other quarters. In the progress of population The committee cannot close their labors the road will be extended further, and still without referring to a principle which has further to the westward, until, in less than a been lately resorted to in many quarters in generation, it is no chimera to suppose it with the construction of railroads, and which has a terminus upon the Pacific, and conducting been recommended with much unanimity in the commerce of the two hemispheres! The both of the conventions which have assembled grand conception of such a road is worthy of in New Orleans. The principle is thus stated America; and judging from the great conven- in the report of Mr. Robb: tions that have been held in its advocacy, it is an idea that has taken too deep hold upon the public mind ever to be eradicated.

"Resolved, That a memorial be presented to the legislature of this state, praying the passage of an act providing substantially as lows, viz.:

1

The Jackson road, on the other hand, in seeking to connect us with the northwestern That the several municipal councils of the states and the great lakes, and with New- city of New-Orleans, and the police juries of England and the north, through the North- the respective parishes situated on the line of Alabama, Tennessee, and Virginia improve- the road, be empowered to levy a special tax ments, is another great work entirely worthy on the real estate lying within their respecof New-Orleans. This road will greatly tive limits, to be called the New Orleans and facilitate, cheapen, and render safe travel in Jackson Railroad tax; provided that no ordieither direction, as will appear from the fol-nance thus passed shall be binding until aplowing statistics:

proved by a majority of the legal voters of the locality, at a special election called for that purpose, and that the tax thus paid by any individual shall entitle him to an equal Miles. amount of stock in the company."

212

This principle has been resorted to in Ken322 tucky, parts of Ohio, Tennessee, Mississippi, the city of Mobile, &c, with more or less 452 modification, and the legality and constitu600 tionality of it has been sustained in an elab770 orate decision in the Supreme Court of Kentucky, (Talbot vs. Dent, 9 B. Monroe's Reports, pp. 536, 538. 1849.) The case, decides:

1000

(Thirty-six hours.) No grades or inclinations exceeding fifteen feet per mile, nor curves of less radii than 10,000 feet, equal nearly to level and straight. (Ranney.)

"1. The legislature have constitutional authority to grant to town corporations power to tax the property of towns or cities, for the construction of works of internal improvement, for facility of access to, and transportation to and from the town or city. 8 Leigh's Rep. 120; 15 Con. Rep. 475; Ten. Sup. Court. A railroad to a city is such a work.

"2. Taxation by a local corporation for a lo cal purpose, and tending to promote the local prosperity, is within the scope of the corporate powers of city corporations, when sanctioned by the legislative authority, though not consented to by each individual to be affected thereby; the will of a majority is to govern when it is referred to the decision of those to be affected."

It throws upon real estate the onus of those The advantages of such a principle are these: improvements which most certainly and speedily are felt by it in an appreciation of value. 3.-WESTERN, TEXAS, AND CALIFORNIA ROUTE. It causes all such property to contribute Miles, (River.) equally; and by the distribution of stock into From New-Orleans to Plaquemine..... 60 small parcels, gives the whole community a 110 direct and practical interest in the results of Sabine River.... 210 railroad improvements, and thus insures greatPaso del Norte... 710 er vigilance and responsibility. It renders Gulf of California.1350 railroads practicable in quarters where, from A distance to be attained in sixty hours, as the obstinacy or ignorance of the largest prothere are no snows to be encountered, nor prietors, they otherwise would not be, and reheavy grades. moves from the enterprising the necessity of

66

Opelousas..

being at the whole expense of improvements of steamers built on western waters, from greatly advantageous to the whole public in 1830 to 1847, says Mr. Burke, in his Report the long run, though, perhaps, immediately to Congress on "Boiler Explosions," is 1,915. unprofitable. It is more unexceptionable than The losses by explosions alone amount, accordmethods of state and corporation loans, or ing to the returns, (admitted to be altogether pledged credits, and does not trench upon any imperfect,) during the same period, to 198, or principle whose inviolability is essential; since, about 10 per cent. under proper regulation and limitation, there will be little or no chance of abuse. In the southwest, the large majority are land proprietors, and must tax themselves at the same time, and in the same proportion, that they tax others; and men are not generally so fond of the tax-collector, that they will willingly and rashly adventure themselves within reach of his rapacious hands. Under this system, property will be altogether as safe and well guarded as under republican institutions in general.

Finally, fellow-citizens, the time has come for us to be astir in the great movements of the age, and let us meet together in one general convention for an exchange of views and plans; for a combination of these, where it is practicable; for a wider co-operation and a more generous rivalry; and for heartily pledging each other a bold, vigorous and sustained effort throughout all the future, in developing our resources and our power, and in strengthening the bonds of fraternity and of concord between us. New-Orleans invites you here, and, in the awakening spirit of enterprise throughout her limits, tells you that she is in heart with you, and will do her whole duty.

APPENDIX 2.-PUBLIC LANDS FOR INTERNAL IMPROVEMENTS.-Government, by virtue of its proprietary, being benefited by the construction of roads, has pursued, to some extent, the liberal system of donating alternate sections, &c., in their aid. In the last two or three years many splendid donations have been made, particularly to the Central Road of Illinois, and the Mobile and Ohio road. The whole amount donated in this way, up to 1847, was 6,693,781 acres, which has since been swelled to ten or twelve millions. The aid to be obtained from public lands for railroads is special to the southern and western states, and is an element of immense consideration.

APPENDIX 3.-RAILROAD PROGRESS IN THE WORLD.-The total amount of railroads now opened in Great Britain (1851) is between six and seven thousand miles. The total miles in the world, in 1849, was 18,656, having cost nearly $2,000,000,000. It is estimated there were at the same time, in progress of construction, a further extent of 7,829 miles, the cost of which, when completed, would be £146,750,000. Thus, when these latter lines shall have been brought into operation, the population of Europe and the United States (for it is there only that railways have made any APPENDIX 1.—INSECURITIES AND LOSSES ON progress) will have completed, within the peWESTERN STEAMERS.-Such has been the riod of less than a quarter of a century, 26,frightful loss of life within the past few years, 485 miles of railway-that is to say, a greatand the enormous loss of property on western er length than would completely surround the rivers, and so hopeless appears to be the case globe, at a cost of about £500,000,000 sterof all remedy, that almost any possible modeling. To accomplish this stupendous work, of communication would be at once preferred. human industry must have appropriated, out Public confidence has been shaken in the of its annual savings, £20,000,000 sterling for whole system of western boating, and men twenty-five successive years! Of this prodibegin to feel that the chances of the bat- gious investment the small spot of the globe tle-field might rather be encountered than which we inhabit has had a share, which will these. Nothing is safe, nothing secure. We lie down at night upon a volcano, which, in an instant, may hurl death and destruction in our midst. It is idle then to say that railroads cannot compete with steam upon these rivers. Upon their very banks the travel, and much of the trade, would be at once taken off by

such roads.

Mr. Chambers, of St. Louis, furnished a year or two ago the list of steamboat accidents in twelve months, which showed 59 steamers, or more than one a week, destroyed; 245 lives, and $590,000 property, exclusively of personal effects. This was a favorable year, as the loss of life has since reached 500 or more. The dreadful experience of New-Orleans is in confirmation. How frequently, within the last few months, has the work of death been consummated at our levees. The whole number

form not the least striking fact in our history. Of the total length of railways in actual operation in all parts of the globe, 27 miles in every 100 are in the United Kingdom! But the proportion of the entire amount of railway capital contributed by British industry is even more remarkable. It appears that of the entire amount of capital expended on the railways of the world, £54 in every £100, and of the capital to be expended on those in progress, £58 in every £100, are appropriated to British railways!

In about twenty years there have been constructed nearly 7,000 miles of railroad in the United States, and those in progress will probably swell the amount 10,000 mil es The amount expended already reaches $200, 000,000. Of these roads 1,000 miles cent re at the city of Boston, and required an outlay

of $49,221,400. Our whole public works constructed, including every description in the same time, would perhaps reach $500,000,000. Great Britain, meanwhile, has built 5,000 miles, at a cost of $550,000,000, and projects 4,000 additional miles, swelling the aggregate to $1,000,000,000. Her great northwestern road, 428 miles in length, exhausted $104,000,000 in its construction, sufficient to build our way from ocean to ocean. France has expended $137,000,000, Germany $168,000,000, Holland $39,000,000, and even Russia, despotic Russia, is on her way with three stupendous routes, from St. Petersburg to Warsaw and Cracow, to Moscow, to Odessa, to connect the Volga and the Duna! The passengers increased on British roads from 23,466,896 in 1843, to 57,965,070 in 1848, or more than double, and the receipts from them in the last period were £5,720,382, or about $30,000,000. The total receipts from passengers and goods had augmented in six years from £4,535,189 to £9,933,551, or from 20 to $50,000,000. The average cost per mile of British railways is £56,915, or $275,000, the Blackwall road having cost nearly $1,500,000 per mile! Her locomotives have reached 67, and, in one instance, 70 miles the hour; the average loss of life being, in 1847, 1 out of 2,887,053 passengers carried, and in 1848, 1 in 6,428,000; the German roads giving only 1 in 25,000,000!

saving in sea distance is estimated at 1,700 miles, in making the trip from New Orleans to San Francisco; the distances being stated at 5,000 miles from New-Orleans to San Francisco, by way of Panama, and as being only 3,300 by way of Tehuantepec; and being from New-York to San Francisco, by way of Panama, 5,858 miles, and by way of Tehuantepec only 4,744 miles-being a saving by Tehuantepec, of 1,100 miles. This immense difference in the sea distances, other things being equal, would seem to be conclusive in favor of the Tehuantepec route. But by the construction, in connection with this Tehuantepec route, of a railroad across the Peninsula of Florida, a still greater saving of sea distance would be made in the distance from New-York. These two projects of constructing railroads across the Isthmus of Tehuantepec of 135 miles, and saving 1,700 miles in the passage to San Francisco, and across the Peninsula of Florida, 135 miles, and saving 1,000miles in the passage to New-York and Europe, would be achievements in the progress of communication worthy of the spirit of the age, and of the consideration of the people of New-Orleans and the Memphis Convention. These connections made, and you will see that New-Orleans would become the great centre of trade and commerce of a continent. Without the Tehuantepec route New-Orleans is left far to the northward of the great stream of trade and commerce tending toward the Pacific. Without the railroad across the Peninsula of Florida, the steamships connecting between New-York and Tehuantepec or Panama will be com pelled to leave her to the northward, or lose several hundred miles; while, with both these roads constructed, (and the Florida route is estimated at less than $1,000,000,) she becomes the great central point of the commerce of two oceans. It is a magnificent idea to dwell upon, that, by the construction of 270 miles of railroad, New-York and San Francisco are brought within 4,300 miles of each other, and New-Orleans within 3,000 miles; thus cutting off nearly 10,000 miles of the voyage round Cape Horn. And it will not be deemed an extravagant supposition, that, when constructed, 20 days will suffice to reach San Francisco from NewYork, and 16 days from New-Orleans.

APPENDIX 4.-TEHUANTEPEC AND FLORIDA PENINSULA RAILROADS.-The project of a railroad across the Isthmus of Tehuantepec is one in which the people of the whole south and west have a direct and practical interest, higher than that of other sections of the Union. Though temporarily suspended by the difficulties interposed on the part of Mexico, the work should not be allowed to rest, but every effort, consistent with peace and good will towards Mexico, should be brought in requisition to carry it through. The road will, practically, make the Gulf of Mexico and the cities upon it the basis of future operations in the Pacific, until some overland communication through the continent has been achieved. The Florida Peninsula road is also one of great interest, and should be properly represented in the proposed convention. In Florida it has been advocated with much zeal, and a citizen of that state, (Mr. Fairbanks,) in De Bow's Review, connects it inseparably APPENDIX 5.-WESTERN CANALS.-Whilst with the Tehuantepec. We give an extract: referring to the processes by which trade is "The Tehuantepec route is 135 (160 or being carried on with the western states to 170) miles in length, and is as practicable, the east, we neglected to refer to the numerso far as cost and time of construction are ous canals now in successful operation. In concerned, as that to Panama. The ad- addition to the Great Erie, there arevantage offered by the Tehuantepec route, 1. Illinois and Michigan Canal, 96 miles to compensate for its increased length, is long, 60 feet wide, and 6 feet deep; locks 17; the saving of sea distances from each direc- total lockage, 158. feet. It connects the tion to its termini on the Gulf and Pacific, Chicago, which empties into Lake Michigan, being 1,200 miles north of Panama. This with the Illinois, at La Salle, 213 miles from

the Mississippi. The Illinois is navigable all | WESTERN, AT NEW-ORLEANS, 1852.-Delegates the year in flat-boats, and 4 months by steam present from twelve states. (the ice season being excluded.)

2. Wabash and Erie Canal.-This extends from Lafayette, about 378 miles above the Wabash mouth, where it enters the Ohio, to Toledo on the Maumee, adjacent to Lake Erie, and is 187 miles long. It is intended to complete the canal from Lafayette to the Ohio river. At a place called Junction this

canal intersects the Miami Canal from Cincinnati. It is probable the Wabash and Erie Canal is now complete to Terre Haute, on the Wabash. The Muskingum Improvement. extends to the Muskingum River, at or near Zanesville, and is 91 miles long.

3. Sandy and Beaver Canal, connecting the Beaver River with the lake from the Ohio 4. Mahoning Canal, being a cross canal of 83 miles long. There is a canal called the Beaver and Erie, 136 miles long, connecting with the Ohio 28 miles below Pittsburg. The connection with Lake Ontario is by the Welland Canal in Canada, and with Ontario and Champlain by the NewYork canals. The points of union of those canals, then, with the Mississippi, are as follows: mouth of Illinois on the Mississippi, 40 miles above St. Louis; mouth of Wabash on the Ohio, 130 miles from the Mississippi; Cincinnati on the Ohio, 550 miles from the Mississippi; Portsmouth on the Ohio, 589 miles from Mississippi; mouth of the mocking on the Ohio, 756 miles from Mississippi; Marietta on the Ohio, 783 miles from Mississippi; at mouth Little Beaver on the Ohio, 924 miles from Mississippi.

Ex-Gov. ALEX. MOUTON, of La, President. Vice-Presidents-C. S. Tarpley, Mississip pi; Joseph Forsyth, Florida; Gen. Lucius C. Polk, Tennessee; William N. Burwell, Virginia; Amos Morrill, Texas; H. Chouteau, Missouri; P. P. Parham, Alabama; J. N. Beadles, Kentucky; Judge James Campbell, Louisiana; Absalom Fowler, Arkansas.

Secretaries-John Calhoun, Victor Wiltz, Louisiana; R. C. Farreley, Arkansas; John Duncan, Mississippi.

Mr. James Robb, of Louisiana, Chairman of the Committee on Ways and Means, stated that the report of that committtee was not yet finished, but, with the consent of the Convention, he would give an outline of the same, verbally, and furnish the written report at a subsequent meeting. Having addressed the Convention, he offered the following resolutions on behalf of said committee, which were adopted by the vote of every state represented in the Convention :

Resolved, That the great system of internal communication by railroads through the southern and southwestern states, is an object of such importance as to justify and require a liberal application of the resources of the states interested in these works.

Resolved, That the voluntary subscriptions of private individuals are inadequate to the accomplishment of works of such magnitude.

Resolved, That public lands in the western and southwestern states of this Union ought to be liberally appropriated to the objects now proposed, and that this appropriation ought to be made by a general law, applicable within proper restrictions to all the railroad enterprises in which the people of the west and southwest are interested.

4. The State of Wisconsin is now connecting the Fox and Wisconsin Rivers, which empty into the Mississippi and the lakes, by a canal of very short length. An exchange remarks:-" The above bids fair to become one of the most important public improvements ever made in the United States. The connecting the great lakes and the Mississippi River by a route navigable by steamers, must form an era, even in our present advanced state of internal communication. A boat may then load at Buffalo for the Falls of St. Anthony, the Yellowstone, or New-Orleans. The products of the great Mississippi valley will have a direct and cheap route to the Resolved, That it is the right of the people Atlantic cities by way of the lakes. Emi- whenever they may deem it proper, to subgrants may then embark at Buffalo or Os- scribe through their municipal and parochial wego, and be carried by the same steamer to corporations for the stock of railroads calcu the spot where they wish to settle. A new lated to advance their interests, and that the impulse will be given to the commerce of the legislatures of the different states ought, by country, and the bonds of our Union made the stronger by the opening of this new route, which is soon to rival all other artificial lines of water communication opened in this country.

Resolved, That the great additional value given to public lands by railroads passing in their neighborhood, and the augmented revenues derived by the government from the increased population and wealth which result directly from such works, render it peculiarly proper and equitable that the general gov ernment, which shares in the benefit, should contribute by grants of land to the cost of such works.

RAILROAD

law, to authorize their cities, parishes, and counties to make such subscription when desired by the respective inhabitants.

Resolved, That the resources for the payment of such subscriptions when made, ought to be derived from taxes levied on landed proCONVENTION-SOUTH-perty, inasmuch as that species of property is,

2. The Southwestern National Railroad, from Washington City to New Orleans, passing through the states of Virginia, Tennessee, Alabama, Mississippi, and Louisiana; constituting the shortest practicable line of mail and travel transit, and consisting of the following continuous sections now under construction, to Resolved, That, as the sense of this Conwit: the Richmond and Lynchburg Railroad, vention, a railway and water communication the Virginia and Tennessee Road, the Georgia | across the Isthmus of Tehuantepec is of naand Alabama Road, the Alabama and Ten- tional importance, and especially so to the nessee River Road, the Selma and Jackson whole southwest. Road, the New-Orleans and Jackson Road.