6. Sail vessels, when under way after night, will carry a bow lantern, having a visible arc of 225°; 90° on the port side being screened red, and 90° on the starboard side green, leaving between them a white or unscreened arc of 45°. Care must be taken to fit the center, or white section, to show directly ahead. It will be carried on the bowsprit cap when the weather will admit, and in heavy weather to show under the foot of the foretopsail, and secured to the mast. In fore and aft vessels it may be fitted on any part of the foremast that will effect the object. In every case it must be pivoted so as to remain perpendicular when the vessel heels, and will be of the size and pattern to be seen at the principal custom-houses. 7. Sail vessels will be provided with a flash pan as per pattern; also a suitable powder flask and percussion caps convenient for immediate use. 8. When thrown upon a vessel on the starboard tack, a white or green light on her lee bow, as a precaution, and to forewarn the other party, flashes may be made, but not doing so will not make the starboard tack culpable in the event of collision. She has the right of road; but for her own safety, she should forewarn, and even go about if necessary, when coming suddenly on a sail in thick weather. 9. When those upon a vessel on the port tack see a white or red light on her lee bow, and there is danger of collision, she will bear away until the light is abeam, and come up to course as it draws aft. The port tack must always give way when meeting another vessel by the wind on the opposite tack. 10. Vessels going free will be enabled to pass astern of vessels by the wind, through the color of the bow lanterns as seen by them. If those upon a vessel going free, see a green light, it may be necessary to put the helm starboard, or if a red one, aport, to pass astern. In all cases it is the duty of the vessel going free to avoid the collision. 11. Those upon a vessel on either tack seeing a sail to windward going free, (as will be known by seeing a white light,) may make flashes as a warning, but a failure to do so will not imply neglect, or relieve the other party from the responsibility of a collision. 12. Those upon sail vessels in fogs will use a "fog horn" at suitable intervals, as follows:-When by the wind on the port tack, one blast; when by the wind on the starboard tack, two distinct blasts; when the wind is from four points on the port quarter to abeam, five distinct blasts; when the wind is from four points on the starboard quarter to abeam, three distinct blasts; with the wind further aft, four distinct blasts. 13. A steamer will slow down or stop engine if necessary, and indicate to sail vessels as to steamers how she has put the helm. A long whistle (twenty seconds) a port, two short ones (of ten seconds each) a-starboard. The sail vessel will always act in accordance with signal when it is heard. (This is to meet such cases as occur in thick weather, when the distance may be so short as to require the prompt action of both parties.) 14. In case of collision, it is the absolute duty of vessels to endeavor to remain by one another until the extent of injury is ascertained, and in case a steam vessel should require assistance, it will be asked by a long continued use of the steam whistle; and if a sail vessel, a continued use of the flash-pan. 15. All vessels at anchor will hoist after night a lantern showing a bright white light all around the horizon. 16. A failure to be provided with a proper lantern or lanterns, or to keep them properly placed and lighted, or to have flash-pan ready for use, or to use steam whistle or fog horn" as directed, will subject the captain or culpable person in case of loss of life through collision, to trial for manslaughter, and upon conviction thereof, to its penalties, and in case of no loss of life, to a fine not exceeding $-. 17. All vessels will carry regulations" as established by law, conveniently placed for reading in the apartment of all persons having charge of the deck, as well as in the captain's cabin. A failure to do so will subject the captain to a fine not exceeding $ The following is the schedule of rates to the principal points East and West, as established by the freight agents: Grain same as fourth class. The above rates were concurred in by the committee of five presidents, who also established the following prices to Southern points, being an advance of about five cents per cwt. on previous rates :— SIR-I acknowledge the receipt of your report of the 27th ultimo on the appeal of Messrs. COURTNEY & TENNENT from your decision assessing a duty of 15 per cent under the classification in schedule E of the tariff of 1857, of steel, not otherwise provided for," on certain bundles and plates of steel not less, each, than six inches in width, nor more than of an inch in thickness, imported by them, and invoiced as "German steel," and denominated "plow steel," as indicating the purpose for which they are designed. The importers claim entry at 12 per cent under the classification in schedule F of "steel in bars, cast, shear, or German." The articles in this case are not considered as "bars" by the Custom-house officials at the principal ports, within the meaning of the law and the sense of that term as used in commerce, and in that view the Department concurs. It is unnecessary to decide whether the steel in question is "cast, shear, or German," it not being imported in the form that would entitle it to entry under the classification claimed by the importers. Your assessment of a duty of 15 per cent as "steel not otherwise provided for," under schedule E, is affirmed. I am, very respectfully, HOWELL COBB, Secretary of the Treasury. WM. F. COLCOCK, Esq., Collector, &c., Charleston, S. C. SILVER WATCH CASES. TREASURY DEPARTMENT, October 29, 1860. SIR: I acknowledge the receipt of your report of the 15th ultimo on the question presented by the appeal of Messrs. PALMERS & BATCHELDERS as to the rate of duty to be charged on an importation of silver watch cases. The only essential points presented are, whether the cases in question, without any movements or works, are to be regarded as "parts of watches," and, if so, whether those now in controversy are finished or unfinished; a duty of 8 per cent having been levied by you under the classification in schedule G of "watches and parts of watches," and the importers claiming to enter them at 4 per cent under the classification in schedule H of " watch materials and unfinished parts of watches." I am of the opinion that the case may be considered, within the fair meaning of the law, as a "part" of the "watch," and this construction is believed to be fortified by the usages of the trade, as well as its special fitness for that purpose and no other. It would seem, also, from an inspection of the sample submitted, that the cases, in this instance, must be regarded as finished," no substantial addition or change being required to adapt them at once to the purposes intended. Your decision assessing a duty of 8 per cent under the classification in schedule G of watches and parts of watches," is affirmed. I am, very respectfully, HOWELL COBB, Secretary of the Treasury JAMES S. WHITNEY, Esq., Collector, &c., Boston, Mass. POSTAL DEPARTMENT. UNITED STATES POST-OFFICE. The report of the Postmaster-General for the year ending June 30, 1860, gives the following as the revenue and expenditure of the Department: - The expenditures of the Department in the fiscal year ending June 30, 1860, amounted to $19,170,609 99, viz. : $280,843 42 For transportation of inland mails, including payments to route 50,795 48 $13,435,225 70 10,210 92 43,913 81 1,911 15 $14,874,772 89 Leaving the actual expenditure for 1860 ..... On the 30th of June last, there were in operation 8,502 mail routes. The number of contractors was 7,445. The length of these routes is estimated at 240,594 miles, divided as follows, viz. : Railroad Steamboat... 27,129 Coach...... 54.577 143,912 The gross revenue for the year 1860, including receipts from letter carriers and from foreign postages, amounted to $8,518,067 40, as stated below:8 VOL. XLIV.—NO. I. Being an increase of near seven per cent over the revenue of the year ending June 30, 1859. The total annual transportation of mails was 74,724,776 miles, costing $8,808,710, and divided as follows, viz. :- Railroad, 27,653,749 miles, at $3,349,662, about 12.11 cents a mile. Steamboat. 3,951,268 miles, at $1.073,852, about 20.7 cents a mile. Coach, 18,653,161 miles, at $2,550,365, about 13.67 cents a mile. Inferior modes, 24,466,598 miles, at $1,834,831, about 7.45 cents a mile. Compared with the service reported June 30, 1859, there is a decrease of 19,458 miles in the length of mail routes; of 7,583,626 miles in the annual transportation, about 9.20 per cent; and of $660,047 in the cost, about 7 per cent. The aggregate length of railroad routes has been increased 1.119 miles, and the annual transportation thereon 385,465 miles, about 1.4 per cent, at a cost of $105,688, or 3.25 per cent. The length of steamboat routes is diminished 4,233 miles; the annual transportation 618,694 miles, about 13.53 per cent; and the cost $83,991, about 7.25 per cent. The length of coach routes is decreased 8,464 miles; 4.795,237 miles in annual transportation, about 9.45 per cent; and in cost $98,015, or 5.07 per cent. Appended to this report is a table showing in detail the mail service of every grade, as existing in each separate State and Territory on the 30th June last. The lettings of new contracts for the term commencing 1st of July last, embraced five States-New Jersey, Pennsylvania, Delaware, Maryland, and Ohio. The following table shows the new service as in operation on the 30th of September:- Miles of annual Miles in Cost. $849,866 Compared with the service on the 30th of June last, the length of routes by railroad is diminished 57 miles, and by steamboat increased 42 miles; the coach and inferior mode of service in this section having been merged into one class at the last letting, styled "star" or with "celerity, certainty, and security," there is shown an increase of the latter over the former combined of 354 miles in the length of routes; the annual transportation is increased 1,246,448 miles, and the cost $45,008. On the 30th of June last, there were in the service 474 route agents, at a compensation of .......... $372,240 40 local agents, at a compensation of. 25,479 1,649 mail messengers 68 railroad baggage-masters in charge of the express mails, at a com pensation of. 208.948 8,100 $614,767 This amount added to the cost of service as in operation on the 30th of June... 8,808,710 Makes the total on the 30th of June last.. $9,423,477 |