred to, and made somé remarks upon the mode of taxation under the Dutch aeneety, ond continued : It is manifest, then, that the Board of Supervisors possessed no er to tax. It is equaliy clear, acthority, if they exercise & power, incorporat into the tax levy an illegal and unauthorized tax, it vio- fos Ea oss ary , the sam , corporated by the Board S igors into the Siva ched ena ted the followin commented upon cases: Huse v. Merriam, 2 Greenleaf, 375 ; Selwel y. Shaw, 183, 339 ; Thurston v. Little, 3 Mass., 429 ; Bteteon v. , 13 Mass, 272 ; Bangs v- Snow, 1H., 181; ir y. Snow, 5 ib., 547 5 wg Ad Burnham, 15 ib., 144 ; Drew v. Davis, 10 Verm, 506; Torrey va. Wilbury, 21 Pick, 61. The Selectmen, or Supervisors, who direct the sd of an il tax, ere ly liable for the act of tor who 5 part of the tax is valid, and part void, part can be distinguished, en goon og inan to recever the tax paid, would only judgment for the part illegally levied. But case no could tell vith tainty what ation of the $200, hi been called upon to pay. The act of collec the tax would be a for which every person'coa pected with it would be’ responsible. from the Sa- ated who voted for it to the Collector who col- ected it. Every sale of made by the tax officers t> secure the and thus the w! system of taxation for the present | would be thrown into inextricable confusion. | | it does so haj ool, the. entrant Ahetting Be collection of in this ciyy, in practice, shows upon its face the pu for which the tax is di- | rected to be laid; and that the officer aired to execute it has in his process fall notice of the ille- ed to be ? rd—The Commissioners of the Central ith of July, addressed a commanica- tion to the Board of S owe oe money on mprove- ment of the Park; nd they ask the Board to place jn the tax levy of this year a sum sufficient to meet any appropriation which may be made for this pur- The say “the necessity for such an addition Probvious, the power to do #0 fa ample.” They further ray:— By the first section of the tax law of this year, !t is de- 1 city and é thal Board of Supervisors ot ‘the county of New ik are hereby empo conveniently may be after the pe use to be raised, by ta: 1, eubject to taxation se throe millions two bunds: bundr ad eighty-nine subjects and purpe for such other «vpenses as the Mayor, Aldermeu aud Commonaity of New York may be pat to, by law. Every object and purpose enumerated, except that for * Ay other expenses as the ‘or, &c., may be & to by law,” has a specific sum pi site to it—for example: “Alms House Department ex- $652,000— Alms House Department Buildings, 165,000-—Lands and Places $16,500,” and #0 on. The objects and purposes thus enumerated excluding sach capensis Se are may be put to by law, make up the whole amount ot $3,247,159, If any fands sh not be required for the purposes eoumerated, I do not doubt they might be ap- lied to any expenses to which the Mayor, &c., may he put by law. This Il understind to be the construc- tion of that . But, witheat o that question, it is manifest that the ay ean 9 not by law been put to any expenses in regard to im n of the Park, within sige = SE te The ie 1856 _ 4 right Supervisors to levy taxes for Lands and Places to $16,500. The Supervisors to raise not only $16,500 for Lands Places, bat also $200,000 in addition. It cannot be argued, where there is a ific grant of an amount to “Lands ,” that under the general terms “ for such other expenses as the , deo. may be pat to by law,” the right to make a farther levy of taxes for and Places is admissible. Nor can it that the Siper- power of the Board of Supervisors “to do so ix ” it the Vg! thus claimed is exercised to taxation in the city of Ne York. The irty of man is liable to every exaction whi he Board of Supervisors see fit to impose. The credit of the city mast be impaired, sooner or later destroyed. Those who desire to do business in thie city must be driven to some place where the taxing power haa not #0 oasa In truth, taxes were established to pro- tect the people against public plunder, the peonli- arity of savage or helf-civili nations, in which the ruler seizes by forse the means necessary t» his government. idea of the Commisioners is correct, it is apparent that the taxing power exer- cised by any one of the Boards of Supervisors in the State may be made a most complete instrument of plunder without limit or restrain BT he Court reserved ite decision. Mortne Court. Before Hon. Jadge Maynard. | PAVING CONTRACTS—RPFRCT OF INSPACTOR'S ORATI- PICATE. | the tlin | work had been aatisfactoril, Jeny Ue—Charles Devlin, Assigner, os. Ue Mayor , &¢., Of New York.-Toia was an action to paving Second sticet under a contract with the Street Commissioner. The plaintiff showed of the Inspector's certificate, that the done. For the defence mtonded by Mr. Wileoxson that the contract « » condition precedent to payment the on of the aasewement list by the Common which had mever been done in this case + lao given that the Inspe iff 4 recover for Lords—I have the honor to poo gh ef Chk Length of Number of Une au Amount of mo- thorized. ney authyried Mites. to be raised s 3 2 371 ieana' ant 16 8,911,331 8 4'116,632 135 9,553,275 port 4,338,834 0 25,517,601 982 9,211,602 588 9,192,038 Engiend and Wales, 76 miles 196 miles land, and 91 miles in Ireland. The lines authorized in Englend and Wales were chiefly extensions or branches connected with rail- mere already authorised. The most important were ¢ following : The extension of the East Kent Railway, from Canterbury to Dover. ae direct railway communication will be between Dover and the naval and military arsenals in North Kent, as also a shorter line between Dover and the than is afforded by the Southeastern Railway. The Newtown and Oswestry Railway _o notice, as sorming a link in a hne of railway com- munication which will Lsirop' A eventually connect the manufacturing districts Milford Haven. The Carlisle and Silloth Bay Railway is an exten- sion of the Port Carlisle Railway to a new harbor on the Solway Frith. Among the lines authorized in Scotland may be noticed Glasgow, Dumbarton, and Helensburg Railway, proposed to be constructed alopg the north bank of the Clyde from Glasgow to Helensbarg, and the Bantt, , and Turriff Railway. The remaining lines weie merely short branch lines in connection with railways. In Ireland were jorized an extension of the Dundalk and Enniskillen Railway to Cavan, and of the Ulster Railway to Monaghan. The belfast and County Down Railway Company was authorized to make a lise to connect Downpat- rick with Belfast. A few other short branch were also authorized. As your lordships are aware, the select committee on railway and canal bills in 1853 recommended, and the House of Commons has acted on the recom- mendation that with a view to securing uniformity in legislation, a general committee on railway aud canal blls should be appointed in each ses- sion of a character more permanent than had until that time been the practice, in order to secure a com- ‘all schemes submitted to Parlia westi of contested the country into fiousin whieh terested; and so direct the in within the several districts as mmo Joticoas Comin rom @ com! already existing. secure for the that might be derived of new lines with thove Your lordships caused a general report upon the railway bills of the session of 1855 to be before Sore committee, in which its attention was to the following recommendations of the se- lect committee of 1453—viz.: first, that running should only be conceded in cases where the Ree transit from one system of railways to another cond, ‘at js me bet 2 nn i t ween companies should not be permitted, except under very special cireum! ; third, that working arrangements for the conduct of the traffic and the division of the profits should be sanctioned under proper conditions, and for limited periods. In ten bills application was made for one company to be empowered to run over the line of another company; but in only five cases were these powers granted, and these Were cases where it was neces- sary for one company to pass over a short piece of line belonging to another company, in order to reach a station to be used jointly. In twelve cases application was made for one pane og foe be allowed to be amalgamated with, or for ita line to be transferred to, another company; but it was only in seven cases of small lines closely connected with, or subordinate to, existing railways, that the applications were acceded to. The most important class of bilis were those in which the company proposed to enter into traffic and working arrangements with another company. Pow- ore of this nabere were included in 40 bills, of whish These generally provide for the working by a ¢ company of a line of railway in connect with it belonging to a smaller © y, the object | being to ey my to make arrange. ote with another company for maintenance of the | the interchange wf traffic, | 27 bills were passed. Ville ge | a mt atthe expiration of ten years withvu: spplication to Parliament, upon the approval of your lordsbips. ‘The object of limiting the duration of the . ments, as stated by the select committee of the House of Commons in 1853, was that if the agreement were found prejudicial to the public in' 4, an opportu- nity would be afforded ot its periodical revision. f the bills of this class, the one which to take the largest powers was one for the improve- ment of the communication between England and Ireland. It was, however, considerably modified, and Sho ast wes Eeniind tocnebting the London and Northwestern and Cheater and Holyhead Railway Companies to raise money for improving the means of conveying the peomnee and parceis traflic be tween Piybead and Dublin. There were three bills which bore apon the ques- tion of gauge which deserve novice. The diversity of wbich exists in this coantry has undoubt- ulated mechanical science; but it has been the occasion of a large expenditure and of frequent contests between railway companies in Parliament, and it causes great inconvenience to that traffic which oe eee to pass from one system to the other; nor does the mixed gauge, which involves great ex pense, remove all the evils of a break of gange. The first of the three bills proposed to form a with powers to construct a short narrow ne at Reading, to connect the Reading, (iui! and i. x Railway with the narrow gauge line which Great Western Railway Company are between Oxford, Ba- » The line was not judiciously selected, the bill was, therefore, not passed. But of the of such a communication there can be no question, as it would form a most im nt link to connect the of narrow gauge lines south of London with north of London. The other two bills were introduced by the Ox- ford, Worcester and Wolverham; Railway Qom- y, with the object of being relieved from the ob- ‘igation incurred under former acts of laying down the broad gange. Of thea» bills one was withdrawn. ‘The case of the other bill exhibits the uncertain- ty which still prevails in the legislation for private bills. This bill, which involved an important question of rinciple in railway legislation, was passed by the jonse of Commons, but was thrown out in the Hoase of Lords. The proceed! of the House of Commons with et to the London and Southwestern Railway bill alao deserve notice. It will be in the recollection of your lordships, that in 1553 the London and Southwestern Railway Company opposed a bill by the Great Wes tern. Bristol and nseter Railwa Companies,’ or a ay termed the Devon end Dorset Railway; and this bill was thrown out by the House of Commons, upon a pledge being given by the London and Southwestern Railway Company that they would imtroduce a bill in the following session’ or a contin- nation of their line to Exeter, Bot, having obtained their object, the London and Sonthwestern Railway amend ee ice. © nently, wl ¢ company a] | will fer other objects in 1855, the House of Commons referred the consideration of the bill to a committee of nearly the same members to whom the Devon and Dorset Railway bil! had been referred in 1853. This committee inserted clauses into their bill, by which the company were bound, under the ay of a stoppage of ir dividends, to intro- into and use their best endeavors to pase through Portiament « bill for 4 narrow gange line to Exeter. It became the duty of the inepe-ting officers of thie department, under a standine order of the House of Commensa, to report upon the level cros® ~~ Pp in railway bill«. n ing the subject, it ie necessary to bear in my that level crossings are a source of denger, and that as many as 4 penple uncon. | gected with the railware were kille) at level cron inge one #iF NereOMe were ininred during the year entail a considerable permanent expense on a ear, horas ac naeeaee ever, impossible as |» Wig. 1. That in allcases where the engineering (fiouities would be slight, so that the expense of erecting a bridge would not materially differ fromthe sum of the cost of providing and the capitalization of the annual cost of main- taining signals, lodges, gates and gatekeepers, the level crossing 5) wuld not be recommended, unless the erection of a bridge would, from the general nature of the district, sensibly interfere with the local traffic. Pa ‘That ip ner ot unimportant roads, jeatie — eering ulties and expenses entailed by a bridge would be considerable, the level crossing should be re commended. 3. Thatin the case of im roads and streets, where the traffic was large, jevel crossing should not be recommended, unless the construction of a bridge in- volved very special difficulties, The number of jevel crossings the bills which became acts amneted ar, ad of were authorized. ape shee whiekt a passengers passed, but where of vehicles, &e., was amall, the level cross- ‘was retained for vehicles, a bridge being erected the passencers. The in which powers have been conferred pen pone: Inslaiog by See sposien acts of last ses- are 63 in number, and the clauses in which these powers are conferred will be found in the Ap- pendix No. 5. DEVELOPEMENT OF RAILWAY COMMUNICATION. The total ith of line authorized by Parliament’ down to the of 1855 amounted to 14,346 miles; but of this 1,495 miles have been abandoned by sub- sequent acts or by warrant under the commissioners of rail there remain 15,851 miles wa} ya for ‘which epic ce 280 of 1855; and 4,571 miles which have reecived the authority of Parliament remain to be opened. This length of line is distributed th: out the United Kingdom as follows:— iii | = 73 FES Be Be or Frogs fp GES hg ie a is Pa ae 2834 08 6,210 40 1'083 "458 90 (987) 837 Ce rer $064 226 8,280 4,571 12,851 _ And the following table exhibits for each year since 1843 the pi of railw ized opened and under the av of Par- Table showing the of Raiboay aut vious to the end of 1843 and in each succeeding | sar, Openat fur remadning Trafic during each Year, and the Proportw to gin he be C the end of 1855; oe Levgh af toting quae Sede te ok tree Fy 2 3 2k Le iy Boga: ga 2s : fs i SRERESEESEEES : SB se 2 erst Hy gprrvrrsiitsiig Ene , aan ae Te 3 I Bll oes Sem pee ™ Spr PE ELM ege, SARE iS Bll egee_ Ee [= :3 2g Sli e8Se1 Stat | F i Sif qos ing ‘spun; With respect oy ateecionat ttc ree , and wi ve » ceeaehedien Us ho works be tw hE pletion re 5 tion in which this t# distributed the several ee ie cue od rene rete Sor athertaed previo to the end of Tn and in each year,and which have not been abandoned by subsequent ; the ease pad mg ce gee gr of works has expired without completed, doron to the end pisses woe ig P Of lines authorized pre- vious to Dee. 1843... 14. 1H6.. 4 1846, .1,450 1847. 640 1848 au Of lines autho. } 1849. 18 a rized im.....) 1860.. 1 - i 1861, 58 3 5 1852 J on ” 1863... 816 _ sis 1864., 467 457 1855.. 368 és Totals... coeeee 871 2,284 ‘ Upon 213 miles out of the 2,257 miles for the con struction of which parliamentary powers exis’, the ae or the compu put of the laud oven allowed to expire without having been ; and this increases, therefore, the number De nog it is not probable will ever be made ‘The total amount of money anthorized to be raised railway ‘ies, by shares and on joan, to the of 1865, amounted to £374.971,966, of which £207 583,284 had been raised, ing £77,953.682 be raised. There are no means of ascertaininy much of this sum is apportioued to the miles of tor which the parliamentary powers by expired, but it may be asmmed approximately that from £30,000 000 to £40,000 000 of this unt would have been to those way, aed that it will not, therefore, be now raised. Of the 8,207 miles open for traffic on the Jit of December, 1855, the proportion constricted on the norrow gange, broad gauge, mixed gsuge, and [rich gauge, is as follows Tash Narrow \Riread | Mined | Soe Leones. | donpe Pea Miles In Fy gland 208 Th Sec Hand - - ireland = | = And by the following table is shown the length itpnle wae ™ Number | of Com. is | BE | OY In England. To Seotlal In Ireland. . *Thirty-nine miles of this Jength is laid with a gecoud line on a narrow guage. From the above details it apy that of new lines opened for traffic J ah the i incnding 17 miles of line belonging to private indi viduals, amounted to 243 miles; of these, 235 miles were laid with only one line of raile. Of the lines opened in 1855, the followin, those which appeer to be the most important, —. The Hereford, Ross and Gloucester Railway, a broad gauge line, which effords to Hereford a more direct communication with the metropo.is than it the length year 1s65 reviously possessed. 7 ‘The Winthledon aud Cro ‘don Railway, which af- fords @ commanication to the south of London, be- ween the London and Southwestern and the South- eastern Railways, and provides another link in the line of railway communication which encircles the metropolis. The extension of the London, Tilbury and South- end Railway to Southend. The remaining lines were short branch lines or extentions of existing lines; of these may be men- tioned, the Arpley branch of the Warrington and Stockport Railway, by which an additional comma nication between Manchester andthe Birkenhead Lancashire and Cheshire Junction Railway is afford wa The linia terminated with a junciion between London and Northwestern, the Warrin, and Stockport, and the Birkenhead, Lancashire and Chee Junction Railway Companies at Lower Walton; and in consequence of an application from the companies, your shag issued regulations under the Railways Clauses Consolidation Act, for the working of the junction signals. In Scotland, a railway was opended from Dalkeith to Peebles, and a branch of the Scottish Midlaod Junction Railway was opened to Blairgowrie. a railway was also from Inverness to Nairn, between which places and the Great North of Scot- Jand Railway a wide gap of railway communication remains to be filled up. In Ire_and, the lines of railway opened were of more importance. Onthe Dalkey Railway the ar- rangement for working the lise by atmospheric agency was removed, and the line adapted to the use of locomotive engines. This was the only rail- way in the United Kingdom upon which the atmoa- pheric mode of traction had been retained. The Dublin and Wicklow Railway was extended from Bray to Wicklow. A branch of the Midland Great Western Railway of Ireland was opened from Mullingar to Longford, and the Ballymena, Bally- money, Coleraine, and Portrush Junction Railway was opened between Ballymena and Portrush, by which means an almost continuous line of railway” communication is now afforded between London- bye, ea and Cork. J been it already stated that the length of single line sod doveng the your smsonrted te 235 miles, The single linea were only allowed to be opened upon an that not more than one en- lise upon the single ive, or upon dened’ parte je Uy ine, or Uj thereoh, These regulations, if fi ‘ull; canadien effect, San pry the possibility of colli on single lines, at the same time they prevent a lar; ee en ens Cee on by means of a single I _ The following lines, which had been opened as single lines, were converted into double lines during the year, viz.:— iles. Chains. Dublin and Wicklow, fro tion to Bray... 2 C) Oxford. Worces i mixed gauge, trom Evesham to Campden. 9 2 Sheffield, Rotherham, Barnsley, Waketi Hudderstield and Goole 8 62 required by the sth Vic., cap. 207, to cot nn ae of their line by the 31st May, 1855, asa double line upon the age, and the te- mainder by the end of the year. It has been alread: mentioned that this company introduced two bills into Parliament with the view of relieviag them- selves from this obligation, but these bills did not act ith and pass; and, as the com; had taken no to complete the railway, it had rendered itself to bea ties. In the month of September, 1855, vy penal the Great Western Railway Company called upon pour lordships to enforce the letion of the cid and at an interview which took place between the two companies and your lordships, it was agreed that the Oxford, Worcester and Wolver- hampton Railway Company should apply to Partia- ment in the of 1856 for further time to com- plete the line, power to raise a further sum of money, and relief from the penalties already in- curred. Your lordships granted to the Great Western Rail- way Company an extension of time for six months for the com: of the Batham Wilts, Somerset, and We; In foar instances your ) to e regulations these three have been level pond crose| had been wrong }, a8 required by the acts of the com- ni) 6 73 the first case the company gave an undertakin, that the bridge should be completed within a speci- fied time. In the latter case the company did not consent to erect cee until your had been under the neces: hy of giving the com iy notice of your intention to take le; y 8. ‘The particulars of these cases, as well as those in which your lordships interfered with regard to screens, &c., will be found in Appendix No. 2. Your ei were called upon to direct an in- spection of the Eastern Counties Railway, ander the : yf the Lng Viet., =. oT. : rom *s report it appeared that the permanent mar was in a dangerous condi tion, and that several of the bridges were in an ad- vanced stute of decay. The act under which your lordships are empowered to order a railway to be rinepected leaves with the in whom the y management of the tine is the oilit, fnee ay source of danger a may bo the company informed were taking steps to repair the Leven Railway Company in the main- the appear to have been modi- a ition for wegen was withdrawn: pment of the trai ofthe port of Laven might nt ie even it sy coy injurionsly affected. “pat it been already observed ti authorized by Parliament . by which lou company | undertakes to work the line of another company, or by which the interchange of traffic ted, becoming very numerous. In the case of six distinct lines of railway opened during the year 1456, the lines were to be wo. sed, under parliementary authority, by a company v@n- ing @ line in couvection with ; and seven other companies appear to have entered into working arrangements without the sanction of Parliament, viz ‘The East Grinstead Railway is worked by the Lon- don, Lm and South Coast Railway pany, without there being any pecial power in the com: pay act. ie Wimbledon and Croydon Railway is worked hy the London, Brighton, and South Coast Railway Company, the act having authorized the company to enter into arrangements with the London and “outhwestern Railway Company. The Bideford Extension Railway is worked by M. Brasecy, the act Lectben Hye sy og the company to +nter into arrangementa with the North Devon Rail- wey Content he Coleford, Monmouth, Usk and Pontypool Rteileay is worked the ‘Newport, ‘Aberga- venny and Hereford Railway + the act having eathoriged the Ssempany fp > a ion of Hereford Railway. the Newport, Abergavenny ‘ihe olpect of these working arrangements i+ to se te eat ete eects companies w' an 5 bat hile they place the working of the small line un- der the control of the com ny, they to provide a better by that al trafic of the emaller line will he more cared for and developed than if it were entirely merged into the larger con cern, These agreements are generally framed in such manner as to render it the direct hone of the — pany working the line to develop the tratto. ‘There is another class of agreement rail. way companies which do not come before the ar latwe, and which have been devised with @ view to produce the same effect as amalgams fr iee- venting competition between railway compan! Under this class of agreements the railway com- _ nies, parties to them, divide in fixed be receipts from the traftio between cer’ specitied places, after deductin a sum for working ex; x and since each railway company that isa part, te the agreement derives its share of the Hoole although another company may have done the work, his arraai peter’ possesses the evils of a monopoly without furnishing to the railway companies that atimulus to continued exertion in developing the traf- fic which exists in the case of companies workin; the traffic on their own account, and the absence ot which is in the end injurious both to the public and to the proprietors. Some agreements of ie nature have contained a clause binding one of the to discourage traffic brought by an inde; mnt rail- way which might compete with the t: of one of the other parties to the agreement. An important ment of this class recently entered into is one between the London and North- western, the Lancaster and Carlisle, the Caledonian, the Midiard, the Great Northern, the Northeastern, and the North British Railway ba pee by which the receipts from all traffic between London and cer- tain towns in England, and Edinburg, Glasgoy other districts in Scotland to the north of those towns, are paid into one fund, and divided ir-certain fixed proportions. have been called upon to approve and by Re for the fuil y-laws for the fvilowing railway companies dw the year 1855, viz.:"-Ballymeng) Ballvanaey. Guie raine, and Portrush; and Leyburn; Glasgow and Southwestern; Great Western and Oxford, Worcester, and Velveeta joint station at Wolverhatopton; Irish Southeastern; Lancashire and Yorksbire; Lancastire and Yorkshire and East Lancashire, joint line and stations; London and Southwestern; Monkland; Peebles; Scottish Midland Junction; Thames Haven. Those cases in which a departure from the usual form kas been sanctioned will be found in Appendix No. 2. The length of new line reported to be in course of construction on the 30th of June, 1855, was 830 miles; of there about 170 miles were opened before the 3lat of December, 1855. The number of ag employed on the 30th of June upon the railways in course of construction — to 38,546, being on the average 43.8 per le. With the view of affording some measare of the comparative |g me of railway enterprise, the fol- Jowing table been prepared, showin; num- ber of miles of railway in course of construction in each year since 1448, and the number of personsem- pioyed thereon, together with the amount of money received and the number of miles of railway open- ed daring the 5 ear:— wy) sigtie| = ie ?| ai|zsle| 22 (ES ror, | P| ESTES) Gg] FE FS Belge) is ki) Eee May _1, 1848..|2,958|188,177|03. “ane ae June 30, 184 04} 103,816]69.0 |1849]£29,574,719] 380 June 29, 1860, 68,884/68.15] 1850] 7] 625 June 30, 1851.. 42,988]58.49|1851 260 Tune 30, 1852..| 738) 35,995] 48.69) 185: 4,783) 448 ¥ 682] 37,764]55.36]1853] 91158;886] 350 June 30, 1854..] 889] 45,401151.07]1854] 12,452,374] 368 June 30, 1855..1 880] 88,546]43.80] 1855] 11,614,490] 243 The length of line open for traffic in the United re dom =o frakeranaedcn 8,116 miles, number of persons employed thereon amoant- ed to 97,962 persons, or 1207 per mile. This, as appesrs from the following table, is a larger nam Per mile than have been employed inany Sar ane me Lines Open for Traffic. a ‘Stations — Sms \ Stations UFos § P23 4 33 H fog i 5 Year. — Mila. “ibe Fuss : an During 1848,.4,252 52,688 12.3 1321 “31 018495447 55,968 10.2 1/850" 33 “ 1850..6,308 60,845 9.56 = 2030 182 “1851, 16.698 63,566 949 © QoT ian © 18621'7,076 67,601 9.55 2253 BL “ 1859..7,512 80,409 10.7 2403 U2 “ 803 90,409 1159-210 130 1856.86 97,952 12.07 2798.24 Table No. 1, in Appendix No. 7, shows the ‘lasses to which the persons employed belonged. i ES Hon. Preston S. Brooks to his Constituents, t am induced to address the voters of the Fourth Congressional district through the colamns of the ap meer tg sagged et having an extensive circulation in my district, the shortness of the time will elapse before the before the election to ly the vacancy created h; my resignation, which, lows observed, is on the 2éth instant. When I accepted, fellow cirizens, the commission to represent you, I felt that you had committed your honor 30 my care, together with your interests. Upon the instant of my first election, the responsi. of my new ition we! heavily ighed me. I found relief, however, in the re! it, a benificent Creator oy me the privil of adding even an bumhle intellectual srs chaplet of Soath Carolina, I would be a sentinel to her honor, and Unpbes lories with which better and abler men ‘Os the 9th and Toth of May las of May last past, a Senator from the Commonwealth of Massachasetts falsified her history and deiamed her character. I remem- dered my resolve, and performed my vow. For this act, with which you are familiar, the House of Re- nta'ives endeavored to expel me from that iy. The vote on the resolution to éxpel 121 ca ma yeas and 95 nays— less than two-thirds, whic! number tired by the Constution to member. were circumstances of tion attend: this vote; there were cuiustances of displeasure. member tlave-owning States voted in me and were Know Nothing g58.F ihe ek! eta 2 proceeding from any quarter. A. herewith - oy extract from the Journal lommerce, whic published in New York eity, together with the comments upon it by the New York Daily Times:— f P. 8. Brooxs —We are giad ty see thatthe first impulse of approbation expressed by some of the Southern papers hom attack upon Sumner) bas passed away, and |’ q nearly the whole South, in common with the whole) North, now condemn the assault as unjuetifiable and brutal.—Journal of Commerce. We shall soon have an of there assurances. Mr. eal to his constituents. Lommerce and other papers of the same stamp assert. | that bis ae an Yry whole Soath,’” or by an; erable oe ie and *broval.”” they ‘wit ‘maaitest” thet “Soeeaterel by refusing to reclect him. Under the circum: stances of the case, his re-election would be strongest possible endorsement of bis comduc And if bis constituents are desirous of having it under] stood that they do not approve of it, they bave a verpt) simply way of making it manifest. This will be the only iesue presented in his cave. Upon all other subjects others may readily be found who will be quite as accept. able representatives as be. If he is re-nominated and! re-elected, it will be solely and exclusively because hie] constituents desire thus to endorse and applaud bis aseaulty! upen Mr, Sumner Now, does the Journal of Commerce believe they willf re-elect him, or not’ If it does, it can hardly p also to believe that they condemn bis conduct as “ um. justifiable ond brutal.’ The iseue involved is distinetiy set forth f above extracts, and it is for you to ay which in judgment. rhe bate ie ve ave ervant, am respectfully your fellow citizen ae Pp. 8. BROOKS, Wasnixoron Crry, Joly 18 ,