SEA RATES OF INSURANCE. 101 The Georgetown line, with its faithful officers and attendants, consists of the steamer Nina, Capt. Davis, and the Charleston, Capt. Grantham. This line is semi-weekly, and its agents are J. & S. P. Ravenel. The Edisto, with her old favorite, Capt. Sassard, for Edisto and St. Helena, leaves this port weekly. The Osiris, Capt. Mansfield, a true type of a gentleman and sailor, Island packet, plies regularly. The Gen. Clinch, Capt. Chapman, a jolly good tar, is always open to orders. Our list, however, has already become so extended, that we feel compelled to pass over a notice of steamers of a smaller class to those mentioned above. A considerable coastwise trade, now existing and increasing between this port and Boston, has already induced the belief that the establishment of a steam line between the two ports will, at some early time, become necessary. We go still further, and hope, indeed, that at no very distant day, we may be able even to boast of the successful establishment of a European line. 3.-SEA RATES OF INSURANCE. THE New Orleans Prices Current, takes the following notice of that portion of Mr. Carey's letters to President Buchanan, which relates to the subject of sea risks and enhanced rates of insurance. Mr. Carey alludes to the increased hazards of insurance, and to the diminished security in our commercial marine. He makes the following statement of the rates of insurance now, as compared with 1846-7, viz: Rates of Insurance upon American Ships. We think Mr. Carey has somewhat overstated the rates of the present year, if compared with the same classes of risks as those of 1846. But be this as it may, the subject is one deserving of scrutiny, and our underwriters, having a due knowledge of the increased hazards, will apply their remedy in the shape of increased premiums, while our ship-owners should scrutinize the grounds of such marked differences. One of the leading members of the Geographical and Statistical Society of New York has had this subject for some months under investigation, and we presume the result of his inquiries will soon be made known. According to some of our Wall street underwriters, the actual increase in similar classes of cargo risks at this time, compared with 1846-7, is from 20 to 33 per cent. Cotton is taken now at & to Liverpool, against 1 a 1 ten years ago; but other bulky articles are charged 14 a 2 per cent, while hull risks have increased to 8 or 10 per cent. If we look into the causes of these changes, in view of more extended science and general information, it will appear that the insurance offices consider the hazards of loss by collision as fully double what they were in 1846--7. There are many cases of collision known and recorded, and there, no doubt, have been many that never will be known. In cases of collision it frequently happens that one vessel survives the accident, while in others both are carried down, and none left to tell the story. 2. A second and a very prolific source of loss is the increased burden of our ships compared with 1846-7, unaccompanied by commensurate strength. Our ships of 1,800 and 2,000 tons of the present day are not relatively as strong as the large ships of 1840-48, measuring 800 and 1,200 tons. Hence the lamentable and extensive losses by cargoes of grain shipped in bulk, and by railroad iron shipped from ports where nothing else formed a part of the cargo. 3. Our ships are not as well manned as in 1846-8. Our ordinary seamen at this day are neither so experienced nor so reliable. Many are shipped as seamen who are nothing but landsmen, and incapable of duty. They are frequently shipped in a state of intoxication, and unfit for service. 4. There is not due caution observed by ships in approaching the coast. The lead is not used as freely as a due regard for the safety of vessel and cargo should ensure. Another cause, but temporary only, is that property in ships has of late become less profitable, and the insurance value often exceeds the market value. Under such circumstances it is not surprising that vessels are occasionally lost because a profit could be made on the policy. These are all points that eminently claim the consideration of our Chamber of Commerce, so that the true remedy may be applied at as early a day as practicable. Our underwriters, merchants, shippers, and ship captains and owners, have a community of interest in this subject. DEPARTMENT OF INTERNAL IMPROVEMENTS. 1.-CANALS IN THE UNITED STATES. WE extract the following table from a late number of the American Railroad Journal. It is the only similar table in existence: COMPILED BY RICHARD SWANSON FISHER, ESQ. Champlain, Glenn Falls Feeder.... Watertown, Whitehall.. 78.00 Black River Feeder Improvement..Utica to Navigable Black.. 95.00 Main Line, Eastern Division.......Columbia, Hollidaysburg. Do. Western Division.. Susquehanna Division.... Lower North Branch.. Upper.....do.... Delaware Division.. Schuylkill Navigation. Lehigh.......do. Union. Branch.... Susquehanna and Tide Water, French Creek Feeder. 1,309.86 .Trenton, New Brunswick... 43.00 ..Jersey city, Easton... 101.70 ..Salem, Delaware River. 4.00 148.70 ...173.00 ...Johnston, Pittsburg.. ..103.00 Pennsylvania and Ohio Cross Cut, Bald Eagle and Spring Creek Navi- .Beaver, Erie City.... 13.00 .136.00 . Meadville, Evansburg. 21.00 ...Bellefonte, Lockhaven 25.00 .Lancaster, Safe Harbor.. 18.00 .MeKeesport, West Newton.. 18.00 1,349.00 Chesapeake and Delaware, 4 miles in Maryland....... Conestoga Navigation.. Youghiogeny Navigation... DELAWARE. MARYLAND. ...Delaware City, Chesapeake City.... 13.50 Chesapeake and Ohio, 3 miles in the District of Columbia..... ...Georgetown, D. C., Cumberland....191.00 Chesapeake and Delaware. .See Delaware. Susquehanna and Tide Water.. ....See Pennsylvania. THE WAGON ROAD TO THE PACIFIC. Canals. Termini. INDIANA. Wabash and Erie, 90 m. in Ohio...Evansville, Toledo, Ohio.. 5,131.53 2. THE WAGON ROAD TO THE PACIFIC. LIEUTENANT BEALE'S REPORT TO THE SECRETARY OF WAR. WASHINGTON, April 26, 1858. SIR: I have the honor to transmit herewith my daily journal of the survey made last summer and winter of a wagon road from Fort Defiance to the Colorado river, or State line of California, near the 35th parallel. With this journal I send also an itinerary from Albuquerque, in New Mexico, to California. This itinerary gives distances as they exist, no air lines or imaginary curves, but every turn of our wheels recorded by the odometer attached. It is proper that I should call your attention to this fact, that to go by Fort Defiance and thenee to Zuni, our starting point, is an unnecessary loss of time, and a very great increase of distance to no purpose. Complying with my instructions, I proceeded to Fort Defiance, and thence to Zuni, but my train I sent by the direct road from the Gallo river to Zuni, saving not less than sixty miles. Accompanying my journal is a table showing the thermometer at its highest elevation and lowest depression during the day, and always exposed to the sun on our outward journey in the months of September and October, and another kept on my return in January and February, for the same purpose. A comparison of those two establish the interesting fact that one may travel the road in winter or summer without suffering the extremes of heat or cold. The journal which I send you is a faithful history of each day's work, written at the camp-fire at the close of every day. I have not altered or changed it in any respect whatever, as I desired to speak of the country as it impressed me on the spot, so as to be as faithful in my description as possible. will therefore find it very rough, but I hope those who may follow in my footsteps over the road may find it correct in every particular. I have written it for the use of emigrants more than for show, and if it answers the purpose of assisting them I shall be well satisfied. I have described things as I found them in the seasons in which I passed. More or less water in the summer, more or less snow in the winter, may be found by those who follow me; I am not responsible for the seasons, but I am for all my statements in relation to the country over which we passed. As far as the San Francisco mountain, the road needs scarcely any other improvement than a few bridges. In one place alone, a bridge at the Cañon Diabolo would save twenty You |