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23d Cong. 1st Sess.]

Jiffairs of the Post Office Department.

stead of 26,854,485, being 5,697,641 miles less than the Postmaster General has reported it. Thus, by underrating the amount of transportation at the time he came into office, and exaggerating it since that time, the Postmaster General has fallen into an error, as to the amount which he has increased the transportation of the mail, of no less than 7,206,680 miles. Your committee, not having performed personally the labor of this part of the examination, cannot vouch for the accuracy of the above estimates, but they believe them to be nearly correct; and, if they err, that the error will be found to be in approaching too near, rather than in departing too widely from the statements in the official reports of the Department. The annual expense of transporting the mail, under existing contracts, with all improvements, was, by the report of the Postmaster General of the 30th November, 1833, set down at - - - $2,033,289 42 The Blue Book of September, 1833, gives the aggregate of all mail contracts and extra allowances at - - - 1,992,920 14 Making a difference of expenditure not ac

counted for, of - - $40,369 28

This difference is wholly unexplained. No answer has yet been given to a call made by the Senate, on the 11th day of March last, on a resolution offered by one of your committee, for a statement of the sums paid for transportation and extra allowances, if any, omitted in the Blue Book, which would have enabled them to present an explanation of the discrepancy; and we can perceive of no mode of accounting for it, consistent with the correct administration of the Department, and a careful and accurate examination of the papers which issue from it, and under its official authority.

Your committee has also caused to be selected from the report (of extra allowances) made by the Postmaster General to the Senate on the 3d day of March last, all that have been there set down as subsisting allowances since the 29th day of June, 1833, which ought to include all that are embraced in the Blue Book. Their aggregate, by that report, amounts to #351,573 30 Their aggregate, by the Blue Book, is" 377,947 66

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1202, 1389, 1390, and 1400; that is to say, from Cum

berland to Wheeling, Washington to Steubenville, Baltimore to Cumberland, Washington, D.C. to Frederick, and from Frederick to Winchester, at 7,000 dollars per annum. * By the advertisement, these routes were to go into operation on the 1st of January, 1832. In his report to the Senate of the 3d of March, 1834, (Doc. 138, p. 204,) he states the same contract at 15,950 dollars per annum, exclusive of enormous extra allowances, which, as they do not relate to the branch of the subject now under consideration, we pass by for the present. The difference between the report of this contract in April, 1832, and March, 1834, is 8,950 dollars per annum, amounting, in four years, the duration of the contract, to 35,800 dollars. In his report of April 18, 1832, (Doc. 212, p. 17.) he states that R. C. Stockton and William Neil are contractors to carry the mail on routes No. 1,501 and others, including a large number of routes, principally in Ohio, at

an annual compensation of - - $30,000 In his report of March 3, 1834, (Doc. 138, p. 210,) he states that Wm. Neil & Co. are contractors on the same routes, at an annual compensation of - - - 50,410 Making a difference in favor of the contractor, per annum, of - - - 20,410 During the contract, of - - - 81,640

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represented in different reports of the Department, they are not selected with a special view to that circumstance. We detail them because they form parts of transactions with individuals, some, it is true, of small importance, and others of greater magnitude, but together involving almost every conceivable variety of abuse; some of them in direct violation of law, and some subversive of the common principles of justice and fair dealing between man and man. The first case examined by your committee was a contract with General George House, of Gallipolis, in the State of Ohio, and the following is the transaction, somewhat in detail, as it appeared in evidence. At the lettings (Doc. 117, p. 5) in October, 1830, route No. 1975, from Colesmouth to Gallipolis, was taken by John Black, at the yearly compensation of $394, com. mencing on the 1st of January, 1831, and ending the 31st December, 1834. On the files of the Department is a letter from House to the Postmaster General, dated at Washington, January 28, 1831, in which he proposes to carry the mail three times a week in a steamboat from Charleston, Ken. hawa, to Gallipolis, at $30 per mile, per annum, to commence as soon as his boat should be ready in the spring; and he adds, that his proposition is made in pursuance of a request or directions of the Department made to Judge Hayward, in December (then) last. The estimated distance, sixty-four miles, equal to $1,920 a year. In a communication from 0. B. Brown to the Postmaster General, dated the 11th of February, 1831, he states the offer of George House at $1,000 for carrying the mail twice a week in a steamboat on the same route, and that the steamboat will be ready, “say the 1st of April.” He suggests that the contract with Black may be suspended, and asks, “Shall it be done.” The Postmaster General endorses on the paper, “Let it be done;” and thereupon Black received orders to discontinue his route from the 1st of April, 1831. No contract appears to have been executed by House, and Black continued to carry the mail on horseback as his sub-contractor. The effect of the whole transaction was to shift the contract out of the hands of Black, and place it in the hands of House, who is well known as an active and influential political partisan. A letter written by House to the Postmaster General, on the 2d of August, 1831, states that he had not yet got his steamboat prepared, and did not know when he should; and it seems that he never did get it prepared; for the mail is still carried on horseback on that route. At the letting of contracts in October, 1831, route No. 1,588, from Chillicothe to Gallipolis, was bid off by A. L. Ross, at $1,100 per annum, the mail to be carried three times a week in four-horse post coaches. His bid was accepted, and, in the report (Document 212, page 20) of the 18th of April, 1832, he appears as the contractor. On the 7th day of October, 1831, a letter was written by O. B. Brown to Ross, informing him that the acceptance of his bid was suspended, and that the Department wished him to give it up, as it was important that the stage line from Chillicothe to Gallipolis should be connected with the steamboat line from Gallipolis to Charleston. Ross reluctantly yielded to the requisition, and the mail upon that route was carried by House for some time, but no evidence which can be procured from the Department shows how long, without any contract, and without any written and accepted offer. There was exhibited to your committee a letter from House to O. B. Brown, without date or postmark, in which he says he has carried the mail from Chillicothe to Gallipolis, and from Gallipolis to Colesmouth, since the 1st of January, 1832, without any contract; and in this letter was enveloped and filed a paper, also without date, containing a proposition by House to carry the mail three times a week in four-horse post coaches from Chillicothe to Gallipolis, and three times a

week from Gallipolis to Colesmouth, on horseback, for the yearly compensation of $2,600. On the back of this paper is endorsed, in the handwriting of the Postmaster General, “Allowed to take place from the 1st of January, 1832.” All these papers, and the filing and entries upon them, are without date, and the officers of the Department can give no account of the time of their execution. Some accidental writing in pencil on one of the papers does, however, lead to the conclusion that they are all of very recent origin, and the contract, which was at last executed pursuant to this proposition, appears by the jurat to have been executed on the 27th day of April, A. D. 1833. Thus were there two contracts transferred from their legal owners, against whom there was no complaint, to George House, at a clear loss to the Department of $1,106 a year, amounting in the four years to $4,424, which sum is, in effect, a gift to that individual, made in violation of law, and under a succession of pretences which had no foundation in fact. By the act of the 15th day of June, 1832, a mail route was established from Chicago to Green Bay, in the Territory of Michigan; but in the proposals published by the Department on the 24th of July following, this route is not included, and no notice whatever was published by order of the Department for proposals on that route. O. B. Brown, an officer in the Department, who made out the list of proposals, being sworn, stated it as his belief that the omission happened in consequence of the law establishing the post routes not having been published at the time he made out the advertisement, and that he took it from a copy of the bill, which afterwards underwent alterations. It appears that the law was approved on the 15th day of June, 1832; the advertisement was signed by the Postmaster General on the 24th of July following; and it further appears, that this route was upon the bill as it was first introduced into the House, and was never struck out, or underwent the slightest alteration during its progress. John T. Temple, then a clerk in the Department, made out a bid in the name of Asahel Savery, of Michigan, by which he offered to transport the mail on horseback on that route once in two weeks, for $3,000, or once a week for $3,500 a year, which was accepted. There was afterwards a representation made by Asahel Savery, in the handwriting of John T. Temple, stating that the bid was too low, and that he would suffer very heavy loss by the contract. The distance is two hundred and fifty miles. the fair value of the service does not exceed 1,200 or 1,500 dollars. The Postmaster General, upon this representation, made an additional allowance of $1,000 a year, and the contract was accordingly executed by Savery, and assigned to Temple. In this manner Dr. Temple, by means of his situation in the Department, obtained a contract giving him $4,500 for carrying the mail 250 miles on horseback weekly, for which service it is believed $1,500 would be a very large compensation; much more indeed than the state of things would justify. The route is an unimportant one; the nett amount of postage received upon it, after leaving Chicago, to its termination at Green Bay, inclusive, falls short of the one-tenth part of the sum given to Temple on this contract; which aggregate sum equals, it is believed, the nett proceeds of postages received in the whole Territory of Michigan. Prior to the lettings in October, 1831, Lindsay and Sheaffer were contractors for carrying the mail from Hagerstown to McConnellsburg, and at those lettings they again bid to carry the mail three times a week, in fourhorse post coaches, at $300, or daily at $600 a year. James Reeside bid for the same at 40 or 99 dollars improved. The bid of Reeside was accepted, and he is set 23d CoNG. 1st Sess.]

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.Affairs of the Post Office Department.

down, in the report of the Postmaster General of the 18th of April, 1832, as the contractor, at $40 a year. In the report of extra allowances of the 3d of March, 1834, no extra allowance on this contract is noted; but in that part of the same report which gives a statement of the retrenchments ordered, this route is noticed thus, (in page 253:) “1231, Hagerstown to McConnellsburg, James Reeside, four weekly trips, reduced $700. Not understanding precisely how $700 could be deducted from $40, without first adding something to the lesser sum, a member of your committee, who happened to discover the discrepancy, gave to their clerk a written paper, stating the difficulty, and requesting an explanation, and asking also for a copy of some papers, which it was supposed would show the true nature of this and one other transaction. There was much delay and prevarication before any distinct answer was given to the inquiry, and then the Postmaster General declined answering it, because it was not signed by the chairman of the committee. This difficulty was removed. The chairman signed the paper, and, some few days after, and after the arrival of James Reeside, (the contractor in the city,) the Postmaster General sent in his answer on the 15th day of May, 1834, which accompanies this report. In this, he says, that after the contract was adjudged to Reeside on his bid of $40 or $99 improved, he was ordered to run daily instead of tri-weekly, and the amount of compensation for increased service was left unsettled. The report goes on to state that Reeside represented to the Postmaster General that there had been two mistakes in his bid; that he had made it out in pencil marks, and his clerk had blundered in copying it; that the $40 was intended for $1,400, and the $99, which occurred twice, was intended for $1,999; and the Postmaster General adds that O. B. Brown reported to him at another time these sayings of Reeside, and stated that there were no other bid on this route. Mr. Reeside was therefore allowed to correct his bid, making it $1,400 and $1,900, instead of $40 and $99. The report proceeds to say that Mr. Brown also was mistaken; that there were in fact several other bids, and that, as soon as this was made known to the Postmaster General, he promptly informed the contractor that his contract should be reduced to the amount at which it would have been fixed had he known of the other bids at the time it was arranged. The time at which this discovery was made, and the notice given, not being named in the report of the Postmaster General, your committee inquired of him on that subject, and he stated that it took place after he received the before-mentioned informal inquiry from a member of the committee. It is proper to add that other inquiries, informal as that when first presented, had been theretofore answered without objection; and your committee cannot resist the con. clusion that the hesitation at first manifested, and the refusal at last to answer, was merely for the purpose of gaining time, and waiting the arrival of the contractor, (who had been subpoenaed by your committee,) that a better countenance might be put upon the transaction than its naked features exhibited. James Reeside is also contractor for carrying the mail from Baltimore to Chambersburg, 77 miles daily, in fourhorse post coaches, at $1,900 a year, from the 1st of January, 1832. The schedule was so changed on the 29th December, 1831, as to lessen the time, and, consequently, to increase the speed; but the difference was so slight as to be wholly unnoticed by a sub-contractor on a part of the route, who was examined by your committee; and on the 18th of April, 1832, long after this change of the schedule, the contract is reported to Congress (document 212, page 15) as subsisting at $1,900. In the report of the 3d of March, 1834, which professes to give all the extra allowances, there is none stated on this route; but in that part of that report which gives the curtailment of

mail facilities, (document 138, page 253,) the “increased expedition” is reduced at $1,595 yearly; and, on examination of the books of the Department, it appears that the contractor did in fact receive on that route $3,495 yearly, instead of $1,900; to which sum, and no more, he was entitled by fair and legal contract. The increased expedition was of importance to the contractor, to enable him to compete with other rapid lines in the transportation of passengers, but it does not appear to have been of any considerable value to the public; and had it been of importance, the increased compensation is much too great for the additional service rendered. It is stated in the report of the 18th of April, 1832, (document 212, page 2,) that James Reeside is the contractor for the transportation of the mail on the route from Philadelphia to New York, in four-horse post coaches, daily, at an annual compensation of $6,000, for four years from the 1st day of January, 1832. By the report of the 3d of March, 1834, the contract is stated at twice a day, and the annual compensation (docu

ment 138, page 186) at - - $20,500 00 He was allowed, (page 187,) for extra services, a yearly compensation of - - 5,125 00 Increasing the compensation on this route from $6,000, the legal contract, to - - 25,625 00 And an express mail was ordered to be run on the same route, at a yearly compensation of 3,150 00 Making the grand total, yearly, - - 28,775 00

In his report of the 18th of April, 1832, (document 212, page 13,) the Postmaster General states that James Clark is the contractor for carrying the mail from Bedford to Blair's Gap, and from Bedford to Cumberland, once a week, on horseback, from the 1st January, 1832, to the 31st December, 1835, at a yearly compensation of $275. In the report of the 3d March, 1834, (document 138, page 198,) James Reeside, is reported to be the contractor for carrying the mail on these routes, (Nos. 1215 and 1230,) from Cumberland to Blair's Gap, three times a week, in four-horse post coaches, at an annual compensation of - - - - - $4,500 00 And on the 25th of February, 1833, he was

directed to run daily between Bedford and

Blair's Gap, at an additional compensation of 2,911 72 Thus the legal contract for $275 has increas.

ed to - - - - - 7,411 72

James Reeside and S. R. Slaymaker were contractors for carrying the mail from Philadelphia to Pittsburg, for

a yearly compensation of - - - $7,000 00 From Pittsburg to Washington, Penn., - 1,250 00 Aggregate, . - 8,250 00

As by the report of the 18 h of April, 1832, 212, pages 4 and 11.) In the report of the 3d of March, 1834, (document 138, page 199,) they are stated to be contractors for carrying the mail on the same routes, and, in addition thereto, from Washington to Wheeling, in Virginia, (which is also cov: ered by the contract of Stockton and Neil,) at an annual compensation of - - - $27,000 00 on the 5 h of May, 1833, there was made on this route a yearly extra allowance from April 1, 1832, of - - - And there was ordered an express mail on the same route, to be run by James Reeside, from Philadelphia to Pittsburg, at a yearly allowance of - - - -

(doument

10,000 00

3,150 00

Increasing the compensation on this route from $8,250, yearly, to - - - $40,150 00 [23d Cong. 1st Sess.

..offairs of the Post Office Department.

The above are but a few out of the many contracts held by James Reeside and others, his partners. The allowances in the above cases, beyond the amount of their open bids and fair and legal contracts, is $62,316 78 a year; amounting, during the continuance of their contracts, to the enormous sum of $249,267 12, which is given to these contractors by the Department, without advertising, and without competition. The amount of those allowances was somewhat reduced on the 1st of December last, in consequence of the insolvency of the Department. It will be noticed in these and many similar cases of favored contractors, that, where they are concerned, com. petition is absolutely put down, and the notice published pursuant to law, inviting competition and the public biddings, are but mere masks to cover their secret transac. tions. The route is not advertised as it is to be run; and before it is put into operation, some improvement, generally comporting with an alternative proposition in the bid, is ordered, and the original contract is merged and lost in the improvement. The compensation agreed to by the legal contract is, in some instances, so insignificant, that it is hsrdly worth adding as an item in the aggregate allowance. But it has not been thought necessary, in all cases, to preserve even the cover of increased services, as an excuse for these extra allowances. The 10,000 dollars yearly allowed to Reeside and Slaymaker, on the route from Philadelphia to Pittsburg, is wholly without this apology. The allowance was for hardships incurred in the performance of a stipulated service, not for any thing done which their contract did not require of them. The whole hardship, too, as proved by the testimony of Reeside, was this: The mail was so heavy for three of their trips weekly, as to prevent their taking in a full load of passengers on those trips; by which it would seem that the Department, after paying for the transportation of the mail, on this route, something more than 30,000 dollars, was also held bound to say the contractor extra for whatever expense and inconvenience the transportation of the mail might occasion him. Or rather, to give the transaction its true character, this ten thousand dollars a year was a gift, out of the funds of the Department, to these contractors: and there are some further circumstances attending it, which, on the most careful inquiry by your committee, are not satisfactorily explained. The evidence shows that Reeside and Slaymaker represent two companies which share equally in the profit and loss on this line. The money accruing for transportation is received by Reeside and Slaymaker, a moiety by each, and distributed by them to their respective companies. This extra allowance of ten thousand dollars was received by them on the 5th of May, 1833, and no part of it has yet been paid over by either of them to their partners, or entered upon any account book of the companies. Ree. side, on his examination, stated that they had kept this back to pay some old debts of the companies, which they supposed had been provided for, but which were, unex. pectedly, found to exceed the sum appropriated for their payment. But being specially interrogated, he stated that this unexpected deficit did not exceed five thousand dollars in the whole, and that it was not discovered to exist until about three months afer the first ten thousand dollars of this extra allowance was received by him and Slaymaker. The whole amount so received and so retained by them on this account, appears to have been sixteen thousand six hundred and sixty-six dollars sixtysix and two-thirds cents. The allowance of this money and its application are alike remarkable. There were also certain pecuniary transactions of a private na'ure, between these contractors and some of the officers of the Department, which came under the

notice of your comtitee, which, in their opinion, merit considera'ion.

Some time in the year 1832, O. B. Brown applied to Slaymaker for a small loan of money, (300 dollars,) which Slaymaker accordingly lent him, but took no note, and made no memorandum of the transaction, which took place in the presence of no one but themselves. At another time, Mr. Brown asked Slaymaker if he could lend him three thousand dollars at the usual rate of interest. This also was promised; and sometime after, about the first of January, 1833, Mr. Brown renewed his reques', and said he had made a purchase of the property of Doctor Temple, on the faith of the promised loan. The witness stated before the committee, that, at that time, he had not the required sum of money at command, but undertook to raise it, and accordingly did raise it, by means of drafts, These drafts were two in number, for fifteen hundred dollars each, drawn by Samuel R. Slaymaker on O. B. Brown, and endorsed by James Reeside, and payable at ninety days date. They were negotiated at the Western Bank, in Philadelphia, and sent to the Patriotic Bank in Washington city for collection. They were paid at maturity by the proceeds of a draft drawn by James Reeside on O. B. Brown, for three thousad dollaas, at ninety days. This draft was suffered to pass a day or two beyond its maturity without payment; but on the 18th of July it was paid out of the proceeds of a draft drawn by Samuel R. Slaymaker on James Reeside, for two thousand dollars, and one thousand dollars in cash paid by Slaymaker; and O. B. Brown, at the same time, drew on Reeside for two thousand dollars, which drafts were sent to the Bank of Maryland for collection. It appears that neither Reeside nor Slaymaker made any charge, or kept any memoranda of these transactions; that they have no note or acknowledgment of Brown, showing his liability to them, unless it be the drafts which were taken up, which Slaymaker says he thinks he preserved, but of which he does not profess to be certain. He, nevertheless, denies absolutely that it was intended as a douceur or gratuity to Brown. Reeside states that Brown paid him one thousand dollars in part of this loan. But this transaction is the more remarkable when taken in connexion with another, testified to by Edwin Porter, which will be found in another part of this report. In that case, Brown was, shortly before and shortly after this transaction, the lender of very large sums of money to Porter, on interest. It also appears that, in the spring or summer of 1831, Mr. Barry applied to Reeside, in Philadelphia, to assist him in negotiating an acceptance for 1,000 dollars, to raise some money for his (Mr. Barry’s) individual use. Instead of doing this, Reeside advanced him the 1,000 dollars; and he stated before the committee that Mr. Barry paid it by his acceptance at a short date, which he (Reeside) negotiated in the Schuylkill Bank. On inquiry of the cashier of the Schuylkill Bank, we were informed that no such acceptance was negotiated there. Your committee, having collated the evidence touching these transactions, leave them without comment. w In some of the contracts above examined, and many others that passed under the notice of your committee, very large sums of money have been paid by the Department, for the establishment of a second, and sometimes a third, daily line on the same route. When the contracts for a regular daily mail have been advertised and let out pursuant to law, your committee can look upon these expenditures in no other light than that of an enormous waste of the public funds. Take, for example, the case of the contract from Philadel. phia to Pittsburg, and from Pittsburg to Washington, brought up, as we have already shown, from 8,250 dol. lars to 40,150 dollars—while a single mail, each way daily, on that line, is all the public service, or the business of the country does require, or ever has required. Additional lines of stages there are convenient only for the transportation of passengers, and, whenever the bu

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siness of the country requires them, they spring up of themselves without the aid of Gavernment. And those opposition lines, which are got up by individual enterprise, serve the interest of the travelling public as well, and perhaps better, than the additional daily lines of coaches, all subject to the control of the same individuals, which, under the name of additional mails, are sustained by enormous bounties out of the public purse. The monopoly set up by the establishment of these ad. ditional daily mails, and express mails, is of the most pernicious tendency. They enable the large mail contractors to put down and ruin any man who shall attempt to compete with them in the transportation of passengers; and thus, for want of that wholesome competition which the natural course of things would otherwise create, are travellers delivered over to the mail contractors and their servants, as a kind of property, to be dealt with, and disposed of, for the time being, according to their good pleasure. It is not the purpose of your committee, by these remarks, to arraign the conduct of any class of individuals.

These men, like all others, pursue their own individual |

interest, and many of them labor assiduously for the comfort and accommodation of the public. It is our purpose to mark the general tendency of things, and few travel. lers can have failed to observe that the comfort and convenience of the passenger in the mail stage is promoted by the existence of an efficient opposition on the same route.

But besides the general effect of these second and third daily mails to put down opposition lines, an agreement, of which that is one of the avowed objects, entered into between two large companies of contractors, each running those additional lines, and each in the receipt of very large extra allowances, appears to have been made with the approbation of the Department, and filed among its archives to be safely kept and officially enforced. In one clause it binds the contracting parties, under a penalty, to transport no passengers for less than a stipulated price. It also binds them to use their efforts to put down an opposition line which appears to be established on one of their routes, and not to receive any passengers who shall have been carried on any part of the route in an opposition coach.

Your committee have caused a copy of this agreement to be appended to this report, and they are of opinion that, as an act countenanced, encouraged, or sanctioned by the Department, or any of its officers, it is, in the above-mentioned particulars, an unjust invasion of private rights.

*. express mails which have been above noticed by your committee, are, as far as they can ascertain, nothing more nor less than another line of mail coaches, sent for no special purpose, or on any special emergency; probably applied for because it was found profitable to run a third line of coaches for the transportation of passengers, and granted because they were applied for. Your committee look upon the expenditure of money to establish these second and third daily lines in no other light than that of a premium paid by the Department to one line of passenger-coaches, tending to give it the ascendency over every other Hne. A striking case, in illustration of this view, occurs in the agreement above referred to. Stockton and Neil are the contractors on the line from Wash. ington, Pennsylvania, to Wheeling—lteeside and others are contractors on the route from Philadelphia, by Pittsburg and Washington, to Wheeling; thus running two mail lines from Washington to Wheeling upon the same road. By the agreement referred to, Reeside stipulated to run that route no oftener than each alternate day; in consideration of which, Stockton and Neil agree to carry Reeside's mail on each of the other alternate days, without compensation, except at the option of Reeside. The

transportation of the mail is treated as a mere incidental business, not worth serious notice in a contract about passengers and opposition lines. R. C. Stockton and Wm. Neil contracted to carry the mail from Cumberland to Wheeling; from Washington, Pennsylvania, to Steubenville; from Baltimore to Cumberland; from Washington city to Frederick, and from Frederick to Winchester, from the 1st day of January, 1832, for four years, (see report of April 18, 1832, Doc. 212, p. 12,) at the annual compensation of $7,000 But the contract was in fact executed, giving them a yearly compensation for the same line, with some variations, at - - - - $15,500 And for increased expedition,” and increased number of trips, making two lines of stages daily—which additional lines were, as is believed, wholly unnecessary for the public service—they were allowed extra the

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And this given without advertising and without competition. # R. C. Stockton is contractor for carrying the mail on routes Nos. 1,105, 1,111, 1,219, 1,371, 1,372, 1,387, 1,391, 1,395, 1,396, 1,397, 1,398–24 miles daily, 61 miles thrice a week, 98 miles daily, 38 miles daily, 70 miles daily, 54 twice, 58 miles daily, 24 miles once, 15 miles once, 30 miles once, at - - - $14,950 This contract has no schedule attached to it, and on its margin it has this memorandum: “All the improvements in this contract were ordered by the Postmaster General from the beginning; he is therefore entitled to the stipulated sum of $20,150 per annum additional.” It is also noted on the contract, and stated in the report of March 3, 1834, (document 138, page 251,) that the express mail from Baltimore to Lancaster is discontinued, but no mention is made in that report or elsewhere, as your committee can discover, that such express mail was ever established. The improvements for which this enor

* Doc. 138, p. 204. f Rep. of March 3, 1834, doc. 138, p. 210, 211. # April 18, 1832, Doc. 212, p. 8.

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