recurrence of similar arbitrary acts, and security for the free egress from Canton and other ports, of all persons not guilty of crimes or civil offences at any and at all times. The following statement of the sales of the public lands, from September 1833, to September 1839, is made by the commissioners of the land office: Mississippi, 6th. That until the Chinese laws are distinctly made known and recognised, the punishment for wrongs commit- Ohio,................. ted by foreigners upon the Chinese or others shall not be Indiana, greater than is applicable to the like offence by the laws of Illinois, the United States or England; nor shall any punishment be Missouri, inflicted by the Chinese authorities upon any foreigner, until Alabama, the guilt of the party shall have been fairly and clearly proved. Should our government determine to abstain from any interposition in the affairs of its citizens in China, the undersigned beg leave to represent the necessity which will exist for the appointment of an agent or commissioner qualified by his commercial and general information, with a sufficient naval force to protect our commerce (see Note c,) and our persons from being held responsible for the acts of lawless traders and the hostile operations of a British or other foreign fleet, or at least to prevent any paper blockade from interfering with our commerce, as well as to secure a participation in any privileges which this Government may hereafter be induced to concede to other powers. For details of occurrences and confirmation of the justness of the views we entertain, we beg leave to refer your honourable bodies to the documents that will have been forwarded to the State Department at Washington by the United States consul, P. W. Snow, Esq; and we take pleasure in the opportunity of expressing our entire approbation of the course adopted by that gentleman in his correspondence and intercourse with the local authorities, under circumstances of difficulty and exposed to danger, which, perhaps we need not urge, merits the consideration of his government. In conclusion, we have but to express our candid conviction, that the appearance of a naval force from the United States, England, and France, upon the coast of China, would, without bloodshed, obtain from this government such acknowledgments and treaties as would not only place our commerce upon a secure footing, but would be mutually beneficial, and greatly increase the extent and importance of our relations with this empire. NOTES. (a.) The demands urged in the first, second, and third articles, are rendered necessary by the rapacity of the local officers who farm their offices from the Imperial Government, paying therefor large sums of money in addition to the reve nues raised upon the trade and productions of the province; and when it is known that a frequent change of officers is practised, and that each incumbent accumulates great wealth, the extent of fraud and extortion may perhaps be imagined. (b.) We have but now experienced the unhappy consequences of residing at a distance of near ten miles from the foreign shipping, which is anchored at a distance of thirty miles from the sea, and escape prevented by sufficient fortifications at the mouth of the river. (c.) A comparison of the American trade to China, with that upon the coast of South America, will show the very great importance of the former, and prove its claims upon government for protection. RUSSELL STURGIALL, W. DELANO, Jr., GIDEON NIE, Jr., S. B. RAWLE, R. B. FORBES, A. A. Low, Dated Canton, May 25, 1839. Of Russel H. Indiana.-It is a remarkable fact that the farmers of fiftyeight counties in Indiana, can transport their productions from their own doors by water in flat boats to market. Sixteen are bounded or intersected by the Wabash: ten by the north branch of White river; twenty by the south and its forks, fourteen by the Ohio and its little tributaries, five by lake Michigan and St. Joseph's, and others by other branches and creeks. From all parts of the state, farmers and mechanics can prepare their freights, an in the winter season float off to New Orleans or other markets, and return in season for another year's labour. It appears then, that from 1833 to September 1839, the quantity of public land sold, amounted to 53,941,800 acres, and the purchase money to $68,319,843. Since the last annual report of the commissioners, there have been prepared and forwarded to their respective destination, upwards of one hundred thousand patents for lands sold. The weekly average of wheat in England since the last harvest was gathered have been as followsd. Week ending September 6th.. 9888426 1 S. .71 do. 5 Great Britain and American Whalers.-Captain Butler, of whale ship Pacific, of Fairhaven, arrived at New Bedford, on Thursday, states, that he was informed by the inhabitants at King George's Sound, that the ship Tuscaloosa, of New Bedford, Capt. Hussey, went, in June last, into Two People's Bay for the purpose of taking whales. While there, H. B. M. ship of war Herald, came in and ordered Capt. Hussey to leave, threatening to sink him or send a shot through his boats, unless he got under weigh within twenty-four hours. Capt. Butler further states that the inhabitants of Swan River and Hobart Town had petitioned for a man of war to be stationed on the coast to prevent American ships from whaling in the neighbouring waters, and to drive them from their Bays. 164 COMMERCE OF THE UNITED STATES, Appended to the Report of the Secretary of the Treasury, which we have already published on page 17. Exports of the United States, commencing on the 1st of October, 1789, and ending on the 30th September, 1838. EXPORTED TO. Nether-1 Years. Great Britain France Spain lands and Sweden Denmark Portugal China. and depen- and depen- and depen- dependen- & depen- an 1 depen- and depen Hanse Towns. cies. 5,183,297 4,541,435 5,949,903 2,758,587 234,455 415,586 1790 $9,246,562 $4,668,902 $1,989,421 $1,925,981 1791 1,301,286 1,634,825 1802 23,925,091 14,475,537 1803 25,369,073 8,245,013 1804 21,829,802 12,776,111 dencies. dencies. dencies. $47,240 $224,415 $1,283,462 21,866 277,273 1,039,696| 573,890 1,018,643 870,508 997,590 (a) $478,050 426,269 116,071 1,805,884 3,992,982 8,589,718 5,609,524 760,352 1,340,652 2,270,389 1,034,764 6,840,024 7,688,336 646,866 2,469,638 1,325,751 1,479,701 (a) Before the revolution, we had no trade with China; but it gradually became important, and, in 1821 and 1822, had swelled in exports to Canton to five millions of dollars. According to a report of the British Parliament, made in 1833, (and some American captains were examined as to the facts,) it was ascertained that our trade was equal to threefourths of that of the East India Company. 3,534,500 3,345,631 3,333,518 3,529,172 2,591,275 1836 1837 1838 911,013 513,996 1,306,732 467,557 $1,007,928 3,880,323 1,080,119 1,048,289 339,052 1,247,880 2,164,097 724,739 243,040 2,267,194 5,265,053 795,567 9,029,221 1,064,016 6,041,635 829,255 184,149 2,059,351 971,837 1,476,355 183,793 2,608,656 708,918 941,884 189,518 3,094,936 157,663 1,743,209 Canal Tolls. We take the following statement from a Commission to Cleveland,.. Pittsburg paper: Charges and expenses on transporting one barrel of flour from Beaver Falls to Pittsburg.... Commission on drayage, Pittsburg, ... Charges and expenses from Pittsburg to Philadelphia, by canal and railroad,.... ... Probable charge and expense of transportation on the Pennsylvania and Ohio canal, and Ohio canal from Beaver Falls to Cleveland,.............. 1 50 1 81 40 cents. The Second Annual Report Of the Philadephia, Wilmington and Baltimore Railroad Company, since the union of the constituent Companies. To the Stockholders of the January 13, 1840. Philadelphia, Wilmington and Baltimore R. R. Co. According to the requisition of the charter, the Board of Directors of the Philadelphia, Wilmington and Baltimore Railroad Company, submit the following Annual Statement for the year ending the 31st of December, 1839. The increase of the number of stockholders during the last year, renders it necessary to advert to the organization of the present corporation. By reference to the map of the road it will be perceived that the line of railway extends through portions of three different States, and is ninety-eight miles in length: to obtain the franchises required for its construction, legislative enactments of each of the States were necessary; these at different times were obtained, by which four companies were incorporated for the purpose of making the roads. Two of the companies were merged together as one, before the completion of their respective works. The advantages which would result from a combination of the powers of the original institutions were perceived by the different boards of direction before the completion of their several divisions, and applications were early made to the Legislatures for authority to unite their disjointed interests without diminishing their chartered rights. For this purpose enactments, empowering an union of the companies, were obtained from the Legislatures. On opening the railways for general use, the necessity became manifest of an unity of interest, and a consolidation of the powers of the companies for a systematic direction of purposes. On the 5th of February, 1838, commissioners appointed by the stockholders of each company, agreed on certain articles of union, which were afterwards unanimously approved and adopted by their constituents, by which the original companies were consolidated into the present Corporation. nary travel over the bridge, free of toll for ever. The Directors declined a negotiation at that time, as the injuries which the bridge had sustained, were not then repaired; they have at all times, however, been disposed to consider favourably of the proposition. The advantages the bridge will yield to the southern districts of Philadelphia, by giving a convenient avenue of communication to the inhabitants of that section, and the adjoining counties, are known to the Directors, and although the future annual revenue of the new bridge may be estimated at twelve or fifteen thousand dollars, from the fact that the tolls collected for the past eight months, that even the old floating bridge has been passable, have amounted to $5,515. Yet they would deem it advisable to negotiate with the commissioners on fair terms, provided the absolute control and superintendence of the bridge be retained in the company, that the travel by the railroad over the bridge may not, by neglect, be impeded or endangered. All the bridges along the line of the road, are under the careful supervision of a competent superintendent: the long bridges over the Bush and Gunpowder rivers have been lately carefully examined, and new ice fenders placed around the foundations for their protection; all of them are reported, by a committee of the board having supervision of the subject, in the best possible condition for the purposes designed. The roadway may be considered, at present, in better condition than when first opened for travel, as the heavy embankments have thoroughly settled, and require now no more repairs than that portion of the road located on level ground; and the washings or slides from the sides of excavations have become less frequent, as the surface of the soil has become hardened by time, thereby lessening the necessity of clearing the ditches at the base of the slopes, and consequently decreasing, gradually, a heavy item of expense. The atten tion of the superintendent in keeping the road properly drained, and the slightest dilapidation of the railway immediately repaired, has placed, and will maintain the superstruc ture in an admirable condition of usefulness. The peculiar construction of the road, it having no very heavy grades, and its few curvatures being of a large radius, will prevent any sudden or serious injury to the machinery or railway, by the friction of the passing trains. The road engines and cars are all at present in good and proper condition for the services required. The past year has not been unattended with disaster to the company; the great freshet of the 26th of January last, carried away a portion of the Newkirk viaduct, over the In consequence of the absence of the engineer of the road Schuylkill River. This injury may be attributed to the un- in Europe, we are unable to give a detailed report of the finished condition of one of the eastern piers; the old float- manner of construction, and amounts of excavation, embanking bridge which was swept by the flood from its moorings ment, and bridging of the road. Some particulars relative against this unfinished pier, obstructed the passage of the ice to its character may not prove irrelevant; several kinds of and drift wood, until, by their accumulation, and the washing rails have been adopted for different sections of the route, in by the force of the under current, of the earth from around all of which, strength, and consequent permanence, have the foundation of the pier, it was overthrown, carrying with been made essential requisites. The bridge rail, weighing it a portion of the superstructure. This occurrence tested 40 lbs. per yard; the T rail, weighing 56 lbs. per yard; and fully the security of the other parts of the work; the two the heavy bar rail, 1 inches in thickness, by 24 inches in draw piers in the centre of the river, opposed at that time the breadth, weighing 40 lbs. per yard, are used throughout the whole force of the current, without further injury than the whole, with the exception of a portion of the route between defacing of a portion of the stone work of one, by the boats Philadelphia and Wilmington, upon which the heavy plate and material which were hurled against it by the violence of bar has been laid. the stream. The injuries which the road sustained by this storm, prevented, for a few weeks, the travel by the railroad between Philadelphia and Wilmington; they were, however, soon repaired, a temporary bridge placed across the river, and the travel over the whole line renewed. The viaduct has since been entirely repaired, a new pier built in lieu of the one carried away, which is now effectually secured, as originally designed, by wharfing and piling. The bridge, together with the other injuries which the road sustained on that occasion have all been effectually repaired at a cost not exceeding $15,000. The improvements of the southern sections of the city and county of Philadelphia, and their increasing population, will render it desirable, in a short time, that the Newkirk viaduct should be toll free; this subject has already claimed the attention of the Philadelphia county Board, who have authorized the commissioners of the county to negotiate with the company. A communication was received from the county commissioners, as early as last May, inviting attention to the subject, and proposing to contract for the passage of all ordi The superstructure of the road consists of longitudinal sills, connected by cross-ties of locust, red cedar, or seasoned white oak, and surmounted by longitudinal string pieces of Carolina heart pine, on which is laid the ion rail. Upon the greater part of the road, however, the strength of the iron bar is such, as to render unnecessary the use of the longitudinal string piece, the bar being supported by the crosstie alone. Between the city of Wilmington and the Susquehanna river, the roadway is graded thirty-five feet in width with superior bridging, all but one being built of the most substantial stone masonry and brick arches, making them secure from risk of fire. Upon other portions of the road, the surface width is twenty-five feet, having, throughout nearly the whole length of the line, a surface graded sufficiently wide for two tracks of railway. The whole distance was contracted for and finished, by different contractors, in various quantities of from five to ten miles in extent, and amounts from $10,000 to $60,000. The following are the average rates of prices paid for labour and material, Land damages, $250 per acre. Fencing, per pannel, $1 to $1,25. These are the general charges for graduation and materials, collected and averaged from the contracts on file at the company's office. It has been the object of this Corporation to establish a convenient railroad communication between the cities of l'hiladelphia and Baltimore, to connect, by their works, the chain of railroads between the Atlantic, southern and western cities; to give to the merchant, manufacturer, and traveller, a certain and expeditious avenue of transit for themselves and merchandise. These objects have been obtained by the enterprise and perseverance of individuals in times of financial depression almost unparalleled, unaided by the subscription to a single share of the company's stock by the United States' government, or either of the States through which the improvement passes. At the time of locating the routes of the road by the constituent companies, attention was had to a choice of the most direct line from city to city, and as near the intervening post-towns as was possible; one of their objects being the construction of a road available in summer and winter for the secure and speedy transmission of the travelling community, as well as the public mails. The embarrassments which the Post Office Department had, before the construction of this road, always encountered in the conveyance of the mails, from the risks of robbery, and crossing the Susquehanna river, and the almost impassable state of the post roads between Philadelphia and Baltimore, during a portion of each year, had been a subject of public complaint, and of serious annoyance to the Department. It was, therefore, confidently anticipated by the projectors of this improvement, from the inception of their design, that Congress would aid, by appropriations, an undertaking which evidently would prove advantageous to the public, or at least, when completed by private subscriptions, that the Post Office Department would favour it with the transportation of the mails, at a reasonable compensation;-for the two last years you are aware that the United States' government has availed itself of the advantages offered by the road. On the 20th of January, 1838, a contract was concluded between the Post Office Department and this company, to continue until January 1st, 1840, by the stipulations of which it was agreed to carry one mail daily to and from Philadelphia and Baltimore, and the intermediate post towns on the line of the road. The mails were to leave Baltimore daily, after the arrival of the southern mails, (which were limited to arrive there by 9 o'clock, A. M.,) and to arrive at Philadelphia by 5 o'clock, P. M., and to depart from Philadelphia daily, any time after the arrival of the New York mails, (which were limited to arrive there by 5 o'clock A. M.,) and to arrive at Baltimore by 3 o'clock, P. M.; for which service the Department agreed to pay the company $27,500 per annum. This arrangement, during its continuance, is believed to have been satisfactory to the Department, to the public, and to the company-to the department, by the faithfulness with which we may venture to say the company have discharged their duties; to the public, by the speedy and safe intercourse afforded by letter without the delays and risks of the former system of mail transportation; and to the company, as the hours required for the transmission of the mails by the road permitted their being conveyed by the passenger trains by daylight, thereby reducing the expenses incident to the services required, and rendering the compensation allowed a fair equivalent. But the Postmaster General perceiving from the advantages enjoyed, that the mails could be further expedited by having the New York mails, which arrive at Philadelphia about midnight, immediately forwarded to Baltimore by the railroad, without remaining at Philadelphia until 7 o'clock in the morning, for the starting of the passenger train, proposed to the directors the running of two daily trains, conveying the mails in each direction over the road; one leaving Philadelphia for Baltimore immediately on the arrivals of the New York mails, at midnight, and the other at about twelve hours afterwards; the southern mails leaving Baltimore for Philadelphia, immediately on their arrivals from Washington at Baltimore: thus effecting a close connexion, without delay at either place. For this more than double service, the department offered no greater compensation than twenty-five hundred dollars more than that heretofore annually received by the company. This proposition the Board of Directors, with a proper view to the interests entrusted to their charge, could not, with consistency, accept; the increased bulk, and weight of the mails since the commencement of the conveyance by the railroad, and the probability of a greater increase within the succeeding four years, for which it was proposed that the new contract should continue, induced the directors to consider that an advance of $2500 per annum on the first price, would no more than compensate the company for the continuation of their services under a contract similar in all other respects to the first, and would not be a sufficient remuneration for running two trains daily, and totally inadequate as such, for the consequent risk and responsibility of running a line by night, exclusively for the mail, (as it would be unaccompanied by passengers, and the extra trains and labour which would be necessarily employed for that service. The Directors therefore declined the proposition, but proposed to renew the old contract for the time desired, provided the compensation be increased to $30,000 per annum, (or $300 per mile, per annum, estimating the distance from post office to post offie, at 1.0 miles.) This proposal the department refused to accept. The Directors still anxious to accommodate the public by carrying the mails, proposed to continue the original contract on the same terms as before, and at no increase of compensation over the $27,500 per annum heretofore allowed; this also was declined. À propoșition was then finally made in behalf of the company, to run one night train, carrying the mails, and leaving at midnight, on the arrival of the New York mails, and to carry a mail with each day train which should be run, provided the hours of departure of each day train should be at the discretion of the company, and the compensation to be allowed should be sufficient to remunerate the additional hazard and expense. The department, to this proposition, declined increasing the amount of compensation beyond $300 per mile, per annum, or contracting unless the hours of running the mails were under the direction of the Department. The Directors could not consider themselves authorized to conclude a contract on terms evidently so detrimental to the interests of the company; they therefore declined the negotiation, and the consequence has been the loss of the mail service by this company, as the contract expired, by limitation, on the first instant. The Post Office Department, since that time, has made arrangements by which the mails are conveyed once daily to and from Philadelphia and Baltimore. The route pursued is, from Baltimore, by railroad, 54 miles, to York, Pa.; thence 12 miles, by stages, to Columbia, and from thence, by the Columbia Railroad, 81 miles, to Philadelphia, being a circuit of 147 miles; this arrangement has not advanced the expedition of their transit, as the distance is increased 49 miles, and the mails which leave Baltimore now at 9 o'clock, A. M. do not arrive at Philadelphia until midnight or later, when under the former system, they arrived |