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tons burthen, to be fully plated, and were expected to attain a speed of 14 knots an hour; none of them are yet completed. The second class, of which the Warrior, Achilles, and the Black Prince are completed, are partially plated, and have a speed of 14 knots. The third class are 4,060 tons burthen, with a speed of 12 knots. They are fully plated. "The fourth class are 3,668 tons, fully plated, and will have a speed of 11.45 knots. The fifth class were begun as wooden line-of-battle ships, but are to be fully plated. Their tonnage is 4,045 tons. Two of them have engines of 1,000 horse-power, and are expected to make 12.41 knots an hour; the other two have engines of 800 horse-power, and will have a speed of 114 knots.

The Railways of Great Britain.-The following statistics of British railways give some idea of the magnitude of the railway interest. The number of miles of rail track is, in round numbers, 10,000; the number of employées 100,000; the capital invested, $1,750,000,000; the annual revenue, $140,000,000. The number of locomotives is 6,000; of passenger cars, 15,000; of freight cars and trucks, 180,000. The number of miles run in 1861, 195,000,000; the number of cattle and other animals conveyed, 12,600,000; the amount of freight, 90,000,000 tons, for the carriage of which $75,000,000 was paid.

Factory Statistics of Great Britain and Ireland. In 1861, there were in the United Kingdom 6,378 factories, containing 36,450,000 spindles, and 490,866 power looms, which required the services of 230,564 hand-loom weavers. The whole number of hands employed in these factories was 775,534, of whom 308,273 were males, and 407,201 females; an average of 121 hands to each factory. The aggregate power required for driving the machinery was 404,633 horse-power. In England and Wales there were 5,652 factories, employing 642,607 hands; in Ireland, 158 factories, employing 37,872 persons; in Scotland, 568 factories, with 95,055 operatives. Lancashire is the great manufacturing hive of England, having 2,144 factories, 22,067,703 spindles, and 363,531, powerlooms.

Newspaper Statistics of the British Isles.-At the close of the year 1861, there were published in the United Kingdom 1,165 newspapers, a little more than double the number published in 1851. Of these, 845 were issued in England; 33 in Wales; 139 in Scotland; 134 in Ireland; 14 in the islands of the British Seas. In England there were 43 daily papers; 1 in Wales; 9 in Scotland; 16 in Ireland; and 2 in the British Islands. Beside these, there are 516 magazines and reviews, of which 213 are of a decidedly religious character.

Importation of Cotton in 1861.-The following table gives the entire importation of cotton into the United Kingdom during the year 1861, distinguishing the countries from which it was imported. The whole quantity was equivalent to 2,809,277 American bales:

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Bengal...
Singapore.
Ceylon
Philippine and Ladrone Islands..
India-French possessions..
New South Wales..
New Brunswick..

....

Nova Scotia and Cape Breton..
Bermudas....

Bahamas and Turk's Islands.
St. Christopher......

Montserrat...
St. Vincent..
Grenada...
Barbadoes.
Tobago...
Trinidad

Demerara and Essequibo....
Cuba

Porto Rico....
St. Thomas...
Dutch Guiana..

Hayti and the Dominican Republic...
United States of America on the Atlantic-
Northern States.......
Southern States...

New Granada-ports in the Atlantic..
Peru....

Brazil

States of the Argentine Confederation....
Total imported during the year, cwts.....11,2

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1541

GREAT EASTERN, STEAMER. This steam1859. She is estimated at 20,000 tons burtier. er was built at London and launched in the year and is propelled by paddles on her sides and a her masts are iron cylinders, and her sa screw at her stern. Her hull is made of irc: length is 680 feet, and the breadth of beam 82; shrouds are composed of iron wire. Her feet.

England, about 4 o'clock in the afternoon of
This great ship, after leaving the Mersey.
Tuesday the 10th of September, bound to New
York, proceeded all well until the afternoon of

the following Thursday, by which time she was about 280 miles westward of Cape Clear. Then she was met by a fresh breeze, which speedily swelled into a hurricane of most destructive violence, yet seemingly but partial in its range. At this time one of the forward boats broke from one of her davits, and hung suspended from the other. Efforts were made to secure the boat, but these proving unavailing, the captain ordered it to be cut away, at the same time directing the paddles to be stopped and the helm to be put down, to bring the ship up in the wind, in order that the boat might drift clear of the wheel. The vessel did not answer her helm, but the boat fortunately went clear. The captain then directed several of the head sails to be hoisted for the purpose of bringing her head up, but they had hardly been set when they were blown to ribbons. Very shortly after that a terrific noise was heard in the engine-room, and on looking down, several large sheets of lead were seen knocking about with great violence from side to side. Just then a heavy sea struck the ship as she was lurching, and almost immediately after a grating noise was heard in the paddles. On examination, it was found that they were bent from their true position, and were scraping against the sides of the vessel. They, however, still continued to revolve, but the captain, fearing that they would tear holes in the sides of the ship, ordered them to be stopped, and trusted entirely to the screw to get the vessel on. During the whole of the remainder of the day the gale blew fearfully, the sea running mountains high, and the ship, not being able to head to, rolling frightfully. Things thus continued until the following morning, when it was found that the paddles had been broken clean away. It was at the same time discovered that the top of the rudder-post, a piece of iron 10 inches in diameter, had been smashed. The ship now lay quite helpless, like a log on the water, and tossing and rolling in the most alarming manner. On many occasions her decks were at an angle of 45 degrees. Crockery and culinary utensils went crashing about in all directions, chairs and tables were broken to pieces, chandeliers and mirrors were smashed to fragments, and the whole interior of the vessel presented one scene of utter confusion. Six of her boats were swept away, and two of those remaining were stove so as to be rendered completely useless. On Friday an attempt was made to turn the ship's head by the well-known device of throwing overboard a heavy spar with a hawser attached to each end, the two hawsers being brought up on opposite sides of the vessel. This was found to be entirely useless. On •Saturday, after a thorough examination of the working parts of the rudder and the fracture of the post, Mr. Hamilton E. Towle, a civil engineer of Boston, Mass., a passenger, suggested a plan for working the rudder and controlling the vessel.

The rudder of the Great Eastern weighs 30

с

tons, and instead of being attached to the ship in the ordinary way, by pintles, it is supported by a collar resting upon friction rollers, the lower end being stepped in a shoe which extends backwards from the bottom of the vessel. The arrangement is represented in the accompanying engravings, a being the rudder post of wrought iron, 10 inches in diameter, and c the supporting collar. This collar is of cast iron, and consists of a central sleeve fitting upon the rudder-post; a flat bottom plate, with a groove for the rollers, and six radiating flanges, 2 inches in thickness. It is 18 inches in height, of conical form, pretty closely resembling in shape a church bell. This conical collar is keyed to the rudder stem and secured by a massive nut, 15 inches in diameter and 12 inches in length, which is screwed on the post above the collar. It was just above this nut that the rudder stem was broken, the fracture extending downward into the nut. The idea occurred to Mr. Towle, that a large chain-cable might be wrapped around the collar and connected with pulleys, and in this way the rudder might be controlled. The objection to this plan was the small size of the collar, (2 feet 9 inches in diameter at the base and 15 inches at the top,) giving a very short lever to resist the tremendous power of the waves against the broad rudder. This difficulty he proposed to overcome by wrapping successive coils of cable around the collar until he had obtained a diameter sufficient to give him the leverage required. He examined the collar to see if the cable could be secured to it, and fortunately found holes some 3 inches in diameter through the bottom plate-a hole between each pair of the radial flanges. The plan formed was to place one end of each alternate link of a heavy cable between each pair of the radial flanges of the collar, and secure the link in place by lashing it with a smaller chain passed repeatedly through the holes and around the flange and link. He measured the several parts and then went down into the hold and measured the largest cable. The tiller was 18 feet long, and the chain provided to operate it was the size of the main cable, requiring a drum 4 feet in diameter, in order to give a length of lever proportioned to the strength of the cable. A drawing of the plan was prepared and submitted to the officers of the ship, and although opposed by the engineer, he was authorized by Capt. Walker to proceed with his efforts.

It was 5 o'clock in the evening when his operations commenced, the awful scenes on board the wallowing ship having continued for more than two days and nights. The first step was to screw back the nut to its place, which the engineer had attempted to remove for the purpose of securing the lower tiller to the rudder-post in its place. There was a wrench on board fitted to the nut, having projections for entering holes drilled in the periphery of the nut. In conformity with all the proportions of the great ship, so massive was this wrench

that, in order to handle it, it had to be slung by ropes from a timber overhead. Mr. Towle had the wrench swung in a proper position, with its outer end firmly lashed in place, and then as the rudder was turning the proper way the wrench was pushed into its hold on the nut, when the onward turning of the rudder screwed the post up through the nut. As the rudder started to turn back in the opposite direction the wrench was removed. By three hours' labor in this manner the nut was screwed back to its place, the last turn carrying away the lashings, and sending the wrench rattling along the iron deck. Meantime, Capt. Walker had accomplished the great task of moving the massive cable back to the stern. A hole was cut in the upper deck, the cable passed down, and then commenced the difficult labor of winding it upon the collar.

Besides the rolling of the ship, the rudder was constantly beaten by the waves, turning the collar back and forth with resistless power, and thrashing the massive cable about the iron deck. The chain, too, was enormously heavy, each link weighing some 60 pounds. But the strength, courage, and devotion of the men, overcame all obstacles. The first coil around the collar was secured by lashings of smaller chains, these being passed through the holes in the bottom plate and around the flanges till the holes were filled with the chains. The second coil was secured in the same thorough manner to the first, and the third to the second, till a mass of chain, about 4 feet in diameter, was bound around the rudder. The ends of the cable were now carried around the two stout posts or bits, b b, figs. 1 and 2, which were provided for holding the stern cable in mooring Fig.1.

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TEMPORARY STEERING APPARATUS OF THE GREAT EASTERN.

the ship, and connected with tackle for taking up the slack, while smaller chains attached to the two parts of the cable leading from the rudder-post were connected through the tackle, dd, with the steering gear of the lower tiller. At 3 A. M., Mr. Towle informed the engineer that he was ready to steer the ship, and requested that steam might be put on, and the screw turned. But all of the next day was lost in waiting for the engineer to test another plan of his own. This was a failure and all the labor was lost. It was then 5 o'clock in the afternoon, and the captain was again requested by Mr. Towle to order a few turns at least to be given to the screw. The order was given, and the great ship moved off, again under the

perfect control of her commander's will. She swept around in a graceful circle, and then took up her course for Queenstown.

The paddle wheels being destroyed by the waves, the vessel was propelled by the screw alone, but she moved steadily on her course, and made nine knots an hour. During the voyage the steering apparatus required constant attention, great care being needed, especially to take up the slack in the main cable. If this became loose, a sudden turn of the rodder would snap off the smaller chain connected with the steering tackle, as if it were a piece of pack thread. The vessel arrived off Queenstown on Tuesday afternoon at 4 o'clock. On the arrival of the vessel, a meeting of the pas

acting a part of the time as quartermaster and bcommissary till Dec. 1856, when he was apAs pointed acting-assistant professor of Ethics in the Military Academy, the duties of which professorship he performed with credit and success till Oct. 1860, when, at his own request, he was detailed for active duty at Fortress Monroe. Ab There he rendered efficient service in preventabing the seizure of the fortress. On the 26th

of May, 1861, he was sent to Newport News as master of ordnance, superintended the fortification of that point, and trained the volunteers to Japan artillery practice. When the disastrous expedition to Great Bethel was planned, he was unexpectedly detailed to accompany it with two guns, and though in his own judgment it was ill-advised, and would probably prove fatal to him, he did not hesitate, but took an active part in its duties, and when the Federal troops were repulsed, by his admirable management of his guns, protected them from pursuit and utter annihilation. Just at the close of the action, when he had given the order to withdraw from the field he was struck by a cannon ball on the right temple and instantly killed.

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sengers was held, and resolutions passed complimentary to Mr. Towle, to whom also a gold watch was presented.

GREBLE, JOHN TROUT, an officer of the U. S. army, born in Philadelphia, Jan. 19, 1884, and killed in the battle of Great Bethel, Virginia, June 10, 1861. He acquired his early education at the Ringgold Grammar School and the Central High School of his native city, receiving his bachelor's degree at the latter in 1850, and immediately entered the U. S. Military Academy at West Point, where he graduated in 1854, with high rank in his class. On his graduation he was immediately commissioned as brevet second-lieutenant in the second artillery, and stationed at Newport, R. I. In September of the same year he was made second-lieutenant and sent to Tampa, Florida, where he served in the Indian troubles for two years, when he was compelled, in consequence of a severe fever, to return home on sick leave; but in the beginning of 1856 resumed his duties,

GREENBRIER RIVER. On this river, in Pocahontas Co., Western Virginia, 13 miles from Cheat Mountain summit, and the same distance from Monterey, at the point where the Staunton turnpike ascends the Alleghany Mountains, the Confederates had an advanced camp after their flight from Tygart's Valley. Their force was said to be about 9,000, with about 5,000 near by as a reserve. Brig.-Gen. J. J. Reynolds, with a force of about 5,000 Federal troops, left his camp on Cheat Mountain summit at midnight of Oct. 2, to make an armed reconnoissance of this camp. They reached it shortly after daylight, drove in the Confederate pickets, and advanced regiments approached to within 700 yards of his intrenchments, and opened fire. A battle followed of about 4 hours' duration. The Confederate force at the camp were driven from their guns, three of which were disabled, and lost heavily in killed and wounded; their reserve came up after the action had continued about two hours, and, thus reënforced, they maintained their position behind their fortifications, but did not sally ont to attack the Federal troops. Gen. Reynolds, finding his ammunition exhausted, and having accomplished his purpose, withdrew in perfect order, without being pursued, and returned the same night to his camp. The Federal loss was 8 killed and 32 wounded. The Confederate loss was much larger, and was estimated by Gen. Reynolds as at least 300. Gen. Reynolds brought away 13 prisoners, and completely disabled 3 of the Confederate guns.

GUYANDOTTE is a village in Cabell County, Virginia, situated on the Ohio River, at the mouth of the Guyandotte, 228 miles below Wheeling, and 360 miles west by north from Richmond. It contains from 1,000 to 1,500 inhabitants. A small body of Federal troops occupying the place were attacked by a con

siderable Confederate force on the night of Nov. 10th. The Federal force consisted of 250 men, belonging to a Western Virginia regiment, and a few of Col. Zeigler's Fifth Virginia Volunteers. A plot was contrived between the Confederate force in the vicinity and some of the inhabitants of the town, who were their friends, to capture or destroy the Federal force. Accordingly, the latter were kindly received by these citizens, and invited to their houses on various pretexts. Those not on duty accepted the invitations. Meanwhile a body of Confederate cavalry made a dash upon the town. Sig

nals were displayed from the houses in which were the Federal soldiers, who were immediately, attacked and killed. Many of these friends of the Confederate troops seized their arms and aided in the slaughter. Most of those who were killed were the unarmd men. Only 50 of the Federal force escaped, the remainder were either killed or taken prisoners. Col. Zeigler, with a Federal force, arrived soon af ter, and upon learning the facts, ordered the town to be set on fire. Between 15 and 20 of the most valuable stores and dwellings were burned.

H

HABEAS CORPUS. This is the title given to a writ issued out of the higher courts of a State, or of the United States, directed to some person who holds, or is supposed to hold in his custody or possession, the body of another person, and commanding him to produce the body of such prisoner, with the day and cause of his capture and detention, to do, submit to, and receive whatsoever the Judge or Court awarding such writ shall consider in that behalf. The privilege of the writ of habeas corpus consists in the advantage or privilege to the prisoner of being brought at once before a competent tribunal, and having the cause of his detention inquired into. If such imprisonment is without sufficient legal cause, he is at once set at liberty. The eloquence and learning of the legal profession have been lavished upon this process, as constituting the great bulwark of individual freedom. During the year, a large number of citizens were arrested and imprisoned by order of the Federal Government, without the usual process of law, and whenever the bodies of these prisoners were demanded under a writ of habeas corpus, the delivery of them was refused. It is the province of this volume to state the action of the Government and the principles which it avowed, leaving to technical works the discussions of the questions involved.

The Constitution of the United States provides that "the privilege of the writ of habeas corpus shall not be suspended unless when, in cases of rebellion or invasion, the public safety may require it." Which department of the Government has the power to suspend this privilege, is the question at issue. What was done is hereafter stated.

On the 25th of May, John Merryman, a most respectable citizen of the State of Maryland, was arrested at his residence, at Hayfields, Baltimore County, and conveyed to Fort McHenry, near Baltimore, and imprisoned. On the same day he prepared a petition to the Chief-Justice of the United States, Roger B. Taney, who resides at Baltimore, praying that a writ of habeas corpus might issue, &c. The petition, briefly stating all the details of the arrest, was as follows

To the Hon. Roger B. Taney, Chief-Justice of the Sw preme Court:

and State of Maryland, respectfully shows that, being The petition of John Merryman, of Baltimore County, at home in his own domicile, he was, about the hour of two o'clock A. M. on the 25th of May, A. D. 1961, aroused from his bed by an armed force, pretending to act under military orders, from some person to your pe titioner unknown: that he was by the said armed force deprived of his liberty by being taken into custody and removed from his said house to Fort McHenry, near to the City of Baltimore, and in the district aforesad, and where your petitioner now is in close custody. or color of law whatsoever, and that none such is preThat he has been so imprisoned without any process tended by those who are thus detaining him, and that no warrant from any court, magistrate, or other person having legal authority to issue the same exists to jus above is stated, hath been done without color of law tify such arrest, but, to the contrary, the same, as and in violation of the Constitution and laws of the United States, of which he is a citizen.

That since his arrest he has been informed that by

some order purporting to come from one General directing the arrest of the captain of some company a Keim, of Pennsylvania, to the petitioner unknown, Baltimore County, of which company the petitioner never was and is not captain, was the pretended ground, as he believes, on which he is now detained That the person now so detaining him and holding him at said fort is Brigadier-General George Cadwala der, military commander of said fort, professing to act in the premises under or by order of the United States.

habeas corpus may issue, to be directed to the sard The petitioner, therefore, prays that the writ of George Cadwalader, commanding him to produce your petitioner before you, Judge as aforesaid, with the cause, if any, for his arrest and detention, to the est that your petitioner be discharged and restored to Lib JOHN MERRYMAN. erty, and as in duty, &c.

FORT MOIIENRY, May 25, 1861.

This was laid before Chief-Justice Taney with the affidavits of the prisoner's counsel, and the following writ was issued on Sunday and served on General Cadwalader:

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THE UNITED STATES OF AMERICA, Department of Maryland, to wil To General George Cadwalader, greeting: the Hon. Roger B. Taney, Chief-Justice of the Supreme You are hereby commanded to be and appear before

Court of the United States, at the United States Court

room, in the Masonic Hall, in the City of Baltimore, Monday, the 27th day of May, 1861, at 11 o'clock in the morning, and that you have with you the body of Ja tody, and that you certify and make known the day Merryman, of Baltimore County, and now in your casand cause of the capture and detention of the sad John Merryman; and that you, then and there, da

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