other maritime nations, and has resulted, for obvious reasons, to the advantage of ship-owners, merchants, and all others concerned.

The destruction of property and loss of life on ship-board have seemed to us to render necessary more stringent legislation upon these subjects. It is therefore proposed that boards denominated "Marine Boards" shall be established in the principal ports of the United States, sea-coast, lake, and inland, for examination into the qualification of officers, the seaworthiness and equipment of vessels, and the sufficiency of crews. And for the purpose of promoting the efficiency of our merchant marine, and for training up a class of seamen better qualified for ordinary duty, and in cases of emergency fitted for any service which may be required, vessels bound on a class of voyage are required to have in their crews a certain proportion of boys.

Somewhat extensive additions have been proposed in the law in relation to merchant seamen, taken, very many of them, from British laws, having, therefore, the sanction of commercial experience. The rule that makes wages dependent upon the earning of freight is abolished; stringent measures are adopted with the design to secure accountability for leaving seamen abroad, and the saving of expense to the United States in their relief. A course of proceedings is prescribed in relation to the wages of deceased seamen, and many other changes are made with a view to defining and maintaining the respective rights and duties of the seaman, the master, and the owner, according to humane and just principles. The title relating to the coasting trade contemplates the discontinuance of the several "great coasting districts." No particular advantage to the government or the people appears to be involved in that arrangement. So long as the coasting trade is confined to vessels of the United States, we cannot perceive any sound reason why a vessel of the United States may not proceed from a port in one State to a port in another State, however widely such States may be separated, on the same terms and conditions as now required in proceeding from one great district to another.

On many lines of communication it has been found, in practice, impossible to comply with the provisions of law now existing in reference to manifests, clearances, and entries. Steamers from Boston to Portland, Fall River or New London to New York, and other routes, cannot, from the nature of the business, clear or enter, or even be provided with manifests. To obviate the difficulty it is proposed that vessels in such trade shall be required to have cargo books open at all times to inspection by the officers of the customs, and that transcripts of such books shall be furnished to the proper officers at such times as the Secretary of the Treasury may direct. Some other changes are proposed in the laws relating to the coasting trade which do not seem to require any special explanation.

It is proposed to modify the first section of an act approved March 3, 1863, so that consular certificates shall be produced only in case of merchandise paying duties ad valorem. Where a specific duty is imposed, the certificate now required does not appear to have any particular value, and the requirement of it is an obstruction to and a needless charge upon the operations of trade, as well as an expense to the United States.

It is further proposed that the invoices of merchandise imported from foreign countries shall exhibit the actual market value at the time when such invoices are verified before the consular officer, but the right is granted to the importer to make such addition to or deduction therefrom as shall raise or reduce the value stated in such invoices to the value at the period of exportation. This proposition necessarily abolishes existing requirements of law that merchandise purchased shall be invoiced at the actual cost at the time and place when and where purchased; that merchandise manufactured or procured otherwise than by purchase shall be invoiced at the value thereof at the time and place when and where manufactured or otherwise procured.

The provisions upon this subject will explain themselves. There would seem to be no sound reason why an importer who is allowed, as now by law, to add to the invoiced value of his merchandise in case of an advance in the market value of such merchandise in the foreign country, should not be allowed to make a reduction in case of decline in such value. The government desires the duties on the market value and nothing more. Under this provision, effect would be given to the laws relating to appraisements as now existing. Penalties imposed for undervaluation are retained.

Some changes are made in the general laws relating to appraisements for the purpose of bringing them into harmony with the laws relating to the entry of merchandise, imported from foreign countries.

Some changes have also been made in the laws relating to the warehousing of imported merchandise, deemed necessary to promote the interests of our own trade and commerce.

The title relating to fines, penalties, forfeitures, &c., embraces several new provisions which were regarded as necessary to protect the rights of the government and of citizens.

It is proposed to substitute declarations in lieu of oaths in all proceedings in the custom-houses. This change was made some years since in the administration of the customs laws of Great Britain, and has been found to work well in practice. "Custom-house oaths" have long been a subject of derision, and it is believed that the substitution of declarations will afford all the security now obtained. The penalty prescribed for knowingly making a false declaration is declared to be the same as that of perjury.

Several other changes and modifications of existing laws have been introduced, but as they are not of a radical nature, no special explanation in respect to them is deemed necessary. To recite them would be in effect, as was remarked by Mr. Secretary Guthrie in respect to a former codification of the revenue laws, to reproduce the whole proposed bill.

We have the honor to be, very respectfully, your obedient servants,
R. S. S. ANDROS,
DARWIN E. WARE.

A BILL to amend and consolidate the navigation, customs-revenue, and collection laws of the United States.

Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled:

TITLE I.

OF VESSELS AND THE REGISTRATION AND LICENSING THEREOF.

SEC. I. Vessels of the burden of five tons or upwards which shall have been registered in pursuance of this act, and no other, shall be deemed and denominated vessels of the United States, entitled to the benefits and privileges appertaining to such vessels; and they shall continue to enjoy the same no longer than they shall be wholly owned by a citizen or citizens of the United States, or a company incorporated or organized under the laws of the United States, or of a State or Territory thereof, and commanded by a citizen of the United States. But a vessel registered, enrolled, or licensed under the laws of the United States, and not being at any port thereof at the time this act takes effect, shall not be subject to any disability for not being registered and licensed under the provisions of this act, if such vessel, on her first subsequent arrival at a port of the United States, shall be duly registered and licensed before her departure from such port.

SEC. 2. Vessels coming within the classes following, and no others, shall be admitted to registry :

First. Vessels built in the United States, wholly owned by a company incorporated or organized as aforesaid, or a citizen or citizens of the United States, and commanded by a citizen thereof.

Second. Vessels captured in war by a citizen or citizens of the United States, and lawfully condemned as prize, or which may be adjudged to be forfeited for a breach of the laws of the United States, or which shall be sold, by order of court, in the course of such prize, or other proceedings, for condemnation, and wholly owned by a company organized or incorporated as aforesaid, or by a citizen or citizens of the United States, and commanded a citizen thereof.

Third. Foreign-built vessels wrecked on the coast or within the waters of the United States, or found derelict at sea and brought into a port of the United States, and condemned for salvage, and purchased by a citizen or citizens thereof, or a company incorporated or organized as aforesaid, and subsequently repaired and wholly owned by a company incorporated or organized as aforesaid, or a citizen or citizens of the United States, and commanded by a citizen thereof.

Fourth. Vessels built in the United States, or which otherwise have become vessels of the United States, seized or captured and condemned under the authority of any foreign power, the possession of which has been recovered subsequently by the original owner or owners thereof, or his or their executors, administrators, or assigns.

Fifth. Vessels acquired by a citizen or citizens of the United States, or a company incorporated or organized as aforesaid, under and by virtue of any lien, mortgage, or encumbrance whatsoever, duly and legally enforced under the laws of the United States, or of any State or Territory thereof; vessels built in the United States, or which have otherwise become vessels of the United States, if sold to a foreigner or foreigners, and afterwards, being in a port of the United States, repurchased and wholly owned by a company incorporated or organized as aforesaid, or by a citizen or citizens of the United States, and not having been engaged in any trade prohibited by the laws of the United States; and any foreign-built vessel purchased and owned by a citizen or citizens of the United States, or by any company incorporated or organized as aforesaid; but a certificate of registry shall not be granted to such vessels so repurchased or purchased until there has been paid a duty on the appraised value thereof of cent., to be carried to the credit of the appropriation for expenses of collecting the revenue from customs.

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SEC. 3. The certificate of registry shall be the only passport furnished by the United States to any vessel, except where some other document is or may hereafter be required by treaty, and such certificate shall be conclusive proof of the nationality of such vessel; and every such vessel shall be licensed for the particular trade, whether the foreign trade, the coasting trade, or the fisheries, in which she shall be employed, which license may be granted by the collector, deputy collector, or surveyor of the customs, wherever such vessel may be, on compliance with the provisions of this act; and, at such time as the Secretary of the Treasury may require, all deputy collectors and surveyors shall make return to the collectors of their respective districts of all licenses granted by them; but in case of the loss, destruction, wrongful withholding, or accidental mislaying of the certificate of registry or license belonging to any vessel of the United States licensed for the foreign trade, while absent from the United States, it shall be lawful for the consular officer of the United States at such port or place to grant a document, in the nature of a sea-letter, which shall enable such vessel to return to a port in the United States: and, upon her arrival at such port, said document shall be surrendered to the collector, and a new certificate of registry and license shall be taken out in conformity with the provisions of this act.

SEC. 4. Every vessel shall be registered by the collector of the district which

comprehends the port to which such vessel shall belong at the time of her registry, which port shall be that at or nearest to which the owner, if there be one, or, if more than one, the husband or acting and managing owner of such vessel usually resides; but where a vessel shall be owned by a company incorporated or organized as aforesaid, the port at or nearest the usual place of business of such company shall be deemed and taken to be the port to which such vessel belongs. And the name of the said vessel, and of the port to which she shall so belong, shall be painted on each side or on her stern, on a dark ground, in white or yellow letters of not less than four inches in length. And if any vessel of the United States shall be found not having her name and the name of the port to which she belongs painted in manner aforesaid, the owner or owners shall forfeit fifty dollars, one-half to the person giving the information, and the other half to the United States.

SEC. 5. The registry of every vessel shall express the name of each owner, the part or proportion of such vessel belonging to such owner, the length and breadth of the vessel, together with her depth and the height under the third or spar deck; also the number of decks and masts, the tonnage under the tonnage deck, that of the between-decks above the tonnage deck, and that of the poop or other enclosed spaces above the deck, each separately, and the allowance or reduction made for the space occupied by the propelling power, if a steam vessel. But no part of any vessel shall be admeasured or registered for tonnage that is used for cabins or state-rooms, and constructed entirely above the first deck which is not a deck to the hull. And the tonnage of such vessel shall be ascertained in the following manner: The tonnage deck, in vessels having three or more decks to the hull, shall be the second deck from below; in all other cases the upper deck of the hull is to be the tonnage deck. The length from the forepart of the outer planking, on the side of the stem, to the afterpart of the main sternpost of screw steamers, and to the after-part of the rudder post of all other vessels measured on the top of the tonnage deck, shall be accounted the vessel's length. The breadth of the broadest part on the outside of the vessel shall be accounted the vessel's breadth of beam. A measure from the outer side of the tonnage-deck plank, amidships, to the ceiling of the hold (average thickness) shall be accounted the depth of hold. If the vessel has a third deck, then the height from the top of the tonnage-deck plank to the under side of the upper-deck plank shall be accounted as the height under the spar deck. All measurements to be taken in feet and fractions of feet; and all fractions of feet shall be expressed in tenths.

SEC. 6. The register tonnage of a vessel shall be her entire internal cubical capacity, except as hereinafter provided, in tons of one hundred cubic feet each, to be ascertained as follows: Measure the length of the vessel in a straight line along the upper side of the tonnage deck, from the inside of the inner plank, (average thickness,) at the side of the stem to the inside of the plank on the stern timbers, (average thickness,) deducting from this length what is due to the rake of the bow in the thickness of the deck, and what is due to the rake of the stern timber in the thickness of the deck, and also what is due to the rake of the stern timber in one-third of the round of the beam; divide the length so taken into the number of equal parts required by the following table, according to the class in such table to which the vessel belongs :

Table of classes.

Class 1-Vessels of which the tonnage length according to the above measurement is fifty feet or under, into six equal parts.

Class 2.-Vessels of which the tonnage length according to the above measurement is above fifty feet, and not exceeding one hundred feet long, into eight equal parts

Class 3.-Vessels of which the tonnage length according to the above measure

ment is above one hundred feet long, and not exceeding one hundred and fifty feet long, into ten equal parts.

Class 4.-Vessels of which the tonnage length according to the above measurement is above one hundred and fifty feet, and not exceeding two hundred feet long, into twelve equal parts.

Class 5.-Vessels of which the tonnage length according to the above measurement is above two hundred feet, and not exceeding two hundred and fifty feet long, into fourteen equal parts.

Class 6.-Vessels of which the tonnage length according to the above measurement is above two hundred and fifty feet long, into sixteen equal parts.

Then, the hold being sufficiently cleared to admit of the required depths and breadths being properly taken, find the transverse area of such vessel at each point of division of the length, as follows:

Measure the depth at each point of division from a point at a distance of onethird of the round of the beam below such deck, or, in case of a break, below a line stretched in continuation thereof, to the upper side of the floor timber, at the inside of the limber strake, after deducting the average thickness of the ceiling, which is between the bilge planks and limber strake; then, if the depth at the midship division of the length does not exceed sixteen feet, divide each depth into four equal parts; then measure the inside horizontal breadth at each of the three points of division, and also at the upper and lower points of the depth, extending each measurement to the upper thickness of that part of the ceiling which is between the points of measurement; number these breadths from above, (numbering the upper breadth one, and so on down to the lowest breadth;) multiply the second and fourth by four, and the third by two; add these products together, and to the sum add the first breadth and the last, or fifth; multiply the quantity thus obtained by one-third of the common interval between the breadths, and the product shall be deemed the transverse area; but if the midship depth exceed sixteen feet, divide each depth into six equal parts, instead of four, and measure, as before directed, the horizontal breadths at the five points of division, and also at the upper and lower points of the depth; number them from above as before; multiply the second, fourth, and sixth by four, and the third and fifth by two; add these products together, and to the sum add the first breadth and the last, or seventh; multiply the quantities thus obtained by one-third of the common interval between the breadths, and the product shall be deemed the transverse area.

Having thus ascertained the transverse area at each point of division of the length of the vessel, as required above, proceed to ascertain the register tonnage of the vessel in the following manner :

Number the areas successively one, two, three, &c., number one being at the extreme limit of the length at the bow, and the last number at the extreme limit of the length at the stern; then, whether the length be divided, according to table, into six or sixteen parts, as in classes one and six, or any intermediate number, as in classes two, three, four, and five, multiply the second and every even-numbered area by four, and the third and every odd-numbered area (except the first and last) by two; add these products together, and to the sum add the first and last, if they yield anything; multiply the quantities thus obtained by one-third of the common interval between the areas, and the product will be the cubical contents of the space under the tonnage deck; divide this product by one hundred, and the quotient, being the tonnage under the tonnage deck, shall be deemed to be the register tonnage of the vessel, subject to the additions hereinafter mentioned.

If there be a break, a poop, or any other permanent closed-in space on the upper decks, or the spar deck, available for cargo or stores, the tonnage of such space shall be ascertained as follows: