hereby authorised to transmit, free of postage, to any post-office within the United States, or the territories thereof, any documents which have been or may be printed by order of either house of Congress, any thing in this law to the contrary notwithstanding. 8. That each member of the Senate, each member of the House of Representatives, and each delegate from a territory of the United States, the secretary of the Senate, and the clerk of the House of Representatives may, during each session of Congress, and for a period of thirty days before the commencement, and thirty days after the end of each and every session of Congress, receive through the mail, free of postage, any letter, newspaper, or packet, not exceeding two ounces in weight; and all postage charged upon any letters, packages, petitions, memorials, or other matters or things received during any session of Congress, by any senator, member, or delegate of the House of Representatives, touching his official or legislative duties, by reason of any excess of weight above two ounces, of the matter or thing so received, shall be paid out of the contingent fund of the house of which the person receiving the same may be a member. And they shall have the right to frank written letters from themselves during the whole year, as now authorised by law. 9. That it shall not be lawful for any person or persons to establish any private express or expresses, for the conveyance, nor in any manner cause to be conveyed, or provide for the conveyance or transportation, by regular trips, or at stated periods or intervals, from one city, town, or other place, to any other city, town, or place in the United States, between, and from, and to which cities, towns, or other places, the United States mail is regularly transported, under the authority of the post-office department, of any letters, packets, or packages of letters, or other matter properly transmittable in the United States mail, except newspapers, pamphlets, magazines, and periodicals; and each and every person offending against this provision, or aiding or assisting therein, or acting as such private express, shall, for each time any letter or letters, packet or packages, or other matter properly transmittable by mail, except newspapers, pamphlets, magazines, and periodicals, shall, or may be, by him, her, or them, or through his, her, or their means or instrumentality, in whole or in part, conveyed or transported, contrary to the true intent, spirit, and meaning of this section, forfeit and pay the sum of one hundred and fifty dollars. NEW YORK POST-OFFICE. The North Mail, viá Albany, Canandaigua, Rochester, and The Mail for offices bordering on the West side of the New Haven, closes daily (except Sunday, for which day it is closed at 9 p. m. Saturday, and leaves this city at 10 a. m. Sunday) at ........6 a. mu. The Mail, via White Plains, Bedford, and Ridgefield, to Danbury, Conn., closes daily, except Sundays, at.7 a. m. The great Southern Mail, including the Mail for the Western States, closes daily at ....7} a. m. Southern way Mail, which supplies the offices in New Jersey, including Philadelphia, Baltimore, and Washington City, closes at.... .74 a. m. and 34 p. m. Mails for Brooklyn, close daily at......7 a. m. and 2 p. m. Mails for Jamaica, Oyster Bay, Hempstead, &c., on Long Island, close daily at.... ....6 a. m. The Mails for other places on Long Island, close on Tuesday, Thursday, and Saturday, at..... ....6 a. m. The Mail for Flushing, via Williamsburg, closes daily, except Sunday, at..... .9 a. m. The Mail for Staten Island closes daily, except Sunday, CHAPTER XXX. TRANSATLANTIC NAVIGATION. WE were among the first who advocated the establishing a communication by steam power across the Atlantic. We urged the attempt on great public grounds. But not only the prejudices of the public were against the probability of navigating the Atlantic by steam power-but the project was haughtily scorned by some legislators who then did, and now do, consider themselves no mean statesmen. When we consider the progress of navigation from the period when the Dutch * See Macgregor's British America, vol. xi., chap. ii., on Transatlantic Navigation. possessed New York,—when we reflect upon the wonderfully increased intercourse between the United Kingdom and the United States,-and when we estimate the comparatively speaking limitation of the distance, by calculating the time required now, with that occupied formerly, in passing to and fro between both countries,it would be rash and hazardous to give an absolute opinion on the future elements, rapidity and extension of navigable power. It was but late in the world's history, when a Dutch ship performed the voyage, by leaving Rotterdam or Amsterdam in the spring of one year-sailing only during the day, and furling her sails and laying-to during the night,—and on reaching New York, then called New Amsterdam, this ship was discharged, unrigged, and laid up for the winter. On the following spring, this ship was rigged, her condition examined and repaired, ther laden with wood, fish, or furs, and then made her homeward voyage during the summer, as slowly as her outward voyage was performed the preceding year. The voyage was afterwards performed out and home during the same year. English ships then made two voyages during the year; and growing bolder, three voyages to and from America were made annually by the same ship. Those splendid vessels, the Liverpool and New York line of sailing-packets, were then established, and the intercourse between Europe and America astonished the world. Steam-ships are now seemingly about supplanting those sailing-ships, at least in the carriage of passengers. The space between the Old and New World ceases to be calculated by miles and leagues; days and hours measure the distance. Liverpool and Halifax are brought within ten days, and Liverpool and Boston within twelve days of each other. It is by means of this powerful agency,-of this rapid, mighty, and certain intercourse, that all possible good may be extended from, or all possible evil inflicted by, one country to, or upon, the other. The era of the successful establishment of steam navigation has been the most important to trade, intercourse, and consequently of extending knowledge and civilisation, that has occurred since the discovery of America, and, since the first voyage was accomplished by sea from Europe to India.* Knowledge and civilisation have advanced, or retrograded, according to the extent to which the intercourse between individuals and nations has been rendered either easy, quick, and frequent,—or difficult, tardy, and of rare occurrence. That means, which shall bring nations, and kindred, * In a work long out of print published about ten years ago, and containing sketches relative to men and things, chiefly on the continent of Europe, we find the following passage: FIRE! WATER! STEAM! what can philosophy have to do with these, or these with philosophy? Undoubtedly, Yes. Steam in the first place diminishes one of the heaviest pains and penalties inflicted on the race of original sinning Adam,- By the sweat of thy brow shalt thou eat thy bread ;' for while it lessens the toils, it multiplies the productions that are useful to mankind. By its gain upon time, over distance, it reduces the space which separates countries, and by the same rule it lengthens life, by calculating its duration according to the number of acts that mark our existence, and not by the days which compose our physical sojourn. 66 By rendering the intercourse of nations easy, cheap, frequent, and certain, by its multiplying and diffusing the productions of the press,--by its interchanging readily the ideas of mankind, and the commodities of the earth, it forms the most effectual means of diffusing knowledge, dispelling fanaticism, subverting despotism, and repressing anarchy."-My Note Book. By J. MACGREGOR. London, 1835. and people into the nearest social intercourse, will be the sure and irresistible power destined to civilise the universe: by the facility with which intelligence, and consequently instruction, will be conveyed, by sea and by land, over every part of the world, and by the rapidity and ease with which individuals of one nation may be made acquainted with those of all others. Steam-vessels now ply along the coasts of Africa, in the Chinese seas, and along the shores and rivers of New Holland. The steam-ships now employed between London and Scotland are of enormous power and magnitude. So are those which run between the Mersey and Clyde, and between the two latter rivers and the several ports of Ireland. The fleet of the General Steam Navigation Company maintains a constant intercourse with the ports of France, Holland, and Germany, as well as in the coasting trade of the British channel. The states of continental Europe are also advancing in the acquisition of steam power. France, Austria, and Russia, are the foremost, in the number of their steam-ships. Austria excels all the states of the continent in merchant steamships. France and Russia in steam-ships of war. The Italian states, especially Naples and Tuscany, possess several well built and well navigated steam-ships. Prussia and Holland, on the Rhine, contribute greatly to the facility of intercourse. Belgium has made attempts, at great expense, to establish a transatlantic line of steam-packets. The attempt has failed. The Hanse Towns, Denmark, and Sweden, also possess steam-ships, but only on a comparatively small scale. Greece and Turkey are far behind other countries in the possession of steam-vessels. The Greeks, were their country and commerce in a flourishing condition, would, no doubt, manage steam-ships as ably as they certainly have their sailing vessels. The Turks have been clumsy mariners, and their few steam-vessels are wretchedly managed. Of all orientalists, the ruler of Egypt has made an extraordinary advance in the acquisition of powerful steam-ships. In 1814, there was but one steamboat belonging to the British empire. During thirty years the number has increased to about 1000 British steam-boats which are now navigating all parts of the world. In 1845, the British government employs a magnificent fleet of steam-ships, managed by, and belonging to, a private association, which sail, semi-monthly for eight, and monthly for four, months in the year, between Liverpool, Halifax, and Boston. From Boston, the great means of intercourse, by steamboats and railroads, diverges to all parts of North America-extending to the furthermost of the great lakes, and up and down the navigable rivers, flowing from the Rocky Mountains. Iron is made to swim, in the form of a ship (the Great Britain) exceeding 3600 tons, burden, impelled forward from Liverpool to New York, against the currents, raging storms, and seas of the Atlantic, by an invisible power, moved by the resistless force of fire causing the expansion of water. Another splendid fleet of steam-ships, belonging also to a private company, are employed by the government to maintain a monthly intercourse between the United Kingdom, by Southampton, and all the islands of the West Indies and the states of Mexico and South America. A third and mighty fleet, belonging to a great company, and employed by the government, sails monthly from Southampton to the European Peninsula, and by way of Gibraltar to Malta and Alexandria, with a branch to the Levant and Constantinople. The same company conveys the government mails, and passengers, by three of the most powerful steam-ships in the world, from Suez, down the Red Sea to Ceylon, Madras, and Calcutta ; and that company has contracted to extend the established chain between Southampton and India, to Singapore and the Chinese empire, by the employment of several powerful steam-ships, nearly all constructed. This steam line between England and China is now complete, by which we have received an English newspaper printed at Hong Kong only fiftysix days before our having read it in London. A British company has for some years established a line of steamers along the western coasts of South America; and the Hudson Bay Company have a steamship on the western coast of North America. The East India Company employs one steam-ship in conveying mails between Suez and Bombay; and several steamvessels are employed in India, and others in the eastern or Chinese seas, by the British government, as vessels of war. France has projected four great lines of Transatlantic steam-ships-when they will, or whether they will, be established, we have neither the power, nor the temerity to decide.* We cannot discover any natural obstacle in regard to France and America, to prevent French Transatlantic ships competing with those of England; but, according to our mere instinctive judgment, we are inclined to the belief that the great connecting line of intercourse, between Europe and America, will continue to be maintained direct, between ports in the United Kingdom, and ports *The following appeared as the programme of the projected line of French steam-ships. First great line-from Havre to New York. Four steam-ships are to be placed on this line; the departures are to take place once a fortnight. Fifteen days are allowed for each passage, and ten days at New York-in all, forty days. Twenty days are to be allowed to each vessel at Cherbourg, between every voyage, to rest the crew, and repair the vessel and engines. Second great line-from Bordeaux to Martinique. Three steamers are to be placed on this line; the departures are to take place once a month. Two days are allowed for the passage from Bordeaux to Corunna, and ten hours' stay there; five days twelve hours for the passage from Corunna to the Azores, and one day's stay there; twelve days sixteen hours for the passage from the Azores to Martinique, the steamers to remain ten days at Martinique. Twenty days are allowed for the return passage from Martinique to Bordeaux-in all, forty days' sailing, and eleven days and a half stoppages. Thirty-seven days are allowed between every voyage, at Rochefort or Bordeaux, for repairs and stoppages. Third great line-from Marseilles to Martinique. Three steamers are to be placed on this line; the departures are to take place once a month. From Marseilles to Barcelona, one day, and four hours' stay; from Barcelona to Cadiz, three days, and twenty-four hours' stay; from Cadiz to Madeira, three days, and twenty-four hours' stay; from Madeira to Martinique, fourteen days. The steamer is to remain ten days at Martinique. Twenty-one days are allowed for the return voyage from Martinique to Marseilles-in all, forty-two days' sailing, and fourteen and a half days' stoppages. Thirty-three days are to be allowed at Toulon or Marseilles, between every voyage, for repairs and repose. Fourth great line-from St. Nazaire to Rio Janeiro. Four steamers are to be placed on this line; the departures are to take place once a month. From St. Nazaire to Lisbon, three days and a half, twenty-four hours' stay; from Lisbon to Goree, eight days. in America; and that such intercourse will be conducted either by British subjects, or by American citizens, or, as is most likely, by both, jointly or separately. The progress and great extension of steam navigation along the coasts and rivers of the United States, and of the river St. Lawrence, and the great lakes of North America, we have described under a previous head. The sailing ships belonging to the United States, which sail regularly from New York, Boston, Philadelphia, and several other ports, to the ports of the United Kingdom, to Havre, Bordeaux, to ports in the Mediterranean-and to the ports of Holland and the north of Europe, are equipped in a style of extraordinary perfection and beauty, and navigated with the utmost nautical skill. Those which sail between New York and Liverpool, and New York and London, are truly magnificent, and their accommodations, though gorgeous, combine for passengers all the luxuries and comforts of splendid hotels. . The following were among the principal large Transatlantic vessels belonging to Philadelphia in 1841. This table will prove valuable for future reference. Of brigs and brigantines, 75; or a total of square-rigged vessels, 141. Cargoes of American produce, which these ships convey to England, and of British manufactures, are of enormous value. The carrying trade of both (with the exception of cotton wool and naval stores), is, however, comparatively limited, by the pernicious, and fallacious, protective duties of England and America. The following are the lengths of several voyages of the principal sailing ships of the packet lines between New York and Liverpool. |