Average

miles

booked.

No. carried

one mile.

miles

tons.

Miles

per ton.

moving dwellings out of it by means of railroads, have produced the vast increase of 81 per cent. in the adjoining towns, which have for the first time exceeded the proportionate increase of Boston, great as that increase has been. It is to be observed that the radius of the circle round Boston, within which half the population of the State is situated, is constantly contracting. It was 35 miles from Boston in 1790, and 29 miles in 1840 ; the completion of the present census will show a still further contraction. The effect of railroads eminently to facilitate this contraction within certain distances, and they probably are embraced within the average distances which goods and passengers travel upon railroads. It is to be regretted that more particular returns are not made of the railroad traffic in all sections of the country, with the view to ascertain the immense changes which are being wrought upon values and property through their operation. The returns of the Massachusetts roads are the most perfect, and the results drawn from the movement of passengers and goods, show not only that the distances which they average are very much smaller than is generally supposed, but are constantly decreasing. Thus, if we take the Massachusetts railroads in the aggregate, we find with a great and rapid increase in the numbers of passengers and tons exported, a continually decreasing average distance, as follows:Miles Passengers

Averago Freight in operation 1846....545....3,990,318... 81,250,809....20....1,329,944.... 40,634,070...30,5 1847.... 691....5,556,576...103,037,484.... 18....1,769,332.... 66,187,617...37,5 1848....846....7,293,777...126,371,239.... 17....1,958,331.... 67,021,613...34,2 1849....992.... 8,742,579...144,307,269.... 16.... 2,167,757 ....70,858,225...32,7 While the number of passengers entered upon the books has considerably more than doubled, the average distance to which they are transported has diminished one-fifth-viz., from 20 to 16 miles each. In relation to freight, the same general feature is apparent, but in a less marked degree. The result is varied by the extraordinary circumstances of the year 1847, in which an unusual quantity of farm produce sought the sea-board, by every possible channel, regardless of expense, on its way to Europe, where exorbitant prices remunerated every means of transport. The large proportion of this produce which came from the west over the W tern Railroad, raised the average distance to which freight was transported in that year 7 per cent. Since then the average is, like that of passengers, diminishing, It would seem to be the case that the proportion of way passengers on the Western road is greater than that of way freights; although both increase in a manner to show the proportion to which business aggregates along the line of a road in comparison with its through business. The business of the Western road, which connects Boston with the New-York line of roads, as compared with all the other railroads of New-England, is as follows: LVERAGE DISTANCE TRAVELED BY GOODS AND PASSENGERS ON THE MASSACHUSETTS, WESTERN, AND OTHER RAILROADS OF THAT STATE. 1846

1848

1849 Western, length. 155.

155.

155 All others ..390..

691..

837 Passengers on Western road..5.39..

46.0.
49.0..

48.0 on all other....... 17.6..

16.4..
15.0..

14.9 Goods on Western......... ,94.0...

102.
.92.0..

..92.0 on other

21.0
25.0.
.25.0.

24.0 Western and other, pass'grs, 20.0.

18.05..

17.2

........ 16.05 goods........30.5. ..37.04............34.2.

-... 32.7

1847 .155

....526..

Thus while the length of all the other railroads of Massachusetts more than doubled, the distance traveled by each passenger diminished from 17.6 to 14.9 miles, or nearly 3 miles each, and the distance of goods nearly maintained itself. On the Western road the average distance of all passengers is nearly one-third its length. On the others it is less than two per cent. of the aggregate length. This arises from the fact that a larger portion of the western business is through travel, but it seems on that road, as on all, that the local business built up on the line of the road, is rapidly reducing the proportion. The goods carried on the Western have diminished 10 miles in average distance since 1847; although the whole quantity carried is the same in 1849 as in 1847. These are very remarkable results, and indicate very clearly the rapidity with which cheap and prompt intercourse develops local business--the whole showing a tendency to concentrate at the commercial emporium. Thus a long road on its first construction carries passengers through between its most distant points, but gradually lateral connections are formed—tributary channels find their way from sections on either side-depots spring up, and, more especially in a new country, a constantly increasing amount of freight pours down upon the road, diminishing the proportion which the through freight bears to the whole sum, even although that portion of the business also increases in magnitude. The expenses of the week in the same manner diminish in proportion to its revenue; because through the accessions of way travel, the vehicles become more completely loaded—the engines are taxed to an extent nearer their capacities without much increase in expense. The road-bed becoming more settled and firm, requires annually less outlay to rectify those derangements which at first occur by reason of the unequal manner in which the embankments solidify. The cost of the repairs of the permanent way gradually diminishes for the first few years, until through the dilapidation of rails by wear, they require to be renewed. The rolling stock probably undergoes each year as much repair as keeps it as good as new, and this one year with another will not much vary. The expenses of a long road are also in proportion much less than a short one, because the same stock and agents which are on duty to run 150 miles, may run double the distance with very little increase of expense, and the increased distance brings in by way travel a larger addition to the revenue. Where the number of trains and engines or their speed is increased, a direct addition is made to the expense, and it becomes matter of nice calculation in a management to decide how many trains shall run on a given track, and at what rates to produce the greatest net profit. Too few trains will not accommodate the public, and too many will damage profits. The gross profits of a company are made up from an aggre. gate of small profits, and therefore by judiciously diminishing the profit derived from each single passenger, the total profits from the aggregate traffic may be enhanced. Thus to recur again to the Western road for an example:

Thus the receipts of 1849 exceeded that of 1846 by 465,394, cr rather more than 50 per cent., while the expenses increased but $175,000, or but about 42 per cent., or in other words, the revenue increased 31 cents per mile, and the expense 9 cents per mile. The rate of fair and freights may be so fixed as to afford a maximum profit, being at such a point as the greatest number of tons and passengers may be procured at the greatest individual profit, and the stock so promptly and judiciously worked as to serve this business at the minimum expense. This latter point requires that the exact cost of transporting every kind of freight and passage service should be accurately known—what description of vehicles each requires at what rate of speed each must move, and the number of stoppages requisite. The number of stoppages and rate of speed enter largely into the cost of the motive power and maintenance of stock, and the aggregate speed depends more upon the number of stoppages, than upon the general traveling speed. It would seem also to be the case from the diminishing average distance traveled by both goods and persons, that the general tendency upon a road is to increase the number of stoppages. In a country so progressive as this, the traffic of roads is constantly changing in its nature, and requires constant vigilance and the exercise of prompt skill to meet continually recurring exigencies.

The general results shown in relation to the aggregate prosperity of the whole country, that even although the immense sums expended upon these means of communication should be entirely lost, or, in other words, profitless in respect of dividends, the national wealth and its just distribution would be promoted by the operation. But this loss cannot take place, because the very prosperity developed by the works is shared by them as a necessary consequence of their operation. The multiplied value and activity of industry which they stimulate reflect upon them the general prosperity in an ever increasing ratio. Railway economy is yet in its infancy, and as it progresses, the works as instruments of travel become under the able management of experienced men, not only better adapted to the wants of the public, but financially more within the control of economic calculations. Rates of freight and fares become more nicely adjusted to the proportionate expense of each description of traffic and distances of travel, and the great object of equalizing expense of transport between distant points approximate. The collateral benefits of railroads were to a considerable extent borne in mind in the undertaking of those great works, the Erie and the Hudson River, under the direction respectively of those public-spirited men, Benjamin Loder and James Boorman. The amount of money already expended upon these two works is over 20 millions, and, as we have partly seen, the citizens of New-York have more than realized the whole sum by the advantages they have developed, and they are yet far from that state of completeness which will display the whole scope of their usefulness. In the case of the Hudson River road, it was supposed that the winter months would be the season of its great travel. Experience has already found that the season of navigation--when river competition is most active, will exhibit the greatest activity upon the road.

THE FIRST BATTLE OF JEAN BART.

TRANSLATED FROM THE TRENCH BY JUVENIS.

That part of the eastern coast of England, which forms the boundary of the county of Essex, runs north and south from the mouth of the Thames, to the confluence of the rivers Stour and Orvel, where they empty into the ocean near the high lands of Harwich, which afford a good anchorage for vessels in westerly and south-westerly gales.

On the 30th day of July, 1666, a period of war between the English and Dutch, the fleet of the United Provinces, consisting of sixty ships of war and eleven fire-ships, was at anchor there, under the command of Michael Adrianz de Ruyter, Lieutenant-Admiral-General. The English fleet, commanded by Admiral Monk and Prince Robert, composed of seventy-six vessels, without counting the fire-ships and light-boats, was anchored near Queensborough, leaving a distance of about twenty leagues between the hostile fleets, both of which were waiting for a favorable time to commence the combat.

A light breeze from the south-west was blowing, and the feet of the United Provinces lay in good order, divided into three squadrons. De Ruyter commanded the center, and had under his orders the other twothat of Rear-Admiral Siveers with the ships of the College of Amsterdam, and that of Captain Govert Hoen, formed of vessels from the north. The sea was perfectly calm and spread itself out like an immense lake to the English coast, which, shaded by tufted oaks, and covered with rich crops, gilded by the rays of a summer's sun, together with the numerous little white cottages, with their red roofs, all clearly visible to the naked eye, presented a beautiful appearance.

De Ruyter intending at first to make a descent on the port of Harwich, had selected his anchorage near it, but having learned that the passes of that harbor had been newly fortified, he had renounced that project, and was waiting until the English fleet should leave the Thames, that he might then draw out from his position and give battle in the open sea.

The spectacle which this immense number of vessels at anchor afforded, was as singular as it was magnificent; it appeared like a great city of floating houses, and the liquid streets were swarming with small barges and boats. In the center, above all the others, towered up the eighty-gun ship, the Sept-Provinces, on which De Ruyter had placed his admiral's flag. This was considered the most splendid ship of the Hollander's navy, and merited its reputation by its superior sailing qualities, and its immense castlelike cabin, which was most profusely sculptured, and after being carried to an extraordinary height, was surmounted by three enormous lanterns of gilded bronze, so that the crown work was raised to a height equal to two-thirds that of the mainmast. Indeed, she presented a most majestic appearance, and no one could look at this mass of wood and iron which reared itself above the water like a gigantic tower, without profound

admiration. On the mizen-mast floated the flag of the States-General; its design was a golden lion, holding in his right paw a silver sabre, and in his left a bundle of seven golden arrows, pointed and plumed with blue; and at the head of the main-mast was seen the flag of Holland with its triple stripes of orange, white, and blue. At about eight o'clock in the morning, the soldier on guard hailed a caravelle which, with all sail spread, was making directly towards the admiral.

"FRANCE, and a message from the Governor of Calais," replied they, in tolerable Dutch, the little vessel still approaching.

"Pass to the starboard," cried out the soldier. Hardly had he given the order when the caravelle, lowering her sails, came up to the ladder of the immense vessel whose bulwarks shot over the top-mast of the little boat.

A Hollandais officer approaching, threw them some ropes to aid them in ascending the ladder, and shortly three French gentlemen of distinction, M. M. de Harcourt, De Cavoye and De Coislin, found themselves on the deck of the "Sept-Provinces," preceded by the hero of our story, Jean Bart, who, more nimble and accustomed to marine gymnastics, had mounted in three leaps.

The figures and apparel of these gentlemen had undergone a wonderful alteration during their passage through the rough salt waves of the Channel, in an open boat. Their faces were pale and haggard; their wigs, feathers and ribbons drenched with water, and although the sun was quite high, they were shaking with cold. The officer received the three friends, and conducted them to the admiral. Jean Bart, who, with his hands thrust into the capacious pockets of his breeches, was examining, with admiration, the ornaments of the vessel, overheard the officer ask the gentlemen to follow him, when, without further ceremony than taking off his hat, he passed directly before them up to the officer, saying "It is me, sir, whom you should conduct to the admiral.”

"What does that man want?" asked the Hollander, greatly astonished at the young sailor's presumption.

"I wish to see the admiral, and take to him my three passengers, for I am the captain of the caravelle," replied Jean, with the cool, resolute air to which he appeared so accustomed.

The officer looked at him with surprise without saying a word.

"Ah!" said Cavoye, "you can believe him, sir, he is really our captain, and moreover a good sailor. I am pleased to have met with him. But, ma foi! we wish no more navigation of that sort-we have been in a perpetual sea-bath since starting; what he says is true, though, he brought us here-and upon my word he is a skillful pilot, notwithstanding his youth-so do as he demands, sir, it is right."

The Hollander again measured Jean, with a look of astonishment and said in a tone of raillery "Follow me then, my lord captain." Jean thrusting his hands again into his pockets, followed the officer, at the same time eagerly examining the beautiful ship. When they arrived at the poop, Coislin approached the officer, and said in a low voice," Monsieur, would it not be better to notify the admiral of our arrival, and ask if he can receive us, that in the meanwhile we may have a chance to dress ourselves in a decent manner to appear before his excellency?"

"Oh! gentlemen," said the officer, laughing, "the admiral does not