and lighting of the said light upon the island of Devaar, there should be paid, in respect thereof, for every vessel belonging to the United Kingdom of Great Britain and Ireland (the same not belonging to Her Majesty, or being navigated wholly in ballast), and for every foreign vessel which by any Act of Parliament, Order in Council, Convention or Treaty, shall be privileged to enter the ports of the United Kingdom, upon paying the same duties of tonnage as are paid by British vessels, the same not being navigated wholly in ballast, which shall pass or derive benefit from the said light, that is, which shall arrive at or depart from any port or place in the bay or loch of Campbeltown, if the burden of the same shall not exceed fifty tons, sixpence, and if the same shall exceed fifty tons, for each additional fifty tons, or part of fifty tons, sixpence. And Her Majesty was further pleased to order and direct, by the said Order in Council, that in respect of the said light on Devaar, and in respect of another light in Loch Ryan, on the south side of the basin of the Clyde erected by the said Commissioners, there shall be paid by every vessel before described, and under the exemptions aforesaid, which shall navigate on a distinct voyage within the Great Basin of the Clyde, bounded by a line drawn from the Point of Corsewall to Glenarm in Ireland, on the south-east, and from another line drawn from the Mull of Kintyre to Fairhead, in Ireland, on the north-west, and on all other sides by the coasts of Ireland and Scotland surrounding the said Basin, a similar rate of toll to that above set forth, being at the rate of threepence for each of the said lights. Doable the said respective tolls for every foreign vessel not privileged as aforesaid. Provided always, that vessels arriving at or departing from any port or place within Loch Ryan, or within Campbeltown Loch, and paying the rates for such respective voyages, shall not in addition be liable in payment of the rates for navigating the Basin of the Clyde. The above rates are, by another Order in Council, declared to be subject to the following abatements on payment:Over-sea vessels, twenty-five per cent. By Order of the Board, Northern Lighthouse Office, Edinburgh, 1st June, 1854. Coasting vessels, ten per cent. THE PORT OF VARNA ON THE BLACK SEA. As a seaport, Varna might soon rival Odessa, if it had fair play. Placed on one of the bays that indent the western shore of the Black Sea, near the point at which the Balkan range terminates in a promontory, the port, or rather the road, although not protected from the east and southeast winds, is amply sheltered from north and northeast winds, the most dangerous that prevail in the Black Sea. The entrance of the bay is picturesque, for the two capes that form it and leave a passage of four miles and a half wide, are steep and rocky. Further in, the shores sink, and become quite level in the neighborhood of the city. It has been proposed to make a cutting, in order to connect the port with the lake of Denna, in which case it would become the safest refuge for vessels, and the most important point in the Black Sea. When the present Sultan visited Varna, in 1847, the plan was laid before him, but he seems to have been discouraged by the enormous estimates of some Turkish engineers. The cutting would only be a mile long, and there already exists a little stream, called by the natives Derse, which turns several mills. Occasionally boats are taken up from the sea for a pleasure party on the Lake. Along the banks of the Derse groups of women are constantly seen washing wool and carpets in the running water. It would only be necessary to deepen the channel that already exists, and an enormous fleet might find refuge in all weathers, in an inner basin, completely protected. Even as it is, the port of Varna is visited by a great number of vessels. Two years ago there were 430, one only of which was English. The year after there were only 272, of which eight were English, but last year there was a great increase. The Austrian steamers put into Varna twice a week, on their way to and fro between Constantinople and Galatz. They carry all kinds of merchandise-even cages of poultry, which cover the deck from end to end, to the great inconvenience of passengers. It is calculated that 200,000 fowls and 50,000,000 eggs are annually exported. In the year 1847, in which Commerce was remarkably active, the value of the articles exported from Varna was about £600,000, two-thirds of which sum were employed in the purchase of wheat and barley. The import trade, moreover, is by no means insignificant. From these facts it is evident that Varna is a most important point. It is the maritime capital of Bulgaria, just as Routchuk is the Danubian capital.-Dickens' Household Words. RAILROAD, CANAL, AND STEAMBOAT STATISTICS. THE CANALS AND OTHER PUBLIC WORKS OF NEW YORK. NUMBER II. THE CANALS AND RAILROADS OF THE STATE AS A DEPENDENT SYSTEM.* The canals and railroads of this State are arranged to penetrate the different sections of the interior, so as to form a system of improvements, the support of which renders them mutually dependent. The freighting business is chiefly performed by the former, while the travel is confined to the latter. The common highways of the country perform the local traffic of the interior, and carry the surplus to the railroad and minor water lines, which convey it to the districts of aggregate population and the main water lines, by means of which they can be carried to the seaboard and thence distributed to foreign marts. The natural water lines of the State are the Atlantic on the southeast, and the western lakes and the St. Lawrence along the northern and western borders. The Hudson River extends the navigation from the ocean along the eastern border to the center of the State, while Lake Champlain furnishes a navigation for more than one-third of its eastern length. The Cayuga, Seneca, and several smaller lakes lying in the interior of the State, are also navigable channels. The upper waters of the Hudson and the Mohawk penetrate the eastern part of the State, the Black River, the Oswego and Genesee Rivers penetrate the northern sections, the Delaware and Susquehanna the southern, and the Alleghany the southwestern sections of the State; and each furnish an imperfect navigation during a portion of the year. These natural water lines formed the first arteries of trade, and were subsequently connected by artificial lines, the completion of which constituted the present system of our canals. The main trunk of this system is the Erie Canal, occupying the valley of the Mohawk and the southern slopes of Lake Ontario, running east and west, nearly through the center of the State, and connecting the chain of western lakes with the navigable waters of the Hudson. The Chenango Canal, occupying the valley of the river of that name, running from the southern border of the State, northward, connects the waters of the Susquehanna with the Erie Canal, near the middle of the State. The Black River Canal (nearly completed) extends from the navigable waters of that river, and connects with the Erie Canal near the outlet of the Chenango. The Oswego Canal connects the most easterly harbor in the chain of great lakes with the Erie Canal at the center of the State, and forms the shortest line between the most easterly of those lakes and tide-water. The Cayuga and Seneca Canal connects the Erie with the lakes of those names, and by means of the Chemung Canal, extends the navigation to the Susquehanna. The Crooked Lake Canal completes the navigation between the lake of thať name and the Seneca. The Genesee Valley Canal (nearly completed,) occupying the valley of that river, running south nearly to the southern borders of the State, connects the Alleghany River with the Erie Canal, about one hundred miles east of Lake Erie. The Champlain Canal constitutes an independent route, extending the navigation of the Hudson to Lake Champlain, and thence by the improvement of its outlet to the St. Lawrence, in the province of Canada. All of the above mentioned canals have been constructed by the State. The Delaware and Hudson Canal, extending from the Hudson at the mouth of the Rondout, to the Lackawaxen, a branch of the Delaware, was constructed by an incorporated company, for the purpose of conveying the anthracite coal of Pennsylvania to the New York market. The system of railroads consists of three trunk lines running east and west, through the northern, central, and southern sections of the State. For number one of this series of papers, by WM. J. MCALPINE, see Merchants' Magazine for July, 1854, (vol. xxxi., pages 123-126.) In that number Mr. McALPINE gives a sketch of the progress of internal improvements in the State. The Northern Railroad extends from the upper end of the St. Lawrence to the foot of Lake Champlain, from which continue several lines southerly to the city of New York, and easterly through the New England States. The Central, with the Hudson River Railroad, extends from Lake Erie to New York, running through the central and eastern portions of the State, occupying the southern slope of Lake Ontario and the valleys of the Mohawk and the Hudson. Three branch lines extend from the western division, southeasterly, and connect with the New York and Erie Railroad. A tributary road is extended from Lake Ontario, south, through the valley of the Oswego River, and connects with the main line near the center of the State. Another tributary extends from the head of the St. Lawrence River, southerly, along the eastern slopes of Lake Ontario to the main line at the sources of the Mohawk. A third tributary extends up the Hudson River valley to Lake Champlain, by two lines, and thence through Vermont to Upper Canada. connecting with the northern line at the north end of Lake Champlain. The New York and Erie Railroad extends from Lake Erie to the city of New York, through the southern tier of counties, occupying so much of the valleys of the Alleghany, Susquehanna, and Delaware, as run east and west. Three tributary roads extend from the Niagara River through the central and western portions of the State, and enter the main line on its western section. Two of the tributary roads from the bituminous and anthracite coal fields of Pennsylvania, enter it on the south. The following table furnishes the length of each of these water and railroad lines :— LENGTH OF NAVIGATION ON THE ATLANTIC AND LAKE COAST, BY THE LAKES, RIVERS, and CANALS, AND THE LENGTH OF COMPLETED RAILROAD LINES IN THE STATE OF NEW YORK. It will be observed that every portion of the State is penetrated by these railroad and navigable water lines, except a section lying at the sources of the Delaware, Susquehanna, and Mohawk, and another section at the sources of several small streams emptying into the St. Lawrence, Hudson, and Mohawk. The lengths of these lines are as follows: Of coast navigation on the Atlantic and great lakes.... Of navigable rivers and minor lakes.. Of canals and improved water channels, including those in progress.. Of railroads completed. Of railroads in progress .....miles. 745 451 997 2,432 1,000 5,625 This gives an average of nearly three miles square for each mile in length of railroad and water lines within the State. BROOKLYN CITY RAILROADS. Eight cars were put upon the new city railroad tracks in Brooklyn, on the 1st of July, 1854, and run over all the routes as far as completed. Runs were made on the Sand-street, Myrtle Avenue, Fulton Avenue, and Court-street routes; and with the exception of some trifling defects at the curves, everything was found to work remarkably well. Brooklyn now has railroads running all over the city, for the accommodation of its sensible and intelligent citizens. THE RAILROADS OF CONNECTICUT IN 1853-54. We have received the first Annual Report of the General Railway Commissioners of this State, made to the Legislature in pursuance of the requirements of an act passed in 1853. The return embraces the operations of the roads for the year 1853-4. The duties of the Commission are to visit each road as often as expedient; to inspect the furniture, rolling stock, buildings, &c.; to inquire whether roads are managed according to law and with safety and convenience to the public. We copy below, in a tabular form, an abstract of the leading facts, showing the result of the year's operation. These tabular statements are of great value to those who wish to compare the operations of the different roads of the States; and we hope that the Legislatures of each State in the Union will have collected and made public all such facts as have any bearing upon the present or prospective value of the different roads. The following is the table : Name of road. trains. trains. miles run. in cars. one mile. dise. Norwich and Worcester. 131,778 146,159 277,939 210,626 5,953,511 90,250 16,902,897 25,441,733 Av. 36,937 3,283,354 1,723,867 1,004,052 653,114 8,637,822 147,717 Cost of cost per cars per p. mile run run. mile run. by trains. $0 15 $0 12 $0.11 New York, Providence, & Boston. 100,000 *151,968 *231,963 218,722 8,202,100 47,160 0 19 0 22 0 30 *0 72 $1.15 1 23 New London, Willimantic, & Palmer 60,096 41,316 101,412 130,742 1,960,000 35,650 0 13 0 05 0 12 0 67 1 26 New Haven & New London... 93,000 93,000 164,767 4,137,600 *10,000 0 18 0 07 *0 12 0 60 1 03 Hartford, Providence, & Fishkill. 26,170 30,710 56,881 144,078 1,933.010 42,356 0 13 0 15 0 13 0 70 1 72 New Haven, Hartford, & Springfield 282,394 30,555 312,949 510,330 14,245.092 160,000 0 18 0 12 022 0.97 2. 04 New Haven & North Hampton 59,783 35,665 95,748 94,782 3,532,600 *55,275 0.08 0 11 0 11 064 1 39 New Haven & New York 412,042 90,284 502,326 1,148,437 40,248,208 70,000 0 20 0 13 0 16 1 04 1 91 Naugatuck 48,048 70,840 118,880 189,026 4,725,625 79,759 0 15 0 18 0 22 074 2.07 Housatonic 108,748 157,154 265,903 *312,583 *8,900,000 *67,480 0 17 0 15 016 075 1 22 Danbury & Norwalk. 20,586 14,447 35,040 78,895 802,286 12,811 0 15 008 0 21 0.80 1 39 Southbridge & Blackstone. |