The New York Herald Newspaper, February 11, 1854, Page 9

‘ANAL QUESTION. MPROVEMENTS. it Report of the State Engineer and yor, Prepared by Wm. J. M’Aipiae, tate Mingineer and Surveyo") and ‘ted by Johu T. Clark, state Engl- d Surveyor. mission to tke people, for sheir final decision, tion of an altera\ios of the fundamental lew te, #0 as to permit of s speedy completion of hed canals, asd the Cuty imposed upon the ielature cf carrying into effect their decision, ve, have suggested tLe propriety of presenting ‘ppartment. The citizens of this State, as \ababitants of « large portion of the Union Fan interest in our public works, that it is y to faimish a brief retrospect of history, their preseat conditivm, ami the effect mpletion, uncer the following general heads: — ogress of the public works of the State. als and r@iiroads of the Siate, as a dependent sion of the channels of trade and travel State. ost and charges for transport on these channels. Omparative cost, onpecit, and the parallel ratir ir transportation thereon. aaiysia of the present business of the canals. parison of their present business with that of 8. parbon of the business of the New York that of other lines. ization of the departments for the con- maintenance ¢f the cavals. PROGRESS OF THE PUBLIO WORKS INTIS STATR ly been comstructed verninent, and the railroads ome instances by loans and and reveaue of the Is, and the cost and and req aired ia thelr finaaclal than from in moet eases been resiraiced by the eEpenci:ures for auy purp se not d+manded t rigid utility, and besee uo opportunity has for those exhibitions of engtnee:ing talent @ distinguished the profession ia other coun- 3 works especially have beea constructed with ee expenditure that is hardly credited by the urOpe. cf the Delaware aud Hadsou canal, built by ted company, aed those of the C y the State, farnish the moet favorable spec/ ication of expenditure, reapeotive cases. e circumstances of 1) i which was executed with the most rigid eco: former has been obi caused by the pro 9 been made in the con- this speci*s of internal im; ‘cers of this country began the comstraction of -y following the plaus Isid down by their Earo- rep, as the latter bad uolimited command of So log as their plans were followed in this ) progress of the railroad syatem was compara. | because capital could not be obtalaed, and constructed were mut remuneratire. ‘itution of gravel road bec and wooden cross- pensive foundations of macadamizsd stone, © crossties of the English roads. is due to an this State. Thie substitutio stem of railroad construction, not orks built ia this State. - ALS AND RAILROADS OF THE STATA AS 4 DEPENDENT is and railroads of this State are arranged to @ Gifferen' sectious of the interior, so as to em of improvements mutually desendent. hting business is obiefly performed by the le the travel is confiaed to tae latver. on highways o! tae country perform the of the interior, and carry the surplas to thi d minor water lines, which convey it to the lation and the main water can be carried to tre sea- pistylbuted to foreign marts. a description of the natural and artificial railroads of the State. observed that every yy these railroade ai ing at the sources of |ha Mobawk, and snother section at the ‘veral smal] streams emptying into the St. lndson and Mohawk. of these lines is as follows:— gation on the Atlastis and s rivers and minor jakes.. improved water channels, support of which ortion of the State is navigable water lines, total length of.........00008 n aversge cf three miles equare in length of railroad and water Koes with: JON OF THR CHANNELS OF TRADK AND TRAVEL BEYOND THE STATE, ly west of the Svate of New York lies the a contiguous to it on the feat lie the Ohio and Upper Misstesippt bas ‘ater magnitude. y the Alleghany Moiataias, except fell off to the level plains exteadiog through embracing these basiasshews ide the chain of great lakes from the further ex- juperior, tending southeartwardly to the lower Erie, and om the other side the Ohio ction with the Mississippi, natural water line tending towards the same ra} direction of the natural water lines of hasgiven the seme ovurse to the artificial road lines constructed through them and lyiog between the north- ‘tains and the eastern of trade and travel waich is not @ on this continent. ated traffic, collected by these far spread. be comveyed between the lakes ough the Erie cama! amd the cei roads of this State to its commercial empo ence it can be distributed by the ocean mers and sailing vesesls to every port on the in the narrow gi waa Cescription of the lakes, rivers, canals, ent. sven of the water and railroad Hines beyond New York form connected lines of naviga- 0 miles by Iske, 7,€00 miles by rivers, and by canals, besides upward of 3 500 miles of vilroads compleied, and as much more in pro- THE COST AND CHARGES OF TRANSPORT. igation of the comparative advantages of the ‘nels of com munication between the seaboard uirés an examinatioa into the cost transport by the various modes of land ‘coanot be relied upon in this investigation, fluctuate on the various rouves the conveyed, competition reducing them raising them to a msximum. es & more reliable basis for as the elements upon which it depends) are ‘ted alike on the different routes, ta of the cost of transport are then stated, make the following extracts :— conveyance om the ocean is constant, but ‘the least from that port at which is coa- larges} amount of trade aud which possesses imate and the greatert advantages for reach these advantages, and there of harbor, through the influence of the of commerce, the trade of the fertile district of the interior of the coan- become the chie’ commersial ceatr of Westera lak: im and momepol; terminatiog on the borders le, faroishes a transport secoad only to that sffords an example of the best description ‘tion, in consequence of the uniformity of the smootbeess and depth of its water, al- ure of either sall or steam vessels, and of theredy isersesiog the proportion of the cargo to the whole weight moved. movement on s canal | areas of the beat and the the two, and upon the elev: movement upen « railroad depends «) y ture, the i: ation of it fo and of simi] otlaeel and Missiesippl Lake Ontario, ani Oswego enlarged, and Hudson river...... $2 enlarged and Hudson river, to od canal, Take Ontario, the 0: and the Hudson river, to new ‘canal and the Hudson to New York % |, Lake Ostario, 8t. Lawrence, canal, Champlain lake in the cost of trepsportation in favor of the route by the jap a ry Quebso tae ying the fo egoirg rates to the several waters be- awh different peints ou the Ohio Mississippi aad the seaboard, gives the followicg — The cost per ton frou New Yo:k by the Erie canal, ig aad to Cleveland, sud the Obio canals to Beaver, is The same from New York to Cleveland, and the Ohio canal to Portrmouth, ia $5 97; or by way of Beaver ant | Onto river, is $5 The s:me from New York to Toledo and the Ohio osaal to Cincinnati, is $6 82 The same from New York to Toiedo and the Indiana canal to Evansville, ia $6 99 The cost from New York, by the Erie canal and the Breas lake+, to Chicego, thence to Peru, and the I! iaois | and Mlasiaappl rivers to 8: Louis, is $7 09, and to Cairo he The cort per ton from the capes of the Delaware, throngh the Delaware and Caesapeake, and the Pennsyl- vapia canals Portage railroad and Ohio river to Beaver, is $4 59 ; to Portsmouth, $5 67 ; to Cincinnati, $5 98 ; to Evansville, $6 96; te Cairo, $7 54 ‘The same from the capes of the Delaware by Pailsdel. hia, the Uniow canal and to Buaver, as before, is $4 31; 3 Portrmouth, $6 39; to Cincinna’ 70; to Evansville, $6 68; to Cairo, $7 26. ‘The ccst per ten from the capes of Virginia to Balti more, and thence by the Baltimore and Ohio railroad to Wheeling, is $6 99 ‘The cost per tom from the capes of Virginia to Rich- mon4, thence by the James River canal ani the Kanawha and Ohio rivers to Portemouth, is $4 11; Cinsinnati, $4 42; Evansville, $5 40; Cairo, $5 93 The cost per toa from St. Louis tp New Orisans, in- eluding the extra cost of drayage and shipment at New Orleans, is $6 89. From the above statement it willbe seen thet the Ponpeylvania canals reach the Ohio river at Beaver and Portamouth 46 cents tom cheaper than the New York 2 cansle—Olscianati, Evansville and Cairo, 12 caper The dividing Hae of trade" between the Pennsylrania and New York canals is 46 miles morth of Beaver and Portsmouth, and 12 miles morth of Uinsinnati and Evans ville; but whem the enlargement of the Erie canal is com- pleted, the dividing line of trade, ia accordance with the same apy pe will be extended to the Ohio, and for # Gistance ot 80 miles up the river from Beaver, (say to Pittsburg.) and embrace all of the trace of the Ubio river below that point, until it is intercepted by tne trade which will descend to New Orlean. The dividing line of trade between the New Ocleans and New York oapala is pow above the menth of the Iilinois river; but when the Erie canal is enlarged, with the ad- Yapiego of the New York markst and the facility of for- ¢izn shipment therefor, it will be extendei tothe Mis- aie-ippt, at least as far down as the moath of the Uhio. ‘The completion of the enlargem of the Eis canal wii) redueo the expersss of ¢ransportation about 76 ceete por ton, which will increase the area of the drain Pe far as that sum will transport by land aleo increase the amount of trade ja the prevent draiaage by permitting the exporte- tive ofpany articles of large baik and small value, ~hich are seetrained at the present {time by the cost of tras rtstion. ere Ceprse ny Age be seen ede? papslonson ct @ ratio given in the preceding table, is equal 0 hundred ak fifty miles on a river similar to the Ohio, one hundred and fifty miles on an ordinary canal, fifty miles om ® railroad, and five te seven miles on common roads, when these distances are not met by cempetiag aed and one-half of those distances where they are #0 mei If the tolls and cbarges are made upon the same basis Epenses of transportation would be e cost charges given in the pre ceding table, while the actual charges would proba bly be in each case about double the cost—charges stated. Y.= THR COMPARATIVE OO8T, CAPACITY AND RUEVANUS OF THR KRI£ CANAL AND THE PARALLEL RAILROADS, AND THE OOSE AND CHARGBS OF TRANSPORTATION THEREON, ‘Tne cost of the origioa! Erie canal was $' -and its entimated cost when enlarged, includ! of the original canal, is about thirty fire millions seven hundred thousand dollsra, The oost of the F ie canal, with the equipment neces- sary to perform its business, tpl apo to that of the Tadjlroads, petty dor] canal, el ( Paes a for the eular; canal, similarly eqai forty six eiluone of dollars ‘4 The cost of ww York Central Railroad, inclading ite eq: twenty-two millions of dollars, and of th maiilions. canal, as originsily construct ed, was equal to ome and a half millions of tons carried through; and when eslarged it will be equal to seven milliony of toa, The tonnage of last year moved upon ell tbe canals was 4,247,863 tons; but the reports from the collestors of tolls do not show bow much of this ton- mage was moved on the Erie canal, nor how mush of it passed through the whole length. The tonnage of freight moved on the New York Oentral Railroad the last year, was 860,000 tons, and on the New Yerk and Erie was 631,039 tona. The amount of through freight carried upon theas two roads during the last y: was less than ome hundred and twenty thousand to ‘The tolls at the present rate, due to the capasity of the Erie canal, as ori; ly construc'ed, would be two and a half millions of dellars; and sdding ‘the charges ef the forwarders, ite revenue would be #ix millions of dollars per appun. The tolls due to the capacity of enlarged canal when performing its complement of business, and if the present rate of tolls should be continued, woul! be ten millions of dollara, and, by adding the charges of the for- warcers, ite revenue woukl be nearly twice that su a. The capacity of both of these roads, witn double tracks anc fully equipped and in operation the whole year, while doing © passenger busines’, is equal io that of a canal of the origina! size of the Erie, or ore anda half millions of tops per annum. ‘The cost of transportation on the Erie canal, inslading its repairs and maintenance and ¢! xpenses of the for- warders, is five mills per ton per mile. ‘The cost of tra oe of freight on the Contral Railroad, includisg items of expenses corres) to those above stated, was nineteen mills per ton per and on the New York and Evie was thirteen mills. The charges for the transportation of all the freight on bvarsged one cout'and one ll per‘ton bor milo. = sn? a one cent and one per 0 ‘The ch Tor the transpertation of ail freight oh the Central aversge) three cents and four mills per ton per mile and on the New Yorkand Erie averaged two cents and four mills. The subject of the internal improvements of this State cannot be properly examined without con’ pacing the ca- pale and railroads as pa:ts of a single system, and not, as has been erroneously supposed, ae two systems, antago- nistic to each other. It bas been asserted that we fol ted bos the canals = been stationary or diminishing for several years past, an thas this is ow! to the competition of the trunk lines of railroads in this State. This alleged dimioutien of re venue on the canals has bsen contrasted with the ia creased receipts upon toe railroad lines mentioned, and the o a exprerecd that the competition of the latter would recuse the business of the canals or render it #1 tionsry by diverting # portion of ite business For the purpose of showing the incorrectness of these opinions and etatements, it fs necessary to compare the nature and smount of basiness done by these roads with that of the canals, ard to aseertain the effect of the former upon the latter, The first error is in assuming to makes comparison bs- tween the receipts of a railroad company and the tolls which are sollected on the canals by the State, as the for- mer embrace the expenses necersary for keeping the work 1d machinery in sir, to pay the interest on the capital in d and to reimburse the principal, and also the whole eres apd profit charged upon the business Cone; while the latter emb:ace only the charges necessary to keep the works in repair, and the payment of the interest and the principal expended upon their com- struction, and wholly omit the charges of the forwarders for the movement of the trafiic. The charges thus omitted embrace more than half of the whole cost of transnortation upon the canals. The secesd error is made by including in the compari- son the sum collected by the railroads rer the conveyance of passengers, while existing clroumstances prevent any of this portion of the business from areking the canals. ‘This item {orme the largest amount of the receipts of the railroads in question. ‘The third error is the a-eumption tha: the freighting business done by the railroads has been diverted from the canals, when by an examination of that business it will be seer: Ast. That the chs: of railroad transportation being necessarily much higher than those of the cunals, by taking the recetpt instead of the tonnage the comparison mace is fallacious. ‘2d. That a large portion of this freighting business ‘was the transportation of articles whi not have offered iteelf to the cam sls had there been no parailel rail roads. 3d. That many of these articles, being perishable, could not be carried om the canas without serious loss to the owners, 4tb, That the largest portion of the freighting business done by the railroads in question is daring Hr portion of the year when the capals are closed by frost. 6th. That the largest portion of the ‘reighting business is the local business ef the roads, which could not reach the canals, without, in many cases, inorearing the comhof transportation beyond /the value of the articles. AnG, finally, that the very roads ia tributaries (exoepting the No: thera) bi of freight to the cenals than they oo: ate business to market. Thece several positions are them surtaine by the sia tistics of the canals and railroads. If the business cone by the canals Jas. year had been performed on either of the two roads in question at their present cha: it would by @ort the people of the State over thirteen millioss of dollars for its tramspor- tation. If the rame rates had been c! don the railroads as on the canals the reovipts wi have been reduced to Jess than two millions of dollars, whereas the receip« ‘upon the canals are more than three times that amount. The incapacity of the present canal, and the delays asd ivcreased expenses of navigation upon it, have been tre ensure of divertisg s large amount of business through Lake Ontario and the On al, This has materially redaceé the amount of tells coliec'ed; also, the tonnage transported on the eastern end of the Erie canal has not been sffested by such diversion. he pumber of tons carried on the canal in 1853 was 247,868, moved an average distance of about two hun- dred oma te tonnage of the railroad hee to was 1, eved an a’ o distance of less one hundred atl eee Tables of the tonnage and value of a'l the articles traos: ee on the Erie canal and the Cestral railroad, from $48 to 1853, show the distribution of the & propriate business upon the canal and upon the railroad, where they are contigaous and parallel, The abstract of these tables was given in the last re- port. {ail the articles named tn tho table, there were 1Mpeported by the canals 2,267,902 tons, ‘the railroads 143,444 tens, bavi ines of $216, 330,638 and $78,203,109, or $91.32 and $196 61 per ton, respective y, By careful inspection of the table referred to. may A seen the causes of the transfer of the lage of freight to raslroads ning peraliel and adjvining the State canals, even during time the former was subject to ‘the payment of the same tolls as were charged upon the canals. the conclusions are arrived at that those products and articles which are now profitably transported over the could not ia mcst instances be moved upon ‘the canal without serious loss to the owner or producer, and that the diversion of this business from our maviga- ble beer ong served to augment the legitimate busi. ft ‘te ‘Then follows a classified statement of the freighting bu sivess Gone om the New York Ceutra) and New Yors and Erie Railroads for the moaths of Angust and September, 1853. all of the heavy articles, and those peedy transit were carried om the cans) boice between the two was afforded; that these ‘oles were carried to the eanal the railroads when it was accesdbie, ard that they only carried om the railroads from dirtricts inaccesible tc the cavals, aad then a* rates 80 pes’ the cost of transport as to afford but } ttle or vo profit to the railroad company ‘The local freight which was carried on the Central and Erle Railrcads in 1862 was ninety per cent of the wh: le tonnage The looal freight om the Northern road was but thirty- seven per cent on the whole tonnage. The character of the localaad through freight om the Northern roadis esseatially different from that on the Central and on the Eris. Tais road connects with the network of New England roads at Lake Champlain, anc as there is a large deficien cy of agricultural procuote im ‘he interior of that district for heme consumption, abe receives bor imports of such articles chiefly threugh the Northern Ruilroad, which acocunts for the large through transportation of ‘thowe articles over the road. Vi. —ASALYSI* OF THE PRESENT NUSINERS OF THE CANALS. Tren follow deductions from the tables of the tonnage and tolls of the canals, which present seme of the more striking points in the business performed. The foregoing statements and deductions have been made from the reports of tolls, trade and tonnage, pre pared by the Auditor The topnage and tolla due to the movement on each of the canals canmot be ascertained from theee reports, as they show the tonpage cleared at each collest 1's office, the whole tolls collected thereon, whether the arti: oles are ocnveyed op ove or more of the canals. Thus it appears that while the reports of the Auditor credit the whole of this tonnage and tolls to the Oswego canal, three-fourths of its movement and tolls is evident- ly Gue to the Erie canal, and one-fourth only to the 03. 0. "The ton and tolls on up freight, ou the other hand, are credited im these reports to the Erie camal, wheo ion of the msvement and of the tolls is due to ater] canals. The up sere ia being lese than one-fourth of the down ‘the tables unfavo able to the tonmage of the Erie The annexed table hds been prepared from the report of the business done in 1862, and shows the tonuage, tolls and total movement of each article and olass of freight,on all cf the camels by fore stated, does mot furnish the similar stalement for each of the ‘The whole movement in 1851 was equal to five handred ‘and seventy-one millions of tons moved one mile, or an aversge movement of nearly ope hundred and s xty miles tor eech tos. The average movewent of the tonnage on the Erie ca pal, excluding that of the lateral canals, is probably near- ly three bur miles for each ten, The comparative morement of each class, compared with the w movement, was as follows — Products of the forest, 26 per cemt; agricultural pro- Guota, 46 per cent; mershan: ise, 15 per ceot; manufac tures, 6 per cent; miscellaneous articles, 8 per cent By reference to the tonnage tables it will be seen how widely the proportioas given by them differ from thove above presented by the total movements of these classes. The comparative movement of some of the principal articles embraced im thess classes is as follo Firat—Of the forest, boards and scantling, 17 per cont; of whole movement of ail srticles om a)l the canala, staves, 5 per cent; timber, 2 per }. Second—Of the products of animals. Beef eight-teaths of one per cent; pork and cheese, each four-tenths; bacos lard and wool, each three-tenths; butter and hides, each two tenths of the whole amount. Thi:d—O! vegetable food. Flour 19 per cent, and wheat 6 yer Gat corn, 13 per cent; oata and barley, each 2 ir cent, Pe ourth—Of Menufactures. Salt, two per cent; pig tron and comestio spirits. exch 8-10 of one per cent; castings, 6-10; bloom ircn, furnitu:e, leather and oil cake, each 110 of one per cont of the whole, Fitth—Merchandise, at8 mills per half ton, five per cent; of suger, molasses and coffee, at 4 wills per half ton, five per cent. ; railroad irom, five per cent cea:ly; and crockery 7-10 of one per cent. Sixth—Unciassified articles. Coal, three ; stcne, lime and olay, two per oent,; fish, 4 10 of one per cont; eggs, 5-160, and live cattle, sheep and hogs, 2 100 of one per cent. VU. —4 COMPARISON OF THE PRESENT RUSINERS OF THR CANALS WITH THAT OF FORMER YRARS, The annual reports of the tolls, trade and tonnage of the canals, furnish much information on this subject, An @aamination of the table shows— Firet—That the tonnage and tolls of all the cspals, and slec of the Erie, anc, with two alight exceptions, of the Champiain, increased year by year from 1843 to 1847, amd ‘that while the toppage increased year by year from 1843 to 1853, the tolls remained about stationary. Secon¢—That the tonnsge and the tolis of the Oswego canal increased rapidly to 1847, and also to 1850; and then, while the tonnage continued tc increase rapidly, the tolls fell off. Third—That the tonnage arriving at tide water in creared yea: by year to 1847, aod from 1848 to 1853. and that the tonnage leaving tide water increased to 1848, fell Off in 1849, and has rapidly increased since. Fourth—That the tonnage shipped at Lake E-ie has in- creased to 1817, (she increase was 80 cent in 1847, while a falling off of 26 per cent took place io 1843,) aud has incressed year by year from 1538 10 1853 Fifth—Tbat the topnage shipped &t Oswego has in arly five times up to 1548, and hss reyalarly in- Greated every year since, being eight times more in 1863 than ia 1813. Sixth—Trat the tonpage shipped at Whitehall has in creased to 1840; thet tt fell off one in 1847, increases in 1848, and bas continued to inerease since, except in 1861, when it fell off largely. A compariscn of tonnage and tolls of the different classes Of articles transported shows— Firat—That of the products of the forest the tonuage ha inoreassd yoar ede to 1547, while the toils increased to 1845, telloff im'1846, incr-ased im 1847. The tonnage remained stationary im 1547, 1848 and 1849, aed has since upi'ormly increased while the tolls increased from 1847 to 1860, and have falien off every year #isos. Sroond—That of the products of animals the tennage and tolls have inc) eased to 1849, and have since diminish- hirdé—Thbat of vegetable food the tonnage and tolls on all of the canals have incressed year by yea: to 1847, and thet the tenvege bas increased irregularly from 1848, while the tolls decreased im 1851, and have since increased; and that while the topnsge of eat aud fur from this State and the tolls cerived therefrom hi decreased wince 1848, from other States they have steadily and largely iscreased. Fourth—That of manufactures the tonnage and jtolle have increased from 1843 to 1853, some ef the years show ing a #] ght falling off. ‘ifth—That of merchandise the tonnage has iacreased year by year since 1843, while the tolls insrea ved to 1548, remained stationary to 1860, increased in 1851, fell of in Then follows a comperison of the tonnage and tolls of rome of the principal artisles embraced in the foregoing olaasen. The statiopary condition of the tells om the Frie canal since is mainly owing to the division of the Western trade by the way of Oswego, and also to the reduction of the rates 1860, 61 and '62 The tonnage fron other States cleared at Oswego in the last rix years bas been nearly eighteen hundred thousand tops, more than half of which was vegetable food. ‘Tae tonnage from other States shipped in 1852 at Oswe- 90, and that sent to them by the way of Oswego during the last year, amounted to five hundred thousaad tons, the tolls on which are estimated to have been over half a million of dollars. A large amount of the trade by the way of Oswego be- lopge 10 Canada, and the imperfect navigation of the Erie canal west of Jordan has undoubtes!7 caured a diversion of & consicerable amount of trade to the Oswego route. The reduction in the tounsge of the products of animals has been to some extent owing to the transfer of these ar: wi to the Central and New York and Eris Re)lroads. In the report of the Central Railroad for 1349and 50, avd ofthe Central and Ere for 1851, there are state- mente from which it appears that om both the Central and Erie Railroads in 1851 more than one third of the nimals, was made ‘of live cat did pot carry other third and « considerable amocat on the o ¥ Central was fresh meat, Pao, sod milk, which the canals could not carry; and that the amounts of besf, pork, bacon and lard, which together formed nearly ove. balf of the srticles' of this oles carr.ed by the canal, formed but ose thirtieth of this class on the railroads, and that butter, cheese ani wool were the ovly articles of ibis ciasscarrint by the raliroace which were to avy ox: tent diverted from thy carais The ciminsehed arcoupt of the tonaage of vegetable fo01 from thie State trau-ported om tne canals, duriag the last few years, is arcridadie to the changes waich have taten reuits of the population of the intericr ries bi epri up in almost every section, which furnished a home consumption for these products. In the counties along the Mohawk, and elsewhere, large quantities of flour are now imported, whereas formerly aS ried it. cheaprr asd mora fertile lards of the West cen raise grain, which the fermers aod mec sanios of the State esa purchave with the more valuable articles which thay can raise snd manufacture more chesply by being near ‘the grain warket. These changes have heretofore be-n mere apparent ia Pps w Eogland States than in this State. It has been represspted that five millions of barrels of flour are now —— id inte New England, ‘imilar changes will continue, and will still further re- He cultural products of the West, and thu: furnishan ¢ lent for those products from this State that are no transported on its canals Yh —COMPARISON OF THR BUSING OF THR NEW YORE CANALS WIrH THAT OF OTHER LINK ‘The statissios of the trade passing through the oi nel which cont ect the interior with the Atiantic furcisbed im ths reports of other jines ia a mapper to permit of ® comparison with taose of this fore, to obtain some jources, and im some canes to arrive at the division of the trade on the several lines by estimater. From ‘hese sources it sppears— Ist, That the tom sge transported upon the St. Law. revee canal is fifteen per cent, and that tracsported u; th naylvania canals ie twerty three per cent, of that ‘ted upon the New York canals. That the tornag: srriving at tide water bythe St, Lawrence canal is fifteen per cent, and that by the Pe: ive per cent of that arrivin, tral 7 84, Tos! from the Western States eames | through the St. Lawrerce canal, and that Lape rough per cent of that the Penaryivanis canals, are each seven Pareing through th York canals, 4th. That the tonnage from the Atlantic destined for the Western States, by the way of the St. Lawence esnal, ia thirteen per cent, and by the way of the Pennsylvania is twenty per cent, of that by the way of New conals. ry York 6th. That the whole te: of the New York Northern reilroad is six por cont, of Now York Central is sine railroad ts five cont, ‘tral {4 elevew per coat, by ie New ir cemt, by the Pennsyive- Baltimore and Vaio is ten carrie] by the Northern ‘ork Central is two three per cent, vy rk and Erie is twenty two cont, by that shipped by the ceat, by the New York ani Pennsylvania, and also by the Baltimore and Oni: two per cent of that carried by the [rie caxal. It thos appears that the business of the New York ca pals exceed the combined business of all the Cavadian ard Pennsylvanian camals, and the New York and Pean- eylvania and the Saltimore and Ohio railroads, by forty yr cent; and that the western bu ‘ork cavals is three siness dome by the New ‘tiso that tne chiet these lines is the local traffic & by these routes as stated in the extent of their competition for the and hence that the rivairy for this water lines leadicg to New Yoru and Orleans. “some of the principal arti- country through w! The cost of trans) Jast report, Hmits trace of the We trade is between thor leading to Then follow statements of clea received ‘rom the {ntertor of New York ana New Or lJewe, which show the comparative amount of the trade conveyed to tide water by these lines. Of these exports from the West the prodvote of the bog finds its chief raarket at N.w Ocleava, as if net im the fali to be carried through oor canals, while wheat, flour, butter and cheese, which Northern water lines before they are closed by froat, are chiefly comveyed throngh them. Wherever the cost of transportation by the Northern route is cheapened to an exteat exaal to the interes! the cost of these articles for the period neosesa:y to hi theao until the Northern line, slaughtered early enough 4 are opened, they «i'l seox ‘The railroad lines penstrating the district the trace of which is now cisputed will generally increase the trae through the Northera lines. sollowa @ statement ing the trade of the ye of the Mississippi and ale, commmeree of the valley: the Mississippt and its tributaries is about twiee as mae! os that of tbe lakes; but portion of thia com: table shows that per to remark that « roe on some of these tributaries of the Misseissippi already contribates to the lake basimess jement of the Erie canal is completed, ort will be so mush reeuced thet the eatean be brought tothe New York of the Ohio ani Mis. When the ea'arg: the cort of trans) products of the market from as far as the confines sissipp! rivers eheaper than to New Orieans, Whenever this is dome it will adé tothe business ef the New York canals the trade of one fourth of the States of 0! diana and Kentucky, of one haif of that of lim: Wiscopsin, and of the whole of that of the Westera Mis. sisstp pi Valley above the meuth of the Ohio. Then follows a table of th territory according to the eensur of 1850. TI of wheat raised in Ohio the lact year was Hons of bushels, and of eorn over sixty millions. ome consum pticm does not amount to one-third of there of the States included in the territories) is four times that of the State of Ohio, and embraces land which is capable Of # greater prodaction. Ip view of the facilities of the water lines of the Oalo, Wabarh, Mississippi, Llinois, Wisconsin, Dea Moines, Mis- souri, and other navigable streams whish penetrate it in Iroad lices compleied and ia progress, and the rapidity of the emigration to asd set- Vement of the oouatry, 1: is not uar: that within s limited of this region will State of Orio in 1853 Thi id give s population of eight millions, an an- tion ef over three hundred miliions of buvhels of wheat aad oorn, anda surplus of all kinds for export eauivalent to at least Ave willions of tons per aanum. caval fcom the Westerm States inoreasing ratio of srea and products of this t porti above table (oxeluding ell direetions, and asonable to suppose riod the populatina aod prodacta equal to four times those of the The tonnage of th arriving at tide wat this business will fally ocoupy the augmented oa which can be anaually givem to the E ent and improvement undi it ls completed. region just describes, togeth roducts of the ceustry already drained by the ¢ans], will farpish a business more than equal to its ineressing capacity. In the prececing remarke an effort has been ma’ present the subject of the intermal improvements of this State as a connected system, and while discussing the es aad distinct duties of easn kind of improvement, to show, also, their mutually dependent reletiopa ard influence upon The shange im the pursuits of the population of this State, av well as the concentration at its commercial ca; ortion of the trade and wealth of the \b mecessary to enter into an 6xamication stem of internal im provemoate through the great basins of the lakes, of the Oaio, and of the Mississippi from whence so large trade and travel which are to furnish the,futn: cor trank Hnes must come. been examined may be brirfly stated as followa:— The netural features of the country su; early day the lises upom whish the mai be constructed, and the people of this State, availing themaelves of these natural advantages, commenced end completed a system of internal improvements whico was carried on partly by the govern! t, rtly by private enterprise, in advasce of an ‘aki the Union, to agreater extent than canal by ite en with the increase comparative advant tal cf so large a of the exteasion of the The chief points which have ented at very 7 equal domsin, and with @ musces excited the emulation not only of her also of the governments of Europe. m of puolic and corporate enterprise has been completed with an ecomomy seldcm equalled, and « judi ciouspess of expenditure which has been rarely excelisd. Tae natural water lises surrounding sad penetratiog the Sta‘e, indicated the artificial lines for cenasoting and extending them to the interior, while the commercial! ac- tivity and enterprise of our peo; veloperment of vast inland and fertile territory, brought junct system, by mears of waich the secluded distriots ehich eould not be reached by artificial water lines, were connected with the mort ascess! those lines by a pecies of conveyance second only to the canels for cheapness of transport The superiority of railroads for the rapid conveyance of passengers, aud thore descriptions of freigat too pariaba bie or teo valuable to be forwaided by the slower but cheaper movements of the water jines, soon led to their ry section of the States, aud to the le, aad the rapid ce. into existence an a: e>iablishment over e: paralleling of almost The benefits which the completion of the Erie Canal conferred on the citizens of this State, led to the exten 1m across the portages between the Wsst r The sparseness bility to the natural water for the prodects of the West by the multitades of new settlers, prevented these canals at first from proving as remune) ative as their projectors anticipated, but the time fo oct distant when they will realize all those antisipa- ion, the ready and the home de: The d'ffieulty of constructing even passable turnpikss through the rich soil of the Wi ding railroads, anc t’ coat adaptation to ple, united to make thia species egion, and railroads hi fast that the guide book is alaost valuelees if it be three W.th the public mind thus turned #0 strongly io favor reitroads, it is almost hezardous to enter into an advo. cacy of the superior advantages of the water lines for the conveyance of the internal commerce of the country, The slow. plodding oansl boat, with its cargo, nearly equal to that of # locomotive and its Jong dashing trata, is almost forgetten, until we are reminded by the daily arrival of these boats at this city, that it would require the Caily srrival of one buadred locomotives and fifteen miles of care to perform that business done , 1, which hardly attracts bad ‘he comparative cost of transport by land and water ras discussed in the reports of the last y able length, and t j the present report. tained duricg the various chanuels have confirmed the statements former he experience and {a’ormation ob to ths cost by the The application of these general results showed that New York, with her camal enlarged, was the cheapest channel from the Onio and Mississippi vaileys to the At- ‘jantio, and the farther examipation of the present trads with the Wert showed that she bat no formidasle com- petitor for their trade until the cheapness of transport down the Ohio and Mississippi intecepted it in thove great The effect of the evlargement of the Eris canal would ithio ber grasp the territory #hich would #001 sving throngh ber canals. mind bed beoome som the assertions (bat ths railroads of this S:ate wore di verting @ large portion of bus! would probably present am inorease ia the revenue sufll cient to pay ‘or the completion of the unfinished works without resort to taxation, it was considered proper to carry out ® compariron between the cont, capacity aud put of the canals and of those roads, and toe portation thereon, which res showing that the aggregate costo! the Ce: « much greater than that of the eal, pacity wan less tha at the cost of traow three times that of ths cana Mic of an exteat of aff.rd one half as much as at distarbed by of the cauals, avd and the charges bt ‘The errors of the statements which were offered to prove that the reilrosd diverted the business from the ca bale were exhibited by showing that the reovipts of the thore ef railroads, were under balf, while the railroad recoslpta were over. ir foent. It was shown that these errors were sgain doubled by making the receipts of the ratiroade the stendard for ® comparison, iasteat of the toppage, whon the railroad charges were mors than cou- bie those on the canals, ané that when, by this compai- properiion alleged was thas reduced to one eigh* tunject to forther reduction in conse jnehoe more than one haif of the freigbt earied by the ratiread beirg cfm character that would prevent it from being carried at all on the canals; that more than one bal! of the remainder sheuld be de¢asted for that portion of the the railroads when the ca: email remainder s very large which generally coli not ansportation to the canals; caval, compared wit! stated one hundred freight carried b; closed, and that of tha ver was local frei ¢ expense o' pally. that. the railroad a, smcunt of all of the legitimate canal freight which they carried to market “in the continuation of this subject it waa found neces tary to avalyne the present buriness of the on ceriain the relative proportions of the different kinds of ge and the revenue! derived therefrom, of the ra px and shipments from various localities, For this one extensive tables have been prepared, which ex hibit for the first time the movement of the different arti- 4 the error of such similar dedu) the ‘tables which have been hitherto published, ‘The comparison of the gach of the last ten years business with that of Deve made, aad s°me Tegterstees ws raply Kerssng tows tore fire ore wae fo rey LJ The \peapee'ty of the anal ee ooh = led tos Civersion of & portion of the Westers trade by wee x. with the redaction of the wisbed (be revenue @ithout projuctog @ similer tft apo the tons age “ ” Fedestion ie tle amount of tommage of stable food from this Mate, bas beee aserked ty ths change ‘o the articles cultivated, end im the parwnite uf the popula tion, by means of whieh the tonnage of other articles aed the demand for Western sqrisultare! products hee been ivereered, end thas formishe! ad itiensl reasons for as immediate eniargemen' of the capacity of the Foie canal BBC aD Breuranes that its revenuer @oul! thersoy be io creased to a ruMicivnt exient to ee oe 4d MOALPINE Avant, Febroary ® 1664 MUNICIPAL AFFAIRS. Stated Session of the , ryap of Counctimen. OFFICIAL wat > 0 188t [PROCREDINGS CONTINUED FROM KBrORT OF YE TemDay.) COMBE RHC Tae From the Berean of Assosrmente— With the folowier arererment lists, ashing thet the, be o eirmed. ae! « ovllector appointed therefor via — For Sagging & space four wide Whrough sortberly sidewalk of Thirty fourth trom wor we Seveoth avenue; Om worth side of Seventh street, betwees avenues ( aed |), & npace four fort wide Blreet, between Gansevoort su Twelfth streets for rege leting curb and gotier and Gagging Serentioth street, {rem Third to Fourth avenue, for regaistiog, gre tieg, paving, and sevting curb and getter shomes im fhirth «x street, bet+r@o Third and Lexington avemore, for baila ing sewers in Tair'y eighth street, from « pout 100 feet weet of Fifth avepus, wo near Madisos « Yoort street, from the Huders river to Thirty Afth street, between Lexiegton and fourth ave noes; in Amnos street, from the lia*son river to F street; for laying crosswalk across Livision street at folk treet; for Yerant lots om the soath sid» of Twenty Hfth street, betwren Fourth Macivon ave Buse. (or grading. set\ing curd and gutter stones, sod jegaing nm, first street, beiween deveaih and Highth wus Com! tee OM Asensmente From same—With assessment list for regulsting and curbing Fifty third street, from Third arenas to the Bast river, athing that it may be confirmed aad & collec or Appointed, with objections o’ GW. Beeye amd others. To same. O same, with assessment list for building o sewer im ‘Thirty fifth street, from pear Seooud arenue to the East river, with objections from James Crowley, Patrick Babe Bap, and others, To same REPORT Of Committee om Assenments, in favor of © ereeswent list for sewer in Forty second #ireet, Lexiagton are Thirty ninth, Fortieth, and Forty-firet #trest ané appointing leasc Edwards collector thereof To © mittee of the Whole FROM NOARD OF ALDREMEN Report in tavor of cancelileg tax of lote on Forty. ninth street, belooging to the German Lutheran Chursh. To Committee on Finance. Resolution, That Eighty ssventh and Sighty sighth atreets, between Third avd Fit 4d Fifth aw enue from Eighty: sixth to Ni reeta be lighted with lamps, and form a new lamp district. Oa the groaad that the resolution mvilres ap expenciture of mousy, and can only, in consequence, agresadly to the charter, ewanate with this board, the resolution was returaed wy the other board. Resoluticn, That the Third Avenue Reliroad Oompany be notified to repair the pavement connested with their track in Chatham street. T» Commitier on Streeta, Report suggesting the extension of Tompkion market, and that the report be eabmitted to the ovard for Creatas and previous action, To Committ ring ech to place two additional gas law; the Welsh Caivaniatic Methodist Churea at No 78 Allen street. Returned, for reason above. Resolution, In favor of applying for a law authorising the spyointrent of seventy: five acditidna’ Commissioners of Desde, making in all three hundred. Lai! over. Resclution, In favor of having the sidewalk in front of Sixth ward sation bouse repaired Returne’. Resolution, That William Frarcis be appointed an Io- epector of Electiona for Third district, Fiith ward. Laid over. Roports, In favor of refunding amount paid by Herriet Bell and Wm. H. Barker, for erroneous taxation; correct. ing tax of S.muel Martin, anc others, To Coumltres on Finance. Councilman Nort having asked to be exonsed from servirg cn the Committee on Printing, Councilman Ver milyeo was mf pointed in his place From the minutes, CU T. MoCLENACHAN, Ciork: Board of Aldermen, [ourR SPscIAL kHPORT.] COURT ACCUMMODATIONFROPOBED BUILDING bY THA “GOVKRY MENT. Mr. Loxp, im asking the usapimona a'optoa of the resciution, which will be found iu the oflieal repor', aid that he bad received a letier from Judge Campbell Of the Superior Court of this city. who had ;seently turned from Wasbipgton, siatiog that he had bad a eon- Yereation with the Scoretary of the Inverior, who araared that sbe goverzment were quits williog to erect on this Park such a builcirg as wil! suit the d city courte provided the Common Council will give to them ascommo Cation for a Post Office and United States Courts aad of- fices. Mr. Morr understood that Mr. Catting, me of our city representatives, ha: stated that au appropriation for that purpose will be made duriog this session = Mr M. thought it desirable thas the government sheuld put up sash building s8 would accommodate the Post OSice, which murt u'timetely be removed up to thia locality, and also the United States Courts and offces. He believed it was the view generally taken by the people that @ batliing ehculd be erected in the Park to accommodate all there Cepartmenta, Fhe Cusie appointed Merers, Lord and Mott, and sesor’ ing to abe provisions of the rerolution, bi neeii (the CG: air), s special committee to confer on the matter. QUESTION OF PULC PRIVILEGE A cerolation offered by Mr. Loxn—That the Sargeant at Arms be directed to prevent all perioan, excspt tne mem bore and official of the Board, heads of departments, the members of the public press, and invited guests, from coming within the bar, was off-red amd lost by a vote of fourtesm to eight. TEMPORAKY ACCOMMODATION YOR OUR STAT@ COURTS A resolution, appropriating ths large rom fron dag on the Park, in the third story of the atone baildiog reowatly erected, for the ose of courts, the Iargs room on the second aiory of the sane bui ding, fronting on Caambers Kireet, and the rooms lately occupied by the Reorder, oo the first story, for she use ol the Suoreme Coort, was adopted. Toe rooms now ossupie’ by Jadge O'Conanr, of Becond Distrie’ Court, aud the roows cocapied by the Commissioner of Streets and Lamps {o the seme building, tegether with the room fa t ecoupied by the Board of Assistant Ald ppre printed for the use of the Saperi COMMUNICATION FROM THE COMPTROLLER KELATING TO THE REVISION OF THR ORDINANCKS, Financ Deraxruast Comrrkoiiax's Orricr City of Now York, Feb. 1, 1854, } To Tae Common Covscit:— The Comptrclier reepectfally submits the following communicstion for the oonsiceraticn of the Common Counei!, The subjects embraced im it are:— First —A revision of the ordinauses preseribing the powers and daties of the several cepar:ments. Tne or ganization of the auditing burean in the Finance Ds part- ment has rot yet been acted on, and thie sbould have been done in July or Augast last. Srcond —Claims of the Corporation for unpaid assess ‘These claims amount to seven or eight tying from five to five thou sand ¢cllars, and cslisction should be made before the ttainte of ‘imitation cuts off the claim Third —The paving contract of Rure aud Raid, The Comptrolr bas paid up for all work done, as {decided by arejayabe by thi eorpor = the Conrt, and the oontract is surreadered, subject to the approval of the Common Council Fourth.—The contract of Wm. B. Reynoldy, The Comptroller submits this cave to the Common WVounoil, bat without the concurrepoe of the ooatractor, as in tne #yher cane Fifth,—Revision of the ordinauce preseribing the powere ard Onties of the eereral departments, Ths Comptrol lor reepectfally in the attention of the Comm Couneil to the propriety, if not the nassssity, of vereral alterations snd auendxeats of the ordinance ef 1849 “organizing the departments of the maniclpsl govera ment,’ in order to adept ite provisions to tho amead ments of the cbarter. Toe 1éth rection of the amended charter of 1853 iy as follows :— “There abali be « burean in the Department of Finanse to be called Tne Audiffag Bureau,’ and the chief officer Ubereo! rhall be the ‘Auditor of Accounts.’ It hall re viso, andit and rettle al! accounts in which the city is rned, as debtor or creditor; it shall keep am accoant of each claim for or sgainst the corporation, and of the sums allowed upon each, and certify the same, with rea sone therefor, to the comptroller. The comptroller shall report ty the Common Council, ovee in ninety days, the name aud decision of the anditor npon the sane, together with the final action of the com troller thereou, Ali moneys drawn from the eity treasury shall be poo vouobers for the expenditure thereof, examined and al Jowed by the auditor and approved by the comptroller” On the 30th June the comptroller made # communication to the Board ef Alderaen, (doa 3%,) calling their tion to the )3:h section of the charter, and furvished the oratt of ap ordinance to carry ite provisions into effect the ordinance has not teen adopted, nor is the compirol ler aware that ihere hav been any action on it Although ith the law wee not praatioadis with Common Council, the 6: i depsriments, under the last pers. er tion, to present to (he Finances Depart ment, before the warrants on the treasury were Craen, the detailed accounts ia each case where payment was cemenced Actroular was sito i#eusl om the 16th of Avgurt last, im relation to the form of keeping amd reu Corirg sooounts fm the severe] departments of the city puma © © © «© © e¢ 8 6 The change in the fordamentai law to which refer has been mace, will make it necernary to adapt the ordi. mance cf 1649 to this new mode of drawing money from the treasury, it being required to be dove under the eew charter, on evide service bas been ren ‘ered to tue city, instead of being paid om the anexplained req aisition of the head of Cepartmenut. The altera' required apply to tbe Street Department, ies, Streets and Lawps, The ordin Dany ¢xoellent provii and some of its reqairem ip gg to Crawing and accounting for money are quile Tig) In the cave of the Chief of Police, Mr example He is permitted to draw on the Comptroller for # rum pot ex- csedieg one bundred dollars, to meet special cases of expencitere, provided be procures the a} to counter- eign bis requisition; but he is mot permit to draw the seeved hundred dollars nati he sepouats to the Uomp- t Repairs and Sup paced 06 of 1849 com alen | vouchers for the expenditure of the Oret bosdred. © officers are permitted to have emall advances, and t» sccount for thew ine similar This minute secoautability forms a singular contrast with the ordimarce ic regard to these priac ps) contract- tog and Cisbureiog Gepartments, the Commissioner for whieh can » ake his requisition for ten taourand dollars for ere boresu, twenty thousend dollars for arotber, end jt es meery for seother, withous renceripg the oe it any etpiauation ia re- ord to the services rendered, or the ‘or whous the mowey ls twtended. This has been tue practice ue or the ordinance of 1549, and the wording of it does d erouetepanes such ao interpretation. It te also deairable thet the ordinapce of 1849 should be f g ‘tee Ayasdoct Department, collectors of assess meet wed many other ofticers, receive pelt the money reosivet wth the on Thursday of each seek, ami to account be Comptro ler on the same dag, The Reosiver of Tones, onder ® law of the Siaie, (obap. 230, sec. 8, lawe of 184S ) ls required to make his de poe 7 au! scoount to the ( geptroller Oaily before three o'clock of aca day. it may be weld that bis case is an exception, from large toms collected. But the Collector of Ai Sine TeOe Ves large HOA, BEwBLiDg Lo more t! ‘I~ hom of dollars ally Way, exemple’ fom mab ie deposits daily en; than the Heoriver of Tasea? oduct Depart sot this department alo be placed ame footing ? And ip regard to the Comptroller, the street presen slower, and every other person receives publie moury, @hy should they wot be rejaired to it over wenty foar hours o* (hs time of reoriviog © Will {i aive them any more trouble to > | alae tm the Tressury Book than in any other tt reepectfally recommented that thy ordinance ety Wreasury, to pay it to the Chamberiaia on the dey it le received, or before two o'eloek of the day afier its re- ag A Simouat to two of three s year Versons who derire invest- bis character, a4 who necess@rilr call at the val ed bowls issued fer it, fod it J their m wey to tue Comptrotier 1 feporit with the Treasurer. Tae owner of the 7 Roald tm ali easee pay it ve the Caamberiain, and be has paid it te'o the legal depository, hie claim city & ae good as if he had & bie “tfatly recommraded that provision nce by ordiwance taat all percoms apo (om pototler for 1eve8 Ue or axsenstnemt Bowes, de} che smount sere? on with the Coamberlaia of the alty, * receip\ for the am runt to the ‘Ovmapteailt vr, © * © Tee advantage of requiring every ofiser whe reerives public momey Lo pay it ito the city Cepoal- tory daily, ie strikingly ex smpiiied ia the seccwrn wotem bar ationdrd the sollestion of the caval reveausy of the State. ‘ * . . . . ° is regerd © the moutys collected by the several city officers, and the ruses Crawe from the treasury by the Gwbarsing (tpartmeets, & practice bas heretofore pre- veiled of plactmy (iow muomeys im banks, ata given rate of Ome # to the egtoer for (he wie of Ue money belong t be derived from the reve pudlis money bee rules are eetabished for daily ceposite of the by culiwcting agents, end for ccofaing ‘Ube requisiiows of clabure eg ageots to such sam? as are needed for \be payment of claims actually due, if there te @ su: plus Wbieb can be loared an arrangement way pre bebly De made with the deponit to Keep ao interest acoount with the treasury, aed give it the nenefit of terplusearced by the funds of the city Sach anar nevi has existed between the Sate Treasury aud ite pository for the last tweaty years The additi to the canal fund, mately for faterest om Ceposita im baaks, from 1826 to the clove of 1847, a shown im the report of the Commissioners in 1845, was $4,289, The suppored necessity for heeplog of peblic agents ow account of ‘he gi Of paying {to Leck, rather than golng through the fams required, in oa of ® warrant on the treasury, exisis 68 stropgly ip the Soar oe Gepartment as any other. I redemption and Ale of leads for taxee aod Ure tow water rents, the Uomptroller has eld this year some three theueand parcels, and bas received the monty ow coe theurand, cemptions are'ma* the eum is retarmed to the purchaser, br a check sig by the Uomptr thie dereription bi unting to over $30,060, Where re after @ #)¢ on any of these Bioce J It # worthy of epretal sotioe that the Uslted States Collestor of thts port hes cofleoted $41,000,000 curieg the year euding the Gist December last, aod his deposite are mate ip the Sub-Tressury cally Ifthe beuk in which the Comptroller makes bis de posit, and om which he his @ woke, ‘then, ts the po burae the pure Htereot ¥ ok on the insolvewt bas the money reser ived for otoa asneeemen f# is Geposiied with (he City Treasurer, the par chaser cr vis beirs may be sure c ing it aefely. re- torved and ready for thelr cali, even after the lane of cevtury. cowvenience«{ paylog out the money by a hank check, rather than by a treasury warrant, does pot jusity the Ceparture from a salutery role of actios essential te the public im’erert aod necereary for the protection of tbe claimant om the treasury Toe State Comptroller bas tax salve of ten or fifieem thc ussnd lots at time, aod the purotasers are scattered th bout the State Tary pay the amount of thea bids to the Treasorer. The periods of relemption andjre imburpement of the purcusser are s\milar to the regula tiors for the city te & porchaser ascertains that @ wumber cf lots bid off by him Proenres s bili of them tr uw |, rant en the treasury for qually appl ere is po reason for vaylog tl pecorsity for keepin, the Compt. fi jal notice that, fo regard to the for a:rears of the moury is paid daily to the Treasurer, and when tae purcharer his movey it is paid to him by ® warrant cf ti troller on the treseury, in the presive manaer thet par chasers at the enles of the Com p'roller are paid, Ineproing new ptreets and to widesing old ones, the eXpeLiae we ARMRved OO tn #, wad the sums thas Berened pre payl into ihe clty treasury throug eoiles- tore of assessments in the Sireet Departmen’. [a many cases the property of the olty ts heavily seed vo be pa'd from tbe treasury. The awouat aaverstments last year was $ . large sums are frequently awarde fter the covfrmstion of the of Asseromeat. lo thew cares, the mousy ebt to be pald directly from (he treasury to the persue whom it Svar ed, on a treasury warren) maue payable to bin order THE WILLAMENORG FRRIRS A cowmunies tion from the Clty Clerk of Willlame ith resolutions of the Williamsborg Cymmoe Coat ee ining of the exorbitant charges for ferry scoom- mr Calion between that ey aod New York, were referred te the Committee on F THB fXTH AND jt By & commenication from the Comptroiler ( appeare that the recripts of the Sixth Avenue Setirosd ow the month of Japusry were #1754) 69, eed of the B 29. Avenue Raitrond 1,7 Our Dirty Streets, KEPORT OF THE COMMISSIONER OF STRESTS AmB LaMrs. The annus! report of Mr Arculartas, Commissioner of Streets and Lamps, was received by (he Board of Coumall> men on Thnracay sight, and ordered to be printed. Mr, A, thinks that Croton wate: to clean the streets ought te be more freely used, and that the etreets should be sprizkled often Curing the spring sed summer mowtha, The Commissioner complains of the blame throws os ee} ing the streets clean. lle biemes the Your }onorsbl+ body must know that [t & by oo menas S pitmaot duly to order tne Superintendent of Streets te eogege perrour t is pe formed to b bour wo bour aot day by dey by t whose meesent UE compel them to + rk on the , eo) afte, the iebag the office surrounded and beset fram employment lem pot,prepared to © bureaus io the’ Department «f Streets ant rm Au imporlent character to the somvesiones amd ofthe city. Tae bead of the street Mir, George White, who iss sworn off ties are Fyesified in the cherter of 184 orised to remove incumbranees from Goeks, wharves, aid stre-ls, ard who sions can draw money from the ap- propriation for cleaning streets aad fer the removal of ruch tcoumbraces*, Cleaning streets belongs partioular to hm and ll the arrangement of the matin there soc wo bul can be legally paid that dows not reasive mit spproval. Limow that complaints have bere mate w" 1 did net compel the Cileremt heals to the «trie! formance of their but the remedy forth, directed the Papertntentent of Streets a coed to Gay, aed bave po reason ty believe he baw - COD#, Lo resume the cleaning of the sirests eet remering col ashes, &e., &e., a Caty reused by the eoutrackore of three districts. If, in ease it eho)! etome eeeeeamey to re contract, [ would suggest (hat It be given owt by Wards, acd the Aldermen sod © unsileee of the vertour wards be the jutges of what & the most requisite te hewe one in their Giflerent localities, they Delux, im any mind, tLe beet judgesfof what the condition ond wants of usin i calitios are, In regard to the operations of the department, he ten be mppropriation was $190,000, and there is now. ee coiding to the Dilla proper! ‘then ioated, over 610 08 oe. Theee bille are im the on of the Comptroier ead are rwora to by the parties who have oder thi thority of the Sa; ten ent of Streets, no smoant, b jor small, ever been paid by the Cow ptretier without thetr haviog beens: swore to i will be remembered by your hooorable body tbat your prececessore paared @ ree lution to pay the Word luspeo torr $4 per Gay instead of $1 60, sod thet all whe were working on the streets shoul! reserve $1 25 per iar tm. stead cf $1. Tke action cf the previous Board pos the sutjeot was to be ‘od tm two partieniarr: First, thas wore the ive power, and their acces wae om mw to 80 compl); sepond, to have thom pay: