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MOSS AND RUST.

FROM THE GERMAN OF FRIEDRICH LEESER.

Two aged men stood near a moss-clad tomb
That marked a battle of an olden day;

A rusted sword lay in the rank green grass,
And answered not the noontide sun's bright ray.

One gently touched the ancient sepulchre,

And mused, and deeply sighed, and shed a tear; Then, in the faltering tone of mourning love,

Poured these sad words into his comrade's ear:

"Moss grows on the old monument of stone, And acts a tender, charitable part:

I had a faithful Friend: he, like the Moss,

Guarded me well, and bound my crumbling heart."

The other peeled the rust from the old sword,

And marked its ravage on the blade of death;

Then, with a shudder, let the relic fall,

And spake with trembling voice and gasping breath:

"Rust gathers on the stricken warrior's sword,
And acts the savage part of a rude foe:
I had an enemy: he, like the Rust,

Devoured my heart of steel, and laid me low."

They said no more, but, arm in arm, walked on;
I marked their aged forms, so bent and weak,
Beheld the rusted sword and moss-clad tomb,
And, as I gazed, a tear rolled down my cheek.

G. M. P.

WHITNEY'S PACIFIC RAIL ROAD,

OUR readers know our opinion in relation to Mr Whitney's plan of rail road to the Pacific. We embrace, with pleasure, the opportunity of giving place in our columns to the following letter to the London Times, inasmuch as it presents some of the most forcible reasons we have ever yet seen, even from Mr. Whitney's hand, in favor of that great enterprise, to which he has devoted his life. The whole world will be surprised at the announcement of the bold proposition, that, "should the Pacific Ocean burst its bounds, and mingle with its sister Atlantic, opening a Strait from Panama to Tehuantepec, the commercial world would not be particularly benefitted by it." If this be so, it must be obvious that a canal, or rail road, or both, across the Isthmus, will only be of temporary importance, but inadequate, in the end, to establish a new route of commerce, of material benefit to the world. Mr. Whitney's facts and reasons on this point, if we do not mistake, will be regarded with interest. Any person can test one of his main points by taking a string, and measuring the distances on the surfaces of the globe, as he prescribes. His facts, in connection with his reasons, demonstrate a profound consideration of the general subject, and if susceptible of thorough vindication, naturally will constitute the pivot of that powerful lever, which he has already applied to the public mind, to move it to the consummation of his proposed scheme of a rail road across this continent. This letter might, perhaps, properly be put forward as the text and basis of his great enterprise. It is the text, as the best homily yet given of its importance, and a basis as constituting the platform on which his general reasoning rests. If the sub

stance of the statements in this letter be correct, the argument is concluded, and nothing remains but for the Government

to set Mr. Whitney to work. It is singular that the world should have been so long, for ages, magnifying the importance of a ship canal across the Isthmus, when, as would seem from this document, it can be of so little benefit to commerce. Even with that canal, the great desideratum, to wit, a shorter and less expensive route to Eastern Asia, would still be wanting.

Mr. Whitney speaks truly of the stupendous effects of changes of routes in the great channels of commerce, on the destiny of states and empires; and his own great conception is well developed in his averment, that there can be but one more change of this kind, to wit, a cheap way of transport across the American continent, as far north in the United States, as may be convenient, in the two items of saving of distance, and of finding the means of building the road in the wild lands on the route. Providence seems clearly to have indicated the route of these provisions. There they are, and no where else. All Mr. Whitney asks is: let me have those means, which would otherwise lie dormant, and be good for nothing to anybody, and Í will build the road, without one dollar's expense to the country, and with an incalculable benefit to the people of the United States, and to the world. We submit the letter:

WASHINGTON CITY, Jan. 10, 1850. To the Editors of the London Times.

GENTLEMEN-I am not a little surprised at the frequent remarks in the London Journals, on the subject of a communication between the Atlantic and Pacific Oceans at Panama, Nicaragua, and Tehuantepec. These speculations seem to have led the world astray, as well in Europe as America. But your merchants, who are acquainted with the commerce of the and your navigators, must see, if they will take world, your men of science, your geographers, a globe, measure it, and examine the subject, that, should the Pacific Ocean burst its bounds

and mingle with its sister Atlantic, opening a strait from Panama to Tehuantepec, the commercial world would not be particularly bene fited by it.

In the first place, it will be seen, by a reference to a map or globe, that the range of mountains in South America which divide it, and form the Atlantic and Pacific slopes, run so close to the Pacific Ocean, that there is but

a small space for population, from Cape Horn to Upper California.

Secondly-The continent running north and south from Cape Horn to the Arctic Ocean, gives to both slopes, the same climates and soils, the products of which must always be similar, and therefore exchanges on a large scale cannot take place.

Thirdly-The commerce of the Pacific slope, hitherto confined almost exclusively to South America and Mexico, is small, and cannot be increased in these quarters, because it is uncertain, and not founded upon regular exchanges. The most of it is now more properly an Atlantic trade, being founded by smuggling merchandize over the mountains, from the Pacific to the Atlantic side, and must decrease as soon as steam is used on the many rivers running into the Atlantic. The settlement of the Pacific slope, north and south, must, after a short time, not only cause a diminution in the present amount of commerce with Europe and the Atlantic slope of the United States, but lessen intercourse also; for when the North Pacific slope becomes settled, as it soon will be, the different parallels, from Cape Horn to the Pacific Ocean will exchange with each other, and supply each others wants. The entire coast will exchange with the Pacific Islands, with Japan, China and all Asia, and its commerce and principal intercourse will be with these parts, and its own different sections.

It being a fixed law that the avails of labor must always return to the region of its own products, and be there consumed to the extent of, and in such articles as the wants of the producer may require; and as the wants of the people who may inhabit the Pacific slope can generally be better supplied by natural exchanges, and from the Pacific Islands, Japan, China, &c., than from either the Atlantic slopes of the United States or Europe, excepting only a small amount of manufactured goods, (with which, also, they will, after a little supply themselves,) it is, therefore, clear to my mind, that settlement on the Pacific slope, with capital and enterprize, will soon establish for themselves a commerce and intercourse directly with the Pacific Islands, and with Asia, which will be more mutual, more convenient, and more profitable than intercourse and trade with the eastern slope of the United States and Europe.

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This 18,912 tons, then, is the amount of the Pacific commerce in this quarter, which might pass over the Isthmus by railroad or canal, and which cannot be greatly increased. The question here presents itself, as to what will be the products of the Pacific slope, which may be wanted either in Europe or on the Atlantic slope? Certainly none of the products of the soil; because the Atlantic slope will always produce the very same, in greater abundance, at much less cost; and this view applies to all latitudes north and south, and to all the Pacific Islands. But there is the gold, the silver, the quicksilver, precious stones, and the common minerals. The common minerals, iron, coal, copper and lead, cannot be brought this side for a market, because, like the products of the soil, they are cheaper here-and the precious metals, as they do not enter largely into commerce, except in their passage from the mines, to be employed as the medium of trade, and to settle balances in the commercial world, will soon find their level, based chiefly upon the labor which produces food for man, and this species of labor employs more than eighttenths of the population of the globe.

The next two steamers to arrive (this letter isdated January 10, 1850,) will probably bring from California nearly the whole remainder of the mines for two years. These two years have probably been as prosperous as any that may succeed. The amount received here in the United States will not then probably exceed $11,000,000 reckoning by the mint amount, the only reliable source, which is actually less than the estimated amount of gold and silver coin sent there from this quarter. In addition to this we have sent to California some $20,000,000 of other property. Now,

as there has been no other product, or little other than gold in California, and as the population has been almost exclusively males, we have only to take the estimated population of each year, to ascertain what should have been the actual produce of labor per diem for each individual. For the first year it was estimated that there were in all more than 20,000 souls, which at one dollar per diem for 300 days, would amount to $6,000,000. The second year the population has been estimated over 120,000, which at one dollar per diem as above for 300 days would amount to $36,000, 000 for both years $42,000,000 reduce the per diem to fifty cents and it will then probably exceed the amount of gold produced.

The principle wants of such a population will always be food, with but a comparatively small amount of clothing, and their supply must ultimately come from the Pacific slope itself, their teas from China, their coffee, sugar, &c. from Japan, Java, and the Pacific Islands; so that to the Atlantic slope as well as to Europe, their gold must be an import to be purchased in competition with all the world, and limited in amount to the few articles of clothing which their wants and the necessities of a tariff system, in the benefits of which they cannot participate, compels them to take from us. The commerce and intercourse therefore between the two slopes, must, in the end, be very limited, and more particularly so, because the Atlantic slope has no surplus population to dispose of, and labor generally, will be far more productive, comfortable and prosperous here than there. The emigrants to Oregon and California, therefore, must in the long run go directly from Europe and China, and those from Europe to save expenses would go round the Cape.

The geographical position of Oregon and California, with the sources of production both on the sea and land, opens a field of enterprise which cannot fail almost immediately to draw off an immense amount of the surplus population of both Europe and China, and it will not be long before all the branches of industry, in the produce of the soil, in manufactures, in commerce, and in the fisheries, to the supply of almost all their wants, will be chiefly occupied by their own population-can England or the Atlantic slope be benefitted by this? And to what extent ?

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his labor will be expended where produced, and if the Atlantic slope or Europe purchase his oil, as they must, it would be the same to both, an import and not a domestic product, and as it could not bear the cost of transhipment and transit across the Isthmus, it would still go around the Cape. Another and immense source of production for the future population of the Pacific slope will be a codfishery, extending from Oregon to Tartary, 5000 miles, which could employ millions of men ; but their market would be Japan, China, and all Asia, and not the Atlantic slope and Europe.

The present commerce of the United States with all Asia, amounts annually to about $9, 840,000 of Imports, and $3,400,000 of Exports of which latter $580,000 are foreign products leaving an actual balance against the United States of about $7,000,000 to be paid through England. Though this trade may be profitable to individuals, it is not so to the nation. Now, if the Atlantic Ocean were open by a Strait between North and South America to the Pacific, a vessel bound from New York to China, would take that route, because the trade winds would carry a vessel in almost a direct line from Panama or Tehuantepec, to the Ladrone Islands, near to China, and the distance would be about 13,138 miles, but the homeward voyage would always be made as as it now is, by the Cape of Good Hope, and though the distance as performed by Captain Waterman in the Sea Witch in 75 days, is 14,255 miles, still the always favorable trade winds would make this the shortest voyage home; besides it is on the homward voyage that the merchant is most interested in saving time. His ship goes out to Asia nearly empty, and waits till November or December, and then returns laden with a rich and valuable cargo. It is therefore the homeward voyage that must sustain the expenses of the ship both out and home.

Were there a rail road or canal across the Isthmus, the saving in distance and time on the voyage out would not compensate for the expenses of transhipment, and transit from Ocean to Ocean. A steamer bound from the Isthmus to China, by running up the coast to San Francisco to the Bonin Islands, and via Japan, might lessen the distance about one thousand miles; that would be the best route for a steamer but could not be taken by a sail vessel on account of trade winds. The distance for a steamer from the Isthmus to China would be three times that from Liverpool to Boston; or from New York to China, it would be about equal to four times across the Atlantic, and with all the depots, possible to be established on the route, the whole capacity of the steamer, would be required for her necessary fuel and stores, with no room left for freight. And

if we estimate freight at a price corresponding with what is charged by the Steamers on common dry goods from Liverpool or London to Boston or New York, say £7 per ton measurement, it would amount from China to New York, not including transhipment and transit across the Isthmus to £28 sterling or $140 per ton measurement, or $280 for one ton weight of Young Hyson, or $350 per ton for other Teas, costing on ship-load in China an average of 35 cents per pound or $700 for a ton weight of 2000 pounds. Is it not therefore perfectly clear, that the trade of the United States with China, could not be changed to this route, even if the Isthmus were swept away.

The commerce of all Europe with all Asia amounts to an annual aggregate exports and imports of $250,000,000.

It is this commerce which controls the world. The change of its route has changed the destinies of Empires and States. It can have but one more change, and that must be across this continent. When that change shall have been effectual, commerce and civilization will have encircled the globe. But that great change cannot be made, as is urged, across the Isthmus. Any common school boy can demonstrate this; let him take a globe, (not a flat map,) place the end of a string at Canton, bring it up through the Chinese Sea, through Sunda Straits, into the Indian Ocean; then draw the string tight over the globe to the Cape of Good Hope; thence via St. Helena, and, inside of the Cape de Verd Islands, up to England, and it will be seen that the string upon the globe has reached almost exactly the route of a vessel sailing from Canton to England, and always with a fair wind, the distance being 13,330 miles. Take the same string, and place the end at the same point arrived at in England, bring it over to Panama, and thence, as the trade winds would force a vessel's course, south of the Sandwich Islands to Ladrones, and it will be seen that the string does not reach near to China, the whole distance from England being 15,558 miles, or 2,228 miles greater than the voyage by the Cape of Good Hope. From Singapore and Calcutta the distance against the Isthmus route would be still greater; comment is here unnecessary.

Could the commerce of Europe with Asia be carried on in steamers, it will be seen that the present route is shorter from 2,000 to 3,500 miles than by the Isthmus; with far greater facilities for depots for fuel, &c. The Cape de Verd Islands, St. Helena, the Cape of Good Hope, Madagascar, the Isle of Bourbon, Christmas Island, and others, are directly on the route; and from the Cape of Good Hope to Australia, the Island of St. Paul's is midway on that direct route.

Neither the history of colonization, nor that of our Western settlements, presents a parallel to the position of Oregon and California, as they are connected with the Eastern slope of the United States. Old nations with a surplus population have planted colonies; the colonists have been restricted to trade with the mother country, each being a forced market for the products of the other. The object of such a system is to provide for a destitute and useless population, and to chain them to the throne, and, at the same time, make them producers of food and staples, to be exchanged for manufactured goods, and thereby better the condition of those remaining at home. But such a relation, and such a result, can never obtain between the Atlantic and Pacific slopes of the United States, because, after a little, the two sides will produce the same articles: and, moreover, because the exchanges with Europe will be made by the Atlantic, and not by the Pacific side.

And, although the mines and fisheries may attract, and are likely for a short time to attract labor, so as to prevent the production of a sufficient amount of food for the Pacific slope, that deficiency could not be supplied through or across the Isthmus, owing to climate, and the necessarily heavy expenses of transit would force the production of more than a necessary supply in Oregon in a short time. Is it not, therefore, evident, that the Atlantic and Pacific slopes must be separate and distinct in all their interests, that they can have but little intercourse and but small amount of exchanges, and that they must remain in all respects precisely to each other as are the people of the United States in relation to Russia or any other foreign nation? But, could the route for the commerce and intercourse of Europe with Asia be turned to across this continent, then the Atlantic and Pacific sides would be made depots for it, as also depots for the products of the Mississippi basin on the one side, for the markets of Europe, and on the other side, for the markets of Asia. Then all these parts of the world, being the great parts, almost the whole world would be bound together by ties of mutual interest. The surplus population of Europe would fill up the great basin of North America, and produce food and staples to exchange with those who remain in Europe. And the surplus population of Asia, China particularly, would be removed to the Islands in the Pacific and Indian Oceans, and their products would be exchanged with both Europe and the United States. This would equalize, harmonize, civilize, christianize, and make comfortable the scores, even hundreds of millions in all those quarters, who are now destitute, miserable, and a large portion perishing with want. To accomplish all this, the route must be located

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