The New York Herald Newspaper, December 13, 1857, Page 2

2 OUR POSTAL ARRANGEMENTS. Annaal Report of the Postmaster General. Post Orrick Drrartuent, Deo. 1, 1857. ‘To rue Presipeyt or Tax Unrrep Statss:— Sim—Since entering on the administration of the Post Office Department, I have ventured on | no new theories, nor attempted any innova- tions on the well tried system established and prac- tised upon by my predecessors. I have contented myself with endeavoring, as far as in my power, to perfect existing arrangements, and extend its facili- ties equally and fairly to every portion of our widely- extended country. In examining its present condi- tion, it is worthy of observation that while the total number of Post offices created during the twenty years from 1827 to 1847 was but 8,146, the number established in just half that length of time, from 1847 to 1857, was 11,444. On the 30th of June, 1527, the whole number of Post offices in the United States was 7,000; in 1837, 11,767; in 1847, 15,146; and on the 30th of June, 1857, 26,586. During the last fiscal Sy there -have been 1,725 offices established discontinued, being a net increase of 1,021. The number of ters appointed during the year was 8,680, these appointments 4,767 were to fill vacancies occasioned by tion; 1,681 by re- moval; 238 by death; 269 by change of names and sites, and 1,725 by the establishment? of new offices. The total number of offices at this time is 27,148, of which 368 are of the class denominated presidential, their incumbents being subject to appointment by the President and Senate. The commissions of the higher class run four years from the date of con- firmation, but those of the lower are not limited. TRANSPORTATION STATISTICS. On the 30th of June last there were in operation ‘7,888 mail routes. The number of contractors was 6,576. The length of these routes is estimated at 242,601 miles, divided as follows, viz :— Railroad 22,530 miles. Steamboat 15,245“ Coach. .... + 49,329 Inferior grades. . 155497 The total annual transportation of mails was 74,906,067 miles, costing $6,622,046, and divided as follows :— Railroad; 24,267,944 miles, at $2,559,347—about ten cents and five mills a mile. Steamboat, 4,518,119 miles, at $991,998—about twenty-two cents a mile. Coach, 19,090,930 miles, at $1,410,826—about se- ven cents and four mills a mile. Inferior grades, 27,029,074 miles, at $1,659,375— about six cents a mile. Compared with the service reported on the 30th of June, 1856, there is an addition of 2,959 miles to the length of mail routes; 3,598,170 miles to the total annual transportation—being about 5 per cent, and of $586,572 to the cost, or 9 7.10 per cent. ‘The sauregete length of railroad routes has been increased 2,207 miles, and the annual transportation thereon 2,458,645 miles—11 2-10 per cent; ata cost of $249,458, or 11 8-10 per cent. The length of steamboat routes is greater by 294 miles, and the annual transportation by 277,949 miles, costing $131,243 additional, or 6} ee cent on transportation, and 15 2-10 per cent on the cost. The expense for this species of service was in- creased, in one case alone, $28,200, without any addi- tional service, that is, owing to the failure of the contractor on the New Orleans and Key West route. By act of Congress $7,200 additional was also allowed between Bainbridge, Georgia, and Apalachicola, Florida, without additional service. A route was put in operation on the Missouri river on the Ist of June Jast, at $85,000 per annum, inelading side mails by horse or coach, and regular land service during the suspension of navigation. Steamboat contracts were also made between Paducah, Kentucky, and Cairo, Illinois, at $6,006 per annum; and between Colum- bus and Bay Port, Florida, at $7,000; and a fourth weekly trip commenced between New Orleans and St. Francisville, at $8,323. On the other hand, a reduction of $15,719 per annum was effected by dis- continuing service between Chattanooga, Tennessee, and Decatur, Alabama, and mea eecearel and —— route so as toend at Cairo, Lllinois. Such are the more prominent changes in the steam- boat service. The length of coach routes haa been reduced 1,124 miles, and the annual transportation 24,061 miles; while the expense has been increased $70,470, or about 54 per cent, ($10,000 less than would Sppear from comparing the cost on 30th June last with that reported on 30th June, 1856, the latter having been short stated by that amount.) In the States of New Jersey, Pennsylvania, Dela- ware, Maryland, and Ohio, where new contracts took effect’on Ist July, 1856, the length of coach routes was decreased 505 miles, and the annual transportation 228,976 miles, at an increased cost of $24,752. Atthe same time the railroad service and cost in those States were largely increased—907 miles in length of routes, and $119,208 in the cost. In the New England States, during the past year, the coach transportation was slightly decre but the cost increased $11,264—the amount allowed by Congress to a failing contractor. In Missouri there is & seeming reduction of coach rervice 1,366 miles in length of routes, 137,960 miles annual transportation, and $43,174 in cost; but it must be noted that the Missouri river contract, above referred to, absorbed much coach service, which, toa great extent, will continue as such, although, ander the circumstances, unavoidably reported under the head of steamboat transportation. In Tennessee there is a disproportion between the miles and cost of coach service, the cost only being increased. This is accounted for by an allowance for expediting in the gap between the Virginia and'Ten- nessee and the East Tennessee and Virginia railroads, and other changes. In other States there have been no changes requir- notice. In some there have been redac- most of them the coach service has been at increased re is nothing of note in connection with the rnia, Oregon, New Mexico, Nebraska and Kan- t of the Utuh routes was increased $17,500 owance of that additional pay, under am act gress, without any increased service, on the route between Salt Lake and San Pedro. The additional length of inferior routes is only 1,582 miles, owing partly to the fact that during the year ending Goth Juge last comparatively little new service of this Cescription was put in operation. The large increase of such service reported 30th June, 1556, arose from new routes established by Congress, amounting to nearly 6,000 miles, in the northwestern and southwestern sections alone, and from other extraordinary service. The increased cost over that of 30th of June, 1856 ($124,401), may be explained by the additional ex- pense under the new contracts commencing Ist July, 1856, in the middle section of the Union ($63 533), while there was a decrease in the length of routes of this grade; and the allowance of $17,500 on the Salt Lake and San Pedro route, without additional service. must also be taken into account. As already stated, the extension of railroad ser- vice has been very great; aud in order to exhibit this more plainly, the increase is given separately in five geographical sections, as follows:— Additional Additonal States. length of miles of Additional rows cnet New Ragland, miles... . 13st 26,103 $11,149 New Jersey, Pennayivania, Delaware, Maryland and OBID..00 95s gveegeee <. 907 1,257,075 119,208 Virginia, North 171,078 19,399 650,088 71,267 (364,284 27,985 TOL. ces cee reese e ss 2/907 2,668,648 240.498 The letting of new contracts for the term com- Tencing Ist July last embraced the New England Btates and New York, The following table shows the new service, as in operation on the 30th September: — Milesin — Milesof annual Comreyaace ‘ ef Raiiroad Steamboat Coach oer Inferior motes 10,258 Total " Compared with the service on 20th June last, there appears to be a decrease of 791 miles in the length of routes, and 823,034 miles in the annual transporte: | tion, fom Bee J denen $120,044. | In New Engla annual transportation by rail road is decreased 885,876 miles; but this ie more | nominal than real, owing to the fact that a great portion of this of service in that section has | heretofore been stated at twelve trips the | contracts Neo Soe conve of m often | fas the cars run, while reall it six trips were per formed. Now, however, service is repo as actually existing, and there is no reduction of mail — facilities. ‘The cost is increased $61,041. Steamboat transportation is increased 147,784 Milles, at a cost of $13,918, Coach t Dut the expense increased $5,074. Inferior grades of service are increased 360,925 niles in annual transportation, and $22,405 in cost. In New York the railroad transportation is in- Creased 295,328 miles, at a cost of $10,268, Steam- boat service decreased 161,664 miles, at a decreased Cost of S750. Coach service, decreased 143,984 miles bat the cost increased $12,642. Inferior ser- vice, dogpeased 113,073 miles, and cost increased $2,197. © On the Jone last there were in service 406 route compensation of $310,900; 45 local hey at fod 1,335 mail messengers, st 9100, # total of $499,415. This amount, | ning | deemed it my duty to rangportation is decreased 320,474 miles, | NEW YORK HERALD, SUNDAY, DECEMBER 13, 1857. with the increased cost of service commencing lst pe under new contracts ($120,044) added to the cost of service as in operation on the 30th June last $6,622,046), the total amount for the current year $7,241,903. This is independent of the cost of ocean mail service. | There should also be added the estimated cost of im- rovements made since Ist July last (including the = Antonio and San Diego route), $587,525. Ihave caused to be put in operation a steamshi; | route, twice a month, between San Francisco an: | Olympia, and a weekly line on Puget’s % Also, a tri-weekly steamboat line between ape ‘ Jeon and Pine Bluff, Arkansas; and a semi-weekly | line between Napoleon and Vicks! ; besides the daily mail on the Missouri river, ab referred to, viz: from Jefferson City to St. rpms ntl The overland route ‘San Ant , Texas, to San Diego, California, has also been successfully commenced. T have also made a contract for conveying six times a week. between Prairie du Chien St. Paul, in coaches or sleighs, as the case may be, during the suspension of navigation on the Upper Mississippi. REVENUE AND EXPENDITORES. The comprehensive report of the Auditor, hereto ded, will be found to contain a mass of statis- ics, skilful ropared, 908 so judiciously arranged as to mean Ej clearness 2) ieceen he finan- cial aneTanene of the department, in their various branches, during the fiscal year. The expenditures of the fiscal year ending June 30, 1857, including payments to letter carriers and ies foreign postages, amounted to $11,508,057 93, Compensation to postmasters.. * hea cis 86 Ship, steamboat, and way-letters. +» 17,594 76 Ler ti tion, including foreign Omer furukture, for Post offices. 3,978 26 Advertising... 75,106 37 Mail bags. 65,219 21 Blanks. . 117,170 87 Mail locks, ath and stamps. 12,287 50 Mail depredations and special agents 65,228 25 Clerks for offices—Post offices. 834,025 60 Postage stamps. 30,638 80 Stamped envelopes 63,597 74 Payments to letter carriers. . » 154,710 51 Re-payments for ‘‘dead letters” 41 84 Miscellaneous payments...... . 189,107 99 Payments for balances on British mails 297,098 88 Payments for balances on Bremen mails. 5,187 44 $11,508,057 93 If to the expenditures of the year, as stated, there be added the sum of $734 16 lost by compromising debts under the 3d section of the ‘act of March 3, 1851, and if the sum of $1,121 93 gained by small balances carried to “Suspense account” be deducted, ’ ey expenditures for the year will be $11,507, 6 6. The | ey revenue for the year 1857, including re- ceipts from letter carriers and from foreign postages, amounted to $7 1 76, viz: Letter postage. $983,207 24 Stamps sold. . . 5,447,764 51 Newspapers and pamphlets 634,863 51 Registered letters. . - 35,876 87 Fines, . 15 00 Receipts on account of emoluments. . 79,351 00 Receipts on account of letter carriers. 154,710 51 Receipts on account of dead letters... 6,756 57 Extra compensation overcharged. 1,667 30 Miscellaneous receipts. 9,739 25 Total. ......sseccccersesssesccccs $7,353,951 76 But if to the gross sum above stated be added the permanent annual ay eae made by the acts of March 3, 1847, and March 3, 1851,in compensation for services rendered to the government in the trans- portation and delivery of franked matter, the whole revenue of the year will be $8,053,951 76, being $3,453,718 40 less than the expenditures. ESTIMATES OF RECEIPTS AND EXPENDITURES IN 1853. The sum appropria- ted by act of ore gre approved March 3, 1857, for the regular expenditures of the ending June 30, 1858, exclusive of the trans; tion of Cae mails, of pay- ments for forei; and to letter carriers, was. . .$11,173,247 For Panama mails, act of March 3, 1857 135,000 For Charleston and Havana mail, act of March 3, 1857. .. 50,000 For the transportation of the mails between New York and Havre, and New York and Bremen, under the new contracts authorized by the acts of March 3, 1845, and July 2, 18 6, there will be re- quired the sum of.......... For payments to letter carriers, act of March 3, 1851, estima- ted..... +0... Payments estimated Total The means applicable to de- fray the foregoing expendi- ‘tures co! of— Ist. The balance standing to the credit of the department on the Auditor's ks on the Ist July, 1857.......... 2d. The estimated gross reve- nue of 1868, including foreign a and receipts from letter carriers... ........0++ 3d. Balances of appropriations made by Congress remaining in the Treasury subject to requisition « 1,625,000 ———— 10,584,074 230,000 165,000 hewhonbasaviicaase 300,000 $12,053,247 1,163,886 7,795,188 Leaving the sum of . 489,173 to be appropriated from the Treasury to defray the expenditures of the year 1858, as they have been au- thowized by law. In the Texoguing the cases in which : particular services and made special appropriations for them out of the wigereg such as the transpor- tation of the mail by sea between San Francisco, Cal., and Olympia, W.T., between New Orleans and Vera Cruz, Mexico, and for the mail on Puget's Sound, W. T., because the means are supplied by the Treasury upon the Postmaster General's requi- sitions; and if they were embraced as matters of re- ceipt and expenditure, the resulting balance to be provided for would still be the same. MONEY OKDERS. The adoption of some plan for the more conve- nient and safe remittance of small sums of money through the mails by means of orders drawn upon one post Master by another having been frequently urged upon this de nt as a matter worthy of its attention, it is deemed proper here to state that, on the 3ist Jannary last, my predecessor transmitted to the chairman of the Committee on the Post Of- fice and Post Roads in the House of Representa- tives, in compliance with his request, the outline of such a plan as might be put in operation in this country. The submission of it does not a) ir to have been accompanied A bre dary om a tion of the it, nor does it appear that the honora- ble committee acted upon the subject. A system of remitting sums of money not exceeding £5 sotng $25) in amount was a by the British P mt in 1839, and some idea may be the growth and extent of its rations brief statement derived from the ice T formed from the followin, aM ammint orders issued in the United Wiagaom of Great Britain and Treland every A/T yoar, commencing with 1840. No. of orders issued Aggregate amount Year ending— — in sums not racerd- ~— in pounds ster. January 6, 1840..... 158 £313,104 January ©, 1846. 806 803. 5,095,395 December’ 31, 1850 4,430,713 8,404,408 December 31, 1855 6/807 412 11,009,279 December 31, 1856. . 6,178,982 11,895,602 OCEAN STEAMSHIP AND FOREIGN MAIL ARRANGE: MENTS. beaehne oy mit Lo hg er ag - ner poe Com for monthly trips between New an Bremen. aad New ‘York and Havre via Southamp- ton, expiring on the first of June last, it became ne- ceasary to make some arrangements for the conti- nuance of that service, or leave the carrying the Suropean matis almost exclusively to the {nes run- Tetween Boston -— nie oe ry rer York and Liverpool, on which twenty on 4 of the seventy: two anbual voy are perf by American steamers. The “Bremen and Havre fines having, under the sanction gf CO , been in operation ten at, affording direct communication ween the nited States and the Continent of Europe, and it not appearing by its action at the last ion that it was ‘ie intention of that they should be discontinued on the ex ion of the contract, I ¢ provision for their con- tinuance another year. This seemed proper, in view not only of the “im of keeping up, and if PS Ne increasing, the direct com jon with the Continent, in order to avoidjthejexpense of the English transit, but also for the reason that I had official information of the intention of a Bremen company to put on a line of semi-monthly steamers, so as, in connection with an increased American line, to secure @ weekly communication with the United States, In the meantime Congress may take action on the subject. Under the old contract, the annaal for twelve round trips on the Bremen line was two bundred thousand dollars; and on the Havre line, for the same number of trips, one han- dred and fifty thousand dollars. The contract for the service on the Bremen line is wit! Cornelius V1 , and upon the Havre line with the New York and Havre Steamship Company. . statement I have not embraced | Congress lias by law directed | Each contract provides for thirteen round trips an- nually; and the compensation to be is ited. to the United States postages, sea inland, acoru- ing from the mails convened. will be ob- served, is a very consideral a Es mer pay, assuming that the postages for the year will be nearly the same as for the year end- ed 30th June last, when on the Bremen line they amounted to $124,193, and on the Havre line to $90,042. Moreover, it appeared to be a fit occasion to inaugurate a of self: sustaining ocean mail service; and I esteem it fortunate if the present tem) nts lead, as I trust they may, to of this as a permanent system. A contract has been made with the Panama Rail- Pe eeeny for _ beg of the a a uently ax ma} |, between nw aad Pasian, ge Bes oa eer one hundred thousand dollars, It effect on the first day of Ape last, and is to continye until the first of October, 1859, the date of expi of the contract for the connecting Foss from Ney York and New Orleans to Aspinwall. Prior to first of April last, the price of the Isthmus was re} ated Payment of twenty-two cenia «pound; nnd at that ent ent cents @ ; and at Fale the coat of te service for thepest ented Sist March last was $160,321, being i. @ year more than is now paid under the contract, The original contractors on the New Orleans and Vera Cruz line having abandoned the service, I made a temporary contract with Mr. C. K. Garrison for semi-monthly trips on the line at $1,210 93 the voyage, or 29,062 32 a _ This is the same rate of com} tion paid old contractors, who, al- though their contract cdiled for three trips a month, never performed but two. The contract will expire on the 30th June next, date fixed for the expiration of the original contract. om its terms, the contract with the Pacific Mail Steamship gg ng fr semi-monthly service from Astoria, by Francisco, &c., to Panama, expires on ,the’ Ist October, 1858, while, under the decision of the Navy Department, the contract of the connecting lin on this side runs until Ist October, 1859. Therefore, to keep up the connection with the Pacific line, as provided by law, and as originally contemplated, it will be ne- y to extend the contract on the Pacific one rear; and as the Pacific Mail Steamship Company ave performed their service generally in a highly creditable and satisfactory manner, I cheerfully re- Soemene an Lk geiereng i re ea aati a e aggregate amount of 3 , inlan and foreign) on mails transported during the year by, the steamers of the New York and Liverpool (Collins’) line was $210,463 03, which is a heavy de- crease as compared with the amount Hits 94) of the previous fiscal year. It should observed, however, that the additional allowance to this line authorized by the act of 21st July, 1852, having been terminated on the 20th of February, 1857.and_ six yearly trips dispensed with from ‘and after that date, twenty round trips only, instead of twenty- six, as formerly, were performed ied ag’ year. The postages upon mails conveyed by the New York and Bremen line were $137,754 78, and by the New York and Havre line $97,950 05; being a de- crease of $5,491 74 by the Bremen, owing to the fact that much of the time there have been several foreign steamers running and be Ry ror letters on this line, and an increase of $2,125 02 by the Havre line, as compared with the fiscal year ended 30th June, 1856. The amount of letter postages upon mails ex- changed during the year with Great Britain was $874,194 75; Prussia, $326,872 57; Bremen, $52,- 062 99; France (from Ist April to 30th June, 1857) $41,188 19; Hamburg, $1,059 60 ; being a decrease on British mails of $23,453 95 ; on Bremen mails of $3,706 86, and an increase on Prussian closed mails of $27,406 86, com) d with the pean year. Of the amount of postages on mails exchanged with Great Britain, $574,194 75 was collected in the United States, and $300,133 30 in Great Britain ; the excess of United States and British postages thus collected in the United States being $274,061 45. In like manner, an excess of $95,397 95 of the posters upon mails exchanged with Prussia, and of $32,494 15 on mails exchanged with Baémen, was collected in this country. The gross amount of United States postage—sea and inland—on mails transported during the year, was:— By the Collins line (twenty round trips) .$189,456 61 By the Bremen line (twelve round trips). 124,193 81 eae Havre line (twelve round trips). - be oy rad e ocean postage u) mails conve: the Collins line amounted to Visuals 93 By the Bremen line. * 4,231 19 By the Havre line.. . 43,716 37 The cere statisties will exhibit the operation of the United States and British postal treaty during the last four years:— Number of letters and in the open mail Snors the Cried States aad Great Britain from Duly ty 1853, to June 30, 1857, inclusive, vie: — By U.S. stmrs.— Year endir Letters. "— 5 June 30, 1854, . 1,595,858 ‘a1? June 80, 1865.. 2026,727 1,777,130 Tune 30; 1856. (062,825 1/891/859 1,533,189 2,017,209 1,662, 7533, June 30, 186) 220,733 1,178,629 2,143,423 6,625,381 6,860,567 5,520,061 the U. S.— —Rec'df'm G. Brin Year end’g. ve Letters Origin of the abore Sent from ters. Newspapers. Ne June 30, 1864. .2,137,611 1,612,671 2,199,003 105 June 80) 1855. .1/937,672 1/976,288 1/904,656 1,179,312 June 90, 1866..1,907,671 1,954,102 1,911,557 1/241/912 June 80, 1867. 1,917,934 21041466 1/961,142 1,280/586 7,000,688 7,483,527 17,976,448 4,661,915 Amount of Postages collected in each Country. Year Collected by U.S. : Unpaid end e9b. Paid sent. received. Paid vent. _rosvived. 1854, $276,459 09 $363,326 52 $146,504 63 $193,288 16 1855.. 276,000 78 828,046 41 181,886 27 14 1856,. 294,604 28 906.507 12 150,942 18 | 1867. 273,586 72 SOOWOS OS 14,423 68 Collected by G. obey Total collections in United States... 82,498,118 96 In G. Brit...81,262,208 64 Excess of Briish Postages collected by the United Stale over ‘and aleme the total amount of Untied States Postages col- lected by Great Britain. Year— Ending June 90, 1854, Ending June 30, 1855, Ending June 30, 1856. Ending June 30, 1857. Total excess in four years... Number, in ounces, of Letiers conveyed prin fro July 1 1008, to vane 90, 1801, tacharicn from Ju to June 30, t ine. U.S. closed British closed mailsin mails in transit transit through the through Eng'd. United States. U.S. & Prue California, sian closed " Havana. conveyed in through territories of the United States and Great Britain Srom July 1,1 8, to June 90, 1867. . & masis in transit British mails in transit through England. through the U. 8. a U. S.an4 Prussian Canada California, Year closed mails. mails. Hav., de. June 99, 18 790,088 940,064 June 20, 1865 49,953, 996,802 200 June 50, 1856 65,722 909,107 50,722 June 30, 1867. 9014808 976,244 62,075 $3,572,379 $187,047 187,047 $5,759,426 Norn. —The transit charge upon newspapers is two cents each in either country The Atlantic conveyance Mag mails was performed as Se 5 ' BIL’ 8. SU mrt. —By British St'mre— datters, in News. — Ieiters,in News Year end’ ounces |. omnees. June 90, 1h54..120.000%% Jaeres —saneno — baktas June 30, 1855..269,318 299,311 —-B1T,71834 782,740 June #0, 1866..262,511 295/198 880/400 630, June 30, 1867. .159,3081¢ 97/141 Balance in favor of the British office. Balances due the United States on adjustment of accounts with Prussia. Fiscal year ended June 30, 1864. $70,412 13 Fiscal year ended June 30, 1855. 69,694 11 Fiscal year ended June 30, 1861 45,305 70 Fiscal year ended June 30, 1857. 43,501 34 Total balat favor of United States coc ee eee nee se eeeosceees es O228,913 28 adjustment Ac For fiscal year ended June 30, 1 71,164 65 For fiscal year ended June 30, 1866 108,261 37 For fiscal year ended June 30, 1 918 89 Total balance against the United States 4A ceesueevegeseetecseese gs AO19,867 69 Tt willbe ova tat the exooas ‘of Brita postage signe qtocted, in the Tate’ States Py ae. siderable, amounting | to . ‘This, as. in previogase por rts, results ly to this department, inasmuch as its are commissions for collecting. Ite expenses ear,on this account, have been less than $75,000. The increase in the ex- cess of last year arises main), that nearly two-thirds of : have been conveyed by the Cunard line of British mail packets, and, when thus conveyed, nearly four-fifths of the to the British government, say- ing no! of the still greater proportion it receives on mails 80 conveyed for countries beyond jand. Pal the feat Frpeamangns igo it Ape, that ce is every ay States, and that for t] Randog J reached the sum of ever, to wit; $43,501, has been received pack in the balance paid to the United States on final adjust- ment by the office, thus reducing our in- debtedness to $221,417. Under the arran; nt with Prussia, the balance is in favor of this depart-, ment, because the United States provides for the ocean as well as British transit conve; of the Prussian closed mails; but the general nce must continue to be the United (States Wille 00 ges 22 ion of the mails are con- veyed by itish . Whether it is more de- sirable be subject to this outlay for the transmis- sion of our mails abroad than to incur probably a still greater expense in fully providing our own means of ocean enpentation te for the wisdom of Congress to determine. If, Liars hed before suggested, our steamship companies, ai gk | re- a ts from passengers and merchandise, find sufficient encouragement to establish lines of steam- ers and carry the mails for the thereon, it will be a great point gained. this principle, were it practicable, I would be pleased not only to see the number of trips increased upon existing lines, particularly to the continent, but all the lines put in operation which have been or may be projected by our or gh aon citizens, Among these are the roposed lines from Norfolk to Milford Haven; from lew Orleans to Bordeaux; from New York to Ant- werp, Hamburg or Gluckstadt; from Savannah to Para, in South America; from Panama to Valpa- raiso, &c. This whole subject is worthy the serious consideration of Congress, and I venture to ho) that such action may be taken upon it at an early day as that the department may clearly understand its duty in the premises. Whether the present lines are to be continued, and the trips increased, on the expiration of the contracts, or new ones established, at a cost, in each instance, what they ma: earn in postages, and, if so, at what expense, in eacl case, J bi pion submit to Congress to decide. A convention has been concluded between the United States and France, having been signed on the part of the United States ty my immediate redecessor, and on the part France by the ‘rench Minister, on the 2d of March last, and has been in operation since the first of April. The rate of postage for letters of the weight of one- quarter ounce or under is fifteen cents, irrespective of the route, whether gs ep or direct, by which they are conveyed. France accounts to Great Britain for the British sea and transit postage, as ex- lained in the articles of agreement hereto annexed. ‘his is the first postal convention between the two countries. A postal convention has also been concluded with the Hanseatic republic of Hamburg, similar in all ‘ts to that existing between the United States and Bremen, the rates of postage under both bein, the same. It was finally executed in June last, an went into effect on the Ist of July. The articles are annexed. Negotiations are pending fora radical change of our postal arrangements with Great Britain, but as the proposition of the British office,in its present shape, cannot be acceded to, and as it involves also a preliminary agreement requiring the sanction of the treaty making powers, definite action upon it been ni ly postponed for the present CITY POSTS. With the view to facilitate the be and delivery of letters in New York, Boston and Philadelphia, the postmasters in those cities have been instructed to make improvements in their letter carrier system to the full extent authorized by law. In New York I found that nearly ever ing had been done that could be accomplished ler existing laws, except the transmission of letters direct to their ad- dress, withont going into the main office, which is now done. Six stations or sub-offices had been es- tablished, at which, as well as at the principal office, the letters were sorted and passed into the hands of the carriers; and a large number of boxes for the collection of letters had been placed at convenient distances throughout the city. On all letters Saongh the mail the carriers receive two cents each.for aps and on drop letters one cent. I had hoped to be able to reduce the delivery fee to the uniform so) of one cent; but this was found impracticable New York and Philadelphia, inasmuch as the law ene that the entire cost of delivery shall be defrayed out of the carriers’ Boston, where the districts are all comparatively densely populated, one cent a letter is made to pay. The ige on letters, including the carrier's fee, is now two cents; and upon the improved plan now adopted for their delivery direct from the main office or the nearest station, as the case may be, it is be- lieved that the public convenience will be fully subserved. In each of these cities there are to be from four to six deliveries a day, and the letters for mailing, &c., are to be collected and disposed of as Coen as occasion may require. I do not feel at liberty to advise the delivery of letters by carriers; but I would recommend a modification of the present law, soas to give the Postmaster General authority to have the delivery made at one cent a peop * r the — we bag sufficient expenses or Di the im; is found to work satisfactorily in the three ata stove mentioned, it is my purpose to extend it to all the other principal cities in the United States. EXPRESS AGENTS. One of the prominent subjects which has de- manded my attention is that of providing more effectually for the regularity and safety of mails conveyed on railroads. Owing to the large number of separate bags on the great through lines, the fre- quent changes of cars, and the brief time allowed, in most cases, for that purpose, great care is necessary to guard against mistakes and losses, This is more ged important to the letter mail ponches, which are exchanged between the principal cities and towns having railroad connections in all sections of the country, however remote. In order that they may receive due attention at all points, agents of this department are neg roy eg and also a regular ays- tem of accountability for the performance of their duties. The beginning of such a system was made by my immediate predecessor, and my aim has been to extend and improve it as much as ‘ible. Its main features are, briefly, as fol- jows:—In the post offices at the ends of each sepa- rate route, a8 apportioned to mail agents (say Washington and ge ag hye at the prominent intermediate points, Ii are kept, showing the pouches forwarded; which lists are receipted by the route or mail agent, who thus becomes directly re- sponsible for a certain number of pouches for certain Faye points. Upon delivering the same into ‘ost offices, to mail messengers, or to an agent ona connecting route, he takes receipts to show the ful- filment of his duties. In addition, it is required, on some routes, that full and careful accounts be kept, in book form, of all pouches, so as to show where . becomes practical missing pouches, and there is also kept alive a sense of agents, impelling them to greater watchfu! in performing duties which, from their and monotonous might become, ina measure, mechanical, and not occupy so much of the mind i” their gg demands. Moreo- ver, al any way chargeable to ts can traced to f° tree source, 80 it icion in no case: hes to innocent ies. For seek Pena ayart nan pA merry mfpon Vice prosrelty, wate is presumed to be felt by all agents of the it, the system in question has commended favorably to all who have been jo- pa 2 put ft ie carded ee seientag et pted; rey as t] inning of a work which must be savant ond im- proved, under the e nee, until it shall fully accomplish that for which it is designed. tines between New York nnd Montgomery, Alabam ines between New an , Alal and Nashville, Tennessee, which have p Aes the vantages of the system as now existing, and given — encouragement that it will be fn useful in the future. On some ot the pal western lines—as from Baffalo, New York, to Chicago, Illinois, and St. Louis— accounts of mail pouches are kept, but not quite #0 satisfactorily as on the other lines referred to, owing chiefly to the fact that the larger proportion of what are called through mails go by “express ” in a of masters, and its of «this department. The travel on other trains, for the pu of delivering mails to numerous way where “express trains” do not regularly stop, and it has been considered an unn ex. pense to appoint agents simply to deliver Bag, when the railroad companies are paid as well that service as for conveying them, there being ex- stipulations to that effect in all contracts. views are undonbtedly correct in theory, but ence has shown that railroad companies can- een persons to give the mails due attention in all cases, and there is, therefore, no alternative but to multiply largely the number of agenta of the department on all it routes where important mails now go without Shem. In_ addition ites alluded to, there are they cannot be induced to account for pouches, as desired it. t such & by the department Believing state of things should be remedied, [have placed ove on the exnages lines hve Baltimore and ‘innati, and I and Cincinnati, and uired each one to run the whole distance een those cities. Starting, say at Baltimore, an agent will give a receipt for the several pouches, ac- cording to their destination, and the same will also be entered on a “‘waybill.” For mails received and delivered on the route, receipts are to be exchanged and entries made on the “bill,” and the agent will go through in the shortest penta time to Cincin- nati, and deliver his mails and way bill for examina- tion at the Post office. If detained from any cause, he is to go forward by the first o) unity, and in no to allow passengers to outstrip him; and he must to of all , With their causes, for publication, immediately on reaching his final destination, so that the public shall be fully informed on subject, and know where reats, In this way one individual is held res ible, without chance of evasion, for the whole distance; plea rater. She csi siieee - eet ee mails wou! ol pe ive or #ix peat ig it always “gat sometimes impracticable to know with certainty, in case of ities, who is really blameable. Similar agencies will be established between New | York and nati, and Cincinnati and St. Louis, and on other great routes, and all ible precau- Nea seapies. to insure the regularity and safety of e mails. It is frequently cl that the mails have not uniformly equal e: ition with travellers on rail- roads; and, in so far as this may be the fact, it is i i considered attributable to the want of attention to | the mails on the express lines which are without agents of thisdepartment. The evil, therefore, can only be remedied by employ ines additional agents to accompany mails Jong tances without changing, and pees delays that can possibly be avoided, an Soe aig ag see that passengers enjoy no advantages over the mails, but that both are equally expedited under all circumstances. it may be proper to add in this connection that the’preparation of all necessary forms and instruc- tions for maintaining accountability on routes where this work is already commenced, and for extendin, it generally as proposed, will involve an amount o! additional labor which cannot be performed with the present clerical force, NEW ORLEANS AND NEW YORK ROUTE. Fora number of years the attention of Congress and the commercial public has been directed to the necessity of Spon sing measures to insure greater speed and regularity in th® transmission of the mails between New York and New Orleans, the recognized centres, as these cities are, of two great comme: circles, conducting by far the ri 0 portion of the importing and exporting trade of whole country. The interest feit in the subject has been manifested, from time to time, in the presentation to Congress of memorials from citizens, chambers of commerce, and State Legislatures, pra: that means might be employed to effect increased expedition and certainty in the transmission of these mails; and in the subse- quent pemenee of resolutions, by both Houses, calling on the Postmaster General to report the causes of the failures and delays referred to by the memorialists, and to state whether any and what legislation was necessary to accomplish the object of their prayers. The great northern and southern mails are trans- pee by railroad from New York, via Philadelphia, Vashington, Richmond, Petersburg, Weldon, Wil- mington, Kingsville, Augusta, Millin, Macon, and Columbus, to Montgomery, thence by coach to Stock- ton, and thence by steamboat to Mobile and New Orleans. The service is twice daily between New York and Montgomery, and daily between Mont- ery and New Orleans. The time prescribed in the contract schedules fos the performance of the through trip is six days; but the instances in which this is actually attained constitute rather the exceptions than the rule. Of 627 mails sent from New York to New Orleans within the year ending 3lst March, 1856, only 163 hay carried ——— ns = days, yeh ieee in the lasmory erin jon of remai ral trom seven to twelve day Of 369 mails sent in the same year from New Orleans to New York, only 153 were carried through in six days, the remaining 216 ranging from seven to fourteen days. Of 651 mails sent from New York to New Orleans within the year ending 3lst March, 1857, only 159 were carried through in six days, the remaining 492 from seven to twenty days. Of 363 mails sent in the same year from New Orleans to New York, 161 were carried through in six days, the remaining 202 occu- pying from seven to sixteen days. No was re- ceived at New Orleans from New York on sixty-five several days within the year ending 31st March, 1856; and on ninety-six several days within the same year no mail was received at New York from New Drieans. Thirty-five similar failures occurred at New Orleans during the yearending 31st March, 1857, and ninety-seven at New York. The failures at in- termediate points, fe south, di the rear ending 3ist March, 1866, amount to 31 5 jing north, to 262. During the year ending 31st March, 1857, the failures going south were 284; going north, 324. The average time occupied in the performance of the through trip from New York to New Orleans, during the year ending 31st March, 1856, was seven days four hours; from New Orleans to New York, seven days one hour. For the year ending 31st March, 1857, the average time from New York to New Orleans was seven days three hours; from New Orleans to New York, six days twenty hours. The shortest time either way, in either year, was six days; the longest ing south, in the year ending 3lst March, 856, was twelve days; going north, fourteen — Mog el _ 3ist ew a ar ngest ti going south was twenty days; goi north, sixteen days. . = The inconvenience occasioned by these age and failures is aggravated by the fact that by far the larger portion of them occur within the winter months—from October to March, inclusive—com- prising the period during which the great mass of the commercial operations of the year trans pire. Thus, of the 163 mails carried through in six ays from New York to New Orleans in the year ending 31st of March, 1856, only forty six were trans- mitted within the winter months. Of 153 carried through in six days, in the same year, from Now Or- Jeans to New York, only forty-three were transmitted within the winter months. Of 159 carried through in six days from New York to New Orleans in ear ending 3ist of March, 1857, only fifty-six were ransmit during the winter season. And of 161 carried through in six days, in the same year, from New Orleans to New York, only age oT were transmitted during the winter months. Of sixty-five failures, in the r ending 31st of March, 1856, to receive any mail at New Orleans from New York, forty-sia occurred doring the winter. Of ninety-six failures, in the same , to receive any mail at New York from New Orleans, fifty-four oc- curred in the winter. Of thirty-five similar fail- nres at New Orleans in the year ending the Bist of March, 1857, thirty occurred in the winter; and of ninety-seven at New York, sixty- one occurred in the winter. Nearly four-fifths of all the faitures at intermediate points, in each year, transpired during the winter months. The average time of the through trips from New York to New Orleans for the six summer months ending with tember, 1855, was six days, teen hours; for t ye Suny’ ier nemk soon ‘da 3; for , seven days, The average time from New Orleans to the same was, for the summer, six days, eleven hours; for winter, seven " fourteen hours; for boty, seven days, one hour. average time from New ‘York to New Orleans for the six summer months ending with ber, 1856, was six days, seventeen hours; for the six succeeding winter months, seven days, thirteen hours; for both, seven days, three hours. The average time, the same year, from New Orleans to New York, was, for the summer, six days, nine hours; for the winter, seven , cight hours; for both, six days, twenty hours. co ‘uniformly C4 These failures and delays are such as these:—‘Cars off the track,” “Collision of trains,” “Machinery deranged,” ‘High winds,” “Snow storms and ice,” “Snow drifts,” “Road injured by heavy rains,” “Bridge broken,” ke. are such, too, as necessarily attach to the description of service The line between ‘ork and New Orleans is composed of sixteen t links, or routes, the service on each being performed under a separate and distinct contract, ving annexed to it, as a material part, a schedule of departures and arrivals, by which the contractors are to be ively governed. To secure the diest practicable transmission of the mails over the whole line, the connections between these links must necessarily be close, and each separate road must be put up to its greatest average running pow- er. Under there circumstances, a very ae acci- dent upon any one of the roads occasions a failure on its to form a connection with the succeedin, link and the consequence is loss, in the thi trip, of twelve or twenty-four hours, accordingly as the service on that part of the line is double or sin- winter when the at one point on the line, and at others for seven, eight and nine days to- ther. oe Amon the routes established by law during the firet of the Thirty-fourth © were two described in the following viz: —"From Ce- dar Key, Florida, to New Orleans, Louisiana, in steamers.” _ “From Fernandina, Florida, to New York, New York, in steamers.” In advertising these routes, the department, be- lieving that they were in connection with railroad in Course of Fernandina to mails, invited bids for tri-weekly and also for daily ser- vice, and requested bidders to state the least time in which they would guaranty to perform the trip. The railroad part of the line was not embraced in the ad- yertisement, the act of 1845, section 19, authorizing the Postmaster General to contract for the trans- portation of the mails on railroads with or without advertising. In response to the invitations of the department, the Florida Railroad Company presented the follow- ip, "cope govee Tae 4 carry the mails tritweekly in steamers be- tween Cedar Key and New Orleans, the trip to be performed in thirty-eight hours eacn way, at $110,- r annum. 2d. To carry the mails tri-weekly in steamers be- tween Fernandina and New York, the trip to be per- formed in seventy-five hours each way, at $165,008 per annum. 3d. To the mails tri-weekly or daily im steamers from New York to Fernandina, thence by railroad across the peninsula of Florida to Cedar Key, and thence in steamers to New Orleans, and back, the trip each way to be performed within five days, at $300,000 per annum for tri-weekly, or $500,- per annum for daily service—to commence om the completion of the railroad between Fernandina sae Cedar Fog, a8 the org to be renewed far four years expi of the current term, (i.e., June 30, 1859.) In a subsequent correspondence between the de- t the bidders, they gave assurances of Their ability to perform the through trip o: within four bay he stated that in fixing five as the limit they had allowed ample margin for at such detentions as were likely to result from pre 3 dents, head winds or storms. They also submitted the following modification of their proposals, viz:— The company will perform a di service the year for the sum of $456,250. ae 2 To insure a five days mail, they will guaranty tho time; or, in other words, no pay will be demanded for any not Jperformed within five days between the tei poiits of the route. viz:—New York and New Orleans. The company will also stipulate that at any time during the contract, when requires by the department, upom three months’ notification, they will convey a mail from Cedar Key to Aspinwall, Greytown or Huasacualco, (as preferred by the department), and back, twice monthly, and from Cedar Key to Key West and Havana and back twice monthly, the compensation for both services to be $100,000 per annum. The time between Cedar Key and Aspinwall guarantiod not to exceed one hundred and twenty hours, and between Cedar Key and Havana not to excood thirty- ve hours, If Greytown or Huasscualco be selected, the time to be weep ienely reduced. service to Havana and the Pacific crossing to start from Tampa, instead of Cedar Key, when the road to that point is completed. The Ce tapers of the great Northern and Southern mails by the proposed new route would ob- viously be free from many of the causes of interry tion and delay to which the land route is sub; ‘The whole line would be under contract to a Sane pariy, with a schedule fixing the period within which the entire trip should be performed; whereas, by the present arrangement, sixteen different parties are oi pe he in the service, with separate schedules, each of which must be ancl! siping with to insure the performance of the through trip in con- tract time. The running time proposed, also, is one day less than the least in which it has preved prac- ticable to transport the mails by land, and more than twodays less than the actual average. The liability of mails to depredation and to irection by frequent overhauling and distribution would be obviated, in the proposed arrangement, by enclosing | the matter in crates or boxes in New York or New Orleans and transporting it unopened to its destina- tion; and thus, also, the abrasion of packages, with the consequent liability to loss of izations, would be prevented—a consideration of no value, in view of the [oye bad condition of the document mail on its arrival in the southwesterm States, and the too frequent failure of such matter to reach its proper destination. The establishment of the proposed service, while it would not interfere with of the local mails on the inland route, would relieve the depart- ment from liability to embarrassments under which it hasat times been ype in consequence of being dependent on a le line for the transmission of the through mails; and it would be productive, both to the department and the public, of other advantages ae lly arising from the competition it would create. The inducement it would offer to the mercantile community to insure the due transmission of their communications by so ye letters, to be forward- ed by both routes, would be a source of increased revenue to the department; and the greater speed and certainty it pa would have the effect of rieres, the mail service, tosome extent, from the competition of the telegraph. By conveying the mails for California upon the peorcesd route as far as Cedar Key, and forwardi hem thence by a separate steamer to inwall Greytown or Huasacualco, and by substituti the branch proposed from Cedar Key to Key West and Havana for the it Charleston and Havana line, and for that part of the New Orleans and Key West line between Cedar Key and Key West—sa: if the route—an annual saving of $255,000 be ef- fected. In such event this saving would be deducted from the cost of the proposed daily service, to show the net additional expense to the nt, which | would thus be reduced to $181,250 Upon the question of accepting t] this service, considering the uncertainty of the pe- riod at which the railroad portion of the pi line will be completed, I have been unable, thus far, to announce to the bidders any definitive determina- tion. But the subject is referred to here because it is deemed to be one of vast public interest, in view of the promise which the contemplated new arrange- ment affords of so materially facilitating the comnra- nication between the two sections and two great commercial capitals of the country. OVERLAND MAIL SERVICE TO CALIFORNIA. In order to oy into effect the act of Congreas approved the third of March, 1857, relative to the overland mail to California, the department issued the following notice, and caused the same to be regu- larly advertised according to law:— Post Orrick Dxrartwnt, April 20, 1857. An act of Congress, approved 3d March, 1857; making Appropriations for the service of the Post Office’ Dey ment for the discal year ending 30th Jane, 1853, vides Sec. 10. That the Postinaster General be and he is here- by authorized to contract for the conveyance of the entire letter mail from such point on the Mississippi river as the contractors may select to San Francisco, in the State of California, for six years, at a cost not exceeding three hum- dred thousand dollars per annum for semi-monthly, four hundred and thousand dollar¢Tor weekly, or six hun- dred thousand fifty dred th dollars for sami weekly service, to be per- formed semi-monthly, weekly , or semi-week; tion of the Postmaster ‘General: iinet See. That the contract shall require the service te be formed with food four-horse coaches or spring wae gons, suitable for the conveyance of passenge 0 the eafety and necurity of the mails. en Bae Bee. 12. it the contractor shall have the ey of emption to three hundred and twenty acres of any land not then disposed of or reserved, at each {point necessai for @ station, not to be nearer than ten miles from other; and provided that no mineral land shall be thas Sec. 15. That the said service shall be performed with- in twenty-five days for each trip, and that, before entor- ing into such contract, the Postmaster-General shall be satisfied of the ability and disposition of the parties bona fide and in good wo form the said contr and ‘shall require good and 8 security for the perform. ance of the same—the service to commence within twelve months after the signing the contract. Proposals will ingly be received at the Contract =. oa the ae department = OP. M. of the ist june, 1857, for conve; under visions of the above act. iia ee Besides the starting point on the Mississippi river, bid- dere will name intermediate Proposed to be em- braced in the route, and otherwise designate its course ag nearly as practicable. Deepens are invited for semi-monthly, weekly and semi-weekly trips each way. ““s js offered will be made The decision upon the after the Postmaster shall be satisfied of the Ability and disposition of the parties in good faith to por- riaqunrantee sto be executed, with good executed, with and sufficient sureties, that the contract shall be executed with like good security, whenever the contractor or shall be required to do so by the Postmaster General, and the service must commence within twelve months after the date of such contract. In pursuance of the said advertisement, the Poat- master General and his three assistants assembled im the Contract office, and opened the respective bids, making the following abstract of them, and a said abstract to be copied into a separate book, also in the route book for California. {The contract was published in the HsnauD Having furnished the abore detail of facta, the laving furni al tail facta, dey ‘nt does not consider it improper to submit a few observations in relation to the reasons which induced a preference for the route selected. The law of Con, not being mandatory, the de- partment did not at liberty, in the exerciae of @ sound discretion, to select any route over which it was Neepawa) my tone impossible to obtain the service within the time and by the mode of poe ance specified in the act. The trip was to be mi within twenty-five days, in four-horse coaches, auit- able for the conveyance of as well as the safety and security of the mails. Applying thew requirements to extreme nort! rou TO panel from St. Louis by Fort Independence, Fort Laramie, Salt Lake, &c., the department had re corded experience of many against prac- ticability of procuring like a rey and certain service on that route. United States hid sive facts agait if tion. vember, December and January, tive until March, 1861. aan Rei