The daily union. [volume] (Washington [D.C.]) 1845-1857, 1846-06-09

n q
line from New York to Liverpool Mr.. DIR here
referred to the Postmaster Generals report, and
read Mr. collins's propositions as well as q recon.
meDdation from that officer 10 Congress In favor oil
II. MIR. Collins proposed to run his vessels, which
were 10 De Of 1000 tons tons burden, with epgnes
OF 1000 horse power TO Liverpool twice month
for eight months, and once month for the other
four, for s3S5,000 Mr.. Collins was one Of the
most active and intelligent merchants IN New York
he was man Of large capital; he possessed, in an
eminent degree, the confidence Of the commercial
community; and whatever he undertook would be
executed. Mr., d. said he would now look al
me respective advantages Of these two routes
Tor the purpose Of seelEs what probability there
was thaN me government would be remunerated
Tor the money 10 be paid in tho performance of this
mail service. Bremen-Haven was at the mouth uf
The Wesa which furnished an access into the heart
OF northern Germany. IL was the chief outlet for
the maritime commercial communications of the
ZOllyerein States. The vessels on this line would
touch at Cowes, carrying letters as we'll as passen-
gers to England. They would 20 alternately to
Havre, carrying letters and passengers to the CONT
nent. So faras passengers were concerned the gov
eminent lad no interest in the matter. The only
question vas, whether the government would be re-
Enumerated by hostages on the letters sent by this
route for he amount 1t would pay for mail seryicei
he should pass by the political considerations Of an
important character IN promoting more init
mate intercourse between US and countries between
which and ourselves II desirable that the best
understanding should exist Liverpool, on the
other hand, was the European terminus Of the great
channel OF commercial intercourse between the east
ern and western hemispheres. Mails would most
adysntageousy follow these channels. At least
four-hfths OF the letters passing between the two
hemispheiea we're supposed to be commercial and
between any two countries they would bear Just
proportion to the extent Of their intercourse. He
would nov see what this was In 1874 and lS45,
that is, tn, year terminating the 90th ofJune l8i5
the value Of our imports was as follows:
From England, !,..I...,......s t4,657 ESQ
From France, on the Atlantic. 20, ISL ,537
From te Hanss towns, Of which
Bremen was one. .......'.....'. 2,9lZ-oJI
The two latter combined gave. % ,093, 1877
Little more than half the value Of our imports
from England. 10 the same year the value Of our
exports was as foows
To England, SAC 2S6, l75; to France on the At
lantic sl4, 1929 SIS; and to the Hanse towns, 81
945, 100 The two latter combined, gave So, 267, :
sos; less than half the value Of exports to Eng
land. There was one item in which our export TO
the Hanse towns exceeded that to England; and we
carried to the former 46 AGO hogsheads Of tobacco,
and only 26,lll hogsheads to England. Looking,
them to the commercial intercourse of the countries
terminating or lying upon the two routes he should
nerated FOR its expenditure for mail service on the
Liverpool hne. IL would unqueSuonably be safe,
looking to pecunlary returns alone. But the ar
rangement had been made for the Bremen
line. Expectation had been strongly excited
in the Zolverein States, between which and
ourselves attempts had been more than once unsuc.
eessfuly made to put our commercial relations on a
footing Of greater intimacy; and il the proposition
should not now be sanctioned, it would undoubtedly
Of r..
not say the government was absolutely pledged, as
the proposal had been accepted on the condition
that an appropriation should be made by Congress
and the Appropriation was necessary to perfect il.
But he believed both lines might stand as proposed
by the chairman Of the Committee on the Post
Office and Post Roads, Mr.. NlLEs. They do
not necessarily interfere. Our intercourse with
Great Britain would alone sustain one, and he
leh It to senators 70 Judge whether from the sta
Iiscal details he had gwen, the government would
not be likely 10 be remunerated by the other Mr..
d. here referred to the Postmaster Generals report
10 show Nat 100000 letters were annually carried
by the Cunard line TO Boston About 1000 900
passed through New York alone to and from Eu-
rope, and over 5000 900 passed annually between
The United States and Europe. Commercial letters
we're supposed to average double postage, contain.
ing as many bills Of exchange, invoices, &c There
were considerations connected with the public de-
fence which he would not overlook. The govern
ment had reserved, by the act Of the 81 March, the
right to take the vessels ont these lines at apprase-
nent, II II should want them for war purposes
Great Britain covered the ocean with war steamers
and supported at her own expense.
She had arrangements with companies for carry.
ng her mails, putting ahoat others which she
,oud command in case Of war France had
,lso large number Of steamers She had some,
ne Knew, in the Mediterranean-war steamers
IF tho first class constructed and supported
~ the government, but carrying the mails
md even carrying passengers TO repay her
he expense Of keeping them ahoat. We proposed,
~ paying for mail service to be performed to offer
IN inducement to individuals to build steamers at
heir own expense, which might become war
steamers. They might be regarded as a substitute
or public armed vessels. We might thus have a
prepared for US, in case Of emergency.
We should save the outlay for construction, save
he annual interest on the outlay; save the annual
Expense Of maintaining them; and save the gradual
ecay and loss Of the principal. The cost Of these
essels built by individuals would be about two.
birds the cost Of those built, by the government,
hough equally good (such was the difference be-
ween public and private economy;) and if we
hould take them we should save this difference
n the cost. Under the appropriation now TO be
made there would be no immediate expenditure.
The appropriation was asked to sanction the
arrangement. Time would be required to build
hese vessels. And the government would pay
othing until the mail service had been actually
Finally, lift should prove an Improbable
arrangement, it might be abandoned. If Congress
vas to act at all, 1t must act now. Arrangements
we're on foot to duplicate the Cunard line, by send
ng semi.monthly steamer to New York. If we
established line to Liverpool, these arrangements
you'd be abandoned. This was we'll under stood.
Ne now pay, as senator's have stated, million and
half Of dollars to British steamers for the transport
alton OF passengers and letters, and for freight.
We're we willing to pay another equal sum for
ne purpose of sustaining British steamers,
raining their officers, and making them familiar
nth our coast and ports' He had no desire to say
word in encouragement of the familiar intercourse
,hich existed between the two countries. He de-
lred to see 1t continued But when we might, wit
ut loss, enlist our own private capital in a great
MEASURE Of public Defence it seemed to him unwise
let the opportunity pass IL was literally our only
pportunity. For if the Cunard line should once be
Dubbed, we could only do at a serious sacrifice what
We could now do without loss. 1t had been said
y the senator from Ohio Mr.. ALIEN that
his was a proposition to enter into q part
ership with privileged companies, or particu-
Ar individuals, for the construction Of steamers
The senator appeared to him to misapprehend
he matter. We proposed to have no concern in
he cansirpetion of these vessels. They we're to be
uilt with private capital. We had nothing to do