We are by no means confident that the Mexican War, with all its victories, was more serviceable to our reputation in Europe, than the single victory of Mr. Stevens, in his yacht America, off the Isle of Wight. This triumph has been celebrated in a dinner at the Astor House, but the city might have well afforded to welcome the returning owner of the America with an illumination, or the fathers, in council assembled, might have voted him a statue. Mr. Collins and Mr. Stevens have together managed to deprive England of the "trident of the seas," and as soon as it was transferred there began a shower of honors, which continues still, from the Times down to the very meanest of its imitators. From that time the Americans have had all the "solid triumphs" in the Great Exhibition. We have been regarded as a wonderful people, and our institutions as the most interesting study that is offered for contemporary statesmen and philosophers. We copy below a specimen of the leaders with which the Times has honored us, and commend it to our readers, not more for its tone than for the valuable information contained in it:—
LOCOMOTION BY RIVER AND RAILWAY IN THE UNITED STATES.
England has been so dazzled by the splendor of her own achievements in the creation of a new art of transport by land and water within the last thirty years, as to become in a measure insensible to all that has been accomplished in the same interval and in the same department of the arts elsewhere, improvements less brilliant, indeed, intrinsically, than the stupendous system of inland transport, which we lately noticed in these columns, and having a lustre mitigated to our view by distance, yet presenting in many respects circumstances and conditions which may well excite profound and general interest, and even challenge a respectful comparison with the greatest of those advances in the art of locomotion of which we are most justly proud.
It will not, therefore, be without utility and interest, after the detailed notice which we have lately given of our own advances in the adaptation of steam to locomotion, to direct attention to the progress in the same department which has been simultaneously made in other and distant countries, and first, and above all, by our friends and countrymen in the other hemisphere.
The inland transport of the United States is distributed mainly between the rivers, the canals, and the railways, a comparatively small fraction of it being executed on common roads. Provided with a system of natural water communication on a scale of magnitude without any parallel in the world, it might have been expected that the "sparse" population of this recently settled country might have continued for a long period of time satisfied with such an apparatus of transport. It is, however, the character of man, but above all of the Anglo-Saxon man, never to rest satisfied with the gifts of nature, however munificent they be, until he has rendered them ten times more fruitful by the application of his skill and industry, and we find accordingly that the population of America has not only made the prodigious natural streams which intersect its vast territory over so many thousands of miles, literally swarm with steamboats, but they have, besides, constructed a system of canal navigation, which may boldly challenge comparison with any thing of the same kind existing in the oldest, wealthiest, and most civilized States of Europe.
It appears from the official statistics that, on the 1st of January, 1843, the extent of canals in actual operation amounted to 4,333 miles and that there were then in progress 2,359 miles, a considerable portion of which has since been completed, so that it is probable that the actual extent of artificial water communication now in use in the United States considerably exceeds 5,000 miles. The average cost of executing this prodigious system of artificial water communication was at the rate of 6,432l. per mile, so that 5,000 miles would have absorbed a capital of above 32,000,000l.
This extent of canal transport, compared with the population, exhibits in a striking point of view the activity and enterprise which characterize the American people. In the United States there is a mile of canal navigation for every 5,000 inhabitants, while in England the proportion is 1 to every 9,000 inhabitants, and France 1 to every 13,000. The ratio, therefore, of this instrument of intercommunication in the United States is greater than in the United Kingdom, in proportion to the population, as 9 to 5, and greater than in France in the ratio of 13 to 5.
The extent to which the American people have fertilized, so to speak, the natural powers of those vast collections of water which surround and intersect their territory, is not less remarkable than their enterprise in constructing artificial lines of water communication. Besides the internal communication supplied by the rivers, properly so called, a vast apparatus of liquid transport is derived from the geographical character of their extensive coast, stretching over a space of more than 4,000 miles, from the Gulf of St. Lawrence to the delta of the Mississippi, indented and serrated with natural harbors and sheltered bays, fringed with islands forming sounds, throwing out capes and promontories which inclose arms of the sea in which the waters are free from the roll of the ocean, and which, for all the purposes of navigation, have the character of rivers and lakes. The lines of communication formed by the vast and numerous rivers are, moreover, completed in the interior by chains of lakes presenting the most extensive bodies of fresh water in the known world.
Whatever question may be raised on the conflicting claims for the invention of steam navigation, it is an incontestable fact that the first steamboat practically applied for any useful purpose was placed on the Hudson, to ply between New-York and Albany, in 1808; and, from that time to the present that river has been the theatre of the most remarkable series of experiments of locomotion on water ever recorded in the history of man. The Hudson is navigable by steamers of the largest class as high as Albany, a distance of nearly 150 miles from New-York. The steam navigation upon this river is entitled to attention, not only because of the immense traffic of which it is the vehicle, but because it forms a sort of model for all the rivers of the Atlantic States. Two classes of steamers work upon it—one appropriated to the swift transport of passengers, and the other to the towing of the vast traffic which is maintained between the city of New-York and the interior of the State of that name, into the heart of which the Hudson penetrates.
The passenger steamers present a curious contrast to the sea-going steamers with which we are familiar. Not having to encounter the agitated surface of the ocean, they are supplied with neither rigging nor sails, are built exclusively with a view to speed, are slender and weak in their structure, with great length in proportion to their beam, and have but small draught of water. The position and form of the machinery are peculiar. The engines are placed on deck in a comparatively elevated situation. It is but rarely that two engines are used. A single engine placed in the centre of the deck drives a crank constructed on the axle of the enormous paddle-wheels, the magnitude of which, and the velocity imparted to them, enable them to perform the office of fly-wheels. These vessels, which are of great magnitude, are splendidly fitted up for the accommodation of passengers, and have been within the last ten or twelve years undergoing a gradual augmentation of magnitude, to which it would seem to be difficult to set a limit.