The Sun.
London, England, 1867-08-22 00:00:00

CENTRAL CR

OLD COURT.
(Before Mr. Baron Bramwell).
TIIE TAILORS' STRIKE.

The learned Judge having summed up the evi-
dence,

The jury retired, and in a few minutes after re-
turned, and asked that Lambert's evidence might
be read over to them.
Mr. Baron Bramwell read it from his notes.

A Juryman observed that he had taken a note of
what Lambert said, and that Lambert had repre-
sented the pickets as never to have held out any
threat.

Mr. Baron Bramwell said he had no note or re-
collection of Lambert having made any such ad-

mission.
The shorthand writer was appealed to. He read
over his note., but there was nothing in them to
strengthen the recollection of the juryman.
The jury again retired, and were absent about
three-quarters of an hour. On their return they
found Druitt, Lawrence, and Adamson guilty, but
with a strong recommendation to mercy, upon the
ground that they might have considered that they
were not acting illegally. They acquitted the five
other prisoners.
Mr. Baron Bramwell—Then the five men will
be discharged unless there is another prosecution
against them.
Mr. Sergeant Ballantine—There is no other
prosecution against them, my lord.
Mr. Baron Bramwell—As to the three who have
been found guilty, I suppose you will agree to accept
their usual bail to appear to-morrow morning ?
Mr. Sergeant Ballautine —Not exactly; I must
have other bail.
Mr. Lewis (their solicitor)—l will be bail for
them.

Mr. Sergeant Ballantine—l shall be satisfied with
Mr. Lewis.
The three prisoners then entered into their own
recognizauces for £2OO each, and Mr. Lewis for
£l5O each, for their appearance to-morrow morning
to receive sentence.
The defendants then left the court, and were re-
ceived with cheers by the crowds assembled in front.
Mr. Baron Bramwell then fixed the trial of the
other prisoners in the tailors' strike for to-morrow

morning.

AMERICAN RAIL TVA YS.

Messrs. BELLOT DES MINIERES' pamphlet, al-
though treating on American railways in general,
has special reference to the American Central Line,
for which they are general contractors. This mag-
nificent undertaking is, in truth, a direct continua-
tion of the Union Pacific Railway, carrying that
road in a straight line from Omaha city into Ohio.
It is being worked in three divisions ; that of In-
diana extending from Fort Wayne to the Illinois
State Line 126 miles—that of Illinois extending
from the State Line to New Boston on the Missis-

sippi River 18G miles ; and that of lowa from. the
Mississippi to the Missouri 273 miles, giving a total
length of 585 miles. Of this 125 miles are graded and
ready for rails, and as many more partially completed.
:The main point contended for in this pamphletis that
the richest States of the Union are Ohio, Indiana,
Illinois, and lowa. Of these Illinois is the queen,
being perhaps the most fertile and productive piece
of land in the world. The system of carriage by

which the unequalled wealth of this and theacljoin—
ing States is conveyed to market has been a mis-
take, though forced on the people by circumstances
they could not control. A glance at the map will
show that the natural outlets were by the lakes and

the connecting rivers to the North, and the Missis-
sippi to the South. Thus Chicago to the North,
and St. Louis to the South, became the great em-
poriums, and the direction taken by the railways
traversed the State North and South. It is certain

however, that the true direction of traffic is

West to East. The authors do not hesitate to state
that Chicago is a failure, which will be fully
apparent when the American Central Line is com-
pleted. This road crosses the numerous lines intersect-
ing Indiana and Illinois on their way to Lake Michi-
gan, where they deliver annually in the warehouses of
Chicago about 50,000,000 bushels of grain. These
warehouses become choked, as for half the year the
outlet by the Lakes is barred by ice. The route by
water is circuitous, dilatory, and insecare, and the
charges for breaking bulk and storing accumulate
so rapidly as to deprive the producer of a large por-

Lon of his gains. A bushel of corn from the Mis

sissippi river to Chicago costs 25 cents, two cents
are added for transshipment, and 65 for freight to
New York—total, 92. By this railway the same
corn can be carried direct from the Mississippi
river to New York for sixty cents. From Galva
(Illinois), one of the stations on this road, the Bur-
lington and Quincey Railway charges $l4 for carry-

ng a ton of broom corn to Chicago. When there,
it is no nearer New York, Philadelphia, or Boston

than at Galva. On arrival at Chicago it breaks
bulk, has to be stored, or at once transshipped, each
move adding to the expense before it reaches the
consumer. Thus it is maintained that a vast ad-
vantage will be secured by running a road direct
through these rich and level States, on an air line
due east and west, which is the natural course for
American traffic. So productive are these States—

especially that of Illinois•--that the lines having
their terminus at Chicago, though trusting wholly
to local traffic turned in a wrong direction, pay
handsome dividends. This being the case, it must
follow that the local traffic of a line taking the
course of the American Central must be still more
productive. But this railway does not depend upon
local traffic for its returns. It will be but a main
line of the world's highway from New York to San
Francisco—from London to Hong Kong. It is not
easy to realise the revolution that will be worked
in the tide of travel when the road is finished across
the American continent. On the one hand lie
China and Japan peopled with their 400 millions ;
on the other, the great empires of Europe, and

between these extremities a trade has arisen which

as yet is merely in its infancy. Japan, North
Eastern China, Australia, and New Zealand will

be brought much nearer to the centres of civilisa-
tion, and a boon we cannot as yet estimate will be
conferred on the world. That this railway, in
common with the other links, will reap a rich har-
vest cannot be doubted ; and we do not consider
that the authors exaggerate the advantages when
they assert that the through traffic will be the
grandest on any line, while the local traffic will be
the most profitable. Basing calculations on an
estimate so large, the way is formed 100 feet wide,
with the intention of laying down seven tracks if
hereafter required. The impression left on the mind
of the profits is such as to make a greedy man's
mouth water, and the authors fear to state them,
evidently dreading a charge of exaggeration. But
though they do not openly estimate they do not
hesitate to state that there are railways in America
which pay to the original stockholder over 40 per
cent., and there is no railway in America that will pay
as large a dividend as the American Central. The
facts in support of this startling assertion are very
strong, consisting of an elaboration of the points
we have generalised. There are, however, some
special advantages on which we have not touched
arising from the nature of the States traversed by
the line. The main feature is a perfectly level
way. The second great advantage is the absence
of rivers, the Illinois being the only stream of
magnitude which intercepts the course. We do not
include the Mississippi, which there is no intention
of bridging. It is asserted—and this will, per-
haps, convey to the English mind the best idea—
alat the construction of the whole line of 585 miles,
fully equipped, will not cost as much as a single
one of so:ue of the London Railway Stations. We
have, then, a grand result at a comparatively small
cost, mainly owing to natural advantages, and in a
smaller degree to the application of common sense
to dearly-bought experience. The American system
has run into the opposite extreme to the English
system. It may be a nice point to decide which
error is the greater, as constructing so frail a road
that it cannot bear the traffic offered, or building
one with grand stations and magnificent bridges
which cannot return a cent to the original pro-
prietors. if a line is tunnelled and bridged for one
track, anti it is alterwarda found that two or 'oven

three are required, a great loss ensues. The happy
medium was that dictated by common sense, which
in no way starves the road, but rejects all unneces-
sary or avoidable outlay. That the American
Central Railway is strongly opposed by those
whose interests are centred in Chicago, and other
great lake ports, we have little doubt. Chicago
can, however, afford to have a portion of its trade
diverted, for so fertile and immense is the district
of which it hitherto has been the main outlet, that
more business has been thrown in its way than it
can well carry through. However jealous some of
the great carrying interests may be there is no
reason for jealousy, as Chicago, for instance, has,
as we have remarl,ed, more trade than she can
possibly accommodate, from the closing of the lakes
by ice six months in the year. No railway can
do more than supply the wants of a limited
track along its course if it runs through
a fertile country, and although nearly a third
of the rail ways of the world arc to be found
in the United States, grain has been destroyed in
Illinois in thousands of bushels for want of carriage,
and there have been hungry mouths in the Eastern
cities and starving thousands in Europe, while vast
fields of hay have rotted on the prairies that would
have fatted lean beasts if carriage only had been
forthcoming.—Anylo-American Times.