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This item is filmed at tha reduction ratio checked below/ Ce document est film* au taux de rMuction indiqu* ci-dessous. 10X 14X ItX 22X MX 30X y 12X IfX aox MX 32X Th« copy fllmad h«r« has btn raproduetd thanks to tha ganaroaity of: Nmw Brunswick MuMum Saint John L'axamplaira film* fut raproduit grica A la g*n4roaiti da: New Brantwick Mutium Siint John Tha imagas appearing hara ara tha baat quality poaaibia eonaldaring tha condition and iagibility of tha original copy and in kaaping with tlta fiiming eontract spacifk»tlona. Laa imagaa suivantaa ont ttA raproduitaa avac la plua grand aoin. compta tanu da la condition at da la nattatA da I'aKampiaira flimA, at an GonformitA avac laa condMona du contrat da filmaga. Original copiaa In printad popar o o^a r a ara fUmad baglnning with tha front oovar and anding on tha laat paga with a printad or lliuatrattid Impraa* •ion, or tha back covar whan appropriata. All othar original copiaa ara filmad baglnning on tha firat paga with a printad or iUiiatratad Impraa- alon, and anding on tlia laat paga with a printad or Hluatratad Impraaaion. Laa axampiairaa orlglnaux dont la couvartura an paplar aat ImprimAa sont fHmAa an coniman9ant par la pramiar plat at an tarminant aoit par la damlAra paga qui comporta una amprainta dlmpraaakMi ou dlilustration, aoit par la laeond plat, salon la caa. Toua laa autraa axampiairaa originaux sont fMrnAa an commandant par la pramlAra paga qui comporta una amprainta dImpraaakHi ou dlHuatration at an tarminant par la damlAra paga qui comporta una talla amprainta. Tha laat racordad frama on aaeh mierofloha shaN contain tha symbol «^ (moaning "CON* TINUID"). or tha aymbol ▼ (moaning "END"), whichavar appllaa. Un daa aymbolaa sulvanta apparaftni sur la damMra Imaga da chaqua microflcha. aalon la caa: la aymbola -^signlfla "A 8U1VRE", la aymbola ▼ signifia "FIN". Mapa. piataa. charts, ate., may ba fHmad at diffaram rwluction ratkM. Thoaa too larga to ba antlraly includad In ona axpoaura ara filmad baglnning in tha uppar laft hand comar. laft to right and top to bottom, aa many franiaa aa raquirad. Tha following diagrama llluatrata tha mathod: Laa caitaa. planchaa. tablaaux. ate., pauvam Atra fllmAa A daa taux da rAductlon diff Aranta. Loraqua la doeumant aat trap grand pour Atra raproduit an un saui cllchA. 11 aat fllmA A partir da I'anghi supAriaur gaucha. da gaueha A droita. at da haut an baa. an pranant la nombra d'Smagaa nAoaaaaira. Laa diagrammaa suhrants lliustrant la mAthoda. 1 2 3 1 2 3 4 5 6 «*i-- PORTLAND: HARMON AND WILLIAMS I'RINTEhH. 1850. ■ if .1' T.A, PLAN i)i FOR SHORTENING THE TIME OF PASSAGE BETWEEN NEW YOEK AND LONDON. PRIiNTED BY ORDER OF THE LEGISLATURE OF MAINE. PORTLAND: HARMON AND WII.LIAMS.,..FRINTERS. 18 50. i .1 :.K..!>-*v ■zr' -.r ■ It: ^;-^ J A >.:. "if ::r _vi'CV:;. ' .'. -* M' #-■[: £_ y J/J .. i S^,^^ To the Honorable, the Senate and House oj Representatives of the Slate of Maine, in session at Augusta, A. D. 1850 : The undersigned, citizens of Maine, respectfully request your honorable body to cause to be surveyed and ascertained, the most practicable route for. a Railway, from the city of Ban- gor to the Eastern Boundary of the State, in the general direc- tion of the city of St. John, New Brunswick; and to take such further action in the premises as will tend to favor the construc- tion of a Railroad from the city of Bangor to some good harbor on the Eastern shore of Nova Scotia, or Cape Breton, best fit- ted to become the entrepot and terminus for the most direct line of trans-Atlantic navigation. From the easternmost point of Nova Scotia, Cape Canso, in Latitude 45 deg. 17 min. N. and in Longitude 61 deg. 3min. W. to Galway Bay, in Ireland, in Latitude 53 deg. 13 min. N. and in Longitude 9 deg 13 min. W. the distance is about 2000 miles. Assuming a speed of 17 miles an hour in steam vessels, the Atlantic Ocean can be crossed between these points in^re days time.* The nearest accessable harbor. to Cape CansOiWhitehaven, \\ Lat. 43 d. 10 min. N. Long. 61 d. 10 min. W. according to the au- thority of Admiral Owen, in a report on the subject made to Sir John Harvey, Sept. 5, 1846 — "is a mcst splendid and commo- dious port, at the nearest available point of North America to Ireland; its natural facilities greatly exceeding those of Halifax, or any other point upon the coast. " Galway harbor is one of the finest in the world, having great advantages over Bristol or Liverpool, as a steam-ship terminus. The Gut of Canso could possibly be passed by a bridge; but upon this point there is at present no satisfactory informa- tion. By means of a ferry across the Gut of Canso, the line could be extended to Louisburgh harbor in Cape Breton, still *B«e note A. further east, to a point less than 2000 miles distant from Galway Bay — as will appear by the accompanying map or plan. From Galway to Dublin, a line of Railway is nearly comple- ted across Ireland, and is in actual operation from Dublin to Mullinaar, a distance of 50 miles. From Dublin, the distance of G3 miles across the Irish Channel to Holyhead, is passed with steam packets, at the rate of 18 miles an hour, to which place the Chester and Holyhead Railway is already finished, connecting with Liverpool and London — crossing the Menai Strait by the Brittannia Tubular Bridge, which was opened for traffic on the 18th of March, 1850. The route of the steamship from Liverpool to New York passes near to Cape Race in Newfoundland, Cape Breton, and Cape Canso, and thence along the coast of Nova Scotia to Cape Sable, and paralel with the general line of the coast of New Brunswick and Maine. From Cape Canso to New York the distance can be passed in about the length of line by land as by water, and in one third the time. From New York to Waterville the Railway is already finished, a distance of 410 miles. From Waterville to the city of St John, the distance would probably be about 200 miles; and from St. John to Whitehaven less than 250 miles further; making the entire distance from New York to Whitehaven from 800 to 900 miles in all. From Whitehaven to the head of the Bay of Fundy, at Sack- ville, a feasible route for a Railway has been ascertained, pass- ing near to Pictou, through the valuable coal districts along the shore of the Gulf of St Lawrence; and it is believed that the Legislature of Nova Scotia would cheerfully engage to construct that part of the line whenever the other portions are secured. A line of Railway from Halifax, passing in the vicinity of Truro, could be easily connected at some feasible point with the main trunk; and it cannot be doubted that the enterprising citi- zens of Halifax would engage in its construction at once. At the present time they are urging the completion of a line from Halifax to Windsor, and a survey of the route has been accom- plished. From the city of St. John to Shediac Bay, on the Gulf of St. Lawrence, a line has been surveyed for a Railway on the general line of the route to Sackville, and Provincial aid to a large amount proposed. The Province of New Brunswick has recently appropriated £60,000 currency — $240,000, to construct that portion of the distance between Shediac Bay and the Bend of the Petecodiac River — the head of navigation on the Bay of Fundy. No doubt can be entertained that the Province would extend this line from a point of connection with the Nova Scotia line to the city of St. John ; and it is believed that the local business of the country between the city of St. John and the head of the Bay of Fundy, would at the present time pay a tolerable remuneration to the stockholders. From the city of St. John to Bangor it is supposed that a route tolerably direct can be found, without encountering serious ob- stacles. The necessary information upon this point has never been ascertained; and it is for the purpose of asking that this service may be speedily accomplished, that we approach your honorable body. From Bangor to Waterville, private enterprise has already demonstrated the fact, that either one of several cheap and practicable routes can be adopted. The only grant asked of the Legislature, or that will be ne- cessary to obtain, is an appropriation sufficient to secure the completion of the remaining link in the line of surveys, and at a suitable time, the necessary grant of a charter to carry this work forward, which, from the progress of events, must soon claim the public attention. The citizens of Maine are generally aware of the importance of the question to the best interests of the State ; but the work is too great for individuals to undertake with our present means. The proper surveys once being completed, would place before the country the great advantage of the position of our State for a leading part in the commercial U!ov ements of the age. Private enterprise ought not to be so largely taxed as it must necessari- ly be, without the grant of aid to the proposed survey in whole or in part by the State, for the purpose of procuring valuable information, equally desired by, or at any rate of equal impor- tance to, all. Maine ought not, either, to remain indifferent to the great advantages which may now be brought within her reach by a proper attention to the great movements in Ocean Steam navigation and commercial affairs, The most strenuous efforts are now made to revive the plan of the Quebec and Halifax line; and various projects are now en- gaging the attention of the British Provinces, with a view to se- cure in some form or other the aid of the Home Government. The movement is gaining favor in Great Britian. From Halifax to Quebec the distance, according to the sur- vey for a railroad, by Major Robinson, is C35 miles ; and this road is urged upon public attention with a view to draw over it a portion of the western trade, and place the Lower Provinces in the great line of communication between the grain growing regions of this Continent and Europe. Without going into an extended examination of the merits of this project, it seems to us that it must strike every intelligent mind, that the most natu- ral — the cheapest and best, mode of obtaining a communica- tion by Railway between the Lower Provinces, and Montreal and the west, will be found, by extending a line of Railway in the direction of Bangor and Waterville, Maine. From Waterville to Montreal, a distance of 300 miles, the entire line is finished or under contract for completion in 1852, and a branch to Que- bec may be regarded as secured within three years from the present time. The highest importance therefore attaches to every movement having reference to the extension of Railways east of Bangor, or from the Lower Provinces in the direction of the St. Law- rence River. One great central line for the whole State, and for European communication, once laid down, into which the various branch lines could enter, on either side as required, — connected with a line extending to Montreal and Quebec, — a system of Railways would be secured surpassing in value and importance an^ that has yet been proposed! It is not proposed to urge any one to embark hastily in the construction of the proposed line; but to so far present the ad- vantages of this route for the great ends in view, over any other possible line, as to secure for it such aid as in the progress of events, its advantages may call forth. If the practicability of the line were properly demonstrated, it is believed that it would com- mand support from the great commercial interests of Great Brit- ain and the United States. If already built, no one can doubt the value of the undertaking as a mode of profitable investment. Those who may incline to hesitate, in yielding assent to the truth of this assertion, are invited to very carefully review the present condition of affairs. i! The United States now embracea territory of2, 187,490 square miles not organized into States, including Texas. If this whole territory was as densely populated as the State of Massachusetts, it would contain a population of over Two Hundred Millions of people. The same extent of territory in Europe, under similar climate, and with fewer natural advantages,'contains a still greater population, while the United Kingdom of Great Britain and Ire- land has a ratio of population to the square mile more than twice as great as Massachusetts. The twenty-nine remaining States, exclusive of Texas, comprise an extent of 1,065,158 square miles more. The increase of population in the United States from 1790 to 1800, was at the rate of 35.01 per cent. ; from 1800 to 1810, 36.45 per cent.; from 1810 to 1820, 33.35 per cent ; from 1820 to 1830, 33.26 per cent.; from 1830 to 1840, 32.67 per cent. It is believed that the census of 1850 will .show that from 1840 to 1850, the increase has been as great as at any other period of ten years. Causes now at work tend rather to increase than diminish the ratio of increase; and many now alive will see this nation numbering one hundred and Jijly millions of people. Commercial intercourse between the United States and Europe has gone on increasing more rapidly than the population of the country. In the year 1820, the attempt was first made to estab- lish a line of packet ships to Liverpool, to sail on certain stated days. Almost every one prophecied their failure, though em- bracing only two in number, and of 450 tons burthen. At this time there are lines of regular sailing packets from all our large cities, embracing vessels of over 2000 tons burthen, and reach- ing hundreds of ships in number. About fifleen years ago, the scientific world listened with at- tention to the assertion of the learned Dr. Lardner, that it was impossible to navigate the Atlantic Ocean by steam. This theory was dispVoved by the arrival of two steamers, the Sirius and the Great Western, in New York harbor, one from Bi'istol, the other from Liverpool, on the 23d day of April, 1838, both on the same day. More than twenty steamships during the present year will run as regular packets between this country and Europe, while the number of sailing vessels is greater than at any former period.* *Bc« note B. 8 The number of Emigrants which arrived in New York in 1838, was 25,581. In 1849, the number reached 221 ,799. The num- ber which left the United Kingdom of Great Britain and Ireland for the United States in 1848, was 188,223; and the whole emi- gration into this country in that year exceeded 250,000. In the year 1849, the number of emigrant arrivals reached 325,000; and it is estimated that the number will exceed 400,000 the pre- sent year. Every year gives fresh impulses to the cause of Emigration to the United States, and the disturbed condition of all couimercial affairs on the Continent of Europe is operating to invite a better class of Emigrants than heretofore, embracing much of the skill and mechanical industry of Switzerland, France and Germany. The most indifferent observer will admit that the increase of facilities for travel with Europe, must increase far more rapidly for the next ten years, than at any former period. The trade between the United States and Great Britain is constantly in- creasing and at the present moment beyond any former example.* The exports to England in 1830, were $24,599,600, in 1848 $71,852,315. The Imports from Englp.nd in 1830, were $22,- 755,040, in 1848 $59,703,522. Both exports and imports in 1847 exceeded those of 1848, but the extraordinary demand for food occasioned by the famine in Ireland, gave an unusual im- pulse to trade in that year. A route which would enable the traveller to see an attractive portion of this Continent, the best portion of Ireland, and the most extraordinary work of human skill, the Brittannia Tubular Bridge, would of itself invite the pleasure tourist to take this route, if no saving of time or expense were secured. But it is confidently asserted that while to the man of business the same attractions would be offered by the plan proposed, the expense of a trip to Europe can be largely reduced, while it shall save him much if not all uncertainty ns to the tiftie of his arrival, and some days time for purposes of business. From New York to Liverpool, in the shortest line, is 3100 miles; the route usually traversed is over 3300 miles. Bytaking the Bailway from New Voik to Halifax or CanFO, employing the swiftest steam packet from thence to Galway, crossing tire great Midland Railway from CJuhvay to Dublin, a distance of *acc noie F. Ho of 5 mil dot bly 9 )rk in 1838, The num- nd Ireland whole emi- 0. In the I 325,000; )0 the pre- igration to ouimercial te a better jfthe skill Jermany. icrease of re rapidly rhe trade tantly in- Dxample * , in 1848 3re $22,- nports in mand for isual im- Eittractive , and the Tubular take this But it is he same expense hall save ival, and is 3100 iy taking niphiyiiig Bsing tire il n n#«n r%C about 120 miles, and from thence to Holyhead harbor, a distance of 03 miles, and from thence to London, by the Chester and Holyhead and London and Northwestern Railways, a distance of 263 miles — employing about 1,200 miles of railway, and 2,000 miles of steam navigation — the passage from New York to Lon- don may be reduced to seven days time, at all events, and possi- bly to six days, within a few years at farthest.* This can only be achieved by shortening the sea voyage, and dispensing with the vast weight of coal and other superfluous load now carried. Vessels designed for crossing the ocean with speed, should be relieved of all load no: requisite for steadi- ness and good carriage. Ordinary merchandize will always go more cheaply in sailing vessels. Valuable goods could be trans- ferred to boats of still greater speed, from the ocean terminus, running if necessary to the various At!.aitic cities, if too bulky to go by the Railway. In this way, the safest and swiftest pas- sage would be secured. In a few years, instead of a semi-week- ly, a daily arrival of steamships may be expected. One hundred through passengers a day each way by the Rail- way, would give a most profitable business to the road, in addi- tion to its local business; and the highest price would readily be paid for the carrying of the mails. The British and the Ameri- can Govennents would willingly enter into a perpetual or perma- nent contract for this service, at rates of compensation repre- senting a capital equal to one third of the entire cost of the lin«. If the proper surveys were now completed, and the necessary charters granted, for a continuous line from Bangor to White- haven or Halifax, the scheme would offer inducements for the em- ployment of capital, unsurpassed by any enterprise of the age. Looking forward but 25 years only, we shall see this gov- ernment containing fijhj millions of people. Its great rivers and inland seas — its mineral wealth and inexhaustible soil — within a latitude favorable to health of body and vigor of mind-^all con- spire to give the fuUeat devclopement to the spirit of progress, requisite to supply means for the fullest gratification of ev- ery want known to the highest civilization. Under ;uiy forri of Government known to civilized man, the progress of the race would be, under such influences, rapid and vigorous. When, therefore, an enterprising race, in the poBses- *f^B niila n . 10 sion of such physical advantages as this country possesses, are stimulated to exertion by the action of a free government upon the energies of the whole people, we may confidently expect a higher developement in the ideas and institutions of society, and a more practical application of knowledge to the wants and ne- cessities of life.* Maine, from her frontier position and severe climate, has been heretofore regarded as the least favored of all the States in the Union; while it has the power to become the great manufactur- ing and great ship-owning State of the Confederacy, if not the first in point of commercial importance. Our climate and our geographical position, generally spoken of as our misfortunes, are in fact the great elements of our strength. The increased necessities which our climate imposes upon us, beyond those of a warmer latitude, are far more than compensated by our supe- rior capacity for labor, our greater power of endurance, and our extraordinary fondness for exertion. With a more extended line of sea coast than any other State in the Union, and more good harbors than all the other States together, Maine will present at some future day, along her bays and livers, a line of cities sur- passing those which arc now found upon the shores of the Eng- lish Channel, or the Baltic Sea. This result will be hastened by attracting into our own State the great stream of European business and travel, where it shall divide into two great channels — one flowing northward into the St. Lawrence valley and the West, the other flowing southward to the great commercial cities of the Continent. Without the fertile soil of the West, or the rich deposits of coal and iron of Pennsylvania, Maine for twenty years past has not kept pace with the ratio of increase of the whole country. From 18',i0 to 1830, the ratio of her increase was 33.9 per cent, or about the ime as that of the whole Union. From 1830 to 1840, the rate of increase was only 2tJ.2 per cent. Notwithstanding the healthiness of our climate, the extent of our public lands, with all the facilities inviting emigration from the more densely populated districts of New England, emigration into the State had become nearly stationary, and the tendency of our people to emigrate West remained unchecked, till the movement was made to construct a railroad from Portland to Montreal. The *Hts« liuUi D. 11 Eng- cffect of that movemen* ::i already apparent upon the charac^ ter, the enterprise, and the business of the State. A small portion only of the energy which has been applied to that undertaking, will speedily accomplish the end now purposed; — favorably affect- ing that great enterprise, and all the leading interests of Maine. The time is not regarded by most persons as particularly favorable for entering upon new enterprises. The great interests of Maine, ship building and lumber, for some three years past have been severely depressed, furnishing less returns even than investments in Railways. These, in common with all other busi- ness interests, are destined at times to suffer. Railway property will, however, advance in value with the growth and increase of business in the State; while it will also tend to foster industry and stimulate production in every department of labor.beyond any other mode of investment. It is in vain to expect to retain the natural increase of our population without holding out inducements for labor beyond what are offered by the pursuits of agriculture and lumbering ; and we have failed so far to attract to this State the most valua- ble class of emigrants, that seek for a climate and soil similar to that of Germany and Switzerland, which resembles our own. — If proper encouragement was held out to them, we might expect the emigi ants from the north of Europe to prefer the soil and climate of Maine to that of the Mississippi valley. Instead of this, for a scries of years we have been compelled to witness the gradual withdrawal of much of our capital into enterprises of oth er States, and a departure from among us of many of the most en- terprising of the young men of Maine. Real estate has advanced but moderately in value for the last fifteen years, while the new States have grown up within that brief period into wealth and importance. Our frontier position, and the want of a proper State pride and a State policy, have been pointed out as the principal hindrances to the growth of Maine. The opening of the great avenues already in progress and proposed, placing Maine in the direct line of the great commercial intercourse of the globe, will create new relations in every department of busi- ness, and call into exercise such agencies as will soon give to Maine a strength and a position equal to that, of any portion of the Union. 12 The present period seems to us favorable for the proposed movement. An experiment is now making to run steamships from Galway to Halifax, aided by the great Midland Railway Company of Ireland. The capital of this company is X2,596,- 666, or more than 12,000,000 of dollars. This Company has a direct interest to subserve in inviting the travel between this country and Europe upon its road. The same is true also of the Chester and Holyhead and the London and Northwestern Railway Companies. These companies, with their various branch lines — under one management — embrace nearly one eighth of the entire traffic of the United King- dom. The London and Northwestern Railway Company, Aug. 1, 1819, owned 478 1-2 miles of road already fmished — built at acost of £30,617,620, or $150,000,000— 60 3-4 miles more in progress, and held the leases of over 200 miles more — including the Chester and Holyhead Railway, representing a capital of at least 200,000,000 of dollars.* Amid all the depressions of Rail- way stocks and business, for the last few years in England, the stock of this Company has never been sold except above par ; and by the recent advices from Europe, was selling at an advance. The influence of this capital will be brought at once, in aid of any Ime that shall bring across Ireland to Dublin the travel of this Continent. The same motive which induced the British Government to aid the construction of the Brittannia Bridge, — to obtain the most direct route from London to Ireland, — will lead them to favor the plan herein proposed. Believing, therefore, that the State has only to displry to the business community the practicability and advantages of this great route through Maine, to ensure at the proper time its com- pletion, we respectfully ask your honorable body to cause the line from Bangor to St. John to be surveyed at tlie expense of the State, and such further measures adopted as will give proper encouragement to the undertaking. June 12th 1850. JOHN A. POOR, JDSIAH S. LITTLE. JAMKS B. CAHOON. JOHN M. WOOD. CHARLES (i. CLAPP. FRANCIS O. J, SMITH, LUTHER JEWETr. *lte« DOM B. , iroposed amships Railway £3,696,- iting the d. The London ies, with embrace i King- y, Aug. -built at more ia ncluding ital of at of Rail- and, the ive par ; ig at an tught at Dublin induced rittannia Ireland, y to the 1 of this its com- ausc the ISC of the i proper E. ►N. \PP. IITII. r. 13 NOTE A. Within the last ten years considerable changes have been made in. the proportion and dimensions of the vessels navigating the Hudson river; all these changes having a temlency to augment their magni- tude and power, to diminish their draft of water, and to increase the play of the expansive principle. Increased length and beam have been resorted to with great success. Vessels of the largest class now draw only as much water as the smallest drew a few years ago ; 4 ft. 6 in. is now regarded as the maximum. In the following table is ex- hibited the dimensions and other particulars of nine of the most efficient and most recently built steamers plying on the Hudson and its adjoining waters. DimeiiBions of Vessel. Eiigiue. I'addle-wkeel. Name of Veuel. Sj V 1 U 2 "o X •a & i a a o h i.S in. o Si O . X - O S w 1 p 1- ft. ft. in.ft. in. ft. in. ^l ia. in. Isanc Newton, 383 40 4 10 HI 12 m' : 39 12 4 33 Uuy SiiiiB 300 31) 13 2 76 12 2U ! 38 10 3 •A'i Empire State 304 3!) 13 G 76 12 21^' 1 3H lU 3 32 Orci^uii 3115 3") 72 11 |H I ! 34 11 28 Ileiiilrik IIixlNon 320 3-. 9 6 1050 72 11 22 ' 33 11 a3 i: Vaiiileiliilt 300 •^^^ 11 (1 1075 72 12 21 1 35 9 33 Coniieciic'iit 300 3T 11 72 13 21 35 n 6 36 Cuniiiiiulore 2t<0 33 10 6 (>:■) 11 22 i 31 6 9 33 New World 3T(i 35 10 7fi 15 IH i 1 44 6 1 32 12 3r> Alula 2H6 2!^ 9 6 ',« 12 24 1 10 32 It is not only in dimensions that steam vessels have undergone im- provements. The exhibition ot the beautifully finished machinery of the English Atlantic steamers did not fail to excite the emulation of the American engineers and steam boat proprietors, who ceased to be content with the comparatively rude though efficient structure of the mechanism of their steam-boats. All the new and largest class of steamers, such as the Isaac New- ton, the Ilcndrik Hudson, the New World, the Oregon, and the Alida, are capable of running from twenty to twenty-two milc» an hour, and make, on an average, eighteen miles an hour without the least effort. These extraordinary speeds are obtained usually by rendering the boilers capable of carrying steam from forty to fifty pounds pressure above the atmosphere, and by urging the fires with fanners, worked by an independent engine, by which the furnaces can be forced to any desired extent. The great power developed by these river engines according to Dr. Lardncr, is due, not so much to the magnitude of their cylinders, as the pressure of steam usdd in them. The New World, one of the most rtcently constructed boats, has a cylinder seventy -six inches in diame- 14 ter, and fifteen feet stroke. The steam has forty pounds pressure in the boiler, and is cut off at half-stroke. The wheels, which are forty- five in diameter, make sixteen revolutions per minute. The speed of the circumference of the wheel will therefore be twenty-five miles an hour ; so that, if the speed of the boat be twenty miles an hour, we have the difference, five miles, giving the relative movement of the edge of the paddle-boards through the water. Prop. Ewbank, Com- missioner of Patents, and other able writers contend, that a greatly increased speed will be attained by adopting an improved system of paddle wheels. NOTE B. Ocean Steamers, to run between United States and Europe in 1850. Names of Steam- age. .a eter Idles '4 ers. a a tD a ^ u en S o.S 8* ^^ -I — a o. o V u o X ,^ S ^ •r fc nCd a h J CQ O Q O J a^ 5 5 Collins' Line. 1 Atlantic, 3000 290 40 650,000 95 in. 9 ft. 35 709 Pacific, 3I)00' 290' 4a 050,000 95 in. 9 ft. 35 760 Baltic, 3000 650,000 Arctic, 3000 Adriatic, 3000 Cunard's Line. Caledonia, 1250 500 Hibernia, 1400 550 Cambria, 1400 650 America, 181)0 275 40 90 in. 8 ft. 32 700 Canada, 1800 275 40 90 in. 8 ft. 32 700 Niagara, 1800 27540 90 in. Sit. 32 700 Europa, 1800 27540 90 in. 8 ft. 32 700 Asia, 2250 30042 96 in. 9 ft. 36 800 Africa, 2250 300 43 96 in. 9ft 36 800 Havre Line. 1 Franklin, 2500 200,42 350,000 94 in. 8 ft. 34 Havre, 2500 450,000 Bremen Line. Washington, 1750 230 39 1 72 in. 10ft. 35 Hermann, 1850 235 40 72 in. 10ft. 35 Glasfi^ow Line. Glasgow City, IGIO 350 Galtvay Line. Viceroy, 15 ' a 04 i 4 1 3 la JS. > 769 > 760 500 550 550 700 700 700 700 800 800 Three years ago Ocean Steam Navigation was entirely in British hands. Two years since the only line of American Steam Ships afloat suited to Ocean Navigation in the merchant service, consisted of the two small boats running between New York and Charleston and the Washington, the first in the Bremen line. There are now six large Steamers running regularly between New York and Chagres. — There are an equal or greater number on the Pacific side, and exist- ing projects contemplate twenty in all within a year for the Pacific seas. There are lines also to New Orleans, Havana, Savannah, Charleston, in addition to those named in the above list, and every ship yard and machine shop in New York city, is tasked to its ut- most capacity in this branch of service. There are no less than 17 Ocean Steamers on the stocks at the present time in New York city. The competition between the American and English lines will soon call into use the best skill of both countries. The recent voyages of the Atlantic — the rirst of Collins' line — and of the Asia, the last of Cunard's boats, show that an increase of speed may still be expected in Ocean Steamers. That route, or that line, which shall reduce the voyage to Europe to the shortest period uf time, will be the most suc- cessful. 300 KOTE C The most extraordinary result of the railway system, is the fact that great speed can be maintained on railways with entire safety to the public. The annual returns of the New York railroad companies for 1849, show the following as '.he average speed of passenger trains on the leading railroads of N«iw York, for that year. Miles per hour. Hudson River, SO Attica and Buffalo, 86 Utica and Schenectady, 98 Auburn and Syracuse, 96 Syracuse and Utica, 96 New York and Erie, 22 The annual returns of the Massachusetts railroads for 1843 and 1849, give the following statements as to the speed of passenger trains during the last two years as follows, viz : 16 1848. Miles per houi*. Kxpresit Aocommoda- Traiiis, tion Traiiu. Hart, and N. Haven, 25 — 1949. Miles per hour. ExprsBs Accomnioda- Tiftina. lion TrKins. 99 23 Western, 28 22 87 22 Boston and Maine. — 22 95 28 Boston and Providence, 30 ^ 84 1-2 35 Boston and Lowell, 23 Boston and Worcester, — 24 22 331-2 29 25 24 Fitchburg, 25 Eastern. — 20 21 80 22 22 The foregoing comparative statement shows a most extraordinary increase of speed : the same comparative increase substantially ap- pears upon many, if not all ihe Massachusetts roads. The rate of speed now employed on the leading English Rail Roads is shown in the following table. RAILWAYS. TRAIN. 1 1 «1 II riME 1 1 1- = Average Speeil including Stoppages. Actual Speed in Motion. exclndidg Stnripages. Jtilfs ptr ^Htli s per 1 1 Mile H.M. Hour. Hour, LONDON TO LIVERPOOL, Express ! 21)1 5 45 5 35. 00 37. 75 Express Mail ; 201 6 45 15 2i». 75 8(). 60 Mail 1 2111 7 57 15 25. 25 31. UO let St 2dd Classj 201 8 20 25 10 31.70 t Hrd (;iii8s ■ini, I'.i'i* 14 45 45 13 05 18. 25 LONDON TO EXETER, j lExprexg \ 4 30 7 43. 01 .51. 60 liroiid (iiiii^u. 1 Miiil ; 7 id 21 27 00 3(i. 80 1 tut & 2m Average daily, 118S 457 4,649,556 2,882,674 7,5S3,3SO 45 miles 90 «* (« 451 416 229 6S95 228 846 20 Average nuiMilicirof Passengers to #nch engine — 1st Class, 14. 5. 2d •« 19. 3. Sd " 14. 6. Total, 48. 4. Average distance travelled by Passengers — 1st Class, 57. 6 miles 2d «« 81. S. 3d *• 23. 0. Average distance, 32. 3. An average of 1183 passengers carried 32. 2. miles daily, is equal to 33,092 carried one mile. Assuming a business equal to 100 through passengers from Bangor to Canso each way daily, 400 miles, it is equal to 80,000 passengers daily, or more than twice the average trav- el on the London and Northwestern Railway. Add 100 daily passengers to the present business of the 383 miles of Railway front Galway to London (allowing one half to stop short of London) and you add to the business of those roads an amount nearly equal to the average daily business of their lines. Assuming the cost of a road from Bangor to Canso at $30,000 per mile, and it requires a capital of $13,000,000 to complete it. This would require a net income of $720,000 to give a 6 per cent dividend The through business alone, estimated 100 passengers a day each way, and the mail pay at 0300 pec mile — the same now paid on 1st class roads in the United States, — would be as follows : 200 passengers, 400 miles, at S cents per mile is $2,400 per day, annually producing $876,000 400 miles mail pay, $300 per mile, $130,000 Equal to $996,000 The cost of running long through trains would be less than the average cost of ordinary roads in this country. The C03t of running Trains on the Portland, Saco and Portsmouth Rail Road Company, has been aecomplishf A at 42 cents per mile. The average number of passengers per train in '^a United States is estimated at 54. The average number of miles each passenger travels i:" ti mated at 18 miles. A« '^r' 7. the cost of running trains at 50 cents a mile, o;j i*0: >!iJe8 t'auy, it would cost annually, $146,000 Leat'i g i>.net income u. r carrying 300 through passen- gers, with the mails, per day, $850,000 The freight and way business to be added to this estimate. ^ 21 19. 3. 14.6. 48. 4. 6 miles S. 0. L2. equal to through les, it is ige trav- miles of . short of nt nearly 0,000 per it. This dividend day each lid on 1st $876,000 $120,000 $996,000 $146,000 $850,000 itp. NOTE r. COMMERCE OF NEW YORK CITY. The foil 'w'mg tables show the imports and exports at the port of Nivv j' oik for the past year. IMPORTS — YEAR ENDING July Aug. Sept. Oct. Nov. Dec. Jan. Feb. Mar. April May June Diitialile. $8,469,423 13, Of) 1, 344 7,887,190 5,888,S81 4,548,056 4,407,715 11,446,496 7,723,961 8,149,821 9,311,661 8,235,872 6,229,205 Free. $537,803 707,633 226,188 165,303 429,251 362:858 437,270 662,993 1,364,182 1,674,330 808,216 514,851 JUNE 30, 1850. Spi.'Cio. $327,007 $< 60,739 489,435 572,614 533,715 1,381,824 433,882 581,362 907,634 1,095,598 2,883,623 1,234,682 Total. $9,331,233 13,629,716 8,602,813 6,626,798 5,511,022 6,152,397 12,317,648 8,968,316 10,421,637 12,081,589 11,927,711 7,978,738 Total, $95,359,625 7,890,878 10,502,115 113,752,618 EXPORTS — YEAR EN.OtNG JUNE 30, 1850. Domestic. Foreign. Specie. Total. July $2,953,630 419,979 138,352 3,511,961 August 1.965,n3 343,704 359,368 2,668,185 September 1,808,500 446,895 326,384 2,581,779 October 1,746,739 393,189 1,830,518 3,970,446 Nov ember 3,634,087 309,063 634,898 4,628,048 December 2,062,734 638,342 141,973 2,843,049 January 2,223,910 946,981 90,161 3,261,052 February 3,1H8,994 324,395 278,786 3,792,175 March 2, 96'), 634 270,310 172,087 3,308,031 April 3,146,151 499,971 290,407 3,936,529 May 3,010,977 346,632 ' 741,735 4,699,344 June 3.071,207 494,380 8S0,434 5,346,021 Total $33,227,676 5,433,841 5,885,103 44,546,620 I-,K--/' 22 The following is a similar statement for the previous year ; IMPORTS — FEAR ENDING JUNE 30, 1849. Dntinble. Free. Specie. Total. July 7,046,369 650,055 64,631 7,761,075 August 9,796,778 1,128,555 138,855 11,064,188 Sept. 8,168,294 613,749 197,098 6,879,141 October, 5,136,332 439,587 127,998 5,703,917 Nov. 4,518,565 185,970 104,971 4,809,506 Dec. 3,251,940 283,755 70,488 3,606,183 January 7,833,710 525,634 67,700 8,416.944 February ' 8,257,786 285,117 21,323 8,564,226 March 7,928,470 591,849 130,895 8,661,214 April 5,608,158 2,192,793 6.''8,746 6,639,702 May 5,779,628 887,180 1,137,932 7,804,740 June 5,057,273 344,430 122,743 5,524,446 Total $78,583,323 8,028,679 2,813,380 89,425,282 EXPORTS — TEAR ENDING JUNE 30, 1849. July $2,139,125 112,479 744,983 2,996,587 August 2,230,909 189,206 331,031 2,751,146 Sept. 2,926,213 217,267 561,445 3,704,925 October 3,576,051 246,713 882,423 4,705,187 Novem. 3,695,287 201,378 482,166 4,378,851 Decern. 2,616,787 407,265 365,878 2,389,930 January 2,109,059 152,590 222,582 2,384,267 Feb. 2,190,649 351,378 106,651 2,648,878 March 2,687,803 330.691 86,606 3,104,900 April 2,655,819 347,135 85,691 3,088,645 May 3,020,861 551,991 373,916 3,946,768 June 3,317,740 446,892 596,411 4,360,043 Total $33,106,339 3,553,88j 4,739,903 41,460,127 RECAPITULATION. Below is a recapitulation of the lotaKs, with the addition of the two years next preceding the above. IMPORTS OF FOUR VEAR8 dt( Y«»r •ind- Dutinble. Free. H|)Ct|P. Total. 1 P. iiiiJiinefiO. 1847 $65,203,532 9,082,713 8,307,38» 82,593,625 \ cc 1818 62,312,451 8.183,026 1,173,400 91,608.883 1 h( 1S49 78,583,323 8,02H,"79 2,813,380 89,425,28*2 | th 1850 95,359,006 7,«90,87d 10.602, 1 15 113,752,618 1 8C 23 EXPORTS OF FOUR YEARS. jar : Domestic. Foreign. Specie. Total. 1847 $43,021,382 2,016,572 905,841 46,543.795 1848 33,637,844 2.693,597 12.028,794 48,360,235 1819 33,166,339 3.653,885 4,739,903 41,460,127 1850 33,227,676 5,433,841 6,885,103 44,546,620 AMOUNT OF DUTIES. The amount paid for duties at the port of New York for each of the last four fiscal years, is as follows, viz. 1847, 1848, 1849, 1850, - - - $17,342,461 86 20,839,680 60 19,811,334 56 24,487,609 73 NOTE G, Progress of Sleam JVocig-a/ton. The first American steamboat that ever completely succeeded, was launched at New York, Oct. 3, 1807, and run upon the Hudson River. The steamer Comet, built at Glasgow in 1811, to navigate the Clyde, was thejirsl practical Europeansleamvessel. In 1815, the steamer Enterprise made the first steamboat trip up the Mississippi, from New Orleans to Pitsburgh, in 28 days running time. In 1849, the same voyage was performed in 7 1-2 days. Jan. 1, 1849, the number of steam vessels in the United King- dom of Great Britain and Ireland, had reached 1147. From 1823 to June 30, 1849, 2505 steam vessels were built in the United States. In 1830, the time required to pass from Dublin to Holyhead by steam vessels was 8 hours, and in sailing vessels 70 hours was the average time, In 1850, the samo space is passed by steam- ers in 3 1-2 hours. In 1839, the British Government abandoned the work of build- ing sailing ships tur warlike purposes, and commenced the con- struction of war steamers, since kept in employ as mail packets. The main reliance of England seems to be upon the fleets of 6teamshipa which she has afloat, carrying the mails in diflerent parts of the world, which ships have been built under the super- vision of the Admiralty, and are capable in all respects of being converted into ships of war, and of carrying ordnance of the heaviest description. They are completely under the control of the government, and can be taken at any time for the public service. <>■--%. 24 It is calculated, no doubt correctly, that the crews will, for the most part, stick by the ships, happen what may. Thus, efficient war steamers, in great numbers, are always ready, which cost the government comparatively little, do not excite the jealousy of other maritune powers, and which, moreover, serve to stimulate and open up new sources of commerce. This system was commenced in 1839, when a contract was entered into with Mr, Cunard and his associates, for the convey- ance of the mails, via Halifax to Boston, in five steamers of the first class, for £85,000, or about ^25,000 per annum In 184G, the government enlarged the contract with Mr Cu- nard and his associates, by adding four ships, to run from Liver- pool to New York, and increased the compensation to £145,000, or about ^725,000 per annum. In the year 1840, a contract was made by the Admiralty with the Royal Mail Steam Packet Company, at £240,000 sterling, or ^1,200,000 per annum, for fourteen steamers, to carry the mails from Southampton to the West Indies, the ports of Mexico on the Gulf, and to New Orleans, Mobile, Savannah and Charles- ton. These ships are of the largest class, and are to conform, in all respects concerning adaptation to the purposes of war, to the conditions prescribed in the Cunard contract. Another contract has recently been entered into for two steam- ships, to run between Bermuda and New York. These three lines employ twenty-five steamers, of the largest and most efficient description. In addition to the above, a contract was made, first of January 1845, with the Peninsula and Oriental Steam Navigation Com- pany, for a line of similar steamers, seven in number, from Eng- land to the East Indies and China, at £100,000 sterling, or ^800,000 per annum. This line passes from Southampton, via Gibraltar and Malta, to Alexandria, in Kpypt; thence the route continues overland to Suez, at the head of the Red Sea, whence the steamers again start, touching at Aden, Bombay, and at Point de Calle, in the Island of Ceylon; from whence they proceed to Singapore and Hong Kong. There is a branch line, connecting with this, from Point de Galle to Calcutta, touching at Madras. A contract was made fir.st of July, 184(), for a Pacific line of British steamor.-*, four in number, running from Valparaiso to Panama, touching at intermediate ports. This line connects overland, from Panama to Cliagres, with the West India line. Beside these, there were in 1818, twelve more lines of govern- ment steamers running between Great liritain and the continent of Europe, making a grand aggregate at that time, of 115 ocean steam ships, fitted for war purposes and controlled by the gov- ernment. Tliis number has been sinrc augmented. Parliauicnt has ex- tened t!io mail steamship system to Australia, as well as other ^'Orts of the British dominions. V nt ist of ite ms 3y- ihe k-er- 300. w nails o on irles- •m.in to ihe iteain- inuary c:om- \ Kng- or in, via route vbcncc \{ Point :eed to lectir.g Indraa. llinc of lieo to Innecta lline. rovern- fntincut ocean |\c gov- |»aB ox- oUvcr - 1. •w*>»™).. •ML- '!V*^' ^'>* «**«*" T- J E.Sufh ■^ ':■ :■'. ■J*' . ... SC' '^o^ ^J* JJ* IWING THE PLAN FOR SHORTEflNGTHE TIME OF PASSAGE. ovTORKJiLOiroqir. ■''^M ■m, ¥ j)££Jf^:f_^ _- ■•' , ■ •■■ •'■":• :k-«i- J' ,-' yw.i' .* ' '■■''■' V . .v^____ .... ■'■■'A -" •■ ' ■• . ■> *i v:. r .f-^' • ^ Vr ir J E.Bumrd A C^ ItOt^JBiHaw. \. ^' ■-■AT :f s^. *^ - :.r^;- 1^1 //' .; 4 ■