The New York Herald Newspaper, April 19, 1849, Page 7

Vigation Laws on the Carrying Trade of Canada. [Abridged from Mackay's * Western World.) A glance at the map Will suffice to show that, for a considerable time to come, the lakes, as far down as Lake | will form the common high- way for all parties inhabiting their shores. When population greatly increases along the Canada coast of Lake Huron, the northern portion of Mi- chigan, the shores of Lake Superior, and for some distance down both banks of Lake Michigan, it is not improbable that the exigencies of the trans- port trade of these regions will then lead to the opening cf a canal communication between the Georgian Bay, on Lake Huron, through Lake Sim- coe to Lake Ontario, in the neiggborhood of To- ronto. ‘The whole distance from Penetanguishine, on Georgian Bay, to Toronto, on Lake Ontario, is not over ninety mile ake Simcoe, which is thir- ty-five miles long, tying in the direct line between them. | This would liuit the cutting to about fift five miles, nearly forty iuiles of land intervenii between “Terento, ond ihe southern end of Lake Simcoe, and but litue more. than fifteen dividing its northern extremity from the great arm of Lake Huron alluded to. Lake Ontario will then be ac- cessible to a large portion of the Northwest, with- out resorting to the circuitous navigation of the southern section of Lu Huron, the river and St. Clair, and Lake e. But for the j y regard the lakes to the foot of Lake common and most practic: y » whole region, the toot of Lake Erie being, therefore, the point upon which, for a long time to come, its accumulated products will be poured.— ‘This will always be the case as regards the pro- duets of the great bulk of Michigan, the northern section of Ohio, a portion of Pennsylvania and Western New York, and a large part of the best portion of Upper C: It is, here then—at the foot of Lake Erie—that the rival routes to the ocean commence. Whilst it iss the object of the New Yorker to mike his chief river, the Hudson, available for his purpose, that of the Canadian is to do the same by the St. Lawrence. Let us now consider the ad- vantages which these rival routes _respectivel: offer, in the transport of produce to the seaboard, and of imports to the interior, The question be- tween them turns upon the saving of time and ex- pense. The route which ean accomplish its at the least sacrifice of both, will carry all before it; whereas, if one has the advantage only in point of time, and the other only in point of issue may rem: ful for some time yet to come, unless the possessed by the one be so great as to neutralise that enjoyed by the other, There can be no better mode of showing how the case stands between them than by _follow- ing a cargo of produce from the interior to the sea- board, first, by the one route and then by the other, noting in either case the time consumed and the expense incurred on the way. Let us, in the first place, take the route of the ie Canal. The lake navigation terminates at the foot of Lake Erie. The produce conveyed to Buffalo from eiher shore of that lake, o: the regions bor- dering the lakes above it, i: rried thither either in sloops, schooners, or steamers. ‘The last men- tioned are generally employed, in the transport of passengers and the lighter kinds of goods ; the reat bulk of the produce which descends the lakes being conveyed by means of sailing vessels, “On reaching Buffalo, the cargo must be transhipped, the navigation of the Erie canal being confined to boats built for the purpose. This, supposing the schooner to be of 300 tons burden, will occupy at least two days. The cargo, being distributed into different boats, then proceeds on its tedious canal journey of nearly 400 miles in length. Three miles er hour is the maximum rate of speed authorized By lsWitor ireipht boalate areaten epeed Shain Ure attainable without injury to the canal banks. Ma- ing proper allowance for stoppages at locks, and for other detentions by the way, the average speed along the entire length of the canal will not exceed two miles per hour. Taking the canal as 375 miles long, and supposing the boats to continue moving at this rate day, and night, without, intermission, they would occupy seven days and nineteen hours in reaching Albany, say eight days, which, with the two consumed at Buffalo, make ten days as the shortest time in which a cargo can reach the Hudson after arriving at the foot of Lake Erie. As the ca- nal boats do not navigate the Hudson, another transhipment takes place at Albany, into, barges constructed to descend the river. This will occu- py at least another day, whilst the greater part of two days more will elapse ew it reaches New York. Here, then, we have thirteen days consumed, at the least, in the transport of a cargo from Buflalo by the Erie canal and the Hudson, to New York. So much for time—now for expense. The first item of expense incurred is for trans- shipment at Buffalo. This, upon a barrel of flour ora bushel of wheat, may be but trifling; but it is of trifles that the largest aggregates are made up. Then comes the cosi 61 ransport Sleng the canal, which is materially enhanced by the heavy canai dues which have to be paid. ‘The ordinary rate at which a barrel of flour, and a bushel of wheat can the conveyed from Buffalo to Albany, is 2s. 7d. ster- Jing, and 9d. sterling, respectively. There is then the cost of transhipment at Albany, and, the freight to New York, which is rather heavy, inas- much as the barges which descend the river have to be towed by steam. The entire cost from Buf- falo to New York, including all charges, may be taken at 2s. $d. sterling for a barrel of flour, and 10d. sterling for a bushel of wheat. Such is the sacrifice, both as to time and money, at which a wargo, descending by this route to the seaboard, is brought to the point from which it starts on its ocean voyage. tat us see how the case stands with regard to the St. Lawrence. ton We are once more at the foot of Lake Erie, on board a steamer propelled by a screw, laden with produce from the upper country. But we now take the route to the left, instead of that to the right, as before, and at once enter the Welland canal ‘i ‘ This is the proper place_to mention the essential difference which exists between the internal im- provements of Canada and New York. The Erie canal is unsurpassed in length, but even on its en- larged scale, it is small, both in width and depth, as compared with the Canadian canals. These, as already shown, are exceedingly short, occurring at intervals; and, as their design is to render con- tinuous the navigation of a vast river, they are on a scale, as to their other proportions, commensu- rate wth their object. They are, in fact, ship ca- nals. This has an import ring upon the question at issue betwee parties. It renders unnecessary, in pursuing Canada route, the delay and expense of a doul transhipment, such as T have shown must ssarily take place at Buffalo and Albany. The consequence is, that the vessel which descends to the foot of Lake Erie with produce, can pursue her journey by the Ca- nada line, either to Montreal or Quebec, without once breaking bulk, Much of the traffic by this line is already carried on by screw propellers, some of which are upwards of 300 tons burden; and there is little doubt that ere a they will entirely supersede sailing craft, in the direct tran- sit trade ty the Canadian waters between the in- terior and tide water. Having emerged into Lake Ontario from the Welland ‘anal, the propeller proceeds down the lake to Kingston, whence she descends the St. Lawrence to Dickenson’s Landing, at which point she takes the St. Lawrence Canal to Cornwall, from which she descends Lake St. Francis to the Beauharnois Canal, through which she passes into Lake St. Louis, at the foot of which she proceeds by the Lachine Canal to Montreal, from which she can descend without impediment to Quebec. The whole distance from the foot of Lake Erie to Que- bec is not over 650 miles, which a good propeller can accomplish, if well managed, in four days. It thus takes but four days to bring a cargo from the foot of Lake Erie, by the Canada route, to the int from which it starts upon its ocean voyage. Fh point of time, therefore, the Canada route has the advantage, by no less than nine days, over its rival. . The cost at which a cargo is forwarded at present, by this route, is no criterion by which to judge of what it will be when all the capabilities of the line are fairly developed. It now costs 2s. 4d. sterling, to forward a barrel of flour, and 9d. a bushel of wheat, from Lake Erie to Quebec. But at present, for want of a sufficient number of propellers, much of the produce that descends Lake Ontario is con- veyed to Kingston by steamer, where it is trans- shipped, to be forwarded to Montreal. This, of course, increases the expense—an increase which will be avoided when the propeller becomes, the chief medium of transport on the line. Besides, from its very nature, the carrying trade by the Ca- nada route is at present, or has been until very lately, in the hands of a few wealthy capitalists.— It is now being diffused over a larger number of competitors, which will occasion a still further de- crease of cost. When all the appliances of the route are fairly brought to bear, it is not too much to expect that a barrel of flour can be conveyed from Lake Erie to Quebec for 1s. 6d., and a bushel of wheat for 7d. In point of cost, therefore, the advantage is, or will be, with the Canada route to the extent of Is. 3d. per barrel, and 3d. per bushel, Thus, both as regards time and expense, it is rior, between the lakes and tide-water, to the pense, the route. hal : But the object of bringing the produce of the in- terior to tide-water, in either case, is not to leave it there, but to forward it still further on. In earry- ing out the comparison between the two lines of transport, let us suppose that Liverpool is the des- tination of the cargo. It is obvious that the deci- sion of the question between them depends upon the advantages offered, in either case, by the whole route, and not merely by portion of it. The facili- ties which one part of ‘a line may present, may be more than counterbalanced by ‘the impediments which clog it in another, just as the difficulties in the way of one part may be completely neutralised by the ities of another. ‘The two cargoes, the course © rh we have followed, now, the one at New York, and the other at | Cs e have seen that, in the race to these two points, the Canadian has, in every respect, outdistanced his competitor. But the produce on his hands at Que- bee has still to descend the St. Lawrence, for about three hundred and fifty miles, to the Gulf, which again it has to cross ere it enters upon the open sea, from between Newfoundland and Cape Breton. The cargo shipped at New York, on the other hend, is launched at once upon the open sea on its way to its destination. here can be no doubt that, as regards this, the latter portion of the two routes, the natural advantages are with the New Yorker. But the question is, do these ad- vantages so greatly preponderate in his favor be- tween port and port, as to counterbalance the dis- advantages under which, as compared with his rival, he Jubors throughout the overland portion of the route? _ In considering this branch of the subject, we find find that itis the misfortune of the Canadian to have to combat, on proceeding from port to_ port, not only with difficulties of a natural Kind, but with others of artificial creation. He has not only the lower portion of his river and the Gulf beyond it to traverse ere he gains the open sea, but his moyements are clogged with imperial restrictions, which fetter him, inthe form of nayigution laws.— Just at the point at which his triumph over his greatest obstacles is complete, and when he is called upon to contend with some remaining dif- ulties of an eradicable character, he finds his further progress impeded, not by natural obstruc- tions, but by acts of Parliament. It thus appears that it is where the advantages of the Canada route end that those of the American begin; or, to view the case from the other side, that the dis: vantages of the Canadian route commence precise- ly where those of the American terminate—at tide- water. In_the race hitherto we have seen the Ca- nadian by far the more agile of the two—an advan- tage of but little avail to him so long as, for the rest of the course, his fect are heavilfy fettered.— Let us examine into the difficulties which beset him from tide-water, with a view to ascertain how far they are natural and insurmountable, and how far artificial, and therefore removable. Though starting from different points, vessels from both ports, by the time they have accomplished about one-third of their respective voyages, full into almost the same_line in prosecuting the re- maining two-thirds. The point at which they thus full into’a common course is in the neighborhood of Cape Race, the southeasternangle of Newfound- land, At this common point of departure, the com- petition between the two routes, in point of adyan- tage, terminates; the natural difficulties with which the Canadian has to struggle, lying between Que- bee and Cape Race. The great adyantage which the American posseses is that, in making this point, he can avail himself of the open sea the whole way; whereas for five-sixths of the way to it, {rom Que- bee, the Canadian is confined to his river and the Gulf. Although the line is a little circuitous, the distance frem Quebec to Cape Race is considerably shorter than that from New York to Cape Race. But this advantage is neutralized by the delays h frequent); ur in the navigation of the wind is favorable, a vessel as- cending or descending the St. Lawrence has to drop anchor with every adverse turn of the tide; but with a fair wind there is no reason—there be- ing good sea-room the whole way, for the channel of the St. Lawrence from Quebec to the Gulf is, onan average,from fifteen to twenty miles wide why a vessel from that port should not make Cape Race in five days. It is only under the same pro- pitious circumstances that a ship from New York can gain the same point ; the chief difference be tween the two routes consisting in this, that, cir- cumstances more frequently favoring it, a ship pro- ceeding by the latter does generally make Cape Race in less time than one descending the St. Law- rence. But, in point of time, we have already seen that the Canadian has a gain at tide-water of fully nine days over his competitor. If, therefore, he took fourteen days to gain Cape Race, whilst the American only took five, it would but put the two parties on an equality with each other so far as time wasconcemed. But in general, a ship de- scending the St. Lawrence does not take fourteen days to gain tnis point. It will be making ample allowance for the difficulties of the route, if we as- sign a vessel ten days as the average time required toreach it. ‘This is double the time in which, un- der favoring circumstances, it can be reached from New York. This still leaves a balance of four days in_favor of the Canadian route from Lake Enie to Liverpool. i Another natural obstacle in the way of the Ca- nadian is that, for six months in the year, the St. Lawrence is impracticable, on account of the ice with which its channel is blocked up. But the same may be said of the Erie canal, not that its channel is blocked up with ice, but that for nearly five months in the year it is without water. It is not prudent to remain so long in the St. Lawrence, buta vessel may safely leave it as late as the 7th or,10th of November. About the beginning of May it is once more practicable and vessels from Europe frequently arrive at Quebec eo det first week of that month. To preserve the banks from the injury, which would be effected by ice, the Erie canal is drained in the month of November, and is not filled again with water until April. There is thus not more than a month’s difference between the time for which the St. Lawrence and that for which the canal is impracticable. In both cases the chief transport business of the year must be condensed within the time for which the routes are capable of being used. But the chiet obstacle in the way of the Cana- dian, after reaching tide-water, is that which is of artificial creation, We have seen that, as regards time in transporting produce from Lake Erie to Liverpool, if the balance of advantages is not ac- tually with him, it need not be against him. The same, cannot be said with regard to cost; for in this respect, under existing circumstances, the American has on the whole route the decided ad- vantage. The ground gained in point of cheapness by the Canadian between Lake Erie and Quebec is more than lost by him between Quebec and Li- yerpool. Various reasons contribute to this, one of which is, that the navigation of the gulfbeing at some seasons rather precarious, the rates of insu- rance on sea-going vessels and raraces proceeding by the St. Lawrence are considerably higher than on those crossing the Atlantic from New York. But the chief reason is to be found in the high rate of freight charged between Quebec and Liverpool by those who monopolize the navigation of the river. The whole trade of the St. Lawrence is confined by the navigation laws to the British ship- owner, from which accrues the double disadvan- tage of exorbitantly high freights, and delay in the transport of produce to its destination. It fre- quently happens that the quays both of Montreal and Quebec are overladen with produce for ex- portation, but which remains sometimes for;weeks on the open wharves for want of sufficient tonnage to convey it to Europe. It not only thus incurs the risk of damage, but has to pay for its transport almost any price that the ship-owner chooses to impose. So great is the disparity in this respect between Montreal and New York, that I have known 7s. 6d. sterling asked at the former for every barrel of flour to be conveyed to Liverpool, whilst forty cents, or about 1s, 8d. was the ruling price at the latter. It is of this monopoly and its ruinous consequences that the Canadian so loudly and so bitterly complains. Such indeed is some- times the want of tonnage in the Canadian sea- ports, that produce forwarded to. tide-water, with a view of being conveyed to Liverpool that season, is not unfrequently detained until the open- ing of the navigation in the following year. The inconvenience of this is great, especially as wheat and flour are perishable commodities, and the ex- porter loses all the advantages which the English market may in the meantime have offered him. The remedy for this evil is obviously to throw the navigation of the St. Lawrence open to the shipping of the world, ‘This will at once break up the monopoly which is now so serious a drawbac! to the trade and agricultural prosperity of the pro- vince, at the same time that it will give it every chance of securing to itself that great and growing carrying trade, to secure which was the chief ob- ject of the construction of those expensive works which line the St. Lawrence, from Kingston to Montreal. It was not for the carrying trade of Canada alone that they were construct If they fail to secure their object, the result will be disas- trous to the province in a double point of yiew ; for it will not only lose a great and flourishing trade, which, if fairly dealt with, it has every chance oJ securing, but it will also be burdened with costly and unproductive works, which, instead of being a sourcefof revenue, will turn out to be anannual drain upon the coffers of the province. What say the high protectionists to this prospect? Will these eelf-vaunting champions of colonial prosperity and reatness maintain a system so ruinous to our Finest dependency as this, and all merely to support a stale and tottering theory, and to countenance, for a little time longer, some antiquated notions as to the only source of England’s maritime strength? Even were the repeal of the navigation laws, in the connection with the St. Lawrence, a question which was likely to be left entirely to our lecision, our true policy, both as regards the mo- ther country and the colony, would be to abrogate them, But the question is not one in reference to which we shall be left to consult our own exclu- sive views and wishes. The province is bent upon being relieved, and, at all hazards, from a restric- tion which acts so injuriously, not only upon its present fortunes, but also upon its future Prospects. And some of those who in Cana- da are. most clamorous for the repeal of the navigation laws, are those whose political sympa- thies are otherwise most in unison with the views of the protectionists at home. It is not only libe- ralism, in Canada—to which the vilest purposes have so frequently but so unjustly been imputed— which seeks to relieve the St. Lawrence of the re- strictions of the navigation laws ; for it is loudly Joined in the cry by the humble. imitation of impe- rial toryism, which rears its ridiculous head in the wilds of the province. And when the Canadian asks to be thus relieved, what answer can we now make tohim? We formerly conferred privileges upon him in our markets, which may have com- pensated, to some extent, for the vantages at which, in other respects, for the sake of particular interest, we placed on But these advantages he no longer enjoys. We have deprived him of the price paid him for bearing the burden, and is it fir that he should any longer be called upon to bear it? He will not consent to bear it much longer, even if we refuse to relieve him of it. And who can blame him for the anxiety which he manifests in reference to the matter, or naces which he is sometimes heard to mutter in connection with it? The stake for wh he is playing is one of immense magnitude, The trade of the Lakes, for which he wishes to, be the great carrier to the ocean, has already attained the value of £30,000,000 sterling; what’ it will be in half a century, itis impossible to foretell. He has laid himself “out at no little cost for the transit trade, and will lose his game if the St. Lawrence below tide-water remains much longer clogged as it 18 at present, i pensive works which he re it, will be thrown —comparati unproductive, upon his hands, when, instead of relieving him in whole or in part of the burden of taxation he had_ every reason to believe they would do in course of time, they will prove themselves the cause of additional rate upon his pocket. ll he, or should he, sub- mit to this ? Not only justice, but sound policy also forbids that we should call upon him to do so; and itis to be hoped, for the sake of all parties—for even the shipping interest, if they bestir themselves properly, have but little to fear’ from it—that the + session of 1849 will not pass over be ore the St. Lawrence is thrown open to the shipping of the world. The English and the From the London M tte, March 13.] The reply of the United States government to the letter of our Foreign Secretary, on the proposal to repeal the Navigation Laws, was laid before the House of Commons last night, and to-day it has been issued from the parliamentary printers. This document will not be found to afford our go- yernment any more excuse for the headlong policy they are pursuing, than have the answers from the other States, which were noticed in the Mercantile jazette of the Ist and the 7th inst. America, as we anticipated, will reserve to itself the exclusive possession of its coasting trade, ‘The United States will meet ‘our proposition “with entire recipro- city,” only there is no proposal that we could | make that would induce their government to allow Great Britain to partic 3 le of their extensive keaboard, which is similar in effect to our colonial carrying trade. Mr. Crampton, our Minis- ter at Washington, thus writes to Lord Palmer- ston:— All the alterations in the British navigation laws, enumerated in the printed memorandum which acec panies your lordship’s despatch of the 22d De last, can be met with ontire reciprocity as the laws of the United States now stand, and without recourse being had to Congress, with the ex- ception of the last. point mentioned in the memo- randum, which relates to the proposed change in the definition and qualification of British and foreign ves- tels. The present administration of the United States, as your lordship will perceive from the concluding part of Mr. Walker's report, is decidedly in favor of meeting this change also by reciprocal legislat chanan, however, has informed me that it i that some difference of opinion would in Congress upon this question, from th felt in some quarters to throw open the ship-building business in the United States to the formidable compe- tition of British ship-builders, and more parti to that of the ship-builders of the British rican colonies, JOHN F. CRAMPTON, ‘The last point mentioned in the memorandum, referred to by Mr. Crampton, relates to the y posed alteration of the title or registry of British shipping, and is thus expressed in Mr. Walker's report to Mr. Buchanan :— The definition or qualifications of American vessels (as at present prescribed by our revenue laws) require them to be built within the United States. and ow: wholly by citizens thereof, to become entitled to regi try and fo the privileges of national vessels. Likewise ships, and vessels captured in war by such citizens, and lawfully condemned as prize, as also vessels adjudged to be forfeited for a breach of the laws of the United States, being wholly owned by citizens thereof, Great Britain, pursuing a wise and liberal policy, proposes to change her laws in this particular, and merely to require a ship to be deemed a British ship, that she shall be owned by a British subject, and navigated by a certain specified crew of British subjects, Any change of our laws in this respect must, as you are aware, depend upon the views entertained by Congress. ‘This depart- ment, however, believes that the proposed change by reciprocal legislation would be highly advantageous to both countries. But Mr. Buchanan, in his letter to Mr. Crampton on the subject, refers him to an act of Congress, approved in May, 1828, by which the United States then offered to Gopen their ports to vessels of all nations—provided such nations should extend simi- lar privileges to them; but then Mr. Buchanan adds, “© The coasting trade is of course reserved.” Mr. Buchanan concludes as follows :— ‘The United States, so far from having waited “to accept advances made on the part of Great Britain for plucing the ships of the two countries on a footing of equality, with the single reservation of the coasting trade,’ had themselves, more than twenty years ago, by an act of Congress, made advances for this very pur- pose to Great Britain and all other nations. | might add that the President, in accordance with the spirit of this act, has already made a specific proposal to Great Britain, by a note from Mr. Bancroft, our Minister at London, to Lord Palmerston, dated 3d November, 1847, to conslude « treaty, providing “that British ships may trade from any port in the world to any port in the United States, and be received, protected, and, in re- spect to charges and duties, treated like American ships, if, reciprocally, American ships may in like manner trade from any part of the world to any port under the dominion of her Britannic Majesty.” Of course this proposal was not intended to embrace the coasting trade of either country. : i What, we would again ask, are we to gain from America ? [From the same paper, March 22.) y The United States of America have something to offer, if they would, and if they could; but here a jealous Oia interferes, in’ accordance with the views of the President. America, to be sure, has no colonies, but from the great extent of its coasts, a participation in its coasting trade might be some equivalent for our colonial trade; as, how- ever, this could not be required under the bill, it is quite certain that the Americans would not recipro- cate with us in the coasting trade of the two countries. Mr. Walker, in writing to Mr. Bu- chanan, says—“ In reference to the first inquiry, I would remark that British as well as all other foreign vessels are prohibited from engaging in our coast- ing trade.” But America has reciprocity treaties with other powers, under which she is engaged to rant to such powers all the privileges enjoyed by the most favored nation. She could not, then, even if she were ined, make concessions to England, without making like concessions to other states. Neither is America the only country which is thus circumstanced: England herself is—so are several of the northern powers; therefore this fa- vored nation clause would, in many instances, prove alike a bar to reciprocity as to the lex talion which Lord Palmerston wishes to reserve for him- self. It will thus be seen that were England to surrender its colonial carrying trade on the plea of reciprocity, it would indeed be throwing away her birthright for a mess of pottage. It may well be doubted that, under all the cir- cumstances, ministers will venture to proceed fur- | ther with the bill. With so slender a majority as for a government measure—of which majority more than 50, as we showed in the Shipping and Mercantile Gazette of the 17th, voted against the prayers and petitions of their constituents; with bach remonstrances as have been presented a; the destructive measure from London and Liver- pool, and all parts of the country; and with the | very unsatisfactory answers that have been re- ceived from every foreign power to which an ap- peal has been made for countenance and support — we can scarcely think the government will have the hardihood to go further in a course which has | damaged them not a little h the country at i! But should they resolve to set public opinion at del nce, the House of Lords can now have no hesi- tation in throwing out the bill in the most uncere- monious manner. To the upper House, then, we repeat, let petitions be still presented against the measure, in the full reliance that their lordships will do justice to their country. Switzerland. The Suisse of Berne, of the 20th ult. says:—We have already announced the measures taken in the, Ticino for covering our frontier on the side of Lombardy. | It is also known thatthe federal coun- cil has decided for the moment, upon sending a Thurgovian battalion into the Ticino.. We have now to make known the instructions given by the federal commissary to the commandant of the Tici- no battalion, Councillor of State Rusca, which the federal council has sopreveds and which have been published officially. 1. The battalion No. 25, call- ed into the service of the federation, and placed under its command, is destined to be the safeguard of the integrity an i ritory, and to watch over the neutrality of Switzer- land. 2. It will pocupy rincipally that part of the Swiss frontier adjoining Lombardy which is_mos' exposed to danger, that is to say, the district of Mendrisio. 3. It will repel with force every at- tempt of an armed body to cross the frontier next to Lombardy ; neither will it permit on the side of Foye dg a a not ng the right to do so, to cross the frontier into Lombardy, armed or not. 4. It will consequently exercise a surveillance prin- cipally over the Italian refugees who may wish to make an invasion into the territory of Lombardy, and carefully Pag refugees from approaching the frontier. 5. It will also take care that no arms be conyeyed from Switzerland into Lombardy. 6. Everything which in the course of this war might be regarded as a hostile demonstration against either 4 the belligerent powers must be carefully avoided by the United | inviolability of the Swiss ter- | ” Austria, The Sclavonians have called on Jel!lachich to leave the army in Hi ry and to return to Agram, where the opening of the Diet will place him in a still more distinguished position than the one he now holds on the battle-field, and where he will be called upon to discharge duties of greater moment and of a more sacred nature. Bextix, March 21.—Prussian Voluntary Loan, 1014 bills, 1014 money; St. Schuld Sch., Three per Cents., 794 money. Exchanges—On London, three months, 6 254, bills, 6254 money; on Hamburgh, two months, 150, bills, 1004, money;” on Paris, two months, 8135 bills; on Vienna, two months, 89% bills. ‘The tone,was favorable on" to-day; both funds and railway shares rose in consequence of the great demand,— Prussian Staats Anzeiger, March 22. Foreign Miscellany. u Wa.es.—Accounts the 7th of November, have been received. ‘They give a very gloomy account of trade ; the low prices of wool in Sugund were reacting severely in the colony ; large sums would be required from the set- tlers, to repay the merchants and bankers who had over advanced on the last year’s clip, and it was feared that many would be ruined in consequence. Considerable re however, would be speedily felt from the large importations of labor, which would greatly reduce the ruinons rates that had been ruling for wages, and which had era with great severity on the farmers and flockholde ‘The wheat was nearly ripe, and an abundant har- vest was expected, which would also help the agri- culturists out of their difficulties. From Van Dieman’s Land, the accounts extend to the 25th October. By a new act of the council, the import dues upon wool, coals for steam navi- gation, metallic ores, garden grass, hemp, clover, turnip, lucerne, and trefoil seeds, linseed, plants, shrubs, and live trees, manures, specimens and il- ions of natural history, had been abolished. ‘The progress of vine cultivation was very favora- ble, and a public sale of colonial wines and liquors had been declared. The cultivation of flax was likewise progressing satisfactrily. Hout.axn.—The government has proposed an in- om Sydney to come tax to the Chambers for 1849-50. It is to | aflect the income of all personsconnected with the | government, and is to be ina sliding seale from | one to five per cent, according to the rank of the individual. ‘The receipt of this tax is to cover the deficit for 1848. eN.—Intelligence from Stockholm to March states that by a decree of that date the king has ted to the dispositions of the minister of ma- for the budget of 1849, amounting to 1,429,240 ix dollars, ‘Tur Gatiinas.—The Gazette of Tuesday con- tains a formal notification, that in the month of February last, Commodore Sir Charles Hotham, Commander-in-chief of her Majesty’s naval forces the west coast of Africa, had declared war ainst the chiefs of Gallinas, and established an rfiective blockade of their coast between Solyman | Point on the south, and Cazee on the north. .on.—We ‘have files of papers from, Ceylon | to the 15th of February. The present mail brings lite intelligence. No more natives have been shot since the last advices received. On the 30th of January, Lord ‘Torrington closed the session of the Legislative Council by a congratulatory speech. ‘The only other item of news is the announcement of the departure of Sir Emerson ‘Tennent from Ceylon, in the May steamer. It is reported that he will not return to the island. Morocco.—The Madrid Espana announces that a Moorish deputation had waited on General Cha- con, the G or of Melilla, praying his mediation with Admiral Sir C. Napier, in otder to prevent the admiral from landing troops, and promising to give full satisfaction for any loss sustained by British | subjects. General Chacon had written on this sub- t to Admiral Napier, to apprise him of the pro- posal made by the Moors. Mopena.—The Corriere Mercantile of Genoa, of the Sth ult., states that the Duke of Modena is for- tifying the citadel of his capital and raising recruits. Modena is in a state of siege. At Reggio all arms had been ordered to be delivered up, within forty- eight hours. Since the retreat of Gioberti, a cold- ness appears to exist between the ambassadors of the two mediating powers and the court of Turin. Hesse Cassen.—At the sitting of the Chamber, on the 2d of March, the minister for f¢ n affairs, in reply to a question, gave the following statement respecting the question of supremacy ‘The government was inclined in the first instance, to instruct its ambassadors that it had no intention whatever of proposing any change in the resolutions adopted by the central power. That these instructions had not yet been sent off, when the Prussian note al- tered the state of the question, and an voked of all the plenipotentiaries of the vernment, with the ambassadors of the Prussian go- vernment. At this meeting, the sections which had hitherto discussed at the central power, were agreed upon, Changes were suggested. and a unani- mous declaration made and transmitted to the minis- ter of the central power. Twenty-eight governments gave their assent to the federal bonds, and others made declarations w not opposed to the constitu. 1 to the question of the supre- t had authorized its plenipoten- tiaries to adhere to its former declaration of the 19th of January, by which the gr ernment de- clares that a powerful supre nsable to, and in accordance with, the wishes of the G tion. A government concurrence was anticipated, whereby those resolutions would haye a favorable is- sue. Avrrenennen Disrurnancr. 1x, Lisnoy.—Intelli- gence has been received from Lisbon to the 12th ultimo, A few days previously there had been seme alarm created by the increase of the guard at the palace, the embarkation of two hundred sol- diers from St. Ubes, and by the fact that the garri- son of Lisbon were kept underarms, The reasons for these precautions did not transpire, and public tranquillity was not disturbed. It was rumored that the Duke of Saldanha would quit the ministry, and that the Duke of Terceira would be, appointed Prime Minister, with the Cabrals as Ministers for the Foreign and Home Departments. _ Lord Pal- merston, itis said, instructed Sir H. Seymour to demand £1,600 for Dr. Kelly, as compensation for his expulsion from the island of Madeira. Tur Ex-Royat. Famiry or France.—The Count and Countess de Neuilly are about to leave Clare- mont fora short period, and proceed to St. Leo- nards-on-Sea, the air of that watering-place having been recommended for the ex-Queen, whose health, although much better than it has been for some time past, is still very delicate. ‘The Queen of the Belgians is still on a visit to her illustrious parents; but her Majesty is expected to return to the conti- nent early in the present week. The Prince de Joinville, the Duke de Nemours, and the Duke @’Aumale, with their consorts and | youthful fami- lies, are all staying at Claremont. he royal exiles take frequent exercise, but confine themselves chiefly to the Claremont domain and its immediate ineaghivortiond _ The ex-King and Queen occasion- ally receive visits from distinguished French noble- men, and the calls of our own aristocracy are frequent. ‘The suite of the ex-royal family at pre- sent consists of General Dumas, General Count Friant, the Count d’Houdot, and the Marquise de Dolomieux. The Count de Jarnac is in frequent at- | tendance on the illustrious exiles.—LLondon Times, March 26. Russia anp Turkey.—A rumor has been circu- lated within the last few days that the Russian government has demanded from the Porte permis- sion to send a fleet from the Black Sea into the | Mediterranean ; that this Fag was met by a | formal refusal, and that ‘itow then declared | that the Russian fleet would force a passage through the Dardanelles. This report appears, to say the least, not a little improbable ; nor should | we, even if it were confirmed, consider that it afforded ground for serious alarm. The weakness | of Turkey, as well as the strength of Russia, has been the subject of much exaggeration; and a | moment’s consideration will show that the menace to which we have alluded, if it have actually been employed, is not likely to be followed by an at- tempt to carry it into execution. Should it, how- ever, indeed prove true that Russia. has employed the menacing language which has been attributed | to her, it must be observed that the question is one | which does not concern Turkey alone. By the treaty of 1841, the Ottoman government agreed to close, so long as it remained at peace, the passage of the Dardanelles to all foreign vessels of war whatever; and to that treaty France and England, as well as Russia, were parties.—London Globe, government organ. Crna anp THE Eastern Ancuireiago.—We have news from Hong-Kong to January 29. ‘The Chinese Viceroy Seu had accepted an invitation to visit the American commissioner Davis, on board the Plymouth, about the 15th of February. The meeting with Mr. Bonhan had been fixed for the With. The United States ship Preble was about to pro- ceed to Japan, to bring away the crew of the American whaler Lagoda, recently wrecked on the coast. It was said the Chinese bankers were withdraw- ing their capital from Canton, anticipating dis- | turbances in April; and upon Chinese authority, it | was said that Seu, the sper commissioner, had held a consultation with the elders and gentry on the question of opening the city to the English. He jig reported to have told them that he is not ina position to resist by force of arms, nor is he dis- | posed to incur the pecuniary and political responsi- bility of coming to.an open rupture with the bar- barians; so that, if they are to be kept out, the | gentry and the people must themselves provide the men ‘and means. This, it is added, they very | generally undertook to do. . The news from Labaun is of the 15th of January. Sir James Brooke had recovered his late illness, though for three weeks his life was despaired of. At Batavia, great preparations were proceeding, up to latest dates, for the expedition against Ballyr Criuz.—The emigration to California goes on, So much the better; afew hundreds, more or less, in the population of a country, does not make much difference to it, These men go to acquire capital, to be employed at some future time in Chile; and if they do not acquire it, they go to create a new and grand market on the Pacific coast. For the first time, a market is opened for the produce of Chile; for the first time, its products find a vent; for the first time, its provisions are about to become val able. Fora long time California will raise nothing to sustain itself” with, and these provisions Chile alone can give them, In this way we sl be re- paid. The prices of vessels of all descriptions have »ecome much enhanced all throughout the Paciii coast, Iycreask or Newsraren Circunation 1X GREAT Burrain.—A retum of the number of newspaper stamps issued in Great Britain and Ireland durin: the seven years ending with 1848, has been laid fore Parliament. | ‘The following are the comps rative numbers in the first and last years of the ersiess showing an increase of nearly fifty per cent :— 1842, England and Wales, at 1d. . 50.088 Do. do. “at de) Scotland, at ld... .. Do, | at 4d. Ireland, at 1 Do. at y = + 63,650,179 ne Gazette, Sweden is According to the Colog again prepared to take part with Denmark in the dispute between it and Germany, relative to the Duchies of Schleswig-Holstein. The Courrier du Bas Rhin states that Windisch- gratz is a native of Strasburg, and quotes at length the registry of his birth, showing that he was born in the parish of St. Etienne, of that town, on June ‘The Liverpool papers announce that, on the 18th of March, in the workhouse of St. George’s, in the ae died Louis Christophe, the soi-disant Prince of Hayti. A report is circulated that a_ tre been signed in Paris between the the maintenance of the treaties of 1815. treaty is said to be dated the 5th of March. The Diet of msier, on the Ist, decided that the Southern Tyrol shall not be separated from the Wester Tyrol. ty has actually Our Panama Correspondence. Panama, March 13, 1819. Description of the River of Gorgona—Cost of Trans- porting Goods—Journey on Foot to Panama from Gorgona—Advice to Travellers—Arrival at Pana- ma—Detention. My last letter from Chagres I hope you have re- ceived in due time. After a tedious, troublesome and expensive journey across the Isthmus, I ar- rived here on the 8d inst. Chagres to Gorgona.—The travelling between these two villages, about sixty-four miles, is a very slow and difficult route—twenty-two miles are per- formed by the Orus, which boat, by-the-by, is no more fit for the Chagres river, than one of the ocean steamers on the Hudson—the river is so narrow, and has so many windings, that it was with the greatest difficulty the boat could get along; indeed, she was stuck half a dozen times. You may judge her speed—we left Chagres at 11 A. M., and ar- rived at her stopping place at dusk. Canoe Tavelage ‘he next morning we were transferred into a canoe, with all our baggage, about 3,000 Ibs.—the cost was $50. T’ eamer charged ten dollars per passen; Gorgona. We spent nearly three days in the canoe, which was propelled by four natives with poles, ‘I think this river will never be nayigable for anything but canoes. The difficult for navigating are and obvious. The river is, generally speaking, very shallow, and abounds with trees of immense size, which from time to time have been washed into the bed of the river, here and there showing the stumps on the surface, and sometimes above the water, but in. many instances are hidden from the eye, making it very dangerous for un- known navigators. It is, undoubtedly, one of the most crooked rivers in the world, and the further you advance, the stronger is the current. Whenever the rapids are approached, I found the current at least eight miles an hour dead ahead. [learnt that during the rainy season, when the river swells from four to att feet, it *is very difficult to get canoes to proceed up. In every other respect the river is beautiful, being fringed to the water edge with the most luxuriant, growth of trees, shrubbery and vines, and the airfilled with paroquets, parrots, and birds of the most splendid plumage, and plenty of monkeys. é Gorgona.—As miserable looking a village as Chagres, On my arrival, I found about one hun- dred and ten tents pitched, containing about five hundred emigrants for California, of “all nations. ‘The location of the emigrants is on a small plain, on an elevation of about five hundred feet above the level of the ocean, which makes it quite sa- lubrious. During my stay there—five days—I did not learn that any sickness prevailed, although many exposed themselves most imprudently, | found mule and negro hire still very high, prices Tanging from ten to sixteen dollars per load, and in no case allowing over two hundred pounds. When I saw the mules—or, more APY speaking, the native horses, which are of a smaller preetaat the smallest Canadian horses—I was satisfied that heavier weights could not be carried, as they had already been worn out by previous transportation, and no suitable fodder could be obtained to in prove their now wretched and cadaverous condi- tion, As aforestated, Lheld on for afew days— having despatched a message to Panama, to ascer- tain how matters stood. By this despatch, we suc- ceeded in engagin ga drove of twenty fine mules, which, with the addition of seven mules procured on the road, and four natives, | commenced, on the Ist instant, to despatch with our goods and luggage, at a total cost of three hundred dollars. The transport charges being, as you perceiv enormous, many of the emigrants were great- ly disappointed, and consequently, large quantities of provisions and other articles were sold to the natives at good profits; others, consisting of com- PARIS, Hi urchased horses at from ten to thirty dol- ate and undertook to transport their stuff in'seve- ral trips. Some of these expeditions, I fear, will terminate with contracting fevers and other dis- eases, from over-exertion and excitement in a tro- pical climate, where the rays of the sun nearly parch every thing—adding thereto a very bad, and often nearly impassable, road. ‘Travelling is only performed during daylight, and from two to four days are occupied for a transport. ; Read from Gorgona.—On the 3d instant, at.7 A.M.,I started on foot towards Panama. | will hardly attempt to describe the road ; it is, without exception, one of the worst in creation ; indeed, I cannot find out how any one can give it the name of road—it is merely a path, about one foot wide which for ages has been traversed by the mules and their leaders. I did not tind, on the whole route, fifty yards of level ground at one time—it being hill up and down through a dense forest of the wildest character, and nearly impenetrable; from ¢ uniform march of the mules, a track has been made wherein it ascends and descends like a na- tural staizeage; the path is intersected by numeroug streams, which, during the present ary season, can easily be forded, but during the wet, which com- mences about the 15th of lay, many of them are very difficult to pass; at that season, however, the Cruces road is exclusively used for transportation. After ten miles walk, I struck upon the encamp- ment of the surveying expedition, but could learn eit in relation to the road, as all were yet at rest. Passing along, I found the path worse and worse; I was, indeed, at times puzzled how to get across the streams, sometimes over half rotten logs, then. on a few branches thrown in by pre- ceding emigrants, and often by leaping from stone to stone. The natives, regardless of any obstruc- tions in the shape of water, march right ahead. I passed many transports on mules which could hardly crawl along; others had given out alto- ether, and, notwithstanding the thrashing and icking of the muleteers, the beast laid motion- less; several carcasses of mules and horses lay along the path, which from time to time had broken down under their burthen; I found the carriers, although the slowest, generally the safest, convey- ance, not being liable by breaking down to have your articles damaged. About six miles from Pa- nama, I struck upon an ancient Spanish pavement, which was in the worst possible condition, making the travelling for pedestrians still more fatiguing and painful to the feet; there was, however, no help but to go ahead. At3 in the afternoon, I came in sight of the city, and shortly after I enter- ed the ancient pride of the Spaniards; and truly it must, centuries ago, have been the residence of the wealthy and fa ionable, although everything isnow crumbling into dust from neglect; but presume more particularly for the want of means. Before I conclude this chapter, my advice to every one who wants to cross the Isthmus is, take as li tle baggage as possible—put that into the most compact and easily handled packages; above all, avoid heavy, large trunks—they are the worst package a traveller can take along; the muleteers and native carriers will turn and twist it a dozeu times, and, at last, they will ask you an enormous price, I had a trunk about 3 feet by 2, weighing, Fvappoee; 125 Ibs. I could not find a muleteer who would carry it; I had_ ultimately to engage two natives, who brought it on a pole, paying them $12 for twenty-four miles. Panama-—-On my. arrival here, I felt pretty well used up, after a walk of twenty-four miles, during eight hours, in a tropical climate; I therefore launched into the first hotel at hand, being the Hotel Francais, on Mersey street, close by the gate of the city. I was soon in a profound slumber, until towards Ae The first thing I had to ascertain was about the prospects of getting off. I learned that about 1,200 persons were congre- gated here, on their way to California, and, at that time, no other conveyance but with the steamship Oregon, which ean, at the utmost, accommodate about 400, still leaving a large number on hand. The Oregon will de} on the 13th inst., and the Califomia is shortly expected, Three small vee sels have siace arrived, taking together about 100. As the means of. conveyance up Coast were apparently very scarce, and many Over-anxious to get off, it gave rise to specul Ma passage tickets; a number exchanged hands very rapidly, at an enormous mc ranon, for the Ore~ yr age Uckets were disposed of at $500 each, several at $600; those of the sailing vee sels, which cost from $150 to $200, were sold at $200 to $375. You can now easil ly judge the state of affairs here; we have had two more arrivals— the New London whale bark Equator—passage at $200 in the steerage, $300 in the eabin; the British bark Colloong, at the same rate, These vessela were filled up a few hours after being put up. An other vessel fy momentarily. expeeted--the Chita brig Orion—full complement engaged. for all these vessels have been exchanging hands at advanced prices. During this great excitement, we took things very cool, having no idea of being thus fleeced. There is not the least doubt but ves- sels will very shortly be in, bringing prices to @ reasonable rate—say $100 or $150. Another great obstacle for our not moving so rapidly is, that the passengers can but take, on an average, about 10 d all have refused taking freight ex- cept the British vessel, and she asks $50 per ton. Tickets Our Albany Correspondence. Aunany, April 17, 1849 The Van Rensselaer Case—The Commissioners of the Code--The Public Printing, §c., §c. ‘The action at law lately commenced on be- half of the people of this State, by their Attorney General, was noticed for argument at Troy last week. The case being called by the court, Mr. John C. Spencer, of Albany, appeared on the be- half of the defendants, (the Van Rensselaer family and others,) and asserted his readiness to proceed; but Mr. Ambrose L. Jordan, Attorney General, did not appear on behalf of the people— the argument of counsel was therefore defer. red. It was the privilege of Mr. John C. Spencer to move for judgment in favor of tho defendants, and I think the court could not have denied the motion; but that eminent gentleman, for some reason best known to himself, did not make the motion, and the case was adjourned for a hearing at some future term. The existence of the board of commissioners, known as Commissioners of the Code, will in all probability be perpetual, and will last as long as the hills. It may be considered lucky for the country that Mr. John ©. Spencer has been placed on this commission, vice Anthony L. Robertson, removed. ‘These commissioners have confessed that it will require seven years to reduce the un- written law of this State to writing, and that the expense of the work will be more than $50,000. ‘he ory! and indefatigable public printers, (the Messrs, Van Beuthuysen,) have in press the new code of procedure in civil’cases, as amended by the Commissioners on Pleadings and the Senate. They will shortly {Ssue ut from their press, when the public and the bar will have an opportunity ta judge whether it is better adapted to the speedy transaction of business in the courts than it was before it was amended. Ixpevenpent Orper or Opp Fenows. — The members. of this charitable order, in whatever clime, and under almost all circumstances, remem ber their eblitations to each other and the good cause in which they are engaged. We have been favored with the following proceedings of a meeting held at Panama, of such of the brotherhood as were congregated at that place at the time specified. It will be seen that Captain Budd, of the steamshij Northerner, was present and represented South Carolina Ata meeting of the Odd Fellows from the different Lodges in the United States, held at the American Hotel, Panama, Thursday evening, March 22, 1849, R. D. Hart, Merchants Lodge, New York, was chosen Chairman, C.C- Richmond, Tradesmen’s Lodge, New York, Secretary. ‘The Chairman of the meeting stated that it had beom called for the purpose of making some arrangemont for those brothers of the Order who are now lying sick in the city ; that it was the duty of every Odd Fellow to do all in his power to relieve the brother who is thug situated here in a strange land, separated from friends, save the good brothers of the Order, withou care for him or provide that. which will e ain his health and proeced on his journ and he hoped to hear from all the brotliera who had mbering ever the bond and motto of Friendship, Love, and Truth.” any good brothers expressed their teelings on the subject of the meeting, and all in the fulness of their hearts regarded the true spirit of Odd Fellowsh lieve th -to re- ealth, R. Hannis, of Hinman Lodge, New York, made a motion that a record of the names of the Odd By Lodges of which they are members, that were , should be taken, and that the Chairman should appoint a committee of seven, to attend to the wants of those Odd Fellows and Americans who are now sick in the city ; that it shall be the duty of such committee to see that they shall not want for anything, and be at liberty to call upon any brother to take care of them, if necessity require it ‘The following names were then taken by the Socre- tary:—S. P. Dewey, Merchants’ Lodge, New York; Dr. 8. K. Harris, Hinman Lodge, New York; Dr. M. H. Van Dyke, Neptune Lodge, New York; J. F.’ Morse, Atlantic Lodge, New York; RK. B. Folger, Columbian Lodge, New York; J. J, Atcherson, Kings Co. L New York; N. ork; D. Cronin, M. R. Tewksbury, To- J. Miller, ‘Tannerhill Lodge, Capt. ina Lodge, South Carolina; R. ¢, Ohio; G. H. Davoe, Otsego a, Perseverance Lodge, Now York; J. H. Van Heonton, Newark Lodge, New Jersey; J. . Glenn, Crogan Lodge, Ohio; H. Jackson, Hilsboro Hampshire ; J. 'B, Spofford.’ Hillsboro Lodgs . .; J. M. Frear, Courtlandt Lodge, New York; P. Vosbuy, Olive Branch Lodge, New York; J. R. Weldon, Manstield Lodge, Ohio; R.'G. Hanne: Merchant's Lodge, New York, W. A, Murphy. Lodge, Alabama; A. P. Andrews, Schuyler Lodge, York; E. Woodwort, Central Lodge, Alabama; 8. Walker, Morning Star Lodge, Indiana; P. Tinsley, Jefferson Lod, Virginia; M. Burns, N une Lodge, New York; Stephen Baxter, Neptune ige, New York; H, Erckelhammer, Aerion Lodge, New Jersey; J. Kingsbury, Vernon Lodge, Alabama; A. C. Bradford, Excelsior Lodge, Pennsylvania; A. Hyatt, Our Brother's Lodge, Connecticut; G. L. Halsey, Pequamock Lodge, Conn.; P. H. Cowen, Kayaderosscrass Lodge, New York; D. O.' Mills, Ossingsing Lodge, New York; W. A: Jackson, Myrth Lodge, Virginia; G. W. Bartholomew, Pequamock Lodge, Conn.; Winston, Pequamock Lodge. Conn.; J. Pierce, Pequamock Lodge, Conn.; A. J. Norton,’ Pequamock Lodge, Connecticut; E. G. Atkins, Pequamock Lodge, Connecticut G. W. Dresser, Pequamock Lodge, Connecticut; G. L. Hill, Mechanics Lodge, New Hampshire; W. Bottomly, Turnsegamond Lodge, Massachusetts; 8, Downs, Turnsegamond Lodge, Massachusetts; Z. Wheeler, Guagus Lodge, Main James Sykes, Hampden Lodge, Massachusetts; A. Ma- jor, Newark Lodge, New Jersey; A. McFadden, Alle- anian Lodge, New York; N. B. Harris, Philodemia odge, Delaware; Thomas Keadall, Colombian Lodge, ; A. B. Hogh, Atlantic Lodge, New York; M. odge, New York: P. H. Norman: ; Chas, 8, Bedell, Alphadel- John Mellen, Howard Lodge, Massachusetts; R. D. Hart, Merchants’ Lodge, New York; C, C, Richmond, Tradesmen’s Lodge, New York. The Chairman then appointed Dr. M. H. Van Dyk Maj. J. Downs, A. C. Bradford, Dr. 8. R. Harris, D- Mills, G. W. Bartholomew, and P. Tinsley, as the com. mittee, according to the motion of Bro. Harris, which was adoptes A motion was then mado that each of the Brothers whose names were recorded rhould be assessed the sum of twenty-five cents, tobe placed in the hand of some to pay all necessary expenses; which motion animously adopted, and the sum of thirteon and 62-100 dollars was collected, some of the brothers ha- ving gone out before the collection was taken It was moved and seconded that Bro. 8. P. Dewey, of Merchants’ Lodge, should act as Treasurer, and the funds colle ¢ New N mmittee, and giving him po what funds he may have on hand, when he s for San Francisco, in the hands of the Ame sul, subject to order of said committee. Motion adopted. Motion was then made that a copy of the proceedings of this meetidg should be handed to Capt. T. S. Budd, yaad published in the New York Herald, in New York. opted. Motion was then made, that the proceedings of this meeting be published in the Panama Star, providing it could be done free of expense. Adopted. Motion was then made that a meeting of Odd Fol- lows should be held every Thursday evening at this Jace, and the committee be empowered to call a moet- ing if necessity required it, Adopted. Kioved that the mecting now adjourn R. D. HART, Chairman, y Con- C. €. Rrensonn, See Trape with tux Unirep Srarges.—There can no longer be a doubt that the city of New York is striving to be the great commercial emporium of Upper Canada. No tes, either of kindred or country, can prevent men from purchasing in the market where they can do so most advantageously, and unless some efforts are made, and that spe dily, to make the St. Lawrence what nature ev: dently intended it, the great highway for the north- western country, our business will be completely in the hands of our enterprising neighbors. The New York merchants are determined to make the most of the advantages which have been thrown to them, and several enterprising firms are ex- tending their operations, with special reference to the Canadian trade. In to-day’s Spectator will be found an advertisement from a house largely en- gaged in the sale of domestic cotton goods, in the manufacture of which the New England States are making rapid progress, under a wise protective tarifly We understand that an impression prevails in this market that the price of cotton has con- siderably advanced. This we can state, on au- thority, is totally incorrect. A little speculation has latterly been indulged in, which may have had some slight momentary effect on certain fabrics; but goeds are now unquestionably lower, in pro~ portion to cost ef production, than they were last yeur.—Hamulton (Can.) Spectator, April la.