Commission for entering, clearing, and transacting ship's business, on 66 66 66 Commission for collecting and remitting moneys, on sums over $500.... no other commission is derived..... Commission for landing and re-shipping goods from vessels in distress Commission for effecting marine insurance, on amount insured.... SCHEDULE 2. RATES OF COMMISSIONS ON BUSINESS WITHIN THE STATE, WHERE NO SPECIAL AGREEMENT EXISTS. Commission on the sale of merchandise, with or without quarantine.. Commission on purchase and shipment of goods, with funds or security in hand..... Commission on purchase and shipment of goods, without funds or security in hand........ Commission on purchase or sale of specie, gold dust or bullion.. Commission on bills of exchange, with endorsement.. Commission on selling bills of exchange... Commission on sale or purchase of vessels.. 5 Commission on chartering of vessels, or procuring freight 5 Commission on procuring or collecting freight... 5 Commission on outfits of vessels or disbursements.. 5 Commission on collecting moneys, when no other commission is earned 5 Commission on receiving and forwarding goods.... 21 Commission on bills protested or delayed litigated accounts. 10 Brokerage.... 21 SCHEDULE 3. RATES OF STOREAGE ON MERCHANDISE. Measurement goods, per month, $4 per ton of 40 cubic feet. Heavy goods, $3 per ton of 2,240 lbs. The consignee to have the option of charging by weight or measurment. SCHEDULE 4. CONCERNING DELIVERY OF MERCHANDISE, PAYMENT OF FREIGHT, ETC. When no express stipulation exists, per bill of lading, goods are to be considered as deliverable on shore. Freight on all goods to be paid or secured to the satisfaction of the captain or consignee of the vessel, prior to the delivery of goods. That the custom of this port, for the time within which goods must be received by the consignee, after notice being given of the ship's readiness to discharge, be fixed at fifteen days, when not otherwise stipulated in the bill of lading. That after the delivery to the purchaser of merchandise sold, no claims for damage, deficiency or other cause shall be admissible, unless made within three days, and that no such claim shall be admissible after goods sold and delivered have once left this city. SCHEDULE 5. CONCERNING RATES OF TARE. To be as allowed by custom in New York. NAUTICAL INTELLIGENCE. LIGHT AT THE ENTRANCE OF THE BAY OF CIENFUEGOS. DEPARTMENT OF STATE, WASHINGTON, April 17, 1851. Official information has reached this Department, that a Caladioptric light of the third magnitude (Fresnel) has been placed in the light-house, at the entrance of the Bay of Cienfuegos, at the extremity of the Colorados, in latitude N. 22° 01′ 00′′, and in longitude W. of Cadiz, 74° 22′ 40". The above is a fixed light, varied by flashes, raised eighty-eight feet and a half (Burgos) above the level of the sea; it may be seen at a distance of twelve marine miles, and sometimes further, according to the state of the atmosphere and the position of the observer. The light aforesaid was ordered to be exhibited from dusk to sunrise, beginning from the night of the 19th of last month, and to continue so for the future. TELEGRAPH SIGNAL FOR LIGHT-HOUSES. The National Intelligencer, thus notices the invention of a new Telegraph for Lighthouses, which we understand some of our scientific officers of the Government have already pronounced upon its utility:* "An invention for telegraphing by sound, to be used in light-houses in cases of fogs, is about being introduced to the notice of the Government by Messrs. Wilder & Wilson, the former of whom (who is proprietor of an iron foundry at Detroit) is a gentleman of great ingenuity in inventing aids to the difficult and dangerous navigation of the great Northern Lakes; the latter was late superintendent of light-houses, and is now in the employ of Government. The telegraphing of the name of the light-house to a vessel in the offing enveloped in an impenetrable fog, is effected by means of an immense steam whistle, which can be heard at a great distance on the water. By means of a simple chart containing an alphabet of the sounds to be used, the navigator is enabled to ascertain beyond the possibility of mistake, what light-house he is near; and the sound will enable him, with his knowledge of the geography of the coast, to find a roadstead, or at least dispose himself in safety from the storm which usually succeeds the clearing up of the fog. This invention is a great desideratum which has long been sought for. To ship-owners, commercial men, and navigators, its importance can scarcely be estimated. The accidents which yearly occur all along the Atlantic coast, involving immense losses of property, in consequence of fogs, not to say any thing of the delays which occur to ocean steamers, as well as all other kinds of craft on the coast, has induced many attempts at arriving at some means of preventation, but none have seemed to succeed. That this plan of telegraphing is feasible can scarcely admit of a doubt, when we consider the extraordinary uses to which telegraphing has been and is undoubtedly destined to be put. Its simplicity, too, is such that one can easily understand how the thing is to be done. Some of our scientific officers of the Government, we understand, have already pronounced upon its utility." LATITUDE AND LONGITUDE AT POINT CONCEPTION, CALIFORNIA. From the report of the Superintendent of the United States Coast Survey to the Secretary of the Treasury, dated Coast Survey Office, March 22d, 1851, we learn that "the latitude of the Coast Survey Station at Point Conception, California, has beendetermined from observations by Assistant GEO. DAVIDSON to be 34° 26' 56" north, and the longitude 120° 25' 6", or in time 8h. 01m. 43s. west of Greenwich Observatory." PILOTAGE-VAN DIEMEN'S LAND. His Excellency the Lieutenant-Governor of Van Diemen's Land having communicated to the Corporation of Trinity House, London, that, on the 1st of January, 1852, the Pilot at present stationed at Recherche Bay will be withdrawn, the same is hereby certified, for the general information of mariners. SIGNAL TO VESSELS ABOUT TO ENTER MOGADOR PORT. In consequence of the continued arrivals at this port of vessels much too large, and drawing more water than a safe anchorage affords, and also in consequence of the continued crowded state of the bay, it has been deemed advisable by the Consuls and Agents of the European nations to exhibit a signal to waru masters of vessels of the danger of entering a port from which they cannot at all times find egress. Masters of vessels arriving off the port will therefore please to observe that a White and Red Flag, hoisted under the national colors at the respective Consulates, will henceforth be the signal that there is danger attending their entering the bay, either from its crowded state or from the fact of their vessels requiring a greater depth of water than their anchorage affords. A SHOAL IN BANCA STRAITS, AND ONE NEAR THE BROTHERS' ISLANDS. ST. HELENA, January 18. Captain Beazley, of the ship Clifton, from Manilla, reports a Shoal with 10 feet of water on it in Banca Straits. Bearings-From the 1st point in Banca Straits.. From Lucepera Island...... .N. W. 1 W. Also a Shoal bearing From the Brothers' Island. A hill on Sumatra... .N. W. about 4 leagues. The above not laid down in any chart. EXTENSION OF MAPLIN SAND. The Maplin Sand having extended itself to the S. E., between the Blacktail Split and Maplin Buoys, a Black Buoy, marked “S. E. Maplin," has been placed in four fathoms low water spring tides, midway between the above-named buoys, with the following marks, and compass bearings, viz:— Canewdon Church, on with a Barn.. Foulness Church...... Maplin Buoy. Maplin Light-house well open to the Eastward of the Maplin Buoy.. Mouse Light-Vessel.. Blacktail Spit Buoy.. .... .N. W. MARK FOR VESSELS ENTERING THE QUARANTINE HARBOR, MALTA. The Government, at the request of the Chamber of Commerce, has caused a Mark to be fixed, at the depth of four fathoms, upon the Spit of Rock on the West side of the Quarantine Harbor, opposite Fort Tigne, stretching to the Eastward, as a guide to vessels entering the Quarantine Harbor from the Westward, which should pass outside thereof. The Mark is a Wooden Buoy, painted Black, and showing seven feet above water. MARINE INSURANCE AT NEW ORLEANS. The board of Underwriters of New Orleans, have passsed a resolution, of which the following is a copy : "Whereas, some vessels from eastern ports in the United States, and especially from Boston, carry many tons of stone, and other heavy property on the decks, which cause the decks to open and leak, and thereby damaging the cargoes, without arising from bad weather or perils of the sea; therefore be it "Resolved, That from and after the 1st day of February, 1851, no cargoes will be considered as insured by the companies and agencies composing this board, subject to partial loss or particular average, by any vessel which carries stone or heavy deck loads from any port in the United States to New Orleans." MARINER'S COMPASS. The "fleur de lis " was made the ornament of the northern radius of the mariner's compass in compliment to Charles of Anjou, (whose device it was,) the reigning King of Sicily, at the time when Flavio Gioja, the Neapolitan, first employed that instrument in navigation.-Notes and Queries. RAILROAD, CANAL, AND STEAMBOAT STATISTICS. THE PENNSYLVANIA RAILROAD. In 1836 there was but one great public work, connecting the seaboard with the West-the Erie Canal. Now we have, besides the Erie Canal, the Pennsylvania Canal, the Maryland Canal, the Northern line of Railroad from Albany to Buffalo, the NewYork and Erie Railroad, which the Company are in a manner under penalty to complete by this month (May) to Dunkirk, or Lake Erie, and the Baltimore and Ohio Railroad, which is completed to Cumberland, and which is being pushed forward with energy west of Cumberland, the whole route to the Ohio being under contract and 5,000 men employed. There are six thoroughfares, where there was only one fifteen years ago, six channels of trade through which the products of the West are pouring upon the seaboard, and imports from abroad are flowing back to the interior in a volume and aggregate of business probably eight or ten times as great as it was in 1836. The Pennsylvania Railroad will soon add another to this list of great Western routes, forming the companion route to the Pennsylvania Canal, as the Baltimore and Ohio does to the Maryland, and the Buffalo and Albany to the Erie Canal. It seems a little singular that these great thoroughfares should thus occur in pairs. But the same advantages and necessities of grade which favor a canal favor a railroad. And experience thus far seems to show that multiplying means of communication, even by the same route, multiplies business, so that each has more than any one would have if there were no others to compete with it. In fact, the great answer to all objections to new routes to the West, founded upon the notion that we have enough already, is that the internal trade of the country grows faster than the means to accommodate it. Moreover, a great public thoroughfare like the Erie or Pennsylvania Railroad, creates a local traffic almost sufficient of itself, probably, to pay in time a fair interest of itself. A comparison of distances by the New York and Erie Road and the Pennsylvania roads from the seaboard to the commercial centers of the West, presents some results rather startling to New Yorkers, and were we not confident of the truth that there is room enough and business enough for all these great works, we are not sure that a little feeling of State jealousy and emulation would not be excited by the comparison. The distance from New York to Cleveland, Ohio, by the Erie and the proposed Lake shore roads, is 633 miles: the distance from Philadelphia to Cleveland by the Pennsylvania Railroad, is 488 miles, or 145 miles less and even to New York, the distance by the way of Philadelphia, is 50 miles less than by the Erie Railroad. The difference between the two routes in the distance to Cincinnati, is still more striking; we have not the exact figures at hand, but it must be at least 200 miles. It is no wonder that the people of Pennsylvania are anxious for the early completion, in a thorough manner, of a work promising such advantages, both for the Western trade and local traffic, in the wealthy and populous State which it traverses through its entire length. The main line of the Pennsylvania Railroad is 247 miles long; of which the Eastern division is 130 miles, the middle or mountain division 314 miles, and the Western division terminating at Pittsburg, is 851 miles in length. Of the Eastern division, the work between Philadelphia and the Lynn Forges has been completed in a thorough manner, and a single track had been laid as far as Lewistown, 60 miles from Philadelphia, before January, 1850. By the following September it was extended 78 miles beyond Lewistown, to the Alleghany Portage Railroad. This road by which the only great obstacle to Pennsylvania internal improvement is surmounted by a succession of inclined planes, is a State work, a sort of highway railroad, open to trains of cars of different owners. By connecting with the Portage Road, communication by continuous railroad from Philadelphia to Johnstown, west of the mountains, a distance of 279 miles, was effected. But the Portage Railroad does not afford the kind of accommodation which the trains demand, and competition renders necessary. To cross the ten inclined planes which occur within the space of 36 miles, takes as much time as would suffice for a passage from Pittsburg to Philadelphia on a good road. It is this portion of the road which is embraced within the mountain division, which extends from Altoona, where the heavy grade cuts begin, to Stone Viaduct, about eight miles east of Johnstown, where they end. These obstacles can be overcome without the aid of the inclined planes of the Portage Road; and the Pennsylvania company propose to overcome them. A route has been surveyed over the mountains, by which the whole ascent to be overcome is 984 feet. It is proposed to cut a tunnel 3,750 feet long at the Sugarrun Summit, and this work can be completed if the means to begin it are forthcoming early in the season, within two years, by which time the whole line might be made ready for the rails. The cost of the Mountain Division, is estimated at present, as follows:Graduation, &c., from Altoona to Laurel Swamp Summit, 15 miles.. Graduation, &c., from Laurel Swamp Summit to Stone Viaduct, 161 miles $1,065,000 430,000 $1,495,000 $45,000 35,000 350,000 430,000 $1,925,000 The worst positions of the route might be avoided by a road from Altoona to Plane No. 2 of the Division, the cost of which is estimated at only $1,500,000. But this would be a half way measure out of proportion to the scope and object of the great undertaking, as a thoroughfare between the East and West, a national channel of trade. The Directors are, therefore, doubtless consulting the true ultimate interests of stockholders in recommending in the last Annual Report of the Board, made February, 1851, that the capital stock of the Company be filled up to its full amount. The amount subscribed is $6.835,800. To this, add $100,000 of stock to be delivered, and the amount remaining to be raised is $3,000,000, which will be required to complete the Mountain and Western Divisions. The Western Division, extending from Pittsburg to the Big Viaduct, is now all under contract, much of it is in a state of forwardness, and the position between Johnstown and Bolivar, will be ready for the rails in April. The location of the route on this Division, has been materially altered in many points, with a saving of some miles of distance, and a number of degrees of curvature. Each mile is valued at $53,000, and each degree of curvature at $50, and as the distance saved between is 34 miles, and there is a reduction of curvature amounting to 2,781 degrees, the total of savings amounts to $308,650. Thus far the sum of $659,998,20 has been expended on this division of the road. The entire cost of the Pennsylvania Railroad, including a branch to Hollidaysburg, and a branch to Blairsville, is estimated as follows: The only great natural obstacle in the way of the Pennsylvania Railroad is the Alleghany Mountains; the only artificial one, is the State tolls, which are imposed upon freight conveyed upon the road by way of protection to the State canals and railroads. The Alleghanies will be tunneled, and, moreover, the obstacles they present is partly compensated, by the exclusion of all rivalry from the vicinity, which the unbroken mountain barrier running south of the Potomac, and north to the Susquehanna, secures. The burden of State tolls, is one under which the Albany and Buffalo lines of this State also labor, and a bill is now before the Legislature, if it has not already become a law, impo-ing like restriction upon the Erie Road. But the Pennsylvania Road is in one important and material respect, more fortunate than ours. The tolls imposed |