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Maps, plates, charts, etc., may be filmed at different reduction ratios. Those too large to be entirely Included In one exposure are filmed beginning in the upper left hend corner, left to right and top to bottom, as many frames aa required. The following diagrams Illustrate the method: Les cartes, planches, tableaux, etc., peuvent fttre fllmte A das taux de reduction diff Arents. LcTsque le document est trop grand pour Atre reprodult en un seul ciichA, II est film* A partir da I'angle supArleur gauche, de gauche h droite, et de haut an bas, en prenant le nombre d'imagas nAcesteire. Les diagrammes suivants iliustrent la mAthoda. 1 2 3 1 2 3 4 5 6 -vv^tr p. m^(f7m^ac^ . '' MEMORIAL Of THE CHAMBER OF COMMERCE Of THE STATE OF NEW-YORK ON OCEAN STEAM NAVIGATION .TANXJAR^Sr, ise4. Ncnj- J)ork : JOHN W. AMESMAJSr, PRINTER, No. 47 •Cedar Street, 1864. -ey^:^--- ,j-_.i MEMORIAL or TnK CHAMBER OF COMMERCE OF TUX STATE OF NEW-YORK, TO THE SENATE AND HOUSE OF REPRESENTATIVES OH' THE UNITED STATES. FREF/.REO BY JOHN AUSTIN STEVENS, Jr., Secbetabt, TODEE THE DIRECTION- OF THE CO:,iMITTEK ON OCEAN STEAM NAVIGATION. New-Pork : JOHN W. AMERMAN, PRINTER. No. 47 Cedab Street. 1864. RESOLUTION OF THE CHAMBER OF COMMERCE. At a regular meeting of the Chamber of Commerce of the State of New- York, held 5th November, 1863, the following resolution was unanimously adopted: Resolved, That a Special Committee be appointed to make a thorough investiga- tion of the subject of Ocbaw Stkam Navigatiok, and of the continual depredations on commerce, with a request to report at a subsequent meeting. From the Minutes of the Chamber, JOHN AUSTIN STEVENS, Jr., Secretary. TABLE OF CONTJENTS. fork, itiga- tions H- PAOI 1. Memorial — Introductory, ft 'I. Tho American System of Steam Navigation, '^ Conirressional Legislation,. '7 Table showing United States Mail Service in October, 1852, 10 8. History of American Lines, 1 1 Tiie Collins Line, 1 1 Table showing speed of Cunard Steamers 12 Table showing speed of Collins Steamers, 13 The Havre Line, 13 The Bremen Line, , 13 Tho Pacific Line, IS The Havana Line , 14 Coast Lines 14 Table showing American Lines, January, 1 864, 1 o 4. Tlio British System of Steam Navigation, 16 Parliamentary Legislation, • 16 Table showing tho Foreign Steam Communication of Great Britain and Government Subsidies in 1862, 18 5. The British Telegraphic System, 19 e. The French System of Steam Navigation 20 Table showing Progressive increase in French Tonnage, 21 7. Present Steam Communication between Europe and tho United States, . - 21 Foreign Steam Lines to the United States, January, 1864, 22 8. Governraeut Subsidies to Ocean Steamers 22 Estimate of the Correspondence by Cunord Line, in 1869; of Sub- „ sidles paid by and loss to the Government 25 "^ Estimate of Sea Postages received from Cunard Lino, 1841 to 1846, 26 Statement showing the Payments to, estimated Sea Postogo from, and loss by all British Foreign Lines in 1859, 26 Table showing Comparative tiubsidies to American and British Lines, in 185T, 27 9. Growth of the British Steam Morine 29 Tonnage of Registered Vessels, Sailing and Steam, of the United Kingdom, 1854 to 1861 29 Tonnage of Registered Sailing and Steam Vessels engaged in Home and Foreign Trade, 1863 to 1861, 30 Sailing and Steam Vessels built and registered in the United Kingdom, 1863 to 1861, SO Number and Tonnage of Steam Vessels of each Nation entered and cleared at ports of United Kingdom in 1853 ?tl Do. do. 1861, 31 Partial Review of Entries of Steam Vessels into ports of the United Kingdom, 1853 and 1861 S2 Statement of Entries and Clearances of Steam Vessels at ports of the United Kingdom from and to United States and other American ports in 1853, 33 Do. do. 1861, 33 10. Progressive Increase of Tonnage in the United States, 34 Statement showing Numl)er and Class of Vessels built, and Tonnage thereof in the United States, 1850 to 1861, 84 Comparative View of the Registered and Enrolled Tonnage of the United States, from 1860 to 18C1, 34 no* 11. Partial Compnriaon of tlio Progression of tho Commerce of the United States and of Grout Britain, 86 Introductory Remarks 86 Mexico, Comnarison of Fxports and Imports to and from Great Britain and tlio United btatcs, 1863 to 1800,. . . 86 Contra! America, do. do. . . 87 Went India Islands, do do. . . 37 South America: I. Brazil, do. 1861 to IPflO,. . 39 II. Central Republics, do. 1863 to 18tU),. . 40 III. Tho Woh', Const, do. 1863 to 1800,. . 41 IV. Northern South America, do. 1863 to IStlO,. • 42 South America, Recapitulation, do. do. . . 48 Total Soutli American Trade, do. do. .. 46 Tho Isthmus Trade, do. do. . . 47 Sandwich Islands, 47 China 48 12. Progressiiin of Conunerco of the United States with Franco and the Ilanso Towns 48 18. Prayer to Congress, 67 TABLE OF CONTENTS— APPENDIX. TABLE. PAOB 1. Mexico, comparisons of British and American Trade, 1863 to 1801, 66 2, Central America, do. do. 67 The West India Islands : 8. 1. Cuba— Porto Rico. do. da .... 68 4. 2. Hayti, do. do. 69 6. 8. Danish, Dutch, French, British, &c,, t&c., Islands, do. do. 80 South America: 6. I. Brazil, do. do. 61 II. Central Republics, do. do. 61 Y. 1. Argentine Republic, do. do. 62 8. 2. Cisplatinc Republic, do. do. 63 III. The West Coast : 9. 1. Chili, do. do. 64 10. 2. Bolivia, do. da 66 11. 8. Peru, do. do 60 18. 4. Ecuador, do. do 67 18. 6. New-Granada, do. do. 68 IV. Northern South America : 14. 1. Venezuela, do. do. 60 18. 2. The Guianas, do, do. 70 16. The West Indies— Totol Trade, do. do 71 17. South America — Total Trade, do. do 72 1 8. Southern American Countries, do. do. 73 19. Sandwich Islands, do. do. 74 20. China, do. do. 76 21. Comparisons of Trade of Great Britain and United Stotes with all nations, 76 82. Fronce and the Hanse Towns — Progre-sion of Amer'can Trode, 77 23. Entries and Clearances of Steam-vessels of the United Kingdom, I860,. . . 78 24. Steam Fleet of Peninsula and Oriental Steam Navigation Co., Jan., 1861, 79 i 80 40 41 42 48 46 47 47 48 48 67 MEMORIAL 68 69 60 61 61 62 63 64 66 66 67 G8 69 70 71 72 78 74 76 76 77 78 79 ; OK at ^mkx of Commerfe of tje ^tatf cf |tfto-gorIi. To the Honorable the Senate and /louse of Representatives of the United States nf America, in Conyrcss assembled : lii&y it please your Ilonornblc Lodlcs : This memorial of the Clintnber of Commerce of the State of New* York respectfully repre«cut3 the imperative importance of some legisla- tion on tlic part of Congress to foster and support the commerce of tho United States. Wliatever view may have been hitherto entertained aa to the wisdom of special legislation to promote any particuhir class of national interests, the period for hesitation has surely passed. Tho large and growing debt of the United States, arising from the cheerful and willing loans of tho people, in which the mercantile classes aro as fully represented as any other, presents considerations of a wholly new character. In borrowing such large sums from the nation the government has assumed duties of a new class — the duty of rendering that burthen as light as possible to the patriotic people who have assumed it — and it will not certainly be claimed to be au improper or unwise exercise of the power granted to Congress, by the Constitution, to " regulate com- merce," if some additional debt be incurred to developc that branch of industry which the experience of all nations has shown to present tho readiest and most equal method of meeting the expenses of government and interest on its obligations. In other words. Congress will not hesi- tate to lend to commerce some pecuniary aid, if it can be shown that such aid will develope the resources and add to the wealth of the nation, and at the same time increase the revenue of the government. It is not proposed in this memorial to show the decline in the commerce of the United States since the breaking out of the rebellion. A combina- tion of causes has fortunately prevented that serious decadence which was looked for. In nothing, perhaps, have the immense resources of this nation been shown so much as in the maintenance of its export line, even when deducting from it the vast amount of the cotton crop. Nor will more tlinn ilistant allusion bo mndo to the rnvngcs wliieli Imvo been coniinittcil upon American tonnajjo by the pimticiil cruisers of the South, nor tlio amount of tonnn^c which hns been chnnfj^ed from Amcricun to foreign flags bo examined into. These aro subjects of great import- ance in themselves, which the forthcoming reports of the Treasury Department on Commerce and Navigation for tlio years ending Juno 30, 1802 and 1803, will plainly elucidate; and any statement of their proba- ble figures would bo unwise and premature. It is believed that when those reports shall bo produced, facts shown to exist will bo so striking, and their nature so alarming, that your honora- ble bodies will need no hint or prompting from without to tako proper measures to correct the serious and growing evils. Yet your honorable bodies will hold ii» mind that tho notorious decay of our tonr ago from tho causes named, makes it of increased importance to adopt measures which; in the judgment of your petitioners, would liavo been necessary even had no rebellion, with its consequent evils, occurred. Tho hope is not entertained that at tho present time, wliilo rebel cruisers endanger the safety of our vessels, and naturally divert from them the passenger trade, and the valuable cargoes which aro tho princi- pal support of steam lines, oceanic lines will bo immediately established, even with tho aid which is sought from government ; but as the rebellion wanes and tlio dawn of national prosperity again brightens, it is confidently believed that tho energy of the people of the United States will bo aroused to tho renewal of tho struggle for commercial supremacy, which it lias for the ti.no abandoned for duties of a more imperative and sterner class, and such timely legislation is asked as will encourage tho effort. It is proposed to i:how tho effect of ocean steam communication upon the commerce of tho United States and Great Britain — her chief com- mercial rival ; tho development of markets for domestic produce by the increased facilities which steam afJbrds ; the steady and gradual increase in the commerce of Great Britain over our own, oven with the nations which are our nearest neighbors and natural allies, and to point out the methods by Avhich our lost influence may bo regained. A full series of tables accompanies tho memorial, to which reference is asked, and only such partial comparisons, as arc necessary to throw light on the sub- ject, are included in the body of the memorial itself. Tho examination of this subject Avill necessarily embrace some account of the rise and progress of ocean steam navigation, and will show that the power and wealth of nations is, in this century, subjected to a new measure, tho measure of steam, and that the commerce of nations has increased or dwindle . as they have availed of or neglected this great agent of civilization. TUE AMERICAN SYSTEM OF STEAM NAVIGATION. CONOREaSIONAL LeOISLATIOX. The American aystom of ocean steam navigation dates from the year 1846. For some years prior to tliis period, efforts had been made to estab- lish lines of steamers, with the aid of Congress. In 1841, Mr. T. T?utleb Kino, of Georgia, at the extra session, made a report from tlio Cominitteo on Naval Affairs, urging the passage of a bill for the establishment of a homo squadron, which w.is passed, and appended to it was a resolution directing tho Secretary of tho Navy to advertise for proposals for tho cstablisluncnt of lines of mail steamers similar to tho British lines, to run to some European ports, and also for a line from some of tho Northern to some of tho Southern ports of tho United States. By an act of Congress passed 3d March, 1845, tho policy was inau- gurated of contracting for tho transportation of mails to foreign countries, under tho direction of the Postmaster-General ; all such contracts were required to bo made with citizens of tho United States, and tho service to De pcrforr.iod by American vessels. In pursuance of this authority, tho Postmaster-General advertised for proposals to carry tho mails on various routes. A contract was made with Mr. Edward Mills, of New-York, to run a line of steamers from New-York to Bremen twice a month, touching at Cowes, with the privilege of going alternately to Havre, the compensa- tion to be $400,000 per annum ; and if to Ilavre, $350,000. About tho same period, Mr. E. K. Collins made his first proposition to run a line to Liverpool twice a month, for eight months, and once for the other four, for $386,000. In May, 1848, tho subject was again brought forward by Mr. Kino, in a report from tho Committee on Naval Affairs, and in June of the same year a contract was made for the conveyance of tho mails from New- York to Bremen in four first-class steamers. In June, 1840, Mr. Nil .,. of Connecticut, introduced into the Senate the following resolution : " The Postmaster-General is hereby authorized to apply twenty-five thousand dollars of tho money appropriated for mail transportation for a line of mail steamers from the United States to Bremen, and a further sum of twenty-five thousand dollars for. a lino of mail steamers from the United States to Liverpool, in England ; but no further sums shall be diverted to any other objects than the transportation of the mail within the United States." It was at this time that it was proposed in England to duplicate tho Canard line, and it was thought that the establishment of an American line would perhaps arrest the project, so little was the fixed policy of tho British government understood at that period. f In March, 1847, an act was passed, requiring the Secretary of the Navy to enter into three contracts : First. For five ships to carry mails from Ncw-Yo-k to Liverpool. Second. For conveyance of mails from New-York to New-Orleans, to touch at Charleston, Savannah and Ilavana, with a branch line from Ila- vana to (Jhagres. Third, To contract for the transmission of the mail from Panama to Oregon, touching at the internicdiatc points in California. On this line three large steamers were to be employed. This was called, at the time, The American Si/stem, and was the fi.-ist practical and intelligent effort to aid American commerce to hold its own in the rapid race for the mastery of the seas, and the sharp struggle for the carrying trade of the world, which the United States had under" taken with Great Britain. The American System^ therefore, dates from 1846. But tha enterprise of our people was not measured by this legislation. In the fall of 1846, the first of our ocean steamers — the Southerner — was launched. She was the pioneer in a scries of successful and profitable lines, which, while the domestic relations of the country were peaceful, largely contributed to its wealth, comfort r,nd prosperity ; and when war rudely broke up the accustomed course of trade, at once enabled the government to undertake and enforce a blockade of unparalleled extent. But for the fleet of ocean steamers which commerce placed at the disposal of the government, the course, and, perhaps, the result of the struggle might have been changed. The Charleston line, which has included some of the best steamers ever built in any country, was quickly followed by one to Savannah. These coast lines were independent of government aid, except so far as they received regular postage from the Post-OflSce Department for conveying the mails. On the 6th December, 1847, lion. J. Y. Mason, Secretary of the Navy, stated in his report : "By the same act (3d March, 1847,) contracts were authorii.cd for the transportation of the mril in steamers between New-York and Liverpool, between New- York and Ncav Orleans, and from Ilavana to Chagris. " The contracts require the vessels to be rea' / for sea in October and November of the year 1848, and the right of pay will commence with the commencement of the performance of the mail service. The annual compensation under these agreements will be — To K. K. Collins, $385,000 A. u. Sloo, 290,000 Arnold Harris, 199,000 *' I have cordially co-operated in the establishment of the several lines of steamers stipulated for by those contracts. Thirteen new vessels will be constructed in the most skillful manner, which may be used as war steamers, and will be available for r tional purposes in any emergency. The contracts stipulate that a mail agent, to be appointed by the Post- master-General, shall be placed and maintained on board." I .> ^4 On the 4th May, 1848, the Committee on Naval Affairs, by Mr. Kino, proposed the establishment of steam communication from one of our ports in California to Shangliae and Canton in China, by the employment of four government war steamers. On the 19th July, 1848, Mr. T. Butler Kino veportcd to Congress a joint resolution, proposing — Ist. "To direct the Secretary of the Navy to advertise for proposals •'for carrying the United States mail from either of tha ports therein " named, that shall be ascertained to be most eligible, to those in France, " for a period of ten years, in five first-class steamers, capable, in all " respects, of being readily converted into ships-of-war, and to be placed '* on the line during the first five years of the contract." 2d. " To establish a similar line, for similar purposes, from one of the " ports named in the United States to Antwerp, in Belgium, to extend " to Gluichstadt, at the mouth of the Elbe, during such part of the year " as the navigation of the North Sea may be considered safe. The two *' lines to consist ultimately of ten ships of the largest class. These pro- '* posals to be returned to this House, at its next session, for its consider- *« ation." " The last resolution proposes to employ temporarily the steamer United States." The reason given by Mr. Kino for these proposals was, that our inter- course with the Continent, so far as letters and passengers arc con- cerned, was then conducted across the Island of Great Britain, the English Channel and the North Sea. There had been established twelve lines of steamers between Gluichstadt, at the mouth of the Elbe, Bremen-haven, Amsterdam, Antwerp, Ostend, Calais and Havre, on the Continent ; and Southampton, Dover, London, Hull and Edinburgh, in the Island of Great Britain, through which lines our intercourse was maintained, and it was, therefore, important for us to avail of that communication to support our own tonnage. Under this and similar legislation the several lines contemplated were wholly or partially undertaken, and so far put in progress, that in 1852 seven lines had been established, and were in successful operation. This closes the account of American congressional legislation to pro- tect the commerce of the United States. A comparison of this with the legislation of Great Britain will show how inadequate even this was to enable our merchants and shipmasters to compete for the commerce and carrying trade of the world with foreigners. Had the trade been left open to all the world for competition, the American would not have been the first to seek the aid of government ; but it is doubtful whether ocean steam navigation would have been undertaken so early, but for aid in some form. The following table will show the foreign mail service of the United Sta* js in the fall of that year : 10 ill' Unitsd States Mail Servick Abroad, October 1, 1852. No. of Route, 8*. Polnti. New-Tork, by South- ampton, England, to Bremen-Haven, Oei> many, Charleston, S. C, by Savannah, Geor^ta, and Key-West, Flor- ida, to Havana, Cu- ba, Kevr-Tork to Aepin- wall, New-Oranada, direct, ETew-Orleap , Louisi- ana, to Aspinwall, New-Granada, di- rect, New- York via Hav- ana to New-Orleans, Louisiana, Astoria, Oregon, with sundiy stoppnges,.. New-Tork to Liver pool, New-Tork, 1^ Cowes, to Havre, France, Aspinwall to Panama, D'.atnnce. Miles. 8,760 689 2,000 1,400 2,000 4,200 8,t09 3,2T0 No. of Trips, 60 Once a month. Twice a month Twice a month, 26 per year. Once a month. Twice a month. Contractors, Ouean Steam Nav- igation Co.— 0, H. Band, M. C. Mordeoai,. George Law, M O. Roberts and B. B. Mcllvaine, Paciflo Ma!l S. S, Co., E. K. Collins & Co Ocean Steam Nav. Co.— M. Living. Bton, Am't of pay. $200,000 60,000 290,000 848,250 868,000 160,000 Contract. 50,486 $2,446,686 With Post-Master- General, act of Congress, March 3,1846. With Post-Master- General, acts of ConzresB, March 8, 1947, July 10, 1848. fnder contract with Secretary of Navy, acts of Congress, March 8, 1847, March 8, 1861. Contract with Sec- retary of Navy and Post-Master- General, acts of March 8, 1847, March 8, 1861. Contract with Sec- retary of Navy, March 8, 1847, July 21, 1862. Contract with P. Master-General, March 8, 1847. Servbe of Panama R. R. under tem- porary arrange- ment, act of Con- gress, March 8, 1851. ® 22 c. per lb. * Of these lines, Nos, 8, 4 and 7 are now in operation— all the ocean lines being withdrawn. 11 HISTORY OF AMERICAN LINES. r Panama ider tem- I arrange- ptofCon- farch 8, ~^ c. per The Collins Link. This famous line, in the history of which the American finds so much % to gratify a just national pride and so much to awaken feelings of sym- ■1 pathy and regret, went into operation under the contract with govern- 11 ment in the year 1850. On the 27th April of that year, the Atlantic x| sailed from New-York to Liverpool, on lier first voyage. Tho Pacific %. followed early in the summer, the Baltic in tho month of November, and the Arctic in December. The splendid character and great speed of the vessels, and the justly celebrated reputation of their commanders, at once won the confidence of the travelling public on both sides of the , ^ Atlantic, and the steamers were crowded with freight anc the best class I of passengers, and seemed to enjoy a harvest of prosperity. Intervening if between tho trips of the Cunabd steamers, they, on many occasions, 1 brought more passengers at an equal price than were brought by the English steamer which preceded or followed them ; and the books of the line will show that their receipts were larger than their sea-going expenditures. But beneath this prosperity there were seeds of ruin, which, under ordinary circumstances, might never have appeared. The vessels had been constructed at an enormous expense. They were the pioneers of great steamers, and a large sum had to be paid to the contractors for the machinery and engiues on this account. The pru- dent contractors hesitated to incur the expense of constructing tho new machinery requisite to build such enormous engines unless at an extraor- dinary price. These vessels cost about $675,000 each, while it is known that the Asia and Africa (Cunard steamers) did not cost over $575,000 to construct. Thus the line entered on a struggle with an established and successful rival, which had for ten years enjoyed a monopoly of the trade, with a heavy mortgage on its property. Still it would have overcome this disadvantage under the great public favor which it enjoyed, but for the disasters which after ,ards overtook it, and which were beyond human control. In Septembpr of 1854, the Arctic, Capt. Luce, came into coUisici, off Cape Race, witn the French steamer Vesta, and went down, with 212 passengers and 110 of her crew. In January, 1856, the Pacific, Capt. Eldridge, sailed from Liverpool, and was heard from no more. In the same year the Adriatic, the largest steamer then a€oat, was launched at New- York. The embarrassmeiits of the Company were now at their height, and from the pressure of debt and disasters it never recovered. In 1858, the mortgagees, doubtful as to the security of their investment, determined to realize, and the remaining steamers, the Atlantic, Bailie and Adriatic, were withdrawn from the service and sold. The government of the United States demanded vessels of a size, model and power that would secure the highest rate of speed ; and such vessels could only be built and maintained at an extraordinary cost, and proportionate expense in running tuem. Nor is it to be concealed, 12 § that in the management of this line there was wanting that regard to economy which is essential to success in enterprises of this nature. But this lino did not close without having rendered the public a great, an inestimable service — in compelling an increase in the size, accommo- dations and speed of the British Line. Thus, in 184'7, the average pas- sages of the CUNARD steamers, to and from Boston, were 16 days and 7 hours, which was, in 1859, reduced to 13 days, 23 hours, a gain of 1 day 8 hours. Tlio same year the average of New-York passages of the CcNARD line was 10 days 16 hours. On this line ^thc British owners had put their fastest boats. Throughout the period of the competition of the Collins with the CuNARD line, all the honor was to the former. Its steamers beat their English rivals nearly a day and a half on the average voyages. In nothing was American pride more interested and gratified than in this signal triumph of national industry and enterprise. The following tables present the comparative speed of the American and British steamers at sundry periods : ^ Average Passages of the Cunard Steamers in 1869, from the Report to Parliament of the Select Committee in 1860. LIVERPOOL AKD BOSTON. LivKKPooi TO Boston." Names op BrsAntiu, , • , No. of Average Passages, Time of Pkssages. dayt. hour*, min, Niagara, 3 15 4 Arabia, 6 12 19 13 America, 5 14 20 6 Canada 7 14 4 30 Europa, 6 13 3 .. 27 13 20 63 Boston to Livkkpool. No. of Passages Average Time of Passages. daj/i, hours, min. 3 6 6 6 6 11 10 11 11 10 11 83 7 6 14 20 2 50 16 16 26 10 23 21 A LIVERPOOL AND NEW-YORK. LlVERPOOt TO NEW-YOKK.t NaJIKS OiP Steahebs. / ' , No. of Average Passages. Time of Passpges, dayt, hours, min, Persia, 7 U 11 49 Asia 8 18 7 84 Africa, 7 13 4 39 Europa, 3 15 13 65 Arabia,! 1 16 12 26 13 3 20 Reducing Boston to New- York distance, the av- erage of all passages is 53 13 23 Cunard Linx,| average as above, NBW-TonK TO LiVKEPooL. No. of Average Passages. Time of Passage*, days. hours, min. ..7 9 16 67 8 10 20 57 8 10 22 20 3 11 « • • • • • 28 6 26 10 16 40 58 11 12 o 14 4 * 9,823 Nautical miles. t 8,013 Nautical miles. i One trip. 13 Average Passages of the Collins Steamers at several periods. l^EW-YORK AND LIVERPOOL. Nahbs or Steauebs. LiTEBFOOL TO NeW-YORK. No. of Averngo Paggages. Time of Pussages. 1856. daya. hourt. min, Baltic,* 7 12 12 1857. Atlantic 4 11 13 Nbw-Tobk to Liverpool. No. of Avcrnge Paagages. Time of PaHsages. days, hourt. min. 11 8 7 4 10 12 NEW-YORK AND SOUTHAMPTON.f 1800. Adriatic, S Inwnrd. 10 2 20 Outward. 9 19 80 e sQHges. 1 min. 83 •t 6 20 . '4 1 60 ■.* 16 21 rs. mtn. 67 57 20 5 40 4 TiiK IIavre Line. Managed with great prudence and undisturbed by ar.y cicrious compe- tition, the Havre line, notwithstanding its misfortunes in losing the Franklin and Humboldt — fine steamers — which obliged them to charter others at high prices to fill their contract until the Arago and Fulton were built, was a successful line, and maintained its service until the breaking out of the rebellion, which stopped travel and checked com- merce, and caused a withdrawal of the line in December, 1861. The line is still in the hands of its original owners, and its steamers arc now employed as government transports. It must be remembered that although the compensation granted this line was small, not over one dollar per mile, yet it never encountered any formidable competition. The Bremen Line. This was the pioneer of the American lines ; but on the expiration of its contract in ] 858, its owners, " The Ocean Steam Navigation Com- pany," being unwilling to continue the mail service for the small com- pensation granted by the government, even with the old vessels, with- drew their steamers. Mr. Vanderbilt undertook the service with three of his unemployed steamers, but it was finally abandoned. The Pacific Line. At the time of its organization, this great company, which has with such success and profit, and in defiance of all competition, maintained its high reputation and controlled the travel of the Pacific coast, was a fair object of government aid. Yet the contract awarded to it was so insuflUcient, that it is notorious that the line would have failed and * Tho shortest passage across the AUaniio was by the Baltic, ia 1854. Time, 9 days, 16 bour», 59 mlnntes. t Distance to Southampton exceeds that to Liverpool 59 miles. T liiii m i I l'r<' u been abandoned, but for the opportune discovery of the gold fields of California, and the imnnense emigration which ensued just as it com- menced its operations. But since, with the growth of the "Western Empire on the Pacific shore, this lino may be considered as a coast line, it is not proposed to include in this sketch more than a notice of its success. This company runs a line of boats from New-York to Aspinwall, another from Panama to San Francisco, touching at Acapulco for coal ; a branch line touching at the intermediate points on the coast, Monterey, San Diego, Mazatlan, &c., and a branch line by the Columbia and Willamette rivers, to Portland, Oregon ; a third branch runs from San Francisco to Olympia, at the head of Pugct Sound, stopping at Victoria, on Vancou- ver's Island, in British territory. The Havana Link. The subsidy granted to Mr. Mordeoai, for a line from Charleston to Ilavana, was sufficient to maintain it in continued and prosperous opera- tion, and it Avas thriving Avhen the rebellion broke out. This closes the history of such lines as were subsidized by Congress. On reference to the table at the close of this section, it will be seen that the only American steamer in foreign trade is the Adriatic^ now owned abroad. Coast Liner. Besides those already mentioned, there have been numerous lines es- tablished for coast service. Of these, as has been stated, the New-York and Charleston was the pioneer. This line, the New- York and Savannah, the New- York and New-Orleans, were all successful in their management, and in great favor with the American public. The Ne'.'York and Ha- vana lines have all been crowned with success, and largely developed our trade with that rich and prosperous island. The Tehuantepec line, which had its terminus at Minititlan, on the Gulf, was abandoned, owing to the shallowness of the harbor, which does not admit of the entrance of steamers large enough for the character of the trade. The Nicaragua line, the terminus of which was at San Juan, has also been withdrawn ; that harbor is filling up, and there is not now a draught of over nine feet water, where there was formerly fifteen. For a time this line met with success. The Atlantic and Pacific Steamship Company, controlled by Mr. Van- DERBiLT, runs a line from New- York to Aspinwall, and a connecting line from Panama to San Francisco. Mr. Roberts runs an independent line to Aspinwall. Besides these regular lines, there are a number of steamers which run upon one or the other of the routes named, when favorable opportunities present. The following table presents the several steam lines now in operation. It will be noticed that none of them are ocean lines, and that, with the exception of the Havana and Pacific lines, none run to foreign countries, on the American continents : A %'\ :l 10 AMERICAN STEAM LINES, JANUARY, 1864. ^- I ■■•:«■ A Jfdmu / for a line from Valparaiso to I'anama, touchinij at intermediate poi'its, and making an overland connection with the West India line, A series of contracts were also entered into connecting the important commercial towns with the Continent. In 1852, the Peninsula and Oriental Company* and the Royal West India Mail Company alone employed fifty-three steamers, of wliich thirty were wooden vessels and twenty-tiircc iron ; of these, sixteen run from Southampton to foreign ports, and twenty-three were permanently em- ployed abroad. In 1854, Mr. Cunard received a contract to carry the mails from Hali- fax to Uermuda and St. Thomas, for £14,700 per annum. In 1857, the African Steamship Company took a contract of £3.3,000 to take the mails once a month to the Capo of Good Hope ; and in 1858, to the West Coast of Africa once a month, touching at Madeira, Tenc- riftc, Sierra Leone, and other intermediate points. These contracts were all made for an extended period, and in nearly all, if not all cases, were renewed on the application of the companies some years before their expiration. In such renewals the government, while not withholding an additional subsidy when its need was imperta- tively demanded by the circumstances of the service, or the result to the contractors in the bargain made, always required some extension of the system, so as to allow of a more frequent, a more direct, or a more effi- cient service. While seeking always to make the system self-supporting, it lias, nevertheless, unhesitatingly incurred new charges whenever it could thereby dcvelopo the commerce of its people, and open new mar- kets to their industry. The following table, taken from the Post Office Report of 1802, will show the important details of this comprehensive and extended system : * In the Appendix, Table No. 24, may bo fonnd a tab!e of the steam fleet of the Peninsula and Oriental Steam Navigation Company, January 1, 1861. 2 18 111 Table showing the Foreign Slcam Communication of Great Britain, and the Government tubsidies, from the Report of the Postmaster-Oenerat, No. of tlic Linos,* 12. 18. Dettlnatlon. Southampton, Vlco, Uporto and Lis- bon, No. of Trips. CompaDies. Date of Contract. 14 15 16 IT 18, 19, 20. Southampton to Olb- raltar, Malta and Alexandria, Marsoilles, Malta and Alexandria, Suez and Bombay, Suez and Calcutta, Bombay and China,. Point do Qallo and Sydney, Liverpool, Halifax and Boston,.. .. Liverpool and New- York, Halifax, Bermuda and St. Thomas,.. West Indies, Brazil and Kiver Plate, Paciflo, West Coast of AO-ica, Cape of Good Hope,, Throe times a month. Four times a month, ^ Twice a month. Once a month. Weekly. Once a month. Twice a month. Once a month. Once a month. Once a month, to touch at Madeira, Tenerlffe, Sierra Leone, &o. Once a j Poninsulo and Ori- ental Steam Navi- Admiralty, gallon Company, . , January I), 1S52. Ditto. Ditto, Ditto. Sir 8. Cunord Ditto, Royal Mail Steam Packet Co., Ditto. Paciflo Steam Navi- gation Co., African Steamship Co romh" |Union8.8.Co„... Admiralty. January 1, 1858, July T, 1854. Post omco. April 16, 1861, Admiralty. June 24, 186S. July 1, 1854. July 6, 1860. January 1, 1861. April 1, 18t!2, Sept, 24, 1853, Sept. 12, 1852, Subsidy por Annum. £6,000 240,625 134,672 176,840 14,700 270,000 25,000 30,000 88,060 In addition to this extended system of steam mail communication, an increased service is proposed on the China coast. Before the recent hostilities, a line was contemplated from China to Japan ; another to connect Brazil with Australia across the South Pacific, and Australia with New-Zealand, and again from Panama to British Columbia. Nor will this sleepless and energetic nation pause in its course until it has girdled the world with its constant steam communication ; and, by the combined wisdom of its rulers and the energy of its people, rendered all nations and all climes tributary to its power, and wealth, and comfort. * The preceding nambers are of domettie linei, or lines to the Continent. 10 THE BRITISH TELKGRAPHIC SYSTEM. 25 T2 40 OU 00 60 I, an cent r to ralia Nor has the dall Tub British government, with tho same Avisdom with which it lias nim|{0. 1847 Il.:i2l .. M .. 117 .. \'iM1 1848 14,it5:i .. fi8:{,'21»8 .. 118 .. 13,15'i 184i» Il,:{ft4 .. «8<»,fl8ft .. 110 .. l.'t,391 18f)0, M,;i54 .. «88,180 .. l'2tt .. 13,025 1861, 14,fi57 .. 704,421) .. 131) ., ll»,4(U» 185-.>, 14,«(i7 .. 721,427 .. 151 .. 22,171 185:i, 14,710 .. 722,705 .. 174 .. 2t»,3i)0 1854 14,:t9tl .. 781»,7n3 .. 107 .. 35,098 1855 14,248 .. 872, 15« .. 225 .. 45.4«a 185rt 14,724 .. 9'.>8,9!»rt .. 275 .. (Vt,n;i9 1867, 16,77« .. 1,052.57(1 .. 327 .. 71,479 1868 16,187 .. 1,049,844 .. 824 .. 60,587 PRESENT STEAM COMMUNICATION BETWEEN EUROrE AND THE UNITED STATES. rith 9C8- TiiK legislation of the t>vo countries has been presented, and tho ser- vice rcnderf'd by the American lines, so lonj? as they enjoyed tho sub- sidies of the government, and were thereby enabled to compete with their foreign rivals. The following table shows the existing steam com- munication of tho United States with Europe ; and the fact is pointed out with humiliation and regret, that while both Great Britain and the Ilansc Towns are increasing tho number of their vessels, and France is about to establish a lino, not only have the United States no lines across tho .Vtlantic, but tliat the only American vessel, tho " Adriatic,''^ which crosses tho ocean, has passed from American into foreign hands. Yet it is a subject of natural pride, to which your memorialists point with satisfaction, that in this field of enterprise, as in all others, Ameri- can skill, mechanical industry and enterprise, whenever opportunity was presented for fair and legitimate competition, maintained an equality with, if not superiority over all rivals; and they now believe, that with Buch opportunity afforded, and when tho seas are cleared of the piratical cruisers, they will, without great cliarge to tho government, recover the passenger trade of the Atlantic ocean from all competitors. S2 FOREIGN STEAM LINES TO THE UNITED STATES, JANUARY, 1864. 1 t 1 '!! ;ll LiMS. Cnqard Line, Sciew Line. Dale Line. London and New- York £. 8. Co. Anchor Line. Montreal Ocean B. S. Line. Oalway Line. National Steam Nar. Co, ITnmbiirf; American Faclc't Co. North German Lloyd* S. S. Line. Jamaica and Ha*-!!, Nassau and Havana. Route. Liverpool to New-Tork, and Liverpool to Boston. Liverpool to New-York. Name of Steamers. Scotia, Persia Auittraiosian,. China, Arabia, Africa, Asia, Eoropa, America, Niagara, Canada, Kedar,. .. Heel a, Oiympia, . Sciota, . Ciiy of London, , " New-York, . . " Baltimore,... " Waahington, . " Manchester, . . " Cork " Limerick Etna, Kdinburg, ICangaroo, Bogphnrns Branch, . . . Qlastjow, Bellona, . Cella,... Unica, Avoca Una, , Rritannin, Caledonia, United Kingdom,, St. Qenrgp, . , St. Andrew,. St. Patrick,.. Adriatic,*. Columbia, . Louisiana,. Virginia,.. Carolina,.. Saxonia,.... H ammonia,. Teulonia,... Borussia, . . . , Germania,. . America, . . . New- York, . Hanta, Bremen, . . . . Salad in, . CorDicR, . Steamers, total tons, . Ton 'go of each steamer. Total tonnage. 4.18T 8,688 2.6H3 2,522 2.285 2.()$8 2,flM 1,761 2,n.'50 1.824 1,881 1,028 l,«8t 1,C«6 1,704 2,r.60 2,66(1 2 ;!67 2 880 2,109 1,.'^45 1,540 2,215 2,197 1.874 448 1,962 26,870 6,6S2 1.708 ],68;J 1,274 1,265 1,155 1.426 1,898 4,000 i,000 2,271 2,747 2,410 2,500 2,100 2,400 2,100 2,600 2,509 i,366 2,882 2,39s 619 1,042 23,757 3,8S6 8,694 2,819 6,000 7,428 11,700 10,155 Under subsidy. Transferred from Philadelphia to New- York in 1857. Not yet completed. Fine Tesselt. Under subsidy. * This steamer, built for the Collins line, and now ow^ed abroad, is the only American itetmsr which croiiea the ocean. 28 GOVERNMENT SUBSIDIES TO OCEAN STEAMERS. dy. n«r Tub wisdom and propriety cf government paying subsidies to ocean steamers for the conveyance of tli3 mails, lias been widely discussed both in this country and in England, by able writers, by the press of tlie two countries, and on the floor of the House of Commons and the halls of Congress. In the beginning of the controversy the liberal view prevailed in this country. The general sentiment of the nation, justly stimulated by the triumphs which our steam lines rapidly achieved over all rivals, and by the continued successes of the American shipmaster, was clearly in favor of giving every encouragement to these enterprises. The disasters which overtook the Collins lino — disasters beyond the control of mechanic or master — beyond the ken of government or owner — somewhat dulled this enthusiasm, and strengthened the hands of a class of men who, changing their views from those which they had before entertained, determined that they would no longer support what they were pleased to call a tribute to Northern prosperity and Northern commerce. It is needless here to oppose this narrow policy. The day has passed, and passed forever, when an American will look with jeal- ousy on the fostering or development of any branch of the industry of the country, whether agricultural, commercial or mechanical. Yet nothing is more certain, than that men were found, (and this was as nothing compared with their later crime,) who were ready to de- stroy the commercial supremacy of this nation, and to strip it of its light arm of offence, by crippling its marine, that it might be the more powerless to resist their then premeditated treason. Unfortunately their counsels prevailed, and the ocean steamers, in Avhich the country took such a hearty and honest pride, arc among the memories of the past. In England, no such false policy has prevailed. From the year 1840, when, the experiment of the Sirius having succeeded, the government set itself to work to bind in its chains the commerce of the world, there has been no hesitation or drawback on the part of the authorities. Re- peated investigations have been had ; volumes of testimony have been published ; economists have attacked the system in vain. Endeavors have been made to stimulate the lines to support themselves, yet, what is the result? One answer will suffice. Lord Stanlev, of Alderley, the Postmaster-General of Great Britain, in his report of 1862, says : " As regards the cost of the packet service generally, I entertain a hope that at some distant time these packets will all he self-supporting — that is, that the subsidy will in no instance exceed the amount of sea postage, but for many years to come there will be, no doubt, a deficiency, and the question will remain how the deficiency is to be made good ;" and he suggests that the colonies should be made to pay one-half of the "I 24 'i '• cost of supporting tho service — which may bo the case at a distant period. If, without competition, these lines cannot be maintained, with- out government subsidies, it is not probable that they will be maintained with such competition. Intimations have b'jcU made that the British government were ready to abandon the systoni of subsidies. There is little doubt that the system will be abandoned so soon as the commerce which the lines develope becomes sufficiently great to enable them to support themselves by freight and passengers and ordinary sea postage. It is stated that this is already the CKse with the trade to tho Ur'ted States, and it is questionable whether the Cunard line will receive, on the expiration of its contract, a renewal on as favorable terms. The numerous lines springing up lead to this conclusion ; but there is no evidence that this withdrawal of gov- ernment aid will be applied to the South American, West Indian or East Indian lines. On the contrary, every year something additional is granted to their support and extension ; and the period at which they will bo self-sustaining appears to be, as stated by Lord Stanley, remote. On reference to tho rate of speed of the British lines on the foreign service, particularly that to the West Indies and tho South American coast, it will be found that the reason for this inability of the lines to sus- tain themselves does not arise from the large consumption of coal requi- site to a high rate of speed. So long as there is no competition, the government does not exact very rapid service. Doubtless, when such competition occurs, the subsidies will be increased, and the lines bo further encouraged. This applies especially to the coast lines. With regard to ocean lines, the question is still mooted as to whether any side-wheel steamers of sufhcient size, strength and speed, to meet the present requirements of tr.ivol and postal demand, can be maintained without subsidies with any profit to the owners ; while it is not denied that screw steamers may be so managed as to run with profit without government aid. In 1860, a special committee was appointed by tho House of Com- mons to consider the whole subject of steam packet and telegraphic communication ; among the tables reported by them, are the two follow- ing, which show the existing lines and the cost of their maintenance. Tho one is a report of the cost of, and loss to government by the Cunaed line, showing the diftbrence as against the government to have been, in the year 1859, £79,000, or $395,000. The other states the service of all the lines, and shows the loss to have been, in 1859, £514,400, or $2,5'72,000. What a small per centage to pay for the enormous increase which steam communication has given to commerce, and the comforts it has gi'^en to the world ! If no pecuniary gain resulted, it were a small price to pay for the hap- piness which it promotes, drawing near the distant and loved, and again uniting for a season those who, but for this annihilation of time and space, had been forever divided. 20 An EsTrMATB of the Corbespondkncb conveyed by the British Americas Packkts, (CuNARU Link,) in one year, 1859; of the total British Postage thereon ; of certain deductions to be made from the total British Postage; of the British Sea I'oitage remaining after making those deductions; of the coi-t of Sea Conveyance, on'! of the difftrence between the coat of Sea Conveyance and the amottnt of Sea roitujf. I'Vom the Report of Select Committee on Postal and Telegraphic Contracts, made to the House of Commons, May, 1860. Correspondence. Letters. No. 4,810,000 848,800 18B,T00 Printed -Matter. No. 1,758,000 471,800 46,000 cannot be 110,300 Oz. 290,S00 1 1 64,920 84,400 stated. 104,000 Oz. 821,000 Between the U. Kiiitfdom and the U. 8.,. . . Do. do Between the United Kingdom and Canada, Do. do. Of this number only 884,000 (which were de- spatched I'rom tlie United Kingdom,) pro- duced any Britisli postage. Between the United Kingdom and the rest of British Nortli America and Bermuda,. tincluding £1,5U0 fur postage on official letters. Between the United Kingdom and the rest of British North America and Bermuda,. :tOf thia number tlie papers received in the United Kingdom produced no British postage. Between the United Kingdom and Havana, Mexico tad California, Do. do. Between intermediate ports, Between the Continent of Europe and North America in open malls, Do. do French and Prussian closed mail, Deduct for returned letters ,... Deduct fur British inland rate, 1,'^d. per letter on the whole number of letters in the number column, And half the postage on the printed mat- ter, with the exception of the 1 centime on the French ond Prussian closed muils. Total llritish Postage on Letters. £ 82,S00 6,000 t4,550 Toinl British Postage on Printed Matter. £7,500 1,600 2,750 2,700 5,620 17,950 £122,070 670 140 460 530 £ 10,900 122,070 £ 132 970 4,885 128,135 11,000 5,135' 10,135 Sea Postage. £112,000 COST OF SEA CONVEYANCE. For conveyance of mails between Liverpool and to Halifax and Boston, and between Liverpool and New-York, Do. do. Between New- York and Nassau,.... Do. do. Between Halifax and Bermuda and St. Thomas, and between Halifax and St. John's, Newfoundland,.. LOSS on the service, viz., difference between sea postage and cost of aea conveyance, £178,30n 8,000 14,700 191,000 £79,000 26 ! 1. 1^1 i I h ; m In the beginning of the mail service the British government, so far from losing, was a gainer by its contracts with the Cunard steamers. It has been estimated that, in the six years from 1841 to 1846 inclu- sive, the amount of moneys received for sea postages by the British Government, was, in Estimate of Sea Postages received from Cunard Line, from 1841 to 1846. 1841, 21 voyages, 1842 21 1843, 20 " 1844 20 " 1845, 21 " 1846 19 " $1,327,200 1,327,200 1,295,600 1,295,600 1,327,000 1,264,200 Total 6 years, 122 The amount paid for service, 6 years, £85,000 each, Balance to credit of Great Britain, 17,836,800 £4,500,000 — 12,550,000 f5.286,800 This estimate was based on an average mail of 60,000 letters, 40,000 printed papers, and an average yield of $31,600. This was the estimate submitted to the Senate by Mr. King, of Georgia, in his speech on the Marino Packet Service in July, 1848. The establishment of the Collins line destroyed this monopoly, and it has never been regained. A Stalement showing the Payment for each of the Forevjn and Colonial Packets under contract with the British Government : the estimated Sea Postage on the Correspondence conveyed hy each line of Packets ; the Profit or Loss on each Line, dtc, in 1859, from the Report of the Select Com^nittee, 1860. The cost of Sea Conveyance per ounce of Letter and pound of Printed Matter. Packets. Contract Payments. Sea Postage. Profit. Loss. A. DovEB AKD Calais, and \ Dover asd Obtbnd — ) B. Peninsula, 20,500 0. North America, 191,000 D. West Indian, ) Pacific V 293,500 Brazilian, ) E. West Coast of Africa, 80,000 F. The Cape of Good Hope, . . 82,400 O. Australia, 97,000 IL East Indies, 168,000 £15,500 .. £76,000 .. £60,50C ..' .... 8,000 £176,000 112,000 79,000 78,000 215,500 4,000 26,000 7,500 24,900 29,000 68,000 84,000 84,000 8^ 6 4 8 1 85-16 iJi 4 11-16 £847,900 .. £393,500 .. £60,600 ..£514,400 A loss per annum of £514,400. Lord Stanley, in his report of 1862, remarks, ^^ that the American mails in their ordinary course entail a heavy Zo«*." And on examination of the above tables it will be found that the chief loss was in the ser- vice with the American continents, £79,000 on that to North America, and £215,500 to the Southern American countries. Yet it is not proposed to withdraw, but rather to increase the lines and extend their service. 27 E.xpcricncc has shown that ocean mail lines cannot be maintained at all without government subsidies, and coast lines only under the most favorable circumstances ; that is, where the population and consequent travel is large, coal easily obtained, and freight regular and ccrt.iin. Nor can it be answered that the existence at the present of numerous and successful lines upon the Atlantic, which arc running in many cases without subsidies, is an evidence against the truth of this assertion. It must not bo forgotten that the "times are out of joint," that rebel cruisers, fitted out in British ports with the last improvements in ma- chinery and armament, strong to assail the weak and defenceless, and light of foot when pursued by men of war, have driven American com- merce from the seas, and thrown into the hands of the foreigner a large part of our carrying trade — a proportion of which has been made tribu- tary to the foreign steam lines. It is safer to draw all comparisons to the summer of 1860, when, though the cloud hung lowering over the political horizon, commerce had not yet taken in its sail or altered its courses. During the time of the existence of the competition between the British and American lines, while the foreign companies were all thriv- ing, those of this country were gradually becoming embarrassed ; this was owing, mainly, to the higher rate of compensation paid by the British government for their mail service. Thus, it was estimated by Mr. Rainey that, in 1858, the ocean mail steamers of Great Britain run 2,532,231 miles, at a total cost to the Admiralty of £1,062,797, or $5,333,985. The ocean mail steamers of the United States run 735,732 miles per year, at a total charge on the Post Office Department of $1,329,733. The British steamers run three and a half times as many miles as the Ameri- can and received a sura more than four times as large. The following tables, taken from the work of Mr. IIainey on the Ocean Post, show that while the British government was paying to four of hor principal ocean lines an average of $2 39 per mile, the American gov- ernment was paying to five of ours an average of $1 80f only, or about two-thirds as much as the former. The tables are made up for 1857. Table showing Comparative Subsidies to American and British Lines in 1857. LiNB. Trips. Collins 29 .. Bremen 13 .. Havre 13 .. Aspinwall, .... 24 . . Pacific 24 . . Havana 24 .. Vera Cruz 24 . . AMERICAN. Pay per mile. Distances. Subsidy. Gross Postage. Total mtles. 3,100 . . $385,000 .. $415,867 .. 124,000 . . $3.10J 3,700 128,937 .. 123,937 .. 96,000 . . 1.34 3,270 88,484 .. 88,484 .. 85,020 . . l.OOJ 3,200 290,000 .. 139,610 .. 153,600 . 1.88i 4,200 348,250 .. 183,238 .. 201,fi00 . . 1.70 669 60,000 6,288 .. 32,112 . . 1.86J 900 29,062 6,960 .. 43,200 .07 $1,329,733 $1,036,740» 725,732» I.80J Average. ""he sliglit errors in these footings occur in the oMginal. 28 BRITISH. ''■'■■ Ml i hi .1 Dit- GroM Total Lmi. Trips. tance». Bubslily. Poitagp. mile*. Pay per mile. Cnnard 62 8.100 £173340 £141,667.10 804,000 11». 4^d. 12.8')^ Koy»lMall, 24 11,402 27«,000 106,005.00 ^47,296 9 10 246 Peninsula and OrleiiUl,.... 24 ♦.... 244.0(0 178,186.11 796,087 « OlJi 1.88>tf Australian, 12 14,000 185,000 83,251,12 880,000 11 00 2.73 Bermuilaande^t. Tli..m«»,.. 24 2,042 14,700 .... 08,000 8 00 0.75 Panama and Valparaiso,... 24 2,718 25,000 5.718,00 180,481 8 10 96 West Coast of Africa, 13 6,245 28,250 8,196,02 149,880 2 06 0.62>tf French, Belgian and Duich pottage. Channel Islands 156 182 .... f 74,430.08 41,194 Holyhead and Kingston,... 7<^0 04 .... -{ 36,158.09 98,440 Liverpool and Isle of Man, 112 70 .... (,10,0.32.15 14,560 Shetland and Orkneys, 62 200 .... 20,800 .... .... £1,062,797 £591,573.07 2,532,231 9». 7ti. $2.39 Total average, per mile, |2.10>^ Average of four principal lines, |2.S9. These subsidies have been gradually increasing from the year 1850, and additions made as new services were required from the lines, grow- ing out of the increased commerce which followed their establishment ; and in times of commercial distress, as well as in prosperity, the same sustaining and unfaltering protection has always been aiForded by the sagacious and far seeing policy of the British government. As an instance of the careful manner in which the government of Great Britain has nursed and fostered her steam linos, a sketch is given of the history of the Royal Mail iSteam Packet Company. The original contract for the West India service was made in 1840, and was for ten years from January, 1842, at a subsidy of £240,000 per annum. The service was bi-monthly, and the speed about eight knots an hour. The original rate per mile was about 1 shillings sterling, but on representations that the service could not be performed, the rate was raised to 12s. 'Sd. per mile. In 184G the contract was extended for another period of ten years. At that time the company undertook the Brazilian addition to the West India service, receiving therefor an ad- ditional subsidy of £30,000 per annum. This is a monthly service. The rate of speed was increased to nine knots per hour, and in 1852 to ten knots. In the year 1858 two additional years were added to the contract, on condition of an increased speed on the Brazil route, upon which the company had put its old boats, an increase in the size of the West India steamers, and a branch service from Rio de Janeiro to the River Plate. The time on the Rio service was reduced from 67 to 55|^ days, and to the Isthmus of Panama from 59 to 42 days. In the early service of this line stoppages were made at Teneriffe and Madeira, at considerable advantage to the company, but on account of complaints of delay it was dropped from the service. * From Southampton to Alexandria, Suez to Hong Kong, Southampton to Gibraltar, dec, &e., &o. 29 In the evidence before the Select Committee, in 1860, in reply to in- quiries of Mr. Laino, the Secretary of the company stated that the commercial traffic on the Royal Mail Line was not such as to enable any independent line of steamers to exist. The books of the company had been repeatedly examined; the expense of steaming was shown to be so great, that unless with a subsidy on that line the traffic was certainly not enough to pay : yet there had never been any competing line. What has been the result of this careful management J The British lines have so monopolized the service of the Central and South American countries, that letters for Mexico arc now sent to our consul at Havana, by him, through the English consul at the same f)ort, placed on board the English steamer for Vera Cruz, (a town leld by the French, where all mails are opened, and which is, moreover, shut out from all communication with the interior,) at an enormous rate of postage. A procedure by no means gratifying to national pride, con- sonant to national interest, or calculated to increase our influence with our neighbors. GROWTH OF THE BRITISH STEAM MARINE. Tub British statistical tables of trade and navigation show a steady increase in the number of steam vessels, and a rising ratio in comparison to sailing vessels. In 1854, of 30,348 vessels, measuring 5,115,846 tons, registered as belonging to the United Kingdom and British Possessions, 1,708 were steam, tonning 326,452 tons. In 1861, of 38,868 vessels, measuring 5,895,369 tons, 2,473 were steam, tonning 561,023 tons. Thus, in seven years, the total gain in tonnage of both sailing and steam was 779,523 tons, of which nearly one-third, 234,571, was of steam vessels. The same rate of increase maintained for a few years will change the character of British vessels, and give a predominance to steam over sailing vessels. It will be seen by reference to the following tables, that the rate of increase of steam over sailing vessels is steadily progressing : Tonna(je of Registered Vessels, Sailing and Steam, which belonged to the United Kingdom and British Possessions on the 31st December, 1854 to 1861. Vsn^. Sailing t^„„„. Sttam -.„-«,«<. ^"'"^ ^"'"^ '^t^^tf/* ^'""^'- Vutll T > ,_ , , Ve$teU. Tom. Vtsaelt. Tont. J""8h 8,»84 .. 1,176,860 .. 0,608 .. 1,090,000 Bwodish 2 .. 190 Norwegian, ^.. 2 .. 145 '. . ,' J?""'*!'. 17 .. 4,471 .. *18 '.'. 4.734 Prussian 12 .. 2,788 .. 10 .. 2,850 Otlior German States, 11« .. 82,457 .. 117 .. 31,;5C5 5"*c*i, 184 .. 38,566 .. 185 .. 38,434 Belgian, 125 .. 28,888 .. 121 .. 27,888 french, 14 .. 1,526 .. 14 .. 1,526 Spanish, H .. 8,086 .. 13 .. 2,92» Portuguese, 1 .. 2O6 American, U. S., 35 .. 46,670 .. 38 . . 51,347 4,506 .. 1,335,030 .. 4,185 .. 1,260,749 4,505 .. 1,335,636 Total entries and clearances, 8,690 .. 2,586,385 In ballast, or passengers only, 268 . . 44,025 . . 404 . . 73 234 British, do. do. 203 .. 44,025 .. 380 . . 67,349 Steam Vessels entered and cleared in 1861.* Entered. Cleabed. iTationalities. , — ' , , , ^ „.,,„., , , , Veuett. Tons. Veuels. Tant. United Kingdom and depend- encies 7,229 .. 2,875,856 .. 6,818 .. 2,284,888 Russian 23 .. 14,168 .. 29 .. 14,009 Swedish 20 .. 4,914 .. 19 .. 4,872 Norwegian 17 .. 6.047 .. 18 .. 6,707 Danish, 84 .. 8,765 .. 39 .. 10.591 Prussian 46 .. l'^,461 .. 45 .. ' 11.899 Mecljlenburg 1 .. 269 Hanoverian, 22 ,. 3,603 .. 22 .. 3 603 Oldenburg 2I .. 4,473 .. 19 .. 4.091 Hamburg 170 .. 95,708 .. 184 .. 100,046 Bremen, 131 .. 69,297 .. 135 .. 70 722 Lubeck 4 .. 1,632 .. 7 .. 2,670 Dutch 297 .. 64,650 .. 305 .. 66,262 Belgian, 226 .. 49,096 .. 74 . . 24 877 I'rench 852 .. 46,081 .. 61 .. 17;364 Spanish 89 .. 84.831 .. 87 . . 35,697 Portuguese, 8 .. 2,552 .. 3 .. 1,801 Austrian l .. 341 . . 1 .. 341 American, U. a, 6 .. 7,778 .. 8 .. 10,896 Brazilian, 1 ., jgo Others, 2 .. 1,290 8,696 .. 2.801,743 .. 7.878 .. 2,672,444 8,696 .. 2,801,743 Total entries and clearances 16,674 .. 6,474,487 In ballast, or passengers only,. 849 .. 242,522 .. 415 .. 127 496 English, do. do. 765 .. 389 . . ...'... * For tables of 1860 see the Appendix, 33 By A comparison of tlio two tables immediately prccedinp, winch show the " number ami Umnaije of tteam vcsseln of each nation entered and cleared at ports in the United Kinr/dom,''^ in 1863 and 1801, on accnrato estimate can be nmdo of tbo rapid pfrowth of tlie liritiah Steam Marine in that limited period. It is ecjuaily instructive to observe tlie steady ii.crcasc in tlie entries and clearances of steamers belonging to tbo Con- tinental Poioers and to those of Northern Euroj)e. The increase is marked in the steamers of Belgium, llolland and France. Partial Review of Entries of Steam Vessels into Ports of the United Kinfjdom. United StattD All Total. vf othtr , — ' , Brltlth, Dutch. Delglan.French. Spaniih, America. NiHiona.Vtdneh. 'J'onnnge, 1863, 8,881 .. 181 . 126 .. 14 .. 14 .. 83 .. 140 .. 4,A05 .. 1,836,486 1861, 7,229 .. 291 .. 226 .. 862 .. 69 .. S .. 408 .. 8,096 .. 2,801,748 IncrooBO 4,191 .. 1,466,107 Incretie,... 8,246 .. 113 .. 101 .. 833 .. 75 849 .. 4.221 .. 1,408,999 Dtereuie, onlj/ in aUameri <^ th« United SUitta^ .. ., 80 80 .. 82,89'i Totnllncrcase, 4.191 .. 1,406,107 Otmb\ehincreaaettieTebe\QTBeiHo Great Britain, 8,246 .. 1,199,006 '• » " " all other nallone, 946 .. 267,101 4,191 1,406,107 A view of the entries and clearances, in the same years, of steam ves- sels, at the ports of the United Kingdom from and to the United States and other American ports, will show how entirely Great Britain has monopolized steam communication with this country. In 1853, there were entered 109 steam vessels from the United States, tonning 122,248 tons; of which, 86 English, 80,293 tons, and c23 United States, 32,965 tons, and 51 from West Indian and South Ameri- can ports. In 1860, of 158 entries, none were from the United States, against 164 English, of 197,520 tons, and 4 of other nationalities. Of the clear- ances in the same year, 4 were of United States steamers, of 6,991 tons, against 164 English, of 209,620 tons, and 32 of other nationalities, 47,540 tons, in a total of 263,151 tons. In 1861, of 156 entries, one only was from the United States, 2,100 tons, against 152 English, of 206,076 tons. The total number to United , States and other American ports, 208, of 287,031 tons. 33 Statement of the Entrm and Clearances of Steam Veaseb at the ports oj the United Atm/dom, from and to the UnUed States and other ■American j>orts, in the year 1863. To AND PROM Till ITkitbd Btatw). Entrrcd, British 80 American, 28 Otber Countries 109 , * * * * t • * * * * • • Total to and from U. S. 109 St. Tliomas 27 Now-Granuda, ] Brazil, 24 . Chili, * ; Uruguay, ,,, '{ [ 101 'Jhnn. 8«,2!>;j 32,«J05 122,248 122,248 44,087 22*,6i8 073 189,576 CtiinxD. 77 84 111 111 26 1 22 1 160 Tuni. 88,408 45,015 ■ with cargoes. 129,118, • • • • .... in ballast. 120,113 40,003 212 21,473 224 191,025 ^ Statement shotvinff the Entries and Clearances of Steam Vessels at the ports of the United Kingdom Jrom and to the United States and other American ports, m the year 1861. To AND FROM Tm Unitid Btatis. Entbbkd. Ve»sel«. British , 152 American, TJ. S.,.*.'. 1 Other Countries, ... 8 British, 166 Total to and from U.S., 168 Cuba, 8 Brazil, 12 New-Grenada 7 Danish West India Islands, die, 28 Porto Rico, Mexico Hayti,... ...:::::: ;; Monte "Video Buenos Ayres Chili,....,..; ;; Jamaica^ 208 Tons, 206,076 2,100 3,686 211,761 8,311 216,072 2,027 17,292 8,602 49,188 287,031 CUABKD. Vestele. 149 84 190 4 194* 8 18 2 27 1 1 7 1 1 1 1 262 Tons. 204,654 10,234 62,617 with cargoes. 267,606 16,434 in ballast. 288,939 2,126 16,934 1,062 46,965 619 468 8,688 238 93 904 346 867,172 • Of which, one to South Atlantic Porte. 3 Ill 34 niOfillESSIVE INCllEASK OK TONNAGE IN THE UNITED STATES. The following tables will show tlio rato at which the tonnage of the United StatcH had increaHod un to June 30, 1801. They are inserted, that coiuparisons may bo inudc, if desired, between the British and American tonnage ; but it is not upon tonnage bo much as upon com- merce that steam is showing its gicat intluencc. The incrcasu in com- merce demands a largo increase in carriers of every class. Statement showinff the Number and Class of Vessels hiillt, and the Tonnaffc thereof, in the United States, from the T'reasiiry livports on Steam Navigation, J. YlABD. Clash or Veshklh 1 7Ual iVc Total ToNNAOit, iShlpn and iSc/iooii- ^ ^ Slonpn and Tvvn and liitrkt. Iirt(/». «/". Canal I'oats. Steamers, VeHiett, m/m. 1880,.... 217 . . 117 . . 547 ..290 . 159 . . 1,300 .. 272,218.54 1851 211 .. 06 . . 522 .. 326 . . 233 . . 1,367 .. 298,203.60 1852 265 . . 79 . . 684 ..207 . . 269 . . 1,444 .. 361,49!}.41 1853 209 . . 95 . . 081 ..394 . 271 . . 1,710 .. 426,571.49 1864 331 . . 112 . . 001 ..380 . 281 . . 1,774 .. 535.010.01 18{ffi 381 .. 120 . . 005 .. 609 , . 253 . . 2,034 .. 583,450.04 1856 306 .. 103 . . 504 .. 479 . 221 . . 1,703 .. 409,393.73 1857, 251 . . 68 . . 5nl .. 258 . 203 . . 1,334 .. 378,804.70 1858 122 . . 46 . . 431 ..400 . 226 . . 1,226 .. 242,280.09 1869, 89 .. 28 . . 297 ..284 . 172 . 870 .. 160,601.88 1860, 110 .. 36 . . 372 ..289 .. 264 . . 1,071 .. 212,892.48 1861,.... 110 .. 88 . . 360 ..371 . 204 . . 1,143 .. 233,149.35 Comparative View of the Registered and Enrolled Tonnage of the United States, fro It the Treasury Reports on Commerce and Navigation, Tons and 95ths. Tba». Reglttered. Enrolled. Tiital Tonnage- I860,.... 1,585,711.22 ,. 1,949.743.01 . . 3,635,454.23 . . 625,940.90 1851, 1,726,307.23 . . 2,046,132.20 . . 3,772,439.42 . . 683,007.05 1862, 1,899,448.20 .. 2,238,992.27 .. 4,138,440.47 . . 658,240.07 1863, 2,103,074.20 . 2,303.830.23 .. 4,407,010.43 . . 614,097.87 1854 2,333,819.10 . 2,469,083.47 . . 4,802,902.63 . . 676,607.22 1866, 2,536,130.15 . 2,076,804.90 .. 6,212,001.10 . . 770,286.12 1866 2,491,402.03 . 2,380,249.78 .. 4,871,662.46 . . 673,077.64 1867 2,463,907.66 . 2,470,875.43 . . 4,940,843.04 . . 705,784.04 1868,.... 2,499,741.79 . 2,550,066.51 . . 5,049,808.85 . . 729,390.41 1869, 2,607,401.84 . . 2,637,636.60 . . 6,146,037.39 . . 768,436.83 1860 2,646.237.09 . . 2,807,681.83 . . 6,863.868.42 . . 867,937.49 1861,.... 2,642,627.81 . 2,897,184.93 . . 6,639,812.79 . . 877,203.61 35 TAUTIAL COMrAUISON OF THE rRO(JUKSST0N OF TlIK OOMMKIIOE UF TUK UNITED STATES AND OF CHEAT BltlTAlN. Tr is proposed to review the commcrciul rclntlons of tho Uiiitod States ami (Iroat JJritain respectively with all of the American nations whidh nro foreign to both, anil to notice tho progress of their trade witli each of tiiose nations. If it shall result, in tho course of tliis investigation, that wherever steam conmiunication has been introduced by (Jrcat Brit- ain, it has been followed by an inunediato and rapid increase of her trade with tho country with which she thus increased her coniiiiercial facilities, and that tho continued increase threatens to swallow up or leave behind in utter insignificance our own commerce ; and if, on tho other hand, it shall bo found that wherever wo have also established constant steam communication with the same countries, wo have not only maintained our actual commerce, but largely increased its relative proportion, it will not bo unwise to draw tho conclusion that it is to the introduction of steam communication that such results arc owing. And if it is further shown that such steam communication is only maintained by Great IJritain at tho cost of government subsidies, and that in tho existing state of steam navigation steamers cannot, unless in exceptional cases, be maintained without such subsidies, a rightful claim upon tho national legislature on tho part of tho commerce of the United States will be fairly established. The examination will bo mainly confined to tho nations lying to the southward of the United States on this continent — Mexico, Central Amer- ica, the West Indies, South America. Tho three first named, and the upper portion of South Amcr'ca, as far south as tho Amazon, rich, fer- tile, capable of vast productions of tho most valuable character, form, with tho lower tier of cotton States of tho American Union, that " Golden Circle," which, embracing in its magic ring tho Gulf of Mex- ico, was the dream of Southern enthusiasts, in the lust of dominion, over which they did not hesitate to seek for separation from the Northern States oven at the cost of treason. Tho great tropical products, coffee, sugar, cotton, tobacco, tiic prime necessities and tho most prized lux- uries of modern civilization, and tho rich mines of all kinds which abound in these regions, give to them a peculiar value, and expose them to the cupidity of foreign powers. It should bo tho part of tlic United States, in the interest not only of these countries, many of which have institutions and forms of government analogous to our own ; not oidy of our own peace, which depends on their not becoming the battle-ground of foreign powers, but in the general interest of mankind, whose comfort depends so much upon their rapid and wide development, to protect the independence and foster tho prosperity of those nations. Tho statements will be given in detail for each one of these nations.. In tho Appendix complete tables will be found, presenting progressive statistical views of the march of British and American commerce, from 1863 to 1861. The year 1853 has been necessarily chosen as a starting point, as the British Trade and Navigation Returns present no abstract tables prior to that period, and because the previous commercial tabloa were made up on a different basis from those which follow. And as no extended steam communication much antedates this period, the com- parison will suflSce for the purpose in view. Although the tables in the Appendix show the trade from 1853 to 1861, yet the comparisons made in the body of the Memorial are limited by the year ending June 30, 1860, and are therefore free from any of the false premises which an ab- normal condition like that of war introduces into any commercial com- parisons. MEXICO. The hostile movements of the French in this country, with which we have had at times important and extensive relations, render &. comparative view of the trade of considerable interest ; and it is unfor- tunate that the tables do not present, what is believed to be, a cor- rect view, owing to the large extent of the contraband trade. It is to be noticed that since 1835, when the exchanges of the United States and Mexico were nearly $20,000,000, the trade had gradually diminished until the Mexican war, when it was as low as $3,000,000 ; but, with the improving condition of Mexico, had risen, in 1860, to $12,000,000, when the French invasion again almost wholly checked its progress. The fol- lowing comparison by no means presents an exact view of English trade, a large portion of which has been carried on by contraband entries, and a smuggling outward of silver in steam men-of-war. The Royal West India Company's steamers commenced touching at Mexican ports in 1840. The exports of Great Britain and the United States were — Froducta of the United Kingdom. Of the United States. 1853 £791,940 »=. $3,959,700 $2,629,770 1860 462,604 =- 2,318,020 8,338.739 Decrease £329,336 — $1,646,680 Increase,.. .. $808,969 The imports in the same period — Into the United Kingdom. Into the United Statee. 1868,. £529,313 -= $2,646,565 $2,167,986 1860, 491,221 -= 2,456,106 6,935,872 Decrease, £38,092 — $190,460 Increase,... $4,767,887 The American imports include gold and silver, the British do not. The importation of the precious metals from Mexico to Great Britain, in 1868, were over £3,000,000, or $16,000,000; in 1860, £1,000,000, or $6,000,000, declared ; and not less than one-third of the same amount was smuggled in the same years from the Pacific coast by sr British steamers. Careful statisticians estimate the total trade of Great Britain with Mexico at $30,000,000. It is probably fully equal to this ngnre. •/ j i The border communication has partly compensated the United States for want of steam lines. CENTRAL AMERICA. Guatemala— Honduras— San Salvador- Nicaragua— Costa Rica. Steam communication between Southampton and Nicaragua was estab- lished in the year 1840 by the Royal Mail Steam Packet Line. Ihe comparative exports of the two nations to Central America have been — Produols of United Kingdom. J8«3. £ 186,968 — $ 934,840 I860, 182,282== 911,410 Products or United Statei. $644,211 440,716 ^^'"'ease, £4,686=- $23,430 Decrease, $97,496 The comparative imports, in same period, from these States— 1853,. I860.. Into the United Kingdom. .£412,872 — $2,064,360 . 224,896 = 1,124,480 Into the United States. $ 8,59,235 678,366 ^^f^^^^so. £187,976= $939,880 Decrease $180,869 THE WEST INDIA ISLANDS. Cuba and Porto Rico— Hatti and St. Domingo— Danish, Dutch, French and British West India Islands. The Royal Mail Steam Packet Line commenced its trips to the West Indies in the year 1841. _ The exports of Great Britain and the United States to all of the islands were, m 1853. To Products of the United Kingdom, ico,'.!! [ £1,137,061 Cuba, Porto Rico Hayti, )' ~ •'-' , J-...... 133,804 St. Domingo, Danish, Dutoli, French, British, _ « • • • • • » * • « • • Of the United States. To 6,773,419 Cuba. 1,73V,413 Hnyti. -Islands, 1,930,708 Total, £3,201,663=-|16,007,816 6,623,339 $14,036,171 'Spanish* Danish. Dutch. French. British. Swedish. .n\Kr.i"iK&t^^^^^ «'• ^o'^-So- The omcla. returns do no. aha. ) 0^ Rico, . . J Cul Porl Hayti I St. Domingo, j" Danish, ") Dutch, Frencli, British, 88 I860. Prodncts of tbo United Kingdom. £1,530,012 412,939 "Islands, 2,54V,716 Total £4,490,66'7=$22,453,:335 Increase, £1,289,104= ?6,445,520 The imports by the two nations were — 1868. Fbom Into the United Kingdom. S'toRico.:::! ^1^01,545 KmVngo,:! 247,019 Danish, "j British, J Total £6,497,237=$32,48C,185 Fbou Cuba, Porto Rico,. . . Hayti, St. Domingo,.. Danish, "| ?r"nch, [l«^"°^«' 4-4«^'989 Britisli, J 1860, £3,288,116 . 123,067 Total,. , £7,878,172=$39,390,860 Increase £1,380,935«= $6,904,673 Of the United States. To $11,747,913 Cuba. 2.44i,'903 Hayti. .... C Spanish. I Danish. c nhh cm ) Dutch. 8,977,621 ^ ^^^^^^^ I British. ( Swedish. $23,167,489 $9,132,268 Increase. Into the United Stales. $18,585,755 Cuba. ... Porto Rico. l,v '>4 4,498,098 825,069,477 f Hayti. Spanisl). Dutch. French. British. Danish. Swedish. §34,032,276 Cuba, .... Porto Rico. 2,002,723 f Hayti. I Spanish. Danish. I Britisli. i^SvF.ilish. $43,399,852 $18,330,375 It will be noticed that our trade with the West India Islands, .\ itb which we have had constant regular steam communication since tho year 1848, has steadily increased, and is still increasing, in a rapid ratio. This is especially true of Cuba, our exchanges with which island have increased from $24,873,714 in 1853, to $46,428,434, in 1861. If the Spanish government should take off its almost prohibitory duty upon flour, a great stimulus would be given to our trade with Cuba and Porto Rico. There is little doubt that with the establishment of bran ! lines from our ports to the other islands, our commerce would be ii-eased in a nearly equal ratio. 89 SOUTH AMERICA, I. -^BRAZIL. The first lino of mail steamers to Brazil commenced its trips from Southampton in J.inuary, 1851. This service was added to that of the Royal Mail Steam Packet Company in the preceding year. The steam- ers starting from Southampton touched until recently at Lisbon, Madeira, Tencriffe, St. Vincent; and in Brazil at Pcrnambuco, Bahia, Rio de Janeiro; and to the southward at Monte Video and Buenos Ayres. The exports and imports of that year were — or BritUh Products. Of American Products. :3xports, 1851 * £3,518,684 or flT,693,420 1^3,128,950 Exports, 1S60 4,446,'7'76 or 22,233,880 5,945,235 Increase £928,092 $4,040,460 $2,816,279 Showing a gain, in the ten years, by Great Britam, in the market for her products, of nearly the whole amount of the American exports. Yet a comparison of the imports from the same country, respectively with the United Kingdom and the United States, will show that we are the natu- ral customers of Brazil, and that it only needs an exercise of the same energy as that displayed by Great Britain, and an increase of commer- cial facilities, for us to control the trade of this thriving and populous empire. The comparative imports of Brazil products wore — Into the United Kingdom. Into ttie United States. Imports, 1851 £2,893,751 or $14,408,755 $11,525,304 Imports, 1860 2,269,180 or 11,345,900 21,214,803 Decrease £024,571 $3,122,855 Increase, $9,089,499 To what else can we ascribe the fact that, notwithstanding the largely increasing demand for Brazilian products in this country, and a falling off in the British demand, the British still maintain almost a monop- oly of the Brazilian market for manufactured articles, unless it be to the superior advantages which a constant mail sieam communication affords to the British merchant. The American Consul at Rio do Janeiro, in his letter of July 1, 1862, enclosing to the government a report on the commercial condition of Bra- zil, after alluding to the material injury which the trade of the United States has sustained with this country, owing to the rebel privateers, which have diverted the carrying trade from American to foreign bot- toms, says : " So long as there is no direct steam communication be- tween Brazil and the United States, just so long will our nation occupy the present humiliating position in regard to the control of its commerce ;" and he adds, " that the trade with England and France has grown enor- mously, and almost beyond belief, since the governments of those coun- tries established regular monthly steam communication with Brazil." * lo the recapitulation the trade of Brazil is presented from 1S53. '•U :* mi: t 40 The Consul at Pcrnarabuco, writing under date of 28th of October, 1862, quotes the following passage from a debate in the Brazil Chamber of Deputies. Senor Franco de Almeida said : " That the honorable deputies may appreciate the immensely valuable interests which steam communication must create and increase, let it suffice to enumerate some of the principal products of which North America stands in need, and those wliich Brazil requires. We could furnish sugar, honey, drugs, Luits, coffee, cotton, tobacco, rice, hides, co3oa, sarsaparilla, precious woods, precious stones, dye stuffs, tapioca, cloves, isinglass, saffron, gum copal, vanilla, copaiba, crude metals, Ac, &c. North America could not And a nearer market than Brazil, nor could she pro- cure these productions with greater facility, or so cheaply. Rio do Janeiro would necessarily become a great American depot* On the other hand, we could supply ourselves with the productions of the United States with greater advantage and at a much cheaper rate. Wo could import wheat, flour, meats, butter, lard, horses, machinery, all articles of hardware, implements of trade and agriculture, furniture, woollen ond cotton cloths, sailing vessels, steamers, and, furthermore, oil the imita- tion works of art, which, in the United States, are extraordinarily cheap compared with Europe. To convince the minds of honorable deputies, I will remind them of & fact. The commerce of England with us from 1840 to 1850 was nearly always stationary, averaging £2,000,000 sterling, according to the Blue Book and Mr. L ACK. During the same period, our commerce with the United States was • ' ler ; and why ? Because there was no steam communication then between the oi re and Great Britain. The American clippers had an advantage over English barks. But the honorable deputies will remark that, as soou as a line of English steamers was established, these wonderful results were produced. The importa- tions from Brazil into England in 1853, three years after the inauguration of the line, increased 150 per cent, over that of 1848. In 1855 it had increased 300 per cent. England, which in 1862 imported 3,000,000 pounds of coffee, imported, in 1863, 52,000,000; in 1854, 59,000,000; in 1855, 112,000,000." In the year ending June 30, 1861, the Consul at Pernambuco reports the number of steamers which entered that port, to have been 2 Ameri- can, 2,4.^^1 tons ; 25 French, 29,395 tons ; 4 Portuguese, 8,074 tons, and 22 English, 37,603 tons. Total, 63 steamers, 77,503 tons. The same detailed statement is not given for other ports. bi; '. SOUTH AMERICA, II.— THE CENTRAL REPUBLICS. The Argentine Republic (Buenos Ayres.) The Cisplatine Republic v.f Uruguay (Monte Video.) The Royal West India Steam Packet Company contracted to carry the mails from Southampton to Buenos Ayres and Monte Video, touching at important points on the Brazil coast, in the year 1840. The results upon the commerce of Great Britain, as compared •with that of the United States, may be gathered from the following statement : The exports of the two nations were, in 1863. Products of the United Kingdom. To Buenos Ayres £551,0.35 — $2,755,175 Uruguay, 629,883 = 2,049,415 or Uie XJoiled States. $618,855 296,088 Total, £1,080,018 $5,404,590 $914,943 41 1800. Products oftho Uo^.ed Kingdom. To Buenos Ayres, £1,782,447 =_ $8,912,235 Uruguay, 922,733 ■=- 4,613,665 Total £2,705,180 = $13,525,900 Increase £1,624,262 =- $8,121,810 The imports of the two nations wore, in the same 1853. Into the U. 'ted Kingdom. From Buenos Ayres,.... £800,366 = $4,001,830 Uruguay 476,546 = 2,382,730 Total, £1,276,912 = $6,384,560 1860. From Buenos Ayres, ... £1,097,755 =, $5,488,776 Uruguay 867,328 = 4,336,640 Total £1,965,083 = $9,825,416 Increase £688,171 == $3,440,855 Of the United atatof. $729,006 661,326 $1,390,332 $475,389 period : Into the United States. $2,186,641 302,980 $2,489,621 $4,020,848 908,750 $4,929,598 $2,439,977 SOUTH AMERICA, III. — THE WEST COAST. *New-Geanada, Ecuador, Peru, Bolivia and Chili. The Pacific Steam Navigation Company, of Great Britain, received a contract for carrying the mails on the West Coast of South America, from Panama to Valparaiso and at intermediate places, in 1845. This contract was renewed for 8 years, in 1850 — the condition being that steamers were to run through direct from Panama to Valparaiso, instead of changing at Callao, as before. An examination of the comparative trade of the United Kingdom and the United States with the States of New-Granada, Ecuador, Peru, Boli- via and Chili, which compose the West Coast of South America, gives the following results. The exports of the two nations were as follows : To Now-Granada, £450,804 Ecuador, 81,747 Peru, 1,246,730 Bolivia, 23 Chili, 1,264,942 1853. Products of the United Kingdom. Total,, £2,994,246 $2,254,020 158,735 6,233,650 116 6,324,710 $14,971,230 Of tiie United States. $753,391 657,316 41,572 2,157,320 $3,609,599 Eeoogaised by the United States, in 1863, as tbe United States of Colombia. 1 I, 42 I860. Products of tho United Eingdom. To New-Granada, £810,970 — Ecuador, 74,149 — Peru 1,381,367 — Bolivia, .... Chili, 1,702,800 — Total,. £8,969,276 Increase, £975,030 — Tho imports of the two nations werc- $4,054,850 870,745 6,906,785 8,5lV,6oO $19,846,380 $4,876,150 1853. Into the United Kingdom. From New-Granada,. £191,940 — Ecuador, 26,983 =- Peru 1,491,759 — Bolivia, 17,603 =- Chili, 575,314 — Total, £2,303,599 = 1860. From New-Granada, £555,190 -«= Ecuador, 107,533 = Peru, 2,681,142 «= Bolivia, 199,347 = Chili, 2,580,217 == Increase, £6,029,429 £3,725,830 = Patagonia. $959,700 134,915 7,458,795 88,015 2,876,570 $11,517,995 $2,775,950 637,665 12,905,710 996,735 12,931,085 $30,147,145 $18,629,150 • • • • • • • • Ofthe United States. $1,642,800 19,545 869,781 2,845,226 $5,377,351 $1,767,762 Into the United States. $553,528 173,441 2,^14',262 $2,941,221 $3,843,668 308,452 2,oV2',912 $6,224,932 $3,283,711 The trade is too small to deserve notice, but chiefly under English jontrol. SOUTH AMERICA, IV.— NORTHERN SOUTH AMERICA. Venezuela — Guianas (Dutch, British and French.) The steam communication between England and these countries was established by the Royal "West India Mail Steam Packet Company in 1840. The effect on the trade is shown by the following comparisons. The exports of the two nations were — 1868. Products of the United Kingdom. Of the United States, To Venezuela, £248,190 = $1,240,950 $749,859 The Guianas, 410,543 = 2,052,716 971,565 Total, £658,733 =. $3,293,665 $1,721,424 48 I860. rroducts of Iho United Kingdom. Of tlio United Slates. To Venezuela £323.650 — 1^1,618,280 $1,056,250 '1 lie Guianaa, 596,405 — 2,982,025 .... 1,406,007 Total, £920,061 =- $4,600,305 §2,462,257 Increaso £261,328 =- $1,306,640 ... $740,833 The comparative imports of the two nations, from these States, were — 1853. Into the United Kingdom. Into the United States. From Venezuela £58,237 = $291,185 $2,613,780 The Guianas, 1,101,034 — 5,505,170 212,931 £1,159,271 = $5,796,855 $2,82C,711 1860. From Venezuela, £24,940 = $124,700 $2,883,464 TheOuianas, 1,685,562 = 8,427,810 739,922 Total, £1,710,502 = $8,552,510 $3,623,386 Increaso, £551,231 == $2,756,155 .... $796,675 SOUTH AMERICA. Recapitulation of Comparisons. In the preceding statistical sketches, the continent has been presented under the head of Brazil, Central Repuulics, West Coast, and Northern South America. It is now proposed to present in one view the whole trade of the continent. Southern South America, or Patagonia, has been wholly disregarded — the trade being too irregular and trivial to deserve special notice. The following presents the exports to, and imports from, the continent of South America, from and to Great Britain and the United States, respectively. Exports, 1853. Products of the United Kingdom. Of tlie United States. ToBrazil, £3,186,407 == $15,932,035 $3,734,190 Central Republics 1,080,918 = 5.404,590 914.943 Weat Coast 2,994,246 = 14,971,230 3,009,599 Northern South America, 6^8,733 == 3,293,665 1,721,424 i'otal £7,920,304 = $39,601,520 $9,980,156 44 ExroRTS, 1860. Products of the United Kingdom. To Brnzil, £4.440,770 — f 22,233,880 Control Uopubllcs, 2,706,180 — 18,6'26,900 West Coast 8,969,270 — 19,840,880 Northern South America, 920,061 — 4,600,805 Total £12.041,293 — $00,206,465 Increase £4,120,989 — $20,604,945 Imports, 1858. Into tho United Kingdom. From Brazil £2,85('),803 — $14,284,016 Central Republics, 1,276,912 — 6,384,660 West Coast 2,303,699 — 11,617,995 Northern South America, 1,169,271 — 6,796,365 Total £7,596,685 — $37,982,926 Imports, 1860. Into t'l United Kingdom. From Brazil, ,£2,269,18t — $11,345,900 Central Republics 1,966,083 — 9,825,415 West Coast 6,029,429 — 80,147,145 Northern South America, 1,710,602 — 8,552,510 Total, £11,974,194 — $59,870,970 Increase £4,377,609 — $21,888,045 or tbo United Statei. $5,945,285 1,890,332 6,377,351 2,462,267 $16,176,176 $5,195,019 Into the United Statei. $14,817,961 2,489,621 2.941,221 2,826,711 $28,075,614 Into tho United States. $21,214,803 4,929,698 6,224,932 .... 8,628,886 $36,992,719 $12,917,206 These comparisons show an increase in the imports by South America from the United States and Groat Britain of $25,799,964, and of exports of Brazilian produce to those countries of $34,805,250, exclusive ->i the entrepot trade. Tho increase, including the importations from each nation of merchandise not of its own production, is $61,377,825, a certainly very extraordinary increase for South America. To what can this. Do ascribed, except to the immense impetus given to her commerce by tho establish- ment of regular steam communication ? Of this increase Great Britain had $42,698,685, and the United States, $18,679,140. It is interesting and instructive to observe how thoroughly tho British merchant controls tho markets of these countries, and how the exports of British products keep pace with the imports into Great Britain of foreign products, while from all of these countries the United States is largely increasing its im- ports and only very gradually its exports in return, being compelled to make their purchases on British credits ; and to what is it owing but to the fact, that tho control of the communications, involving, first, informa- tion, and a grasp of the exchange market, gives the advantage to the British seller. The exchanges with the United States were, in 1860, $62,734,819, and with Great Britain, $121,895,495. 45 TOTAL SOUTHERN AMERICAN TRADE. Recapitulation of the comparisons of Trade of the United States and Great Britain with Mexico, Central America, West Indies and South America. ExroRTS, 1863. To Products of tbo United Kingdom. Of the United Slate*. Mexico £791,i»40 — $3,959,700 .... |2,629,770 Central America, 180,968 — 984,840 .... 644,211 West Indies, 3,201,563 — 16,007,816 14,036,171 South America, 7,920,804 — 89,601,620 .... 9,980,156 Total, £12,100,775 — |60,503,876 .... $27,089,308 Exports, 1860. To Products of the United Kingdom. Of tlie United States. Mexico £462,604 — $2,318,020 .... $3,338,739 Central America, 182,282 — 911,410 .... 446,715 Tlio West India Islands ,4,490,667 — 22,458,336 .... 23,167,439 South America 12,041,293 — 60,209,465 15,175,175 Total, £17,176,846 — $85,884,230 .... $42,128,068 Increase, £6,076,071 — $25,380,355 .... $15,038,760 Impokts, 1853. From Into the United Kingdom. Into the United Slatef. Mexico,.... £529,313 — $2,046,565 .... $2,167,985 Central America 412,872 -= 2,064,360 .... 859,235 The West India Islands 6,497,237 — 32,486,185 .... 25,009,477 South America 7,596,586 = 37,932,925 23,075,514 Total, £15,036,007 — $75,180,035 .... $51,172,211 Imports, 1860. From Into the United Kingdom. Into the United States. Mexico £491,221 — $2,456,106 $6,935,872 Central America, 224,896 =- 1,124,480 .... 678,366 The West India Islands, 7,878,172 ==■ 39,390,860 .... 43,399,852 South America, 11,974,194 «= 59,870,970 35,992,719 Total, £20,568,483 — $102,842,415 $87,006,809 Increase, £5,532,476 „ $27,662,380 $35,834,598 Gold and Silver are included in the American estimatea of trade, but do not make a part of the British tables. The importations of coin and bullion were exempted by law from duty in England until 1857. Since that period, the tables have been printed regularly. They present the importations from Mexico, South America, and the AVest Indies as £3,848,419, in 1858; i;i,738,'700, in 1859; £1,519,958, in 1860; 46 £1,600,236, in 1861. Tliis importation is cliicfly from Mexico, but is no measure of the trade in the precious metals. All persons, well in- formed in Mexican aftairs, insist that one-third to one-half additional must be added for the amounts smuggled on board English steamers on the West coast of Mexico. Indeed, all the South Arrorican countries complain of the audacity with which the liritish steamers have organized a regular system of revenue evasion, under cover of the islands on the Spanish Main. Amending the tables of imports from those countries in conformity with this view, by adding de2,000,000 to the amounts of each year, they will be found to have been, in 18B3, Into U. King. 1800, £17,030,012 21,720,196 (185,180,060 108,000,976 Into U. S. $B1.012,2n 87,707,800 The same feature noticed in the trade with Brazil and in the trade with all South America, is to be observed in the foregoing comparative sum- mary of the trade of Great IJritain and the United States with all of the Southern American nations. In the seven years over which the compar- ison runs, the British have increased their exports 1*20,285,765, and their imports $23,420,915 ; while, during the same period, the United States have increased their exports only 815,845,201, and their imports by the large sum of $36,755,649. This is partly owing to the great dift'crencc between the exports and imports from and to the island of Cuba. In 1853, the imports from this island to the United States exceeded the exports to it by the United States by $12,000,000; in 1860, by $22,000,000. The total trade of the United States with these countries may be seen by the following table. It will bo remembered that, in no case, has any account been taken of the exports of foreign products by cither the United States or Great Britain. Total Trade of Southern Amedioan Countries. United Kinqdom. UniTBD Status. Exports. ImporlB. Exchange;. 1S83 16:^,998,-85 |7n,180,035 llSO.lT^sgO I860, 60,697,090 102,842,415 192,439,005 Export*. Imports. Exchungec. |80,88«,012 |51,1T2,211 <;81,^«5,22!^ 47,174,708 87,O06,S0!J 134,181,617 Increase |2P,598,205 127,662,880 $63,260,685 $16,840,696 $86,834,698 ♦62,67.%294 When it is considered that the trade of the United States with these countries is one-sixth of its whole trade, it will not seem strange that a desire is felt to watch over, foster and promote it. 47 THE ISTHMUS TRADE. In the consular report from ranaina, 1801, the Isthmus traclo is stated as follows Valub of Cargoes Inward. For consumption |1,14S.310 00 In transitu to United Statos, 60,llll,:Mr) GO* toEuropc, 13,050,25000 Total value of cargoes, |$C1,3 47,005 00 Value of cargoes from Panama 250,000 00 Value in transitu from United States 10,10',t,225 Ti from Europe 2,205,025 00 Total i ...^12,621,850 72 From this statement it appears tliat Panama was theH centre of an inward and outward trade, October 1, 1801, of the value of $70,972,755 72 SANDWICH ISLANDS. The growth of the American States on the Pacific shore has brought a corresponding increase of trade with the islands of the Pacific, especially the "Sandwich Islands, where the American whalers refit. These islands are of peculiar consequence and importance to the United States, and any attempt on the part of any foreign power to extend to them the European system of appropriation and seizure, should be thwarted at any cost, even that of war. Here should be made the coal- ing station for the steamers Avhich will cross the Pacific. Whalers must continue to refit here, because of the eftect of the weather on the cordage of vessels rigged in the more northern latitudes, as soon as they change climate. The trade of the United States with these islands increased from $45,981, in 1863, to $1,292,496, in 1860; that of Great Britain from £30,656 to £116,721, in 1861 ; but to these islands Great Britain as yet runs no steam line. * or this the great proportion was treaaore flrom Oalifomia. 48 CHINA. Steam comnuinicfttion wns opened witli Chinn in tlio year 1845, by the Pcninsulft nntl Oriental Stcanialiin ('oiiipuny. Comparisons are pre- sented from 1863 to 1800 of tlio trade of tno United States and Groat Britain. The exports of the two nations were : ProdoelR of the Untied Kingdom. Of Iho United BUtei. 18B3 £1,7»9,897 — $8,747,085 |!3,212,B74 1800 6,318,080 — 20.690,180 7,170,784 Incrcaao £3,008,439 — $17,842,196 $3,968,210 The imports in the same periods : Into the United Kingdom. Into tho United Htate*. 1863 £8,256,016 — $41,278,076 $10 573,710 1800, 9,323,704 — 40,018,820 13.500,587 Increaeo, £1,008,149 — $6,840,745 $2,992,877 Including tho exports from each country, not of ' wn product, and which had increased from the United States from t 18, in 1853, to 11,736,334, in 1800, and from Great Britain from £67,158 to £133,621, the total exchanges with China will bo found to have increased with Great Britain to tho amount of $23,663,758, and to the United States, $8,162,013. Here, 03 in all the preceding comparisons with other countries, the large increase in the exportsjof Great Britain is to be remarked. Every- where her merchants seem to hold the markets in their control. PROGRESSION OF COMMERCE OF THE UNITED STATES WITH FRANCE AND THE HANSE TOWNS. France. The first direct steam communication between the United States and France was by the Ocean Steam Navigation Company, under the con- tract of 1847 ; and the line then undertaken was never abandoned until the close of the year 1861. The increase in the trade, which was, in a great degree, consequent on the regularity of this communication, may bo seen in tho following statement : I \s 40 Tlic exports of United States produce were, in 185.1, $ 26,120,^00 " " " ill IbOO, CI),04^<,'J:n Increase, over 100 per cent., * 3n,927,425 The imports from Franco to United States, in 1863, $ 33,456,942 «' " » in 1800, 43,2U),30» Increase, $ 0,703,427 Exports from United States of foreign products, in 1853, . . $ 1,550,978 " " •♦ in 1800,.. 3,158,047 Increase, $ 1,007,009 Sliowing a total increase in the trade to Le in favor of the United States, to tlic extent of, $25,771,007 The IIanse Towns. The first ocean steam lino of tl»o United States was to Bremen, under the contract of 1845 ; since then we liavo liad a constant, but limited, steam communicati< i with some one of these ports. With these thriving cities wo have been constantly increasing our trade, and only a more ror^iilar communication, and that amity which fol- lows close commercial relations, is needed to devclope it at a much more rapid rate. These towns took of U. States domestic produce, in 1853,. . $ 7,409,315 " « " in 1800,.. 14,848,482 Increase, $7,439,107 And the United States imported from them, in 1853, $13,843,455 « « " in 1800, 18,498,007 Increase, $ 4,056,152 Of foreign products shipped by United States, these towns took, in 1853, $ 010,738 in 1800, 3,579,476 Increase, $ 2,908,738 Total increase in exchanges, from 1853 to 1801, of $15,063,057 ; and of trade, in favor of the United States, of $5,572,753. . 4 50 The total entries and clearances at the ports of the United States, from and to these cities, will show how large a proportion of this valua- ble trade was in foreign bottoms. Total entries and clearances : American Vessels. Foreign Vessels. 1853, 63,556 tons. 224,069 tons. 1860, 22,100 " 356,366 « Decrease, 41,456 " Increase, 132,297 " It is certainly a new feature, that the United States does not hold its own in a carrying trade of merchandise, in which the rotio of exports of its own produce exceeds that of its imports. S III: SI PRAYER TO CONGRESS. May it 2)leasc your Honorable Bodies : Your memorialists liave endeav- ored to lay before you the importance of ocean steam navigation and its dependence, in the present stage of mechanical art, upon govern- ment subsidies. They have pointed out the steadiness and regularity with which the British government, through all periods of distress and finan- cial difficulty, has faithfully supported the system which it inaugurated, establishing regular communication with point after point, as the com- merce, which the introduction of steam developes, has demanded new facilities. They have endeavored to estimate the harvest of wealth which Great Britain has reaped from the careful husbandry of its statesmen. They have shown to you, not that American commerce has declined, for it is of God's giving that the interests of mankind are so interwoven that no good thing is of service to its inventor alone, and our commerce has likewise increased from the wise and extended communication which our rivals have established. They have shown that the United States have but fallen behind in the great race for maritime supremacy. And in surveying the whole field of investigation, there appears no cause for such advantage as lias been gained- ^y Great Britain in this com- mercial struggle but the extensive use of tcJggraphic communication, con- necting the most distant points, and the development of her steam com- mercial marine. Our steamers have been driven from the ocean, until now not a solitary one carries our flag to any European port. Not because our mechanics aro not as skillful ; witness the triumphs of the Collins side-wheel, snd recently the triumphs of the Pacific screw steamers. Not for want of enterprise on the part of her citizens, for the steamers already built cannot hold their own upon the seas, for want of that aid and foster- ing legislation which other governments so liberally supply, and without which competition is ruin. The American seeks no unusual advantage. lie only asks a fair field for his enterprise ; and it will be soon found that the skill of the American shipwright, the seamanship of tiie American master, and the tact of the American merchant, will place our steamers foremost among vessels of that class, as they have our ships in that of the sailing marine. Your memorialists ask, first, that subsidies shall be ofiered to a first- class line, to make weekly iiips from New-York to Liverpool and return ; and they ask this, not alone in the interest of the general trade of the country, for it can hardly be asserted that such a line ic imperatively demanded, but because the pride of the country, as wol' :ts its position as r first class maritime power, is involved in the maintenance of the best and fastest line which shall connect the capitals of the two hemispheres. It is often said, that if England choose to maintain her communications with this country at such a cost, let her do so ; to this no reply is re- li i i 69 quired. If national prido does not prompt the people to accept this struggle, it will not be to any national disadvantage. Great Britain has far more interest than this country in the Atlantic lines. One day's in- formation as to the price of flour or the yield of the cotton crop may save her the cost of her subsidy in her purchases at Odessa, on the Bal- tic, or the Indian seas. It is undeniable that the old world seeks with more avidity than the new to bind closer the knot of national amity. To their crowded indus- try this is the long promised land, and the producer will always bring the consumer to his market. Stronger reasons prompt the re-establishment of communicatioii with France. We need to renew our friendship with our ancient ally, and friendship follows intercourse. Our large and increasing trade with this nation, which, though a great naval, seems destined never to be- come a great commercial power, should be developed, and not be per- mitted to halt in its progress. A line twice each month should be established to Havre, touching at Cowes. One or more lines should be established to provide a weekly communication with some one of the Ilanse Towns, Breinen and Ham- burq, requiring, as the condition of a large subsidy, that ample accommo- dations should be provided for persons seeking to emigrate to this coun- try, at reasonable rates ; the steamers to be under constant government inspection, and the subsidy to depend upon the faithful performance of the contract. A line should be established to Lisbon, Cadiz, and to Genoa, touching at Barcelona and Marseilles. This is as much legislation as now seems desirable across the ocean. A line established from New-York to Point Isabel, at the Brazos San- tiago, semi-monthly, with a semi-monthly branch from New-Orleans, would at once recover to us a large portion of that valuable trade of Northern Mexico which we have lost by our own negligence. Just before the war broke out, the Mexican government itself offered to pay a handsome subsidy — $120,000 per annum — to those who would establish a line. This line will ultimately become very important when rail-road com- munication is open to Monterey, and thence to Mazatlan, on the Pacific. This rail-road will make one of the most important connections in the world, being on the direct line from London to Ilong Kong. The Postal Convention, of 1861, established a uniform and low rate of postage with Mexico. By the offer of a sufficient subsidy, the Havana line might be extended, by branch service, to Porto Rico, Hayti, St. Thomas, Jamaica and other of the West India islands, and to the principal points on the North Pacific coast. The Venezuelan government have offered to contribute a subsidy of $30,000 per annum to a line for coast service. A line of semi-monthly steamers to Rio do Janeiro, touching at Per- narabuco and Bahia, and with a connecting branch to Monte Video and Buenos Ayres, would no doubt meet similar encouragement on the part of the Brazilian government. 53 The Pacific Mail Stcamsliip Company, wliicli has so fairly earned, and so justly deserves the confidence of the country, should be induced to extend their line of operations so as to give a regular coast service to Valparaiso, touching at the important intermediate points, Guayaquil, Callao and Arica. Finally, a first class semi-monthly line should be established to run from San Francisco to Ilong Kong and Japan, touching at the Sandwich Islands, and with branch connections from that point to Australia. Your memorialists are aware that unusual difficulties and delays will attend the inauguration, at the present time, of the proposed lines of mail steamers. The private ship yards of the country arc fully occupied with work undertaken for the government of the United States. Mate- rials of all kinds are greatly enhanced in value. The sources of supply are, to a considerable extent, cut off" by the rebellion. Withal, the cur- rency is in such a state that a change to a specie basis would tend to a ruinous depreciation in value of steamships created under such circum- stances. For all these reasons, your memorialists submit that the sus- taining hand of government is necessary to secure, in the first instance, the creation of the vessels ; and, in the second place, may 1)0 vital to their preservation when a change to specie payments and reduced values shall occur. It is obvious enough that vast benefits to the com- merce of the nation would accrue in the large amount of freight and passage money that would be retained on this side, and in the increased revenues from foreign trade that would follow the contemplated devel- opment of our commerce. Of the proposed lines the most important, and which should be first undertaken, are those to Genoa, to Rio de Janeiro, and to China and Japan. Regenerated Italy, under the liberal policy which Cavour conceived and Victor Emanuel is faithfully and loyally carrying out, is rapidly improving her conditi u and cxtendiriLC her commerce. A great trade, advantageous to both nations, will ijiiickly follow the establishment of regular and dir steam communication. Spain, assuiri of the loyalty of this country to plighted faith and national obligatioi,, and no longer fearing insidiou-. attacks upon her American colonies, may, 'Mv long, find her true intorost to be in extend- ing new facilities to our cunimerce, and withdrawing the restrictive and impolitic legislation which has arrested its development hitherto. The South American nations all anxiously await our movements. They dread the encroachments of European policy, v. aosc hostile purpose i3 always veiled under friendly guise. They recognise the honorable faith of the United States, on whose escut 'iCon there rests no blot. Even Mexico, late an enemy, looks to the United States to-day for friendly sympathy and aid. It is hardly creditable that our commnnio 'ons with this great conti- nent are only safely made by European ' .s, and that the correspond- ence of our merchants with Rio passes ihrough Southampton; and pos- itivelv discreditable that an American minister leaving the North Amer- lean for the South American continent, must twice cross the ocean to reach his destination, if he choose to go by steam. 54 m But more than all important is the proposed communication with the East. By it the Atlantic seaboard cities will receive their letters in 60 to 65 days from Ilong Kong, Shanghac and Niphon ; and information will pass by telegram, via San Francisco, in 25 to 30 days. When the f)roject''d rail-road across the continent is complete, communication by etter may be made in 36 days, or thereabouts. A large trade will grow up between the Eastern and the Western shores of the Pacific. The cir- cle of commerce will be complete ; all nations, and tribes, and races, will be brought mto close and intimate relation, and all that is physical having been subordinated to the comfort and happiness of mankmd, the world will await with awe and wonder what new development of its progress is yet reserved for the human mind, under the inspiration of the author and ruler of the universe. And while some plan of wise legislation is being matured, which will open to American enterprise the fertile valleys of the tropical South, and draw us nearer to the treasures of the Western shores of the Pacific, by the development of a system of steam communication and mail service worthy of this great commercial nation, your memorialists pray that ships of war be assigned to the duty of conveying the mails to all the chief points on the coast of the two oceans, whereby they may servo to protect as well as to foster our commerce. This memorial has presented the history of ocean steam communica- tion ; its dependence upon government subsidies for support ; its ett'ect upon commerce ; and has supplied such data as seemed proper to illustrate these several points. It is the hope of this Chamber, that your honora- ble bodies will give due regard to the important subject of which it treats, and in which the prosperity of this country, not commercial alone, but ao'ricultural and mechanical as well, are involved. It is represented to your honorable bodies that this Chamber states the facts presented in this memorial with the deepest mortification, and that it looks to the action of your honorable bodies with the most anxious hope. m^ Thomas Tileston, ^ A. A. Low, j Committee on Pelatiah Perit, Y Ocean Steam George F. Thomab, j Navigation. Ezra Nye, s, I 'I? APPENDIX. I' I 56 . ft f k'. W o l-H Aj)pendix — Ta6/c No. 1. o ft? I I. .v> I 1.^ «i1i>rH iaoini-i<-i £ 12 S «- "' "* m ort tJ ■ooowao cTk-oTcrio ocQrnooocomeio O ti5 ^ c-l tO^ O CI c5 Iff '-• s" 2 I- «o M* oT «- i f §", «5 »- ns e) o» 14 ..r cA m »— -^•* --T — - -f .^'* 13 '■ •is 3 ^ n «o IS t- o> CO Gc ei 10 ^ •0 us o 3 — t- 15 ^ ei to ^^ > (/> o> CO » io o li I J in fg S o> tH u)^ « 00 ^ o, c« S e» 00 S '^ -^ -wT ^1 »-r ?• r _ ^ . • ■• k. eoeoefoj'eo'oocrio O CO M S o o S eo" -^' hT iro r-T £» "«, <= tN^ >3> O I- TO CO, O^ *^ CT oi CO cf cf to" <» s s. OOCOOOCOODOOaeODQO do ft; cT I $^ ^ o> t- ^ 5 fcj !i Q o «* rn ^ -o, 4 ". «, «-, «* 04 0« tH I-l IM ft 1- of • s S3 1^«: O Of '» "S S 2 . . J u s ^,^. r 05 ks" la* wJ" «f o" « ?'J o m ^ •■S 5^ «? b^ « r- o» ■* a £ ?• CO t^ C» CO g* IT tC «-^ of CD t-» O, O Cr^ ^ r; ?s CO C I- ^^ CC^ O IJ, » cc c« " o" O I- S CO 00 '8 S'^mtob- cco>o — O UO lO uo o u; ^ CO Appendix — Table No. 2. 43 s O C3 o |c<3 9 8 !5 2 1'^ ■ 09 n CO ei If) tfJ CO 00 n Ok o, eo 55 © i^ 00 00 o» WD ■* <1 o K •«-> o S 1— 1 ^ ^ « ^■^ w 1.2^ r » l«^ S? .8 <1 •.>* CO -^ © »^, «{, «»ft^e^©COrHCON.'*f Md^Ol© -hCO«50t-It-IO asso»,c> o co-^o^co »q_o>^ '5Q<^o'r4oio', O, «-;_ o OT_ O ^>tO.i2rHCQC0ir3(Mr-a0 " ~ - - - - {- t.' ef -* rs S «! o> eo c "2 !2 *" o> 'O 7)! «?>T-'(M»~-WCOeOOi».'0 " ^ r^ « ^ "" 33 eo Oi 1.-5 .Tj; ^ 3 (M^ TT © . to i» 3! M K I o h It! 1-1 d to _ rt us, of of l-l 67 ill < e •a ■ • . t"^ 5» »3 »- ■a . '/) J2 rH = t^ (JO «o o» t«^ ^"::- - ^ "^ $ *-* S 5! 0» d en © oi o 1^ hn 05 ei oi a» yr to ■ O* '4 CO s M o i «^ o iS « ' lit oi ffi t- ta t- 0« *tOO» a § uo ei, , "-"^OSSt-COMOO 'S§2!2*~orM'ore3'to»" Kjsoair-cr»c3o»coa>iS- ,8(Nr1o>o)05WO»rlV5 e-a mO'eot-><»e> t^'^r-^r^O5^e*^ r-rbrottricreo" « iH tH iH 5*J » oo «> ^ » O Ol - Ol 00 • » ra "g" i<5 to irf" eo m" to of (a£'-''-io o* e> — lO JO O IQ «0 to CO CO (Ti CO CO C/> 08 Appendix — Table ^'o, 3. pq o 02 02 02 r^f^uiS 1 I I e 'w-SJ .^ % 'k. CQ _ _. m •" h- e> c ki bq ^. !;f! gS S3 ;S S io V; 3 A^ fi »f S s 38 ?f s? ?: si .^ i^- a 5 SR s ? 2 2 s rt i^z'?r^:$'a —.<>■' o o w *_#■ f^ _f . f ,_•> CI CI to cj UO UD O '?! "S "2. <= Mem ^ fe;Si^!8'2Sg'!33g |i ^3 ss cfi h« «o eo t- O ii o> lO. « t-^ »- r- l- "S* 5j" ^ r* <"^ crT r/T ^ 2 o> 2! T[ p OT cc £ s 22 ia £: <" "■■ ft CO o5 «o ^ t- -^ S j-T c« »f of «r co" eo' « ■^ S CO CO I— c» o o jy -" •n't* o CO -J i. V -, ;. ;. I ;. ^ 233 ^ s s Append! je — Table JVo. 4. 60 I o O a ^ r^ H !« s 00 W %> !k • h hH %> »— * ►<• r/) •«** ►— 1 is =0 <> g 1^ 11 o »H O « ^ k^ f^^ ^^> fe-A >Bk ^^ f~^ CO ^ ^ ^ ^ . ^ _ , . . O o t-^ c» 1-^ o "^ »•;. q" »rr D? 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I-. o f^ ■* »-, -* to « o. ^ to' t^ t-^ t- 03 c^ C) tO» o> s ^ . 53 »- rr, o iM »- <5 in *■ ^ O o •■'5 I- C* O 1^ 1-t H, .2 ►— O^ r/)* O 'o" cT o> O* C^ !?. 1^ 2; =■' s :S js § t^i CO OS ,-1 CO "S" <0 .0-1I«5C»<0»— •-•'-*i5 •w \J CO K-i r- O l'^ »0 r^ (M S _, - « Cl5 rl CO 1" •- «0 W, «°„ 5 S „' _ ^ „' c ,_- C> f.- g{ S^ iri ^H I* CJD KO »- 'I' ' • J5 .•0 S irj o t** cr - _ .-5 if} .o o lO «o <5 - u5 !■/> 1X1 CO o) <« •J a.B ^^ "S a J" ■S-2 u s CO ^ S HO <^ CO ^ l; « «>' of ®' '*' »•' '" pr ^f tLa ^ "' *'. '> * ' " '"' ^ — . CO CO _ t^ -A I- ^ ,r; o. £., -^ -, <- «» , . if, •• o to i<5 o ** " 3 !§"-?! t'i S S ^ Si ^ o'i 51 ^t -^ ^ ^ «. H ^- '^- "^^ *'• ■2 * «> Si "ti «L CM 0_ » 0> Si '^ fi « o tN IS 13. «- « S' "cT o Q 2" «f 2 S! S 5» «" a S '5 K tl S ef «^ eT «* of (N o< o' I?* J. u to ^N <5 ro O i.^ irt Ci CO S S 6 :f § « S, S g i2 S 5 S I 3 2 r/5 o •-I i^'i; 1- c5 't r- en 'J' ' S li CO »!. A. M ' oT 11' of «•*•** o^ *" ceo « . Uj 1.-5 lO if^ « "3 w S ft f/? j5 t>5 i"/> iXI IT) O) • 'S •(i <« ; -4 -f n lit /' cr' R **^ 54 rH fH r^ 1-1 rH o •• n ? q: u ^ W ii ^ o o •-• {■.^ 8 S I- a »> ?> i". •"' '71 4l O - ^• <) ,-. o oi, ■=, *", ' '- =■ "i. tS ri r-i r-i r-c Lt^ w ■ o ^ 5 S S -^^ =^ ■-, -;■ ■> -^^ ", u5 •» o 5; « ..? ?? ;g ^ § .^ .5 ^.« 'S V I J" a '^f> cT Q <%; c^ '^' ^ ^ s I- 2 »-< ^ o ■^i — 'n , -^ -. f >- ':S P ^7 ^ p.i ■>- ■» 5i IM CJ 01 '- O* «', »« (O ^ Oi 9*1 'Tl o wi o» -M «». o U « •"* "»"' in o •* w' w "O" fi .; Tf -c •n' "• '-' ''^ o' 2 ■" £ « t^ //^ jA e* v^i I- I- CI •-« .Ci u »i_ « o I- cfi en wj -fi I ft? I ^ f-« K te a ?. 2i s 2 6" ^1 ». U "I" "' i-r T«' !/>' in .4 'f s>' 3: i-< >* rl r1 r? el »l ai 91 j9 O o* -. «rf r*^ ri r-> ,.1 r^ ,4 rH ,^ 8 * ^_ "f i?S '? •* 7! I- <« I 1.1 ■Si ,3 2i "^ ^i. * >- -I I- f O t •♦ '« o .4 ■»• 5r 'C " •* -■ tJ" '- ' iT '"' ''^ ">' --' a, lO ^ I - 1*1 i 1- 71 <0 TO 5 -y- o CI c-i o CI tri 01 o gl K,, CI J /) O O »- K» *^ tj. cr G'J, o ** ''i, *i co^ ^i t2s''^S •1^^'M »';.ri '7_»i? 3 to CO" CO co" •^'" »ft ^^ 00 ^^ V II i 1 e « c» '■'> Ci o eS CO >-■ CI 1- <;i O,.^ ,-1 r^ ri ,H d 5.2 «t< CI o 2S P ' ?< t- o « »- o g "3 o" -T cf -f w K O (/) O ^-' ''/' "f ^ ft^ TO cf m" TiT in CO c« I— 5^ li^^ O^ O^ O ■^ -<' air ri ri at hvj?; <3 I- M I" »! o> •» o^ •a g e tj ^ "^ ei CO <© I - r- M 2! I L (15 10 S * « •:; ■g '* 71 ^ t-c S* 't -, S ^^ '-, '*, -. * ", >2 " ■' ei ei iM Of ■* ■*' « 5§ ^ ^ -' - « <5 M ; tS g. '« '- e> ?i « ; S J5 rn lO gS O "M *1. I- to «;' i-_ ,5 1, Ol r^ ,^ 55 '- " •'' U< 1-1 ~- en '»' o' c^ £! o " cT o is M I Pi _ a "S 3 3 p o J i»( •■i'' o' <0 oT to' e> V oT r"^ 5 t- <0 -^ -)i O 91 riO «4, -< .*- ~ ^ r- a o i HI m •51 ..-i I- 6 -I * 14^ w •♦*. ^ 3 . ^1 ?; ^ S ;-i S § ?i § s L^l^ a 5 i 35 *i -f q» 71 3 7 S CO »^ o <5 •^ = -f -f O" 7? O' — " ^ ftTi *f S ^ cc »?5 y) c> (J I «o^ c>, t/i A ^ Q* T-T oT ci ef fff of cT ^ -*" irT 15.1" ^ CO -f^ ** »^ ■• A -- i« 2 S 8 5. r-1 rH T-< T-4 r^ r- r^ '4J : : : S «3 « «; o ift !0 ^- (X) a» 'w rt lo "5 o o <© i<5 CO CI CO rt '^*oc^'/''*'coo CO 00 " 3 ca w ^ s l.-J t« 01 « "■ ^ if CM -f 51 ■§;= S? S rf S O h- »-- 0» ^-* I- •fl C^ (O «ri ft< O ' fiT r/T (^ «r ^ 2 "es Tl Cl o ^^ ., ,..■ »-■ i.*? rS <0 o .a « ll Appendix — Tabic N'o. 8. 03 ^ S ^ rf i-T •» •• • •■•*•• t • Ji ^ erf r-T «f oi fff « o o» ^ •s ^!o of c^ lO rT of «o uf »•' VJ* I » 4|I i-t Ofi oa '«* O «o «• o i . "O »- «» o' o' ;; •♦ — ' '/T ;^hj IH r-< 0< aS W fH K-^ |.^- ^ . V- f/^ ry> «f a^ (O^ 1^ 04 CO ig'*' r* r* r* T* ft tJ 45i CJ^ o_ ^ C/J_ 0^ r-T r-4 v-l vi «-l ^^a IS .t S r: s 1 S § *"- o\ "- * *- ^. S. «^ <^ oij at C5 lO S* O. -• ** II sssa w -J 53 o M es 00 M M o >r <» CQ CO o». oo o>^ f-(C4aft(Mco ^SaosiaoSoaiS II §5 g S S ■«' 2! ^' e 3 n 00 S 00 „ S «o CO no 64 Appendix — Table No. 9. i: m »;£ ►« o «tj -^ ■* Cl O/ r/) -T »Q 0» 0»i o L . ©r oT o»" irT oT oi" *rr (xT «r |t«i s s s 5s 5 ?; s s s 5 to M of CO 03 W' »■ V oT rit- >? s 2 T)- s a s s s g S « uu to rt CO o I- o>, eo gtj 13 « ^ o w 8 S S" g ; co" lo' »-^ or 2f i<2 IT * W C* « CO CO V CO &2 a ^ 'fe. O I- 1 1 ?' 8 % § 2 S' 3' 5 ^ -"^^ (O Til -"t »o o a>cooiM^ • kAOOt*-'CQVOT-4IO g N w oo" '" co' of of »« 00 S «» ^ V to CO to C ?■, 05 "-^ ■* ">, o> oj. Oi 0| «o ^ cfofeoofofi-jTHeoo* 00 "^ w-* ■ - r-«_ O, OS^ «0 fc-^ CI >* ^ <^ — ta .-3T)i •^ 1. « g K E» ~ (S; 1 i 1 T-" S •- i OC r- OC T- K» t^ ^ O CO *- *^, •*, "^^ "^^ -^^ Q 2 **" ts" rT T-T »-< O iTi -^ K» t2 ^ Cfi -/I CO ^ ■" ^"- ''I. o'.. ►- C*( T* •« -.? __•* -J- **i" /wT /Vi «4t -J' ' " ^* of oi" CO* «6" of CO ■* c>f ■•^05 — ** ,- S <4. " '-„ "i. "* io§,55 '^ *~ 3 ^ '^ ^ tX S « cm. ,)._ co_ ■* >o_ r^ O «-, 00 lis e ^ { o S c^ to -^ oS" rrT la' >Q CO <3 : ^. ffi»oio«oa/0«oOT^ QO ^ S fJl CO ^^ 0. »iJ, «>. <» '^^ il ss,sssiq.5;2.§ '^fti « c» «! 6 00 CO « }?^ ^ r- 1 Si I- ir a- V T- CO r-* T Appendix — Tabic No. 10. 65 f c f 1^ I— I > I-:; o H O 02 o o «1 < 1=. 'A S3 S> > «^ K* a pq a H ^S 1 -§ 1 to 1 o 1— 1 ^ 1 1— 1 ji U ■2 e 5^ ~-2 (N '2 I JO a ,15 !;:> s o £? @ CO co^ CO CO^ of ^ K" CO Oi O »-H to lo ko «:> CO on r/S (/) CD CO a o •2 •oil 6^ ■a ri CO n In : i ! i i ! 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  • * ^ .^ s ^o > p^ 1*-. in 1- 1- (M C5 S t§ •So O 5 ". CO .^ 1- i~ cs ■» ^ g, 1 =■ Sf S £f S ^ M =t «1. *"• "^ "' - o ^ — " •^ OJ I-t T— '^ "to v> ».. , to ' • s e?5coe>i«c3(=>i?ico fc. 2 "o <- -* " CO CO '! g a ? ^ V cT cT o nT -c' co" CO ^?ocoi-«Ocot-t- O >a i^ft, «» >» •« ^ :::::::: : "^ 2 3 a5_ CO co_ CO ,_ oi o-i^ (ri_ ^ . ~ g 5 cT T-T 'n" CO o" iT -J CO* iT K 2£'^coortcoo>;r»oeo '•^ ^(^l-rHT-C^CO^COr-^'=^^ .'o ^ 2? OS H* o S S ^ ^ •= CO O •« H" •p CO o» ;3'«; 2 cr> CO s 2 t-5^S3^;5i5co •cf Ci t- »1 !? =rt ^ 04 OS ■•-< ^ W CO W CO C^ 04 c5 e5 I, S § S § '^ ,° 55 !i? S fc3 i fe ^' I r-;;' § s s ;; '^^COCO^COqjCOCO^ a ^^ «5 CO CO O. I- « cT CO* t-" ■^J ^ S S* '"' *^ '"' CO to <0 rri 1^ ? § § S S !f 2 if gf g" ^|^«>«>COCOCOCOcO?i)S 1" 4- «• CO V to QO <0 t- CX> OS O — I WO «5 « IQ to « CT) CO cn fy^ c/1 CO u tL%^ I 70 I— I CO I o u a a o '4 -51 o »— I H O W w O ii *9 S. a c ^ I < t— ( s M O M M , Appendix — Table No. 15. § |_^ eo «f •-? CO lO * o' » «o" C! K S. rl Ji r5 S W, "> <0. 0> 2 eoi-iT-t»io«in«oio 0_ 01 00 i-»^ cc, ci^ ''^ '^ '^ e^" I- ©r *-r »(^ <& c> oi o. ^^^ '-*eoo>^-»»eioOffi^* ^ ■" ">, «. CO, ■<5. .1 ■« « S> o " t^ o, 00 -i «^ •* "■^ •* tH K fe]>-^ •-''-'M'-'i^T-rT-r 5) ^ ft oT CO -^ of r-T IH fj CO O « 02 ^ •2 5S 1^ ^^ ^H cT *? ©r C/T (M 001 O>u0i-ICO'^(NCO>*10 a s ii a ^3 a o o P CO u> 6 Iu5 .a a s •a S ■^ o e* ^ Oft O ■-S T^ -' *" ^ O 00 o* A «4t Ok 10 09 V) *-• ei a; 2: to c* 00 C4 ^ 00 to <^ ' (A ^ ¥ r~^ " n ^ 'S o «, ■^ 'I', <» ►^ r- th «o_ 8 8 R, § « •? s ^ to' en ^1 «i trt & r CO ■•1' «} o 1- CO g f2 i JS !2 S 3 « S m CO Appendix — Table No. 16. 71 a> s I ^ a *§ , •-i CO 2^ -^ ;2; V .^ . Li <» o» w M 0> i-c o -Mf t-< ^ r-( iH CO^ CO »-i 0> C I O to O O* ^ to uo CO o5 w o y to I- ^ cfi o 5» c^ w »r O ^ 0> 9 ^1 <0 O I- (M^ 03_ o, ej^ c> ^^ c/T c^ ** r:; .-T co o SQ> O CO o O G-l to o ^ o> o (/> , ^ C3 «0 >- '*' tr « c« co" o" 'f ©r vT !:; "' ^ O 00 « a ** to CO e> M <0 el rH CI o w o o o ^ SC iO co' -^f CI rH^ I- t- kT <0 •fli -f r-« T-t CI e* CI * 5; § CO c« C» 00 O O CO O o *-• CD O i-* o^ f «0 ^ *ra I— ^/J. CI 0>. r|l "J o" cT CO oT (Tl ©•■ I- lO "^ CO Tf CO cc c» eo I— o iQ ^ -n* O* c-1 ** CO Ci5^ CO^ C^ *0 (M *-H^ CO to" to" -r-T cf ef CO cT ?-1 f-* C4 C* C^ W (N 1 s^ !i 8 £ ^•^ 2 l« in V es> o ». «0 a: 0:; V) 'A 2 M o c e I a. e tj S 2 " S' 5 S SJ !3' ^ ^ CO CO O TH « ^^^ W CO -.t CI o_ I- CO -t CO CI o» 13 . 1^ CI CO 1 o CI s CO m S3 CO IS " o" c-i -jT c/j" oi <>{" o I- e — o> ^ O |?1 CO c> -^ rt (?! 6* iri ^ ,-« *5i S. '^-. ^" *^„ '^;. "^ CO* cT ci r-T c> t-^ O »-• Ol »- I/) -^ CO CO CO CO 0^4 CO t?; c^ e O. I- CO CO CO C4 oi Ol ►« a o O » -« « 05 ^f t/^ to r- CO o> o '-t o o o o iO «> «o CO CO c/5 tri CO CO CO 2 S? I* ,J to rH p n ^ o t CJ uo « o I- 5; CI t- iS CO^ C-l^ r-J^ r^ i(5^ cf ^ to rn t^ I— O c/D !-• «) C/)^ CiO^ to CiO QO cxT otT t^ t-T 00" e-1 •*< o CO CO 2? f- 10 CO f* *< CO w CI CI c^ CO G4 ^ "8 8 "„ tl;j CO ISi R •«* Ceo 3ff ?; *}4 I- 01 Ol Tf to' r-i to T-* CO CO, o» cs go" co" co' -H 00 (M CO I" — - - S to CO oa CS CO (M O I— to to o> CO CO^ r-J, Tf ^ ^ ^ iH g V2 Appendix — Table No. 17. O t— I H <{ EH pin < U <5 O 1^ ^ <>t C> CO o o o •-■ *^ ©^ 1?^ r-t CO C-l If^ f^ . "i. f^ oj" »- »^ ^ r/" cT »-^ (y^ cf o (M o CO •<: iS o CI CI •»»* O 1^ O M 0> ^^ ... — -- CO Ca Cl^ CO *>!. o^ CO c-i. ■*, to" o* wT oi" *f^ >* tf rt r? ?c<5 •*< o 4: '*^ --li' <^ cT ctT 21 o" ^ ^ »:* s iS rt s ?? s rr> *• d cc ***. o* ►» C> <0 S T-c o> o>, CJ •-< "i. "5 a B "5 im" o -h oi »> » S! 2 -* m c> c:> */; v.^ ttt ; ■ ' a, " S »^ 1- "i S o» « o ' .^ -*" .-r (^ ^_r eo _r »- m CO 'Si'™ ^oiS«wCOco«>co&5 .• lo -H ^ 2 ^ "^ eo (^ ^ C5 ■:; 1-1 c/) OS O h* . - ,^- <0 O -'^ C* -> '— w» O CO CI to L-t to o ^ c.^ Cl_ t-^ 'jT 1--^ cT CO C'l^ «=^ '"i" H- CI o T« 'i* CI «0. ^" CO^ -TiT irT co" «1 ift <^ f- 00 0> Q f-« ifS UO O IQ O CO l A (Jl o ^ K^ 61 '/> o I- «i O . 0» lO f/i 1* CO f* r/5 o» ^ Q f-t rH tH rH i-i »-t ■tj I- T-l « f ?1 O 71 M r/) 5) 1 • 1-1 CI (/> *!♦ en ^K* *>l r/) '/' h>< CC M «0 * i ^. '-'. I- <0 ^ . . m' O 'f^ r-T cT f/" -if r^ CO ^, . 1/1 o '/I I- 0 ^ 04 C4 S ■«• •-;, "-I ''^. I- «, e«c'3iMcoos' ,Cj ~ CJ CO c» *t* 2^ O O t-O CO 3 » rH^ «^ 1-^ C>^ '"V «r T-T cf o*" to" CI CO CO eo CD »iO_ CI f^, ■^^ rrT cT cT *o cf i-t C« G^ O* ^ h- ^ .,, CI -^ '/^ »- '/■' > kO «J^ i^'' »- '-'■;. co^ .-T o?" ""o" CI c/T CI o ^ IQ «o ■»t CO eo^ CO c> o" T-T o '*r' ci CO •f ci '-I c» »o O *-• Ci . ^* O if^ »0 f- CO Co r- CO -^ -^ tr rt . V »- »« ^- ^ ^ CO, 09 CO ,3 ? CO ■Co© * a CO tsco t- 10 CO '^ s ^- ^-1 O CO ^ 1^ CO <* CO ^ ,_. ^4 I- 0>, <0 r^ ■-♦''' CO cf O CO O ■*j* CQ CO t-iC>iftiftCl*-*CO"i* t-^ CI O CO CO^ O CI «o^ " '<#' r-T o" ci' c^ -^ oi" »-i ^ CO CO O^ r-^ t^ CO cT »-'" ci" Oi" ci" t4" g ■^ wo to W CO iO § 5 CO CO C/5 A2^pend!jr — Tohle No. 18. 73 t/J ■s fi "a 5?; « o -«1 1-:; 8 1/2 4 -»1 e 1— 1 • i fi Ik 1^. J§ 1— 1 ^ -c: c H -s.^ a ^ CO >'=> i.'S ^ CQ^ ^ "^1 i S W - ^ H 2 ^ H !2 **■ fi ;?; <^ •IS ■vi o 40 Sj o 1— 1 ^0^ M -3 ^ w s <5 1^ W ^^ < a ^^ H ^.^ t) o* a O ^"^ 02 fl ^ .§ <1 ■a OS •<^ 1^ 1^ ;2 < CQ P^ § •i>» H §? t?; 2i w o o Ri o p 'A J'-'w 'o S l: ';2 .? ,7 g ?j 3 rj eii- afx i-i c» -* «o t- ii i< ri '« ^ CI r-« r-1 ri tH ^ ©I 51 r^ c '■<; '"i "^ '- i5 SJ f'^ '" "> '9 S 22 ?X T" rJ u = O 1* OO '/I '^ J' <^ S 5i ^ O .8 H 1.^ «t • S ff> 2; 2 "^ '-' '- « "4 ?-L) S O O ci jj or w M 'O '^ e» '!■ * * V ^. 1- •- o w 5 K <5 =>" «> 51 O S CO CO -H a/ tz; "T CV c* — CO ^ O Ol O -' ^^ -f ■:; fc rf CO- ^ - :/>' o- •2 * (JD O ^C^jJ s| § s? s S' i; s' «» 3 S g? 3 .-t f? O T-H C'l ■<3* -t ■* r •»» -• !!t! 1.'^ o o c5 o -^ o ^ TT »4f ffa '-• j^3 So e. CO •f c[ ts ui' O TH CO ^ CO -, , '-'„ !-• « O >- o Go 3 I a; O cs I- 1^ O f/) o to CO^ I- O^ 1^ -T CI CO o « lo" "' 2;" -t" o" lo" rrT un 1- i< c^ I- CI ^ CI 0_ CO CT 0_ O Cl O i^ tt cT CI ;+ cs" r/T cT cr iMcoMMcocoeorfi «» 5^ g a a CO RCO 3 03 O »-t U^ O CO CO 00 CO g CO .Jl ^■?ij 3 S ^' '"^ § s 2 ,?; 3 I, -^ CO. CO r-<_ CO^ ^ T-« C# CI ©I c, c/- 3W' -f 01 I* '/J 'ji /j tn o 1^5 -• ^ ?-• rH r^ »-< 01 CI CI CO /J" ©f >r , , o to r/) ^r> o CI ^r ro i* ^ 1^ *-• CO '/J *-< CI -t '."S ■/> 5 "^ CO^ ti r-__ C» r-. CO cf ■;* CO ■VI , . (/■"" to I-" o' •-<' 1/f r>' l' — ' r~*^ 2 S " ^ ^ -* •"■ S^ I'i ''2.'5J«J'''''3'--tii^«t' 2^ C. CI to 71 I- to I- *1 3. ^ to t!i '/J I- o» tS 1" o o 5 S !:■ T _ ^i ■i >; to •V ^ CI (■/> f/) rr Ci 1^ '■/^ CO ^'^ '/) CO — — C* — I- /- #J '.,' t— • i— ■ CO ^— -f /■■ 15 c> 10 m ^r. cv o ti o ti to -^ ^^ «^ Co a •*-» ^.2 S'^CO^-tClC^M'—.-t ^ ti ti ^ / O. (/ ,— 0( -^ to Q i* 1- :; -^ 31 ..-. c/-) CI c> o isl '^ 9 'Tf 3 7; 1? ,-f vf r; S ** rr" — ■'" cT 'tT i-^ »f' /T" -"*" ;^2 (M CO CO C5 ii CO CO CO CO ^ S O CO *- 0_ CO 03_ 4 ^ -f .S o'" ^r crT rrT --t" -^.f crT cT cT S »-' T-1 TH r-< C^ t?l T-* CI 'M 3? ec t- rr, -o CI cr> CT c> tr CI ei r/) O CI '/J '/' O " 1- CI CS I- to t- CO CI O j.o O to 1.-J l-T (it ■n* o to CI c/> CO o o O ^ O 1- CI O CO •" a 1- CI o -^ iio i^3? o o crs o o s ? ^ to G-1 ;- o T o _ _. __ Ci -t O CJ C'* CI •^"^l CI ,-. CI -f »- ^ -Tf <*> -"f 1<0 <0 h- r/j Cj O ■rH »Q O LO iQ O 1.0 CD O c/3cocooO(X)c/>c/?c/: u ^ Ajypendix — Table No. 10. < w H O 53 f* . '" ►* s t: JS fo^ S :; S <7 « i^ S !i? g I' S .- Sfl?/ t5 |v3 S S :: S S g k ^ tit y. CO *■' co_ w s JLi c' if m '- '/-I "■* Ci"^ (}1 ri I-i r- rl "^ jv5 ^; f^ t; s 5 ; " iji A '- i< '-^ *", '•. ^ 1; >^ r/T i}i t '- '« — •/' JS 2 r;! ;ri r: S 7. !'; ^ « " ■g ^ S S K 2 .c L, .- -r M. ^ ^ irT li-T //T ci 1* -f (ri 11 •- 4 - — ---" ■5 o o -. V S, t* *!. ■?!, » O 5; f/5 (i5 OD r/) C/) Is "2 e I « "< ^ ••:: a s « •^ -V. 1 1 J r-t oi f-" «o »- <=» « a* g S< -^ ^i. « '*' »-'^ •-*. '^e- ^* ^ iu [s 1^- S :^ t: ?« : S 5i ei t-( »> »» '(^ ^ •. •NO '^ K ?• -» CO <>) f o i ^ s 53 § n CO CO op ». to CO — • c^ c ? i5 3 f2 S 5 CO. ■ij" CO '- •I-' S2' CO lO <5 o> «> «i CO ::i c5--' th eo o '-o, ^1. '"1, ■^ "^ '^ r-T CO cf »r of irf u3" T- ©T acScoeoSoocO'^o'S * "5 '*, "S f) 0>. ">, e-J. o o>, "^ tS i^cTL'p ©rT-Tj^-i^co'* C CO i' ^' S i S i i i i Appendix— Table No. 20. 75 ?' § < Stat ngati HH -^3 w y the Un and o ^ u K ^ urf if O of ©" ** irf r-T ""^ W rl t-l i-< C ^ * S. P "^ »{. <". <«. 5^ (J *0 (J7 '« '^ •-* tji" irf^ o» fft CO irt I to T 7f f en »rt T "* : K is s B s 3 r: e t- O lO T-< "f r .— -» — ;. '/^ k'i^ i-^ T-<_ « o" *)«" f/j' c^i i " M^ S^ ►-;, ts !» «' w oT •*' w o i-T •d" r£ 5 I B 8 3 3 S B S Jg 8 ,. .. o" »- tf « o ^ •^ CO iH »4 ©f -^jT o I- oT n m :£ in i-" S(i«» efef«i-i'r-r o « '■s 3 ''', H *^ ^ *V '^- '^ '"^ '"^ eorJ'-'^efei'eo'^t^io' 5£ " :: ^ • •• S S •». . 2 2 t: SJ 9 2 8 S S *, • m »- f*. « eo a» ellS o -. S coo" So to t- 1/1 ' M •♦ eo 2 3 f2 CO I- ■■ . irti o o CO o x. ■S S. 3 '''5. 3^ S ._^ .._^ ^ „ e b «3 uo' <5 — '/> M "»■ « "» ^ a, 91, S »- f •* o, c «>. "^ 5 tio" of "o' cT — ' t^ oT o> o» I- I* CC O -^ •S k I- r- OV ji. rH -T Ol m -* 2 2 -<' ^ rH cf of ei ^ _ to *-! Q O rn O -1» a« tc Tit oa ttl 5i . . «rt CT w (M i« «o — eo « «- 6> o o oi i/i 0_ O t-H ®, **i. "^ ** o" o i^r o r/T eo~ ^ (M t« O C> (M CO 0» '■S tJ V- to 2 CO CI •- « «5 I-; O T-t •*< Ol _»-HC> '''*'^^to cT cT i^ t^ of '^3 »-^ CO fX) ii i t 70 5, £ '< ^r 1.' «f 9! o fli / if oT = ■:; af •r ef af of al «l •< of Appendix — Tulile No, 21. g^^lu^ggS 1 s ?l S 1- 3 >* ».- S £5. -■• 1: ?^' f :?' 2 f' ? '1 - ,a «a 01 ;i i f •* iTi ■••5 ci •>» ■*< a( af af a( ai ai a! a< ai t-A '- * '^ ^' :> § f' ?? S- .»: -J 1^ c * "1. "^ '; 'H 1 '^ ■8 'fin M 1^ 'I' ■*'«'■' *« Ii ^ 10 3 33 « M -rtc W s' :^' '/ CO -5 tc t' c> gj.f t^ 5 if !:r K -«' a !S i: a a *• ^ V CO « " * Sii C/^ 1*1 "^ "^ O 1-^ T^, CI. O r , M I- I- «■! <2 2^ !2 y ei ai Ml CO « ej & 3 I§ K S in o. --v « >-, •* ■? 3 t/T tn f/> r/T w S !2 5' !2 ^1^ V:§=ifiSS5SSa. S .2 ^ s i § •2 "-c: * ? a Spares O C-l 60 C'l ^ »— f-^ ry^^ CO *^ c/"i "t Ci C* V: U o " "^ '••5 !5 ** a I 1^ .0 I I. "§1 k ^ "at CO IS '^ i 01 Vi ? .M A ^ ^ K. M ^ ./J ./ 'X 'w 4 ■^ *i ■^ "-f M o •• e> "f (£ ri •« •I '.'. , _ I- ■/' 4 f 'f 5 *r ■>3 Vi C^ 05 f.2 'i •H ?S S i! "^ '5 — ■" S »? lui ;t 3 ft r 4 s :: «» ^ • !f ■"- - S' ? S '?' T F' ^ irf" irf o' «i^ « [. Ii) Vt Yi ci m r o r- Ji at 91 ^4' CO ra ( i « U =: ';; -f <^' ■="' •* S *i '" •* I- i*! » '• r; «; ■^ S O r? S f2 il f/-r -^ n? o ri' '?f TT^ 1- '»> 55 01 I? '" c> o <", "*, »• *, '* *^ (O i.-^ *o —?■►-* .*■" — re — ' ai Si I 3 ft «»» .4^ ^1 i-Srloojiaa"/, I- CO '^' 1" '-I o, I* »-;. w •f o' a CO c« -f --- ^ c> »' f« ::! '^'" ^' " ■* "" "*■ 01 rt ai ej «« CO tri 'ti t ©1 a* ai a* CO |1 ■^ es W5 CO H* fO C^ '« '^ o !-• I- <^ C'* T-^ (A ^ ri^ ^ ^ c5 f/) cr \ S £ r/T r- ».-i" rt ef o o O O i" ^ §" a 8 s rH Ti >-i A/)pnulij-—7\iUe Xo. 22. 11 ., I a IT ■'. 5 § 1' '1 ^ " 3 S ./. « « o .i »i o y iJ -i 'fi >d i\ si ^ eS i/f jS I ^ S3 S fS 7 7- 2 ?; ?"-i;3 i^' «' 5f ;i: ^' ;ii' ?r >! fl-l r% 1 s. • « J;"- )? 'j K • Qi ^ J: if^ ts ■a TJt "v' W "^ ''* !-• ^1 I- <*» 5 <* S -i S 'A i d =' « «< S M o1 cSl S S S "N "-I *• r' (Jl 91 «( »t IM S (^ £ !5 il 5 ;^ .^ '/ ?' L? Ki ** OT> OT •-* -"^ ■ -■ — l- '. .» ^^ a ^ ift- -T V 1^; 5 ct' «f _• -j' ,.',-' _' ;,- ■' i+ 3 .. .. i; ^ s - a" I- 5l c? (M 71 -de s "^ M u ,9 * « iC ^ * 25 '- — '■5 •- ?■ "a S o' -f of c>' .jf ,,' '/r *1 A, "->' rn' „•" 5 ^ V o •9 K ^ § &3-.S -^^ ■^ ^ ."71 ,1! ?; " •* •* '■'' "" '.r c 5 " 1 "" ''^ ■J* « '- 11 '7. [5 g, (t i; .C 2' i'J i g «• ;-- ►S «* '-' r-. r-i rf i-T *t *+ •2 -»■ o ... * ■? ?f ;^ "' '' '■' "o' T-' ;5 ft *^ O O y. (Tt iO ^ C ^ iO ^ ^ ^ tZ „' «•■ *• 2 3i^ ^ •§ "J? >? ij S 5 ^' s ;ij sj 4 ". ?) 45 «i S !»^ 3 JC if »' 'J £ « *' 3 2 -< '- c> ~ 1. -f /; -, .-- c. -ti ^ .5 S 5 ~ -f ^ S a U 2 * « 5 S M 2 " "^ '■'"'" ►- »' iii" . ej 'i' o •" o 10 r»^ rn ^ 1/ -M •=. -« 1- .jf o en ci «f '-•-'"r-i.-lr-lrH ■r ?i — . ?^ ts '/» I- «> o »o ■* 1 ? o H^ e> o o S 'r/T •^ .; '^ 2 «^ => "5 -^ ^ 9- *^ ^ IS w o o ■^ o CO o -ji T-H c> .^ V ^ 55 — i.j rrj ^ „ 4 ^ S S '^ "-^ '" '■5 ,7: r? =2 St' « U is R IS {■^ ;2 '■s "-^ •<; o o o 3 tn en tj5 en c« c« r/5 Jo (« ^ ^ ^ !" >^ :; ss ^ »5 ^ >i ,"0 -4 t-1 !s ►H ^' .■;? 1!?' :? crt en '/I ■,/ i? i2 CO ci <5 ^ «5 »o o orts, in the year 1800. United States. British, 154 American, U. S.,. Other Powers, . . . Britisli, Other Powers,. American, St. Thomas, . . New-Grnnada,. Brazil Cuba Hayti, , Montevideo, , . , cm;!. , Ekteki D. Cleakkd. I'enack. Tons. f Vessels, Tune. 154 .. 197,520 . 164 .. 209,620 ) • • • • • • • • • 4 .. 5,991 [ with corgoea. 2 .. 8,020 . 82 ., 47,540 ) 15b .. 200,546 . 200 .. 263,151 2 .. 15,063 . • • • • u 2 .. • • • t J 13,5S2 • in ballast. • • • • • • • t • ■ • ■ r • 203 .. .... ) 158 .. 216,609 . 276,633 21 .. 44,290 . 27 .. 46,303 5 .. 1,982 . • • • • • • • • 24 .. 82,259 . 24 .. 30,868 1 .. 687 . 1 .. 687 « ■ • • • • • • • 3 .. 1,524 • • • > • • • • ■ 1 .. 164 .. .. ■ • • • • I .. 673 215 294,827 209 356,902 JVwnher and Tonnage of Steam Vessels of iach Nation, entered and cleared at po7'ts in the United Kingdom, -'n 1860. Nationahties, ^ Britiali United King- dom & DejKMidcncies, Russian, Swedish Norwegian, Danish, Prussian Hanoverian, ........ Oldenburg, Hamburg, Bremen, Lubeclc, Dutch Belgian, French, Spanish, Portuguese, Austrian Turkish, American, U. S... . ■ • Mechlenburg, ....... Sardinian, Greek Brazilian, Entered. >■ Vessels. 6,031 . '^J ?,i . 19 . 02 . 04 . 26 . 22 197 '. 144 . 1! . :?09 , 137 . 216 , 68 .. 11 . 1 . 2 2 . Cleabf.0. 7'uns. 11,761 8,190 9,262 15,149 10,456 4,6^7 4,686 99,503 69,188 8,816 60,059 83,984 29,494 19,265 14,677 300 930 2,S18 7,929 .. 2,548,911 Total c.itrios nnd clearances, Vessels. Tons, 6,146 .. 2,041,884 28 .. 10,935 35 .. 7,975 18 .. 8,853 61 .. 14,680 82 .. 15,669 22 .. 3,652 23 .. 4,899 187 .. 95,924 139 .. 06,014 11 .. 4,304 284 .. 63,183 75 .. 24,865 49 .. 14,531 50 .. 18,071 11 .. 12,82;i 3 .. 1,937 4 .. 5,991 2 .. 610 1 .. 432 2 .. 735 3 ., 633 7,222 .. 2,418,602 7,9'.i9 .. 2,548,911 15,151 .. 4,967,473 A2J2}cndix — Table No. 24. 70 Steam Fleet of the Peninsula and Oriental Steam Navigation Com' pany, January^ 1861. Ton- nage. Pcra, T. JamlesoD, 2,020 Ceylon, It. W. Kvans, 2,300 Indus, (padillo,) T. Binck, l,i)50 Ripon, (pntldio,) E. ClirUtian, 1,900 Delta, (paddle,) J. S. Field, 1,700 Elloro, J. K. Joy, 1,050 Simla, J. Patcrson 2,440 Nemesla, A. It. Weston, 2,4(i0 Columbion, N. T. SlioUowo, 2,:!00 Bengal, A. U. Farquliar, 2,200 Colombo, (}. Dunn, (Acting,) 2,1T3 Kubia W.Stewart, 2,090 Ilindostan, (paddle,) 2,000 Candla, W. Curling, 2,000 Malta, H.Down, 1,870 China, G. F. Henry, 2,010 Benares, A. Parish, (Aciing,) 1,900 Behar, W. F. Norrie, l.O.'Hl Orlssa, .T. W. Purchase, 1,C.')0 Northam, (i. S. Brooks, 1,600 Emeu, K. T. Dundas, l..%30 Poltingcr, (paddlo,) I). G. Munro, 1,!J50 Ottawa, J. G. Qribble, 1,274 Madras, E. P. G. Browne, 1,200 Singapore, (paddle,) It. ("urling, 1,200 Pekin, (paddle,) J. Kellock, 1,200 Ganges, (paddle,) J. Bowen, 1.200 Bombay, 11. II. Potts, 1,200 Salscttc, K. Mcthvon, 1,900 Jeddo, AV. boames, l,soo 130 Mazagon, (paddle,)' Kepaul, C. Noma, ]). Aden, I. Cadiz, W Formosa, II. Manilla, W Kajah T. Ma«i8ilia, (paddle,) J. Euxinc, (paddle,) W Vectis, (paddle,) K. Valotta, (paddlo,) N. Saltan, .... X. Tagus, (paddle,) W Alh.iiubra, J. Oriental, (paddle.) , Chusan, T. Azof, J. Grar ii>> • • . r 1(11 •..'/////«»»//.... ...(•..^y 4tifftl> Rate of I'ataagf, * » » .' £70 110 115 1.30 150 fl 80 rKOCEEDINGS OF THE CHAMBER OF COMMERCE. At a regular monthly meeting of the Chamber of Commerce of the State of New-York, held February 4, 18G4— Mr Thomas 1'ileston, Chairman of the Committee on Ocean Steam Communication, verbally reported the action of the Committee, and sub- mitted the foregoing Memorial to Congress. On motion of Mr. Jonathan Sturges, seconded by Mr. George Blttnt, it was Resolved, That the Report of the Committee be accepted, and the Memorial presented be accepted and adopted, printed for the use of the Chamber, and sent to Washington at an early day. On motion, it was also Resolved, That the gentlemen, who have to-day addressed the Cham- ber, be rcciuested to furnish copies of their remarks on the occasion of the' adoption of the Memorial, for publication. '' From the Minutes. 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