1835) STEAMBOATS AND STEAM WAGONS. From Niles Register. Br OLIVER EVANS. About the year 1772, being then an apprentice to a wheel-wright, or wagon maker, I labored to discover some means of propelling land carriages without animal power. All the modes that have since been tried (so far as I have heard of them) such as wind, treadles with ratched wheels, crank tooth, &c. to be wrought by men, presented themselves to my mind, but were considered too futile to deserve an experiment; and I concluded that such motion was impossible for want of a suitable original power. But one of my brothers, on a Christmas evening, in formed me that he had that day been in company with a neighboring blacksmith's boy; who, for amusement, had stopped up the touch hole of a gun barrel, then put in about a gill of water and rammed down a tight wad -after which they put the breech in the smith's fire; when it discharged itself with as loud a crack as if it had been loaded with powder. In the year 1789, I paid a visit to Benjamin Chandlee & Sons, clockmakers, men celebrated for their ingenuity, with a view to induce them to join me in the expense and profits of the project. Ishowed to them my the expansive power of steam; all which they appeared draughts with the plan of the engine, and explained to understand, but fearful of the expense and difficulties attending it, declined the concern. certified that I had shown to them the drawings and exHowever they plained the powers, &c. Patapsco, near Baltimore, for the purpose of persuadIn the same year, I went to Ellicott's mills on the ing Messrs. Jonathan Ellicott & Brothers, and connections, (who were equally famous for their ingenuity,) using steam wagons. I also showed to them my draw to join me in the expense and profits of making and ings, and minutely explained to them the powers of steam. They appeared fully to comprehend all I said, and in return informed me of some experiments they themselves had made, one of which they showed me, They placed a gun barrel, having a hollow arm, with a small hole on one side at the end of the arm, similar to Barker's rotary tube mill, as described in the books; It immediately occurred to me that here was the pow-a gill of water put into this barrel, with fire applied to er to propel any wagon, if I could only apply it; and the breech, caused the steam to issue from the end of sat myself to work to find out the means. I labored the arm with such force as, by reaction, to cause the for some time without success. At length a book fell machine to revolve, as I judged, about one thousand into my hands describing the old atmospheric sleam en times in a minute, for the space of about five minutes, gine. I was astonished to observe that they had so far and with considerable force for so small a machine.erred as to use the steam only to form a vacuum to ap- I tarried here two days (May 10 and 11, 1789) using ply the mere pressure of the atmosphere, instead of ap- my best efforts to convince them of the possibility and plying the elastic power of the steam for original mo- practicability of propelling wagons, on good turnpike tion; the power of which I supposed irresistable. also feared the expense and difficulty of the execution, roads, by the great elastic power of steam. But they and declined the proposition. teemed my improvements in the manufacture of flour, Yet they beartily es and adopted them in their mills as well as recommended them to others. I renewed my studies with increased ardor, and soon declared that I could make steam wagons, and endeavor ed to communicate my ideas to others; but however practicable the thing appeared to me, my object only excited the ridicule of those to whom it was made known. But I persevered in my b lief, and confirmed it by experiments that satisfied me of its reality. In the same year I communicated my project and exa merchant in Baltimore. plained my principles to Levi Hollingsworth, Esq. now them; but also declined a partnership in the scheme, He appeared to understand for the same reasons as the former. the means of applying them, I often endeavored to comFrom the time of my discovering the principles and In the year 1786 I petitioned the legislature of Pennsylvania for the exclusive right to use my improvements in flour mills, as also steam wagons, in that state. The committee to whom the petition was referred heard me very patiently while I described the mill improvements, but my representations concerning steam wagons made them think me insane. They, however, reported fa-unicate them to those I believed might be interested vorably respecting my improvements in the manufac in their application to wagons or boats. But very few ture of flour, and passed an act granting me the exclu- could understand my explanations, and I could find no sive use of them as prayed for. This act is dated March one willing to risk the expense of the experiment. ―, 1787. But no notice is taken of the steam wagons. In the year 1785 or 6, before I had petitioned the legislatures, I fell in company with Mr. Samuel Jackson, of Redstone; and learning of him that he resided his mind the great utility and high importance of steamon the western waters, I endeavored to impress upon boals, to be propelled on them; telling him that I had discovered a steam engine so powerful according to its weight, that it would, by means of paddle wheels, (which I described to him) readily drive a vessel against the current of those waters with so great speed as to be highly beneficial. stood me well, for he has lately written letters, declarMr. Jackson proves that he undering that about twenty-six years before their date, I did A similar petition was also presented to the legisla. ture of Maryland. Mr. Jesse Hollingsworth from Baltimore, was one of the committee appointed to hear me, and report on the case. I candidly informed this committee of the fate of my application to the legislature of Pennsylvania respecting the steam wagons-declaring, at the same time, without the encouragement prayed for, I would never attempt to make them; but that, if they would secure to me the right as requested, I would, as soon as I could, apply the principle to practice; and I explained to them the great elastic power of steam, as well as my mode of applying it to propel wagons.Mr. Hollingsworth very prudently observed, that the grant could injure no one, for he did not think that man in the world had thought of such a thing before: he therefore wished the encouragement might be af. forded, as there was a prospect that it would produce something useful. This kind of argument had the desired effect, and a favorable report was made, May 21, I do certify, that some time about the year 1781, 1787, granting to me, my heirs and assigns, for 14 years ago, Oliver Evans, in conversation with me, deyears, the exclusive right to make and use my improve-clared, that by the power of steam he could drive any ments in flour mills and the steam wagons, in the state. thing-wagons, mills or vessels forward, by the same From that period I have felt myself bound in honor to power, &c, the state of Maryland to produce a steam wagon, as soon as I could conveniently do it. VOL. XVI. 2 any Icertify, that Oliver Evans did, about the year 1789, communicate a project to me, of propelling land carriages by power of steam, and did solicit me to join him in the costs and profits of the same. LEVI HOLLINGSWORTH. Baltimore, Nov 16, 1812. November 15, 1812. ENOCH ANDERSON. 31 describe to him the principles of the steam engine that I have since put into operation to drive mills, which he has seen and that I also explained to him my plan for propelling boats by my steam engine, with paddle wheels, describing the very kind of wheels now used for this purpose; and that I then declared to him my intention to apply my engine to this particular object as soon as my pecuniary circumstances would permit. appeared dark and gloomy indeed. But I succeeded perfectly with my little engine, and preserved my credit. I could break and grind 300 bushels of plaister of Paris, or 12 tons, in 24 hours; and to show its operations more fully to the public, I applied it to saw stone on the side of Market street, where the driving of twelve saws, in heavy frames, sawing at the rate of 100 feet of marble stone in 12 hours, made a great show, and excited much attention. I thought this was sufficient to convince the thousands of spectators of the utility of my discovery: but I frequently heard them inquire if the power could be applied to saw timber as well as stone, to grind grain, propel boats, &c. and though I answered in the affirmative, I found they still doubted. I therefore determined to apply my engine to all new uses to introduce it and them to the public. In the year 1800 or 1801, never having found a man willing to contribute to the expense, or even to encour age me to risk it myself, it occurred to me that though I was then in full health, I might be suddenly carried off by the yellow fever, that had so often visited our city, (Philadelphia,) or by some other disease or casualty to which all are liable, and that I had not yet discharged my debt of honour to the state of Maryland by producing the steam wagon. I determined, therefore, to This experiment completely tested the correctness set to work the next day and construct one. I first of my principles, according to my most sanguine hopes. waited upon Robert Patterson, Esq. professor of mathe- The power of my engine rises in a geometrical propormatics in the university of Pannsylvania, and explained tion, while the consumption of fuel has only an arithme to him my principles, as I also did to Mr. Charles Tay-tical ratio; in such proportion that every time I added lor, steam engineer, from England. They both declar-one-fourth more to the consumption of fuel, the powers ed these principles to be new to them, and highly wor- of the engine were doubled; and that twice the quanti thy of a fair experiment, advising me without delay to ty of fuel required to drive one saw would drive 16 saws, prove them: in hopes I might produce a more simple, at least; for when I drove two saws the consumption cheap and powerful steam engine than any in use. — was 8 bushels coal in 12 hours, but when 12 saws were These gentlemen were the only persons who had such driven, the consumption was not more than 10 bushels; confidence, or afforded me such advice. I also comso that the more we resist the steam the greater is the municated my plans to B. H. Latrobe, Esq. at the same effect of the engine. On these principles, very light, time; who publicly pronounced them chimerical, and but powerful eng nes, can be made, suitable for proattempted to demonstrate the absurdity of my principelling beats and land carriages, without the great in ples, in his report to the Philosophical society of Pennsylvania on steam engines; in which same report he also altempts to show the impossibility of making steam In the year 1804, I constructed at my works, situate boats useful, on account of the weight of the engine; and I was one of the persons alluded to, as being seized a mile and a half from the water, by order of the board with the steam mania, conceiving that wagons and boats of health of the city of Philadelphia, a machine for It consisted of a large flat, or scow, could be propelled by steam engines. The liberality of cleansing docks. the members of the society caused them to reject that with a steam engine of power of five horses on board, part of his report which he designed as demonstrative to work machinery to raise the mud into flats. This was a fine opportunity to show the public that my enof the absurdity of my principles; saying they had no right to set up their opinion as a stumbling block gine could propel both land and water carriages, and 1 resolved to do it. When the work was finished. I in the road of any exertions to make a discovery.. put wheels under it; and though it was equal in weight They said I might produce something useful, and or. to two hundred barrels of flour, and the wheels fixed dered it to be stricken out. What a pity they did not with wooden axletrees for this temporary purpose, in a also reject his demonstrations respecting steam boats! for notwithstanding them, they have run, are now un- very rough manner, and with great friction, of course, ning, and will run: so has my engine and all its princi-yet with this small engine I transported my great bur then to the Schuylkill with ease; and, when it was launchples completely succeeded-and so will land carriages, ed in the water, I fixed a paddle wheel at the stern, as soon as these principles are applied to them, as ex- and drove it down the Schuylkill to the Delaware, and plained to the legislature of Maryland in 1787, and to up the Delaware to the city, leaving all the vessels goothers long before. ing up behind me, at least, half way; the wind being In consequence of the determination above alluded to I hired hands and went to work to make a steam wagon, and had made considerable progress in the under. taking, when the thought struck me that as my engine was entirely different in form as well as in its principles from all others in use, that I could get a patent for it, and apply it to mills more profitably than to wagons; for until now I apprehended that as steam mills had been used in England, I could only obtain a patent for wag. ons and boats. I stopped the work immediately, and discharged my hands, until I could arrange my engine for mills, laying aside the steam wagon for a time of more leisure. Two weeks afterwards, I commenced the construction of a small engine for a mill to grind plaister of Paris-the cyl nder six inches in diameter, and stroke of the piston eighteen inches-believing that with $1,000 I could fully try the experiment. But before I was done with experiments, found that I had expended $3,700-all that I could command. I had now to begin the world anew at the age of forty-eight, with a large family to support. I had calculated that if I failed in my experiment, the credit I had would be entirely lost; and without money or credit, at my advanced age, with many heavy incumbrances, my way through life cumbrance of their own weight, as mentioned in Mr. Latrobe's demonstrations. a-head. Some wise men undertook to ridicule my experiment of propelling this great weight on land, because the motion was too slow to be useful. I silenced them by answering, that I would make a carriage, to be propelled by steam, for a bet of $3,000, to run up a level road against the swiftest horse they would produce. I was then as confident as I am now that such velocity could be given to carriages. Having no doubt of the great utility of steam carriages on good turnpike roads, with proper arrangements fo supplying them with water and fuel, and believing that all turnpike companies were deeply interested in put ting them into operation, because they would smooth and mend the roads, instead of injuring them as the narrow wheels do, on the 26th of September, 1804, I submitted to the consideration of the Lancaster turnpike company, a statement of the cost and profits of a steam carriage to carry 100 barrels of flour, 50 miles in 24 hours-tending to show, that one such steam carriage would make more net profits than ten wagons drawn by 10 horses each, on a good turnpike road, and offering to build such a carriage at a very low price. My address closed as follows: 1835.] STEAMBOATS AND STEAM WAGONS. "It is too much for an individual to put in operation, every improvement which he may invent. 11 need not be interrupted, they may travel fifty or sixty miles in the 24 hours. This is all that I hope to see in "I have no doubt but that my engine will propel boats my time, and though I never expect to be concerned in any business requiring the regular transportation of against the current of the Mississippi, and wagons on heavy burthens, [on land] because if I am connected turnpike roads, with great profit. I now call upon in the affairs of a mill it shall be driven by steam, and those whose interest it is, to carry this invention into placed on some navigable water, to save land carriage effect. Al which is respectfully submitted for your-yet I certainly intend as soon as I can make it conve consideration." will come when carr ages propelled by steam will be in general use, as well for the transportation of passengers as goo 's, travelling at the rate of fifteen miles an hour, or 300 miles per day. nient, to build a steam carriage that will run on good In the year 1805, I published a book describing the turnpike roads, on my own account, if no other person principles of my steam engine, with directions for work-will engage in it; and I do verily believe that the time ing it, when applied to propel boats against the current of the Mississippi, and carriages on turnpike roads.And I am still willing to make a steam carriage that will run 15 miles an hour, on good level rail ways, on con dition that I have double price if it shall run with that velocity, and nothing for it, if it shall not come up to that velocity. What can an inventor do more than to insure the performance of his inventions? Or, I will make the engine and apparatus, at a fair price, and warrant its utility for the purpose of conveying heavy burthens on good turnpike roads. I feel it just to declare that, with Mr. Latrobe, I myself did believe, that with the ponderous and feeble steam engine, now used in boats, they could never be made useful in competition with sail boats, or to ascend the Mississippi, esteeming the current more powerful than it is. But I rejoice that, with him I have been mistaken; for I have lived to see boats succeed well with those engines; and still hope to see them so com pletely excelled and out run by using my engines, as to induce the proprietors to exchange the old for the new, more cheap and powerful principles. I have been highly delighted in reading a correspondence between John Stevens, Esq. and the commis. sioners appointed by the legislature of New York, for fixing on the scite of the great canal proposed to be cut in that state. Mr. Stevens has taken a most comprehensive and very ingenious view of this important subject, and his plan of rail ways for the carriage to run upon, removes all the difficuties that remained. 1 have had the pleasure, also, of hearing gentlemen of the keenest penetration, and of great mechanical and philosophical talents, freely give into the belief that steam carriages will become very useful. Mr. John Ellicott, (of John,)proposed to make roads of substances, such as the best turnpikes are made with, a path for each wheel to run on, having a rail way on posts in the middle to guide the tongue of the wagon, and to prevent any other carriage from travelling on it. Then, if the wheels were made broad and the paths smooth, there would be very little wear. Such roads might be cheaply made; they would last a long time and require ⚫ very little repair. Such roads, I am inclined to believe, ought to be preferred, in the first instance, to those proposed by Mr. Stevens; as two ways could be made, in some parts of the country, for the same expense as one could be with wood. But either of the modes would answer the purpose, and the carriages might travel by night as well as in the day. It appears necessary to give the reader some idea of the principles of the steam engine which is to produce such novel and strange effects; and this I will endeavor to do in as few words as I can, by shewing the extent to which the principles are applied already. To make steam as irresistible, or powerful as gun. powder, we have only to confine and increase the heat by fuel to the boiler. A steam engine with a working cylinder only nine inches in diameter, and a stroke of the piston three feet, will exert a power sufficient to lift 3,000 to 10,000 pounds perpendicularly, two and a half miles per hour. This power applied to propel a carriage on level roads and rail ways, would drive a very great weight with much velocity, before the fricwould balance it. tion of the axle tree or resistance of the atmosphere now in practice, driving a saw mill at Manchancks on the This is not spleculative theory. The principles are Mississippi; two at Natchez, one of which is capable of sawing 5,000 feet of boards in 12 hours; a mill at Pittsburg, able to grind 20 bushels of grain per hour; one at Marrietta of equal powers; one at Lexington, (Ky.) of the same powers; one, a paper mill of the same; one of one-fourth the power at Pittsburg; one at the same place of 3 times the power, for the forge, and for rolling and splitting sheet iron; one of the power of 24 horses at Middletown (Con.) driving the machinery of a cloth mannfactory; two at Philadelphia of the power of five or six horses, and many making for different purposes; the principles applying to all purposes where power is wanted. OLIVER EVANS. Ellicott's mills on the Palapseo, Nov. 13, 1812. their As the question of the origin of rail roads and s'eam wagons in this country seems to have created an inter est among some of our cotemporaries, we subjoin for use the following extract from a work published in this city twenty-two years ago, by Oliver Evansthan whom few or none have contributed so largely to produce our present advanced state of improvement in the means of travelling and the mechanic arts. idea of steam wagons and rail roads anterior to the year It appears Mr. Evans conceived or entertained the 1773; for shortly after this period we find him apply. ing to the legislatures of Pennsylvania and Maryland for aid to carry into effect his views on these subjects. When we reflect upon the obstinate opposition that The first rejected his memorial, or paid no attention to has been made by a great majority to every step to it-deeming its author INSANE! The last granted him wards improvement; from bad roads to turnpikes, from a patent for fourteen years; but from the want of pub. turnpikes to canal, from canals to rail ways for horse lic confidence in the practicability of his schemes, and carriages, it is too much to expect the monstrous leap his own want of means, this patent was of no use to from bad roads to ra:l ways for steam carriages, at once. him. He lived and died comparatively poor and ne One step in a generation is all that we can hope for.-glected; and was compelled to leave all his vast conIf the present shall adopt canals, the next may try the rail ways with horses, and the third generation use the steam carriage. But why may not the present generation, who have already good turnpikes, make the experiment of using steam carriages upon them? They will assuredly effect the movement of heavy burthens, with a slow motion, of two and a half miles an hour; and as their progress ceptions and designs to be executed by smaller minds and ater days, as almost all the benefactors of our race have had to do before him. [Phila. Penn. The time will come when people will travel in stages moved by steam engines, from one city to another, almost as fast as birds fly, fitteen or twenty miles an hour. Passing through the air with such velocity, changing the scene in such rapid succession, will be the most exhilarating, delightful exercise. A carriage will set out from Washington in the morning, the passengers will breakfast at Baltimore, dine at Philadelphia, and sup at New York, the same day. To accomplish this, two sets of rail ways will be laid, so nearly level as not in any place to deviate more than two degrees from a horizontal line, made of wood or iron or smooth paths of broken stone or gravel, with a rail to guide the carriages, so that they may pass each other in different directions, and travel by night as well as by day; and the passengers will sleep in these stages as comfortably as they now do in steam stage boats. These engines will drive boats ten or twelve miles per hour, and there will be many hundred steamboats running on the Mississippi, and other western waters, as prophecied thirty years ago, by one who could predict them better than the poet can now. But the ve locity of boats through the water, can never be made to equal the velocity of carriages through air, because the resistance of water is eight hundred times the resistance of air. And it shall come to pass, that the memory of those sordid and wicked wretches who oppose such improvements, will be execrated by every good man as they ought to be now. Posterity will not be able to discover why the legis lature, or congress, did not grant the inventor such [rotection as might have enabled him to put in opera tion these great improvements sooner, he having asked neither money nor a monopoly of any existing thing. The clouds of darkness will be dissipated by time.It will be clearly discovered, that to protect inventors for sufficient terms, is the only way to get the use of their discoveries soon. If my proposition, published in the city on the 8th of October last, has excited the attention of any to the great object of establishing a line between Philadelphia and New York for the transportation of heavy produce, merchandise and passengers, on carriages to be drawn by steam engines on rail way or smooth roads, it may be proper to submit for their consideration different plans. Mr. John Ellicott, (of John,) has suggested that paths be made for the wheels of carriages to run on, of hard substances, such as turnpike roads are made of, with a rail between them set on posts, to guide the tongue of the carriage, so that they might travel by night as well as day. Others have proposed lines of logs, flatted at the top, with a 3 inch plank pinned on them, to bear the carriage and guide the wheels; these strips of planks to be renewed as often as necessary, and while the logs would last, and be sufficient to hold the pins, the expense of repairs would be trifling. Mr. Samuel Morey, of New Hampshire, proposes that the two rail ways be laid as near each other as they will admit to let the carriages pass in opposite directions, and to cover the whole with a slight shed to protect the carriages, the ways, goods and psssengers, from injury of the weather. It is well worthy of consideration, whether either of these plans will not be attended with much less expense than turnpike roads or canals, including the expense of making and keeping them in repair, considering that the ways would not be so subject to be interrupted by frost. But when we compare the great expense of repairing turnpike roads, which are travelled with narrow wheeled carriages, with heavy burdens, added to the expense of the great wear of the carriages, horses and harness to that of wooden rail ways, and the carriages running on them, the result will be greatly in favor of the latter; and the difference will more than make and support a converted way, even should it require to be renewed every ten years. * I renew my proposition, viz: as soon as either of these plans shall be adopted, after having made the necessary experiments to prove the principles, and having obtained the necessary legislative protection and patronage, I am willing to take of the stock, five hundred dollars a mile, to the distance of 50 or 60 miles, payable in steam carriages or steam engines, invented by me for the purpose forty years ago, and will warrant them to answer the purpose, to the satisfaction of the stockholders, and even to make steam stages, to run twelve or fifteen miles per hour, to take back the engines at my own expense, if required. OLIVER EVANS. From Miners' Journal. STRIKE FOR FREIGHTS. We have published in another column the proceed. ings of a meeting recently held at Hamburg, by a num ber of Boatmen, with a view to advance the price of freights. It cannot be denied that the price of freights is low, but on the other hand, the price of coal is also low, and consequently coal merchants cannot afford to pay higher rates. We are persuaded that there is every disposition on the part of the latter to bestow a fair recompense on the former, but their hands are tied up by the inadequate recompense they themselves receive from the con-umers. We cannot, however, approve of combinations with a view to coercion. Freights cannot, without great inconvenience and mischief, be subjected to the control of such bodies. We know that the boatmen are entitled to a competent livelihood-that the laborer is worthy of his hire-and we believe that none would be better pleased to see them prosper than the coal merchants themselves. But without an advance in the price of coal, it is impossible for them to comply with the wishes of the boatmen. The boatmen cannot but be aware of the fact, that if they are making little at the present rate of freights, the coal merchants, at the present prices of coal, are making less. The times never were harder on either branch of the business.— If the boatmen have a right to form combinations, the immediate tendency of which is to interrupt and embarrass the coal trade, the coal merchants may exercise the same right by counter-combinations. The latter have never, within our knowledge, shown any disposition to oppress the former, but on the contrary, have always been willing to pay as much in the way of freights as the price of coal would allow and more they cannot be expected to pay. Though often the suf ferers by a raise in freights, they have rarely been the gainers by a fall. We cannot, therefore, but regret the movement in question, particularly as it tends to interrupt that harmony which has hitherto prevailed among those engaged in these two branches of the coal trade. Since the above was in type, we have learned that the number of boats concerned in the striking movement, is between forty and fifty-a number not equal to one fourth of the whole number on the canal, which is estimated at between four and five hundred. A large majority of the boatmen have, it is understood, come to the determination not to participate in the measures of the combination at Hamburg. They will continue as heretofore to load at the usual prices. This is as it should be. Strikes are dangerous expedients. They 1835.] STRIKE FOR FREIGHTS. never yet have been of any advantage to those concerning lines, and other articles that we are compelled to We also learn that an attempt is making to stop the business of transportation on the canal, that several boats have been detained until those who had them in charge would agree to bear a proportion of the expenses incurred by the strikers-that two lines have been cut and other forcible methods resorted to, to enforce obedience. If these things be true, those engaged in them will assuredly subject themselves to prosecutions, as heavy penalties are imposed for obstructions of the Navigation. The individual sufferers will also have a legal claim against the wrong doers for damages. The Navigation Company will hardly tolerate any acts of this description, and we would therefore seriously advise all who may have committed any outrages of the kind, or who design to committ them, to beware of the consequences. MEETING OF BOATMEN. At a large and respectable meeting of the Boatmen, held at Hamburg, on the 23d of June, 1835, GEORGE PENROSE was chosen Chairman, and James Anderson, Secretary. On motion of Doct. Darrah, and seconded by Capt. Barnes, it was proposed whether this meeting should regulate the price of freight, or whether a select committee should be appointed for said purpose-and was decided in favor of appointing a select committee. It was also moved and seconded by the same gentlemen, that a committee be appointed to draft resolutions expressive of the sense of the meeting-whereup. on, James Horning, Wm. Peacock, J. Banes, G. Penrose, J. Anderson, J. Karnes, Doct. Darrah, M. Hamlin, J. Dreher, S. Shollenberger, were appointed said Committee. Adjourned to meet again on the 24th instant. June 24th. The meeting again assembled. On motion, it was unanimously Resolved, that Mah lon Hamlin was exonerated from his attendance as a committe man for one hour to attend to other purposes. The Committee, after organizing themselves by ap pointing James Harding, Chairman. and James Anderson, Secretary, reported the following preample and resolutions, which was unanimously adopted: It is the opinion of the committee, that the coal taken from the Mines in Schuylkill County would afford a living for all concerned in the trade, if properly managed that their conveniences are equal, if not superior, to any in the state-and that the consumers would willingly pay twenty-five cents per ton more than they are now paying. The committee think necessary to add that the Schuylkill Navigation Company deserve great credit for the improvements they have made, and the unremiting diligence they are still using for the conve nience and comfert of Boatmen on the whole line of canal, and for keeping the price of their toll at the present rate, and not letting the article that many thousands of us are depending on for a living, become so low, that all concerned in it, would certainly have to quit it. Stipulated prices are necessary for toll and freight, for mining, for coal in the ground, and for shipping from Philadelphia; then any arithmetician could calcuJate what coal ought to be sold for, and the price would not be varying from twenty-five to fifty cents per ton, which has brought the trade to a wretched state of confusion, which our scene exhibits near Hamburg, Berks county, at the present time. And whereas there has been an advance in the price of our hands, provisions, unloading our boats, in tow use for our horses, our boats, and ourselves, which It is known that the slaves in the South get permis- And whereas, the committee are of the opinion that there is nothing wrong in men asking for their rights as far as respects the price of their labor, which is all they have to depend on for a living. Many of the line of canal, thinking that the business would get betBoatmen have contracted debts at the stores on the ter, and have become so much involved in debt that they cannot leave the business to seek for other employ. ment-and the committee have made themselves suffipeople on the line of the canal are depending on the ciently acquainted to know, that a large number of Boatmen for a living. Therefore, Resolved, That we cannot see no reason why we, as Boatmen, have not as good a right to regulate our prices, as any other class of people. Resolved, As long as we leave our prices to be regualways be kept as slaves. lated by any persons interested in the coal trade, we will Resolved, That we are of the decided opinion that we as Boatmen on the Schuylkill canal, should form ourselves into a society, for the express purpose of regulating our own business. Resolved, That no person or persons after having adopted these resolutions, will be at liberty to load coal or freight at Pottsvilles for less than one dollar and twenty five cents, gross weight-one dollar and fifteen cents from Schuylkill Haven, and one dollar from Port Clinton. Resolved, That as our intentions are honest, we shall refuse any freight for this season, that shall exceed twenty per cent. on the stipulated prices, as we consider high freights as injurious to our interests as low ones. Resolved, That the 5 per cent. taken from boatmen, has, in the opinion of this committee, been an imposition, and we will not hereafter receive any paper that nor settle freights in any other way. has not the honest and true weight of 2,240 lbs. on it, Resolved, That should the Coal Merchants refuse to load the Boats of the leading men in this movement, they can only state that all the Boatmen are on an equal footing, and all are interested in pro'ecting their rights, their intention being for a public good, which can be depended on. Signed James Horning, G. Penrose John Karnes, It was further moved and seconded that James Horning, George Penrose, and James Murray, be appointed a committee of vigilance, with power to choose one or more suitable persons to assist them in the transac |