our party. Shortly after, Lieut. Emmons rejoined me, and made his boat fast to mine.

In about half an hour Jerome Davis came off to say that with another hatchet Mr. U. could purchase all required. I directed Davis to take it to him, and say to Mr. U. that I desired to see him without delay; to come off with what he could get as soon as possible. In the mean time the water having risen, I ordered the Leopard to drop in as near the landing as possible. She had been gone about ten minutes, when the hostage jumped overboard and made for the beach, which was the first intimation I received of any thing going wrong on the shore. I immediately seized my rifle and directed it at him, when he slackened his pace.

I then ordered two men to follow and secure him; he thereupon resumed his course, when I determined to shoot him, but stayed my hand, lest his death should bring destruction to our absent people. As I turned to direct my boat to be got under way, I noticed Midshipman Clark in the act of firing, and ordered him to fire over his head-at the same time directed Lieut. Emmons to pull after and take him, if possible, dead or alive. The report of the fire arms then reached us from the beach, to which ensued a general melee, the natives having suddenly increased to about fifty. By this time, my boat was flying before a fresh breeze to the stage of conflict, and I called to Lieut. Emmons to follow me. In a few minutes, we passed the Leopard shoving out, when I was informed of the death of Lieut. Underwood. The boats had not grounded, but we immediately jumped overboard, and with all speed hastened to the beach, opening a fire upon the natives as soon as within range, when they immediately dispersed, carrying off their dead and wounded.

Before we got upon the beach, we found J. S. Clark (seaman) badly wounded and delirious. I directed some one to take him to the boat, and continued my course. When I reached the beach, nothing living was to be seen. About ten paces from the water, I found Lieut. Underwood, lying upon his back, partially stripped of his clothing. I raised his head upon my arm, and hope was for a moment flattered, on perceiving some signs of life; but, alas! he breathed twice only.

Turning aside from the melancholy spectacle, my eye fell on Midshipman Henry, who lay very much in the same situation in which I had found Lieut. U. This was the earliest intimation I had had of his being one of the sufferers. I raised him in my arms, and hope was again flattered-I thought I perceived him breathe. A native lay a few paces from him badly wounded. I ordered him despatched; and with heavy hearts we bore our murdered comrades to the boat, and made sail for the schooner, which we reached in about one hour -at 5 o'clock, P. M.

Very respectfully, I am,

Sir, your obedient servant,

TO CHARLES WILKES, Esq.,

JAMES ALDEN, Lieutenant United States Navy.

Commanding U. S. Sur. and Ex. Expedition.

From the Polynesian, of Oct. 3, 1840.

We understand that the name of the Feejee chief who is now a prisoner on board the Vincennes, is Vindovi, and that he is from the town of Rewa, one of the most important in the group. He was, moreover, hereditary chief of the large island of Kandavu, at which place the outrage was committed for which he has been seized. It appears that, in the autumn of 1834, the American brig "Charles Dagget" was cruising among those islands, to obtain biche-le-mer, and that the captain [Bachelor] having, as he supposed, obtained the good will of Vindovi, determined to make his island one of his principal stations. He previously took on board, as pilots and interpreters, two or three white men, who are living on the island, and it is from them that the details of the transactions have been obtained. The captain also took the precaution, at first, of keeping a chief, as hostage, on board; but after a few days, pretending to be sick, he was incautiously set on shore. One of the interpreters, who was then at the biche-le-mer house, perceiving this, and seeing, at the same time, some suspicious movements among the natives, became convinced that they had formed the design of taking the brig, and as soon as he saw the mate coming ashore, he went to him, and told him what he had observed.

The mate immediately came to the same conclusion, and turned to walk to the landing place, where he had left his boat; but Vindovi, who was in company with him, suspected that his treachery was discovered, and determined to secure at least what was in his power. He took the hand of the mate in a friendly manner, and walked along a short distance with him. Then suddenly stopping, he seized both the arms of his companion and pinioned them to his sides, giving the signal for the assault. Some of the savages beat out the brains of the mate, while he was held by Vindovi, and a great number attacked the house in which the other men were, and killed two of them. The interpreter and a Tahitian escaped with great difficulty, by swimming off to a boat. The next day, the bodies of the murdered men were obtained by paying a musket for them, and were sewed up in a small sail and buried along side.

The capture of Vindovi was effected by seizing upon the principal chiefs of Reva, and keeping them on board the Peacock, until he was given up. Although it is to be regretted that so many years were allowed to elapse before any notice was taken of this outrage, yet the case, as it has occurred, will be of use by convincing the natives that the lapse of time alone will not secure them against the consequences of their perfidy.

BRITISH EXPLORING EXPEDITIONS IN THE SOUTHERN HEMISPHERE.

The Erebus, Capt. J. C. Ross, and Terror, Capt. F. R. M. Crozier, from Simon's Bay, last Kerguelen's Land, arrived at Hobart's Town, 15th August, all well, and from the Hobart's Town Courier of the 21st of the same month we extract the following:

"The Erebus and Terror, the discovery ships which have been so long expected, have at length arrived in our port, and an Observatory is in the progress of being constructed in the Government Paddock, for which all the requisite instruments are provided. Great expectations are formed of what this expedition is likely to effect in respect of magnetic observations, and synchronous days are set apart-or to speak more plainly, the same time the observations are made here, they will be made in different parts of Europe, four stated days in the year having been appointed by the German Magnetic Association, and other periods in their own observatories. The maximum of north intensity is in Canada, and the corresponding southern one is in Van Diemen's Land. The hourly changes of declination have been already observed, but not those of variation and intensity, so that there is yet much to learn on these important points. The magnetic instruments have been selected by Professor Lloyd, of Dublin, which is now under that distinguished man, the great Normal school of training for the physical observatories about to be established in various parts of the globe. The fixed magnetic observatories have been confided to the Ordnance Board. The establishment in Van Diemen's Land will be maintained by the Admiralty. The station in India will be Trevandruin, south-west point of the Indian peninsula, which will be supported by the Rajah of Travancore, whose astronomer, Mr. Caldecott, has also been to Dublin for instruction. The other fixed observatories will be in Canada, St. Helena, and the Cape of Good Hope. All the powers of Europe have entered most enthusiastically in the great objects of this expedition, and in fact a magnetic Congress was held at Gottingen in October, 1839, and a list of stations in Europe, America, and Asia, was determined upon. Amongst the warmest supporters of this expedition, and the general objects of the Congress, we have to record the name of Mehemet Ali, the extraordinary ruler of Egypt. Captain Ross, the cousin of Sir James Ross, and his fellow-laborer in the north-west passage, which a few years since excited so extraordinary a sensation throughout England, conducts this exped tion, and his well known accuracy will render his observations of great interest.

"The observations have, as we understand, been hitherto such as to induce Captain Ross to entertain the idea that he can solve the problem of magnetic influence, in so far as to establish the position that it does not depend upon the earth. Besides magnetic observations, atmospherical phenomena are also to be noted-and all kinds of scientific research are to be comprised within the scope of this expedition."

PARLIAMENTARY REPORT ON THE REGULATION OF RAILWAYS.

A report lately made by the officers of the Railway Department in England, has just been published by order of Parliament. It contains a variety of suggestions and recommendations, part of which, as arising from the particular character of British legislation on the subject, are exclusively of local application, and part are of interest in this country, as the result of experience and careful observation, where the greatest opportunity has been afforded, of making improvements in this system of locomotion. In some particulars, the experience which has been already acquired in this country has rendered the suggestions proceeding from this source superfluous. In the state of Massachusetts, in particular, in all that relates to legislation on the subject, a much more cautious and judicious course has been pursued than has been adopted in England. Care has been taken to provide in the charters of railway corporations, for the annual return of all the statistical information which can be useful to the public. These returns are annually published by order of the legislature. The monopoly which has been granted to railway companies is here so restricted, as to guard it against any injurious effect upon the public interests, by the power which is reserved in the charters to reduce the rates of toll if the net profits exceed 10 per cent., and the right which is reserved to the public to purchase the works, after the expiration of a specified period, on certain conditions. In the management also, the Directors have in some respects been more cautious than the superintendents of the English roads. For example, they employ men of higher character and qualifications in the managemement of the engines, and by that precaution have avoided many accidents, which would have occurred had the same class of men been employed as usually direct the engines on the English roads. There is, however, doubtless, much to be learned here by watching the progress of improvement in other countries, and listening to the suggestions made by judicious and experienced men.

With a view of introducing to the knowledge of those who are concerned in the superintendence of railways in this country, what appear to us the most important parts of the report above referred to, we here subjoin three or four detached extracts from it. A part of the report which recommends a provision for an examination and licensing of engine drivers, as they are called in the report, or engine men, as usually denominated in this country, we do not copy, because we do not think that such a systein would be useful here. The superintendents of our railways take care to obtain much more satisfactory information of the qualifications and character of the engine men employed, than would be afforded by the certificate of a board of examiners.

"The following is a list of accidents attended with personal injury occurring in the course of the public traffic, which has been returned

to the Board of Trade between the passing of the act for regulating railways and the date of this report.

[Then follows the list of accidents attended with personal injury, occurring in the course of public traffic, from the 7th of August, 1840, to the 25th of January, 1841.]

This list is confined to accidents of a public nature, and excludes the numerous cases of accidents which have occurred to servants of the company under circumstances not involving danger to the passengers or public, and also of accidents which are attributable to carelessness or misconduct on the part of the person injured. It is exclusive also of accidents unattended with personal injury, respecting which we have no power of calling for returns. arrangement" has been used in stating the cause of the accident, not as necessarily implying neglect on the part of the company, but simply as stating the fact, that the accident is one, which, under an improved system of arrangements, might have been prevented.

The following results appear from this list :

The term "defective

1. Out of 35 railway accidents which have occurred in the course of five months, 21 are attributable, among other causes, to "defective arrangements."

2. Eighteen are attributable to "misconduct of servants;" and 3. Six are attributable to "mechanical causes," among which the breaking of axles occupies a prominent place.

With reference to these results, the following observations suggest themselves :

:

1. The inherent danger of railway travelling is very small, and even under the present system less than that of other modes of conveyance.

2. It is not, however, by reference to comparative, but to absolute safety, that the question must be considered. The public have a right to expect that the maximum degree of safety which the nature of the case admits should be attained without reference to the safety of other modes of travelling. This is the more necessary, as railway accidents, when they do occur, are frequently of a frightful character, and calculated to cause a panic in the public mind, which materially diminishes the benefit which the country would otherwise derive from this improved mode of conveyance.

3. The maximum degree of safety is far from being attained in practice, as appears from the fact that a great majority of the accidents above referred to have arisen from causes not in any respect inherent in the nature of locomotive travelling, and which might have been avoided by the adoption of a better system of arrangement.

This will appear more evident from a detailed statement of what has actually occurred in the case of the eleven accidents which have been the subject of personal investigation by inspectors appointed by the Board of Trade. These accidents, which from their importance and the degree of public attention they have excited, may be called the leading railway accidents," are the following:

Hull and Selby, two accidents.