The New York Herald Newspaper, July 23, 1873, Page 3

NEW ‘YORK HERALD, WEDNESDAY, JULY 23, 1873—TRIPLE SHEET. EOTHE The ,Great Central Asiatic Railway. Interview with the Builder of the Suez Canal. RUSSIA BUILDING A RAILWAY TO INDIA. The Central Asiatic Compared with the Ceutral Pacific. “SEVEN DAYS FROM CALAIS TO CALCUTTA.” Russian and English Rivalries in Asia. What Palmerston Thought of the ; Suez Canal. THE EUPHRATES VALLEY RAILWAY. The Road Builders on the Path of Alex- ander the Great. THE PERSIAN.GRANT TO BARON REUTER Is China Arming for a War on Europe? Suggestions About the Ca- nal at Panama. The Suez Canal as a Financial i Success. Paris, July 2, 1873, ‘The interest now felt in Eastern questions may owe its new life to the enterprise of rulers like the Khedive and the Czar. With a new Paris rising on the site of the capital of Pharaoh and a kingdom idding fair to rival that of Sesostris taking shape ‘under the genius of his successor, witn Japan ac- ceptinig civilization by an imperial edict and Rus- sian armies marching swiltly on Khiva and Central Asia, it is natural enough thet Asia should assume the importance it now holds in the eyes of the world, It was this feeling’ that led your cor- respondent to seek speech with M, de Lesseps, the famous French engineer, whose success in building the Suez Canal gave him world-wide fame, and who Bow proposes another enterprise, less novel, but hone the less gigantic—the union of Europe and “Asia by means of 9 railway, to be called tne Great Central Asiatic, M. de Lesseps was pleased to meet a fépresentative of the HERALD, a journal ‘which had always been kind to him. As your cor- “respondent entered he was just giving an order to his secretary to complete the purchase of s list of booke—sixty-one in number—on Asiatic subjects. This done, he addressed himself to conversation. AMERICAN INTEREST IN EASTERN QUESTIONS. Your correspondent explained to M. de Lesseps the great interest taken in Eastern questions, and more particularly the industrial and agricultaral developments of the East, by the people of the United States. Much of this, he might say, was due to the policy of the editor of the HERALD, who, for three or four years, had been steadily directing bis enterprises towards the East, and who, at his own expense, had organized ex- pensive expeditions into Africa and Asia in the in- terest of science and civilization. Naturally, therefore, nothing would be more interesting to the American people than some ideas about the Proposed railway through Central Asia, which was gow in progress of maturity. THR RUSSIAN RAILWAY TO INDIA. M. de Lesseps said that he had observed with ‘wonder and admiration the energy and genius of the HERALD, and was pleased to note its interest in Eastern questions. As to the railway scheme, we had no doubt seen the correspondence pub- ished in the Journal des Debats between himself and Prince Orloff, the Russian Ambassador. That Correspondence showed the goodwill of Russia toward his enterprise. “I may say, more par- ticularly,” continued M. de Lesseps, “that I gave my note to Prince Orloff, as he was leaving for Ems, At Ems he saw his sovereign, the Ozar. The reply came in four days, showing the interest felt in the enterprise by the Czar himself. This reply, as you will note, granted all I requested, and gave me authority for an exploring party un- Ger M. Cotard, who was with me at Suez. This party will survey the country from Orenberg to Samarcand.” THE FIRST EXPERIMENT. , Your correspondent asked if there was any Special reason for this being surveyed. “Only this,” said M. de Lesseps, “that I desire to ‘Duild the first section within Russian territory. There wili be mo political complications to em- barrass me in my work. And this will also be the case with the section trom Samarcana to Pesh- awor. Our purpose is, as soon as we have sur- veyed these sections, to push our exploration parties as far as Afghanistan and British India, provided we find the route safe. If there should be troubles from the people, or any other cause, then we should return to Samarcand and start for the British possessions on a new route. These ex- plorations will not be paid by the Russian govern- ment, but from our own means.”” Your correspondent said it would probably be & most expensive proceeding, but M. de Lesseps answered that it need not cost thore than $600,000, RUSSIAN POWER IN ORNTRAL ASIA, A question was then asked as to what diMcnities ‘were apprehended from the wild nomadic tribes of the plains, between Orenburg and Samarcand. M. de Lesseps said:—I dg not feel any serious apprehension, The licy of Russia has prepared these roaming barbarians to respect the enterprises of civilization. So long as it is Known that Russia is friendly to our scheme ‘we have all the advantages of its moral power. ita agents and gficers are also our iriends, Further- more, the enterprises of Russia in Central Asia at the present time will serve us. Before we are ready ior work the Czar will have concentrated and consolidated his power in Central Asia, Khiva must fail before the strenuous exertions of the Russians, That will add largely to Russian power and its prestige among the wild people. I am quite confident that before we have iaid our first section of rail or built our first bridge the road ‘will be as free from molestation or danger as the road in European Russia. You will find a parallel case in your American Pacific Kaliway. That was built in a country inhabited by Ind Jnfinitely wilder and more irreclaimabie than any in Central Asia, 1am told that your road has had a civilizi effect upon the country it traverses, It will be the same with the road through Asia. Like your road this will have many great engineering dificuities to encounter, and like it we meet them at the end of our route. You have the Rocky Mountains and the Sierra Nevadgs; we have the huge masges of ‘Your correspondent asked M. de Lesseps as to the comparative length of the two lines, “Well,” he added, “the line in Asia will be shorter than the one in America, The American road is*3,200 Eng- Mish miles, the Asiatic 3,400 French kilometres, From Moscow it would be a longer distance, while from Calais to Calcutta, which would be like calcu- isting from New York to San Francisco, it would be 7,000 kilometres, or in rough guessing about four thousand five hundred miles.” “@BVEN DAYS FROM CALAIS TO CALCUTTA.” ‘M. de Lessepa then alluded with some amuse- ment to @ calculation he had seen in a London journal to the effect that s train could not run from Calais to @aicutts in seven days. He.then asked how long it took us to make our journeys from New York ‘to San Francisco, Your corre- Spondent answered that when the snow did not intervene the journey employed about seven days and seven night “frés bien!” added M. de Lesseps ; “you are not very rapid railway travellers jot in many cases going more or thirds the speed of our ex- Press trains. We Can travel with European speed toward Moscow, and beyond we can take our time, 1 only allude to this to show the tendency to un- friendly criticism upon the part of Englishmen. The real question ig not whether we can run from Calais tq Calcutta im seven days or seventeen, but whether we can go by land at all.” WILL THIS ROAD HELP RUSSIA TO ADVANCE ON INDIA? Returning to the remark .of M. de Lesseps in reference to British antipathies to this new route your correspondent agi@ that there appeared to be an apprehension ‘inthe minds of some English critics that the effect of the new railway would pe to aid the Russians im their advance on India. “Yes,” said M. de Lesseps, with animation, “there is such a fe¢ling, But these popular im- Preasions or appreliefsions are generally decep- tive. They arise in ignorance and are stimulated by envy—so often the child of ignorance. You will remember how vehemently England, and especially as shrewd aman as Palmerston, opposed the Suez Canal project. That was intended jto ruin British commerce and menace English domi- nions in India, and yet yousee that there has been a contrary result, and Englishmen admit that the canal strengthens their Indian domination. But as to your direct question, let me say I cannot believe that Russia ‘has ever dreamed of in- vading British India either in the near or dis- tant future, 1 cannot see what Russia wants with India. It would be an appalling burden to be held by the sword, as ivis mow held by Engiand, and that they would be compelled to do, as they could never hope or wish to make it an integral part of ,thetrempire. Ruseia has‘®@! mission in Asia. Its arms have pacified and conquered the wild, lawless tribes who for centuries*have spread over Central Asia. They have carried enlightenment into the homes of barbarism. Again, also, any enterprise on the part of Russia against India would involve war withEngland. You can see at hata disad- Vantage this war would be made. Look at the bases of communication and supplies. England Would have the sea for its communications, and its incalculable wealth of resources, Russia wouid have the steppes and some of the highest moun- tain ranges in the world, and limited resources at home. In a word. England wopid have the sea, Russia the desert, PALMERSTON ON THE SUBZ CANAL. Your correspondent ventured to ask what would be the value of this argument were England to lose the command of the sea. M. de Lesseps replied, “I see no chance of that. Ido not think that Englishmen themselves know how vast and over- powering ts their maritime strength. 1 remember when | was planning the Suez Canal, and when the British government was vehemently opposing the scheme, I had an interview with Lord Palmerston. “But you will hurt our commerce,’ said nis lord- ship, who always became angry and irritable at any idea of the canal. His idea was that when the isthmus was cut Marseilles was much nearer to Bombay and Canton than Liverpool, and Liverpool woula be ruined, I then asked him if ne knew what proportion the maritime com- merce of Great Britain bore to that of other European nations, He replied he had no idea, andIshowed him that it was more than all the rest combined. However, I could not convince him that the success of the canal would not be the overthrow of Liverpool. But time has vindicated the judgment of the men who made the canal.” ENGLISH AND RUSSIAN RIVALRIES. Returning tothe conversation on British and Russian rivalries in Asia, M. de Lesseps said:— “What could Russia gain by driving England out of Asia? What could she achieve as the ruler of 200,000,000 of men, more than has been achieved by England,and in what way could she be benefited more than now? The value to Mankind of the British occupation of India is the protection and encouragement of commerce, law, order, security. Russia could not do this more successfully than has been done by England. The other day I said to Lora Lyons, ‘Dotry and induce your people to aban- don the absurd Palmerston policy—which was only @ remembrance of the elder Napoleon legend that England could only be destroyed through India. That remembrance made Lord Palmerston the bitter enemy of the Suez Canal, and threw in- credible obstacles in the way of an enterprise which has been of enormous advantage to the commerce of Engiand and its hold upon India.’ Lord Lyons listened to what I said, was deeply interested, and askc: me to write it down for his own government. Now as to the Russian feeling. The other day a Russian, Prince Schahovskoy Streschner, Govermor of Esthuria, came to see me, He had an income of $100,000 a year, and could not spend it. If money could serve me, it was ready. I said I had no need of money now. The! Were no expenses but those for suryeys, and at hit request I promised him admission into the original promoters and directors ofthe company. But this shows you how England and Russia feel—the en- thusiasm of one people, the apathy and distrust of the other.” HOW THE RAILWAY WOULD DESTROY RIVALRY, Your correspondent then called the attention of M. de Lesseps to his published letter to General Ignatieff, in which he said that the proposed rail- way through Asia would tend to dissolve all jeal- ousies between England and Russia in Asia, and said that the’‘avcrment was opposed to all popular impressions as to Asiatic politics and seemed almost impossible. “Not at all, not at all,” said M. de Lesseps, earnestly. “I am as profoundly convinced that the de®elopment of railways in Asia would annihilate the causes of jealousy between England and Rus- sia as I was that the success of the Suez Canal Would dono harm to the commerce of England. In the one case events have far transcended my most sanguine anticipations, and I do not hesitate to araw the inference in the other, There is now very considerable commeree between Russia and India, Russia and the provinces that are called Khanates need many articles from India, Jewelry, embroidered goods, tea, coffee, spices and colors are now carried on camels’ backs over the highest mountain passes in the world, This trade has ex- isted from time immemorial. There are ten dis- tinct common routes between India and the prov- inces to the northwest of her frontier. Now, you can well understand that when commerce forces its way over obstacles that may be called almost impregnable the demand ‘for commerce | must be extraordinary. Take tea as one com- moaity. The Russians are passionately fond of tea, and drink it from the Caspian to the Baitic. We know that if there were a greater demand and @ more accessibie market India would largely add to her tea product. As it is the India tea trade in- creases from year to year; and think what jtima- lus it would receive with railway communications to Russia and Europe. So that accepting as an unde- niable inference the fact that tne trade of India with Russia and the Russian provinces of Central Ama would be largely increased by the proposed railway, there is at once & reason why the Jealousy between England and Russia should pass @way. In Asia Russia and England are natural allies, but their statesmen Will not so regard it, HOW THE ROAD WOULD AFFECT ENGLISH MONOPO- LIKS IN INDIA, Your correspondent asked M. de Lesseps what ‘would be the effect of this railway upon the already large export trade of Engiand to India, and inti- mated that Russian manufacturers might send to India the calicoes and cheap cloths which Man- chester nOW monopolizes, M. de Lesseps an- swered—‘That is another argument like what was used in England against the Suez Canal. People said, ‘Pierce the Isthmus and there is an end of | England’s commercial supremacy. Her immense trade with the East will be absorbed by Germany, France and Italy. They will be nearer, and of course will possess her markets.’ And yet that canal hasbeen of the most advantage to Great Britain, S80 would be the effect of an asian railway. Suppose, tor argument, that not @ ton of English goods were to go over this road; even then if would confer @ benefit on England. The 200,000,000 of Hindoos would find an increased market for their goods in Asia and Russia. They would gain in wealth, and would be able to buy more liberally of English products, Still I make thi: an argument. The new line will have its share of Engiish traMc, do not fear. English merchants will take the nearest road home, no matter under what fag it lies.’? RUSSIA TO GIVE GUARANTEES. Your correspondent asked if it was not possible that the Russians would impose a transit duty or @ tonnage tax upon English trafic, M. de Lesseps said that of course this could not be, as the com- Pany before its formation would obtain guaran- tees from the Russian government on that subject. NO MORE TROUBLE ON THE, STEPPES THAN ON THE PRAIRIES, In response to a question as to the material dif- ficulties in mountains and wintry weather, and 6o on, in the way of’a successful building of the road, M. de Leaseps said he saw no reason why there should be any insurmountable diMcuities, There Should be no more trouble crossing the Russian steppes than in crossing the American prairies, As to snow, there were railways in Russia—the cold- est parts—that ranin all seasons. There was no Teason why they should not do so in Asia, INDIA BOUND TO EUROPE. Allusion was then made to the circumstance that the country to be traversed by this line was one of the most thinly populated in the world, and the question was asked how could a country with- out people support a railway. M. de Lesseps sald :— “I am not calculating that the line as far as pamarcand will pay, My real object is to reach India, When the railway system was new the question in all minds was, whenever a new scheme was proposed, What kind of country will you traverse? Is it populous or not? What are its resources? But now we always ask, What have you at the end of your line ? If this question is well answered, no one feels any doubt asto the success of the railway. So when this road reaches Peshawur, we have two hundred millons of human beings, a rich and fer- tile country half the size of Europe—we have, in fact, India at one end of the line and|Europe at the other, %isaroad from one dense population to another, and upon the through tramic will it depend for its dividends, Without any local traffic what- ever it would be a success.” THE PATH OF ALEXANDER THE GREAT. M. de Lesseps then proceeded to speak of some of the dificulties encountering a railway in an en- gineering sense. ‘As soon,” he said, ‘as we cross the Russian trontier we enter a mountainous coun- try, and we continue through mountains until we reach Peshawur. Some of the mountains reach an altitude of 18,000 feet. Our main troubles will be in Affgnanistan, Here we should have to pass the Koosh mountain, a chain of the Himalayas. But men have gone under the Alps ana over the Rocky Mountains, and we shall find a way either under or over the Koosh. In studying this question I have been much struck with the cireumstance that more than two thousand years ago Alexander the Great penetrated India by this very route. Quin- tius Curtius tells us that Alexander passed by Samarcand, which he called Maracand. In Bok- hara to this very day the memory of Alexander is & popular legend, and nurses sing his feats to restless children. ‘The bards sing of him as ‘Iskander the Great.’ How the great warrior ever entered India is not exactly known. There Bave been many discussions on the subject. Dia he make use of the Cabool pass and go by way of Peshawur? Did he go by way of Kashmir, and 60 follow the Valley of the Indus until he came to the Punjaub? Now, as we are told that he sent on his two Generals, Ptolem@us and Hephastion, to pre- pare bridges of boats to cross the Indus, it would look as if he crossed the Cabul Pass. It is certain that he sailed down the Indus with @ fleet of 2,000 vessels, and found the Indian Ocean somewhere near tne present town of Kurrachee. Another striking fact is that Alexander is the first European conqueror who ever entered India by land. All since—Mutch, French, English and Portuguese— invaded by land.” THE RIVAL ENGLISH LINE THROUGH EUPIIRATES VALLI M. de Lesseps continued by saying:—“‘A greater diMculty than this is the political one. Everything will depend upon the attitude of England. If the rulers of that country Will insist tnat the line is almed against the integrity of the Indian Empire then there will be aifficuities in Afghanistan. As to the proposed road by the valley of the Euphrates, now discussed under English auspices, it is absurd to think that it will rivai the one I am defending. No one would more gladly welcome its completion. Iam in favor of that road, if for no other reason, because of the benefit it will confer upon the Suez Canal. Every agency that encour- ages movement and circulation between the two continents will help the canal. All bulky goods would go by sea, not by land. The passenger tariff might be limited, but the passenger tariff does not really pay. Freight would increase in a far greater ratio than any decrease of the passen. ger trafic, Still the puilders of the Eupbrates Valiey road will have their own troubles. They are not to be envied. They will have to do with the Turks; and of all troublesome races the Turks fre the worst, You cannot give them wages enough to induce them to work, In the Sultan’s Empire there is only anarchy. I was in Constanti- nople recently. During my stay of three months there were no less than three changes in the Minis- try, and none of the changes seemed to be for the better. I cannot but believe that Turkey ts not only sick, but dying, and that the culmination, the downfall and obliteration of the Empire of Moham- med, will come sooner than we anticipate in this part of Europe. Still, I am anxious for the com- pletion of the Euphrates Valley Railway. It will do my enterprises good.” ft THE PERSIAN GRANT TO BARON REUTER. The conversation then passed in response to @ question addressed by your correspondent in refer- ence to the great concession made to Baron Reuter by the Shah of Persia. M. de Lesseps said there could be no objection to the concession. He aid not, however, believe much in the future of Persia under the Shah or any Mohammedan ruler. The natural wealth of Persta had. been exaggerated, and it was a question whether there was so much value in this concession. GERMANY AND THE EAST. Allusion was made to the commercial treaty be- tween Persia and Germany, and in response to @ question as to whether this intimated an intention on the part of Germany to take any part in Eastern politics M. de Lesseps said:—“I cannot think Germany has any craving for empire or influence m the East, She may try to play of Russia against England in the Kast to suit her views in Europe; butne more. I always found the Prussian Ambassador in Constantinople very friendly. In my Suez Canal negotiations he helped me materiaily; not so directly as the Russian Gen- eral Ignatief, but still always in a most friendly spirit.” RUROPE SHOULD STRENGTHEN RAERSELF—CHINA ARMING. Speaking of politics in the East and the ro- mantic phases which the Eastern question was constantly assuming, your correspondent slluded to an impression he had received that there might be a grander object stili behind these railway pro- Jects—a branch line to Pekin, for instance, and the establishment of Kuropean influence in China, “I have thought of that,” said M. de Lesseps. “Such @ line will not come in this generation. We know 80 little of the tabieland of | Thibet that it would be vain to speculate. Across this tableland = such “a road must be built, Still, such @ road belongs to the modern policy of opening up the East, This question is vitally important to Russia and England ana the whole Western World. The future of the East in- volves no less ® contingency than the life and death of European civilization, So long as the East, with its numerous popuiation, lay tn the deep torpor which rested upon it for centuries there Was nothing to fear. Moslem civilization enabled Europe—and even as small a portion of Europe 83 England—to hold Asia in check with all its hun- dreds of millions of men. A small body of French and English soldiers had no dimcutty in going to Pekin and burning the Summer Palace. It was rifled cannon against bows and arrows; iron-clads against calico. forts, But that invasion taught China lesson. Since the fall of Pekin there has been a great change imthe East. Japan has led the way in opening her ports to commerce and shaping her insftutions according to ideas. The Chinese have Krupp batteries Clyde built ships-of-war, The government is Sey enenged in reorganizing the army; and when ‘t any European nation seeks war with China the conditions will be different than when the Summer Palace was burned. If we do not increase our influence in Asia, especially by strengthening Great Britain and Russia in India and Central Asia, Ido not see why at no distant aay Europe may not have to fight the hordes of Asia as she did in the earlier times. -Now is our time to act. Now is our time to strengthen European influences in Asia, We may never have @ similar chance.” SKILLED LABOR, Resuming the question of the Central Asiatic Railway, your correspondent asked M. De Lesseps what he to do about skilled Tr. x pe ay t he had an ariny at woke y and disciplined—the men who hgd served him as engineers and so on, in building the Suez Canal. After the canal was finished many of his Asiatics remained in the East—some to serve the Kbedive, others to aid in building a road to Adrianople. The aurveying expedition would start for Oren- burg very shortly. Two years is the time allotted. While this work is being concluded we shall have the means of bringing the new company before the ‘world, A8to whether the new shares would be guaranteed by the Russian government or not M. de Lesseps did not know if support of that Kind would be needed. But ne had been assured that if needed there would be no difficulty in receiving the required guarantees from Russia. There would be a break of the gauge on the Rus- sian frontier, as the Russian gauge is not the same “as that used all over the greater part of Europe. Then, as now, passengers would have to change cars at the Russian irontier. The question would not be of any more importance than the transfer from France to Spain, which all travellers find necessary at the fronteir on account of the differ- ence in gauges. THE CANAL AT PANAMA, Recurring to the Suez Canal, your correspondent asked M. De Leaseps whether he had contemplated the building of a canal across the Isthmus of Darien. “Ihave never had time,” he answered, “to consider this qu: carefully. Americans have frequently conferred with me on the subject. I have always said that whenever @ canal is to be made it should be a sea canal and free from locks, All the schemes for a canafat Panama that have been shown to me have had jpeks. I do not believe a canal with a lock ca be a success, The Suez Canal with locks would have been a failure. To keep locks in order you,must lay them dry every two years. ‘This circumstance alone would con- demn them in a ship canal. 1¢ would be a calamity to make a ganal with locks, asit would prevent the Opening of a really good one. Do not mind the cost; build well. If there are mountains bore them through. In these days engineering is only @ question ofmoney. There were really no dim, culties of a material character in building the Suez Canal. Our greatest troubles were in Asia, and were always of a political character.” THE SUEZ CANAL AS A FINANCIAL SUCCESS. Your correspondent, being asked about the suc- cess of the Suez Canal as a financial matter, M, De Lesseps said :—"I know you Americans like facts and figures, and here they are:—We send, every year, through the Suez, Canal, goods to the value Of $200,000,000 and receive about one-half that amount. The gross tradgis, therefore, $300,000,000, We reeeive abott five mi'lions, or about two per cent on the whole value—not a large profit—much legs even than the insurance around the Cape used to be In old times, Insurance through the canal is less than it used to be around the Cape, for we have never bad an accident. As to the receipts: let me take the month of January since 1870, In that year, it reached $60,000; the next year, $100,000. Im 1872 it reached $200,000, while last Jarfuary it was $400,000. Thus, our receipts have doubled every year since we began. Betore our canal was opened the average tonnage of an East Indiaman was 500 tons—now it ts 2,000, As a Liverpool merchant said to me recently, the Suez Canal bas quadrupled the capital in shipping, for at the same amount of capital as before the Liverpool merchants can do four times the business. THE CANAL AND THE GERMAN WAR, Allusion having been made toa rumor that the Suez Canal was about to be sold, M. De Lesseps said:—“‘After the outbreak of the war between France and Germany there was some anxiety about the ownership of the canal. I had several inter- views with Lord Granville and Mr. Gladstone on the subject. I showed them how dificult it would be to form an isternational company that could own the canal. England would demand a prepon- derating vote on account of her immense mart time supremacy, Nothing came of it, As to this immense supremacy there is only one mercantile marine that ever menaced Great Britain—that of the United States. But, although steam navigation came from America, ‘you have not seen in time how to adapt it to the wants and requirements of navigation os modified by steam and iron, and 80 have been outstripped by the British.” ANOTHER VIEW. Your correspondent might have sald tnat Amer- ica did not apprehend that, under the guise of friendly neutrality, England would build and man pirates to sail under the Confederate flag and burn our merchantmen and drive our commerce to its own flag. But this would have prolonged the dis- cussion and given it a new turn. So, thanking M. De Lesseps for his courtesy, he said farewell. THE NATIONAL GAME. A Victory for Baltimore. ‘The Baltimore and Atlantic clubs played on the Union grounds yesterday afternoon in the pres- ence of about 1,400 spectators, the résult being a victory for the former team by & score of 12to 9, In the second inning the visitors took a decided Jead and held it to the close, although they scored in bat two innings, being whitewashed seven times. Barlow's batting was the finest of its kind— fair fouls—ever seen on any ground, he getting his first base every time he went to bat. in fielding Ferguson’ and Burdock carried off the laurels for the home club, while a running one-hand catch by Craver was the only noteworthy piece of fleld- ing, done by the Baltimore mea. ‘ne following is the score :— BALTIMORE, rc. R. 1B. P. A, Fn ite B.A. P. A. +8 6 4 © Radolif, Sdb..2 @ 1 4 [2 201 2 MeVey,¢ 2341 -O0 2 1 O Pike. 2323230 012 6 118 3 0 1464 6 ¥ 120 11 8 2 123 2 23 0 1o20 111 3 Mills, Ist b. 1210 0 -122 Matthews,p...2 1 0.1 916 7 16 Totals........12 16 7 INNINGR. Ve Bd. Bd. Mth, Sth. Gh. TH, BUA, Hh, Atlantic. o a1 0 0 8 &® SF C8 8.8 Fe Fup U jatthews, of the Mutual Club. mpire—, Time of Game—Two hours. jases on Errors—Atlantic, 3; Baltimore, 3, Kuns Laraed—Auantic, 0; Baltimore, 6. Base Ball Notes, The Mutuals and irvingtons play on the Union grounds to-day, upon which occasion pools wil be sold on the jand on the Philadeiphia- Boston game in Boston. - DESTRUCTIVE FIRE AT SOMBRVILLE, ¥. J, Yesterday morning @ fire took piace in Somer- ville, N. J., which reduced to ruins the store and buildings of George V. Tunison and the sash and blind factory of J. W, Ruckle, The loss is set down at from twenty-five to thirty thousand,dollars, There are A. grounds for suspecting that sa» incendiary fired the buildings, TROTTING AT CATSKILL First Annuél Meeting of the Catskill Driving Association—Three Splendid Contests on the Little Course—The Winners and the Premiums. CATSKILL, N. Y., July 22, 1878, The opening day of the first annual trotting Meeting of the Catskfi! Driving Park can be con- sidered a success. The track is but half a mile, yet it 1s delightfully situated, within full view of the Cats- kill Mourftains, and is as level asa floor, When the” various buildfngs are old and rudely constructed, and can easily be improved upon, both in the mat- ter of their arrangement and convenience. There were three events on the cards to-day, the first being @ purse of $1,000 for horses that have never beaten three minutes; $500 to first, $250 to second, $150 to third, $100 to fourth horse. Ehtered for this was the large fleld of twenty-eight horses. The management came to consider the practicability of starting this number they decided to offer a special purse of $600 for those owners who wished to with- draw from the larger premium. Seven responded to the invitation, leaving twenty-one on the original Mat. Of these six were withdrawn, leaving fifteen tocontend for the money. Susie Clay was the fa- vorite before the start. There was much trouble in getting away in the several heats and also many narrow escapes from collisions snd consequent harm to horses and drivers. Joe Clark won the race in three straight heats, nes taking the second re seeped ii “Preis akd forge . Mitchell fou: in placing the horses in the first heat the ieee got considerab! mixed and caused much dissatisfaction regarding the wrong positions given several of the competitors. SUMMARY, CATSKILL DRIVING PaRK, CATSKILL, N. Y., July 22, 1873.—Purse $1,000, for horses that never beat three minutes, mile Neats, best three in five, in Narness; $500 to the og 3250 to the second, $150 to the third and $100 to the fourth horse. Sam eealege of Boston; George W. pea, and Clark White, of Catskill. John Murphy's br. g. Joe Clar! J, 8. Brown's br. m. Agnes. 3 W. B, bmith’s br. h. Jack Sheppard...... 2 Wm. G. McDonald’s b. g. Geo. H. Mitchell 6 Fred Hargiell’s br. m. Pfeiffer...... i 4 5 omnon iy Pie! Amos Goldsmith’s b. m. Volunteer Belle, |. H. Phillips’ b. m. Suste Clay.. A. Paterson’s b. g. Frank Kloch B, R. Perry's bk. 8. Washington, Jr.. Thomas Dean’s s. g. Mountaineer E. Hubbard Jr.’s b, g. Hunkey, J. Lovett's ch. g. Torrent... John Splain’s s. 8, Andrew. J. 0. Smith’s br. m. Mollie Smith. A. L. Orger’s b. g. Peaches and Creai ‘TMB. Quarter, Hayy, rn Tas Fook ~~ 2 23384 ND Next on the list was a purse of $1,000, for horses that have never beaten ae to first, $300 to 151846 1:1936 EVENT, second, $200 to third and $100 to fourth. Ten en- tered for this and six came for the word, these bet John Splans’ brown mare Constance, J. H. Phillips’ bay geldin Mystic, J. Merritt's brown Res Berkshire Boy (formerly Young Dexter), lack Feek’s chestnnt mare erg ena) William W. Kemmer's black mare Lady Knox and George P. Carpenter’s gray gelding Marshall. The fleld ‘was the favorite at ge agatnat 60, for Marshall, Lady Emma won the first, third and iourth heats in the Face, Mystic took the second heat and the second prize, Constance the third and Berkshire Boy fourth money. Marshall was distanced in the Jast heat. The betting men fell heavily. Constance at the second heat collided with Lady Emma and in the third heat with Mystic, but the Judges took no notice of the peculiar work. SUMMARY, Same Day.—Purse $1,000, for horses that never beat 2:34; mile heats, best three in five, in har- ness; $600 to the first, $300 to the second, $200 to the third and $100 to the fourth horse. Jack Feek's ch. m. Emm John Splain’s br. m. Constance. . John Merritt's br. g. Berkshire Boy, for- morly Young Dexter. J. H. Phillips’ b. g. Myst William M, Kemmy's bik. Mi First heat. 1:18 233636 Second be LT 2:37 ‘Third heat 1:16% 2: Fourth he: 1:8 242% THIRD EVENT. Third on the card was the special premium of pel official, for the seven horses that withdrew m the three minutes premium, The money Was divided so as to give 3250 to the first, $150 to the second and $100 to the third horse. There came for the word J. N. Chandier’s brown mare, 3 George Hedden’s gray gelding, Anpie Jonnson ; J. A. Chambers’ bay mare, Molsey; KE. J. Bradbury's bay mare, Lady Suftolk; Lewis J. Sul ton’s chestnut mare, Lucy Penny; Harry Hamilton's bay gelding, Linwood, and George ines’ black gelding, Vulcan. Molsey won the first heat, Lin- wood the second, Moisey the third and Linwood the fourth. Meanwhile, it being piain to the great- est novice that fraud was intended in this race on the part of some of the drivers, there was trouble. The fourth heat, trotted again because of Molsey being pulled, was declared no heat. Jack Philii was then apse behind Molsey, but he came in second in the heat. Charges of wrong work were gen- eral on the part of the spectators, and it now bein; dark, the judges declared ail bets and pools oif ‘and that the race should be continued to-morrow, This was a righteous decision, and gave general satis- faction. SUMMARY. Same Day.—Special premium $500, for horses that have never beaten three minutes; mile heats, best three in five, in harness; $260 to the first, ae to the second and $100 to the third, i lohn A. Champers’ b. m. Molsey.. 2s Harry Hamilton's b. & Linwood. 2121 L. T. Satton’s ch. m. Lucy Penny 8346 George Haines’ bik. g. Vulcan... 6438 J. N. Chandiler’s br. m. 1] edger Girl 4664 E. K. Bradbury’s g. m. Lady suffolk + 6 dis, George Hedden’s gr. g. Andy Johnson.. dis, TIME. Mile, 234134 24336 233036 2309 THE YALE VICTORY. Cook and Three of the Winning Univer- sity Crew at Pittsburg—His Opinion of the Blunder on the Connecticut. . PITTSBURG, Pa., July 22, 1873, This morning R. J. Cook, Captain and stroke of Yale crew, which won the University race at Springfield, Willis McCook and Henry Duryea ar- rived home, and were met at the depot by quitga number of their fellow students and townsmen. Captain Cook expresses his opinion very freely re- garding the little unpleasantness over the colors which occurred at the close of the race, He thinks that the Harvard crew had no excuse whatever for accepting the flag as they did. He does not see how, being at least two boat lengths behind, proba- bly more, the Harvards could have possibly thought that they had won the race; nor does he think they deserve any particular credit for returning the colors next day at the demand of the referee, who had then decreed that they belonged to Yale. When asked how it was about the reierce’s state- ment that the finish was wrongly made the diago- nal line acroas the river, and that if it had been at Tight angles to the river Harvard would have won, he said that “that is all nonsense.” Me, Babcock wants to excuse himself tor wrongly giving up the colors to Harvard, and the Harvard men for takin; them. ‘You notice,” he says, “nothing at all abou! the bend in the river. The course was laid out by United States engincers; they measured three miles on each bank from the start, and that deter- mined the line of finish of the course. As there was a bend in the river, the finish had to be diago- nal, or the boats on the inside track would have to row less than three miles. The course was exactly nt. The crews all knew it. The Harvards were leading for a mile, and could choose its own side to finish. The New York papers are mostly edited by men of Harvard sym} 8, and havn’t done us justice in this matier.” k thinks the regatta next year will take place on Sara’ Lake and that his crew will be the most perfect one ever sent out to represent Yale. On n and chat row, ne Yale fou will appear on tre river—that 18, Cook, MoUook, Meyer and Kenuedy; the latter, who lives in Eastern Ohio, coming on for the purpose of seeing the struggle and making up the crew. Give the Cornell Beys Their Just Dues, New Yorg, July 22, 1873, To THE Eprror OF THE HERALD :— The question a3 to whether Yale or Harvard was the victor at the late intercollegiate regatta must be considered as virtually decided by the award of the coveted prize to the former, and ot Harvard, Much a8 she must lament the biunder which caused her defeat, should gracefully watt until another year gives her a full opportunity to retrieve her reputation. But we think it but fair that full justice should be done all the crews, who, on the memorable 17th, put their souls into their work and upheld the reputation of American boat- ng. tet ere all deserving of the encomiums sl ‘ered upon them, and the last crew which crossed the line, no less than the victorious sons Yale, exhibited an amount of piuck and skill of which their Alma Mater need not be ashamed. But we wish to call the attention of your readers to @ fact which, in the dispute ag to whom the first position belongs, seems entirely to have been overlooked, viz.:—that the Corneii University crew are worthy of special commenda- ing the assertion being ’ ceedingly unfortunate in their position as the eleventh, they entered the contest without @ murmur, and were {fully on a line with the Har- vard crew until the keel of their boat was felt Scraping on the sand bar over which they were compelled to poe Nothing daunted, Somaver, they pulled bravely on, and, cri the Tiver, came in fourth” or fifth (exactly whi is not yet determined) at the Close of the race, having pull fully one hundred yards farther than any other boat. We write this not from any desire to detract from the merit of the other crews, nor to infer that had they had & position in mid stream they would have won, but simply to give them that position before the people and their Alma Mater which, in common justice, they One fact is evident, that in future some place should be chosen { bg for the regatta whgre crews ma} dergone t to secure perfection, and having expended large sums of money in their training, may be virtually ruled out of the race by having @ position where if they escape the “Scylla” “ofa sand bar” they run on the “Charybdis” nag.” Yours, truly, WwW. YACHTING CRUISE. Arrival of the Fleet of the Brooklyn Yacht Club at New London—Delightful Sail from West Haven—The Regatta and Subsequent Trip to Stonington. New Lonpon, July 22, 1873, On Monday evening, after the clam-bake, the feet dispersed in different directions, Alarge num- ber of the sloops went up to New Haven and two or three remained off West Haven, keeping com- pany with the four schooners. About nine P.M, there was a grand display of fireworks’ on shore, which was afterward returned by the schooners Madeleine, Clio and Fleur de Lis, Shortly before seven o’clock this morning, the Madeleine and Clio weighed anchor and ran over to Moon’s Cove, where the fleet were to rendezvous at eight A. M. Several of the sloops had already arrived, and the Addie and Heiser came shortly afterward, arriving ®& {ew seconds after the schooner Fleur de Lis, The Gema evidently had misgivings about the wind, as she started nearly half an hour before orders, At 7h, 51m, THE PREPARATORY GUN was fired from the flag ship, and fifteen minutes latey another gun ordered the yachts to start and make the best of their way to New London. The Mary: and Addie, with their booms to starboard, were about the first to take advantage of the light northerly breeze, and they were soon off, creeping up towards the red buoy marking the channel. There was hardly enough air to give the boats steerage way, but they succeeded in making a little headway. The Maggie B. and Emma. came next, the former taking the inside channel, @ jmancuvre that was soon followed by the rest of the fleet, The sloops Lena, Kaiser, Kate and Undine were the next to get away, followed shortly’ afterwards by the schooners Clio and Madeleine, The sloop Com- modore started slightly ahead of the Clio, and the schooner Fleur de Lis brought up the rear. The ttle Sophia got a very bad start, as she was only about half way between New Haven and Morris Cove when the starting gun was tired. As the yachts got up towards the point they jibed over their booms and stood to the eastward. In the meantime the Tidsl Wave and the sloops came up from West Haven and joined the fleet. The breeze was gradually dying away, and it looked as if we should soon be becalmed altogether. The hind- most sloops gradually drew up on the others and they were soon ALL IN A BUNCH TOGETHER, The Commodore stood a littie more to the south. Ward and the Clio followed in ler wake. The Tidal Wave lay to off the buoy, waiting for the Madeleine and Fleur de Lis to come up, and (or a few minutes they were all becalmed. Looking across the Sound, I saw some vessels on the Long Island shore, with & southwesterly breeze, and presently the little ripple on the water showed that it was coming over towards us. The Qui-Vive, heading the fleet, was the first to catch it, and her big club topsail filling out she was soon cutting through the water, followed by the Undine and the Commo- Gore, a short distance behind. ‘The Addie, Kate, Maggie 4, Kaiser and Mary came next, phowes « ortly afterwards by the schooner Clio. The feet must have looked sak eo, from the shore, catching the breeze and hauling over to 88 they shyped along through the water. The deleine, ‘Tidal Wave and Fieur De Lis were the next to fee: the wind, and beat gota pretty even start together. The Vieur De Lis has been sailing rent boat this season, appearing more nd buoyant in the water, a benefit probably resulting from some alterations that were made in the Fall. As the Clio got down to.her work she bey to trot pretty fast, and was not long getting bry the little cluster of sloops in the rear and ee up to try conclusions witl the Kate, Mary and Addie. QUI VIVE WAS STILL LEADING those t jtarted together, aud the stern of the Genia, that started haif an hour ahead, was becom- ing more visible every minute. ‘The Undine was following after the Qui Vive, and the Commodore came next, with every rag spread, trying to catch the Undine. The Clio soon waltzed by the Kate, Addie and Mary, and followed aiter the Commo- dore. Of Braniord the fleet were pretty well spread out over the Sound, and the Madeleine had gained slightly on the Tidal Wave. The Clio began to crawl up gradually on the Commodore, and at 10:30 she lune as ii 10 pass her to windward, but the Jersey boat hauling quickly up, Sam Greenwood played one of his old tricks, and bearing away, just clearing the end of the Commodore’s boom with his fying jibboom, shot by to leeward after the Undine. Coming up toward Falkner Islands the {leet separated, as the Gemia, Qui Vive, Undine, Clio, Commodore Addie and Kate went outside, while the sloops took the inside channel, followed by the schooners Tidal Wave and Fieur de Lis. The Madeleine took the outside corner and was coming up fast on the afi The Clio presently passed to windward of the Undine, pe Vive and Genia, and toox the lead of the feet. She was BAILING LIKE A RACE HORSE, and with alittle more wind would have rather aston- ished the clever ones that prophesied she was @ failure. Alter passing the Falkner Islands the Commodore commenced gainiug on the Undine very fast, and the little Genia was soon passed by the Qui Vive, Undine and the Jersey boat. The breeze had now steadied down, dud the yachts were getting along about eight ur nine knots. The Commodore presently passed the Undine and Qui Vive and tcok second place, following after the Clio, which was rapidly leading the fleet. The Undine presently luffed up, trying to pass the Qu ‘Vive, put the latter evidently did not care to be passed, so the pair had @ private Match of their own, heading of towards Horton’s Light on the Long Isiand shore, aud leaving the rest of the feet. After abont at ity minutes?’ fight the Undine succeeded in gett up to wind- ward, and then the Qui Vive bore away on her course, followed by the former. The Fleur de Lis appeared to be holding her own very well with THE TIDAL WAYR, which gradually creeping through tne Sloops on the inside course. The breeze now n to lighten up @ little, and the hopes ofa fast run did not look #0 promising. On shore the yachts Sppeared to have @ little the best of it, as tue Tidal Wave and Fleur de Lis had @ good stiff breeze and were coming up fast on the leading boats, A/ter passin; the lightsnip off Say yk the Tidal Wave hauie: up a littie and came out into the Svund, following The Fleur de Lis came after after the Commodore, the Tidal Wave, and both were leading the Made- leine, showing that the inside course was, on this Occasion, favored with the vest winds, The Clio Stl led the fleet, with the Commodore ubout haifa mile astern. ‘The Undine and Qui Vive, having settled their little diierences, were no coauing down before the wind, with their balivon jibs boome out to starboard, and trying to make up what they had lost in the dispute on the windward | osi- tion, About half-past tweive the wind began to lighten up, and at one A. M. the Commodore ciept up slowly on the Clio, her immense spread of cuu- vase telling immensely on the light air. The Qui Vive also improved hee gat, and ciosing up on the Undine passed her and foliowed after the Tidal Wave, which by this time had walked through the sloops and sailed along ‘ IN THE WAKE OF THE COMMODORE. ‘The Fleur de Lis was still duing well, leading the Madeleine, The Kate and Addie followed after = & Vive, closely followed vy the Undine an ser. ‘ As, the yachts a ae rey the away, and the Commodore gradually cree] pine the Lightship, ahead o/ the Clio, at Thelndal Wave aime meat, and luifed up on the wind before she came ast of the Lightship, and about twelve minutes after,we Clio fred her gun. The 1 Vive led the sivops, followed by the Addie and Rate, leading the Kaiser ot Longe dg about balf a minute. Maggie B. came by followed by the Mary. The Lina, Genia oy T. soliowed, with the Sophia bringing up Fear. The Fleur de Lis arrived rt distance ahead of the Madeleine and about a minute ir the Un- dine, The leading yachts ail tacked ut, await. ing the arrival of th st or the fleet, and at 2:25 the dagship Madeleine wok the lead and THE SQUADRON STARTED FOR NEW LONDON, sailing wing and wing before the wind. The squad- rou came into toe barbvor in good order, led by the Madeleine, with the Clio close on her guarter. Dr. Mott saluted the feet as they passed IMs residence, and the yachts returned the compliment. ‘The fleet ahchored om the Pequot House. To- morrow there Will b® @ grand regatta, and on Thursday tue feet will leave ior Ston mn, ‘there are nineteen yachts now tn harbor. and several are expected to join to-morrow,