The trade for wheat has been exceedingly firm at all the principal country markets field duiing the week, and owing to the very scanty nature of the supplies of English, fine qualities have generally advanced Is. to 2s. per quarter; at Liverpool the im- provement has been greater, and a good deal of bu- siness was done there on Tuesday, but on Friday, the trade became less animated The intelligence received from Scotland since ame day there was a fair demand for wheat and flour, and the latter article in some cases brought Is. per sack above former rates. Oats were 6d. to Is. lower. Letters from the north of Ireland state tliat the rain had been succeeded by warm dry weather, which had caused the face of the country to assume a very flourishing appearance, and caused some decline in the value of grain, notwithstanding the scanty character of the deliveries from the farmers. At Mark Lane scarcely a sample of English wheat has appeared since Monday last, the rates of that day have consequently been firmly supported, and if any superior samples had been offered they would probably have met aready s.ile to the millers at fully previous terms. Of foreign wheat the arrivals have been liberal, 35, '185 quarters having been reported up to Saturday evening:; this, however, has not increased the quantity on sale, as holders have generally given directions to land in bond, preferring to take the chance of a subsequent reduction in the duty, to payingthe present rate, (13s. Sd. per quarter).' House of Commons, July ^. Te.ras. l\Ir. O'Con- nell wished to put a question, of which he had given notice, relative to certain persons who had seized a portion of the Mexican territory, calling themselves the state of Texas. Were any negotia- tions pending between this government and those persons fbr the purpose of recognizing the indepen- dence of that state? Lord Palinerston stated that an application had been made to the govenunent in the early part of last year, by persons from Texas, for the purpose of knowing whether the government were prepar- ing to acknowledge the independence of Texas. The answer given to that application was, that the general principle of the government was to ac- knowledge every state that was de facto indepen- dent, but under the circumstances at present exist- ing with respect to Texas, they were not prepared to adopt that course with respect to it. As it was known that our minister at Mexico had successful- ly negotiated between Fiance and Mexico, instruc- tions had been sent out to endeavor to eflect a similar arrangement between Mexico and Texas. Mr. O'Connell asked if the communications had relation to the slave trade. Lord Palinerston said, the communicafions were of a general nature, and did not include any detail of that kind. TURKEY. London, July \\. We have received by express letters from our correspondent in Constantinople to the 19th ult. inclusive. They .state that in order to recover feiis popularity, which had declined since the imposition of a house-tax to provide for the expenses of the quarantine establishment, the sultan had not only abolished that impost and caused the restitution of the sums already paid on account of it, but also the monopoly of bread hi- therto enjoyed by government. These remissions produced joy throughout the Turkish capital. The health of the sultan has not improved. Our correspondent states (and the statement is confirmed by our Paris letters, as we mention else- where) that the representations and the menaces of the French government had failed to dissuade the sultan from his warlike resolves. The pasha of Trcbisond inarched on the 12th ult. at the head of dling classes of American, with a still further re- duction on the better qualifies. The sales amount only to 11,950 bales (includ- ing 250 American for export) of which 370 Sea Island at 20^d. to 2Sd. 2,240 Bowed 7d.to 9d. 2.600 Mobile, Alabama and Tennessee 6 3-4d.to 9 7-8d. 3,790 New Orleans 6 3-4d to 10 l-2d. The sales to- day amour t to about 1,500 bags at 1-Sd to ^d. per lb. lower in prices than the quotations of Friday last. The market on the whole is exceedingly flat. Liverpool cotton market, July 9. The cotton trade continues very flat, but prices were not low- er. Tlie sales were limited, only 1,000 bags having met with purchasers, and the market closed with a dull tone. 230 Bengal, 4 1-2 to 5; 100 Sural, 4 5 8 to 5 1-4; 70 filaranham, 8 1-4 to 8 5-8; 40 Car- Ihagena, 5 1-2; 30 Peruvian, 8 3-4; 530 American, 6 3-8 to 9. Liverpool, July 5. Cotton. Manufactures con- tinue in a very depressed state. Slocks are rapid- ly accumulating, and money is extremely scarce — allot which circumstances naturally tend to pro- duce a stagnation in the demand for cotton. The business transacted this week was of a very limit- ed nature, and no sales were effected except to those ifl immediate want, although American de- scriptions were offered at a decline of 3-8 per lb. and 1-4 per lb. reduction was submitted to on alt other sorts except Brazils, which maintained last Friday's rates. The entire sales amount to 11,950 bags including 50 Sural, and 250 American taken for export. The imports amount to 29,769 bags, comprising 25,002 American, 631 Brazillian, 20,030 Mediterranean and 2,134 East India. Liverpool, July 10. Since the dale of the above, the gloom in the cotton market has increased, and prices have further declined l-2d. per lb. The quo- tation for fair Upland is about 7d. and in some mea- sure nominal — the average business about 1,500 bales per day. There are no symptoms of im- provement in the money market. Flour 34s. a 35s. ed.per bbl. duly paid, and the duty Ss. 2d. per bbl. Turpentine 10s. a lis. 2d. per cwt. inferior to prime new. The demand for tobacco is nearly suspended. Liverpool corn market, July 9th. The wheat market (in some degree influenced by the fine weather) has been less lively than during the pre- sent week. There has however been a good steady trade with little or no change in prices. United States sweet flour has sold in quantity at 34s. to Ses. per bbl. and there has been more enquiry for home manufacture at 47s. to52s.per280 lbs.; at to- day's market wheat found a fair demand at full prices. Manchester, July 10. Slate of trade. There wa'? little more inquiry for yarn yesterday than on the preceding Tuesday, at prices about a farthing per lb. below those which prevaileri at that lime. The prices of cotton having declined more than a half penny during the interval, the position of the spin- ners may be said to be slightly improved; but it is still far from being salisfaclory, as, even at (he present prices of cotton, a loss must be incurred on all the yarn spun. For goods there was not much demand yesterday; and so far as we could learn, very litlle business was done. In consequence of the continued unsatisfactory slate of the market, the spinners and manufacturers of Ashlon. Staly bridge, Hyde, and the neighborhood, whose second term of aareeinent for working short lime had ex- NILES' NATIONAL REGISTER— AUGUST 3, 1839— LORD BROUGHAM. 359 pireil, determined to renew if; and a I'resh agree- ment, lo the same effect as before, was very ge- nerally signed yesterday, and will no doubt be uni- versally acted upon in that neighborhood. Jnltcerp, Juhj fi. Since the'last day or two the demand for coilee has been more animated, and 800 bags Brazil were taken for consumption at 29c. jier half kilo. In sugars nothing doinij, all wait- ing for the sale at auction which takes place on the 9th. Java rice has experienced a slight im- provement, but in Carolina nothing took place. THE BRITISH QUPJEN. In the New York Courier and Enquirer we find (he lullowing account of this magnilicent steamer, andherliist voyage across the Atlantic. It was written by col. Webb, the senior editor of the Cou rier, who returned home in the Queen: The Queen sailed from London on the evening of the lUth, but, owing to the state of the tide, did not pass the bar at the mouth of the Thames, until the nth, and reached Portsmouth about 5 A. M.on the 12th. We left Portsmouth at half-past 12, M blowing a fresh gale fiom the westward; and with the exception of light northerly airs on Friilay and Saturday — so light, that the velocity of the ship made it at times a head wind — we have not had our sails set twenty-four hours during the passage. — The wind has been uniformly "dead ahead," blow- ingvery fresh atall times, and causing a very heavy head sea. At intervals we have had fresh summer gales; which, while they have retarded our arrival, have fully demonstrated the important fact, that in the .same ratio you increase the .size of the steamer will you increase her safety and comfort. The Queen is indeed a noble ship — one which, from her gigantic proportions, may not be compa ed with any other merchant vessel — and capable of being made the most comfortable passage ship that ever floated. In her construction and outtit, no ex- pense has been spared to render her as perfect as practicable; and although her exact cost has not yet been ascertaineil, it is estimated at about .§375,000, which includes her furniture and (ixtures of every kind. Her grand saloon is a beautiful and magni- ficent apartment; and the berths connected with it are certainly veiy superior in comfort and conveni- ence to an}' otheis ever constructed; but then, there are only Iwcnlij-fonr in number, and although some of those iu the lorward cabin are tolerably pleasant, I can bear witness that the fifty or sixty berths in the lower saloon, including all a/?, except those in the grand saloon, are absolutely uninhabiluble, and should not, under any circumstances, be taken by persons having the slightest regard either for their nealth or comfort. I am very sorry to be obliged to say aught against the accommodations of this noble ship; but the truth is, her sleeping accommo- dations are so miserably arranged, that she can only accommodate a small number of persons coinfoiia- i/i/, and she cannot fail to be a most unprofitable concern, unless those who have control of her promptly yield their theoretical opinions to the practical demonstrations of her faults in fitting up, which this voyage has so clearly made apparent. The Great Western maile her first voyage to New York with her sleeping apartments somewhat si- milarly arranged; that is, she had a lower saloon, which, like that on board the Queen, was very pro- perly denominatfd "(/le catacombs;" but stie has since had a poop deck placed upon her, filled with state rooms, which renders her decidedly the most comfortable passage ship wdiich England has yet sent into our waters. But the greater size of the Queen, her spacious saloon, and the free ventila- tion of which she is capable — certainly placed it within the power of her owners, to make her as su- perior in comfort as she is in size and splendor, to all other steam vessels. To effect this, it is only necessary to construct a poop deck for her compa- nion way aft, with a line of state rooms on each side, and a promenade both above and below: while, until this alteration is made, she can only accom- modate with comfort, about 35 or 40 passengers in her alter cabin. With the exception of her cabin arrangements, there can exist no cause of complaint against the Queen, when we take into consideration that this is lier first trip. Her stores were all of the very best quality — her wines excellent and in abundance — and although the steward's department is not what it should be, there can be no doubt but all the inconveniences which were incidental to a first voyage of such a ship, will now disappear, and the internal police be promptly perfected. Of capt. Roberts I may, with the greatest safety and justice, speak in the highest terms of commen- dation. He is intelligent, gentlemanly and affable; and possesses the rare tact of rendering himself agreeable to his passengers without in any way en dangering his position as master of the ship. This is a virtue not always understood, and the want of which isjustly considered a total disqualification for the command of a packet. Captain Roberts is also very fortunate in his officers, who, like him, are attached to the British navy, gentlemanly in their deportment, and thoroughly conversant with their duties. The British Queen is l,8().a tons burthern, builder's measurement, and upwards of 2,000 tons by cus- tom house mea.«urement. Her model is purely jlmericiin,anA wilh a wind — allhough we have had no opportunity of testing — cannot fail to make unusually rapid trips across the Atlantic. She is more bouyant than was anticipated— that is, her cargo, coal, provisions, passengers, &c. Ike. did not sink her in the water as much as was anticipated; and in consequence, since the consumption ot some seven hundred tons of coal, water and provisions, her paddle wdieels have not taken sufficient hold of the water, lo propel her at a rate equivalent to the power of her engines. But this will be remedied by taking in a full cargo of several hundred tons of iron ballast in New York, previous to her sailing, on the first of August, in company with the Great Western. No effort will be spared to get her off on that day, and all England are on the qui vice to ascertain which of the magnificent floating palaces will make the quickest trip home. ■ Large odds are offered on the Queen. The managing director of the company, Mr. Laird, who drafted her model, and superintended her construction, also came passenger in the Queen, with a view to examine her working, and to note what alteration or improvements may be made in her accommodations. Immediately on his return, the President of 2,400 tons will be launched; and I have no doubt but the ej:;)(?ric»ce which will short- ly be acquired in the Queen, will enable her owners to make her altogether the most commodious and agreeable passage ship ever known. One thing is certain; the company are prepared to expend any amount of money which may be required to render their vessels perfect in all respects, and with com- petent commanders and experienced stewards, there can bene doubt of their succe,ss. The following letter ti'om one of the passengers ill llie British Queen, will be read with interest, furnishing as it does a particular notice of each day's progress of this noble vessel in her recent voyage across the Atlantic: Satimlaij, July 2'lh, 1839. Dear sir: Presuming you would be gratified to hear a statement of our passage across the Atlantic in this beautiful ship, and fearing I may have no other spare time than the present, previous to our arrival, (which will doubtless be to-morrow), I will give you a brief but correct account, before the storm of pilots boarding, landing. Sec. kc. falls upon me. We left Portsmouth on the 12th instant, at half past 12 o'clock, P. M. with the wind strong from S. W. with a head sea, and a thick hazy horizon, en- gine making 11 revolutions, until 7, P. JVI. when we increase to 13. 13th. — Fine clear weather, but wind dead ahead, with a long swell from the westward; 14 revolutions; lat. 49 34 Ion. 5 45— distance 235 miles. 14th. — Wind W. small rain, heavy head sea; wind increases towards evening. She rides like a Queen, 13 revolutioii.s; lat. 49 54, Ion. 11 29 — dis- tance 21S miles. 15th. — Strong westerly wind and head sea; run- ning 13 revolutions; running gallantly overthe bil- lows; ships no water; no strain, but proceeds with great ease; lat. 49 23, Ion. 15 50— distance ISl miles. 16th. — Winds. W. strong,with a tumbling cross sea; thick weather coining on. Ship behaves nobly — rides very majestically, without the least strain. 12 o'clock, blowing a gale from the westward; Queen rides beaiitifiilly, and see her, by the mere force of steam power, moving on at the rate of 8 or 9 knots per hour, against icind and sea, is a sight worthy of all admiration. 4 P. M. strong head wind whistling through the rigging; strong rolling sea; only one man at the wheel, so easy does she steer; 11 revolutions; lat. 48 56 Ion. 218 — distance 210 miles. nth. — Cloudy, wind fresh N. N. W. dead ahead; 12 revolutions; sea runs higii, but she rides very handsomely, and though a strong wind whistles through her rigging, it makes no other impression upon her than what arises from the increased resist- ance she has to overcome. Lat. 48 6, long. 25 4, distance 193 miles. 18th. — Fine morning; head wind sea, blowing fresh. 12 M.; heavy rolling sea from N. which sensibly affected the crockery on the lunch table and in the steward's pantry, but fortunately she has not yet broken her back, which some of our friends in London were so kind as to predict. Lat. 46 ,56, long. 30 10, dist. 193 miles. 19ili. — Long head sea, wind dead ahead, 13 revo- lutions; no sails, but running olf finely. Lat. 46 13, long. 34 48, dist. 200 miles. 20th. — Wind ahead, with head sea; blowing fresh; going finely against all oppositions; 14 revolutions; afternoon, wind increasing, sea rising, ship rolling; more empty stomachs than usual; speed rtdnced to 9 revolutions; high sea all night. Lat. 45 30, long. 39 1, dist. 182 miles 2Isf. — Sunday morning. Light clouds, wind fresh fromN. N. W.; a long rolling sea; no sails, no ob. servation to-day; 11 revolutions. Lat. 45 4, long. 42, dist. 130 miles. 22d. — Wind continues dead ahead, smoother sea, cloudy and hazy; 15 revolutions; ship so steady and quiet that one hardly knows she is under way. 10 o'clock, thick fog; regular cold bank weather; steam working expansively, cut off at half stroke. Lat. 44 43, long, 16 27, distance 190 miles. 23d. — On the banks last night and this morning; thick rainy weather, wind W. S. W., smooth sea; I running off finely, 15 revolutions. Lat. 43 40, long. I 51 20, distance 224 miles. 1 24th. — Wind and long sea from W. 14 revolutions; I rain all the morning; U o'clock, got an observa- tion; sun gleaming occasionally, swell subsiding. 8 o'clock, 15 revolutions; sea calm; running off finely. Lat. 43 IS, long. 55 50, distance 206 miles. 25th. — Wind N. set lore-topsail, togallant sail, for the first time. 12 M. wind freshens; running off in beautiful style; revolutions 16 to 18. Lat. 42 23, long. 60 30, distance 221 miles. 26th.— 6 o'clock, wind S. E.; set sail. 7, wind hauls to W.; all sails furled. 12, wind W. good breeze; revolutions steady, 15. 7 P. M. smooth sea; running off gaily and beautifully; no motion, quiet as a boat upon the Hudson; lat. 41 14, long. 65 34, distance 240 miles. 27th.— A beautiful day; very warm; perfectly calm in the morning. 10, P M. fine breeze Iroiii N. N. W.; trysail and jib set; going off charmingly; smooth sea; 16 revolutions; lat. 40 19, Ion. 70 39— distance 240 miles which make us 153 miles from Sandy Hook, which we expect to reach by 4 or 5 o'clock in the morning, ami to be landed S|ieedily after the health officer comes on board. I could say much in favor of this fine steam ship but she speaks for herself. We shall have made the passage, against strong head winds and sea, in 15 days and 12 hours; which under all the circumstances is a very capital passage. She is a most charming and beautiful sea boat, very strong and substantial, and as safe a conveyance across the Atlantic as ever floated on its bosom. I am, with much respect your most ob't servant, J.H.'S. LORD BROUGHAM. There is no gentleman within the circle of our acquaintance, personal or public, with whose name are associated a greater assortment of unsavory epi- thets than my lord Brougham and Vaux has power to boast of. Our able friend of the Toronto Patriot, calls him a scoundrel; and other editors, in England and elsewhere, are in the habit of decorating'him with such goodly lilies as quack, mountebank, drunkard, radical, egotist, humbug, &.C.&.C. Mean- time his lordship goes on alter his own fashion, mightily enjoying the dust he kicks up, and taking an especial pleasure in gently droping the lash ofhis sarcasm upon every body that hap|)ens to coma within reach, no matter of what party in politics, science or religion. His latest application of it was to the right reverend bench of bishops — whom he favored, in the course of a debate on his beer bill, with the following left-handed compliment: In the course of the discussion, lord Brougham, replying to lord Melbourne, (whom he called by mistake his "learned friend," but, correcting him- self, said "God knows he is not my learned, but my noble, and on this subject, ignorant friend"), adverted to the thin attendance of members, and especially to the absence of the bishops from the house on this occasion. He was sorry to see, from the aspect of the house, that the present critical hour had had the effect ot sadly thinning their lordships numbers. Their lord- ships liked the beer bill little, but they liked re- maining in the house after half-past seven o'clock less. Their lordships liked to see a good slate of morality in the country — the tranquil order of so- ciety they dearly loved— it was the very ap])le of their eye; but there was another arfection, operat- ing upon certain delicate organs in the constitution of noble lords still more intimately than those con- nected with the peace, order and purity of society, and reminding them of what had been called the most important event of existence, that of dinner. (Laughter). "I am glad to find," said lord Branch- 860 NILES' NATIONAL REGISTER-AUGUST 3, 1839-AMERICAN AND BELGIAN RAIL ROADS. am, turnin? to the E|.iscopal bencli, "tliat my ob- servation is not confined to the lay loids; it ex- lends eqiiallv to those wlio are the appointed guar- dian' ot public morals and virtue. How often have I heard the beer houses denounced by the right reverend occupants of that bench! There is hardly a bishop whom I have not heard imploring your lordships from this very place, for God's sake to apply a remedy to that which makes all our preach- ^ ing and teacliing vain, to reform those nests of drunkenness, to remove those plagues. And now that I come forward at their instigation— that I lend myself as their coadjutor— that I put myself as an liumble instrument in the hands ol the guar- dians of morali;y and religion— but two out ol six- and-twenty right reverend prelates will sacrifice their dinner, their regard to their belly, which is their God." (Laughter.). Lord Salisbury rose to order, and the lollowiDg scene ensued. Lord Salisbury— "I move that the noble and learned lord's words be taken down." Lord Brougham— "That they may be taken down correctly, I think I had better repeat them. I was saving that the bench of bishops— " Lord Kenyon— "I rise to order. The moment ttie words are objected to, no time should be lost in taking them down.". Lord Brougham— "Tarn just repeating them, that the clerk may be at no loss. The bench ol bishops, more than all the lay peers of the realm, have ex- pressed their strong sense of the evil effects ol beer houses to the morals of the people under their care; and it is chiefly at their instiiration that I have brought forward a measure as their coadjutor, and an humble instrument in their hands, tor the pur- pose of putting down what they abominate as pre- judicial to the morals of the people — " The marquis of Salisbury— "These are not the words." „ . , ., Lord Brougham— "Allow me to finish the sen- tence: I am getting on. But I find that the whole twenty-six prelates — " Lord Kenyon— "I rise again to order. A noble friend of mine has called the noble and learned lord to order, and he must state the reasons why he did call him to order." Lord Brougham— "The words must first betaken down." -, , • .u Considerable confusion here prevailed in the house, two or three noble lords speaking at once; which was terminated by the rising of Lord Ellenborough, who said, that in point ot fact the opportunity had now passed. (Shouts ol "hear, hearl" from lord Brougham). The rules of the house required that the words should be token down inslanter. The marquis of Salisbury hoped the noble and learned lord would at least explain his meaning. Lord Brougham— "I have no objection to state my words. I said that the bench of bishops, at whose instigation I have brought forward this mea- sure, and in those hands I have been an humble tool.'out of their sreat regard for the morals ol the people, had sacrificed all personal considerations, and had attended by two of their body upon the pre- sent occasion— (Laughter)— and havins the great- est veneration for the bench of bishops— (Laughter) —1 felt peculiar pain that no more of them were here." That was all he meant. AMERICAN AND BELGIAN RAIL ROADS. From the Boston Daily Jdoerliser. The most complete and intelligent survey of the rail roads of the United States which has yet been made, we presume, is that which hab been made durin" the last eight months bv a distinguished fo- reign'engineer and author, F. A. Chevalier de Gerstner." This gentleman, after having built the lirst rail road, and one of the longest, on the conti- net of Europe, which has been in operation from the year 1S32, 130 miles in length, connecting the rivers Muhlau and Danube, in the government cf Austria— and subsequently, in 1S36 and 1837, one of the most perfect and successful, leading from St. Petersburi'h to Zarskoe-selo, constructed under the immediate patronage of the emperor Nicholas,and intended as the commencement of a rail road from St. Pelersburgh to Moscow, a distance of 420 miles came to the United States in November last, and has, since th^t time, made a thorough examination of the rail roads of the United States. — When he was in this city some months since, he showed an intimate acquaintance with the minutest details of the different modes of construction, with the vari- ous kinds of machinery, and with the methods of manao-ement; and in his examination of the differ- ent raTl roads, some of which he visited repeatedly, for the purpose of thorough inquiry into improve- ments of any kind, took notes of the expenses of ronstruction, repairs and management — amount of business and income— the mode of keeping ac- counts, and such other details as would alf'ord to his intelligent and discriminating mind, all the light which is to be derived from the varied experience of the conductors of all these works.— On his re- turn to Europe, he will doubtless furnish a report of great interest and value. He is now, or recently I was, in the western country, where he has printed, for the information of his friends in the United Slates, a brief report, embodying a part of the re- sults of his investigations upon the American rail] roads, and comparing them wilh the results furnish- 1 ed in the latest official reports of the system of railroads constructed by the government of Bel- gium. These facts are curious, as this is the first 1 authentic statement of the kind, embracing any I considerable numberof these works, which has been published. Mr. de Gerstner states, that after inspecting the rail roads between Albany and Lake Erie, he pro- ceeded to the eastern states, visited the rail roads of Massachusetts, and proceeded thence through New York, Philadelphia, Baltimore, Washington, Vir- ginia, North and South Carolina, Georgia and Ala- bama, to New Orleans, visiting all the rail roads in different states. He proceeded thence up the Mis- sissippi, and inspeLted the internal improvements of the western states, and was about to proceed to examine those of Pennsylvania. He states that he had already passed over more than 2,000 miles of rail roads in the United States, and had been every where received with the greatest kindness. The presidents, directors and engineers of the dif- ferent rail road lines, had given him not only their printed reports, but had laid before him with the greatest liberality their books and accounts, in order to o-ive him every kind of information. He says, j "I "fulfil only my duty, when I publicly acknow-| ledge that s'uch a liberality is only to be found! air.ongst a free and enlightened people, where all public works are based on the principle of publicity, and where secrets do not exist." We copy Irom his statement the sollowing passages: "According to the facts collected during my travels since°mv arrival in New York, there are now over three thousand miles of rail roads now com- pleted and in operation in the United States; 425 locomotives, of which the greatest number were made in this country, run on the several rail roads, and I believe up to the end of 1S39, the length of railroads in Ihe United States may amount to 4,100 miles. The capital expended on the rail roads now in operalion, is about sixty millions ol dollars, or an average costof twenty thousand dollars per mile, for which sum the rail roads with the buildings, have been constructed and the necessary locomo- tives and cars bought. "Several rail roads have been undertaken wilh in- sufficient means, and the shareholders found them- selves under the necessity of employing the income of the first years in improving the rail road, in building engine houses, &.c. and purchase loco- motives' and cars. In consequence of this the shareholders got, during that time, no dividends, but the rail road still yielded a good income. Other rail roads, when finished, paid from five to ten per cent, income to the stockholders, others have not yet paid any dividends for want of a sufficient number of passengers and freight. The average result of the rail roads now in operation in the Unit- ed States is that they give a yearly interest of five and a half per cent, ou the capital invested. This result must be regarded as very satisfaclory, be- cause the greatest'part of the lines have only been a few years in operation. "On all lines there is a yearly increase of at least 15 to 20 per cent, in the gross income, so that even those lines which do not pay now, will give, in a few years, a handsome dividend. According to these statemenls, based on the communications col- lected in this country, I have no doubt, that the large capital invested in rail roads, in Ihe United Sta"tes, will not only produce an incalculable benefit to the country but likewise pay the stockholders a dividend, which, under good management, by the constant progress in population and trade, must likewise from year to year increase." Mr. de Gerstner having recently received the last reports of the Belgian rail roads, proceeds to give an abstract of the history and progress of those works— of the cost, traffic and revenue, and to compare them with the results nf his observation on the American roads. These works were pro jected by king Leopold, who adopted the enligten ed policy of undertaking a great public work, for the encouragement of industry, the employment of labor, for strengthening, consolidating and enrich- in the country, and to serve as a monument of his devotedness to the interest of the state. He or- dered the whole country to be surveyed by able engineers, the necessary plan? and estimates formed, and on the 1st of May, 1834, a law was proclaimed, for the introduction of a system of rail roads, through the whole kingdom, in ditlerent directions, to be executed at the expense of the state. These rail roads lead to sea|)orts at two points — Antwerp and Ostend — connect with France at two, and with Germany at one— and all unite in one centre. "The news of the gigantic work" says Mr. de Grestner, "undertaken by a state, even not yet ac- knowledged by the northern powers, and with only four millions of inhabitants, excited the greatest surprise in Europe, and few only could conceive the great results which this grand project must necessa- rily prodnce on the independence of the nation and its internal welfare, its commerce and industry; the former being the principal aim and the promotion 1 of commerce and industry a subordinate one, al- , though the great mass of the people were unable to comprehend the grand idea of the plan. "King Leopold found in his fornier minister of public works, Mr. De Theux, and in his successor, Mr. Nothomb, vigorous supporters. The engineers were surveying in the swift prosecution of the work, and in four years more has been done than was expected. The enlightened minister Nothomb pub- lished annual reports to the legislative assembly, besides other special reports of the progress of the works, in which the public in Europe find a rich source of experience, not to be met wilh in any report or work on the subject. Europe has to ren- der thanks to the king who first realized such a. grand idea, and to his enlightened minister, who ■ judiciously conducted the work, and so liberally communicated its results." The whole length of the Belgian rail road, now completed, is 1-59 English miles. Successive parts i j of this connected line have been opened for public use from lime to time, from May, 1SS5, to August, ' 183S The cost of these works, including build- ings, locomotives, 8cc. was .S-34,000,000, which 18 equal to a cost of 41,300 dollars per mile. The rail road from Brussels to Antwerp— twenty-seven miles— consists of a double track. The rest are single, and the rail is of a weight of 45 lbs. per yard. Additional buildings are yel to be erected, and ad- ditional locomotives and cars provided, which will probably swell the cost to an avarage of 45,000 dol- lars per mile. The rates of fare on the Belgian rail roads are much lower than on those of England or this coun- try. There are classes of passenger cars, all mov- ing in the same train, but differing in fhe degree of comfort to the traveiler. The rate of fare in each of these per mile, for each passenges, with 44 lbs. of basgage, is as:follows. In berlines 2 1-3 cents; dilii'e'nces 2 cents; chars a bancs, 1 13 cents; wagons 4-5 of a cent; for soldiers, only half price- is p'aid. The trains perform at an avarage rate of 17 English miles per hour, including all stops— and' from 20 to 25 miles running time. The fare per mile, in the three classes of cars on the Liverpool and Manchester rail road is 5 cents 4 3-4 cents and 3 cents. The number of passengers in 1837, was 1,384,- 577, and in 1S38. including 56,613 soldiers 2,233,- 303* The average distance travelled by each pas- seneerin 1S37 was 17 miles, and in lS38,-23 miles. The gross income of 1S3S was 3.100,833 francs, or i 581 770 dollars, including 162,015 francs for over weight of baggage and freight. The expenses of the first ten months of 1838, amounted to 1,619,189 francs. Nearly half the whole length of rail road, I viz- 70 miles was opened only at different periods of the vear 1838. It is estimated that the income of 1839 will be c(|ual to 5,088,000 francs, and the net income 1,700,1)00 francs, which is equal to 5 per cent, on the cost ex|iended-an amount suffi- cient in that country to cover the interest, and a sinking fund of one per cent. , , , Alter .'iving a mass of other facts, and calcula- tions in delation to the Belgain rail roads, Mr. de Gerstner proceeds to give the following. Comparison of the Belgian rail roads with those in Ihe United States. According to table under No. 3, the number of passengers during 3 1-2 years, reduced for the len-th of one mile, amounted on the Belgian rail roads to 88,981,763. or at an average per yearol '3 4''3 361. As the average length ol road in operation during the whole time was 53.1 in>les,we have 478,783 through passensets annually. Ihe Belgian rail roads are therefore travelled over on their whole length b,, nearly 500,000 passengers per year. We have now the following camparison: Cos! nf construction.— A mile of rail road with a single track, and the necessary buildings and outfit, costs in America 20,000 dollars; in Belgium 41,300 dollars, or more than twice the amount. Tariff— On the American rail roads, a passen- ger pays at an avarase 5 cents P" .?>''^; °" V„, Bel-ain rail roads, only 1 cent or five times less; for NILES" NATIONAL REGISTER— AUGUST 3, 1839— INTERESTING BILL OF MORTALITY. 861 fVeistit llie charge is, in America.at anavarageT 1-2 i creased the number of letters threefold in twenty cent's per ton per mile. years. And „. , , v Speed.— Oh the American rail roads, passengers 2. The new facilities of transmission afforded by are cur.veyed with aspeed of from 12 to 15 miles ! the Manchester and Liverjiool railway increased per hour, stopiiages included; on the Belgian roads j tlie number of letters between the termini nearly at the rate of 17 miles, or stoppages not indued at tile rate of from 2(1 to 25 miles. Traffic. — There are at an average, 35,000 tlirongh passengers, and 15,00(1 tons of goods earned annu- ally over the American roads; on the Belgian there have been carried per year 47S,783 througli passen- gers, and the transportation of goods only cora- jnenced a short time since. Gross income. — The same amounts on the Ame- rican rail roads, at an avarage per mile and per year. From 35,000 passengers, at 5 cents, $1,730 from 15,000 tons of goods at 7 1-2 cis. 1,125 From mail and contingencies, 200 Total, $3,075 On the Belgian rail roads the gross income per mile Irom 47tS,7S3 passengers, and the transporta- tion of freight amounts to 32,000 francs, or 6,003 dollars 73 cents per year. Expenses per mile of travel. — These amount on the .American rail roads to 1 dollar, on the Belgian roads to 1 dollar 5 cents, or they are the same in both countries. Number of passengers per trip. — In Belgium there were in each train, at an average of 3 1-2 years, 143 through passengers ; on the American roads, a passenger train contains only 40 through passengers, at an average. JS'ainber of trips per year. — In dividing 35,000 by 40 we obtain 875, as the average number of pas- senger trip per year on the American rail roads ; and in dividing 473,783 by 143 we get 3,348, which represents the average number of passenger trains passing annually over the Belgian roads. As at the same time the speed on the latter is greater than on the American rail roads, it was necessary to employ rails of 43 lbs. per yard, while their weight is generally less on the American rail roads. Expenses per passenger per mile. — These are in Belgium only 0.73 cents, and in America 2 1-2 cents, or 3 1-2 times more. The reason of it is, that the American trains contain 3 1-2 times less passengers, while the expenses per train per mile are equal in both countries. It is very nearly the Same for a locomotive to carry 40 or 143 passen- gers in a train. Annual current expenses. — In America the annu- al current expenses ibr working a rail road, are per mile. For transportation of 35,000 pas- sengers, at 2 1-2 cents, $:S73 For transportation of 13,000 tons of goods, at 6 1-2 cents, 975 For transportation of the mail and other expenses, 100 Total, .$1,950 Or 63 dollars 41 cents of every 100 dollars gross income. On the Belgian rail roads, of every 100 doll.irs gross revenue, the expenses are 65 dollars 59 cents, or per year per mile 3,937 dollars 86 cents. Interest on the capital invested. — In America the annual average gro'^s income, per mile of road, amounts to 3,075 dollars, the annual current ex- penses to 1,950, leaving 1,123 dollars, which, com- pared with the cost of a mile of road, (20,000 dol- lars) give 5 1-2 per cent, interest. On the rail roa.ls in Bi'Igium, the annual gross income per mile, is 6,003 dollars 75 rents, the expenses 3,937 dollars 86 cents, leaving 2,085 dollars 89 cents as interest on the cost of 41,300 dollars per mile, or exactly 5 per cent. postag the UNIFORM PEN.NY POSTAGE. Rowland Hill has olfered the following facts in favor of the system of penny postage, recommend- ed by him to the British government. Facts and estimates as to the increase of letters. The only point connected with a unilorm penny postage on which there appears to be any material difference of opinion is, as to whether or not the revenue will suffer by the proposed reduction. The plan will stimulate the increase of letters in two ways — first, by the increased facilities of de- spatch of letters; second by the reduction of pos- tage. Increased facilities. Many facts were proved in evidence before the postage committee, which renders it clear that even at the same or higher rates of postage, in- creasing the opportunities of despatching letters, and the rapidity with which they are transmitted and deUvereil always increase the number sent. 1. Palmer's adoption of mail coaches, though ac- cornpariied with repeated advances of postage, in- 50 per cent, in six yea: same. 3. Although not substantiated before the postage committee, it is understood that the recent estab- lishment of a morning mail from London to Brigh- ton has produced a similar etiect. 4. It appears from the valuable work of M. Piron, Sous Derecteur des Pastes aux Lcltres, that a reduction in the time of transmission from Paris to Marseilles, from US to 68 hours, has doubled the number of letters. Reduction ofjiostage. This is relied upon as by tar the most efficient cause of increase in the number of letters. It has been found that the decrease of price in any article of general demafid, so far from lessen- ing the amount of the public expenditure on such article, has always increased it. "1. The pi ice of soap, for instance, has recently fallen by about one-eighth; the consumption in the same time has increased by one-third. Tea the price of which, since the opening of the China trade, has fallen about one-sixth, has increased in consumption by almost a half. The consumption of silk goods, which subsequently to the year 1823 have fallen in price by about one-filth, has more than doubled. The consumption nf coffee, tlie price of which, subsequently to 1823, has fallen about one-tourth, has more than tripled. And the consumption of cotton goods, the prices of which, during tlie last twenty years, has fallen by nearly one-half, has in the same time been fourfold." [Post office reform, page 70. 2. The sale of newspapers for the 12 months befoic the late reduction in stamps was "35,376,- 036* at an average price, say 7d. costing the pub- lic 1,037,634 pounds." For the 12 months subspqiienf to the reduction, it was 53,496,207,' at an average price, say of 4|d. costing the public 1,058,779 pounds. 