Isthmus of Panama-Vanderbilt's California Line of Steamers. 585

space of a little more than two days. The very irregular and devious course of the river Chagres made the distance we passed over upon it amount to fully as much as fifty miles; although the direct distance from Cruces to Chagres is not more than twenty miles. The practicability of cutting through this part of the Isthmus, and thus uniting the waters of the two oceans, has been much discussed; it would certainly be a stupendous undertaking, but the immense advantages to be derived from it are well worthy of the great labor, time and expense, which it would cost. It has been stated by some that the waters of the Pacific are considerably higher than those of the Atlantic; if such is the case, it would of course be a serious objection, as fears would be entertained of raising the Atlantic in such a manner as to cause a complete overflow of the West India Islands. The great difference of the tides of the two oceans in this latitude, is certainly very extraordinary. That of the Pacific has a rise and fall of as much as thirty or forty feet, while the Atlantic has not more than three or four. The height of the ridge of mountains we crossed is not so great as is generally believed; the chief difficulty in cutting through would be the nature of the soil being so rocky. As it is, I have strong hopes of seeing the work undertaken one of these days, and trust and believe that complete success would attend it, if properly conducted; and I have little faith in regard to the consequences that are apprehended by some to ensue from the different heights of the ocean."Republican Review, published in Washington, February, 1839.

Vanderbilt's Line for San Francisco, via Nicaragua.-This line, forming a communication between New-York and San Juan del Norte, on the Atlantic, and between San Juan del Sur and San Francisco on the Pacific, is composed of the following steamships, viz: The Northern Light, 2,500 tons; Prometheus, 1,500; Pacific, 1,200; S. S. Lewis, 2,000; Morning Star, 2,500; Independence, 900; Pioneer. (lost,) 2,500; Brother Jonathan, 2,100; Star of the West, 1,600: Daniel Webster, 1,200: total amount of Vanderbilt's line, 18,000 tons.

Of these the two first sail from NewYork, for San Juan del Norte, on the 5th and 20th of each month; and the five latter between San Juan del Sur and San

Francisco. The Star of the West has recently been placed on the line, as also the Daniel Webster. From San Juan del Norte to San Juan del Sur, this line establishes a conveyance over the transit route of the Nicaragua Company. The route of this company passes through the republic of Nicaragua, from San Juan del Norte, by steamboats, 135 miles up the San Juan River, and across Lake Nicaragua, from which the river flows to Virgin Bay; and thence by horses and mules to San Juan del Sur, 12 miles in distance.

The Prometheus, the first steamer of this line, was built by James Simonson, N. Y., August 3d, 1850. The Northern Light, by the same builder, was launched October 25th, 1851. Star of the West, the last steamer placed upon the line, built by the same, was launched June, 1852. The Morning Star, now on the stocks, for this line, by the same, was commenced 1st February, 1852. The Brother Jonathan was built by Perrine, Patterson & Stack, Williamsburgh, N. Y. The dimensions of these steamers vary, from 252 length, 32 beam, 32 hold, which are the dimensions of the Northern Light, to 212, 35, 19 feet, which are the dimensions of the Daniel Webster, of 1200 tons. The engines of the Northern Light are two-beam, 60 inch cylinder, and 10 feet stroke, and were constructed at the Allaire Works; those of the Prometheus are of the same description, two-beam, 42 inches cylinder, 10 feet stroke, and are from the Morgan Works. The Brother Jonathan, from the same works, is one-beam of 72 feet cylinder, 11 feet stroke. The engines of the other ships of this line are of power corresponding with their tonnage. The Daniel Webster and Star of the West, ships recently built, we may remark, have beam engines, and are from the Allaire Works.

The New-York and California Steamship Line, (since March, 1853, organized into a corporate company, under the name and style of the New-York and California Steamship Company,) with a capital of $1,500,000, divided into shares of $1,000. Route, via Aspinwall and Panama, to and from San Francisco. Seven directors-Charles Augustus Davis, Sidney Brooks, Theodore Dehon, Jacob A. Westervelt, John C. Greene, D. B. Fearing, Warren Delano, Jr., all of New-York. At this date, the line is composed of the following

steamships: Winfield Scott, (double en- way, are the commercial agents of the gine,) 2,100 tons, built 1851; United line. States, (single engine,) 1,500, 1852; Cortes, (double engine,) 1,800, July, 1852; Union, (double engine,) 1,500, 1851. Total amount of tonnage of the NewYork and California Steamship Company, 6,900.

The steamships of the line vary from The Sierra Nevada connects at Pana252 length, 35 feet beam, 29 feet hold- ma with the City of Pittsburgh. She the dimensions of the Winfield Scott, to was built by Wm. Collyer, and is 235 235 feet length, 34 feet beam, 21 feet feet in length, 34 beam, 17 deep. hold, which are those of the United Launched October 25, 1851. The EmStates. The Winfield Scott and Cortes pire and Crescent City were originally were built by Westervelt & Sons; their connected with this line, and sailed beengines by the Morgan Iron Works. tween New-York and Chagres. The Winfield Scott has two side lever engines, 66 inches cylinder, 8 feet stroke. The Cortes has two-beam, 42 inch cylinder, 10 feet stroke.

New-York and California Steamship and Empire City Lines. 587

in the California steam marine and the port of New-York, 67,336.

Added to this aggregate of the California steam fleet and tonnage employed in it, the aggregate number of ships and tonnage of the southern ports and West Indies, between these ports and NewYork, we have a sum total of companies, steamers and tonnage, as follows:

Companies. Steamers, Tonnage.
.41.. .67,336

5

California.
Southern ports, (includ-
ing the West Indies).. 6.

.58....... ..88,248 To this table add the aggregate number of companies, steamers and tonnage employed in the transatlantic marine, and we have a sum total of the steam

marine of the port of New-York, considered in its connection with the subject of this paper, as follows:

Companies.

Aggregate number and

Steamers. Tonnage.

amount between NewYork, California, the Southern and West India ports Aggregate number and amount between NewYork and the transatlantic ports...... 5 ........18....... 40,762 Sum total........16........ .76.......129,010

11........58....... 88,248

NOTE. In the estimate of tonnage, the carpenters' measurement in most instances is given where this could be ascertained with accuracy. In other instances it is made from the general calculation of

the companies. The difference between the customunderstood without deeming it necessary to go into house and carpenters' measurement is sufficiently a comparison of registers of tonnage.

ART. VII.-RESOURCES, ETC., OF PHILADELPHIA.

No. II.

MR. TYSON'S LETTER TO THE LATE MR. PETER.

that the temporary check which was given to the tide of her prosperity, in obstructing its external current, has generously repaired the damage by opening the great fountains of the internal deep; and that within and beyond the borders of Pennsylvania, various elements are uniting their forces, which will bring back with tenfold increase all that has been diverted or withheld, and will indefinitely swell the volume of her domestic and foreign trade. Permit me then to return to the topic with which I closed my epistle, and consider the feasibility of restoring to Philadel phia the foreign commerce of which she has been deprived.

I OBSERVED in my previous letter, that Pennsylvania and her metropolis advanced more rapidly in population, arts, and wealth, than their older neighbors of New-York and New-England; and that this early momentum was maintained to within a quarter of a century of the present time. The state and city now stand perhaps numerically as second to the city and state of New-York; but possessing, as they do, the means of greatness beyond the resources of their competitors, it requires no aid from the genius of prophecy to see, that Pennsylvania and Philadelphia must each stand prima absque secunda, respectively preeminent, without a rival in this country. In tracing the career of our city, we The writers of New-York insist that have seen that her business relations her situation on the Delaware River, at with Europe were arrested by the ab- a distance of nearly one hundred miles straction of the capital and attention from the Atlantic, is liable to many obnecessary to its success; that it was de- jections. On the other hand, all imparcoyed to distant and gigantic enterprises tial persons of competent intelligencein the interior-to mines and furnaces, experienced navigators, well-informed to canals and railways. I am now to merchants, and gentlemen conversant inquire what effect these developments with nautical affairs-agree in a differand improvements have produced, in ent sentiment. They find in Europe the enhancing the productive wealth of largest towns, and the most extended the state, and adding means to the activity, the characteristics of ports sicity. You will find, as I proceed, tuated on rivers nearly as far. removed

from the open sea. London on the Thames, Paris on the Seine, and Liverpool on the Mersey, two of which are the largest cities of Europe, can boast of no great advantage over Philadelphia in proximity to the ocean.

requisitions of the port of New-York. The noble river itself is nearly a mile in width, from the Pennsylvania to the Jersey shore. A line of wharves, more than three miles long, now stretches along the eastern front of Philadelphia. The chain may be prolonged beyond Richmond on the north, to Greenwich Point, beyond the Navy Yard, on the south, making a distance of six miles, and capable of indefinite extension beyond these limits. On the bosom of this majestic highway, the largest vessel in the naval service may securely ride up to and beyond the city. At the Navy Yard on its bank were built some of the finest specimens of naval architecture of which our country can boast. The United States ship of the line, Pennsylvania, the pride and boast of the American navy, and beyond question one of the largest vessels in the world, found her unobstructed passage to the ocean

But the Delaware was once traversed by a rich and busy commerce. As the length of the river did not prevent its successful prosecution, so it can interpose no barrier to its return, since modern improvements, such as the facilities of steam and other artificial aids to navigation, overcome the distance in a few hours. In geographical space, she is as remote from the Atlantic as when she engrossed so large a portion of American commerce; but in point of time she has made no inconsiderable approaches, since distance is to be measured not by miles, but by the speed of the motion employed to overcome it. The mildness of the climate and an efficient icebreaker place her beyond the visitation from her dock at Philadelphia of a casualty, to which the Siberian winters of Boston render the harbor of that city peculiarly exposed. In brief, the tug and the ice-boat have removed every diversity of ingenious objection, and dissipated or neutralized every form of physical impediment.

These appliances of modern times do not lessen the security of her marine, while they place her on the same platform with the most favored port on the sea. Her ships while in port are effectually secured from ocean blasts, and enter on their voyages with the confidence of safety, and with all assurances of dispatch.

But the kind and watchful guardians of our city in New-York, ever solicitous that she should do herself no injury by rashness, raise their warning voices in a chorus of objections. They prudently hint, but in whispers, that the shoal and narrow channel of the Delaware presents insuperable obstacles to the easy admission into our port of the largest vessels; and that the want of room for wharves prevents us from accommodating a large mercantile marine. Such intimations, whether by wink or inuendo, or by direct and unequivocal assertion, whether made in ignorance of facts, or from motives of wanton disparagement, are wholly unfounded and gratuitous.

The accommodations for shipping at the port of Philadelphia are ample, and certainly more than equal to the present

The

channel of the Delaware is abundantly wide and deep for the requisitions of commerce in peace and the exigencies of navigation in time of war. It appears, from the official chart of the coast survey, that the channel is seldom less than a quarter of a mile in breadth, and varies in depth, at the most depressed stage of low water, from four to nine and a half fathoms, except at the bar below Fort Mifflin. At this point, which is but a few rods in extent, the deepness is eighteen feet at low water; but as the tide rises to seven feet eight inches above the plane to which the soundings are reduced, a profundity even there is attained which is equal to any emer gency and the wants of the largest craft. In the face of these facts, officially ascertained and recorded, and of the commercial history of the Delaware, one of the newspapers of New-York is in the habit of informing and repeating, with emphasis, to its willing or credulous readers, that the stream of our magnificent Delaware will not admit the pas sage of merchant ships of the first class and highest tonnage! I shall hereafter give you some account of our mercantile marine, and of the vessels which habitually sail from the port.

It thus appears that Philadelphia has convenient accommodations for a large marine, has a safe harbor, and an expan sive outlet to the ocean. Nothing but the absence of will on the part of her

Navigation of the Delaware-Coal Trade-Iron Manufacture. 589

merchants to appropriate these blessings in 1820, with 365 tons, will amount in' -nothing but a sluggish and censurable the present year to more than 4,500,000. indifference to the rarest natural advantages-nothing but the unmanly spirit which would tamely submit itself to a degrading and suicidal dependence on the shipping of New-York-can prevent the return, as their opposites effected the acquisition, of a remote as well as proximate, of a great as well as productive commerce. Shakespeare, with a stroke of his pen, thus indelibly engraves the decree of fate, or the deliberate award of mankind, as the result of inactivity:

"An active dwarf we do allowance give Before a sleeping giant."

But Philadelphia has not only a noble river, but the materials necessary to make it the avenue of a mighty com

merce.

Since the year 1845, the vessels employed in these shipments, at Richmond, have exceeded in number and capacity the whole foreign tonnage of New-York. Your town of Newcastle, in England, is said to enjoy from the coal business alone, a commerce second only to London itself. We may reasonably anticipate, from the increasing exports of that article from year to year, and the value of the return freights, that the suburb of Richmond, now three-quarters of a mile from the northern extremity of Philadelphia, will soon mingle with and form part of the metropolis itself. So long ago as 1837, the insurable interest in the coal trade, passing round Cape May, was estimated by Major Bache, upon competent data, to exceed $22,000,000 In order the more distinctly to show per annum. At that time the anthraher capacity to regain what she has lost, cite coal trade, concentrated on the Detwith additions proportioned to her aug. aware, had not arrived at a third of its mented numbers and larger capital, the present magnitude. Nor do I include in eye must be fixed on her history and the estimate of four and a half millions progress, while glancing at the elements of tons for the anthracite trade of the of trade within and around her. The current year, the western and northern genius of Philadelphia commerce should shipments of bituminous coals, which, be endowed with those faculties of past it is believed, will exceed the half of and future which are ascribed to the that quantity. If the supply from the double-faced Janus of antiquity; one to mines of Pennsylvania has risen in appropriate the rich and instructive lessons which a century and a half has revealed, that the other may secure that brilliant destiny which the illuminated record unfolds. Let us see how a survey of surrounding circumstances and the register of past experience will justify a favorable prediction in regard to her future career.

Pennsylvania possesses in her site one element of intrinsic superior.ty over all her sisters. She is the only state in the Union which has a navigable outlet to the Atlantic, a footing on the lakes, and a command of the western waters. Her controlling sceptre is admitted over the long line of the Ohio, by standing at its head, at Pittsburgh. But before I trace the advantages of this position in furnishing so many inlets to the vast reservoir of her external trade, so many tributaries to the expansive sea of her foreign commerce, permit me to take a rapid view of what her own territory supplies.

The resources of the state are surpassingly rich. The anthracite coal trade, which commenced by actual exportation

thirty years from 365 tons to nearly five millions annually, it is easy to calculate the ratio of future increase, and how soon, with the bituminons trade, it will equal that of the British dominions.

The iron manufacture of Pennsylvania, exposed as it is to perverse, and visited as it has been by adverse legislation, greatly transcends in amount of production that of all the other states of the Union. We exceed the product of manufacture in Russia and Sweden united, and go beyond that of all Germany. We produce more iron than France, and equal in magnitude the production of England, as her manufactures stood in the year 1820. It would be difficult to compute the value of this business to Pennsylvania if the manufacturer of iron had not to contend with the low rates of wages paid to the English laborer, while he is obliged to pay those which are prevalent in this country. An excellent mineral, and the means of working it, abound in surpassing quantities; but owing to the large capital required for the maintenance of the business, and the risks attending its pursuit,