We also went to Salem, and met a number of "Friends" who were abolitionists, and who appeared desirous to embrace every suitable opportunity of promoting the cause.
Salem is a city of about fourteen thousand inhabitants, and I was told that the number of its population who went and returned to and from Boston, a distance of fourteen miles, weekly, was about five hundred—a striking proof of the locomotive energy of the Americans. Their gratification, in this respect, has been much facilitated of late by the rapid extension of railways. These, with few exceptions, are by no means so completely constructed as in England; but, owing to the cheapness of land, timber, et cet., and by making the lines generally single, and, on the average, the speed of travelling being about one-fourth less than is common in England, they answer the purpose of rapid transit, while the outlay is about as many dollars per mile as it is sovereigns with us. On this railway, and some others in New England, the lines are double, and the construction and speed are nearly equal to ours.
I was informed, the proportion of severe accidents is not larger than in Great Britain. The carriages are generally built to hold sixty or seventy persons, who are seated two by two, one behind another, on double rows of seats, ranged across the carriage, with room to walk between, along the centre. The carriage in which we returned from Salem had twenty-two seats on each side, to contain two each, or, in the whole, eighty-eight passengers. Yet the weight of this machine would be little more than that of an English first-class carriage, to hold eighteen persons, and it cost probably less. Their carriages are well ventilated in summer, and warmed by a stove in winter. Locomotive engines approach Boston near enough to prevent the use of horses; but, on arriving at the distance of a mile or two from New York, Philadelphia, and Baltimore, the carriages and passengers are drawn in by horses. One carriage is often specially reserved for the ladies on the principal lines, into which gentlemen do not usually intrude, unless they have ladies under their care. It is common, however, for the latter to take their seats in any of the carriages. There is no distinction of price, and none of accommodation, except that an inferior and more exposed carriage, at the same fare, is purposely provided for persons of color; but this disgraceful relic of past times cannot survive long. The principal disadvantage that I observed on the American, as compared with the English railways, was the delay on meeting other trains, and on stopping for them at places where they could pass, and also the sparks from the wood, used for fuel instead of coke. On one occasion, my coat was set on fire in this way, though I was seated in a covered carriage. Very efficient locomotive engines are made in the United States. I visited a celebrated manufactory at Philadelphia, which has sent ten to England, for the use of the Birmingham and Gloucester Railway. At the time of my visit, they had many orders unexecuted from several European governments. As far as my inquiries went, the cost of making them is, upon the whole, about the same as in England.
Having been, for several years, a director on the Birmingham and London Railway, I felt some interest in these inquiries, and came to the conclusion, that there are several arrangements of economy, and some of convenience, in the construction and working of railways, which the English might borrow with advantage from the United States.
On the 29th instant, the secretary of the Peace Society convened a meeting of the members of that society, and of other influential gentlemen, including Alden Bradford, late secretary of the State of Massachusetts; Robert Rantoul, an eloquent and prominent member of the legislature, and S.E. Coues, of New Hampshire,[A] to take into consideration the best means of securing permanent international peace. A very harmonious and satisfactory discussion took place, and the following statement of the proceedings was subsequently handed to me by the gentleman who officiated as secretary to the meeting:
[A]: Since elected President of the American Peace Society.
"A meeting of the friends of peace was held in the city of Boston, on the evening of the 29th day of July, 1841.
"The meeting was called for the purpose of meeting Mr. Joseph Sturge, from England, and there were present most of the active members of the American Peace Society.
"Amasa Walker, Esq., was chosen chairman; and J.P. Blanchard, secretary.
"Mr. Sturge addressed the meeting, and suggested the expediency of calling, at some future time, a Convention of the friends of peace, of different nations, to deliberate upon the best method of adjusting international disputes; and, offered, for the consideration of the meeting, a plan proposed by Judge Jay, in which all the friends of peace could unite.
"The meeting was then addressed by several gentlemen, who cordially approved the plan proposed, and, subsequently, the following resolutions were unanimously adopted.
"Resolved,—That this meeting receives with great pleasure the suggestion of our friend Joseph Sturge, of England, of a general conference of the friends of peace, at the earliest practical opportunity, at London, to consult on the measures which are best adapted to promote universal peace among the nations of the earth; and they respectfully refer the subject to the executive committee of the American Peace Society, for their decision, on correspondence and consultation with the friends of the cause in this and other countries.
"Resolved,—That the suggestion by Judge Jay, of the insertion of a clause in all conventional treaties between nations, mutually binding the parties to submit all international disputes, during the continuance of such treaties, to the arbitration of some one or more friendly powers, presents a definite and practicable object of effort, worthy of the serious attention of the friends of peace. And this meeting recommends to the friends of the cause, in different countries, to petition their respective Governments in favor of the measure."
On the 30th, in company with John G. Whittier and C. Stewart Renshaw, I went over to Lowell, the chief seat of the woollen and cotton manufacture in America. Less than twenty years ago, there were not more than forty or fifty houses on the site of this flourishing city, which now contains upwards of twenty thousand inhabitants. Its numerous mills are all worked by water power, and belong to incorporated joint-stock companies. We were obligingly shown over two of the largest woollen and cotton factories, where every stage of the manufacture was in process, from the cotton, or sheep's wool, to the finished fabric. We also visited works, where the printing of cottons is executed in a superior style, besides a new process for dyeing cotton in the thread, invented by an Englishman, now in the establishment. The following abstract of the manufacturing statistics of Lowell, on the first of January, 1841, will show the great importance to which this new branch of industry has attained with such unprecedented rapidity.
Ten joint-stock companies, with a capital of ten millions of dollars, having thirty-two woollen and cotton factories, besides print works, et cet., with one hundred and seventy-eight thousand eight hundred and sixty-eight spindles, and five thousand five hundred and eighty-eight looms, employing two thousand one hundred and seventy-two males, and six thousand nine hundred and twenty females, who made, in 1840, sixty-five millions eight hundred and two thousand four hundred yards of cotton and woollen cloths, in which were consumed twenty-one millions four hundred and twenty-four thousand pounds of cotton alone.
The average amount earned by the male hands employed, exclusive of their board, is four dollars and eighty cents, or about twenty shillings sterling per week, and of the females two dollars, or about eight shillings and sixpence per week.