66

The Vessel struck by the Susquehanna. Ship Susquehanna, Miercken, 28 days from Liverpool with merchandise and 68 steerage passengers, to H. & A. Cope. Sailed in company with ships Rochester, Oxford, and Adirondack, for New York; North America, and Levant, for Philadelphia. On the 5th May, in lat. 44 34, lon. 49 25, saw ten large islands of ice ranging about north and south; passed between two about 3000 yards apart. On the 8th May, lat. 43 25, lon. 56, blowing a strong breeze from N. E. a sail was discovered close under our bows; the helm was put hard up instantly; in paying off we struck the ship on the starboard quarter about the mizen rigging; we were heading W. by S. and W. S. W. going at the rate of eight knots per hour. The ship was standing to the northward and eastward, going at about the same rate, crossing our bow from the leeward. As soon as we struck her the blow slewed her round alongside of us. I got up on the rail and looked down on the deck, but could not see any body; we left each other instantly. I fear she was more injured than our ship. One of the crew says he saw one of the masts fall just after she passed us. We lost our bowsprit, jibboom, starboard cat-head broken off, and the foretopmast studding sail boom and boom iron taken off; also a part of the cutwater broken off and the main stem somewhat injured. We were under double reefed topsails and courses—jib and spanker stowed about fifteen minutes before the concussion." We learn from the Miramichi Gleaner, of the 25th ult. that the vessel struck by the Susquehanna, of this port, was the ship" Paragon," from Liverpool bound to Halifax, with a valuable cargo. That paper announces the arrival of a number of the crew and four of the passengers, and furnishes the following statement of the mate, whose watch it was when the accident occurred.

On the 8th of May, at 2 o'clock, A. M. the weather stormy and the ship being under three close reefed topsails, and very thick at the time, saw a large ship running for our midships, and we not having time to keep our vessel away, gave all the alarm we possibly could, but it was of no avail, the ship struck the Paragon amidships, and cut her down as far as we could see. We then hailed the ship, and requested them not to leave us, as we were making water very fast, but we received no answer, and she bore away from us. She had bright sides with white mouldings, and from her appearance we supposed her to be one of the New York Liners. We were then a total wreck, our main and mizen mast carried away, and all the boats stove in. We then commenced to lighten the ship by throwing the cargo overboard, and to nail canvass on her sides; all the hands that could be spared were placed at the pumps, but all our efforts were in vain, the ship rapidly made water and was sinking fast. At 6 o'clock P. M. we saw a barque bearing down for us, which proved to be the London of Yarmouth, bound to Liverpool. We requested the captain to lay by us till the following morning, which he humanely did, and at 7 o'clock we abandoned the Paragon, she at the time having from 7 to 9 feet water in the hold. On the 11th of May, after being three days on board the London, we spoke the ship Bellona, bound to Miramichi, the captain of which kindly received 13 of the crew and four of the passengers.

The accident occurred in lat. 43 20, lon. 36 30. Mr. Knowlan of Halifax, a cabin passenger, returned to Liverpool, in the London.

CAPTAIN MIERCKEN'S STATEMENT.

We have been favored with the following statement from captain Miercken, in relation to the recent dreadful collision at sea. It furnishes a detailed account of the catastrophe, and gives many particulars not heretofore published:

To the Editor of the Inquirer. Observing a paragraph in the newspapers, purporting to come from the mate of the ship Paragon, which appears to cast censure on me for not heaving to, after the collision of the ships, I am induced to offer the following statement, believing I could not have done otherwise under the circumstances. On the 8th May, sea account, at a quarter before 2 o'clock

A. M. lat. 43 degrees 25 miles north, long. 56 degrees 5 miles west, blowing a gale from N. W. standing west by south and west south west, our ship under three double reefed topsails and whole courses, (the jib and spanker taken in about 10 or 15 minutes before the concussion) very dark and thick weather, going at the rate of eight and a half miles per hour. I was sitting in the cabin when I heard my second officer cry out in a very loud tone, “ hard up! hard up! hard up!" five or six times; I sprang on deck immediately, and asked the officer what was the matter, his reply was that a sail was close under the bow. At the same moment I saw a vessel crossing our bow from the leeward, close to us on the larboard -tack, standing to the northward and eastward. Our helm was put up instantly, and our ship was paying off, but we were too near to clear her, and struck her on the starboard quarter. The blow we gave the ship caused her to pay off instantly, and we passed each other side and side. I sprang up on the weather rail and looked down on the ship's deck and hailed "ship ahoy," but received no answer nor could I see any one in motion about the ship's deck; at the moment I thought they were all asleep on board. All the damage I could see in passing we had done the ship, was a large hole in the mizen topsail. I thought also at the moment that neither of us received much injury, as I felt very little jar at the time; but on going forward to ascertain what injury was done, the second mate and the man who had the lookout on the top gallant forecastle met me in the waist, and to my surprise told me our bowsprit was carried away and under the bows. I immediately looked up at the foremast, saw it swinging about considerably, ordered the helm to keep hard up, and let the ship be kept before the wind, as we were pitching bows under at the time, and the sea was coming chock aft. I expected to see the foremast go over the side every instant, and it would have been utterly impossible to have hove ship to in the critical situation that we were in, and the press of canvass that was on the ship, without losing my masts and endangering the loss of our own ship, and the lives of the passengers and crew. I ran to the forecastle and ordered the watch below to jump up instantly, as our ship was a wreck. I then called the chief mate, stating to him the same,-also the carpenter, to bring his sounding rod inmediately, to try the pumps, as I found the ship was making water. As soon as the men got on deck I hauled the main sail up, clued the mizen topsail up, and then went forward and hauled the foresail up, as the weather head earing was carried away, the sail torn away from the head rope, and the lee fore braces were also carried away. The fore-topsail I did not take in as it pressed the mast forward until we got the stays set down, when I also clued it up, and sent the men up to furl it; whilst they were on the yard I was apprehensive lest I should see the mast and all the men go overboard, as the ship tossed about very much in consequence of the high sea on; however, before I took any of the canvass in, I could not see anything of the other ship, it being very dark, and we going at the rate of ten knots, as our velocity was increased by the ships going free. The men were sent up to furl the main sail, but it being wet and heavy, they could not furl it without great loss of time; I ordered them down, and let it take its chance of blowing away. The mizen topsail was handed, while part of the men were getting a tackle on one of the fore topmast stays, that was carried away in the bees, to secure the fore-topmast and foremast from falling. The other stays we could not get cleared away until daylight, and we were under the necessity of running the ship off south, and south by and able to bring the ship by the wind. In fact, until daywest for fourteen hours, before we got the foremast secured, light made, I conceived our ship was the most injured vessel; and it was not until I discovered, our cut-water was broken off, the gripe all twisted off, and the main stem all broken, and broomed close to the rabbit, and split down, as far as the eye could see under water, that I expressed my opinion to my mate, that I feared the other vessel was more injured than ourselves. He then mentioned to me, that one of the crew said he saw one of the masts fall after she passed us. In passing the ship I observed she had black and white sides, painted ports-could not see any thing like a broken part in

the hull; however, the night was dark, and we were passing each other with great speed. Neither I, nor the watch on deck, on the look-out forward, saw a soul on board, or heard any alarm given from the vessel before or after the concussion; and we passed each other so close after we struck her, and slew'd her round, that I do not think there was one foot distance between the two ships' wales. JOHN W. MIERCKEN. Master of the Ship Susquehanna.

Philadelphia, June 5th, 1841.

It appears to us, that unless the wrecks, which are fleaing about the ocean, are destroyed, they may cause the loss of much property and of many valuable lives. We are surprised to notice how little pains, are frequently taken by masters of vessels, to ascertain the names of vessels abardoned at sea, or to board them for the purpose of learning whether there may not exist, some human beings on board in such a condition as to preclude the possibility of exhibiting themselves to transient vessels. If no persons should be found on board, the name of the vessel alone would afford a melancholy satisfaction and often remove a painful state of suspense from anxious friends and relatives. In all cases, where practicable, the wrecks should be burned or sunken, to prevent future accidents to other vessels. If, as is proposed in New York, a vessel be despatched to search for the President, it would be important, to have her supplied with materials for the destruction of any wrecks, with which she may meet. Even a floating mast or spar may do infinite mischief to a vessel encountering it.-Ed. Reg.

Report of the Secretary of the Navy.

commerce, our own shores have been left without any adequate protection. Had a war with Great Britain been the result, as was at one time generally feared, of the subjects of difficulty now in a course of adjustment between that power and the United States, not only would our trade have been liable to great interruption, and our merchants to great losses abroad, but a naval force comparatively small might on our very shores have seized our merchant ships and insulted our flag, without suitable means of resistance, or immediate retaliation being at the command of the Government. To guard against such a result-to be ever ready to repel or promptly to chastise aggressions upon our own shores, it is necessary that a powerful squadron should be kept afloat at home. This measure is recommended by other considerations. There is no situation in which greater skill or seamanship can be exercised and acquired than on the coast of the United States; and in no service would our officers and seamen become more thoroughly initiated in all that is necessary for the National defence and glory. In that service, aided by the coast survey now in progress, a thorough acquaintance would be gained with our own seacoast, extensive and hitherto but imperfectly known-the various ports would be visited—the bays, inlets and harbors carefully examined-the uses to which each could be made available during war, either for escape, defence or annoyance; be ascertained, and the confidence resulting from perfect knowledge would give to us, what we ought surely to possess, a decided advantage over an enemy on our own shores. Should it be thought desirable that such a squadron be put in commission immediately and kept constantly on duty, an additional appropriation may be necessary; for the amount of which, as the force deemed proper to be em. ployed, I beg to refer to the accompanying report on the subject, prepared under my direction, by the Board of Navy Commissioners.

The attention of Congress has been heretofore earnestly invited to the state of our ordnance and ordnance stores, and I deem it worthy of immediate consideration. A sufficient supply of suitable arms and munitions of war is indispensable to the successful operation of the bravest officers and men; and it cannot, from the nature of the case, be provided upon a sudden emergency. Sailors may be hastily collected from our commercial marine, ships may be purgency, nor can some of the materials for the preparation of ammunition be procured either by purchase or manufacture. Hence the ordnance should, by a timely foresight, be provided in advance, and the materials be secured, from which a supply of ammunition can be speedily prepared. The accompanying report from the Board of Navy Commissioners shows the amount of expenditure which will be required under this head. Should the object be deemed of such importance and urgency as to require the immediate attention of Congress, I respectfully recommend that an appropriation of one-third of the estimated amount be now made.

NAVY DEPARTMENT, May 31, 1841. Sir-The appropriations made at the last session of Congress will be found amply sufficient to cover the expenditures for the current year, under the several heads of appropriations, unless it should become necessary or be deemed proper to assume another and larger basis of operations than that on which the estimates from the Department were founded. The state of the Navy Pension Fund will require the immediate action of Congress. Under the operation of the act entitled "An Act for the more equitable administration of the Navy Pension Fund," that fund has been exhausted. It will be seen by the accompanying report of the Com-chased, but ordnance cannot be supplied on such an emermissioner of Pensions that there will be required for the payment of navy pensioners, on the 1st of July next, the sum of $88,706 06; and on the 1st of January 1842, the further sum of $69,000. In addition to these sums, about $6000 will be required to pay arrears of pensions which will probably be allowed between July next and the first of January, making in the whole $163,706 06. To meet these payments, there is within the control of the Department the sum of $28,040; leaving a deficiency of $135,666 06, which the public faith requires should be promptly supplied. The sudden return of the Brandywine seems to require some explanation. From the despatches sent to the Department by Captain Bolton, of that ship, it appears that the great excitement prevailing in England in the early part of March last, induced our Minister at that Court to address a communication to Commodore Hull, the officer commanding the United States naval forces in the Mediterranean, the result of which was, that the squadron, then lying at Mahon, left the station with a view to get out of that sea, ascertain the true state of things between the United States and Great Britain, and either resume their station or return home according to the result. The Brandywine outsailing the Commodore, and Captain Bolton having received no information on his voyage deemed satisfactory by him, he returned to the United States.

Though it is presumed Congress will be scarcely willing to give attention to general matters unconnected with the objects for which the extraordinary session of that body was convoked, yet recent events induce me to bring to your notice, with a view to the action of Congress, two subjects as worthy of present consideration. The first is the establishment of a home squadron. While squadrons are maintained in various parts of the world for the preservation of our

The opinion seems to have become general, as well in the service as in the nation at large, that a thorough re-organization of the Navy is demanded by considerations connected with the defence and honor of the country, and in this opinion I heartily concur. Yet I am fully aware that any plan for this purpose should be the result of the most careful deliberation, and that it would be at once unwise and injurious to submit to Congress and the country any proposed arrangements which should be liable to the charge of haste and inconsideration. Deeply sensible, therefore, at once of the importance and difficulty of the measure, I have taken proper steps to collect and avail myself of all the results of experience and observation from those whose opportunities have afforded the means of knowledge and their intelligence the ability to use them profitably, and I entertain the hope of being able, before the next regular meeting of Congress, to submit for your consideration a comprehensive and well digested system of reform in the branch of the public service committed to my charge.

I have the honor to be, with the highest respect, your most obedient servant, GEORGE E. BADGER. The President of the United States.

NAME OF COUNTY.

Census of the Western District of Pennsylvania,---June 1, 1840.

FREE WHITE MALES.

FREE WHITE FEMALES.

7,617 4,407 2,668
401 271
733

Beaver..

2,800

2,079

1,791

1,541

2,407 1,610

1,131

Centre...

2,102

1,519

1,254

1,032

1,830 1,116

441 255 90 40 2

1,887

1,454 1,113 1,103

1,845 1,011

Tioga..

1,494

1,197

1,001

840

1,380 879 563

358

189

93 18

1,451

1,112

987

866

1,191

794

493

Jefferson

843

550

449

391

660 395 277

169

72

20 2

752

548

418

321

588

336

199

Potter..

344

239

232

179

270 217

145

67

39

18

3

331

290

203

156

265

163

92

Westmoreland

3,809 3,140

2,667 2,369

3,519 2,264 1,555

951

523 2881 86 10

2

3,751

3,152 2,697 2,525

3,592 2,238

1,468

Crawford..

2,908 2,453

2,047 1,654

2,853 1,974 1,302

710

414 207 33

2

2,708

2,399 1,908

1,680

2,520 1,650 1,087

419 176 41 6 1

2,463 2,055

2,674 1,671

124 67 17

Susquehanna.

Fayette
Washington..

Butler
Armstrong

1,991

48

128

59

Juniata

Beaver.

175 170

6,490 1,934

5,252

1,936 1,910

33 63

2,375 2,375

20 3,978