elect are required, in all cases, to pass a bill; and, on an appropriation bill for public purposes, a quorum of three-fifths must vote: hence the singular fact, that a bill is sometimes lost for the want of a sufficient number of negative votes. For every bill appropriating public money for private purposes, the assent of two-thirds of the members is required. Doubtless the convention supposed that these would be sufficient checks upon hasty legislation; but this does not seem to have been the result. Had that rule which requires that every bill shall first be read through, by sections, in committee of the whole, been made a constitutional provision, it would effectually do away with all application for unanimous consent. True, not so many bills would be passed; but there would be fewer amendments proposed to the laws at subsequent sessions, and more confidence in the Legislature. The phraseology of statutes is a matter upon which oftentimes a vast deal of litigation arises, and the importance of giving to legislative committees authority to consult the Attorney General, or other legal advisers of the State, in order to ensure accuracy in expressing distinctly the object proposed, and no more, conciseness yet clearness, must be obvious to all who have had occasion to notice legislative debates, and the subsequent construction of statutes in the courts. A provision of the New York Constitution, which declares that "no private or local bill which may be passed by the Legislature shall embrace more than one subject, which shall be expressed in the title," has had the effect of preventing all riders, as they are called, or tacking together several bills for distinct objects, under the comprehensive title of "an act for the relief of Phineas Hutchings, and for other purposes." Since the new constitution of New York went into operation, the Legislature has made much progress in carrying out the provision for general acts of incorporation; and there are now, on the statute books, laws providing for manufacturing, charitable and religious, railroad, plank-road, banking, and insurance corporations. Reverting to that era in New York politics when a single bank charter sometimes occupied half the time of the session, and was fruitful in all sorts of corruption, one is inclined to wonder that so simple and yet so satisfactory a system should never have occurred to our legislators before. There is another matter which occupies much attention at every session. It has already occupied much attention in connection with congressional legislation, and we shall barely advert to it here, as not less important in State than National legislation. We allude to some system for the proper examination of private claims. Without taking from the Legislature any of the control they now possess, it seems advisable that private claims of a certain class should be examined beforehand by some department of the State government. In New York, for example, a large number of claims for canal damages are annually presented. These should, in all cases, be first examined by the Board of Canal Commissioners, and reported upon by them. As, from long experience, they have greater facilities for examining these questions than others, their report would form a good basis for a legislative committee to act upon, and ensure accuracy in facts, if not in conclusions. One or two cases where claims, since shown to have been without good foundation, were allowed last winter, could never have occurred, had the matter been first investigated by those who knew the way in which such claims may be made to assume the most plausible form to those not familiar with canal contracts. And yet more efficient and industrious chairmen have rarely presided over canal committees than at this very session. Generally speaking, our State Legislatures are much more systematic and industrious than Congress; there are fewer speeches made to Buncombe, and there is more adherence to rules; but we regard the disposition to impose still further checks upon them, which has been manifested in forming some of our new State constitutions, as a very favorable indication of a conservative spirit. We believe in sending good men, giving a liberal compensation for their services, and requiring them in all cases to give the most searching examination of the business before them. And if a limited session does not enable them to dispose of it all, the public will be but little the worse, for experience has shown that few bills of real necessity are overlooked. Art. III-COMMERCE AND RESOURCES OF CUBA.* CUBA AN IMPORTANT POSITION-EXPORTS AND IMPORTS FOR LAST TWENTY YEARS-YEARLY AVERAGE OF SAME PERIODS OF FIVE YEARS-INTERNAL ADMINISTRATION-CUSTOMS REVENUE FOR LAST TWENTY YEARS-RAILROADS CONSTRUCTED IN THE ISLAND OF CUBA-AGRICULTURE-EXPORTS OF SUGAR AND TOBACCO-MOLASSES-COPPER ORE-VESSELS ARRIVING AND CLEARING AT PORTS OF THE ISLAND, ETC. Ir is only of late years that Cuba has assumed an important position in the Spanish monarchy, yet we venture to say that there has seldom been witnessed a more rapid advancement than this island has attained, far surpassing the other Spanish colonies, with whom its prosperous state forms a painful contrast. we may The resources of the Island of Cuba depend on its agriculture, manufactures, and commerce; and in respect to the former two, we unfortunately cannot obtain so exact information of their extent as of the latter. However, obtain an approximate idea of our general wealth by our imports and exports, as they have a direct connection with the general production of all classes of industry. Let us, therefore, consider the following statistical table, during twenty back years, ending with 1847, for we cannot yet obtain sufficient data to include 1848 : It is well known that the crops of 1845 and 1846 cannot be relied on, as showing a fair data of production. In 1844, a long drought was followed by a hurricane, which was felt in its effects for two years, (as seen by the table,) as the crop of 1845, which was exported in 1846, suffered from these terrible Translated for the Merchants' Magazine from the "Diario de la Marina" of Havana, January 2, 1849. It will be understood that the remarks in illustration of the statistics in this article represent the opinions of the editor of the "Diario de la Marina," and not those of the editor of the Merchants' Magazine. visitations of 1844. We, therefore, in order to show more clearly our comparative advancement, have condensed the preceding table in periods of five years, viz: Yearly av. of imports Increase during and exports. $30,920,111 36,314,956 49,073,615 50,149,797 5 years. $5,395,745 12,759,659 1,076,182 Per centage of increase. Thus there has been a constant increase for the last twenty years, in some of which it is particularly evident; and it would have been the most remarkable during the latter one but for the unfortunate causes above stated, as then some of our largest sugar estates were formed, and among others the "Alara" of Senor Fulueta, which we believe is not surpassed by any where the cane is cultivated. The internal administration of this colony is adapted to the peculiar wants of the country, as regards the social condition of its heterogeneous inhabitants. On the one hand, it seeks to maintain firmly that long peace to which Cuba owes her prosperity; while on the other, every possible improvement is introduced in the different branches of the public service. Our government is vigilant in enforcing the correct administration of justice, in increasing the means of education, in removing obstacles to the advancement of agriculture, industry, and commerce; and, moreover, in obtaining such desirable results, no recourse is had to greatly increased, disproportioned, and onerous taxes, which is shown by the following official statement of the public revenue for each of the twenty years above cited, namely, from 1827 to 1848: Customs Internal Internal Total resources. Total Customs Years. revenue. resources. Years. revenue. 1828. $5,309,136 $3,777,270 $9,086,406 1838. $6,091,254 $3,267,656 $11,204,434 1829. 5,193,967 3,948,642 9,142,610 1839. 7,363,078 3,841,355 11,204,434 1830. 5,027,095 3,945,452 8,972,547 1840. 7,387,408 4,281,904 11,669,402 1831. 4,795,465 3,501,739 8,297,204 1841. 7,266,464 4,650,835 11,917,299 1832. 4,792,178 3,645,228 8,437,407 1842. 7,383,346 4,731,496 12,114,842 1833. 5,235,371 3,660,185 8,895,556 1843. 6,987,017 3,407,040 10,394,057 1834. 5,098,288 3,847,446 8,797,182 1844. 7,160,631 3,329,621 10,490,252 1835. 5,426,033 3,371,149 9,267,266 1845. 5,370,748 *3,629,252 1836. 5,743,793 3,523,472 8,837,067 1846. 1837. 5,809,775 3,027,390 9,365,9101847. 7,494,330 5,314,833 9,000,000 Let us also view this table, condensed in periods of five years each, viz:— In the table of imports and expo ts, condensed in periods of five years, we have shown that the increase wa 14 per cent, 25, and 2; whereas, in this last table of the revenue or the same years, we see that the increased taxation has only been in the ratio of 1 per cent, 2015, and a decrease of 4, thus clearly showing that instead of an augmentation of taxes, proportioned to the growth of ou commerce, there has been a diminution, This amount is not official, but the customs revenue for this year are official, which have served 23 a base on which to calculate the internal taxes. + Decrease of revenue. and the growing wealth of the country, far from being oppressed with burdensome imposts, has been comparatively relieved from them. Our government has especially in view the improvement of communications with the interior of the island, and to this end has dedicated a portion of the public revenue, appropriations have also been made for increasing the number of bridges, light-houses, &c. It is still, however, true, that our public roads are not yet as good as they might be wished; but it is not less true that perfection therein has only been reached, even in old settled countries, after long and continued study and practice. Our administration has done much in stimulating the spirit of association for the purpose of building railroads, and was the first to construct at its own expense the road to Guines, thus proving the possibility and utility of introducing among us this means of conveyance. That the example was not lost, let the following list of the present railroads of Cuba testify: While on this subject, we would remark that the greater part of these roads pass through those districts most cultivated with the sugar cane, the most important branch of the agricultural wealth of Cuba; that the rates of freight are moderate, and yet sufficient to yield good dividends to the stockholders; that the cost of transportation of our products has been reduced; that these roads, joined with the steamboats which connect our sea-ports with each other, enable planters who live in our cities to make more frequent visits to their estates, and thus take immediate advantage of the state of the markets for their crops; and, finally, that the prosperous result of these enterprises have produced others of a similar nature, to which our administration has cordially lent its approbation and the aid of the public funds. Let us review the progress of our roads during this year, and, as the most important, we advert to the union of the Havana with the Matanzas road (la Sabanilla) at "Tienda de Reyes;" this will soon be forowed by a junction with the Cardenas road, and when this result is obtained, he three principal cities on the north side of the western department, namel, Havana, Matanzas, and Cardenas, will be united together by a quick mode of communication. The Havana road was bought from th government by a company (as before stated) under the obligation to finish it at a certain time. This year it * This road was finished as far as Guines, 51 miles, b the Royal Junta de Fomento, and sold by them in 1842 to a company for $3,500,000. There is also a branch of this road to Guanajay, 14 ailes in length, which will be completed in 1849. The "Junta de Fomento" has loaned to this road during the present year $146,500, at 5, 6, 7, and 8 per cent interest per annum, at a long credit. This company has been formed with a capital of $62,00 0. This last road is already partly laid out, and a great part of the stock already taken. was completed as far as contracted for, and within three years of the time stipulated. During this period, twenty-three miles were laid of the thirtyseven which comprised the prolongation of the road to where it meets the Sabanilla or Matanzas line, in the same year the Bermeja station was opened, and lastly the Union station was reached on the 24th of November, when we date the connection of Havana with Matanzas by railroad. During the last twelve months eight miles of the branch to Guanajay were graded, which reached Cuba del Agua, and it is probable that by the end of next April the road will be opened to this village, and finished to Guanajay about the end of June next. The company's material for transportation consists of thirteen locomotives, nine first class cars, six of the second class, twelve of third class, and 410 freight wagons. From the 1st October, 1847, to the end of September, 1848, 133,886 passengers were conveyed over this road and its branches, 175,678 boxes sugar, 371 hhds. sugar, 2,260 casks molasses, 4,312 pipes of rum, 5,018 bags coffee, 45,414 bales of tobacco, 1,588 wagon loads of corn, 2,770 wagon loads of plantains, 1,282 wagon loads of malojas, 3,470 hogs, besides various merchandise. There are 108 miles in operation, and by the middle of next year (1849) there will be 122, including the Guanajay branch. This line and its branches traverse a rich country, consequently it must be very profitable; but what in our opinion will most benefit it is its union with the Matanzas road, and the junction of this latter with the Cardenas and Jucaro, in accomplishing which the directors have shown much intelligence and activity. THE SABANILLA ROAD. This enterprise has made some progress this year, both in effecting its juncture with the Havana line, and advancing to meet the Cardenas road. That part comprised between the village of Sabanilla and Tienda de Reyes has been put in operation; at this latter place is a station called "La Union," as it here unites with the Havana road. The work here presented many difficulties on account of the heavy grading to be done after leaving the village of Sabanilla; ravines had to be filled up in many places with masonry, and hills to be leveled or cut through. Bolondron is the next station beyond Reyes, and this also was reached during the year, as the formation of the land offered less impediments to the work, thus making eleven miles of the road completed this year. In March next (1849) it will be finished to the station of Guira, and it is thought that in May it will be in operation to Navajas, where it joins the Cardenas line. The gross earnings of the road for the year ending 31st October last were $151,780 Running expenses for the same time.... Net earnings...... 65,295 $86,485 The freight transported amounted to 116,930 boxes sugar, 24,923 hhds. molasses, and 1,475 hhds. Muscovado sugar. 48,014 passengers passed over the road, and such has been the increase since its connection with Havana, that the number of passengers for the next year are estimated at 80,000. COLISEO RAILROAD. This road was completed this year as far as contemplated when first projected; a portion of it was opened on the 3d February, but the whole was not in operation until the month of June; consequently the company was not able this year to carry one-half the freight that will in future be conveyed over this road, which will be one of the most productive on the island, notwithstanding its heavy cost, owing to the unfavorable topography of the country. From February to November, the business of the road was as follows:-39,679 boxes sugar, 1,520 hhds. Muscovado sugar, |