COMMUNICATION FROM THE SECEETARY OE THE TEEASUEY, TRANSMITTING, m COMPLIANCE WITH A RESOLUTION OF THE SENATE OF MARCH 8, 1851, THE REPORT OF ISRAEL D. ANDREWS, CONSUL OF THE UNITED STATES FOR CANADA AND NEW BRUNSWICK, ON THE TRADE AND COMMERCE OF THE BRITISH NORTH AMERICAN COLONIES, AND UPON THE TRADE OF THE GREAT LAKES AND RIVERS; NOTICES OF THE INTERNAL IMPROVEMENTS IN EACH STATE, OF THE GULP OF MEXICO AND STRAITS OF FLORIDA, AND A PAPER ON THE COTTON CROP OP THE UNITED STATES. WASHINGTON : BEYBRLEY TUCKER, SENATE PRINTER. 1854. COMMUNICATION FROM THE SECRETARY OF THE TREASURY. IN THE SENATE OF THE UNITED STATES. August 26, 1852, — Ordered to lie on the table, and be printed, August 30, 1852. — Ordered, that 5,000 copies additional for the Senate, 1,000 additional for the Secretary of the Treasury, and 500 additional for Israel D. Andrews, be printed. August 4, 1854. — Resolved^ That there be printed, for the use of the Senate, five thousand additional copies of the Report of Israel D. Andrews, Senate Ex. Doc. "No. 112, First Session Thirty-second Congress. Treasury Department, August 25, 1852. Sir: The resolution of the Senate of the 8th March, 1851, requests the Secretary of the Treasury to ''communicate to the Senate, as early as possible at the next session, full and complete statements of the trade and commerce of the British North American colonies with the United States and other parts of the world, inland and by sea, for the years 1850 and 1851, with such information as he can procure of the trade of the great lakes." In compliance therewith, I have the honor to transmit a report, by Israel D. Andrews, accompanied by numerous statistical tables, carefully compiled from official sources, with maps prepared for, and illustrative of, said report. I am, respectfully, THO. CORWIN, Secretary of the Treasury. Hon. Wm. R. King, President pro tempore U. S> Senate. NOTE In the progress of the preparation of the report, it was found necessary to change Part III to an appendix, which contains notices of the trade and commerce of Cincinnati, Louisville, St. Louis, Pittsburg, New Orleans, the steam-marine of the interior, of the inland water- routes, the increase and value of the foreign and domestic trade, navigation, &c., &c. ; as also tables showing the exports and imports of the principal Atlantic States for a series of years, and statements of the increase in the tonnage of the several States from 1836, with the per cent, increase of the total tonnage, and that of the several States. It was conceived very desirable to publish a particular account of the inland, coasting, and foreign trade of the principal Atlantic cities, and a portion of the materials were collected for that purpose ; but, for the want of correct statistical data, it was found to be impossible to have them of a character suited to this report. It is proper to state in this place my thanks to Mr. N. Davidson, late of the Buffalo Ad- vertiser, for his very valuable and intelligent services in the preparation of the report, parti- cularly in those portions relating to the trade of the lakes and the importance and value of the internal trade. The importance of the Mississippi trade, through the Gulf of Mexico, to every portion of the Union, it is presumed, will be regarded by all as a full justification for the copious notices, in the appendix, of the Gulf of Mexico and the Straits of Florida ; and the value of the cot- ton crop to the whole country called for the extended and complete exposition in regard to it there inserted. Similar reasons — and to exonerate the report from the imputation of being sectional — demanded the notices of the commerce, railroads, &c., of the southern States and southern cities. It is believed no one will object that they were not within the strict literal terms of the resolution under which the report was prepared. The annexed map of the Gulf of Mexico and Straits of Florida, and Isthmus of Tehuantepec, furnished, as before stated, by the Coast Survey, is the first one of the kind ever published from authentic sources. It will be found interesting in illustration of the views taken in the paper contained in this report respecting this American sea, and generally with reference to other considerations. The labors of the Coast Survey are progressing in that quarter, and ere long their results will be published. This map is but an index of what they will be. Thorough and exact as the severest labor and the highest order of scientific skill can render them, their usefulness to our commerce will be unappreciable, and their benefits will extend through ages. I. D. A. Washington, 1852. SCHEDULE OF DOCUMENTS. Vll SCHEDULE OF DOCUMENTS. General Introductory ; comprising a review of the trade of the great lakes, internal com- merce, and also of the trade and commerce of the North American Colonies. I. The Sea-Jisheries of British J^orth America on the Bay of Fundy, along the coasts of Nova Scotia, on the Grand Bank of Newfoundland, and within the Gulf of St. Lawrence. 11. The Trade of the Great Lakes ; accompanied by returns exhibiting the rise and pro- gress of that trade, and its present condition and value, with a particular descrip- tion of each of the lakes, in relation to its extent, resources, tributaries, outlets, and prospective commerce. III. See Appendix. IV. Review of the Canals and Railroads of the United States, showing their influence upon, and connexion with, the trade of the Great West ; accompanied by a general map of railroads and canals, American and Colonial. V. The Province of Canada, with a general description of its pliysical features and re- sources, intercolonial trade, foreign commerce, transit trade, internal traffic, and public works ; accompanied and illustrated by a map of tiie Basin of the St. Law- rence, prepared specially for this report. VI. The Province of JsTew Brxmsivick, with descriptions of its physical characteristics, riv- ers, seaports, and harbors, its forests and its fisheries, with statistical returns and observations on the free navigation of the river of St. John. VII. The Province of Jfova Scotia, with a description of its geographical position, its most striking features and various resources ; as also returns in relation to its trade, com- merce, fisheries and coal mines ; as also special notices of Cape Breton and Sable Island. VIII. The Island Colony of J^ewfoundland, with a description of its position between the At- lantic ocean and Gulf of St. Lawrence, its physical features and abundant fisheries, accompanied by returns of its trade and commerce ; as also descriptions of the Lab- rador coast, and of the harbor of St. John, in connexion with the proposed estab- lishment of a line of steamships from that port to Ireland, and connected by electric telegraph from thence to the United States. IX. The Colony of Prince Edward Island ; its agricultural capabilities, trade, commerce, and position, in relation to the fisheries of the Gulf of St. Lawrence. X. The Intercourse between Great Britain and her JS'^ortk American Colonies ; accompanied by tabular statements and returns. XI. The Trade of some of the Atlantic ports of the United States with the J\arth American Colo- nies by sea ; illustrated by tables and returns, accompanied by a map of the Lower Colonies ; prepared expressly for this report. XIJ. Revieio of the present state of the Deep-sea Fisheries cf Js^ew England ; prepared specially for this report by Wm. A. Wellman, assistant collector of the port of Boston, under the direction of P. Greely, esq, collector of that port, with valuable statistical statements and tabular returns. Vlll SCHEDULE OF DOCUMENTS. XIII. The French Fishenes of Jfewfoundland, translated from official French documents, ob- tained in Paris purposely for this report. APPENDIX : Containing notices of the internal and domestic commerce — Tendency of Ohio commerce, Cincinnati, Pittsburg, Louisville, St. Louis — Steam-marine of the interior, New Orleans, Mobile, Gulf of Mexico, and Straits of Florida — Cotton crop of the United States — Com- merce of the Atlantic States and cities, and tables of the tonnage of each State during a series of years. IIS^TRODUCTORY. Washington, Aitgnst 19, 1852. Sir : The undersigned was personally honored with your instruc- tions on the 28th July, 1851, to report on the following resolution -of the Senate of the United States : *' That the Secretary of the Treasury be requested to communicate to the Senate, as early as possible, at the next session, full and com- plete statements of the trade and commerce of the British North Amer- ican colonies with the United States, and other parts of the world, on land and by sea, in the years 1850 and 1851, with such information as he can procure of the trade of the great lakes." You directed his attention to the general importance of all the sub- jects embraced in the resolution, their intimate relation to many branches of national interest, and the necessity of having such report srjbmitted to you in the most correct form, and as full and detailed, as the shortness of time would permit. You were pleased, also, at a subsequent period, to direct the atten- tion of the undersigned to that part of the resolution relating to the commercial interests of the great lakes, and to desire that it should receive prompt and careful attention ; and that all the information ob- tained should be presented in tabular statements. The undersigned was likewise informed by you, that if any subjects not specified in his instructions, of national or great local interest, ger- mane to the spirit of the resolution of the Senate, should fall under his notice, it would not be inappropriate to submit the same for the con- sideration of the government. These iustruclious^ aud the great interest now generally manifested as to the colonial and lake trade of the United States, have induced the undersigned to give careful attention to each distinctive feature of the various important subjects involved in your instructions and the resolution of the Senate. The undersigned is fully aware that it is his duty (as it most cer- tainly is his wish) to notice the questions under consideration in the briefest manner consistent with their proper elucidation. In justifica- tion of any notice that may be considered too much extended, it must be remembered that the weighty matters involved are not confined to any particular locality ; that they affect not only the British colonies, but various and important domestic interests of the United States ; that they are interwoven with all the elements of our national strength ; that they bear, in an especial manner, upon the navigation and the foreign and coasting trade of this country, upon its various manufac- tures, and upon its commerce with distant nations. 1 Z ANDREWS REPORT ON In directing your attention to the first part of this report, the most important, so far as home interests are concerned, it is proper to re- mark, that although the statements as to the internal trade of the United States are fuller than any before presented to the government in this form, and such as could only be obtained by great labor and expense, they may be relied upon as being generally correct. They have been collected from various sources, official and unofficial ; and it is due to the public to state, that it is principally owing to the different modes of conducting the inland trade of the country, that sta- tistical returns of an official character are not made as to much of that trade. The returns from several of the custom-house districts on the lakf s are very creditable to the collectors by whom they were prepared \ while the returns from others were in many respects incorrect and incomplete, causing loss of time and great trouble in rectifying and perfecting them. The necessity for a well organized system, in order to obtain " a cor- rect account" of the lake trade, must be obvious. The want of a law to enforce even the present imperfect system, the great increase of business, and its diversified character in nearly all the districts, and the limited clerical force allowed in some of them, are all causes of difficulty in obtaining and arranging in a creditable and satisfactory manner, full, accurate, and entirely intelligible statistics of tha lake trade, and of the general internal commerce of the country. It is proper also to state that the embarrassments now existing, will increase in a corresponding degree with the certain and almost incal- culable annual increase of this trade and commerce. This ill- arranged and imperfect system of managing the lake trade and internal commerce of the country is presented to the notice of the government, and offered as an apology why the report on this trade and commerce is not more worthy the high importance of the interests involved. If national considerations should induce a desire on the part of the government to possess other reports on the internal trade of the country, it will be necessary to provide for a more perfect sys- tem of statistical returns and to carry it out by legal requirements. It is not intended to suggest that any novel coercive laws should be adopted, interfering with the free and unrestricted exchange of goods and productions of all kinds between different sections of the country. Free commerce, especially internal commerce, unfettered by restraints originating in sectional or local partialities, or prompted by like selfish interests, is no boon from any government to the people ; it is unques- tionably their natural right. There can be no doubt that a system might be easily devised> under the authority of the Treasury Depart- ment, which would meet every requirement and promote the interests of this trade. In the style, character, and completeness of our statistical reports, we are far behind other countries, and no authority but that of Con- gress can supply this deficiency. The public eye has ever been steadily fixed on the foreign com- merce of the country as the right arm of national strength. This com- merce has increased so rapidly, and the trade as well as the tariffs COLONIAL AND LAK15 TRADE. 3 have been so greatly changed, that new arrangements of the old re- turns are demanded to enable the departmental condensations to be perfect and readily intelhgible. The reports on commerce and navi- gation now give the total tonnage of the United States, but do not state the character or class of vessels composing the mercantile marine of a country scarcely second to any in the world. It is also necessary that more complete statements of the trade and commerce of the great cities of the Atlantic seaboard and on the Gulf should be laid before Congress annually, and these improvements in their arrangement could be made, and they might be fuller in detail than those hitherto submitted, with comprehensive statistical accounts of the coasting trade and naviga-^ tion, and distinguishing between steamers and other vessels. It is proper to remark that the present arrangement of returns of the internal and coasting trade is mostly governed by the law of 1799^ when the trade was in its infancy, and commerce received rather than created law. In the discussions which have taken place in Congress of late years, in relation to great pubHc questions, such as the public lands, or the improvement of rivers and harbors, the most meagre statistical state- ments have been adduced in many cases, and loose hypotheses assumed in others. This is attributable to the absence of authentic official re- turns, and is conceived to be a justification for presuming to bring this subject to the attention of Congress in this report. In the absence of statistical statements, pubHshed by national au- thority, the value of works containing statistical returns upon which re- liance can be placed is greatly enhanced ; and this opportunity is em- braced of commending, as one source of valuable information in making this report, the publications called " Hunt's Merchants' Maga- zine," "De Bow's Review," the ''Bankers' Magazine," and the "American Railroad Journal," as the most valuable in this country. The undersigned is fully aware of its having been asserted by those who have limited means of forming a correct opinion, that the value of the lake trade has been everywhere overstated. It is true that in some cases approximations, from the want of official data, are, of necessity, resorted to ; but that is not the fault of those who have the matter in charge. The basin of the great lakes, and of the river St. Lawrence, is fully delineated on the map attached to the report on Canada. Its physical features, and the influence it must exercise on future moral develop- ments, are without parallel and historical precedent. It is an American treasure ; its value to be estimated less by what it has already accom- plished^ than by what it must achieve in its progress. The attention of the civilized world has been directed with great interest to the constant and progressive emigration from the Old World to the New. In former times, hordes of men changed their country by means of long and toilsome journeys by land ; but never until^ the pre- sent age have multitudes, and, in some instances, communities, been transferred from continent to continent, and from one hemisphere to the other, by such means as are now afforded in the New York packets, clipper ships, and ocean steamers. These vehicles but represent the 4 ANDREWS' REPORT ON genius of an era destined in future times to be designated as the '< age of enterprise and progress y That portion of the ^' Great West" at the western extreme of the basin of the St. Lawrence has received a larger share than any other portion of our country of the valuable addition to our national riches arising from the industry, intelligence, and wealth, of the hundreds of thousands of foreigners who, within a comparatively brief period, have landed upon our shores. It is, therefore, impossible to estimate the enormous and continuous accumulation of wealth, having its basis on the ample resources and natural riches of that great western region, over which the star of American empire seems now to rest. In connexion with an unequalled increase of population in the Great West, the growth of the lake trade has been so extraordinary and so rapid, that but few persons are cognizant of its present extent and value. In 1841 the gross amount of the lake trade was sixty-five millions of dollars. In 1846 it had increased to one hundred and twenty-five millions. In 1848, according to the estimate of Colonel Abert, of the topographical engineers, the value of the commerce of the lakes was one hundred and eighty-six millions. Owing to various causes, but particularly to the great influx of foreigners, and the opening of new and extensive lines of intercommunication, it has recently increased still more largely, until, in 1851, it amounted to more than three hundred millions. And these estimates do not include the value of the property constantly changing hands, nor has any notice been taken of the cost of vessels, or the profits of the passenger trade. It is not within the scope of this report, nor is it practicable therein, to attempt a /^^ZZ exposition of the trade and commerce of the Mississippi, the Missouri, or the Ohio, flowing through that great vaUey, unsurpassed in all the elements of wealth by any region in this or the Old World. This trade and commerce is worthy of the particular and earnest attention of American statesmen. And it is here proper to state, that one great cause of the growth of the lake trade is the fact that a cheap and expeditious route from the Atlantic to the Great West is afforded by the internal communications, by raih'oads and canals, opening the way through the great lakes and through the Alleghanies, instead of being restricted to the rivers flowing southward. The following facts in relation to the trade of the Erie canal are pre- sented as confirming the above, and justifying farther and full official investigation as to the entire internal trade of the West :* In 1835 there left the lakes by the Erie canal for tide-water, 30,823 tons of wheat and flour. In 1851 there left the same points, on the same canal, 401,187 tons of similar articles. In 1851 the total amount of wheat and flour which reached tide- * The facts hereinafter stated with respect to the trade and commerce of the Misissippi and its tributaries, and of the States and cities on their shores, and on the Gulf of Mexico, and connected with them, are important not only in regard to that specific trade and com- merce, but for their relation to that of the lakes, and, inland, by canal and railroad to the Atlantic seaboard. It has been found in some degree necessary to refer to the former in full elucidation of the latter. The great interests of the southwestern and southern States de- mand, however, a fuller and more perfect notice than the resolution calling for this report, and limiting it to other sections, will allow to be now made. COLONIAL AND LAKE TRADE. 5 water by the New York canals, was 457,624 tons ; showing that while between the lakes and tide-water the State of New York furnished 97,729 tons, or over 75 per cent, of the whole quantity delivered, in 1851 it only furnished 56,437 tons, or about 11 per cent, of the whole quantity, the remaining 89 per cent, having been received from the West, and from the territory of Canada on the lakes. The total tonnage ascending and descending on all the New York canals in 1836 was 1,310,807 tons, valued at $67,634,343, and paying tolls amounting to $1,614,342 ; while in 1851 it amounted to 3,582,733 tons, valued, ascending and descending, at $159,981,801, paying tolls amounting to $3,329,727. The traffic on the Erie canal, and the principal routes from the interior to the Atlantic, has such an important relation with the whole trade of the nation, that it was conceived that this part of the report would be incomplete without a proper reference to the trade of such routes ; which will be found attached to part IV, with a reference to the com- merce of some of the principal Atlantic and interior ports and compara- tive statements. The great lakes are not a straight line of water, but present a zigzag course. Their surplus waters all find their way to the ocean by one great outlet, the noble St. Lawrence. Notwithstanding the opinions that may be entertained adverse to that mighty river as a channel of communication between the West and the Atlantic, it is nevertheless certain to be more used, and to increase in importance, in proportion to every material stride in the prosperity and advancement of the country bordering on the lakes. Stretching down into New York, as if for the especial accommoda- tion of a comparatively southern region, is Lake Erie ; while extend- ing far into the regions of the northwest, to meet the requirements of that region, Lake Superior spreads his ample waters. An examination of the map prepared by Mr. Keefer, and attached to this report, under the head of Canada, will prove that nature has provided the great lakes for all the different and distant portions of this continent, and that the St. Lawrence is their natural outlet to the sea. There are those who maintain that the improvement of the naviga- tion of the St. Lawrence, and the widening and deepening of the Well and and St. Lawrence canals, so as to allow vessels of a larger class than at present ingress and egress, with their cargoes to the ocean, and the extension by the British government, to the United States, of the free use of both, would cause a commercial city to grow up on the banks of that river which would successfully rival New York in European trade ; but important as the results doubtless would be to the interests of the Canadas, and especially of Lower Canada, and greatly as thflse interests would be promoted by such measures, there is little cause for believing that such anticipations of injury to New York or to any of our Atlantic cities would be realized. Their trade would not be decreased, whilst that flowing down the new outlet would be increased. New resources would be created by the new stimulants thus given. Although the subject of harbors has been referred to in the report which follows the lake trade, yet its great importance demands some REPORT ON farther notice. While the commercial comiexion between the East and the West by canals, steamboats, and railroads, is increasing with such rapidity under the combined influence of enterprise and necessity, it is quite evident that provision must soon be made for adequ^cte harbor accommodation on the lakes, to meet the necessities of their commerce, already rivalling that on the Atlantic. It is a remarkable fact that there are bat few natural harbors on the lakes, the shores differing in that respect from the seacoasts of the United States, and of the northern colonies, which are amply provided with the finest harbors. While the commerce of Chicago, 'Buffalo, Oswego, and other lake ports, is of more value than the commerce of any of the ports on the Atlantic, except New Orleans, Boston, and New York, the harbors of the lake ports, even whilst their commerce is yet in its infancy, are wholly inadequate to the number of vessels already on the lakes. The nuirterous disasters in consequence of the insecurity of these harbors, call loudly for the improvement of such havens as can be made secure and convenient by artificial means. The commercial and navigating interests in that section have from the outset been sensible of the drawbacks arising from the absence of security to life and property, and have unceasingly presented their claims for the artificial improvement of their harbors to the considera- tion of the State and Federal governments. At a pubHc meeting held at Milwaukie, in 1837, with reference to the improvement of harbors, it was '' Resolved, That we will not desist from memorializing and petitioning Congress, and presenting our just rights and claims, until we have finally accomplished our object." The spirit of this resolution, it cannot be doubted, is the prevailing senti- ment throughout the entire West, connected by its trade with the lakes. It is not presumed, in any part of this report, to argue the question of the constitutionality of such improvements by the federal government ; but it is unquestionably due to that great interest, and to the preserva- tion of life and property, to state that a great and pressing necessity exists for the construction of harbors on the lakes by some authority, State or Federal and by some means ; and whether these should be public or private, enlightened statesmen must decide. The work should be done. If the government of the United States, sustained by the patriotic affection of the people, is restrained by the constitutional com- pact from doing things undeniably needed for the promotion of impor- tant national interests and the security of its citizens and their property, some other means of relief should be devised. If it does possess ade- quate constitutional power, it should be exercised. The past action on this subject has paralyzed, rather than aided, many improvements. Harbors and havens, the construction of which was commenced by government, have not been completed, and are in a state of dilapidation ; and while the public have waited for farther aid, many valuable lives and great amounts of property have been lost. It is extremely doubtful (even if there were sufficient local wealth, and if we could allow the expectation of that unity of action in the vicinity of the lake coast necessary to secure the construction of any one of the many harbors and havens their lake commerce now so COLONIAL AND LAKE TRADE. / absolutely requires) whether they could be completed without Federal aid. The undersigned begs leave to call the attention of the honorable Secretary of the Treasury to the necessity of having marine hospitals in the large commercial ports upon the lakes. The casualties of that navigation are little different from those of the sea ; and while the " fresh- water sailor" contributes, from his monthly wages, to the same ''hospital money," as he who " goes down upon the great deep," equal justice demands equal expenditure for the benefit of both. It is not enough to say that these hospitals would be beneficial ; they are imperatively demanded by the mariners and the ship-owners of these ''inland seas." There is every year much suffering, espe- cially at the large towns of Buffalo, Oswego, Cleveland, Sandusky, Toledo, Detroit, Chicago, and Milwaukie, all of which have a large steam and sailing marine, and are rapidly taking rank among our leading commercial cities. At these ports a large number of sav- ing vessels and steamers pass the winter ; the number of sailors need- ing relief from suffering is thus increased. Some of these sailors are now often let out on hire, by the collectors of customs, to those wanting labor. No censure is intended of those officers ; such course is forced upon them by the necessities of the case, but such a state of things ought not to continue. That these seamen could be comfortably pro- vided for at a trifling cost to the government, by the expenditure of no more than the monthly contributions received from those engaged in the lake trade, if proper hospitals were erected, cannot be doubted. One link in the chain of communication through the great lakes is yet to be supplied. This will be effected by the construction of a ship canal around the Falls of St. Mary, which will open to the lower lakes a navigation of fully a thousand miles. Our shipping will have an un- interrupted sweep over waters, which drain more than three hundred thousand square miles of a region abounding in mineral and agricultural resources. They may be water-borne nearly halfway across the con- tinent. The inexhaustible elements of wealth on the shores of Lake Superior will then become available. These, as yet, have hardly been touched, much less appreciated. Its fisheries are exhaustless. Na- ture has developed its mineral treasures upon a scale as grand as its waters. Its copper mines, the most extensive and productive in the world, furnishing single masses of the unparalleled weight of sixty tons, supply half of our consumption, from localities where, ten years since, the existence of a single vein was unknown. The iron mines near the shores of this lake surpass those of Sweden or Russia in extent, and equal them in the excellence of their materiel. It is pre- dicted by acute metallurgists that its silver mines, though as yet unde- veloped, will one day vie with those of Mexico. While we behold with wonder the munificence of the gifts which Provi- dence has showered upon this extensive region, thousands of miles in the interior from the ocean, we may also look forward with hopeful pride to achievements in art, and to commercial enterprise, commen- surate in grandeur to those gifts, for their distribution throughout our country and the world. Reflection upon these bounteous gifts leads us' to the conception of the means necessary to be adopted for their ade- 8 ANDREWS REPORT ON quate use and enjoyment. When the Caughnawaga canal shall have been finished by the Canadian government, uniting the St. Lawrence and Lake Champlain by a ship canal, thus completing the judicious and successful improvements on the St. Lawrence, so creditable to the en- terprise and national views of that government ; and when a ship canal shall be constructed from Champlain, by way of Whitehall, to the Hud- son river — and commercial necessities will not be satisfied with less — when the waters of Superior thus flow into the Hudson, and the ship- ping of New York can touch upon the plain in which, with their branches interlocking, the Mississippi and the St. Lawrence both have their origin, it will be a stride equivalent to centuries for the nation. A boundless field of commerce, and a vast expansion of transportation, will thereby be opened, and a development of wealth, such as the world has never witnessed, afforded. The commercial results anticipated will not alone belong to those whose labor and enterprise may primarily effect them. Commerce, ex- ternal and internal, by steamships on the oceans or on the lakes, by rail- roads over, or canals through, the land, is the advance guard of civilization. Whenever true commerce receives any new impulse, its beneficial effects accrue not only to the country from which it springs, but to the world. Its advancement is therefore one of the highest duties not only of enlightened statesmanship, but of philanthropy. Although this report may have been elaborated more than might seem to have been designed by the resolutions or instructions under which it has been prepared, it is believed that no apology is necessary for thus devoting a few pages to the evidences of the rising wealth of this broad empire. So complete is the dependence of one section of the country upon another — so varied are the productions furnished in the different degrees of latitude embraced within the present bounds of the confederacy, and yet so admirably are the channels for trans- portation supplied by nature and art, that the prosperity of each sec- tion overflows into the other. This diffusion of prosperity, produced by comfnunity of interests and sympathies, freedom of trade and mutual dependence, is a sure pledge that our political union can never be broken. The undersigned is not without hope that the facts presented in this report may tend to promote the struggling railroad interests of the West. That section needs capital, and greater facilities for transport- ation ; the former creating the latter. The magnificent systems of rail- roads in course of construction, or projected, for the transportation of various productions from the country bordering on the Mississippi, so far south as St. Louis, must become important channels of trade. The political and moral benefit of railroads as bands of union and harmony between the different sections of this broad empire, can only be measured by our posterity. The securities issued the United States and on account of many of the railroads projected and in process of construction in the West, are seeking a market among the capitalists throughout the world. Ignor- ance of the resources of the country which will support the roads, and of the progress of the regions through which they pass, causes the de- pression of these stocks far below their value. The large amount of COLONIAL AND LAKE TRADE. 9 money required to complete the works already contemplated, makes it a matter of high importance, which has not been lost sight of in this report, that such information should be given to the financial world as may remove some of the obstacles encountered by the great interests of the West, owing to ignorance of their true condition and resources which prevails in the money markets of Europe. This ignorance is not confined to foreigners, but exists among a portion of our countrymen. The former cannot understand how rail- roads can be built, and made to pay, in comparatively new countries ; the latter, living near the banks of great rivers, and on the Atlantic coast, where alone surplus capital, as yet, abounds, cannot appreciate the necessity existing for the constant creation of these iron lines. Commerce depends for its existence and extension upon channels af- forded as its outlets. Primarily it follows what may be termed the natural routes, which are often not convenient ones. Modern commerce has sought, and is constantly creating, at great expense, artificial channels ; and this is so true of the United States, that such channels have, in a great degree, superseded the natural routes ; for the reason that the direction of the American internal com- nierce is between the agricultural and the commercial and manufacturing districts, which are not connected by tlie two great outlets, the Missis- sippi and the St. Lawrence rivers. Produce leaving Burlington, Iowa, following its natural outlet, is landed at New Orleans ; or, leaving De- troit, and following its natural course, at Quebec. By the changing influence of artificial channels, it is now easily borne to New York, Philadelphia, Boston, or Baltimore.* These are the facts which give so great consequence to the leading artificial lines of communication, such as the Erie canal, Erie railroad, Western railroad, the Pennsylvania railroad, the Baltimore and Ohio railroad, the Mobile and Ohio railroad, the Virginia works in progress for connecting the seaboard of that State with the western States ; the Soutn Carolina railroad ; the several works in Georgia, and other roads and canals alluded to in the report. Many portions of the country are without even natural outlets, by which to forward their products to the great leading or national routes of commerce. Their products are comparatively valueless, on account of the cost of transportation to market. The wheat and corn grown in the central portions of Kentucky, Illinois, and Missouri, will not, on the spot, command one quarter their value in New York or the other markets on the Atlantic coast. This difl^erence in value, between the points of production and con- sumption, is owing to the cost of transportation. Hence the necessity of local as well as national channels to. the development of our re- * From New Orleans to New York 4,290 miles. " " to Philadelphia 4,054 '* ** " to Baltimore 3.648 ** " " to Boston 4,898 " ** Quebec to Boston 2,696 " ** *• to New York 3,304 ** ** *' to Philadelphia 3,540 " *' ** to Baltimore 3,976 " " toNew Orleans 7,594 " 10 ANDREWS' REPORT ON sources, and to the further creation and wider extension of inland com- merce. Efforts to construct channels of commerce suited to its wants are now engrossing the energies and capital of the whole country. We have already constructed thirteen thousand miles of railroads, and have at least thirteen thousand more in progress. Our roads completed have cost four hundred millions ; those in progress will cost at least two hundred and sixty millions more — making an aggregate of six hundred and sixty millions. These roads are indispensable to keep alive and develop the industry of the country. The cost of these roads will not be less than twenty thousand dollars per mile, requiring an annual outlay of about eighty millions for works in progress. The capital of the country is not equal to this demand, without creating embarrassment in the ordinary channels of business ; and unless we can avail ourselves of foreign capital, a portion of our works will be retarded, or we shall be involved in financial trouble. We could borrow from England, Holland, and France, at compara- tively low rates, the money needed for our works ; and it is believed by statesmen that by a judicious extension of our commerce with other parts of Europe to which hitherto less attention has been paid than it deserves, inducements could be created for the investment of a portion of their large surplus capital in profitable works of internal improvement in this country, yielding high rates of interest, provided the foreign capitalists could be made to fully understand our condition, the necessity that exists for these works, and the prospect of their yield- ing a remunerating traffic. As it is, our works are mainly carried on by aid of foreign capital ; but we have to pay, at times, exorbitant rates for the use of money, simply because so little is known of the objects, value, and productiveness of our works. One course adopted by many of those who are constructing the roads in progress is to raise money upon what are called road bonds. These bonds are based upon the whole cost of the road, and are consequently perfectly safe investments. They are, notwithstanding, sold, on an average, as low as 85 or 87 cents on the dollar, and the capitalist is alone benefited by the advance. One object which the undersigned has had in view in the prepara- tion of this report, is to diffuse information that will secure an active demand for our sound securities at the best rates, so that the public- spirited companies who are struggling under heavy burdens may receive what their securities are actually worth, and may not be compelled to heavy sacrifices. Our companies during the present year will be bor- rowers in the market for fifty millions, to be raised, in a great degree, on these railroad bonds. This amount will be borrowed mostly from European capitalists, at a discount of 12 to 15 per cent., making an aggregate loss of six to seven millions. These bonds bear 7 per cent, interest. The above discount brings the rate of interest on a bond having ten years to run to about 8J per cent, per annum. These bonds are sold at the above rates, because so little is known of the projects, or of the real strength of the country. The purchasers demand a premium in the nature of insurance, and as soon as it is COLONIAL AND LAKE TRADE. 11 found there is no risk, they demand and receive a premium equal to a perfect security. It is no part of this report to advocate, in any way whatever, any particular railroad, or any particular route of commerce; but in view of the unquestionable necessity that exists for more knowledge on these points, both at home and abroad — ^in view of the somewhat surprising fact that we have no published documents which contain any information in reference to our public works, calculated to throw light upon the subject, the undersigned has felt it his duty to meet, as far as possible, the wants of that great interest, although the shortness of time allowed, and the difficulty of obtaining materials, has rendered the work much less perfect than he could have wished. The accompanying re- port on the railroads and canals of the United States, prepared with the assistance of Mr. Henry V. Poor, the editor of the American Railroad Journal, New York, with his map annexed, to which reference has been made, may, it is hoped? prove to be of value not only to the railroad interest, but to the country generally, and important at this period to American and European capitalists. The undersigned conceives that the position of our internal commerce, as illustrated in this report, may well be a subject of national pride. For the last few centuries, the attention of the world has been given to maritime commerce, created by the discovery of America and the ocean path to the East Indies. The world entered upon a new epoch when the great maritime powers struggled for dominion on the high seas. As an eloquent American writer* has said : ''Ancient navigation kept near the coasts, or was but a passage from isle to isle ; commerce now se- lects, of choice, the boundless deep. " The three ancient continents were divided by no wide seas, and their intercourse was chiefly by land. Their voyages were like ours on Lake Erie — a continuance of internal trade. The vastness of their transac- tions was measured not by tonnage, but by counting caravans and camels. But now, for the wilderness, commerce substitutes the sea ; for camels, merchantmen; for caravans, fleets and convoys." Our time presents another epoch in commercial history. Internal trade resumes in this country its ancient dominion. Commerce now avails itself of lakes and rivers, as well as of the sea, and often substi- tutes the former for the latter. For merchantmen, it now substitutes steamboats ; for fleets and convoys, canal boats and freight trains on railroads. Upon this commerce that of the sea depends. Its prosperity is the surest foundation of national power. As has been said by a philosophical historian,t ''An extensive and lively commerce would most easily, and therefore the soonest, be found on the banks of large rivers running through countries rich in natural productions. Such streams facilitate the intercourse of the inhabitants ; and a lively trade at home, which promotes national industry, is always the surest foun- dation of national wealth, and consequently of foreign trade. The course of the latter depends in a great measure upon exterior circumstances and relations, which cannot always be controlled ; but internal com- merce, being the sole work of the nation, only dechnes with the nation itself." * Bancroft. f Heeren. 12 ANDREWS' REPORT ON THE TRADE, COMMERCE, AND NAVIGATION OF THE BRITISH NORTH AMERICAN COLONIES. In conforniity with your personal directions, and pursuant to your written instructions, the undersigned has dihgently prosecuted certain inquiries with reference to the British North American colonies, more especially as regards their foreign, internal, and intercolonial trade, their commerce and navigation, and their fisheries. Having procured some new and special information on these several points, of much in- terest to citizens of the United States, he submits the same without delay, in the briefest possible form, to the consideration of the gov- ernment. Since his appointment as consul at St. John, New Brunswick, in 1843, the undersigned has had the honor, on several occasions, of calling the attention of government to the extent, value, and importance of the trade and navigation of the British North American colonies, and of poi-nting out the necessity of action on the part of the general government, to meet the important commercial changes which have taken place within the last few years. He has also had the honor of suggesting the neces- sity of wise and liberal legislation in relation to this important and valuable trade, with the view of securing its profits and advantages to citizens of the United States, in whose immediate neighborhood it exists, and to whom, under a fair and equal system of commercial in- tercourse, it may be said to appertain. In the beginning of this report, the undersigned has replied to one part of the resolution of the Senate in relation to the trade and com- merce of the great lakes ; and in the latter portion he has the honor to submit a number of documents and statistical returns in relation to the British North American colonies, made up to the latest possible mo- ment. He most respectfully, but earnestly, solicits the attention of the government, and of the whole commercial community, to the docu- ments and returns herewith submitted, and requests a particular exam- ination of the separate reports on each colony, respectively, and of the special reports on the British colonial and French fisheries of North America ; which, at this time, will be found to possess much interest. The undersigned also invites particular attention to the sketch of the early history, and present state of our knowledge of the geology, miner- alogy, and topography, of Nova Scotia and New Brunswick, prepared expressly for this report, by one of our most distinguished geologists. Dr. Charles T. Jackson, who, in conjunction with Mr. Alger, of Bos- ton, first brought to public notice the important mineral resources of these provinces. That full confidence may be placed in the statements relating to trade and commerce of the colonies embraced in this report, it may be proper to state that each colony has been visited — ^the three following : Canada, Nova Scotia, and New Brunswick — several times in person by the undersigned, and that the returns have been carefully compiled not only from official documents, but from trustworthy private resources ; and in this connexion the undersigned gratefully expresses his obligations COLONIAL AND LAKE TRADE. 13 to Thomas C. Keefer, esq., Montreal, for his contributions respecting the resources, trade, and commerce of Canada. The possessions of Great Britain in North America, exclusive of the West India Islands, are, the united provinces of Canada East and Canada West, the province of New Brunswick, the province of Nova Scotia, which includes the island of Cape Breton, the island colonies of Newfoundland and Prince Edward Island, Labrador, and the wide-spread region (including Vancouver's Island, the most important position on the Pacific ocean) under the control of the Hudson's Bay Company, extending from Labrador to the Pacific, and from the north- ern bounds of Canada to the Arctic ocean, except the districts claimed by Russia. These possessions, viewed merely with reference to their vast super- fices, which exceeds four millions of geographical square miles, comprise a territory of great importance, more especially when the manifold advantages of their geographical position are taken into con- sideration. But their importance should be estimated less by their territorial extent than by the numerous resources they contain ; their great capabilities for improvement ; the increase of which their com- merce is susceptible ; and the extensive field they present for coloniza- tion and settlement. The British North American provinces, to which these reports and documents are more especially confined, occupy comparatively but a small portion of the aggregate superfices of the whole of the British possessions on this continent ; yet they cover a wide extent of country, as will be perceived by the following statement of their area: Canada East, (acres) 128,659,680 Canada West 31,745,539 160,405,219 New Brunswick 22,000,000 Nova 'Scotia (proper) 9,534,196 Cape Breton 2,000,000 11,534,196 Newfoundland 23,040,000 Prince Edward Island. 1,360,000 Total area British North American provinces. 218,339,415 In 1830 the population of all these provinces was stated at 1,375,000 souls. The census returns at the close of the year 1851, give the following as their present population : Canada, East and West 1,842,265 New Brunswick 193,000 Nova Scotia and Cape Breton 277,005 Newfoundland 101,600 Prince Edward Island 62,678 Total , 2,476,548 14 Andrews' report on The following table is an abstract from the late Canadian census ; Origin. Natives of England and "Wales Scotland. Ireland Canada, French origin " not of French origin . . , United States Nova Scotia and Prince Edward New Brunswick Newfoundland West Indies East Indies Germany and Holland France and Belgium Italy and Greece Spain and Portugal Sweden and Norway Russia, Poland, and Prussia .. . . Switzerland Austria and Hungary » . Guernsey. Jersey and other British Islands. Other places Born at sea Birth-place not known Total population Lower Canada. 11,230 14,565 51,499 669,528 125,580 12,482 474 480 51 47 4 159 359 28 18 12 8 38 2 118 293 830 10 2,446 890,261 Upper Canada. 82,699 75,811 176,267 26,417 526,093 43,732 3,785 2,634 79 345 106 9,957 1,007 15 57 29 188 209 11 24 131 1,351 168 952,004 TotaL 93,929 90,376 227,766 795,945 651,673 56,214 4,259 3,114 130 392 110 10,116 1,366 43 75 41 196 247 13 142 424 2,181 178 3,335 1,842,265 Taking the average ratio of increase of these colonies collectively, it has been found that they double their population every sixteen or eighteen years ; yet, various causes have contributed to render the increase smaller in the last twenty-one years, than at former periods. But the commercial freedom which Great Britain has recently con- ceded to her dominions, both at home and abroad, has caused these North American colonies to take a new start in the race of nations, and in all probability their population will increase more rapidly hereafter than at any previous period. The swelling tide of population in these valuable possessions of the crown of England, great as has been its constant and wonderful in- crease, will scarcely excite so much surprise as a consideration of the astonishing growth of their trade, commerce, and navigation within a comparatively brief and recent period. In 1806, the value of all the exports from the whole of the British North American colonies was but $7,287,940. During the next quarter of a century, after 1806, these exports were more than double in value, for in 1831 they amounted to $16,523,510. In the twenty years which have elapsed since 1831, the exports have not merely doubled, but have reached an increase of 116 per cent. During the year 1851 the exports of the British North American colonies amounted to no less than $35,720,000. Equal with this constant increase in the value of exports has been the increase of shipping and navigation. The tonnage outward, by sea, from all the ports of these colonies, in. 1806, was but 124,247 tons. COLONIAL AND LAKE TRADE. 15 In 1831, the tonnage outward, by sea, amounted to 836,668 tons, ex- hibiting an increase of 67 per cent, in the quarter of a century which had then elapsed. So large an increase as this could not be expected to be maintained ; yet the increase which has taken place during the twenty years since elapsed has been nearly as remarkable. In 1851, the tonnage outward, by sea, from the North American colonies amounted to 1,583,104 tons, or nearly double what it was in the year 1831. At an early period after their first settlement the inhabitants of the North American colonies directed their attention to ship building. The countries they occupy furnish timber of great excellence for this purpose, and are possessed of unrivalled facilities for the construction and launch- ing of ships. This branch of business has steadily increased, until it has attained a prominent position as principally employing colonial materials wrought up by colonial industry. At first the colonists only constructed such vessels as they required for their own coasting and foreign trade, and for the prosecution of their unequalled fisheries ; but of late years they have been somewhat extensively engaged in the con- struction of ships of large size, for sale in the United Kingdoms. New ships may therefore be classed among the exports of the British North American colonies to the parent State. The new ships built in these colonies in 1832 amounted, in the ag- gregate, to 33,778 tons. In 1841, the new vessels were more than three times as many as in 1832, and numbered 104,087 tons. In 1849, the tonnage of new ships increased to 108,038 tons. In 1850, there was a still further increase, the new ships built in that year numbering 112,787 tons. That the colonies have great capacity for the profitable employment of shipping is demonstrated by the steady increase of their mercantile marine. From those periods in their early history, when each colony owned but one coaster, their vessels, year by year, without a decrease at any period, and without a single pause or check, have regularly swelled in numbers and in tonnage, up to the present moment, when their aggregate exceeds half a million of tons, now owned and regis- tered in the colonies, and fully employed in their trade and business. The rate of this steady and continual increase of the tonnage of the colonies may be gathered from the following statement of the tonnage owned by the colonies at various periods since the commencement of the present century. Aggregate tonnage of the provinces of Canada, New Brunswick, Nova Scotia, Newfoundland, and Prince Edward Island, at various periods since 1800 : Tons. 1806 71,943 1830 - 176,040 1836 ...274,738 1846 399,204 1850 446,935 The commerce of the colonies may be said to have had its beginning within the past century. Without entering upon details of its rise and extraordinary progress, which can be clearly traced in the documents 16 Andrews' report on attached to this report, and to the report which I had the honor of sub- mitting to you in 1850, it will be of great interest to notice its present extent and importance. The tonnage entered inward, by sea, at the several ports of the North American colonies amounted in 1851 to an aggregate of 1,570,663 tons. The tonnage cleared outward in that year from the same ports amounted to 1,583,104 tons. Commensurate with this large amount of tonnage, employed in a commerce which may be said to have had its beginning since 1783, has been the extent of colonial trade during the year just past. The value of this trade is exhibited in the condensed statements which follow* The total exports of Canada for 1851, made up from United States and Canadian returns for this report, give a different but a more cor- rect result, as will be seen by the following statements : The total exports from Canada for 1851, as per returns. . $13,262,376 Of which Quebec exported $5,622,388 Montreal 2,503,916 Inland ports 5,136,072 13,262,376 Exported to Great Britain $6,435,844 United States 4,939,300 " British North American colonies . . 1,060,544 Other countries 826,688 13,262,376 The character of the above, and the comparative value of the chief material interests of the colony, may be seen by the following table: Mines $86,752 Sea 249,296 Forest 6,063,512 Agricultural 817,496 Vegetable food 3,766,396 Other agricultural products 38,028 Manufactures 55,124 Unenumerated 2,115,772 13,262,376 COLONIAL AND LAKE TRADE. 17 imports into Canada hy river St. Lawrence, givins: odij the 'principal arti- cles and values, for the year 1851. Articles. Tea Tobacsfo Cotton manufactures Woollen manufactures Hardware manufactures Wooden ware Machinery Boots and shoes Manufactures of leather Hides Tanned leather Oil, not palm Paper Rice Sugar Molasses Salt Glass Coal Furs Manufactures of silk Manufactures of India rubber . Dye stuffs Coffee Fruit Fish Unenumerated. Values. ^68,084 18,924 3,018,332 2,301,816 1,627,208 11,612 6,852 6,868 53,156 1,164 46,440 135,708 65,228 12,396 712,408 60,968 25,980 78,260 101,176 90,032 407,492 233,324 38,916 13,632 54,304 71,260 5,855,776 15,217,316 This includes the imports in transit for the United States, and those under bond for Upper Canada. Exports from Canada to other countries, (principally Great Britain,) giving the principal articles and values, for the year 1851. Articles. Apples Ashes, pot Ashes, pearl Ash timber Barley Battens Beef Birch timber Biscuit Butter Deals, pine and spruce . . . , Elm timber Mour Handspikes Lard Lath-wood and fire-wood . Masts Meal, corn and oat Values. $2,404 86,900 37,372 14,900 408 1,960 5,268 18,468 4,376 26,596 937,480 196,124 570,876 900 2,256 32,080 67,100 9,976 18 ANDREWS REPORT ON Exports from Canada^ 8fc* — Continued. Articles. Values. Oak timber Oars Oats Peas and beans Pine timber, red and white . . Pork Shingles Spars Staves Tamarac wood and sleepers. Furs and skins $189,308 4,536 2,276 8,960 1,974,760 30,424 260 44,640 382,136 6,096 12,208 Total from Quebec Value of similar articles from Montreal . Unenumerated from other ports Total exports by the St. Lawrence. 4,671,048 2,060,156 1,401,212 8,132,416 As nearly as can be ascertained, the following statements exhibit the natural products, domestic manufactures, and foreign goods imported into the colonies from the United States for 1851. Canada New Brunswick , Newfoundland , Nova Scotia Prince Edward island Natural products. $2,024,188 869,683 803,946 817,361 77,858 Domestic manu- factures. 3,471,685 335,515 115,397 415,943 Foreign goods, &c. $2,712,675 325,702 34,923 157,160 Aggregate of colonial imports from Great Britain ^ United States, and other countries., for the year 1851. Great Britain, i United States. Canada i $12,876,828 $8,936,236 Nova Scotia ! 2,133,035 ; 1,390,965 New Brunswick* ^ 2,292,390 ' 1,654,175 Newfoundland ' 1,600,750 998,735 Prince Edward Island ; 279,898 ; 41,603 Total . 18,878,706 12,678,279 Other countries. $1,447,376 2,003,640 954,935 1,655,695 305,974 6,191,405 * New Brunswick returns for 1851 show an increase in exports of about 15 per cent., and €>f 19 per cent, in the imports, greater than in any other colony. COLONIAL AND LAKE TRADE. 19 Aggregate of colonial exports to Great Britain, United States, and other countries, for the year 1851. Great Britain. United States. Other CQUntries. Canada $6,731,204 142,245 2,909,790 2,162,755 84,966 P, 939, 280 736,425 415,140 99,970 55,385 $1,035,538 2,663,640 535,190 Nova Scotia New Brunswick. Newfoundland 2,538,680 Prince Edward Island 184,638 Total 11,568,925 6,218,060 6,877,831 COLONIAL TRADE IN 1851. CANADA. Imports— sea *$15,324,348 inland 8,681,680 Exports— sea 8,081,840 inland 13,259,888 Add for value of new ships built at Quebec, and sent to England for sale, $1,000,000 ; and a farther large sum for under-valuation of exports — making in the whole NEW BRUNSWICK. Imports $4,852,440 Exports 3,780,105 8,632,545 New ships, 45,000 tons in all NOVA SCOTIA. Imports $5,527,640 Exports 3,542,310 9,069,950 in all NEWFOUNDLAND. Imports $4,609,291 Exports 4,276,876 8,886,167 in all $24,006,028 35,347,756 $40,000,000 10,000,000 10,000,000 9,000,000 * This amount includes goods in transitu, f By United States returns, $4,928,888. 20 ANDREWS' REPORT ON PRINCE EDWARD ISLAND. loiports _ $630,475 Exports 360,465 990,940 in all $1,200,000 New shipping, 15,000 tons. Grand total 70,200,000 Although it appears by this statement, that, as in most new countries, the amount of imports greatly exceeds the estimated value of the ex- ports, yet it must be taken into account that the apparent balance of trade against the colonies is fully overcome by the low price at which their exports are valued at the places of shipment, as compared with the prices obtained abroad; the value of new ships sold in England; the fi-eights earned by these ships while on their way to a market ; and the large freights earned by colonial ships in transporting the bulky products of the colonies to foreign countries; all of which profits, sales, and earnings, accrue to the colonial merchant, and render the trade of the colonies, at the present time, healthy and prosperous. After presenting the preceding statements the undersigned does not deem it necessary to discuss in an elaborate manner the many interest- ing questions which they will, on examination, unquestionably present to the statesmen of England and America ; more especially as the question of reciprocal free trade between the United States and the British North American Colonies is now before Congress, and received especial attention in a previous report of the undersigned submitted to yourself, and printed as Executive Document No. 23, 31st Congress, 2d session. From 1794 to 1830 the trade of the colonies was a subject of much negotiation between the' two governments, and was always considered by John Quincy Adams as one of great consequence to the United States. This protracted and almost useless negotiation produced no other results than a contraction of the trade of the colonies, and an estrangement between the people of both countries. It is well known to the Department of the Treasury that Mr. McLane's arrangements with England, in 1830, in relation to this trade, were most unsatisfactory to the commercial community, and called forth, from that interest, urgent remonstrances against their par- tial character. Time has, however, proved their beneficial operation upon the general interests of the American and colonial trade, thus fur- nishing another proof that profitable commerce can only exist in perfect freedom. Although the convention of 1830, upon the whole, had a beneficial influence, yet it still left the trade of the United States with the colonies subject to many onerous and unnecessary restrictions, which have had a very injurious effect upon it. Until near the year 1840, that trade did not rapidly increase ; but then it suddenly expanded. From that oeriod to the present time there has been a constant increase, but by no COLONIAL AND LAKE TRADE. 21 means to the extent which would have unquestionably taken place if the trade had been w^holly unlettered, and allow^ed to flow freely in its natural course. It is somewhat singular, that, notwithstanding the geographical posi- tion of these colonies with reference to the United States, and the national importance of the various relations with them, no change has taken place in the policy of this country toward them for nearly a quarter of a century, (while so much that is wise and great has been accomplished during the same period for the benefit of commerce in this and other countries,) except the drawback law of 1846, wh^'ch has increased the export of foreign goods from $1,363,767, in 1846, to $2,954,536, in 1851. For many years after the Revolution, under a wise and saga- cious policy, the colonial trade received a very considerable share of attention, and efforts were made to place it on an equitable, if not a liberal basis; but it unfortunately became involved with questions em- bracing the whole foreign policy of the country, which prevented the adoption of permanent measures of a liberal character. Soon after the imperial act of 1846, w^hich had such a disastrous effect upon colonial trade, delegates were sent from Canada to this country to arrange the terms of a reciprocal free trade in certain specified articles. The proposition was favorably received by Mr. Polk's administration, and was ably supported in Congress by leading gentlemen of both parties. A bill was introduced in 1848 for reciprocal free trade w^ith Canada in certain articles, which passed the House of Representatives, and would probably have passed the Senate, but for the great pressure of other important matters. This bill of 1848 w^as considered by a portion of the people of the United Slates as strictly a colonial measure, for the benefit of the colo- nists only ; especially, it was supposed that it might prove prejudicial to the agricultural interests of this country, as Canada for a few years has been an exporter of wheat to a small extent; but the subject having since been discussed, it has exhibited itself in a new light, and is now considered by many as one of equal interest to the United States and to the colonies. The agriculture of a country is w-ell considered as its most valuable interest. It was natural therefore, that the first question raised as to the policy of reciprocal trade, should have related to the effects of free Canadian consumption upon our agricultural interests. The accom- panying tables, showing the total production of wheal, rye, and corn, in the United States, tor the year 1850, with the quantity of agricultu- ral produce in Canada, show that nothing is to be feared from Canadian consumption. 22 ANDREWS' REPORT ON Agricultural Abstract — Uj)j)er and Lower Canada, 1851. Lands, produce, live stock, and domestic manu- factures. Number of persons occupying lands Of whom those held 10 acres and under 10 to 20 20 to 50 50 to 100 100 to 200 Over 200 Number of acres held by the above ** " under cultivation " " " crops in 1851 ** " " pasture •* " '* gardens and orchards. " " wild or under wood '* " under wheat ♦* " " barley Produce '* " rye " " peas *' " oats , " " buckwheat ** " maize " " potatoes '* " turnips " " other crops, fallow and idle . bushels — ^Wheat " Barley . . . , Kye " Peas *' Oats " Buckwheat " Maize " Potatoes " Turnips " Clover and grass seeds *' Carrots " Mangel wurtzel " Beans Hops Hay Flax or hemp Tobacco Wool Maple sugar Cider Fulled cloth Linen '* Flannel -Bulls, oxen, and steers Milch cows Calves and heifers Horses Sheep Pigs Pounds of butter " cheese Barrels of beef. " pork fish lbs. tons. lbs. galls, yards. Live Stock- Lower Canada. 94,449 13,261 2,701 17,409 37,885 18,608 4,685 8,113,915 3,605,517 2,072,953 1,502,355 30,209 4,508,398 427,111 42,927 46,007 165,192 590,422 51,781 22,669 73,244 3,897 649,703 3,075,868 668,626 341,443 1,182,190 8,967,594 530,417 400,287 4,456,111 369,909 18,921 82,344 103,999 23,602 111,158 965,653 1,867,016 488,652 1,430,976 6,190,694 53,327 780,891 889,523 860,850 111,819 294,514 180,317 236,077 629,827 256,219 9,637,152 511,014 68,747 223,870 48,363 Upper Canada. 99,860 9,976 1,889 18,467 48,027 18,421 3,080 9,823,233 3,697,724 2,274,586 1,367,649 55,489 6,125,509 782,115 29,916 38,968 192,109 421,684 44,265 70,571 77,672 17,135 600,151 12,692,852 625,875 479,651 2,873,394 11,193,844 639,384 1,606,513 4,987,475 3,644,942 42,460 174,895 54,226 18,109 113,064 681,682 50,650 764,476 2,699,764 3,581,505 701,612 527,466 14,955 1,169,301 193,982 296,924 254,988 203,300 968,022 569,237 15,976,315 2,226,776 817,746 528,129 47,589 Total. 194,309 23,237 4,590 35,876 85,912 37,029 7,765 17,937,148 7,303,241 4,347,539 2,870,004 85; 698 10,633,907 1,209,226 72,843 84,975 357,301 1,012,106 96,046 93,240 150,916 21,032 1,249,854 15,768,720 1,294,501 821,094 4,055,584 20,161,438 1,169,801 2,096,800 9,443,586 4,014,851 61,381 257,239 168,225 41,711 224,222 1,647,335 1,917,666 1,253,128 4,130,740 9,772,199 754,939 1,308,357 904,478 2,030,151 305,801 591,438 435,305 439,377 1,597,849 825,456 25,613,467 2,737,790 886,493 751,999 95,952 The grain crops in Lower Canada are all taken in the minot and notin the bushel, excepting the townships. Beef and pork are very incorrectly given in both parts of the province. The fish in Lower Canada is exclusive of the Gaspe and Bonaventure fisheries, of which there is a separate report. W. C. CROFTON, Secretary Board of Registration. COLONIAL AND LAKE TRADE. 23 Abstract of the cereal produce of the United States in 1851. state. Maine New Hampshire Vermont Massachusetts Rhode Island Connecticut New York New Jersey , , Pennsylvania , Delaware Maryland District of Columbia.. Virginia North Carolina South Carolina Georgia Florida Alabama , Louisiana . Texas Arkansas . . Tennessee ., Kentucky . Ohio Michigan . Indiana . . . Illinois . . . Missouri . . Iowa Wisconsin . California . TERRITORIES. Minnesota. . . Orgon ....... Utah New Mexico.. Wheat, bushels of. 296,259 185,658 535,955 31,211 49 41,762 13,121,498 1,601,190 15,367,691 482,511 4,494,680 17,370 11,232,616 2,130,102 1,066,277 1,088,534 1,027 294,044 137,990 417 41,689 199,639 1,619,381 2,140,822 14,487,351 4,925,889 6,214,458 9,414,575 2,981,652 1,530,581 4,286,131 17,328 1,401 211,943 107,702 196,516 100,503,899 Rye, bushels of. 102,916 183,117 176,233 481,021 26,409 600,893 4,148,182 1,255,578 4,805,160 8,066 226,014 5,509 458,930 229,563 43,790 53,750 1,152 17,261 •9,606 475 3,108 8,047 89,163 415,073 425,718 105,871 78,792 83,364 44,268 19,916 81,253 Indian corn, bushels of. 125 106 210 14,188,639 1,750,056 1,573,670 2,032,396 2,345,490 539,201 1,935,043 17,858.400 8,759^704 19,835,214 3,145,542 11,104,631 65,230 35,254,319 27,941,051 16,271,454 30,080,099 1,996,809 28,754,048 22,446,552 10 ; 266,. 373 5,926,611 8,893,939 52,276,223 58,675,591 59,078,695 5,641,420 52,964,363 57,646,984 36,214,537 8,656,799 1,988,979 12,236 16,725 2,918 9,899 365,411 592,326,612 Wheat, average price per bushel 80 cents. Rye do do 50 '^ Corn do do... 45 " TOTAL. Wheat 100,503,899 bushels value. . $80,403,119 Rye 14,188,639. . .do .do.. . . 7,094,319 Corn 592,326,612. . .do do.. . . 266,546,975 354,044,413 24 Andrews' report on The total quantity and value of the above, exported to all countries, is seen by the following table : Wheat 1,026,725 bushels value . . $1,025,733 Flour 2,202,335 barrels do . . . 10,524,331 Corn 3,426,811 bushels do. . . 1,762.549 Indian meal 203,622 barrels do . . . 622,866 Other grain, bread, &c 520,758 Total 14,456,236 It is gratifying to notice that the agricultural interests of the United States are increasing in a ratio proportionate to its other material in- terests,, and that we are now exporters and not importers of agricultural produce. It is affirmed that the prices of grain in Mark Lane control the prices of grain in our exporting markets. The following table is therefore subjoined to show the quantity of grain imported into Eng- land, our principal market in Europe, from the United States and other foreign countries. COLONIAL AND LAKE TRADE. 25 An account for the years 1849 and 1850, respectively, of the number of quar- ters of ^ wheal, barley, and oats, and of the number of sacks and barrels of flour, imported into England, Ireland, aiid Scotland, severally, from, the United States of America, from Canada, from France, and from all other parts of Europe, distinguishing the quantity of those articles sent from each country, respectively ; also stating the number of quarters of wheat to uhich the entire number of sacks and barrels of flour from each country arc all equivalent* Year 1849. Quantities imported from— Articles, &c. The U. States of America. Canada. France. All parts of Eu- rope, except France, inclu- ding the Asia- tic parts of Turkey. All other parts. Aggregate of the importa- tion from all parts. Wheat imported — Into England Quarffirs. 103,172 2,872 2,097 Quarters. 6,747 8,551 Quarters. 862,091 10,705 78,535 Quarters. 2,251,101 445,051) 419,906 Qu.arte.rs. 95, 050 21,532 42, 969 Quarters. 2,818,161 488,710 543, 50T Scotland Ireland the United Kingdom 108, 141 10,298 451,881 3,116,057 159,551 8,845,878 Wheat flour (actual weight) im- ported— Into England Owt. 1,506,788 164, 829 97,545 Cwf. 258, 826 192,512 5,755 Cuot. 759,455 188,811 118,492 Cwt. 91,408 6,846 1,534 Cwt. 16,638 1,449 6 CSM. 2,682,560 498, 94T 218,833 Scotland Ireland the United Kingdom 1,769,107 466, 593 1,006,258 99, 788 18,093 8,849,889 Wheat flour (reduced io its equiva- lent in quarters of wheat) im- ported— Into England Quarters. 430,495 47, C.94 27, 870 QuarUrs. 73,808 55,003 1,644 Quartp.'>'s. 216,987 88,089 82, 426 Quarters. 26,117 1,956 438 Quarters. 4,754 414 2 Quarte.7m 752 161 Scotland 142', 56 62,880 Ireland the United Kingdom 505,459 130,455 287,5:2 28,511 5,170 957, 0»T iiggregate of wheat and wheat flour imported—' Into England 583, 667 49, 966 29,967 80,555 58,554 1,644 579, 078 48,794 110,961 2,277,218 447, or 6 420,844 99, 804 21,946 42,971 8,570,824 626 266 Scotland Ireland 605,881 the United Kingdom 618, 600 140, 753 738, 833 8,144,568 164,721 4,802,475 Barley imported— Into England 82,513 991,697 234, 368 64, 780 3,596 1, 077, 806 Scotland 284,863 Ireland 4,054 68 884 the United Kingdom 86,567 1,290,845 8,596 1,381,008 Oats imported — 1,142 1,181,409 74,376 9,791 192 1,182,745 74,876 Scotland Ireland 190 7 9,988 the United Kingdom 1,832 1,265,576 199 1,267,101 26 Andrews' report on Account of wheat, barley, and oats imported into England, Sfc, — Continued. Yeae 1850. Quantities ii nported from— Articles, Ac. The U. States of America. Canada. France. All parts of Eu- rope, exctpt Prance, inclu- ding the Asia- tic parts of Turkey. All other parts. Aggregate of the importa- tion from all parts. Wheat importea— Into England QuarUrs. 98, 751 1,948 Quarters. 6,045 2,729 Quarters. 465, 603 21,6i2 108,110 Ouarfer^ . 1,743,661 440,591 565, 766 Quarters. 172,795 28,232 78,122 Qun7'ters. 2,491,855 495,142 751,998 Scotland the United Kingdom 100, 699 8,774 595, 855 2, 755, 018 279,149 3,788,995 Wheat flour (actual weiglit) im- ported— Into England Oivt. 1,397,797 116,992 12,869 Cwt. 121,012 121,841 2, 939 Cwt. 1,524,512 201,889 198,774 Cwt. 97, 963 10,061 4,608 Cwt.. 8,879 784 23 Cwt. 3,149,660 451,067 218,713 Scotland ... Ireland the United Kingdom 1,527,158 245,292 1,925,175 112,629 9,186 8,819,440 Wheat flour (reduced to its equira- leut in quarters of wheat) im- ported— Into England Qufrfers'. 399,371 33,426 3,534 Quarters. 34,574 84, 663 840 Quarters. 435,575 57,682 56,793 Q?40.rters. 27,989 2,875 1,816 Quarters. 2,894 224 6 Quarters. 899,903 Scotland 128,876 62,489 Ireland the United Kingdom 436,381 70,083 550,050 32,180 2,624 1,091,268 Aggregate of wheat and wheat flour imported — ,^to England 498,122 85, 374 8,534 40,619 87,398 840 901, 178 79,324 164,903 1,776,650 443,466 567,082 175,189 28, 456 78,128 8,891,758 624,018 814,487 Scotland Ireland the United Kingdom Barley imported— Into England 587,030 78,857 1,145,405 2,787,198 281,773 4,830,263 31,299 53 1,711 746,849 191,054 52, 835 10,515 783,593 191,107 Scotland Ireland 1,657 56,203 the United Kingdom 82,993 990,738 12, 172 1,085,9G8 Oats imported— Into England 2,920 5 1 1,044,927 91,881 14,678 66 1,047,918 91,886 Scotland Ireland 14, 674 the United Kingdom 2,926 1,151,481 66 1,154,473 COLONIAL AND LAKE TRADE. 27 Abstract consumption of foreign grain for four years, from 1847 to 1850. Quantity in quarters. Value. Wheat 14,238,313 at 51s. 9d. sterling. . . . $184,208,170 Other grains .25,031,823 at 31 5 . .do 197,123,110 Totals . .39,276,136 381,331,280 Yearly average . . 9,817,534 95,332,820 Abstract of grain imported for five years, from 1846 to 1850. Quantity in qua rters. Value. Wheat 16,452,555 at 52s. id- sterling $210,769,750 Other grains 27,485,078 at 33 0 . .do 225,251,885 Totals . .44,067,533 436,021,635 Yearly average . . 8,813,526 87,204,375 Table exhibiting the flour and loheat exported from Canada in 1850 and 1851 — year ending January 1. Exported to and through — 1850. 1851. Flour. Wheat. Flour. Wheat. Buffalo Barrels 19,244 260,872 32,999 90,988 Bushels. 66,001 1,094,444 Barrels. 10,860 259,875 30,609 11,940 Bushels. 101,655 OsweP'o 670,202 18,195 OordlpnRhiirn'li • . » « . . Lako Champlain.. 192,918 626 Total exported inland to the Uni- ted States 404,103 280,618 1,353,363 88,465 313,284 371,610 790,678 ^Montreal and Quebec 161,312 Total exported. 684,721 1,441,828 684,894 951,990 Decrease in inland export to the 1 United States.. . 90,819 90,992 562,695 72,847 T'otal quantity imported into the United States from Canada,^ for the year endi7ig June 30, 1852. Wheat, bushels 870,889 value, $609,681 Flour, cwt 496,201 1,008,928 Rye, oats, &c., &c 203,570 1,802,179 * Exported by sea via Montreal and Quebec. t All from Canada except $68,708. 28 ANDREWS' REPORT ON Of the above, there was exported to Eno^land, viz: Wheat, bushels 427,615. . . X value, $455,204 Flour, cwt 343,533 924,079 1,379,283 To the British North American colonies other than Can- ada, viz: Wheat, bushels 24,259 value, $23,132 Flour, cwt 139,661 346,895 370,027 Total 1,749,310 Total domestic flour, Sfc, exported from the United States to the British North American colonies. TO CANADA. Wheat 208,130 bushels value, $150,288 Flour 51,176 barrels 191,750 Corn 88,306 bushels 39,158 Other grain 6,911 388,107 TO OTHER BRITISH N. A. COLONIES OTHER THAN CANADA. Wheat 261,971 bushels value, $220,319 Flour 200,664 barrels 945,387 Corn 101,169 bushels 66,199 Meal, Indian. 57,273 barrels 173,537 Meal (rye) and other grains 172,187 1,577,629 It will be easily seen by these tables that the whole of the Canadian wheat, &c., imported in bond, is re-exported to England and the colo- nies; and also, in addition, that the export to Canada and the colonies, for their consumption, is nearly two millions of breads luffs the produce of the United States The upper province, generally known as Canada West, has a greater interest in a free intercourse with the United States than Lower Canada or Canada East. The oris^in, lano-uasre', and other distinctive features of the uihabjtants of Lower Canada, make their affinities with the United States much less than those of the Upper Canadians. More- over, the geographical position of Upper Canada makes New York a more convenient, while it is at the same time a larger and more secure market for her produce, than Montreal or Quebec. The various lines COLONIAL AND LAKE TRADE. 29 of railway, leading from the Atlantic to the lakes, give to the inhabi- tants of the upper province facilities of communication with New York, during a part of the year when access to Quebec is extremely difficult. The canal tolls levied by the State of New York on Canadian pro- duce passing through her canals toward tide-w^ater, amounted, in two years, 1850 and 1851, as near as could be ascertained, to over six hun- dred thousand dollars ; and property passing through the same channels fiom tide- water, for the same period, probably paid half as much more ; making about lour hundred and fifty thousand dollars annually con- tributed by the Canadian trade to New York canals. Imports into Canada from the United States, giving the principal articles and values, for the year 1851. Articles. Values. Tea Tobacco Cotton manufactures Woollen manufactures Hardware manufactures Wooden ware Machinery Boots and shoes Manufactures of leather Hides Tanned leather Oil, not palm Paper Rice Sugar Molasses Salt Glass Coal Furs Manufactures of silk Manufactures of India rubber Dye stuffs Coffee Fruit Fish Unenumerated , 1893,216 . 403,860 565,124 439,260 318,844 53,724 85,768 42,592 47,388 89,204 126,232 47,804 32,996 19,920 278,468 19,296 79,816 18,828 38,652 44,264 80,768 53,960 12,680 116,988 81,144 17,544 4,780,372 8,788,712 30 ANDREWS' REPORTEI ON Exports from Canada to the United States, giving the principal articles and values, for the year 1851. Articles. Values. Ashes Lumber Shingles Cattle of all kinds and sizes . Horses Wool Wheat Flour Barley and rye Beans and peas Oats Butter Eggs Unenumerated $65,992 766,628 20,732 140,176 185,848 41,896 491,760 ,181,484 75,596 41,588 135,708 38,004 38,008 ,705,664 4,929,084 As can be seen by referring to table No. 9, in Canadian returns, the dutiable and free goods are thus stated for the year 185 1 : Dutiables imports into Canada from the United States. $7,971,380 Free imports into Canada from the United States 1,147,388 *9,118,768 Amount of duties collected on $7,971,380 is $1,166,144, or about 14f per cent. The active character of the inland trade between Canada and the United States may be seen by the following statement of the tonnage inward and outward : INWJ American. British. OUTWARD. TOTALS. American. British. Inward. Outward. Steam Sail 1,224,523 139,867 845,589 202,039 753,318 153,670 564,089 206,361 2,070,112 341,906 1,317,407 360,031 Total 1,364,390 1,047,628 906,988 770,450 2,412,028 1,677,438 Inward and outward. Steam— American $1,977,841 British 1,409,678 Sail — American British 293,537 408,400 $3,387,519 701,937 Grand total, inward and outward 4,089,456 * The discrepancy between this and other amounts is explained in a note in table No. 9. COLONIAL AND LAKE TRADE. 31 The total amount imported from Canada into the United States for the three years ending June, 1851, is, by commerce and navigation report, $11,156,342 — on which the following amount of duty has been collected, as wdll herewith appear : Statement of revenue collected in the different districts of the United States bordering on Canada^ from 1849 to 1851, inclusive^ (three years,) Districts. I Gross revenue. Vermont Champlain Oswegatchie Cape Vincent Sackett's Harbor Oswego Genesee Niagara Buffalo Erie, (Presque Isle)... Cuyahoga Sandusky Miami Detroit Michilimackinac . . . . Chicago P81 133 42 22 16 273 45 44 148 1 126 34 47 1 10 ,915 02 ,326 68 842 41 ,410 78 ,603 54 173 92 324 m 076 44 ,740 03 155 26 ,677 24 ,018 44 244 54 935 42 797 42 ,670 41 1,130,912 21 Expenses of collection. $27,472 47 22,965 22 16,002 22 14,222 58 27,000 95 38,210 43 13,368 47 21,277 69 49,601 19 31,924 35 13,228 71 5,927 49 2,470 40 32,868 22 4,535 02 10,360 73 331,436 14 Net revenue. #154,442 55 *109,751 44 26,840 19 8,188 20 * 1234*947*50 +31,722 QQ 22,798 75 1198,885 78 113,448 53 28,090 95 15,067 20 ** '§154*75 844,338 50 Excess of expenses. 3,397 41 30,769 09 2,225 86 *2,V37*60 46,129 96 Mem. The first proposition for reciprocal free trade was confined to Canada alone, and limited to certain natural products of either country ; but the cj-uestion has since taken a wider range. It is now believed that an arrangement can be effected and carried out for the free interchange between the United States and the colonies, of all the products of either whether of agriculture, of mines, of the forest, or of the sea, in con- nexion with an agreement for the free navigation of the rivers St. Lawrence and St. John, the concession of a concurrent right with British subjects to the sea fisheries near the shores of the colonies, and the remission of the export duty levied in New Brunswick on' timber * After deducting f 610 02 — moiety of sales merchandise distributed per act April 2, '44, s. 3. t " " 15 99 — duties on merchandise refunded. I " " 233 53 — expenses attending prosecutions. jj " " 253 06 — moietyof sales merchandise distributed per act Aprils, '44,8.3. S " " 154 93 — duties on merchandise refunded. Total 1,267 53 — deducted from net revenue. RECAPITULATION. Gross revenue $1,130,912 21 I Net revenue $844,338 50 Expenses 331,436 14 | Excess of expenses 46,129 96 793,208 54 Add amount deducted 1,267 53 799,476 07 799,476 07 82 REPORT ON and lumber cut within the limits of the United States, and floated down the river St. John, for shipment to American ports. The free navigali n of the St. Lawrence was a prominent subject of discussion during the administration of John Quincy Adams. At this time it is greatly desired by all those western States bordering on the great lakes, as their natural outlet to the sea. The free navigation of the St. John has been rendered absolutely necessarj^ by the provisions of the treaty of Washington, and it would be a great advantage to the extensive lumber interest in the northeast- ern portion of the Union. The repeal of the export duty on American lumber floated down the St. John to the sea would be but an act of justice to the lumbermen of that quarter, upon whom it now presses severely, and who have strong claims to the consideration of the gov- ernment. At present there are no products of the colonial mines exported to the United States, except a small quantity of coals from New Bruns- wick, and a larger quantity from the coal fields of Nova Scotia and Cape Breton. A notice of these coal fields, and a statement of the quantity of coals exported from them to the United States, will be found under the head of Novia Scotia. A free participation in the sea fisheries near the shores of the colo- nies is regarded as the just prescriptive privilege of our fishermen. Without such participation, our deep-sea fisheries in that region will become valueless. With reference to this important subject, the undersigned feels that he would be wanting in his duty to the government if he did not ear- nestly call its attention to the critical state of the colonial fishery ques- tion, which, owing to a recent demonstration of imperial and colonial policy, has assumed a very threatening aspect. Since the Fishery Convention of 1818, by which this government, on behalf of American citizens, renounced forever their right to fish within three marine miles of the seacoast of New Brunswick, Nova Scotia, and Prince Edward Island, many of the hardy and industrious fisher- men of our country have been compelled to pursue their adventurous calling (the importance of which cannot be over-estimated) near the shores of these colonies, in a manner by no means creditable to the standing or character of the people of the United States. The files of the State Department furnish abundant evidence of the losses sustained by our citizens in consequence of their vessels having been seized and confiscated for alleged violations of the fishery conven- tion, to which the necessities arising from the nature of their pursuit compelled them. For several years past, the colonists have constantly urged the im- perial government to station an armed force on their shores, " to pro- tect the fisheries from the unjustifiable and illegal encroachments of American fishermen." The force hitherto provided has not been such as the colonists desired, having usually been limited to three or four vessels, under the command heretofore of discreet officers of the Royal Navy, who have generally exercised the powers with which they were invested with liberal discretion. With the view of bringing matters to a crisis, the colonial legisla- COLONIAIi AND LAKE TRAPB. ^ tures have lately renewed their appeals to the imperial government for aid to drive American fishermen from their shores, and compel them to follow their calling in places where fish are not so plentiful or so easily caught. And in order to show their own determination, the provinces of Canada, New Brunswick, and Nova Scotia have entered into an agreement to provide a certain number of small cruisers, at their own expense, to be stationed at various places agreed upon, to assist in effecting the object they desire. The last appeal of the colonial authorities has been viewed favor- ably by the new administration of Earl Derby. A change has taken place in the British policy with reference to this fishery question ; and a circular letter has been sent to the governors of the several colonies, announcing that her Majest^^'s government has resolved to send a small force of armed vessels and steamers to North America, to protect the fisheries against foreign aggression. The colonial governments have fitted out six cruisers, fully manned and armed, which have sailed for the best fishing grounds, and there is imminent danger of a coHision. The colonial cruisers threaten to make prize of every vessel " fishing or preparing to fish," within certain limits, which the colonial authori- ties contend are within three marine miles beyond a line drawn from headland to headland, and not three miles from the shores of the coast, which our citizens contend is the true reading of the convention. Our fishermen generally entertain the conviction that the threatened exclusion by the British and colonial governments is a violation of rights, accruing to them under the laws of nations applicable to this subject and to that region, fortified by former use, till it has well nigh created a right by prescription ; and many regard such threatened exclusion as an illiberal and uncalled for measure at this period, doing the British or the colonies no good, while it injures them seriously. In such a state of feeling it is next to impossible to prevent difficulties and collisions between them and the British authorities, and wrongs may be done on both sides. Every dictate of prudence and of wise policy, and just protection to our citizens against an uncalled fom interference by impru- dent subordinates, therefore, imperiously demands that the Federal gov- ernment should, as soon as practicable, dispatch to those waters, and maintain there, a respectable naval force, under command of discreet officers. It may be here not inappropriately observed, that ships-of-war bearing the American flag is a rare spectacle in the waters of Maine, while British armed vessels often visit our coast and harbors. In conclusioh, the undersigned would respectfully state, that, although the returns and statements herewith submitted furnish gratifying evi- dences of the commercial intercourse between the United States and the British North American colonies, and although those returns may be deemed perfectly correct, having been derived from official sources, yet it is proper for him to remark, that they do not represent the whole value of the trade. It is well known that in many instances colonial produce is entered at prices much below its real value ; and on the northeastern and north western frontiers of the United States there is ever an active barter trade carried on with the neighboring colonies, of which no account can be taken by the public officers on either side. It is therefore perfectly ^3 34 ANDOEtSWS' RKi^OFRT ON within bounds to estimate the entire exports of the United States to the British North American colonies as now amounting to eighteen millions of dollars annually. It is universally admitted that it would be much better to place this border trade on a different basis, and under the influence of a higher principle. This would enable us to mature and perfect a complete system of mutual exchanges between the different sections of this vast continent ; an achievement not only wise and advantageous, but worthy of our high civilization. It has been remarked by a learned writer, (Lord Lauderdale, on Public Wealth,) that '' Those trades may be esteemed good which consume our products and manufactures, upon which the value of our land and the employment of our poor depend; that increase our sea- men and navigation, upon which our strength depends ; that supply us with such commodities as we absolutely want for carrying on our trade, or for our safety, or carry out more than they bring in, upon which our riches depend." The trade with the colonies fulfils all these considerations. It takes from us largely of those products and manufactures which enhance the value of our soil, and give profitable employment to the labor of our people. It greatly increases our ships and the numbers of our seamen, giving us the means of maintaining our navy, and adding materially to our strength as a nation. It supplies us cheaply with those commodi- ties we absolutely require for conducting our foreign trade, and sup- plying the necessities of home consumption. And lastly, it carries out infinitely mor^ than it brings in, and so adds vastly to our individual and national riches. The undersigned has the honor to be your obedient servant, L D. ANDREWS, United States Constd. Hon. Thomas Corwin, Secretary of the Treasury >, Washington. €OM>NIAL AND LAKE TRADE* 35 PART 1 THE DEEP-SEA FISHERIES The Bay of Fundy^ along the coast of Nova Scotia, on the Grand Bank of Newfoundland, and within the Gulf of St. Lawrence. In connexion with the pending question of commercial reciprocity between our country and the British North American provinces, and as concerning the interests of a large and valuable class of citizens in the fishing towns of New England, the fisheries on the Atlantic coast of Nova Scotia, as also those within the Gulf of St. Lawrence, near the shores of Cape Breton, Prince Edward Island, New Brunswick, and that part of Canada known as Gaspe, occupy a prominent position. It is sufficient at this moment to state that, except near certain por- tions of the coasts of Newfoundland and Labrador, and around the Magdalen islands, our citizens are not permitted to fish, save at the distance of three marine miles from the land. It has been contended by the provincial authorities, acting under the opinion of the law-officers of the Crown in England, that these three miles are to be measured from headland to headland, and not from the bays or indents of the coast. Under this construction of the convention of 1818, our vessels have been sometimes seized and confiscated; but the imperial government has inclined to the opinion that this construc- tion of the convention was too strict, and that our vessels might enter bays, straits, or estuaries, the entrances to which were more than six miles wide. But even this modified construction of the convention bears hardly upon our industrious fishermen in a variety of ways, as I now proceed to show. The fishing grounds to which our vessels principally resort are in the bay of Fundy ; along the Atlantic coast of Nova Scotia ; around Sable island ; on the Grand Bank of Newfoundland ; and everywhere within the Gulf of St. Lawrence, as far north as the entrance to Davis's Straits, beyond the straits of Belleisle. Our vessels principally fish for cod and mackerel, although they also take herrings at the Magdalen islands, or on the coast of Labrador. It is true that they have a concurrent right of fishing on the west coa^t of Newfoundland with the fishermen of England and France, and a joint right of fishing, with British subjects, on the coast of Labrador and at the Magdalen islands ; as also the right of landing at such places on those coasts as are uninhabited, for the purpose of curing and drying 36 ANDREWS* REPORT ON their fish; but this privilege is seldom, if ever, exercised, because it is of no practical value to our fishermen. Those portions of the coasts of Nova Scotia, Cape Breton, Prince Edward Island, and New Brunswick, on which it would be advan- tageous for our fishermen to land for purposes connected with the fishery, are prohibited by reason of their settlement and actual occu- pation, while they are shut out from the best fishing grounds by reason of the convention of 1818, which excludes them from taking fish within three marine miles of the coast, within which distance the best fish are often found in greatest abundance. The limits claimed by the British authorities under that convention, if strictly enforced, would exclude our fishing vessels from the bay of Chaleur, the bay of Miramichi, the straits of Northumberland, and George's bay, within which the greatest quantities of the best mack- erel are now taken annually. If an arrangement could be made by which our fishermen would have the right to fish within three miles of the land, wheresoever they pleased, on the shores of the provinces, and also the right to land on those shores anywhere — first agreeing with the owner or occupant of the soil for the use of the necessary ground for fishing stations — it would tend greatly to increase the quantity of fish taken, would furnish the market with a well-cured article, enhance the profits of fishing voyages, and lead to a considerable extension of the number of vessels and men now employed. The codfish caught in the Gulf of St. Lawrence, by our fishermen, are pickle-salted in bulk, on board the vessels, as they are caught, and are thus brought home to be afterwards dried and cured. A liberal supply of salt is used, in which the fish first caught lie four months, and the last caught, one month. The vitality, so to speak, of the meat — its strength and flavor — ^is quite destroyed. When unladen from the vessel, the fish are found to be of a dead, ashy color, instead of the bright, wholesome hue which good fish should have ; and so brittle as scarcely to bear handling — with hardly any smell or taste, except that imparted by salt. The home consumption of such an unpalatable article is gradually diminishing, while the inferiority of the cure deprives us of the advantages of foreign markets, for which these fish are wholly unsuited. The mackerel taken in the gulf by our fishermen are split, salted, and dressed while the vessel is under way ; and it often happens that a full fare is made in four or five days, when these fish are plentiful. In such case the vessel, feeing full, must leave the fishing when at its best, and make a long voyage to her port of return, in the northern States, in order to discharge; and before she can again reach the ground the chances are that the fish have disappeared, or that the season is over. If our mackerel fishers could remain upon the fishing ground during the whole season — touching at some convenient station occasionally, to land the fish on board, and thus keep their vessels in good sailing trim — five or six fares could be made in each season, mstead of the two fares, which they rarely exceed at present. The right of fishing within three marine miles of the land is very important, as regards the mack- COLONIAL AND LAKE TRADE. 37 erel fishery; because the best and fattest fish are generally found in the largest schulls, in close proximity to the shore. To the cod-fisher the right to dry and cure his fish on shore' would also be important. The vessel could be kept in better trim, and fi-esh bait could be more readily procured ; the fish would be more perfectly cured and fitter for food than under the present mode of salting and curing. A superior quality of this description offish would open to us not only the market of California, but also several foreign markets from which our fish are now excluded, by reason of their imperfect cure. Immediately after the disappearance of the ice in the Gulf of St. Lawrence, every spring, vast quantities of herrings draw near the shores, in order to deposite their spawn. Our fishermen cannot partici- pate in this fishery, because they are unable to enter the gulf so early. The quantity of ice passing out by Cape Breton prevents their doing so until the season for this prolific fishery has passed. If our fishermen could land and set up fishing stations on the coasts within the Gulf of St. Lawrence, they might send home the season's catch by freighting vessels, and winter their boats and part of their vessels there. In such case they would be ready to participate in the early herring fishery the moment the ice left the shores ; and, having procured a sufficient quantity for curing, they would also be furnished with an ample supply of bait for the early cod-fishing, which is excellent. As the herrings approach the shores they are naturally followed by the cod, which feed upon them. In the early part of May the cod are found in great abundance within half a mile or a mile of the land, in very shoal water; of course, they may be taken with perfect ease, and therefore with much profit. Instead of returning to their port of ownership with the fares of her- ring and cod which might thus be taken before our vessels are now able to enter the gulf, these cod would be dried and cured in the best manner by shore crews, and rendered fit for any market. The ves- sels and their fishing crews might at the same time be constantly and profitably occupied in pursuing closely the several fisheries, as they succeed each other, throughout the entire season, securing the best fish of every description in the lairgest quantities. By leaving some of the boats and vessels on the coast, the fisheries, especially that for mack- erel, might be prosecuted until some time after the period when our vessels are now obliged to leave the gulf on their homeward voyage, at which late period the finest fall mackerel are always taken. Permanent fishing stations within the gulff with boats and vessels always there, would render the fishing season considerably longer for our fishermen. They would then share in the early spring and late fall fisheries, from both which they are now excluded by the existing arrangements. It is only necessary to advert to the frightful loss of life and property which occurred in the Gulf of St. Lawrence last October, to show how advantageous it would be to our citizens if, instead of remaining at sea through the heavy gales which frequently occur in the gulf, their fishing vessels had each some convenient fishing station, well sheltered, to 38 Andrews' eeport on which they could resort at all times, and where the crews could be ren-* dered useful on shore during the continuance of bad weather at sea. NAVIGATION OF THE ST. LAWRENCE. In connexion with the right to land and cure fish on the shores of the gulf, the free navigation of the river St. Lawrence becomes a matter of much importance. The fish caught by our fishermen in the gulf, instead of being sent by the long and dangerous voyage around Nova Scotia, in order to reach some port in the Union from whence to be sent into the interior, might, when ready for market, be shipped in our own vessels from the fishing stations on the coast, and these vessels, proceeding up the St. Law- rence, might reach any or all of the ports or places on the great lakes, where a supply of sea-fish is highly prized. The numerous and constantly increasing body of consumers in the great West, even to its remotest extremity, would thus be furnished with good fish at reasonable rates, caught and cured by our own hardy fishermen, and transported in our own vessels. FRENCH FISHERIES AT NEWFOUNDLANDw The recent movements in France with regard to bounties on fish caught at Newfoundland, and exported to foreign countries, are singu- larly interesting at the present time, because it will be found, from what follows, that the changes which take place during the present year in the allowance of those bounties are calculated to exercise a powerfiil effect on the deep-sea fisheries of the United States. Hereafter we are to have fish caught and cured by citizens of France, entering our markets under the stimulus of an extravagant bounty, to compete with the fish caught and cured by our own citizens. This altogether new and unexpected movement on the part of France has already attracted attention, and excited much interest and uneasi- ness among the fishermen of the eastern States. The matter at present stands thus: The law of France which granted bounties to the sea fisheries being about to expire, the project of a new law was submitted to the National Assembly on the 20th December, 1850, by the government. An able report on these fisheries was at the same time submitted, which, among other things, sets forth that the bounties paid by France during the nine years from 1841 to 1850, inclusive, for the cod-fishery only, had amounted to the mean annual average of 3,900,000 francs ; the number of men employed annually in this fishery amounting to 11,500 on the average. The annual expense to the nation was therefore 338 francs per annum for each man. France, it is said, thus trains up able and hardy seamen for her navy, who would cost the nation much more if they were trained to the sea on board vessels of war. * Translations of recent legislative documents of the National Assembly of France are ap- pended to this report, and to these reference is made for full particulars. For these and other valuable documents the undersigned is indebted to Hon. Abbott Lawrence, minister at the court of St. James, to whom his best acknowledgments are justly due, and are respectfully tendered. COLONIAL AND LAKE TRADE. 39 A committee of the National Assembly reported at length upon the proposed law, and the state of the deep-sea fisheries. From this re- port, it appears that these fisheries, although enjoying large bounties and privileges, were languishing, owing to the great distance at which they are conducted, and a farther increase of bounties on exportation was recommended, in order to stimulate their drooping energies. Upon this elaborate report, the National Assembly passed the proposed law on the 22d July, 1851. It provides that, from the first day of Janu- ary, 1852, until the 30th June, 1861, the bounties for the encourage- ment of the cod fishery shall be as follows : BOUNTIES TO THE CREW. 1. For each man employed in the cod fishery, with drying, on the coast of Newfoundland, at St. Pierre, and Miquelon, or on the Grand Bank, 50 francs. 2. For each man employed in the fisheries in the seas surrounding Iceland, without drying, 50 francs. 3. For each man employed in the cod fishery on the Grand Bank, without drying, 30 francs. 4. For each man employed in the fishery on the Dogger Bank, 15 francs. BOUNTIES ON THE PRODUCTS OF THE FISHERIES. 1. Dried cod of French catch, exported directly from the place where the same is caught, or from the warehouse in France, to French colo- nies in America or India, or to the French estabhshments on the west coast of Africa, or to transatlantic countries^ 'provided the same are landed at a port where there is a French consul, per quintal metrique, (equal to 220J pounds avoirdupois,) 20 francs. 2. Dried cod of French catch, exported either direct from the place where caught, or from ports in France, to European countries or foreign States within the Mediterranean, except Sardinia and Algeria, per quintal metrique, 16 francs. 3. Dried cod of French catch, exported either to French colonies in America or India, or to transatlantic countries, from ports in France, without being warehoused, per quintal metrique, 16 francs. 4. Dried cod of French catch, exported direct from the place where caught, or from the ports of France, to Sardinia or Algeria, per quintal metrique, 12 francs. BOUNTY ON COD LIVERS. 5. Cod livers which French fishing vessels may bring into France as the product of their fishery, per quintal metrique, 20 francs. From the foregoing scale of bounties, it will be seen that there are some grounds for the fears entertained by the fishermen of New Eng- land, that the dried cod caught and cured by the French at Newfound- land, will be introduced into the principal markets of the United States, 40 ANDREWS' REPORT ON with the advantage of a bounty very nearly equal to two dollars for each American quintal — a sum almost equal to what our fishermen ob- tain for their dried fish when brought to market. It must not be over- looked, either, that, besides this excessive bounty on fish exported to transatlantic countries, the French fishermen will enjoy also the bounty of fifty francs (almost ten dollars) per man for each of the crew, a far- ther bounty of twenty francs per quintal metrique on the cod-oil which he lands in France ; and farther, an almost entire remission of the duties on salt used at Newfoundland. With competition at hand so encouraged and stimulated, it will soon be necessary to give our fishermen every facility and advantage for pur- suing their business which by any possibility can be procured for thiim. By the treaty of Paris of 1824, the French were restored to the fisheries at Newfoundland. They in a short time took possession of the west coast and the northeast coast, and under the high stimulus afforded by their heavy bounties, they nearly drove the British fishermen off of those coasts, and competed successfully with them in the foreign mar- kets they had previously supplied. COLONIAL AND LAKE TRADB. 41 PART IL THE TRADE OF THE LAKES. In obedience to your instructions, the following detailed report is submitted on the condition, history, and prospects of the trade and com- merce of the great lakes of America ; the character, nature, quality, and value of their imports, exports, and coastwise shipments; the places where originated, and whether on the increase or decrease ; the present enumeration of their entrances, clearances, tonnage, and crews, whether progressive or retrogressive; with comparative state- ments of the present and past years ; the facilities and obstructions to their free navigation and the transportation of goods ; the internal im- provements completed, under way, projected, or imperatively re- quired ; the character for productiveness, whether of agricultural or mineral wealth, or of that arising from fisheries or the forest of the cir- cumjacent districts ; the growth, prospects, and present condition of the harbors, light-houses, beacons, piers, and other works indispensable to secure navigation; and, lastly, the farther works of construction, re- moval of obstacles, and general improvements of navigation, requisite for the development and exploration to the fullest extent of the inesti- mable resources of these noble waters, and the vast territories sur- rounding them. It has been dilBcult to obtain much information and full detailed statements on some of these points, owing, it is believed, to the absence of proper legal requirements and authoritative departmental instruc- tions in that respect, and the want of means (except at the private expense of the officers and others) of furnishing such statistical data. Most of the officers of the customs on the lake frontier are attentive, and are desirous of furnishing all the statistical and general information in their power, and many of the citizens engaged in trade and com- merce, and in the shipment and transportation of produce and mer- chandise, and especially incorpoiated companies or associations, have frequently furnished the public with useful information on the lake trade and commerce. The interests of those engaged in such business are ordinarily ad- vanced by expositions of such data. But full and authentic data, in proper form lor ready compilation and condensation into inteUigible tabular statements, especially those for comparison, cannot be obtained without legal provision to such end, and particular departmental in- structions presenting uniform abstracts. Funds are also necessary, to compensate the time and labor devoted to such important service. Several of the most valuable revenue officers on the lake and inland frontier now receive inadequate compensation for their faithful and 42 RBPOET ON onerous services. And with respect to federal officers, punctuality should be enforced by legal enactments. The organization of a sta- tistical office, the duties of which should include the decennial census, as a permanent bureau attached to the proper department at Washing- ton, to which full information and data from all the departments and offices at the seat of government and throughout the Union, and from all our officers abroad, should be rendered, and which could obtain like information from the State governments and otlier trustworthy sources, and from foreign governments likewise, might prove eminently useful. Properly established, and conducted by intelligent, accurate, indus- trious persons, it might easily collect quarterly all the requisite data of our trade and commerce with foreign countries, of our internal trade and commerce, of our internal improvements and internal transporta- tion, of our growing resources in every quarter, arid of our coastwise trade. And all statistical data that might be wanted, could be advan- tageously published in advance of every session of Congress. That such information would be invaluable to the statesmen of this country who seek to legislate upon national principles, no one can deny. That vigilant detector, the public press, would then be enabled to expose errors or fallacies in time to prevent their causing inconvenience. Other governments, less liberal than ours, seek such information to enable them to find new objects for taxation. It would be especially important to ours as enabling it to abolish indirect or direct restrictions and burdens upon the advancement of every branch of industry, as it might then do without danger of mistake as to the facts. The para- mount duty of this government is to relieve the people from all un- necessary taxation, and this measure would tend to further such object. Congress would not then, as is now too often the case, be compelled to legislate on such subjects in the dark, by conjecture, or, what is infi- nitely worse, upon the false data and incorrect and deceptive statistics furnished by interested persons. Notwithstanding the difficulties now existing, it is believed that an approximation, sufficiently near the realities of the case to convey an adequate understanding of the subject, has been attained in the following pages ; and that the results, as shown, will be alike gratify- ing to the enlightened and patriotic statesman, as displaying the im- mense development and incalculable prospects of the resources of his country, and astonishing to the casual observer, who has, it is probable, never regarded the lake trade of the West as the right arm of the nation's commerce, or its area as the cradle of national wealth, pros- perity, and progress. For the convenience of reference and comparison, as well as from regard to historical and geographical propriety, the matter collected on this subject has beer>-thus divided and arranged. A review, general and detailed, of each of the lake districts of col- lection, seventeen in number, commencing from the Vermont district to the eastward as the first, and among the first constituted, and thence proceeding westward to the head of Lake Superior. To each of these districts is attached a synopsis of such commercial and custom-house statistics as were attainable, and found to be to the COLONIAL AND LAKE TBADE. 4S point; also, a general synopsis of the lakes, severally, with their trade and back countries; and, added to these, detailed statistical tables in reference to the whole of the great St. Lawrence basin. To enter in this place on a discussion to prove what is so generally admitted as the advantages accruing to a country from a various and extensive commerce, would be superfluous ; but, nevertheless, so little appears to be known, and such limited interests to be felt, in relation to our own internal commerce, and to its bearing on the trade and prosperity of the country at large, that a few words on its nature, past history, present requirements, and bearing on our commercial, social, and political condition, will not, it is presumed, appear entirely imper- tinent. In the first place, the general self-gratulation of the people and their legislators at the fact that within scarcely a century's lapse our foreign commerce has grown up to be second only to that of Great Britain, and to threaten it also with rivalry, appears to have blinded them to a perception of the difference of the circumstances attending maritime and inland navigation ; of the reasons why the latter requires aid from the public to effect what in the former is safely left to the mean& and enterprise of individual communities ; and, lastly, of the prepon- derating influence of the latter on the former branch of national pros- perity. It appears, moreover, to have led casual observers to the opin- ion that, because our maritime commerce has experienced so wonder- ful an increase under circumstances somewhat untoward, it could have made no greater or further progress if liberally fostered by the hand of government; and, secondly, that because one branch of commerce has so succeeded, all other branches can so succeed. To these propositions it may be replied briefly : First. That the maritime commerce merely exports to foreign mar- kets the surplus productions of our country, whereby to purchase im- ports from the same or similar markets. That this maritime commerce is sustained for the most part by opulent commercial communities, on whom no burdens rest, at farthest, but the construction of their own harbors and their maintenance. That without a supply of produce for exportation, the foreign com- merce would be carried on under such an adverse balance of trade as would be injurious rather than profitable. That, for the present, the preponderance of our foreign exportations must be of raw material, as agricultural produce, produce of the forest, the fisheries, and the field. That even when this ceases to be the case, and our articles of ex- port shall be more largely manufactures and articles of luxury, in lieu of raw produce, the necessity of raw produce to the seaboard and the large commercial cities will still exist and increase, from the necessity of supplying material and subsistence for the commercial or manufac- turing population. That of those articles of raw material which are neither shipped a3 foreign nor used as domestic provision, such as minerals and metals, every ton native, brought into the domestic market and manufactured at home for home use, supplants so much of foreign raw material or 44 ANDREWS* REPORT ON manufacture, and tends thereby so far to change the balance of trade in our favor. It is contended by some political economists, that of nations engaged in commercial pursuits, the largest exporters and the smallest import- ers must be the gainers, since a large excess of importation must cause a drain of the precious metals to pay for such excess. It does not follow that if this be true as to foreign or maritime commerce, it is equally so as to inland or interior trade. The former cannot exist but by means of the latter ; the latter may exist, and in some sort flourish, without the aid of the former. Again, for articles of bulk and weight, no means of transportation can compete with water carriage, especially for great distances. It is the best and the cheapest. This, then, is the position of our inland and maritime navigation and commerce ; the former ,is the feeder of the latter, the source of its greatness ; for at such a vast distance do our granaries and storehouses of agricultural and mineral wealth lie from our marts and workshops, that but for the network of lakes, rivers, and artificial improvements with which our country is so wonderfully intersected, they could never be rendered available for exportation or home consumption on the sea- board, and in the old and thickly settled districts. These considerations show the interest which the external or mari- time commerce has in the advancement of the lake trade and naviga- tion ; and estabUsh that the maritime commercial communities, and the commonwealth, should, as a matter of justice and duty, as well as of expediency, aid liberally all improvements which may facilitate the prosecution of business, the cultivation and exploitation, and yet more the transportation, of that produce which is necessary to the existence of the one, and the well-being of the other. The lake trade is obliged to effect much more by its own means than the foreign, and it has infinitely less means whereby to effect it. It is well known that this inland or lake trade is in the hands of new States, peopled, for the most part, by emigrants, whose chief possession is their industry, sweUing the coffers of the older and wealthier com- munities. The latter now virtually demand that these infant States shall not only produce, but transport produce, and clear the way for that transportation, for their benefit, at their own expense. Hence the expediency and justice of lending, under these circumstances, federal aid to the new States, so far as removing or surmounting such obstacles in free channels of trade open to all or an}'' States, as are offered by the flats of the Lake St. Clair, the rocks and shoals of Lake George, or the Sault St. Marie, is, it is considered, incontestable. The details of the districts, and the general synopsis of the lakes and lake country, will undoubtedly suffice to establish the facts and show the realities of the vast extent of the existing trade, its past growth, and its gigantic future. But a brief glance at its general fea- tures may be useful for the concentration of ideas and ready percep- tion of results. The coast line embraced in this report include both shores of Lake Champlain, with which it commences (discharging its waters into the St. Lawrence by the Sorel or Richelieu river,) the southern bank of the river COLONIAIi AND LAKE TRADE. 45 St. Lawrence, Lake Ontario, the Niagara river, and Lake Erie, to the dividing line between New York and Pennsylvania; thence the southern coast of Lake Erie to the Pennsylvania and Ohio line ; thence the southwestern coast of the same lake to the Michigan line ; and thence the whole southern banks of the Detroit river, St. Clair lake and river, the western coast of Lake Huron, along the southern peninsula of Michi- gan, the whole coasts of Lake Michigan, including the shores of Illi- nois, Ohio, Wisconsin, and Michigan, and all the southern and south- western coast line of Lake St. George, the river St. Mary's, and Lake Superior, including the shores of northern Michigan, Wisconsin, and Minnesota, to the frontier of the British possessions at the outlet of Rainy lake and Lake of the Woods into the waters of Lake Superior. The extent of the whole line exceeds three thousand niiles in length, and embraces portions of the following States, several of them the wealthiest of the entire Union : Vermont, New York, Pennsylvania^ Ohio, Michigan, Indiana, IlHnois, Wisconsin, and the Minnesota Terri- tory, on the one side ; while the lakes open to our commerce on the other a coast line of nearly equal extent, and in some parts of hardly ipferior fertility, on the Canadian shore. The lakes themselves, with their statistics of measurement, are as follows: Lakes. Greatest length. Greatest breadth. Mean depth. Elevation. Area. Superior ...........•.* Miles. 355 320 260 240 180 \ Miles. 160 100 160 80 35 Feet. 900 900 900 84 500 Feet. 627 578 574 565 232 Sq. miles, 32,000 22,000 Michigan Huron... 20,400 9,600 Erie Ontario 6,300 Total 1,555 90,000 These lakes are estimated to drain an entire area of 335,515 square miles, and discharge their waters into the ocean through the river St. Lawrence, which is rendei^ed navigable from Lake Erie downward to all vessels not exceeding 130 feet keel, 26 beam, and JO feet draught, and the free navigation of which for American bottoms may, it is anti- cipated, be acquired by the concession of reciprocity of trade to the Canadian government. The whole traffic of these great waters may be now unhesitatingly stated at $326,000,000, employing 74,000 tons of steam, and 138,000 tons of sail, for the year 1851 ; whereas, previous to 1800 there was scarcely a craft above the size of an Indian canoe, to stand against an aggregate marine, built up within half a century, in what was then almost a pathless wilderness, of 215,000 tons burden. It may be inter- esting to state that the first American schooner on Lake Erie was built at Erie, Pennsylvania, in 1797, but she was lost soon afterward, and the example was not followed. Another point should be here mentioned in regard to this vast aug- mentation of maritime force and tonnage, which is, that the increase of business is most inadequately represented by the increase of tonnage ; 46 ANDREWS' REPORT ON since, by the increased capacities of the vessels, their speed while under way, their dispatch in loading and unloading, and the substitution of steam as a motive power, both for sail on the waters and for human labor at the dock, the amount of traffic actually performed by the same amount of tons in 1851, as compared with that performed in 1841, is greater by ten-fold. To illustrate this position, it is worthy of notice that, in 1839, the twenty-five largest steamers on these lakes had an average of 449 tons burden, the largest being of 800 tons. In 1851 the average of the twenty-five largest fell little short of 1,000 tons, and the average of the whole steam fleet, consisting of 157 steamers and propellers, was 437 tons. Ten years since, from a week to ten days was allowed to a first- rate steamer for a voyage from Buffalo to Detroit and back. In 1851, three days only were required by first-rate steamers, and four to five by propellers. These facts show that four times as much business is transacted in 1851 by ten steamers as was effected by the same number in 1841. The substitution of steam for sail in the same period has, it is evident, effected a yet greater increase in the speed of transit and celerity of transhipment ; and this substitution is hourly on the increase ; in proof of which, of 7,000 tons of shipping now on the stocks at Buffalo, 250 only — one brig — are sail ; all the remainder steam or propellers. Of this latter species of vessels the increase is so great and so regu- lar, and so rapidly are they growing into favor, that there can be but little doubt that they are destined ultimately to supersede vessels pro- pelled by sail only, especially for voyages of moderate length, and in localities where fuel is abundant and easily to be procured. In no region of the globe are these two conditions, on which rests the availa- bility of screw-steamers, more perfectly complied with than on the lakes, where the longest voyages do not exceed three weeks, at an ex- treme calculation, and where bituminous coal of a very fine quality can be procured at an average price of three dollars and a half per ton, and at many points at two and a half on the docks. COLONIAL MSm LAKE TKADIR. # The following table, taken from a very valuable report by Messrs. Mansfield and Gallagher, of the statistics and steam marine of the United States for 3851, will show^ the comparative force of the steamers em- ployed in the oceanic and the lake trade, and will exhibit a result suf- ficiently surprising to readers unacquainted with the business of the interior : Description of vessels. Number. Tonnage. Officers & crews. Ocean steamers. . . .(coast) , Ordinary steamers . . . .do . . . Propellers do. . , Steam ferry boats. . . . .do. . . Total cost.. Ordinary steamers, lake and river.. Propellers do -Steam ferry boats do Total lake and river. Steam marine, coast. . Do... .... .inland. Total , Excess of lake and river. 96 382 67 80 625 663 52 50 765 625 765 1,390 140 91,475 90,738 12,245 18,041 212,500 184,262 15,729 4,733 204,725 212,500 204,725 417,226 7,775 dim. 4,5-^ 6,311 542 11,770 16,576 817 214 17,60T 11,770 17,607 29,377 5,837 The distribution of steamers in the basin of the lakes is as follows : District of Burlington 11 Plattsburgh 6 Ogdensburgh 4 Sackett's Harbor 1 Oswego 9 Rochester 2 Niagara ] Buffalo 42 Presque Isle 7 Cleveland 13 Sandusky 1 Toledo 4 Detroit 47 Michilimackinac 12 Chicago 4 The number on each lake is — Champlain 17 Ontario 17 Erie 114 Straits 12 Michigan 14 The entire niimbef of vessels and crews of the interior trade amomits to 140 bottoms, and 5,837 men, in excess of the whole ocean and coast navy, though the tonnage employed in the former is smaller by 7,775 tons. It is for this wealthy commerce of the interior that all the Atlantic cities are now striving, in earnest competition, by the creation of new outlets and avenues, for its transaction ; and this very competition is good evidence that all the eastern or New England and middle States are, in some sort, more or less affected by it. The great system of exchange between the cities of the ocean sea- board and the entire West is transacted through the lakes, and the channels connected with them ; and it is not uninteresting to observe th$t the increase of the population in the Atlantic States, and that of the tonnage of the West, have kept even pace with each other. Table of population and tonnage. Years. II 2 1 i 1 ti li • p 1 1 1790 1800. 1810 1820 1830 1840 1850 1,009,823 1,233,315 1,471,891 1,659,808 1,954,717 2,234,822 2,728,106 "22a" 19.3 12.8 17.7 14.3 22.07 958,632 1,401,070 2,014,695 2,699,845 3,587,664 4,526,260 5,898,735 958.6 46.15 43.79 34 32.88 26.16 30.32 None. - 50,240 272,324 792,719 1,470,018 2,967,840 4,721,430 '442!64* 191.09 85.43 101.89 59.08 None. "moo 20,000* 75,000^ 215,781 In this scheme it must be observed that the six New England States^ Maine, New Hampshire, Vermont, Rhode Island, Massachusetts, and Connecticut, possess an area of 63,326 square miles, with a population^ of 2,728,106, being 43.09 persons to the square mile. The Middle States, New York, New Jersey, and Pennsylvania, pos- sess an area of 100,320 square miles, with a population of 5,898,735*,. or 68.80 persons to the square mile; while the northwestern States^ Ohio, Indiana, Illinois, Michigan, Iowa, Wisconsin, and the Minnesota Territory, have an area of 373,259 square miles, with a population of 4,721,430, or 12.70 persons to the square mile. When this last division shall have become as densely populated as^ the Middle States now are, it will contain a population, directly tribu- tary to the trade of the lakes, of 22,000,000 of souls ; and there is every reasoBr to believe that the increase of population will be as rapid, until that result shall be fully attained, as it has been since 1800. How wonderful and grand a spectacle will it then be to many, doubtless, of those now born, when^ at the commencement of the tweMietli century, this lake country shall be seen supporting a population of -go niany millions 1 And what will then be the amount and vdue 6f iiat trade, and the aggregate tonnage of that marine, which has sprung up, in less COLONIAL AND LAKE TRADE. 49 than forty years, from nothing to two hundred thousand tons of steam and shipping! It is stated that the entire amount of appropriations made by govern- ment, for the benefit of all rivers and harbors, since its first organiza- tion, has been $17,199,233, of which only $2,790,999 were devoted to the lakes, the balance being all for the Atlantic coast and rivers ; and that, too, in face of the facts, that in consequence of several unavoida- ble disadvantages, in the present condition of the lake coasts and har- bors, there is a greater proportional loss of life on these waters than on the ocean itself and all its tributary seas. It may be well to note here the loss of property and life by marme disasters on the lakes, w^hich are not only in themselves most lamenta- ble, but which become far more deplorable when it is considered that at a small outlay the navigation could be rendered as safe, at the least, as that of any other waters. The disadvantages alluded to above are to be found in the facts, that while the lakes are exposed to squalls, gales, and tempests, as violent as those of the ocean, they have not sufficient sea room to allow of a vessel scudding before the weather, since, if the gale were of any duration, she would soon run from one end to the other of the lake, on which she might be caught, and so incur fresh and perhaps greater danger. In like manner, the breadth of these basins is so compara- tively diminutive, and so much beset with dangerous reefs and rocky islands, that a vessel cannot long lie to, in consequence of the terrible and insidious drift which is ever liable to drive her to unforeseen destruction. The following table will exhibit the loss of hfe and property incurred during the four last succeeding years, which are surely disastrous enough to plead trumpet-tongued with government for the exteuding some means of security and protection to the navigators of those peril- ous seas of the interior. Years. 1848., 1849. 1850. 1851. Total of four years . Property. $420,512 368,171 558,826 730,537 2,078,046 Lives. 55 34 395 79 563 The excess of lives lost in 1850 was occasioned by the explosion ot the boilers on board two steamers, and the burning of the third, which had on board a large number of emigrants; this may be, therefore, in some degree deemed accidental and extraordinary, as such catastrophes are of rare occurrence on the lakes. The great preponderance, how- ever, of the year 1851 over those of 1848 and 1849, has no such pallia- tion, since they were the effect of heavy gales, the absence of harbors necessary for the protection of mariners, and the obstruction of the mouths of such as do exist, by bars, on which a terrible surf breaks, and which entirely preclude the possibihty of entering the place td which 4 50 ANDREWS^ RIPOET ON they have in vahi fled for refuge. It is of httle benefit to the mariner that the government has expended comparatively inconsiderable amounts in the erection of piers and light-houses at the entrance of a few bar-mouthed rivers and harbors. The total of the losses on the Atlantic, Gulf of Mexico, and Pacific coasts, in the year 1851, amounted to 328 vessels, and many hundred lives, out of a total marine measuring 3,556,464 tons, being a loss of one vessel to every 10,844 tons of shipping. The lake losses of the same year v^ere 42 vessels and 79 lives, out of a nnarine measuring 215,975 tons, being a loss of one vessel to every 5,142 tons of shipping. The proportion of vessels lost on the lakes is therefore much in excess of the losses on the ocean coasts, and that of lives still more so. In this point of consideration it is worthy of remark that a single powerful government steam-dredge could be kept continually in com- mission, and employed during seven months of the year, which could, with perfect ease, remove the obstructions on the flats of Lake St. Clair and Lake St. George, open the bars, and deepen the beds of all the harbors, from one extremity of the lakes to the other, in the course of a very few years, and keep them unobstructed thenceforth to the end of time, by an annual appropriation of one-fourth the amount of the augmented compensation recently granted to the Collins line of steamers, and, of course, two such vessels, materially lessening the duration of the work, for one-half that appropriation. Nor does it appear that the opening an area so vast to the enterprise and efficiency of our inland commerce, giving perfect protection to so important a branch of the national marine as that employed in the navi- gation of the lakes, is an end less worthy than the furthering and encouraging any system, of post office transportation, and ocean steam- marine, however incomparable its deserts ; and this without regarding the preservation of what is generally held invaluable among earthly things — the life of human beings. The expedienc}^ and justice are thus shown of extending some meed of protection and encouragement to the regions, with their ports, har- bors, and marine communications, which are the theatre of a commerce so valuable as that for which all the Atlantic cities are contending ; and to perfect the internal and inland communications of which, by canals and railroads, the young States, in which that theatre is placed, me making so great efforts. The pohcy of doing so cannot but be seen on considering the effect which the coi^truction of railways, the opening of canals, and tlie facilitation by all means of transportation and intercommunication, has upon the growth of cities, the population, cultivation, wealth, and pros- perit}^ of districts, which actually seem to grow and expand in arith- metical progression to the ratio of their improved accessibility, and the number of their outlets and avenues for commerce and immigration. It may not, therefore, be now impertinent to examine the operation of these influences on the unparalleled increase of the West, which can, in fact, be traced directly to these causes. It has been shown already that, however remote the period of the discovery, exploration, and partial colonization of these wilds and COLONIAL AND LAKE TKADE. 51 waters, anything like practical navigation of them for commercial pur- poses was unattempted until after the commencement of this century. In 1679 a French craft indeed was launched at Erie, Pennsylvania, for the expedition of the celebrated and unfortunate La Salle ; but this, which was an experiment for a special purpose, wholly unconnected with trade, was not followed up. In 1797, as has been before stated, the first American vessel was launched on the lakes. In 1816 the first steamer was built on the waters of Lake Ontario, and the first on Lake Erie in 1818. For some considerable time the first vessels put in com- mission on Lake Erie, were used merely for facilitating the movements and operations of the Indian traders, carrying westward supplies and trinkets for the trade, and returning with cargoes of furs and peltries. In 1825 the Erie canal was completed, and its influence began at once to be felt through the western country. The western portion of the State of New York immediately began to assume an air of civilization and to advance in commercial growth. This influence continued still to increase until the Welland canal and the Ohio canals were completed. The tonnage, which had then increased to about 20,000 tons, found at this time full employment in carrying emigrants and their supplies west- ward, which continued to be their principal trade till 1835, when Ohio began to export breadstuffs and provisions to a small extent. In 1800 Ohio had 45,000 inhabitants ; in 1810, 230,760; in 1820, 581,434 ; in 1830, 937,903. During this year a portion of the canals was opened, and during the ten years next ensuing after 1830 some five hundred miles of canals had been completed, connecting the lakes by two lines with the Ohio. Under the influence of these improvements the population of the State augmented to 1,519,467 individuals. In 1835 she exported by the lakes the equivalent of 543,815 bushels of wheat. In 1840 her ex- ports of the same article over the same w^aters were equivalent to 3,800,000 bushels of wheat, being an increase, in the space of five years, in the articles of wheat and flour, of what is equal to 3,300,000 bushels of wheat, or nearly six hundred per centum. These articles are se- lected, as being the most bulky, in order to illustrate the effect of canals upon lake commerce. At this period, 1840, there were not completed over two hundred miles of railway in the State, and this distance was composed of broken portions of roads, no entire route existing as yet across the length or breadth of the State. In 1850, there were in opera- tion something over four hundred miles of railroad, and rather a greater length of canals, while the population had increased to 1,908,408, and her exports, by lake, of wheat and flour, were equivalent to 5,754,075 bushels of wheat, and that, too, in spite of the fact thai the crop of 1849 was almost an absolute failure throughout the West. In 1851 the exports of wheat and flour, by lake, were equivalent to no less than 12,193,202 bushels of wheat; and the cost of freight and shipping charges on this amount of produce falls little, if any, short of $510,000 ; nearly the whole amount having reached the lakes via the canals and railways of Ohio. Similar sketches of the other northwestern States, during their rise and advancement to their present condition of prosperity, and influence on the confederation, might be adduced in this place, all ecfually flat- 52 Andrews' report on tering to the energy and enterprise of the western people, and to the influence of internal improvement on commerce ; but this narrative of the eldest State of the group will suffice to illustrate the subject, and give some idea of the unexampled progress of the whole. Westward of Ohio, the Wabash canal brings the vast productions of Indiana to the lakes, passing through a small portion of Ohio, from the port of Toledo to the junction, thence to Evansville, on the Ohio river, and traversing the entire length of the Wabash valley, one of the finest wheat and corn countries in all the West. This canal is four hundred and sixty-four miles in length, and is one of the most important of re- cent improvements. It is worthy of note here that, in addition to its vast commercial business by the great lakes, Ohio, and more particularly its commercial capital, Cincinnati, the largest, wealthiest, and finest city of the West, and the great emporium of that region, has an immense commerce, both in exports and imports, by the rivers Ohio and Mississippi; and it appears that a larger portion of groceries are imported for the use of the interior, into Cincinnati, by the river, than to the lake-board, via tfee lakes ; and farther, that while a much larger portion of the trade in cereal produce goes by the lakes, a majority of the live stock and animal provisions is sent by the rivers or otherwise. No ill effect is produced, however, on either commercial route, by this competition, but rather the reverse, there being times when either route alone is closed to navigation — the lakes during the winter by the ice, and the Ohio by the failure of its waters during the summer droughts. There is, more- over, commerce enough amply to sustain both channels ; and while the State, its beautiful capital in particular, is a great gainer, no port or place of business is a loser by this two-fold avenue and outlet for com- mercial transportation. The southern Michigan and northern Indiana railway terminates both at Toledo, Ohio, and at Monroe, Michigan, on the lakes, and runs west- ward, through the southern counties of Michigan and the northern coun- ties of Indiana, to Chicago, at the head of Lake Michigan, on the east- ern border of Illinois. This road passes through some of the most fertile portions of these States, and, being recently completed through its entire length, may be confidently looked to as sure to add greatly to the commerce of the lakes at its termini. Farther to the northward, on the Detroit river, the central Michigan railway communicates across the peninsula, from the city of Detroit, with new Buffalo and the lake ; and, having been open some years, has done more t# develop the matchless resources of this State, and to urge it forward to its present commanding position, than any one other route. Cities, villages, and large flouring mills are springing into ex- istence everywhere along the line of this road, depending upon it as the avenue of their business to the lakes. The Pontiac railway and many plank roads connect various other points of the interior, and are vastly beneficial to the commerce of the lakes. Following the line of the lakes westward. Lake Huron may be passed over, as presenting no internal improvements worthy of note. One of the principal of those which are already projected is the exten- COLONIAL AND LAKE TRADE. 53 sion of the Pontiac railroad to Saginaw, touching at a point on the St. Clair river, opposite to Sarnia, Canada West, where it is destined to com- municate with a branch of the great western railway from Hamilton, on Lake Ontario, to Lake Huron. Another road is also projected in Canada, from Toronto, across the peninsula, by Lake Simcoe, to Pene- tanguishine, on the great Georgian bay, which will shorten the route to the Sault Ste. Marie by many hundred miles, and, should the much demanded and long proposed ship canal around the Sault be now at last effected, will tend more largely than anj^ other improvement to develop and bring to a market the incalculable mineral resources of Lake Superior. Southward of Lake Superior, and bordering on the western shore of Lake Michigan, lies the upper or northern peninsula of Michigan, and the northern portion of Wisconsin, little known as yet, except ta lumber-men, trappers, traders, and voyageurs, and naturally hitherto the theatre of no internal improvements tributary to the commerce of the lakes. Passing southward, however, to Green bay, and its sources in the interior of Wisconsin, there are lately completed some improvements in the internal navigation of that State, which are, perhaps, of more importance to the future growth of the lake commerce than any yet perfected in any part of the State. These are the works on the Fox river, and the canal connecting the waters of that stream with the Wis- consin, which opens the steam navigation of the lakes to river craft, and vice versd, although it is scarcely probable that the same vessels which navigate the lakes will pass through the rivers. This, in fact, is by no means necessary to the success of the project, the importance of which is found in the fact, that by it the steam route from the Atlantic to the upper valley of the Mississippi is incredibly shortened ; and thereby the whole trade, springing into existence throughout that vast upper country, is, in a great degree, rendered tributary to the lakes. The junction of the Wisconsin and Mississippi rivers is, in fact, by this route brought nearer to the lakes than to St. Louis ; an* the trans- portation of goods being by an uninterrupted line of steamboat navi- gation throughout the whole chain of lakes and across the State of Wisconsin, the trade to be one day transacted by this route will be enormous. The richness of the soil of Wisconsin in the valleys of the rivers, and on the borders of the Lake Winnebago, is rarely surpassed or equalled, and towns containing from one to three thousand irihabitants are every- w^here springing into existence through her territories, which are proba- bly destined to become, in a few years, great commercial cities. Soutlnvard of this route there are no very important channels of com- munication tributary to the lakes until we reach Chicago, where Lake Michigan is connected with the Illinois river by a can al of 100 miles in length, opening to that lake the vast wealth and traffic of the richest corn valley in the known world. Railroads are also projected from Milwaukie, one of which is com- pleted some forty miles to the westward, which is destined to extend to the Mississippi. There are also plank roads from many points, more or less useful as avenues of commerce to the lakes ; at present, how- 54 ANDREWS' REPORT ON ever, the only communication between the northern and southern routes is by the lUinois and Michigan canal. This was originally intended to be a ship canal, connecting Chicago with Peru, on the Illinois river, but was only constructed equal to the admission of ordinary canal boats, which can, on reaching the latter point, be towed by steam down the river to St. Louis, and return thence laden with sugar, hemp, tobacco, flour or grain, and thence by horse power to Chicago. Whether the original plan of this canal will ever be carried out, is at best very problematical, since there are obstacles in the periodical shal- lowness of the waters of the Illinois which would frustrate the only object of the improvement, to wit, the through-navigation of the works by lake craft. This canal was opened in May, 1848, and the first section of the Chicago and Galena railroad in March, 1849. In 1847, the year pre- vious to the opening of the canal, the real estate and personal property in Cook county, of which Chicago is the capital, was valued at $6,189,385, and the State tax was $18,162. In the year following, when the canal had been one season in operation, the valuation rose to $6,986,000, and the State tax to $25,848. In 1851 this valuation had risen yet farther to the sum of $9,431,826, and the State tax to $56,937. In 1840 the population of Chicago was 4,479, and the valuation of property not far from $250,000 ; while in 1851 the population was about 36,000 and the assessed valuation of real and personal property was $8,562,717. In 1847 the population, according to the city census, w^as 16,859 ; in 1848 it was 20,023 ; in 1849, 23,047 ; and in 1850, according to the United States census, 29,963 ; having increased twice more rapidly than before, since the completion of the canal. The population of Chicago at this time — August, 1852 — is nearly, if not quite, 40,000. In regard to this train of argument, and to this view of the effect of internal improvements on the growth of the West, and on the commer- cial condition of that portion of the country, it will be well to fi^Uow up the same y:nm of examination in relation to the growth of certain points to the east of the great lakes, such as Buffalo, New York, Oswego, Bos- ton, and other cities directly affected by the same commerce, through the internal channels of communication in New York and Massachu- setts. In 1800, the city of New York, with its suburbs, had a population of. 63,000— in 1850, of 700,000 Boston 38,000 " 212,000 Philadelphia city and CO. 73,000 *' 450,000 Cincinnati 750 '' 115,436 Buffklo " 42,260 Oswego '' 12,205 Albany 5,349 *^ : . 50,763 Chicago - 29,963 St. Louis 2,000 - 77,860 Hence it appears, that between the years 1800 and 1850 the popula- tion of New York and its suburbs doubled itself once in every 16 years; Boston, once in every 25^ ; Philadelphia, in every 20 ; Cincinnati, in every 6J ; Albany, in every 15 ; St. Louis, in every 9'J years. This covers a term of half a century ; but from 1810 to 1850, a COLONIAL AND LAKE TRADE. 55 period of forty years, the population of New York doubled itself once in every 15 years ; Philadelphia, in 18J ; Boston, in 18J ; Albany, in 16; Cincinnati, in 7 ; St. Louis, in 9J; Buffalo, in 8J; and Detroit, in 8h From 1820 to 1850, a period of thirty years, the population of New York doubled once in 13 years ; Philadelphia, in 16 ; Boston, 15 ; Al- bany, 15J ; Cincinnati, 7|- ; St. Louis, 7 ; Buffalo, 6^ ; Detroit, 8. From 1830 to 1850, a period of twenty years — the term of duplica- tion— this being the first census taken after the opening of the Erie canal, but before its influence had been much felt on the seaboard, owing to the non-completion of the Ohio and lateral canals — was, in New York, 15 years ; Philadelphia, 17J ; Boston, 20 ; Albany, 20 ; Cincinnati, 8 J ; St. Louis, 5J ; Buffalo, 8J ; Detroit, 6; Cleveland, 5; and Sandusky 5. And from 1840 to 1850 — a period of ten years, du- ring which nearly the whole western population had become exporters by means of the Ohio, New York, and Philadelphia canals, and the various lines of railway — the effect of these influences on the period of duplication in the cities of Boston, Philadelphia, and New York, has been truly astonishing ; but the same influence, reacting and reflected from the East upon the western cities, is yet more wonderful. According to the ratio of their increase during these ten years. New York would double her population in 12 years ; Boston, in 12 ; Phila- delphia, in 12J; Baltimore, in 13 J ; Albany, in ]6J; Cincinnati, in 6; St. Louis, in 4 ; Buffalo, in 8 J ; Detroit, in 9 ; Cleveland, 6J ; San- dusky, 5J; Chicago, 4; Milwaukie, 3 J ; Toledo, 6; Oswego, 8. Hence it appears, that every new improvement is bound by inevit- able laws to pay its tribute to some great channel of internal com- merce. The existence of such a channel has indirectly created the necessity for the improvement ; and the same law which called it into existence as necessarily requires it, by a reactionary impulse, to indem- nify its creator. Before the present century shall have passed away, the United States will undoubtedly present to the world a spectacle unequalled in past history. More than fifty millions of republican freemen, all equal citi- zens of a confederacy of independent States, united by congenial sympathies and hopes ; by a devotion to the principles of political and rehgious freedom, and of self-government ; bound together by a com- mon language and harmonious laws, and by a sacred compact of union, will also be firmly cemented with one another by indissoluble bonds of mutual dependence and common interests. The remote sections of the confederacy will be made near neighbors by means of canals. Railroads will chain all the several parts each to each ; the whole people from the Pacific to the North Atlantic ocean, from the great lakes to the Gulf of Mexico, cultivating the arts of peace and science, and incited by a genuine rivalry for the accomplishment of the real mission of the American people. 56 Andrews' report on THE LAKE DISTRICTS, WITH A DESCRIPTION OF EACH: STATISTICAL STATEMENTS OF THE CANADIAN AND DOMESTIC TRADE, AND A GENERAL SUMMARY. No. 1. — District of Vermont. Port of entry, Burlington ; latitude 44^ 27', longitude, 73o 10' ; popu- lation in 1830, 3,525; in 1840, 4,271; in 1850, 6,110. This, which is the easternmost of all the lake districts, comprises the whole eastern shore of Lake Champlain, from its southern extremity at Whitehall to its northern termination, excepting only a few miles at the head of Missisquoi bay, which fall within the Canadian line ; and em- braces all those portions of the State of Vermont which are subject to custom-house regulations. Lake Champlain is about one hundred and five miles in length, and varies in breadth from one to fifteen miles ; it contains several islands, principally toward the upper end, of which the largest are North and South Hero, and La Motte island ; and, in addition to all the waters of Lake George, its principal affluent, the outlet of which enters it at Ti- conderoga, receives nine considerable streams : the Otter creek, the Onion river, the Lamoile, and the Missisquoi, from Vermont to the north and eastward ; the Chazy, the Saranac, the Sable, and Boquet rivers on the west, and Wood . creek on the south, from the State of New York. It discharges its own waters into the St. Lawrence by the Sorel or RicheHeu river, in a northeasterly course ; the navigation of which has been improved by the works of the Chambly (Canadian) canal, so as to afford an easy communication for large vessels to the St. Lawrence, and thereby to the great lakes. From its southern ex- tremity it is connected by the Champlain canal with the Mohawk river and the Erie canal, at the village of Waterford, where the united works enter the Hudson, and thus form a perfect chain of inland navi- gation from the lakes of the far northwest to the Atlantic seaboard. The whole length of the Champlain canal, including about seventeen miles of improved natural navigation on Wood creek and the Hudson river, is about sixty-four miles. It is forty feet wide on the surface, twenty-eight at the bottom, and four deep. The amount of lockage is eighty-four feet. On account of this artificial line of intercommunica- tion, Lake Champlain is included, not improperly, in the great chain of American lakes ; although, to speak strictly, it is not one of them, having no natural outlet directly into them, and so far from being the recipient of any of their waters, serving, like them, itself as a feeder to the St. Lawrence. The lake is bordered on its eastern shore by lands composing this district, with a coast line of considerably more than a hundred miles,- including its many deep, irregular bays and inlets, of great productive- ness and fertility, especially adapted to grazing and dairy farms, and to the cultivation of the northern fruits. Its western shores are, for the COLONIAL AND LAKE TRADE. 57 most part, high, wild, and barren, soon rismg into the vast and almost inaccessible ridges of the Adirondack mountains, lying within the counties of Hamilton, Herkimer, and Essex, in New York, a region the wildest and most rugged, the least adapted to cultivation or the residence of man, of any to the eastward of the great American desert ; and still the haunt of the deer, the moose, the cariboo, the otter, and the beaver, the wolf, the panther, and the loup-cervier, which still abound in this fastness of rock, river, lake, and forest, almost within sound of great and populous cities. By its means of communication with the St. Lawrence, and its out- let to the Hudson, this lake has become the channel of a large and im- portant trade with Canada, especially in lumber, employing nearly two hundred thousand tons of craft and shipping, counting the aggre- gate of entries and clearances, and giving occupation, to speak in round numbers, to twelve thousand men. The opening of the Ogdensburg and Vermont railroads, connecting New York and Boston more directly with the lakes, has, it is probable, in some degree affected this trade ; at least, the returns of 1851 exhibit a falling off in the Canadian trade of Lake Champlain. It does not, how^ever, appear that the opening of new channels of trade is wont usually to affect the interests of those already existing, but, on the con- trary, by increasing facilities and consequently augmenting demands, adds to the liveliness and vigor of business, and is ultimately beneficial to all. Hence, there appears no just cause for apprehending any per- manent decrease or deterioration of the shipping interests, connected with Lake Champlain. Burlington, the port of entry of this district, is the largest town in the State of Vermont, containing about ten thousand inhabitants. It is beautifully situated on a long, regular slope of the eastern shore, as- cending gradually from the- head of Burlington bay, on the southern side of the debouchure of the Onion river into the lake, and is the capital of Chittenden county, and by far the most considerable commercial place of the State. It has, moreover, a fine agricultural back country, of which it is the mart and outlet. Burlington is distant from New York, by railway, about three hundred miles ; from Boston two hundred and thirty-five; and from Montreal one hundred. By its possession of a central position, with the advantages of both land and water steam facilities, alike for travel and transportation to the grand emporia of Canada, New England, and New York, it is making rapid advances in wealth and population; and now, with railroad communications open on either side of the lake, can scarcely fail to improve and in- crease, in a ratio commensurate with that of the improvements in its vicinity. The only method, within our reach, of arriving at tlie aggregate amount of the lake commerce and traffic, is by taking the accounts of the canal office at Whitehall, w^hich exhibit the amount and value of merchandise delivered at the lake, and the quantity and value of pro- duce received from the lake ; and then by estimating the coasting trade of the lake above Whitehall, which does not reach the canal. By deducting from the aggregates of these, the Canadian trade of the dis- tricts of Vermont and Champlain, we arrive at the gross amount of the 58 ANDREWS^ REPORT ON aggregate coasting trade of the whole lake, as comprising both the col- lection districts ; but owing to this compulsory mode of procedure, no definite understanding of the proportion of commerce attaching to each separately, of the two districts, can be reached. The amount of assorted merchandise delivered into Lake Champlain in 1851 was ] 25,000 tons, at $1 75 per ton. Average valuation as on Erie canal. - - $21,875,000 Amount of produce received from the lake 3,515,895 Add for coasting above the canal - 1,000,000 Total commerce of the lake 26,390,895 The Canadian trade of Vermont district, far the years 1850 and 1851, was as follows : 1850. 1851. Exports of domestic produce $651,677 $458,006 foreign merchandise 294,182 309,566 Total exports 945,859 767,572 Total imports 607,466 266,417 Total 1,552,325 1,033,989 Subtract total of 1851 1,033,989 ~ Decrease of 1851 519,336 The tonnage in the Canadian trade for the two years was as follows : Year No. Tons. No. Tons. 1851 788 94,235 695 91,967 1850 818 122,813 731 105,359 Decrease in 1851 30 28,578 36 13,390 The aggregate shipping of Lake Champlain, both foreign and coast- wise, is represented to have numbered 3,950 entrances, measuring 197,500 tons, and employing 11,850 men, with a corresponding num- ber of clearances of the same measurement and crews. The enrolled tonnage of this district in June, in 1851, was 3,240 tons of steam, and 692 tons of sail. Tonnage, Tons. Inward.— American 166 steam. 56,421 338 sail. 17,490 504 73,911 COLONIAL AND LAKE TRADE. 59 Tons. British 122 steam. 9,566 162 sail. 10,758 Outward. — ^American . British 284 20,324 . 147 steam. 318 sail. 58,024 17,020 *565 75,044 . 119 steam. Ill sail. 9,321 7,602 230 16,923 Value of produce imported from Canada in bond $311,512 Value of imports from Canada 251,211 Value of goods of domestic produce and manufacture ex- ported to Canada 458,006 Value of foreign goods 108,712 Value of goods of foreign produce and manufacture ex- ported to Canada in bond 200,854 Value of property cleared at Whitehall for the South 3,515,895 No. 2. — District of Champlain. Port of entry, Plattsburgh; latitude 44^ 42', longitude 73o 26'; popu- lation in 1830, 4,913 ; in 1840, 6,416 ; in 1850, 5,618. This district, which is situate on the western side of Lake Cham- plain, over against that last described, including the peninsula at the lower end between the waters of that lake and lake George, with the thriving town of Whitehall and the outlet by the Champlain canal, has a coast-line of equal extent, though less indented by bays, than the opposite district of Vermont. It has two principal harbors — Whitehall, situate on both sides of Wood creek, at its entrance into the lake, in a beautiful and romantic site, with considerable water power, through which passes the very great majority of the whole export and import trade for Canada, and which is a singularly flourishing and improving village ; and Platts- burgh, near to the upper extremity of the lake, at the head of a fine and spacious bay at the debouchure of the Saranac river, by w^hich it is connected with the mineral and lumbering regions of the interior, and with the recesses of the Adirondack chain. The village is well laid out, and contains the United States barracks, and several prosperous manufactories on the river. This district has little or no back country, the mountains rising abrupt and precipitous from the very verge of the lake in many places, and leaving a narrow strip of shore only, with a few villages scattered along the road to Plattsburgh, beyond which all is howling wilderness as far as to the valley of the Black river. Little * The Canadian trade of this district, principally, is in American vessels. 60 ANDREWS' REPORT ON dependence can, therefore, be placed on these regions for agricultural produce, although their forest and mineral wealth compensates, in some measure, for the sterility and ruggedness of their soil. Plattsburgh is the port of entry of this district, although Whitehall is the larger commercial depot. The only railroad which touches it is that of Ogdensburg, crossing Missisquoi bay and the narrows of the lake at Rouse's Point, and opening, at the town of Ogdensburg, a perfect inland intercommunication between the great lakes and the Atlantic ocean at Boston. It is on the water communications, there- fore, afforded by the lake, that the population of this district for the most part rely for the prosecution of their commercial enterprises and the transportation of their produce. There are five daily steamers running during the season from White- hall, touching at Burlington and Plattsburgh, for St. John, Canada East, and for St. Alban's, Vermont. The Canadian trade of this district during the years 1850 and 1851 was as follows: 1850. 1851. Exports of domestic produce $322,378 $375,549 foreign merchandise 316,843 373,453 Total exports 639,221 749,002 Total imports 435,383 294,484 Total commerce 1,074,604 1,043,286 1,043,286 == Decrease in 1851 31,318 Years. No. Tons entered. No. Tons cleared. 1851 598 123,229 598 123,229 1850 788 120,294 754 116,931 Difference., 190 2,935 156 6,298 The decrease of the year 1851, it will be observed, affects the num- ber of entries and clearances only, the comparative tonnage being an increase on the preceeding twelve months. The tonnage enrolled in this district, June 30, 1851, was — steam, 917 tons ; sail, 3,291 tons. Canadian trade. Imports in American vessels $1,019,039 Exports in American vessels 24,246 Tonnage. Inward. Tons. Outward. Tons. American, steam 90,436 American, steam 90,436 sailing 8,139 saihng 8,135 Total 98,571 98,571 COLONIAL AND LAKE TRADE. 61 Inward. Tons. Outward. Tons. British, steam 3,899 British, steam 3,899 sailing 20,759 sailing 20,759 24,658 24,658 Duty collected on imports in American vessels $46,639 Do. do. British vessels 5,210 Total duty 51,849 Imported from Canada in American vessels $228,241 Do. do. British vessels 24,246 252,487 Amount imported in bond 27,994 Amount of free goods 13,802 Total 294,283 Value of domestic goods exported $375,549 Foreign goods exported - $267,587 Foreign goods entitled to drawback 105,866 373,453 No. 3. — District of Oswegatchie. Port of entry, Ogdensburg; latitude 44^ 4^; longitude 75^32'; population in 1830, not defined ; in 1840, 2,526 ; in 1850, 7,756. This district extends along the southern shore of the St. Lawrence, from the point where the boundary line of New York and Canada strikes the great river — 43^, 73^ 20' — to Alexandria, nearly opposite to Gananoque, on the Canada side, and the thousand isles of the St. Law- rence. The extent of this coast line is about eighty miles, trending in a southwesterly direction ; it includes the considerable commercial depot and improving town of Ogdensburgh, besides the smaller ports of Massena, Louisville, Waddington, Morristown, and Hammond, and it ' has become the theatre of a very large and increasing trade with Can- ada, and coastwise, particularly since the opening of the Ogdensburg railroad. This important line was opened from Ogdensburg to Rouse's Point, where it combines with the eastern and southeastern routes, in the au- tumn of 1850 ; and from this point passengers and freight crossing Lake Champlain have easy expedition, either to the New England States by railroad, or to New York, via Lake Champlain and the Hud- son river, or by the new lines of railroad down the valley of the latter great thoroughfare. There being no line of transportation whatever through this district from the Canadas, except the above-mentioned road, and previous to the opening of that way none of any kind — the 62 ANDREWS' REPORT ON district itself being, moreover, a mere strip of ten miles' width between the river shore and the Adirondack highlands — ^the effect of this road has been very great on the general commercial prosperity, and particularly on that of Ogdensburg^ which monopolizes the Canadian transportation business, for the other ports mentioned are merely river harbors, doing a small coasting business, and driving some small traffic with their neighbors across the water. In consequence of these advan- tages large quantities of freight find their way into this port from all parts of the upper lakes and of Canada, for transmission to various marts on the Atlantic seaboard ; and large amounts of merchandise, both foreign and domestic, are thence distributed through the different lake ports, both of Canada and the United States, from New York and Boston. The following statistics will show the comparative coasting trade of Ogdensburg in some of the principal articles during the past five years, the results for 1849 being made up only to the 1st of October of that year. Imports coastwise. Articles. 1847. 1848. 1849. 1850. 1851. Flour . . . . ..barrels. 5,000 1,217 3,000 4,500 1,157 2,500 3,800 865 1,800 158,600 452 2,612 2,758 37 300 490 149,310 31,934 10,369 78 Included in m 15 $1,612,668 375,000 1,291 2,887 Whiskey . . Pork do... do... Beef do... 6,034 Sugar Piff iron . . t . . .hogsheads. ...... .tons. . 325 300 3,000 15,000 3,000 • 10,000 10,000 320 2,000 iJ2,366,200 375 350 3,054 25,000 4,000 15,000 15,000 320 2,000 ^2,482,925 300 275 2,500 18,000 3,500 10,000 10,000 320 1,200 |2, 106, 450 43 100 Coal do... 371 Wheat.... Corn Salt Tea bushels. do... barrels. ...... chests. 377,725 82,458 14,287 44 Coffee ...... .tons. . erchandise. Tohacco .... - hnvpR 37 Sundry merchandise, value 1426,927 The above statistics clearly demonstrate that the opening of the rail- way has created a complete revolution in the trade of Ogdensburg, a large demand having suddenly sprung up for coastwise imports of pro- duce, to be exported seaward by railroad, while the call for foreign merchandise, formerly imported coastwise for home consumption, hag been entirely superseded, goods of that description being now largely introduced by railway from the seaboard, for distribution through Can- ada and all the lake regions. By this change, the mercantile prosperity and activity of this town and district has, it will appear, been increased fifty-fold, and the trade matured from a mere home-consumption business to an immense for- warding, foreign importing, and domestic exporting traffic ; nor, in view of the incalculable hourly increase of western productiveness and con- sumption, can any one pretend to assign any limits to the future improvement of this branch of commerce. COLONIAL AND LAKE TRADE. The coastwise exports during the same period, articles, were as follows : 63 of a few leading Articles. 1847. 1848. 1849. 1850. 1851. Whiskey barrels. Starch pounds. Ashes barrels. Shingles M. . Lumber M ft. Pig iron., . . * tons 142 193,600 • 3,758 6,669 7,182 311 1,099,280 3,267 5,688 18,000 187 20,000 120 180,000 3,400 4,000 5,000 250 990,000 500 5,000 20,510 200 20,000 140 190,000 3,800 3,000 4,000 100 800,000 100 3,000 10,000 150 15,000 408 5,900 4,544 4,841 2,052 660 , 1,332,300 1,158 420 28,000 57 140 796 135 18,600 • 615 1,757 199 776 Cheese pounds. Flour barrels. Rye bushels. "Vvool pounds. Hops bales. Sheep's pelts No. Nails. kegs. 40,200 129 1,447 27,800 6 700 6,394 The estimated value of the imports, and exports for the years above named, is as follows : 1847. 1848. 1849. 1850. 1851. Coastwise imports Coastwise exports Foreign imports $2,804,150 389,325 $2,988,015 341,933 49,831 81,844 $2,482,695 311,084 48,395 32,685 $2,463,648 359,933 205,815 $2,424,145 918,587 214,520 Foreign exports 618,648 TotPvl commerce.. . 3,193,475 3,461,623 2,874,859 3,029,396 4,175,900 The report of inward and outward bound vessels is as below, for the last two years : Years. Number of entries. Tons. Men. Number of clearances. Tons. Men. 1851 1,002 669 351,427 242,780 19,538 12,464 973 655 359,287 242,931 19,341 12,218 1850 Increase 333 108,647 7,074 318 116,356 7,123 From the above figures it will be readily perceived, indeppndent of the general increase of commerce in the district consequent on the open- ing of the railroads, that the returns for the years previous to 1850 are in round numbers, and are probably very far from accurate, whilst those for 1850 and 1851 are in detail, and the merchandise is valued at a very low rate; so much so, that if the valuation of assorted merchandise were made according to the rates adopted in other districts, it would raise the gross amount to a sum higher, by at least a million of dollars, than that exhibited above. The tonnage enrolled and licensed in the district is 1,985 tons of 64 ANDREWS' REPORT ON Steam, 576 tons of sail — employing 125 men. The original cost of the above tonnage was $208,300. Abstract of the number of vessels, tonnage, and men employed upon the same, which entered and cleared from the port of Ogdensburg, district of Os- wegatchie, New York, distinguishing American from British, duririg the years 1850 and 1851. INWARD. OUTWARD. Years. AMERICAN. BRITISH. AMERICAN. BRITISH No. Tons. Crew. No. Tons. Crew. No. Tons. Crew. No.' Tons. Crew. 1850 . . 1851 . . 414 598 179,339 253,808 7,941 11,266 255 404 63,441 97,619 4,523 8,272 413 583 180,980 263,274 7,924 11,226 242 390 61,951 96,013 4,294 8,115 J. C. BARTER, Collector. Collector's Office, District of Oswegatchie, N. Y., Ogdensburg, December 31, 1851. Canadian Trade in 1851. Imports and exports in American vessels $332,420 Do do British, vessels 500,747 Exported foreign goods entitled to drawback — In American vessels $74,367 In British vessels 193,807 Goods not entitled to drawback. Domestic produce and manufactures — In American vessels 52,369 In British vessels 199,681 Total exports Imports paying duty — In American vessels 18,305 In British vessek. . „ 63,727 On the sea 9,425 268,174 98,424 366,598 252,050 618,648 Duty collected. 3,732 13,742 1,893 91,457 Produce imported in bond 115,286 Free goods 7,775 19,367 Total imports 214,518 COLONIAL AND LAKE TRADE. 65 No. 4. — District of Cape Vincent. Port of entry, Cape Vincent; latitude 44^ 06', longitude 76^ 21'; population in 1830, not defined ; in 1840, not defined ; in 1850, 3,044, This district, commencing at Alexandria, on the southwestern border of Oswegatchie, extends about eleven miles southwesterly up the St. Lawrence, to the outlet of Lake Ontario, and Black river bay, on which Sackett's Harbor is situated. Cape Vincent, owing to the sinuosities and irregularities of its shores, has a coast Hue of nearly thirty-eight miles, and embraces the shipping ports of Cape Vincent, Clayton, and Alexandria, which are for the most part mere stopping places for the lake steamers plying between Montreal, Ogdensburg, and the ports of Lake Ontario, which touch at these landing-places to procure w^ood, vegetables, milk, and other necessaries. To this fact is owing the very considerable amount of tonnage entering and clearing from these little ports, though it is at once evident that no indication is thereby afforded of the actual business transacted in the district. It has some small trade wdth Canada, carried on principally in skiiFs across the St. Law- rence and among the thousand islands ; but, if there be any coasting traffic at all, it is so slender that no returns of it appear to have been, at any time, regularly kept. Cape Vincent, the port of entry, is some twelve to thirteen miles from Kingston, C. W. ; the distance being about four miles over the main channel of the St. Lawrence from Kingston to Long Island, then between seven and eight miles across the island, and then a mile over the channel on the American side to Cape Vincent. The imports from Canada, 1851. $61,358 The exports to Canada, 185] 33,188 Total Canadian commerce, 1851 94,546 Imports from Canada, 1850 $50,756 Exports from Canada, 1850 69,284 Total Canadian commerce, 1850 120,040 Do do do 1851 94,546 Decrease - 25,494 The Canadian commerce bf this district previous to these years was of the following values : Total Canadian commerce of 1849 $90,484 Do do do 1848 91,597 The enrolled tonnage of the district amounts to 2,496 tons, all sail. Years. 1851 1850 Increase . i j Entries. Tons Crew. 1 ;CIearances- ! Tons. Crew. . . J 749 430,930 329,545 19,207 14,548 i 749 1 708 439,930 329,545 19,207 ...| 708 14,545 : . . .1 41 j no, 385 4,659 41 110,385 4,659 66 ANDREWS' REPORT ON Canadian Trade. Imports in American vessels $61,358 duty, $1,370 Exports, domestic produce and manufactures 32,389 Tonnage inward. In American vessels, 696 sail 427,457 In British vessels, 53 sail 12,473 Same outward. No. 5. — District of Sackett's Harbor. Port of entry, Sackett's Harbor; latitude 43o 55', longitude 75^ 57; population of township in 1850, 4,136. This district is composed of that portion of the coast of Lai\:e Ontario which runs almost in a due southerly direction from Tibbit's Point, round Chaument bay. Black river, and Henderson's bay, terminating at Stony Point, and embracing a coast line estimated at one hundred miles, following the sinuosities of its very irregular and deeply indented shores. It includes the shipping places of Three-Mile bay, Chaument bay, Point Peninsula, Dexter, Sackett's Harbor, and Henderson. Sackett's Harbor, the principal commercial place and port of entry of the district, is situated on the southwest side of a deep inlet known as Black River Bay, at about eight miles distance from the lake. Its bay and harbor are well situated for shelter and defence. The harbor is by far the best on Lake Ontario for ship- building, and as a naval and commercial depot. A crescent of land stretches off from the lower part of the village, forming an inner and outer harbor. The latter has a depth of water sufficient for the largest ships- of-war within two fathoms of the shore. The same depth of water extends to Black river, where there is another excellent position for ship-building. The first settlement of this place w^as made in 1801; it advanced little until the commencement of the last English war, when it became a considerable naval and military depot; but, since the promulgation of peace in 1814, it has made little comparative improvement, other points possessing superior advantages of position as regards artificial routes, by railroads and canals, having diverted from it a portion of its business, although it still maintains its commercial character. The ad- jacent country is a fine agricultural region, and its abundant water- power renders it well adapted to the growth of manufacturing enter- prise, while Watertown, a few miles inland, is a flourishing town, well situated on the Black river. Still, in spite of these advantages, the commerce of Sackett's Harbor has been on the decline for some years; whether on account of the exhaustion of lumber resources, or the diver- sion of supplies for the inland home consumption, and of agricultural produce for export, from the coast trade to canal and railroad transpor- tation, does not sufficiently appear. At all events, the declared value of the commerce of the district has materially declined, as will be seen from the following table, since ] 846. The other small towns, mentioned above, are used to a trifling extent COLONIAL AND LAKE TRADE. 67 as landing-places for imported nierchandise, and for shipment of pro- duce, by the surrounding inhabitants, to the extent of their own wants and conveniences, but not in such amounts as to render them worthy of any notice as commercial depots. Declared values for 1846, Declared values for 1847. Declared values for 1851. Coastwise imports $1,550,909 1,851 1,106,986 75,345 P, 257, 823 3,891 841,478 38,253 #497,809 56,] 18 Foreign imports Ooastwise exports 303,258 Foreign exports 21,980 Total 2,735,091 2,141,445 879,165 Some portion of the above deterioration may be, perhaps, ascribed to a discrepancy in the valuation of articles ; but it is hardly probable that the result, as a whole, can be attributed to such a cause ; nor is it necessary to seek far for reasons, since the experience of every daj^ teaches us that the places which possess the greatest facihties of transmission and transportation of produce and merchandise, and the most numerous inlets and outlets for articles of commerce in the shape of internal improvements and intercommunications, will necessarily attack and take at disadvantage those which rely solely on external trade. It is not to be doubted, therefore, that Ogdensburg and Oswego have attacked Sackett's Harbor, and diverted from it a portion of its coastwise traffic ; while it is as certain that some of the agricultural produce which formerly sought a market, via the lakes, now seeks the same ultimate destination inland, via canal and railroad. Such are the revolutions, in some sort, of commerce, and such the progress of the times ; the result being, that those places which are content to be stationary, and do not endeavor to keep up with the move- ment, enterprise, and energy of the times, must needs retrograde ; nor can any natural advantages insure to them a long monopoly of pros- perty and success. The following table will be sufficient to convey some idea as to the operation of the changes alluded to above, and the class of articles affected thereb}^ : 68 ANDREWS REPORT ON Exports coastwise for 1847 and 1851 . Articles. Lwnber • • . .thousand feet, Staves thousand. . . . Shingles do Ashes barrels Pork do Oats bushels.. . . , Barley do Corn do Wheat do Peas and beans do Potatoes do Flour barrels Indian meal do Butter .'^ pounds. . . . Cheese do Wool do Pig iron tons Leather pounds .... Domestic spirits gallons Do. woollens yards Do. cottons do Total estimated value . 4,406 919 371 42a 339 37,583 80,678 41,624 4,926 3,553 1,850 788 4,141 850,000 9,706 64,800 2,021 17,600 36,240 56,250 334,000 ^41,478 2,896 25 57 366 145 34,068 62,895 42,581 5,402 7,173 970 169 161,500 1,344 11,400 732 1,500 63,240 #303,258 For the same years the importations of some few articles of coast- wise trade were as follows ; and beyond this there is no more to be stated concerning this district, unless it be to point out that in 1847 the exports to Canada consisted of barley, oats, corn, vegetables, cheese, machinery, and manufactures; while in 1850 and 1851, flour wheat, and vegetables were imported from that country, together with animals. The Canadian trade has augmented somewhat, while the coasting trade has decreased. Coastwise Lnportations. Articles. Fruit barrels Salt do..., Flour do Wheat bushels Cotton *. bales. . Wool ..do — Gypsum do.. . Coal do.. . Hides pounds 1847. 1851. 1,369 1,501 11,984 7,851 1,166 1,630 15,265 37,890 351 147 231 331 430 340 1,280 25,150 33,960 COLONIAL AND LAKE TRADE. 69 The steam tonnage enrolled in the district, June 30, 1851, was 343 tons, and sail tonnage 6,768. Years. Entries. Tons. Crews. Clearances Tons. Crews. Ig51 684 737 348,438 328,126 14,706 13,624 679 751 347,394 332,433 14,650 13,670 1850 Difference 53 20,312 1,082 1 79 14,961 975 Canadian Trade in 1851. Irpports — American vessels $56,118; duty, $16,399 Exports — A.aiericau vessels 21^980 Entrances and clea,rances^ District of SacJcett^s Harbor, New York, during the year 1851. No. vessels. Tons. Men. Boys. FOREIGN TRADE. Entered — American vessels 200 31 207 31 453 441 163,816.56 2,994.00 162,760.91 2,994.00 181,626,61 181,639.45 6,835 193 6,834 193 6,982 6,936 349 British do Cleared — American . . .do British do COASTING TRADE. Entered — Number of vessels . , 340 347 Cleared — ... .do do 347 No. 6. DlSTRTOT OF OsWEGO. Port of entry, Oswego; latitude 43^ 25', longitude 76^ 37'; popu- lation in 1830, 2,703 ; in 1840, 4,665, ; in 1850, 12,205. The district of Oswego has eighty miles of coast-line, from Stony Point to the western shore of Sodus bay, and embraces the ports of Texas, Salmon river, or Port Ontario; Sandy Creek, Oswego, Little Sodus, and Sodus Point. None of these ports, with the exception of Osw^ego, although they are all-important to the accommodation of their own immediate neighborhoods, for the shipment of produce and the intro- duction of merchandise of all kinds, can be said to be valuable in re- gard to the facilitation of trade and the centralization of commerce, as connected wdth distant portions of the country. Possessing advantages, both for coastwise and Canadian commerce, rarely equalled and never surpassed, this port of entry has by rapid strides, within the last few years, attained an importance among the great business marts of the lakes, which guaranties an indefinite in- crease of its commercial and maritime power, until the whole territories of the British and American northwest shall have become densely popu- lated ; their fertile soil advanced to the highest state of cultivation ; 70 ANDREWS' REPORT ON the fisheries of their lakes prosecuted to their utmost capacity ; and their unfathomable mineral resources penetrated and developed, so far as science and enterprise may effect. These advantages are of a threefold nature. First, an easy and rapid communication, both by canal and railway, with New York and Boston, via Albany, and by lake, canal, and railway with Ogdensburg; secondly, a harbor which could at a small expense be rendered per- fectly secure and accessible, at the nearest point on the lakes to tide- water ; and, thirdly, a direct communication by lake with the most thickly settled portions of Canada, and by lake and the Welland canal with the whole western and northwestern lake-country. The city of Oswego, port of entry, and capital of Oswego county, New York, lies 160 miles WNW. of Albany, 373 from Washington ; was incorporated in 1828 ; and is situate on both sides of the Oswego river, connected by a bridge 700 feet long. It extends to the lake shore. The harbor, next to that of Sackett's Harbor, is the best on the south- ern side of Lake Ontario. It is formed by a pier or mole of wood, filled with stone, 1,259 feet long on the west side of the harbor, and 200 feet on the east side, with an entrance between them. The water within the pier has a depth of from 12 to 20 feet. The cost of this work was $93,000. It is among the earhest improvements of lake harbors undertaken by the government, having been commenced in 1827. The protection anticipated from these works has not fallen short of what was expected ; but the piers, being built of cribs of timber, filled with stone, began to decay so early as 1833. Some steps were taken in the year 1837 to replace the old work with permanent structures of masonry, but these were soon discontinued, and what remains is rapidly going to ruin, with the exception of 500 feet of the west pier, which is well built of stone and is in good condition. It is calculated that for the moderate sum of $207,371 these works can be secured and improved in the following manner, so as to render the harbor perfectly secure and of easy access to the largest class of vessels in use on the lakes : 1. By rebuilding the whole pier-line in substantial solid masonry. 2. By enlarging and strengthening the west, or hght-house, pier-head, and defending it by a five-gun battery. 3. By removing the gravel and deposites within, the piers, which have become a barrier to the entrance of the inner and outer harbors. It is an original deposite by the littoral currents of the lake, not caused or increased by the piers. Once removed, it can never return while the piers stand. The principal harbor-light is on the pier-head on the west side of the entrance. The tonnage of the port in 1840 was 8,346 tons ; by com- paring which with the present tonnage, as given below, the general increase of the port will be readily seen. The population of the town is about 13,000 persons. The Oswego canal, formed principally by improvement of the natural course of the river, passes through the great salt districts of the State at Salina and Liverpool, to Syracuse, where it connects with the Erie canal from Albany to Buffalo. Oswego is, therefore, the great outlet for the western exportation of domestic salt. The Syracuse and Os- COLONIAL AND LAKE TRADE. 71 wego railway connects the city with Syracuse, and thence with Albany, Buffalo, New York, and Boston. It is distant from Rochester, by lake, 55 miles, and from Sackett's Harbor 40 miles. The rapid increase of the commerce of Osw^ego is aptly illustrated by the following table, exhibiting the traffic in some of the leading articles of importation by lake during three years : Articles. 1849. 1850. 1851. Flour barrels. . Whaat .bushels. . Corn do ... . Barley do ... . Rye do. . . . Oats do . . . . Peas and beans do. . . . Pork barrels. . Beef do Ashes do . . . . Lumber feet... . 317,758 3,615,677 383,230 65,286 31,426 133,697 24,012 35,098 20,375 10,872 51,101,432 302,577 3,847,384 426,121 120,652 86,439 113,463 25,068 26,262 6,789 11,435 67,586,985 389,929 4,231,899 1,251,500 194,858 106,518 175,984 63,634 27,950 15,854 4,479 83,823,417 The annexed figures will show what portions of some of the above articles were received from Canada during the same period: Articles. 1849. 1850. 1851. Flour Wheat Bye Oats Peas barrels. . bushels. . Jo.... do.... do 198,623 623,920 16,044 55,700 16,322 6,648 44,137,287 2,235 115,759 97,141 260,874 1,094,444 7,499 90,156 22,380 10,372 50,685,682 1,580 225,087 77,941 259,875 670,202 53,950 78,771 60,335 11,496 62,527,843 584 75,000 82,908 Potatoes Lumber Ashes Butter Wool do.... feet.... barrels. . pounds. . do. .. . Of the above amount of 4,231,899 bushels of wheat, only 1,676,213 were forwarded by -canal; and, while there were received by lake only 389,929 barrels of flour, there were forwarded by canal 888,131 barrels, showing that of the remaining 2,555,686 bushels of wheat there were manufactured by the Oswego mills, and sent forward by canal, 498,200 barrels of flour, while probably 13,000 barrels of flour in addition were absorbed by local consumption. According to this calculation, the capacity of the Oswego flouring mills cannot fall short of 511,000 barrels of flour per annum. The value of the Canadian commerce of this district is estimated, for 1851, as follows : Imports paying duty $435,153 Imports bonded and free 1,349,25^ Total foreign imports 1,784,412 72 Andrews' report on Exports of foreign merchandise $915,900 Exports of domestic merchandise 2,291,911 Total exports to Canada $3,207,811 Total foreign commerce 4,992,223 This, it should be observed, amounts to very neaily one-half the entire Canadian commerce with the United States. Owing to the large pro- portion of Canadian produce entered in bond, the amount of duties col- lected is comparatively small, when contrasted with that received in other districts ; but this fact renders the trade none the less valuabie to Oswego. The whole amount of duties collected in Oswego, in 1851, was $89,760, while there was assessed and secured on the property entered in bond the further sum of $226,937, making a total of $356,697 duties assessed on property entered at the port of Oswego during the year. The coastwise imports at the port of Oswego, for the year 1851, amounted to T $6,083,036 Coastwise exports of 1851 11,471,071 Total coastwise 17,554,107 Add foreign commerce 4,992,223 Total 1851 22,546,330 The enrolled and licensed tonnage of the district amounts to 21,942 tons sail, and 4,381 tons steam, being an aggregate of 26,323 tons. The whole number of entrances and clearances for the year are as below : Years. Entrances. Tons. Men. Clearances. Tons. Men. 185] 3,318 3,004 721,383 656,406 28,157 24,032 3,198 2,771 685,793 604,159 26,029 1850 23,548 Increase 314 64,997 4,125 427 81,634 2,481 The enrolled tonnage for 1840 was 8,346 ; for 1846, 15,513 ; for 1847, 18,460 ; for 1848, 17,391 ; and fijr 1851, 26,323 tons. The value of the commerce of Oswego, for several years, has been declared as follows: In 1846, $10,502,980 ; in 1847, $18,067,8J9; and in 1851, $22,546,330. COLONIAL AND LAKE TRADE. 73 CANADIAN TRADE IN 1851. Imports* In American v^essels — In bond $197,040 Paying duty 174,212 Free 9,513 $380,765 In British vessels — In bond « 1,137,308 Paying duty 260,941 Free 5,398 1,403,647 Total imports 1,784,412 Ex])orts foreign prothice and mamifacttires. Entitled to drawback. Duty collected. Not entitled to drawback. Ill American vessels.. $90,532 $36,381 $287,288 In British vessels 170,603 53,379 367,477 261,135 89,760 * 654,765 *■ In this are included — Tea 825,606 pounds, value $423,057 Coffee 359,512 pounds, value 37,220 460,277 Exports domestic produce and mamifaciwes. In American vessels , $1,190,048 In British vessels 1,100,863 2,291,911 74 ANDREWS REPORT ON Imports at the District of Oswego, coastwise, during the year ending De- cember 31, 1851. Articles. Fish barrels . . Ashes — pot and pearl . . .casks. . . Lumber .feet. . . . Staves and heading M Laths M Shing-les M Wheat bushels.. Flour , barrels.. Barley bushels. . Rye do. . . Oats do. . . Corn do. . . Potatoes do. . . Peas and beans do. . . Apples barrels.. Peaches baskets.* Butter packages. Cheese do . . . Pork barrels . . Hams and bacon casks .. . Lard packages. Beef .barrels . . Tallow do... Hides • . .number . Sheep-pelts bundles , Wool pounds . Eggs barrels.. Beeswax do . . . Horses number . Cattle do. . . Grass-seed casks, . . Hemp bales. . . Hops do. . . Malt bushels.. Tobacco hhds . . . Broom-corn bales. . . Whiskey barrels . . Ale and porter do.. . . Dry goods , .boxes ... Furniture packages. Paper and books bundles . Leather rolls. . . Paint barrels . . Salseratus casks. . . Glass boxes . . . Starch do. . . . Oil cake tons. . . . Lard Oil barrels.. Candles boxes. . . Iron (pig and scrap) . . . *tons. . . . Nails kegs . . . Grindstones number . Coal tons. . . Limestone do. . . . Corn-brooms dozen... Platform scales number . Sundries Total. Quantity. Value. "21 335 3,895 ,295,574 1,799 1,179 1,423 ,561,697 130,054 171,347 52,568 97,213 ,251,306 4,874 3,202 3,327 451 4,029 3,888 27,950 10,666 22,208 15,940 447 7,090 272 42,400 702 67 50 15 406 266 377 7,955 282 300 2,619 200 251 245 355 1,108 1,275 132 2,305 303 633 2,433 685 550 279 1,300 799 640 126 300 $2,345 97,375 213,000 8,995 4,716 3,557 2,849,358 520,216 102,808 26,284 29,164 625,653 2,437 2,402 4,159 564 48,348 38,880 419,250 175,000 266,496 159,400 9,834 21,270 20,400 12,720 7,020 2,680 5,000 400 4,872 7,980 18,850 4,77a 25,380 4,500 26,190 1,200 25,100 12,250 38,300 44,320 8,928 1,960 5,763 606 25,320 72,990 2,740 16,500 1,116 6,500 3,196 1,280 252 6,000 36,532 6,083,036 COLONIAL ANB LAKE TRADE. 75 Exports, coastwise, from the district of Oswego, during the year ending December 31, 1851. Articles. Fish Oil casks Lumber feet Flour barrels Wheat bushels. , . . , Corn do Apples barrels Rice tierces Horses number Pork barrels , Hams and bacon casks Lard packages Wool pounds Hides and skins do Cotton do Tobacco do Spirits casks Spirits of turpentine .. . .barrels Candles boxes Starch pounds .... Furniture Pianos number Wagons and carriages . . . .do Tobacco boxes , Snuff. jars Ground gypsum barrels Water lime do , Salt. do Leather pounds . . . . , Boots and shoes Hats Drugs, &c Glass, glass-ware, and earthenware. Railroad iron tons Bar and other iron do Pig and scrap iron do Steel 4 . .pounds. . . . Nails and spikes do Stoves and castings tons Hardware Tin boxes Sugar pounds. . . . Molasses Tea chests Coffee pounds. . . . Coal tons Books and paper Sundries , Quantity. 525 148,300 2,727 2,500 7,500 6,616 603 150 595 1,014 144 15,495 100,581 111,873 97,125 650 1,350 550 195,285 43 98 850 495 5,498 16,101 376,601 150,000 43,429 3,117 1,267 415,400 3,593,631 1,376 1,050 ,961,000 1,440 ,380,799 3,213 Total. Value. $70,752 13,125 1,668 10,908 2,000 3,750 8,317 15,075 12,000 8,925 20,280 1,296 3,409 12,189 10,069 11,655 26,100 20,250 2,200 11,717 29,250 8,900 13,36a 34,000 1,900 4,811 16,101 328,941 30,000 30,000 16,000 16,000 147,139 1,737,160 249,360 37,997 62,310 143,745 11,080 16,300 6,300 677,270 98,112 43,200 338,080 16,065 18,500 7,073,525 11,471,071 No. 7. — District of Genesee. Port of entry, Rochester ; latitude 43^ 08', longitude 77^ 51' ; popu- lation in 1830, 9,207 ; in 1840, 20,191 ; in 1850, 36,403. The Genesee district has a very limited commerce except with Canada ; with eighty miles of coast it has but one shipping place, which is situated at the mouth of the Genesee river, at a distance of about three miles from Rochester city. The passage of the Erie canal 76 ANDREWS REPORT ON and a parallel line of railroad through the entire length of the district, but a few miles distant from the coast, offering better facilities for the transportation of passengers and merchandise, whether eastward or westward, than the lake can afford, confines tlie conimerce of the port entirely to Canadian trade. Rochester is well situated on the falls of the Genesee, which are three in number, with an aggregate descent of 268 feet within the city limits, affording almost unbounded resources in the shape of water-power, applicable to most manufacturing purposes, and applied largely to the flouring business ; the greater part of the wheat shipped by canal from Buffalo being floured and reshipped by canal to its ulterior destination. It occupies both sides of the river, and had a population, in 1820, of 1,502 individuals. In 1830 it had increased to 9,269 : in 1840 to 20,191, and in 1850 to 36.403. In 1812 it was laid out as a village, and in- corporated in 1817. It was chartered as a city in 1834, and the city limits now occupy an area of 4,324 acres, well laid out with a good regard to regularity. Rochester has three bridges across the Genesee river, besides a fine aqueduct over which the canal passes, traversing the heart of the city, and adding much to its prosperity, as well as to the rapidity of its growth. The Canadian commerce of this district was, for 1851. Imports : $49,040 Exports 913,654 Total 962,694 1850. Imports $95,283 Exports 326,899 422,182 In 1851 $962,694 1850 422,182 Increase 540,512 The amount of tonnage entered and ( jleared from this port was : Year. Entrances. Tons. Men. Clearances. Tons. Men. 1851 .... 487 212,794 7,997 487 212,794 7,997 There are enrolled in this district 429 tons of steam and 57 of sail shipping. Exported to Cafiada. In British vessels, foreign goods $335,708 In British vessels, domestic goods entitled to drawback. . . 445,967 In British vessels, foreign goods entitled to drawback 131,979 913,654 COLONIAL AND LAKE TRADE. 77 lmj)orted from Canada* Daty collected. In American vessels S8,456 $1,765 In British vessels 40,584 8,773 49,040 10,538 No. 8. — District of Niagara. Port of entry, Lewiston ; latitude 43^ 09', longitude 79^ 07; popu- lation in 1830, 1,528; in 1840, 2,533; in 1850, 2,924. This district embraces all the lake coast of Ontario, from the Oak Orchard creek to the mouth of the Niagara, and thence up that river to the falls on the American side, and includes the ports of Oak Orchard Greek, Olcott, and Wilson, on the lake shore, Lewiston and Youngs- town on the river, and an office of customs at the suspension bridge which crosses the Niagara, at three miles distanGc below the falls. There is a very considerable trade from Buffalo passing through this district to Canada, across the suspension bridge; especially in the winter season, at which time it is by far the better route, on account of the railroad communication from the falls, which were, in former years, generally considered as the head of navigation. At that time the trade of the Niagara district was of the greatest im portance; but since arts and science have opened new channels of com- munication on either side of that great natural obstacle, the field of its commercial operations has been narrowed down to the supply of the local wants of the circumjacent country. Lewiston, the port of entry and principal place of business, as well a^ the largest town of the district, is situated on the east side of the Niagara river, seven miles above its mouth, opposite to Queenstown, Canada, with which it is connected by a ferry. It has a population of about 3,000 persons, and communicates with Buffalo and Lockport by rail- ways, and with Hamilton, Toronto, Oswego, and Ogdensburgh, during the summer season by daily steamers. It carries on some valuable traffic with Canada. The district is, as yet, rather barren of internal improvements, having for their object the connecting the circumjacent regions with the lake and river; for there is but one railway passing through it, which has Buffalo and Lockport for its respective termini. One or two other roads, however, are in process of construction, designed to connect Rochester and Canandaigua with the great western railw^ay through Canada, as it is intended, by means of a second suspension bridge across the Niagara, near Lewiston. It is, however, a question with many minds w^iether it wdll be pos- sible to construct a bridge upon this principle sufficiently steady and firm to admit of the passage of a locomotive with a heavj^ train. But, be this as it may, there wdll be no difficulty, it is probable, in making the transit in single cars, by horse-power. It seems somewhat remark- able that, w^hile the success of railroad communication by means of sus- pension is so entirely problematical, no attempt should have been made, ANDREWS REPORT ON or even proposed, to throw a permanent arched bridge across the river near the mouth of the Chippewa creek, which could J)e effected, one would imagine, by means of stone piers and iron spans, without great risk or difficulty. Should the suspension plan, however, prove unfea- sible, it is probable that the iron tubular bridge system, so triumphantly established in Great Britain on the Conway and Menai straits, will be adopted. So that it may be almost confidently predicted that the Niagara district will very shortty be brought into the line of a great direct eastern and western thoroughfare, which will add greatly to its Canadian commerce overland, and materially increase the size and progress of Buffalo. In former days, all freight coming up Lake Ontario, destined for con- sumption, was transported by land from Lewiston across the portage around the falls of the Niagara. The noble river itself affords an ex- cellent harbor at Lewiston, being far below the rapids and broken water, which extend to some distance downward from the whirlpool. Youngstown, a few miles lower down the stream, is also a good land- ing place for steamer^. A line of fine mail-steamers plies regularly between these places and Ogdensburg and Montreal daily. The other ports above mentioned are mere local places for shipment of domestic country produce, and the receipt of merchandise. No definite returns have been made of their business, so that it is not possible to enter upon this branch of the subject in detail. The returns of the commerce of this district prove it to be as follows : Imports from Canada during the year 1851 $103,985 Imports coastwise '' ""^ '' 236,684 Total imports 340,669 $340,669 Exports to Canada, foreign $150,023 '' "- domestic produce - . 426,023 '' " coastwise 433,634 Total exports 1,019,418 1,019,418 Grand total 1,360,087 Total foreign commerce $689,769 Total coastwise commerce 670,318 Total commerced of the district 1,360,087 The tonnage employed in this district for the following years, was : Years. Entrances. Tons. Men. Clearances. Tons. Me]i. 1851 990 903 427,968 358,048 21,188 16,950 990 903 427,968 358,048 21,188 1850 16,950 Increase .... 87 69,920 4,238 ■ 87 69,920 4,238 COLONIAL AND LAKE TRADE. 79 The enrolled and licensed tonnage of this district for 1851, was : Steam 300 tons. Sail 505 '* Total tonnage 605 The increase in tlris district will be seen by a glance at the follow- ing tables : Enrolled shipping for the year 1838 119 tons. " " '' ^ " 1843 112 " '''- 1848 730 " '^ 1851 605 " The foreign commerce ibr the years 1847, 1850, and 1851, compare as follows : 1847. 1850. 185L Exports, domestic } . . . Lard S ....do.... 1,030,632 3,422,687 6,597,007 17,534,981 11,102,282 The figures above are taken from the canal returns for the several years, and of course do not embrace the whole hiiports of the lakes, but are given as the best attainable standards of the increase of lake commerce, up to the date when the statistics of that commerce began to be kept in a manner on which rehance might be reposed. The table next ensuing will give a fuller and more satisfactory idea of the actual increase of the trade, as well as of the various kinds of articles received at Buffalo, during a series of consecutive years. In this table all packages of the same article are reduced to a uniform size; and for this reason, probably, some articles will be found to vary in quantity, for the year 1851, from the figures contained in the report made up at the collector's office, and furnished by Mr. Wm. Ketchum, the collector, showing the receipts at Buffalo, Dunkirk, and Tonawanda, by lake, together with their tonnage, their value at each point, and their aggregate for all the points combined. The following table was made up from day to day, during the several seasons, and will be found substantially correct. By reference to the official tables, following this report, some details will be found very curious and interesting at this juncture, for reasons which will be ad- duced hereafter : 86 ANDREWS REPORT ON Articles. Flour barrels. Pork do. .. Beef. do... Bacon pounds. Seeds barrels. Lumber feet . . Wool bales . Fish barrels. Hid^s No. Lead pigs. Pig iron tons , Coal do., Hemp bales, Wheat bushels, Corn do . , Oafs do., Rye do., Lard pounds Tallow do., Butter do., Ashes casks Whiskey do . Leather rolls Staves No 1848. 1849. 1,294,000 66,000 53,812 included in pork 22,020 21,445,000 40,024 6,620 70,750 27,953 4,132 12,950 865 4,520,117 2,298,100 560,000 17,809 5,632,112 1,347,000 6,873,000 9,940 38,700 3,313 8,091,000 1,207,435 59,954 61,998 5,193,996 21,072 33,935,768 49,072 5,963 62,910 14,742 3,132 9,570 414 4,943,978 3,321,661 362,384 5,253 5,311,037 1,773,650 9,714,170 14,580 38,753 3,870 14,183,602 1850. 1,088,321 40,249 84,719 6,562,808 9,674 53,076,000 53,443 10,257 72,022 17,991 2,881 10,461 421 3,672,886 2,504,000 347,108 50 5,093,532 1,903,528 5,298,244 17,316 30,189 8,282 19,617,000 1851. 1,216,603 32,169 73,074 7,951,500 11,126 68,006,000 60,943 7,875 48,430 28,713 2,739 17,244 3,023 4,167,121 5,988,775 1,140,340 10,652 4,798,500 1,053,900 2,343,900 13,509 66,524 . 8,186 10,519,000 At the present moment the official documents, alluded to above as following this report, merit something more than ordinary attention, as they display the character, quantity, and estimated value of each article passing over the lakes eastward, in pursuit of a market, and the places of shipment on the lake indicating, with sufficient accuracy, the regions w^here produced. Thus it will be observed that the small amount of cotton received came via Toledo, which may be held to sig- nify that it reached that point by canal from Cincinnati, to which place it had been brought from the southward by the Ohio river. The same remarks wdll apply to tobacco, and in some sort to flax and hemp. The latter, however, arrive in nearly equal quantities by this route, and by the Illinois river, the Illinois and Michigan canal, and by lake from Missouri. Nothing can be more interesting or instructive, as connected with the lake trade, than statistics like these, showing whence come these vast supphes, and w^hat superficies of country is made tributary to this immense commerce. The recapitulation of the tables, referred to, shows the commerce of Buffalo to have been — In 1851, of imports, 731,462 tons, valued at $31,889,951 ext^orts, 204,536 " " -44,201,720 Making an aggregate of 76,091,671 In 1850 it was.^ 67,027,518 Increaseon 1851 9,064^53 COLONIAL AND LAKE TRADE. 87 Of the trade there were, in 1851, imports from Canada. . . $507,517 '' " '' exports to Canada 613,948 Total Canadian trade of 1851 1,121,465 Of the trade there were, in 1850, imports from Canada $307,074 " " exports to Canada 220,196 Total Canadian trade of 1851 527,270 Increase of Canadian trade on 1851 $594,195 It is, perhaps, proper here to observe that much of the property purchased in Buffalo for the Canadian market passes over the Niagara Falls railway to the suspension bridge, where it is reported as passing into Canada from the Niagara district, and is as such reported as the trade of that district. The tonnage of this port exhibits an increase no less gratifying than that of the commerce. Tonnage for 1851. Crews, total. BRITISH. AMERICAN. Vessels. Tons. Vessels. Tons. 7,227 7,486 601 693 72,212 71,241 170 205 30,100 31,927 14,713 1,194 939 143,453 149,537 375 528 69,027 Do of 1850 56,048 TnrT*pasp and decrea,SG. * . • inc. 255 dfip,. ^A)M dec. 153 255 inc. 12,979 5,084 102 7,895 Coasting t mde for 1851. No. Tons. Men. 3,719 3,762 1,448,772 1,433,777 60,374 TiTvra rd .. ... 59,705 nTotal ooa,stinf ............. 7,481 2,882,049 120,079 9,050 8,444 3,087,530 2,713,700 134,792 Tin do do 18*^0 125,672 TnrT*pa«?p of IR.'SI ..... 606 .•^7.^.830 9,120 This array of tonnage would suffer little by comparison with that of any of our Atlantic ports. It is composed of 107 steamers and steam- 88 Andrews' report on propellers, and 607 sailing vessels, varying in size from steamers of 310 feet length and 1,600 tons burden, to the smallest class of both steam and saihng vessels. It is a significant fact, that out of nearly 7,000 tons of vessels building at Buffalo on the 1st of January, 1852, there was but one sailing vessel — of 230 tons — the remainder consisting of steamers and propellers; showing conclusively that steam is daily growing more rapidly into favor in a trade so admirably adapted to its successful application as that of the western lakes. The present population of Buffalo, as stated above, is estimated at 50,000 persons ; the principal part of the inhabitants being employed in occupations more or less closely connected with the commerce of the lakes and canals. There is, moreover, much manufacturing successfully carried on in this place, more especially in leather, iron, and wood. In the above calculation of the commerce of Buffalo, no estimate has been made of the enormous passenger trade, or of the value of the many tons of valuable goods and specie transported by express over the railways and on board the steamers. But were it possible to arrive at the value of such commerce, it cannot be doubted that it would swell the aggregate amount of the trade, by many miUions of dollars. The enrolled and licensed tonnage of this district is 22,438 tons, of steam measurement; and 23,619 tons of sail, enrolled. COLONIAL AND LAKE TRADE. 8& an •r 'S p 5>- ^ ^ t 5i^ £ Si, ^ to ao -^ tr^ '^ in o :> CO i-H 00 «:» oj O) o c ^ G^i CO 1-1 lO O -"^ o o 1 '^ o o > oTcrTcrTuo'trr'-rr- H go" =s©:00 a^c^co-z h 00 'C -rttO r-ta ^ ^ CTi 5 -<* uo o ^ s-> s o o . S^. fO -^ 00 CO lO rH or 5 0 *^ 5^ oo CO — * o O) Cvf a 3 '* ^ CJ ^ r-H CM r-l O t- CO '!i f^ ^ d '^ 02 1-iC^ QC O ■*-i Ot3 rHOO O O rH en • rHCOOSa 3 CO o • t- r- (>t c 1 G^? ce o • -^ 00 coa ) -?t^ •"O fl c^ CO ♦ CO (?Q — IC > CM ■^ =6©: ,-HiOGN { 05 ^ r-i 10 CO cd rH iH O H o . d o^ C? t-O ^ 'Tl ■* 00 <3 o 02 C o CO a 5 CO • 0^ m is Eh e. 0 0 00 d l-- t- * -^ ■^ f-i Id s en > CO CO irT »o ^^ "d o ■^ o ,^ r- t- 0) CD O co co .1 Ci o 00 00^ ^ 02 •rT ltT ^ Or^ m CO GO "^ CO 00 CO G\ 0 O CO ^ G^J 1-H en QC o? . 6 •^ ^ lO CO CO 00 "^ 1- 6 D »rrco'co''-H'or'=i^c ,—1 4 ^ =6<^C0 05 ^ CO G\ 0 'tf XOCM^C- G^ p cT "«^ W ^ ■^ •4J Oj 13 0) o . ox i-H "^ 00 05 uo C5 cr >-o Ci^ ^ 5^ 00 CO rH 0:1 05 rH QC CO s G^ S rH CM rH 05 t^ to CC lO^ 15 ^ 02 r-ToTi- •tJh' m o.^ rH COCM s 02 fl 1—1 CM a s Eh PL, • 02 I '0 . ? .^ >, . 0 • f-t "§ M . p^ a. Sp^ :^ 2 .old . g <4H o 1 0 0 ed c^ !3 ^ -i^ v^ ^ --1 ^, 1 1 1 > a. 0 s s 03 0 \ o Q 2 Wo 90 ANDREWS REPOKT ON ^ 00 , J— 1 ^ >^ ^ <^"> o ^ r- ^? •^ t^ c^ ^ ?^ ?^ s$ ^ .« St «^ ^ic> o ^»o ^ % ■^ -x •^ 1 ?^ ;::? ^ ?^ f^^ ^ ^ ^ ^ g "»o ^ "^ •o ^ s •s ^ o : -*g '-gs^ CO o t- 1 ^ cm' ^ 0 CM -* 0 i o «Ot-I«C> • ^§5 c^ ': s-^ * T-i ; ^ :• «o • S5 : 0 g5 1 o tH S;:! «o T-H TH > i 1 '*" oo •\Ob-OCOCO • CO 10 00 CO s tH "o Xi o 6 CO 1 •o ;CO i :S OS • ^ : OS c» 6 < ^ ^ "3 j-^ Ti< ;t-i O ■^ : S : s ra < «o«oco Tt o io o (j^ io t- T-T t-T co" • cq" ^5 !i •> I— T—l _co -*(M co" T-I ?3 1 : a u ix : c 3 c ! 1 It "b ?t3 I 2^ H 'C y it 5P 5 f u 5P ^1 ''I 5^ 'I > 1 3 3 JO c H c3 0 1 COLONIAL AND LAKE TRADE. 91 o m 1 J5 : : : ^. ' o r-T Butter. '2 ". 00 '. 1 ! : : : °° : 00 tH i"* : : i • • • tH ; CO 1 u »COTtt • c^ o ic t— • • o cr 01 ;)0 ;;;;;•;; ^'^ ; ; is i g : ' i '~^" ; § '•S •C *COOT jo j • to O • •00 CO ;•;•;•;;;; • ; : Ms i: 1 40 818 3,532 671 6S4 61 832 61 52 4,496 353 2,711 671 2.064 • . oa •;;;;;; ; < :g > :^ i CO • t}< •' • r-t ; 00 ; s 1 d O o a 2 ' - M -r^ ': i'^ :::::: : •'^^^^ : ■00 • t-CO • G^ • CO CO i IMMMilMii^M ; i : 5? ; •T-T ; O" -^ oo ; o *. -t CO • 00 • s ^ ig CSJ C^ O CO • c • CO • ; 5 H ;^ n n ! H Hii 1 ::5 :g i :::::: is is :: i o Bacon and hams. { Brooms. • ■\-:1< ' ; P i i i i i i i : i i i i : : :?^ : :^. i n : •'th" ; T-i" • a ','.'.'.'. '.c s i : M i : : i i i : i • : : 1^ : ^ : 8 o CO 1 • ic • 05 • •<> 0^ ig i i : i : i i i is i i I«o • o • _.2§ : § : : : *^ : H '. ' so CO • • <: 'immHmm ! «0 b- j5 a> « H o •< !i ^ S k S W c» IJ^ H S O P H S w S 5 tt C5 oQ ^ !^ 05 M ^ Q ^ COLONIAL AND LAKE TRADE. 93 w : : : :^ T-( ; •00 :l »-co o 1 1 ; • j(M(MOO j : i igg is :| : SdS i i 5 i : oA '. ' : ". '. o» o u d d c6 i ; ! ! !^" •^ : : ■ : * (?r • Cfl" o m '• '. i 05 W • O =>THt-G-1-r-<'>*0ooooiO'-i-^OT- • • o .-^t-oscoooo CO rt< • • -(MrH -CO^ y^c^coooTHb-iocc • CM T-l • '• • • • 'OS • lO O -<* «0 CO CO b- b- d rd ; • -CO CM •T-HC THCOOCNOSrfttMr- • soccj .... • .O . CO 0> «© CS» r-( 00 ^ o . i-JCJ .... : :^ :^ -^^s3 O d TtlO^CM CO -CO ; ; ; ; OS OS « T-T : : : ^" o" id" i 1 ! i I I *o "o : io : : : : * ! ! i '.^ *. '. r-l CO ■ CO 5« • • • • ; ;!M t '. oq • • • • * »0 ; lO o U 02 i • 1 ;tH ; ; • ' 1 -co ] j j • : h M M lO s Ph . : : :^ : : : : !eO • • ■ ' ^^^ ;^ ft C3 . . .«o . • • • • t- • • • • 22 CO ft ; ; ;«0 • • 1 ; 5^ :S o H CO CO i • • -CO • ft ::::::: ::::::: i-f : ; '. cs '• j ■ '.'.'. CO '•'•'• '■ b- • b- . . . r/) . . . . ■!-( c^ fl '. '. '.Q^ . .'. o • o O o o H ; ! io" • * ■ t- . «3 ^ '•'•'- 'c^ '• '• 1 ' -Ttl 1 1 ^ • jo • • • ; b- '• b- ^ m • _• • ;^ • • »rj • lO hC c« 5 ! ^ j-^ ." "T~. :~:" ;-< • ; ; ; * Tj< '-, . . . CO • • • t-T-( s 'S ^-( 5 k3 ^._.-_ o . . .h- . . . . . .CO . . . *. '. '. ic '. *. '. *. '. '. '."^ ' '. '. . S : en i H ■V 1 '. i <:o ■* t- • * • -r-ICO O • • GO • -Ol * '• -Or -( ;0 • • • • .'■'.'. '-Oi '. o ' 5 t- o O O 1 .~ .'' . :_-! '- [ ': — -"i ■^-^-■— ■-- :^'- _■_■_-'-„- J— • — .^_.._ ;■"," -- • • ' lO OO OS • Ot-OOO • • -CI : i*^ : : : : • "S! ■ • s • 2H • . . «0 ^ iX) • 00 O .-' o • • • t- . .CO • « OS • Ol r< • • •->#«:> t- • t-CC T-tcM • ; -t- • .QO • • O 1 o O • ■ • co'co'c/T . t^^" eS • • • '. '.-r^'. '. ?■£ ' co" P ; • --tT-^CO ; CO ^ : : : cr> • o i :;:::: : : : ". d ". ^ • : : ; :^ : : : o o-sl :||g > « ii .2 d ^ ^ o ^ J d .i: b ^ P o »— "H o rt c« .d : 1 d : : 3 a)'2 O o 2 ; : d 1^ 7, ^ i d Si d oi 1 94 ANDREWS REPORT ON •00(M • "^ a .S d o O ^ -TS i 1^ O •OOCi • rj^ • GC CO lyj OS 5^^ 1-,-i ! '. '. '. '. ', ', '. Icit-crs •i-(«Ot-cO .OJ CO GO OS ■* iO «0 «0 .O CST^CO I -tHiH C-l'TTi CO 1— iCM^ 'T-l (>l • • o~ (m" •* .* .' • ' • .' .' .' '. • CO O •••*•' lO '•' CO •••••'•''•' i '' 1 Oiftl '2 «=! c3 >- c .ji ^ c3 cQ M a 22 S .2 . ' » • OT O OJ rt 2? j^ i* .-" O-S-g S > a o^ g.y 09 g;3 ^S o -^ =^ •; COLONIAL AND LAKE TRADE. 95 CO cfl O a £3 S _ ) o o --J ."^ c i3 3T3 J- J3 p +J p- 96 ANDREWS' REPORT ON (D P .s o Q ^ 8 ^ ^ ^ O c3 CO C5IOS CO 00 eo OOrH CO OCO OOOOt-I tH iOCO T} o W ' ^!b g CD o iiiisiaiisiiiiiniii' COLONIAL AND LAKE TRADE. 97 : cot— t-b- • CO ot^so 00 O CO Mt (N • 5 !§lgl^is 98 ANDREWS REPORT ON 1 S5 1 K lO . >P i o 00 00 ** ; C^ i 6 55 »o CO 1 OtH s o> &« CJiOCN«OT-i-*'#C>Or-l_^0>OSCO«)C;t-T-iC>0 C0»rtt-eOOiQ0^C 2 c 1 a c 1 s a a; a o 11 c 1 > 1 1 C i a c c 1 C 1 c E- a > c c *c ,1 c c a i. i 2« J IS c 5p: c < ' c a ;i c c \ i 3 1 (« 1 3 ^ COLONIAL AND LAKE TRADE. 99 i 1 o o .CO :S :^ CO • 5 o 2 o to 1 :;::3 •t- ;t-I :'"* S5 : s 6 O 1 • g • o 00 5 GO • i .Q CM ' T^^ CO %\ i d O o o •* ;r-l !°° lO ^ *. g«3 -co . • '** '. *. I •CO •JOtH OS j €0 . «©" 1 O 3 W OOOSOSt-COTtiOiiii 'Oi • • O«0OQ0(Mt-'XlC0O» -t- • • CO a^'^cTcS CO ^ci'ia •'»-' • • lO CO OS CO » •^ «o j i-f 1 1 ;«; ;^-^ i OS '• CO . s 1 15=^ OOOQO(Mb-«OTHOO«^CO • C^ :S : : -* -- - CO 00 3 -^ i § >- 02 o i c "o 8> 1* Is 3p pS.S 1 c CO c > re a 1 o re o 1 0) re 6 B re o ;3: i b 5 a re re OS 3 c EH 100 Andrews' report on .5 o O «S^ "^ •^ ^ >> ^ §^ l^T-l -t- . "to >o • «o •CO O • "* •t-rH -b- • COOOOOiOTHCCiCJl • i-'COCOCjOiOb- »OOQ0 •T-lTHTHOSO b. fl ;- •■H • -co ■1 C (1) ^ isg^ Sf._^ ° S gC 9^ =^-J COLONIAL AND LAKE TEADE. 101 1 ^ • .h- :gjg^ feSS^SS^ ^'cg^SgSiS^ : : :g :§ : : : :g : IS*:^ «o 1 g : -"H- ;b- 00 00 to iH O O (M OS T-1 <«> to :? g ;00C0 I • J i j j J • • c^ '• (M J^ ■r-\ . •tj i • •GO : > i : :^ 5=^ i i ::::::: i : ; . . "o t- • 1 o ; ; ; 'O^ • o •CO O "* -00 . -05 -OS . • ^00 t»> ^ « • t-c^ ; .* - ;00 . • 05 oT ry3 o ■ o • : i^ : : ;i '. '."^ '.'.'.'.'.'.'.'.'. '. : ^ : CO CO « 1 :::«:: . . . cS . . o rid : ^ « J .g •S '^ -1 ' : : :s : : ;:::::: :|g :: : J, 3h 55 : ilia -) : 1 1 i 1 1 102 ANDREWS REPORT ON .s c c O 4 ^ fe ^ 1^ 6 1 O ninnn ; i i i- S: ;5 ^ :^ : ::::::::: :'^ : «o ; CO 1 .s : :^* ""^ I \ : : \^ : '**•'** ■.!!'. loo j • j ; ; >^ o 1 • •■IM 3S ; j ; i j ; ; 1 : \^ •^ 1 i : : Mi : : : ^ : o» CO : :^ : : : : : : CO ;tH ':^ : : ': ': o : i : i : : i^ t- 1 ^o. ' i^ : : : : * ' • i j(M CO 1 CO q5 ft :::::: :S ...... . I I : ! !co •^ : : : : :§ ; ; ; -"cO j : : :- ; 1 i 'i • ; i ; jco OS '-SO t— • CO tH -co ; ; ;C0 ; '^ 1 i fl B X ^ • * • • • • -OOi-HO "tH ....... CO C^ ; O • to 1 1 i 6 : :*^ .' 1*^ i I ! J O O • "rj< ' • 1 T-( -?tl -<# ^ ; OS • o" ' ;CO o" O ■S (h 5 CO ^ : •s: o -5 j^ "^ i5 s ij ^ ^ * • : 5 . . . o £ "S ?^ .bo ! : J :£ =^ « 2i fcfl b lilll 2 ^ COLONIAL AND LAKE TRADE. 103 :^ : I .s o O ^ ^ '^ ^ :^ : OS OS .^OTf>0(3^«5C0 iM ■^ C4«0 OOtH 'O •«OtH •f— CO 53 13 barrels . . . ! 7 bundles . 1,062 220 barrels . 6 sacks . . 88 boxes . 20 boxes . 4 boxes . 573 packages . 236 barrels . . . 1,100 5,000 1,400 85,000 35,600 4,400 1,500 120 162.000 71,000 1,100 260 260 175 2,655 2,461 352 60 8 171,900 4; 248 92 hogslieads 167 boxes . . . . 10 kegs 9 barrels . . . 133,700 2.880 18,588 135 COLONIAL AND LAKE TRADE. RECEIVED AT DUNKIRK— Continued. Articles. Quantities. Value. Packages. Pounds. Ware [ 100 packages > 3 boxes 4,442 bushels I 3,294 bales 40 packages 32,300 300 266,520 658,800 7,460 Ware #1,050 Wine Wine 15 Wheat 3,331 Wool Wool 197,640 Wooden ware 373 Curriers' blocks Handspikes 1 Oars ;!;i:;;;;;;:::::*" Oars 1 Oars t Wagon woods Total pounds 29,374,879 959,857 Tons of 2,000 pounds 14,687,879 RECEIVED AT TONAWANDA. Ashes •■•••.••.•■..•....*..... 1,168 casks 584,000 23,360 Ale Ale Alcohol Barley Beef 420 bushels i 1,803 barrels 20,160 576,960 294 Beef 14,424 Beef Bark Bacon and hams. i , 1,005,592 Bacon and hams. ,., ,, Bacon and hams 70,391 Bacon and hams Bacon and hams ,, Bacon and hams Beeswax Beeswax Beeswax Brooms Broom-corn Broom-corn Books Boots and shoes Bladders Butter Butter 137,817 Butter 13,781 Butter Butter Beer-pumps Beer-bottles Bath brick Brick Brick Bones Bones Bristles Bristles Brandy 112 Andrews' rei»ort on RECEIVED AT TONAWANDA— Continued. Articles. Quantities, Packages. Value. Poands. Brandy Buffalo robes . . Candles Carpeting Carriages Cedar posts . . . . Cedar posts. . . . Cement Cheese Cheese Cheese Cider Cigars Coal Copper Copper Copper Coffee Corn Corn-meal Cotton Cranberries. . . . Deerskins Earthenware . . , Earthenware . . Earthenware . . . Eggs Feathers Felt Fish Firewood Flax and hemp . Flaxseed Flaxseed Flaxseed Flour Fruit, green .. . Fruit, dried Fruit, dried. . . . Fruit, dried. . . . Fruit, dried. . . . Furniture Furniture Furniture Furs Furs Furs Ginseng Ginseng Ginseng Glass Glass Glassware Glassware Glassware Glue Grease Grindstones. .. . Grindstones. .. . Hats Hair 76,6S3 $4,600 2U7, 773 bushels. 11,835,288 156 barrels . 11,750 21,806 83,109 1,175 1,240 2 barrels . 16,147 cords... 640 48,441,000 3,257 170,181 barrels. 36,759,096 10*629* 19,031 3,200 ' 19 32,294 1,746 595,633 **'i!662 1,900 4,000 COLONIAL AND LAKE TRADE. RECEIVED AT TONAWANDA— Continued. 113 Articles. Hides Hides Hides High wines. Hogs . Quantities. Packages. 11,895 gallons. Pounds. 13,940 107,100 Value. §697 2,980 Horned cattle. Horses Hops . Horns and hoofs Hardware Hardware Hardware Hardware Iron Iron Iron.. Iron Nails Lard Lard Lard Lead Lead Lead pipe Leather Leather Lumber, black walnut . Lumber, black walnut . Lumber, black walnut . Oak timber ». . , Oak timber Oak timber , Ship-plank , Lumber Shingle bolls , I^aths Shingles Malt Machines Machines Machines , Mattresses , Merchandise Merchandise , Merchandise Medicines Nuts Nuts Nuts Oats Oil Oil Oil-cloth Oil-cake Oil-cake Oil-stones Paint (clay) Paint (lead) Paper Paper Paper Pianos 8 4 , 450 barrels . 1,112,597 77,883 1,013,849 feet. 15,141,878 feet. 58,856 4,516,500 '45]425*,000' 10,594 141,960 '515', 856 557 M. 111,400 1,382 59,553 2,508 10,485 bushels. 335,520 3,145 22,912 170 114 ANDREWS REPORT ON RECEIVED AT TONAWANDA— Continued. Articles. Quantities. Value, Packages. Pounds. Plaster 83 bushels 4,980 #83 Poultry Poultry :;::;; Railroad ties ;;;;;*;;;;"••; Pork 2,257 barrels 238 bushels 722,240 14,280 27,084 142 Potatoes •.••«•«.•• Rag's. • Raffs ' .,. 1 Reapers ' .:;;;;;;;;;*;;;t.*; ;*" Roots ••> 1 ' ' ' Rope ...*. 1 ' ' Rye 1 Salffirattis Salseratus Sausasres Sheepskins Sheepskins Sheep Seed I.. 33,898 333,890 Seed 2,233 Seed 1 Stone 667 Stone ' Starch Starch Staves 6,729,725, number 62,917,459 OQl 870 Stave bolls Sundries 861,035 11,150 86 000 Tallow 669 Tea Tin TobsLCCo « • ••••• ) 190,401 TTobticco . •••••••••• 11 424 Tobacco ) Ton ernes ..•■••..••«•.. Tripe Tvoe Varnish Veneering Ware Ware W^ine Wine Wheat 162,669 bushels \ 9,760,140 142,721 n.*? RfiR Wool 42,816 Wool W^ooden ware Curriers' blocks Handspikes Oars Oars , Oars Wagon woods Total pounds 226,422,241 2,089,663 Tons of 2.000 Dounds 113,211,241 COLONIAL AND LAKE TRADE. STATEMENT— Continued. 115 Articles. Ashes Ale Alcohol Barley Beef Bark Bacon and hams. Beeswax Brooms Broom corn Books Boots and shoes . , Bladders Butter Beer pumps Beer bottles Bath brick Brick Bones Bristles Brandy Buffalo robes . . . . , Candles , Carpeting , Carriages , Cedar posts Cement Cheese Cider Cigars Coal Copper Coffee Corn Corn -meal Cotton Cranberries Deer skins Earthenware Feathers Felt Fish Firewood Flax and hemp . Flaxseed Flour Fruit, green .. . Fruit, dried .... Furniture Furs Ginseng Glass Glassware Glue Grease Grindstones. .. . Hats Hair Hides Aggregate quantities received at Buffalo, Dunkirk, and Ton- awanda. Pounds. 7,536,350 19,320 284,040 7,997,184 23,849,150 12,900 7,817,552 45,050 22,800 1,104,100 105,200 5,240 2,100 3,126,617 100 1,600 123,220 263,200 123,500 2,600 4,200 195,860 106,770 1,230 121,800 97,800 156,300 3,877,123 28,500 11,400 35,550,000 1,312,500 5,400 344,568,096 633,960 139,500 285,580 130,480 83,000 15,814,766 17,270 10,570 3,180,340 48,605,000 1,341,207 691,120 312,880,104 232,560 539,479 53,931 252,500 23,090 196,550 542,580 29,100 277,650 3,939,900 9,600 109,200 3,666,560 Aggregate value of each article re- ceived at Buffalo, Dunkirk, and Tonawanda. j315,548 388 16,569 116,626 616,993 645 488,078 9,010 3,420 66,279 8,900 3,520 84 312,340 10 24 214 330 1,820 400 1,480 162,850 21,354 1,800 8,700 858 1,042 371,248 285 2,850 71,100 269,500 540 2,757,658 5,870 13,950 11,732 46,600 8,268 102,320 69,080 528 63,613 32,540 46,224 22,664 5,069,815 2,244 15,773 69,500 253,300 6,084 7,862 35,098 4,365 18,390 .30,784 4,800 1,092 197,700 116 ANDREWS REPORT ON STATEMENT— Continued. Articles. High wines , Hogs. Horned cattlo . . . Horses Hops Horns and hoofs. Hardware Iron.. Nails Lard Lead Lead pipe Leather Lumber, black walnut ■ Oak timber Ship plank Lumber Shingle bolls Laths Shingles Malt Machines . . . . Mattresses . . . Merchandise , Medicines . . . Nuts Oats Oil Oil-cloth Oil-cako Oil-stones Paint (clay) Paint (lead) Paper Pianos Plaster Peas and beans. Poultry Railroad ties.. . Pork Potatoes Rags Reapers Roots Rope Rye Salseratus Sausages ...... Sheepskins .... Sheep Seed Stone Soap Starch Staves Stave bolls Sundries Tallow Tea Tin Aggregate quantities Aggregate value of received at BuffaJo, each article re- Dunkirk, and Ton- ceived at Buffalo, awanda. Dunkirk, and Tonawanda. Pounds. 22,882,700 $631,637 11,244,000 730,840 6,029.400 301,470 2,432,000 182,400 2,100 784 204,750 4,400 211,030 19,173 15,412,260 301,436 410,900 16,317 4,759,997 387,419 1,622,160 81,110 3,600 180 962,406 786,880 3,706,1500 14,000 12,159,600 225,082 851,000 15,780 290,948,000 1,066,972 465,750 3,105 510,720 4,153 1,331,200 16; 627 26,880 806 161,253 11,718 5,460 1,092 929,900 170,000 33,700 1,388 162,220 3,471 36,637,760 343,478 2,074,860 173,657 11,400 2,280 4,004,412 30,177 3,120 156 \ 1,940,500 22,976 291,200 86,784 11,000 2,100 182,000 552 1.94,780 2,930 8,050 814 3,546,800 4,202 11,790,240 445,188 821,040 8,213 2,130,900 53,272 232,200 58,000 30,300 1,010 21,800 3,860 1,088,360 11,661 198,210 13,715 11,500 552 1,490,600 188,075 1,597,480 49,920 815,178 54,596 4,711,390 9,475 26,850 1,074 140,700 8,236 162,061,459 522,750 94,500 126 3,100,235 569,480 690,150 48,729 5,580 2,232 6,600 660 COLONIAL AND LAKE TRADE. STATEMENT— Continued. 117 Articles. Aggregate quantities received at Buffalo, Dunkirk, and Ton- awanda. Tobacco., ., . . . Tongues Tripe Type Varnish Veneering Ware Wine Wheat Wool Wooden ware. ., Curriers' blocks.. Handspikes Oars , Wagon woods... Total pounds. ,...,... Tons of 2,000 pounds . Pounds. 2,142,001 72,320 70,080 11,300 4,000 7,800 68,400 8,380 250,045,260 13,166,221 480,510 33,000 14,800 2,346,520 119,152 1,718,720,366 859,360,366 Aggregate value of each article re- ceived at Buffalo, Dunkirk, and Tonawanda. $237,900 3,390 3,285 1,017 300 780 2,547 2,170 2,952,416 3,949,866 14,477 825 177 63,840 1,637 34,939,471 Recapitulation showing the total value and, quantity of all property received from and shipped to the westward, in the district of Buffalo Creek, during the year ending December 31, 1851. Tons of 2,000 pounds. Value. Received at — Buffalo 731,462 57,138 113,211 $31,889,951 4,000,000 2,089,663 Dunkirk -, Tonawanda Totals 901,811 37,979,614 Shipped at — Buffalo 204,536 15,867 5,037 44,201,720 5,394,780 1,692,423 Dunkirk Tonawanda * Totals 225,440 51,288,923 Grand totals 1,127,251 89.268 537 WM KETCHUM, Collector. District op Buffalo Creek, N. Y., Custom-house, Buffalo, February 19, 1852. 118 ANDREWS' REPORT ON An account of the principal articles of foreign produce^ growth^ and manu- facture^ exj^orted to the British North American colonies, in British a.nd American vessels, from the disirict of Bvffalo Creek, for the year ending December 31, 1851. Articles, Tea pounds . . CofFee do Dry goods Medicines Crockery Toys Tin plate boxes.. . Raisins pounds. . Lemons boxes. . . Nuts pounds. . Pepper do . . . . Oranges boxes. . . Pimento pounds. . Logwood • do. . Currants do . . Cassia do . . Indigo do . . Figs do. , Madder do . . Ginger do. , Bonnets, Leghorn No. . Sundries Quantity. 143,457 46,849 73 10,175 155 4,897 3,140 83 2,122 4,496 2,400 73 149 501 715 799 285 AMERICAN VESSELS. Value. $40,422 2,604 7,920 3,701 1,013 474 179 193 280 357 119 271 115 31 105 11 58 41 35 32 445 58,406 BRITISH VESSELS. Value. #23,458 1,866 5,439 1,690 672 787 672 865 463 116 183 72 110 220 74 12 83 9 41 35 355 1,321 38,543 Value. $63,880 4,470 13,359 5,391 1,685 1,261 851 1,058 743 473 302 343 225 251 179 23 141 50 76 67 355 1,766 96,949 Custom-house, Buffalo, J^ew Yorky January 1, 1852. WM. K:ETCHUM, Collector. COLONIAL AND LAKE TRADE. 119 An account of the principal articles of the growth, produce, and manufac- ture of the United States, exported from the district of Buffalo Creek, New York, to the British North American colonies, in British and American vessels, for the year ending December 31, 1861. Articles. Quantity. AMERICAN VESSELS. Value. BRITISH VESSELS. Value. Value. Dry goods Groceries Sundries Manufactures of iron. . Manufactures of wood. Furniture Books and stationery . . Oysters Marble and stone Drugs and medicines . . Glassvi^are Spirits Grain , Cheese Fish, dry , Fish, pickled , Oil Skins and fur , Boots and shoes Salt Lard Leather Hams and bacon Beef and pork Tobacco Sugar Broom corn Coal Cordage Cattle Clocks Tallow 7,921 8,742 44,565 30,391 120 4,450 57,062 7,998 2,182 14,917 61,164 9,638 620 49,259 76,197 50 450 10,400 25 1,129 139,274 gallons. bushels. pounds. ..do... barrels . gallons. pounds. . pairs . barrels. pounds. ..do... ...do... barrels. pounds. ...do... , .tons .. ...do... pounds, number. ...do... pounds. $51,991 25,511 43,875 47,900 12,860 8,063 9,889 2,059 1,746 3,082 4,557 1,047 4,523 1,191 600 546 2,260 4,804 7,736 1,597 1,070 4,321 322 2,763 6,084 2,820 158 1,637 703 1,325 2,334 3,931 $55,563 26,891 22,970 46,345 9,884 5,724 7,278 871 2,511 7,311 5,362 1,239 876 1,305 296 237 2,115 5,987 4,499 675 129 6,871 161 4,194 4,093 1,768 1,650 1,156 796 480 567 5,732 P07,554 52,402 66,845 94,245 22,744 13,787 17,167 2,930 4,257 10,393 9,919 2,286 5,399 2,496 896 783 * 4,375 10,791 12,235 2,272 1,199 11,192 483 6,957 10,177 4,588 1,808 2,793 1,499 1,805 2,901 9,663 263,305 235,536 498,841 Custom-house, Buffalo, JSTew York, January 1, 1852. WM. KETCHUM, Collector, 120 ANDREWS REPORT ON An account of the principal articles of foreign produce and manufacture^ with the values and amonnts of duty >, entitled to drawback, exported to the British North American colonies, in British and American vessels, during the year ending December 31, 1851. Articles. Quantity. Value. AMERICAN VES- SELS. Duty. BRITISH VES- SELS. Value. Duty. Total value. Total duty. Dry goods . . . Sugar Wine Brandy Dry hides. . . . Calf-skins . . . Machinery.. . Boiler plates , Raisins 219,080 pounds.. 20 qr. casks. 3 hlf. pipes. 2,000 20 dozen . . . 7 cases ... . 105 100 boxes . . . P,280 1,884 70 3,674 1,081 83 152 59 28 127 127 00 l,12r3 54 89 151 30 20 $2,335 $688 72 3,449 168 14 3,404 327 133 1,021 20 95 65 53 20 P,280 6,009 152 127 4,575 151 3,404 327 133 §884 70 1,770 55 59 28 127 00 223 03 30 20 1,021 20 95 65. 53 20 8,510 2,237 90 9,648 2,026 91 18,158 004,264 81 Custom-house, Buffalo^ J^ew York, January 1, 1852. WM. KETCHUM, ColUcior. COLONIAL AND LAKE TRADE. 121 <2 V. CO s^ K. CO ^ u 1^ o ':S I s "^ r*v> 'S J^J •2 "^ •?: cq rT « • fO ^ V) • <»* Cm !^- •0 s -^ ^ •<^ •KS •«A V. • Ss « •*><» oT ?:i 3 .Sh ^ 0 ^ 5i '^rH ?.) ?^ ^ ci ^rH ?$' 0«0-J_00Q0OC0Ti«C coos CO '-O oco ot-'.-iTt<:oc:;cooco«ot^iO»oo 0--N«00'n^CO«Or-iCO C:00b-C0 CO 't iO 1- t- CO H rh «o (M 10 "* eo Ti< t— OO^OSCO-^wOO C^OCOOOCST-i050'^eOCiOOT}^«OTt>r^<>Jr-tT-l C^COtHtJ* co'r-^ crrT-rco" of •t->T-i O r-i ■ coco coco >QeO oeo tcTso" -OTt4cocot-THOC5CO'<*oot-ocoao -eOCOO «0«0 "xit rH lO•r-^ooo^-T-lOO'^^coo(^^^-occQOoo'^"^■^OT»»o «5r-tCS0iO0SC0«O©1 O t1< ©< (M O OS OS tH CO O O^ -^ r-1 C^ O T-T oiiOiOrf co'co' cf ICCO o«o fflTH cot- »O00 %%% I I no W IS 10 CO r 0(M O C -CO 10 : b-CN ros"«r ^ 000 O^OSi-l-^t- rt N E3 M >^ J; r3 o 0 0:3 I 03 o <=> -»-• I OOCO»-.OOOi*Tf<OT-ICOOO QOc;ososcOT-ioocO(:N"<*oor-t GOOO CM »0 ■M •^ "* 00 00 CO CO C^ C^ t^CO rH O CO h3cqQ .2 2 =3 Hoa« fl © .2 2 fc, o 00 S ,2 "^ -Q SJ'S si S £ ^ wa^iS >'5 S5 ll a: o k4 C4 C4 o 122 ANDREWS' REPORT ON Statement of Canadian 'produce imported into the district of Buffalo CreeJc, New York, for warehouse and for transportation in bond to the port of New York, for exportation to foreign countries, during the year ending December 31, 1851. Articles. Wheat bushels Flour barrels Barley bushels Butter pounds Ashes barrels Wool pounds Canvass* yards, Furs barrels, Port wine* hogsheads. Sherry wine* casks , Brandy* Value. * Imported for consumption. $56,901 93 34,007 95 354 25 964 49 5,283 65 1,848 48 326 03 180 40 133 42 179 68 309 46 100,489 74 Custom-house, Buffalo, JT. F., March 18, 1852. WM. KETCHUM, ColUttor. Statement of Canadian produce imported into the district of Buffalo Creek, New York, during the year ending December 31, 1851, {being free of duty.) Articles. Horses number. Horned cattle do. , , Sheep do. . . Grass seeds bushels. Personal effects , ,.,... Value. p,158 155 342 6,873 9,744 20,272 Custom-house, Buffalo, JV. F., March 18, 1852. WM. KETCHUM, Collector. COLONIAL AND LAKE TRADE. 123 K « o ^ 00 J4^ r-i §00 ^ -is ^ ^ - o> d eo o t- a orh ■^ C r« i 1^ 5^ (M T- 1-t i a a a S CON. o O h- c:> *ooi JO 1- CO ►4 '^ ^ Tji o o o ■< ^"g' o'" gf ^- oo u CO OS o A t- «o c » o O OT T-(CO o ■* 00 :^^ ^ "-^ t - 6-"^ cT r(HCM «o ff o o 00 o «) I •- r- <>»o«^ t» b CS o O w saj; O s' co" "^ Ob- b- 5 V (M d COOJ (M c OO a CCOD O^ CO o S Or-T t-" o f s" § a3 O H s (Mt-I CO t- - 1 00 o (55 o (^To" of c " ' co" to •^ t-co o T-l T u^. g H I "S-l r-tO o 1 (M CO Ot- c 5 i CO CO OtH t- t- - Cs o O M ^^ c r CO*" TlT a u bo •B 1 o o TJ fl eS i a w *^ to 6 43 o 'O ge. ^S, «2 ft .S M <1> o .So M KS -SS rs o ^§ Oi c3 *a a a ,o d S2 . OS-i 3 > c ' 1 s o o o S> ' i o "3 rt a2 E O -1 i 1 g so— < •Xr fc< ^ > 535 200 101 1,255 1,574 'ts 1,402 100,000 698,574 'o 718,000 700,000 75,000 1,813,058 1,364,000 a 1,456,500 700,000 1,133,000 There are enrolled in the Sandusky district 73 tons of steam, and 4,785 tons of sailing vessels ; total 3,858 For 1847, total 4,322 Increase 536 Abstract of value of domestic exports of the district of SandusJcy, Ohio, to Canada, during the following years, viz : 3849. — In American vessels $24 00 In British vessels 2,950 00 Total 3,074 00 1850.— In American vessels $39,435 00 In British vessels. 43,236 00 Total 82,671 00 142 ANDREWS' REPORT ON Canadian trade in 1851. Duties collected. Imports — In American vessels $56,859 $2,244 In British vessels 18,769 3,515 Total *75,628 5,759 [* In this is included 2,286 tons of railroad iron imported via Que- bec ; duty paid on 758 tons, $5,076 ; balance, 1,528 tons, in bond. There was imported into the district of Sackett's Harbor, in British vessels, not included in the returns, 2,045 tons 6 cwt. 1 qr. 19 lbs. rail- road iron ; value $49,476 31 ; duty $14,842 90.] Exports — In American vessels $33,239 In British vessels 65,849 99,088 121,672 bushels of wheat included in the above ; the whole amount principally provisions. Total imports and exports — In American vessels $90,098 In British vessels 84,618 J. V^MLA-A. ••■..•.«■««. Tonnage. .......... J.fJ., » J-V7 American vessels British vessels Inward. . . . 4 Steam 1,494 , 53 sail.. 4,760 , .. 2 steam 280 . ] 5 sail.. 746 Outward. 10 sail.. $1,396 3 steam 336 .... 9 sail.- 1,300 Total ....74 . . . .22 COLONIAL AND LAKE TRADE. 143 Imports coastwise into the district of Sandiislcy^ Ohio, during the year ending December 31, 1851. Species of import. Value. Merchandise Express packages Railroad iron.. . . . . , Spikes Machinery Stoves and castings Pig iron Iron, assorted Sheet iron Nails Tin plate Threshing machines Steam-engines and boilers . Scrap iron Locomotives Coal Salt Dairy salt Fish Beer Water lime Cranberries , Lumber Shingles Shingle-wood Fire-wood , . . . Cheese.. ♦ . Wagons Stone ware .,..,,.. Cedar posts Ground plaster Furniture Whiskey Ploughs Apples, green ♦ Do., .dried Butter.. Piano-fortes. ............. Grindstones Coaches and carriages Laths Sand Timber Hoop poles Marble Barley Lard. Powder Malt Tea Oil Empty barrels. ........... Potatoes Shingle machine Brick Miscellaneous goods Sundries 21,011 900.. 17,486.. 480.. 352|. 1,241.. 192.. 449., 73 716 81 2.. 3.. 40 12.. 2,745 52,738 4,224 7,538 2,058., 1,502., 1,099., 6,809 11,075 440 4,587., 383,889 10.. 6,140 913.. 2,690 74,900 603 314. 11,284 90. 279 362. 75 85., 3,976 70,000 220,000 9,000. 44 256 359 950. 206 196 60 560. 240 1. 30,000. 254 677 tons .do .do .do .do .do .do .do bundles . . . boxes. tons . tons .. . barrels . barrels . ..do... ..do... ..do... M feet. M cords . , .do.... boxes, . gallons. , barrels . pounds, barrels , barrels . ..do... tons . M pieces, bushels . . feet tons . . . . bushels. , do bushels, chests. . barrels . , bushels. , tons . . . , articles. $10,505,500 3,900,000 699,440 38,400 28,260 198,560 7,680 44,900 282 2,506 889 700 3,800 400 96,000 11,100 55,902 520 52,766 12,348 2,255 6,594 68,090 27,687 5,328 10,320 23,033 800 614 114 4,040 7,490 4,824 2,512 22,568 317 2,790 72,400 1,350 17,000 7,952 1,400 17,600 90 3,525 113 2,154 3,600 93 4,800 1,920 280 120 125 120 1,062 324 15,985,357 144 ANDREWS REPORT ON Exports coastwise from the district of Sandusky^ Ohio, during the year end- ing December 31, 1851 — destined mostly for the eastern market. Species of export. Wheat Corn Oats Clover seed Timothy seed Flax seed. . , Hickory nuts Express packages . . . . Flour Beef. Pork Whiskey High wines Alcohol Beans Eggs Cranberries Ground plaster Crude. . . .do Sweet potatoes Ashes, pot Apples, green Do.. . dried Peaches, dried Butter Lard Tallow Feathers Wool Beeswax Ginseng Leather (in rolls).. . . Do. . .(unfinished). Furniture Merchandise Cheese Oil-cake Candles Corn-meal Tobacco Hams Broom-corn Furs Live hogs Dressed hogs Flaxseed oil Black-walnut lumber Staves (pipe, hhd., and butt). Hides , Sheep-pelts Deer-skins « Empty casks Potatoes Salaeratus Bristles Railroad iron Railroad chairs Pig iron Lard oil Beef-tongues Lumber Ship-plank , . Quantity. 2,621,224 bushels . . . . #1,808,645 1,282,509. ...do 513,004 239,936. ...do 71,981 203 barrels 2,842 740. ...do 2,810 1,859. ...do 6,971 643. ...do 964 250,000 pounds 500,000 194,682 barrels 681,386 3,038. ...do 21,286 7,196. ...do 86,352 5,552. ...do 36,088 12,598. ...do 91,326 589. ...do 12,958 11. ...do 38 2;&62. ...do 14,810 4. ...do 24 4,146. ...do 6,219 4,414 tons 132,420 93 bushels 93 3,214 casks 67,494 190 barrels 380 86,452 pounds 3,458 16,408. ...do 1,969 382,340. ...do 3,823 267,337. ...do 18,714 157,127. ...do 13,370 36,351. ...do 10,905 2,340,771. ...do 795,861 3,295. ...do 824 3 barrels 100 51 rolls 2,550 106,768 pounds 21,353 188,700. . . .do 18,870 810,093. ...do 162,019 656,101. ...do 14,963 8,100. ...do 486 247,026. ...do 2,470 17,807. ...do 1,780 113 barrels 'l75 549,046 pounds 54,905 187,100. ...do 11,226 21,565. ...do 1,078 128,425. ...do 128,425 72,399. 4.^4 .^94 32,827 : 295 443 1,331 barrels 42,592 425 M feet 5,375 5,947 M 148 675 2,256. 6,204 36,225 1,035 bundles .... 54. ...do 2,700 1,084. 813 '411 bushels 205 20,156 pounds 907 6 barrels 42 42 tons 1,G80 197. ..do 15,760 11. ..do 880 3 barrels 108 33. ...tlo 495 2,046 M feet 20,460 252. ..do , 3,52« Value. COLONIAL AND LAKE TRADE. Exports coastwise — Continued. 145 Species of export. Shingles Grindstones Ship-knees.. ........ Railroad ties Buggy wagons , Flagging stones Block stones Stoves and furniture , Glass ware Medicine , Wood , Fish Hoop-poles Timber... Ox-marrow Neatsfoot oil , Miscellaneous Total value. Quantity. 530 M 1,068 tons 60. 2,400 ' 2 50 M feet 1,000 tons 150. ..do 5 boxes 1 box 2,877 cords 1,494 barrels 139,000. 35 sticks 5 barrels 10. ...do 423,765 pounds Value. $1,325 19,224 60 480 175 3,000 8,000 10,500 50 30 3,409 8,735 1,390 175 90 350 58,765 6,459,659 Custom-house, Sandushj, Ohio, January 7, 1852. No. 13. — District of Miami, Ohio. Port of entry, Toledo ; latitude 41^ 38', longitude 83^ 35'; popula- tion in 1840, 1,222 ; in 1850, 3,829. This district has a shore-line of fifty miles in extent, comprising that portion of the lake and river coast lying between Port Clinton and the dividing line between Michigan and Ohio, and includes the ports of Manhattan, Toledo, Maumee, and Perrysburgh. The former is a port of but little importance, furnishing no returns. Maumee city and Per- rysburgh are both situated on the Maumee river, within a few miles of Toledo, and might, perhaps, be considered with more propriety suburbs of that place, than independent ports of entry. The commerce of Per- rysburgh is returned by the collector as follows : Imports $264,755 Exports 41,055 Total : 305,81C That of Maumee city is ascertained from the same source to be — Imports .-.. $16,207 Exports 30,557 46,764 Toledo is, in one respect, more advantageously situated foi an ex- 10 146 ANDREWS* REPORT ON tensive lake commerce than perhaps any other western port, from the fact that it has two canals, both connecting it with the Ohio, terminating in its port : one the Miami and Erie canal to Cincinnati, and the other the Erie and Wabash canal, intercommunicating with Evans ville, Indi- ana, and traversing the entire Wabash valley, which thereby renders the richest portion of the entire State of Indiana tributary to its traffic. This circumstance, when taken in connexion with the fact that rail- Way transportation has hitherto been unable to compete on equa,l terms with water for the inland carriage of heavy freight, such as agricul- tural produce, renders it absolutely certain that, at no very distant date, Toledo must become the grand depot for the lake trade of the valleys of the Miami and Wabash ; and, inasmuch as the course of trade for productions of that sort is annually tending more and more to the northward, this is almost tantamount to saying that it must needs be ultimately the great meeting-place and mart for the immense products of all northwestern Ohio and of all northeastern Indiana, these valleys being beyond all doubt the very richest and most fertile portions of the respective States, which cannot be surpassed, if equalled, by any in the Union for their agricultural wealth. Toledo is well situated on the west side of the Maumee river, at a short distance from the head of Maumee bay, in Lucas county, Ohio, 134 miles NNW. from Columbus and 464 from Washington. Its present population is estimated at about 5,000 individuals, and is con- stantly on the increase. One line of railroad is already completed, connecting Toledo with Chicago, known as the Southern Michigan ; and another — the lake shore road, which will form an intercommunication with Buffalo, Cleveland, Sandusky, and the other eastern marts and harbors on the lake — is in rapid progress ; and will, it may be confidently expected, be finished within a twelve-month, or a little over, which will of course add a new stimulus to the business of Toledo. A third road is also projected through the Miami valley, in the direction of Cincinnati. These advantages, together with the possession of an excellent harbor and good arrangements for freighting on the lakes, have already so far developed the commerce of this port, as to give the most gratifying assurances in regard to its future progi'ess and prosperit3^ The commerce of Toledo, so far as can be ascertained from the scanty returns which have been sent in by the collector, are as follows for the years 1851 and 1847 ; no comparative statement concerning other years being attainable, from the absence of reports : Imports coastwise for 1851 $22,987,772 Exports coastwise for 1851 7,847,808 Total coastwise for 1851 30,835,580 Imports, foreign, for 1 851 $33,007 Exports, foreign, for 1851 66,304 99,311 Total commerce, 1851 30,934,891 COLONIAL AND LAKE TRADE. 147 Entrances 1,603 tons 418,892 Clearances 1,609 " 419,942 Total... 3,212 838,834 The total commerce of the district, including all the ports, for 1851, was — ■ Imports $23,301,741 Exports ■- . ..... 7,986,724 Total 31,285,465 The same for the year 1847 amounted only to — Imports $4,033,985 Exports 4,034,824 8,068,809 Commerce of 1851 $31,285,465 Commerce of 1847 8,068,809 Increase on four years 23,216,656 The total enrolled and licensed tonnage for 1851, is 3,286 tons. Entrances for 1851 in the whole district 1,710 tons 437,996 Clearances do do 1,714 » 438,449, Totals 3,424 876,445 CANADIAN TRADE IN 1851. Imports. In American vessels $8,441 duty $2,129 In British vessels 18,028 do 5,390 Totals 26,469 7,519 Exports. In American vessels $2,940 In British vessels - 63,364 Total exports 66,304 148 ANDREWS REPORT ON Total imports and exports — In American vessels $11,381 In British vessels 81,392 Total Canadian trade. 92,773 Tonnage inward* American, sail 12 ] ,742 tons. British, sail .;.- - 7 934 '' British, steam 2 404 " 2,080 Tonnage outward. American, sail 1 ^ 150 tons. British, steam 2 404'' British, sail 7 934 » 1,488 Statement showing the principal articles, their quantity and value, imported coastwise into the port of Toledo during the year ending Decemher 31, 1851. Articles. Quantity. Value. Assorted merchandise tons , Iron, bar and bundle do.. Iron, railroad , do., Iron, pig do^. Steel pounds . Nails kegs , Spikes do. , Castings, iron pounds, Tin boxes, Axes do. Stoves number Stove trimmings pounds Hardware tons Hollow ware pieces Scales packages Machinery do. . Stoneware gallons Glass boxes Cheese do . Coft'ee bags Sugar barrels Molasses gallons Tobacco pounds Hides , Spanish number Hops bales Powder kegs Spirits barrels Oil do. . 23,260 J18, 608,000 273 18,200 9,415 423,675 113 4,520. 18,928 2,082 6,067 19,354 10,099 50,499 187,558 7,502 2,176 20,760 720 7,920 4,199 50,38a 20,292 13,190 557 389,900 3,619 7,238 420 27,300 583 52,470 16,650 1,665 3,249 6,498 2,898 7,249 647 9,058 3,900 70,200 13,380 47,888 33,810 5,071 16,380 2,293 23 2,760 20,242 80,968 481 26,455 132 3,960 COLOUIAIi AND LAKE TRADE. STATEMENT— Continued. 149 Articles. Quantity. Value. Candy boxes . Apples, green barrels. Apples, dry. bushels. . Barley. do. . . Malt. . . . i do. . . Ale and beer barrels. , "Water-lime do. . . Plaster do. . . White fish and trout do. . . Mackerel do . . . . Salt do Salt bags . Leather rolls. Boots and shoes cases . White lead kegs. Coal, bituminous tons. . Coal, Lehigh tons. . Pianos number. . Wagons do.. . Carriages, &c do . . . Railroad passenger cars do . . . Do . . . .locomotives , do . . . Do. . . .freight cars do . . . Threshing machines do . . . Reapers do . . . Iron safes do. . . Household goods , packages. . Marble - tons . . Grindstones number. . Lumber feet. . Shingles M.. Laths number. . Pine logs feet. . Horses head. . Cattle. . . , Sheep Express goods. Sundries .do.., .do.. 677 6,364 1,215 27,505 3,672 1,554 1,828 467 10,499 150 102,032 79,080 1,110 6,098 1,837 1,829 770 220 43 33 10 20 150 61 75 22 1,528 1,777 1,054 11,837,747 6,277 2,569,715 1,000,000 101 29 221 Total value. #j031 12,728 1,823 13,752 2,295 9,424 2,742 467^ 73,493 1,800 107,032 9,885 33,300 243,920 6,42^ 7,316 5,775 44,000 2j580 6,600 20,000' 160,000 71,250 16,775 15,000 2,750 12,224 63,972 697 142,052 15,693 6,423 7,000 6,060 5,075 4,420 1,910,000 17,755 22,987,772 Statement of the pmicipal ai'ticles^ tlieir quantity and value ^ exported coast- wise from the port of Toledo during the year ending December 31, 1851. Articles. Quantity. Value. Corn Wheat , ,. bushels. . do 2,775,149 1,639,744 242,677 14,150 4,096 38,658 27,165 6,078 23,547 744 301 1,759 7,296 1,884 $1,110,017 1,082,231 849,369 706,910 5,898 502,554 434,640 182,340 117,735 22,320 27,090 Flour Bacon Hams Pork Lard Lard oil barrels. . casks. . number. . barrels. . do... do.. . Live hogs Live cattle Live horses number. . do... do... Live sheep do... 3,518 Beef ... barrpls 69,312 28,260 Tallow do... 150 ANDREWS REPORT C«S STATEMENT— Continued. Articles. Quantity. Vallie. Grease . . . -. Linseed oil.. . . .. Oil-cake ........ Hides Sheep-pelts Furs (estimated) . Oats Beans Barley.. Corn-meal Seed Potatoes Cranberries Cheese Butter... Candles Beeswax Eggs Fish.......* Sugar Molasses ........ Nuts Tobacco Tobacco Spirits Leather Wool.. Feathers Cotton Broom-corn Hemp Ashes , Lumber Staves. , .pounds . . .barrels. . . . .tons, .number. . . .bales. .bushels. do.. do.. . .barrels, .bushels . . .barrels. , . .boxes. boxes. . . . .pounds. . . . .barrels. do.. .hogsheads. . . . .barrels . . . . .bushels . .boxes. . .casks. . . .rolls. . .bales . ....do.. ....do.. ...do.. ...do.. . .casks . .Mfeet. M. Roofing paper Carriages Varnish Peppermint, oil of. . Merchandise Express goods Sundries Wash-boards , . . .pounds. rolls. . .number. . . .barrels. . . .pounds. do.. .packages. do.. . . , .dozen. 396,400 147 3,026 7,125 193 64,441 399 675 814 4,856 17,796 678 768 3,119 2,454 36,200 568 325 758 388 130 1,216 1,953 21,934 2,642 2,839 1,090 394 156 725 4,847 2,134 2,504 31,453 1,669 23 56 400 403,513 9,081 785 $19,820 3,822 45,390 21,375 5,190 105,000 19,332 398 337 1,221 29,1.36 8,105 4,068 2,304i 37,428 12,270 9,050 3,408 2,275 56,850 5,432 97 42,560 23,436 186,439 79,260 212, 925 > 38,150 3,940 1,872^ 10,875 121, 1T5 32,011 62,621 943 5,841 2,300 4,368 500 161,405 917,500 302,800 2,355 Total value . 7,847,808 No. 14. — District of Detroit. Port of entry, city of Detroit; latitude 42^ 20', longitude 83o 02'; population in 1830, 2,222; in 1840, 9,102; in 1850, 21,019. The district of Detroit has the most extensive coast-line of any lake district not bordering on Lake Superior, and embraces all that portion of Michigan known as the Southern Peninsula. Commencing at the western line of Ohio, it extends thence northerly along Lake Erie, up the Detroit river. Lake St. Clair and St. Clair river, to Lake Huron, up that lake northwestwardly to the island and straits of Mackinaw, and southwardly, with a little westing, to the Indiana line, not far from the COLONIAL AND LAKE TRADE. 151 head of Lake Michigan — a distance, following the sinuosities of the shores, which does not fall very far short of a thousand miles. It has fifteen ports, none of which have any present importance, with the exception of Detroit and Monroe; although it is more than probable that within a few years several of them may rival the most promising harbors and ports in the West. There is, probably, no State in the Union which surpasses Michigan in its commercial advantages, or which, if properly fostered and developed to the extent of its vast ititernal re- sources, it will not ultimately equal or exceed in all the actual realities of progress and prosperity. She has more natural harbors, invbllpttg but little expense or labor to render them available in all seasons tolall classes of shipping, than any other State bordering on the lakes. The extent of country enclosed within her extensive coast-line comprises 39,856 square miles, some of it the best and most fertile land of the West, watered by numerous lakes and streams — many of the latter navigable, and very extensively used for lumbering purposes, which is the principal occupation and interest of the inhabitants of the northern section of the State. Among these rivers are the Raisin, Huron, Rouge, Clinton, Black, Saginaw, Thunder Bay, Manistee, White, Maskegon, Grand, Kalama- zoo, and St. Joseph's — the six last named flowmg into Lake Michigan,, and the rest into Lake Erie, St. Clair, and Huron, and the Detroit and St. Clair rivers. Ahhough scarcely one third of the above area is under successful cul- tivation, yet Michigan is already know^n, throughout the country, as a large exporter of the choicest wheat and flour. It may indeed be said, without fear of contradiction, that for two seasons past the quality of Michigan wheat and flour has been, on the average, equal if not supe- rior to that of any other State ; her exports of flour amountaig to 500|Q0O barrels, and of wheat to 1,000,000 bushels, in round numbers. Monroe, the easternmost of her ports, is a terminus of the southern Michigan railway on Lake Erie, about 40 miles south of Detroit, and is situated at the lower falls of the river Raisin, with a population of about 5,000 souls. There is a daily line of steamers connecting it with Buf- falo, and the harbor is accessible for vessels of the largest class. Unfortunately, no special returns, showing the commerce of Monroe, are at hand. It is, however, a point rapidly increasing in importance, and must be eventually the depot for a very large amount of trade. The returns from the district of Detroit, which have been received, show the coastwise business only of that port; so that Gibraltar and Trenton, on the Detroit river; Mount Clemens, on the CHnton river; Algonac, Newport, St. Clair, and Port Huron, on the river St. Clair; Saginaw, on Saginaw bay; Thunder Bay islands, in Lake Huron; Grand Haven, St. Joseph's, and New Buffalo, on Lake Michigan, are all of them un- represented. This is a circumstance deeply to be regretted on several accounts. These are the outlets of the principal lumber regions of the western States, and supply the prairies of lUinois, as also St. Louis, and other southern cities, with nearly all their lumber and shingles, besides send- ing vast quantities to Detroit, Sandusky, and Buffalo. The St. Clair, Sandusky, and Maskegon lumber is as extensively known in the West 152 ANDKEWS' REPORT ON as being of superior quality, as is the pine of Canada to the eastward. Again, these portions of the district are so very rapidly increasing in im- portance that their influence will ere long cause itself to be most sensibly felt in the commercial cities of the West. Lastly, there is still a very large tract of public land in various parts of this district, in the hands of the government, for the most part well watered and well timbered, which sooner or later will become of immense value. ■■ In past years these government lands have been trespassed on, by persQQS engaged in the lumber trade, to a very great extent ; but the confiscation of several vessels, with their cargoes, has, it is to be hoped, effectually put an end to these depredations. There is a very valuable business also carried on in the ports of Gib- raltar and Trenton, in the shipment of staves ; and at Port Huron, Newport, and St. Clair, on the St. Clair river, ship-building is prose- cuted to a considerable extent and to very decided advantage ; one of the largest steamers which navigates the lakes, of 1,600 tons burden, with an engine of 1,000 horse power, having been constructed on these waters. In this district are situated the St. Clair flats, the greatest natural obstacles. to the free navigation of the great lakes, with the exception of the rapids on the lower St. Lawrence, the Falls of Niagara, and the Sault Ste. Marie. These shallows lie nearly at the head of Lake St. Clair, about twenty-five miles above the city of Detroit. The bottom is of soft mud, bearing a lofty and dense growth of wild rice, with a very intricate, tortuous, and difficult channel winding over tKem, in many places so narrow that two vessels cannot pass them abreast ; nor is it possible to navigate them at night. There would be no difficulty whatever, and but a most trivial ex- pense, as compared with the advantages which would accrue from removing this barrier, in dredging out a straight channel of sufficient depth to admit vessels of the largest draught. Nor is there any work more urgently and reasonably solicited from Congress by the men of the West, nor any more entirely justified by every consideration of sound economy and political wisdom, or more certain to produce returns incalculable, than the opening the fiats of the St. Clair, and carr5ang a canal around the Sault Ste. Marie. These improvements would at once perfect the most splendid and longest chain of internal navigation in the world, extending above two thousand miles in length from Fond du Lac, at the head of Lake Superior, N. latitude 46^ 50', W. longi- tude 92o 20', to the mouth of the St. Lawrence river, in 46^ 20' N. lat- itude, 65^ 35' W. longitude. It is not, in fact, too much to say — so imperatively are these im- provements demanded by the increase of commerce, and the almost incalculable mineral resources of northern Michigan — that within a few years they must and will be carried into effect, at whatever cost and expense of labor. Above St. Clair river the first port is Saginaw, situated at the outlet of a river of the same name into the great bay of Saginaw, larger itself than a large European lake, setting up into the land southwesterly from Lake Huron. This baj, with the exception of Green bay, is the largest in all the West, but is rarely visited by any vessels except those trading directly thither, unless driven in by stress of weather. COLONIAL AND LAKE TRADE. 153 since it lies some considerable distance off" the direct line from Buffalo to Chicago. The port, however, imports all the supplies necessary for the lum- bering population, and exports what may be stated, on a rough calcu- lation, at 10,000,000 feet of lumber annually. At the Thunder Bay islands little business is done beyond the ship- ment of the produce of the fisheries ; and to what extent these are car- ried on in that locality, owing to the total absence of all retdrns, it is impossible even to hazard a conjecture. On Lake Michigan, the ports of Grand Haven, St. Joseph's, a^d New Buffalo, are places of shipment of product, and importation of supplies to a reasonable extent; while Grand Haven, Maskegon, and Manistee, are all great exporters of lumber. The commerce of the dis- trict, independent of Detroit, which is the principal depot for the com- merce of Michigan, cannot fall short of $8,000,000, and may exceed it, though it is not possible to state it with precision, for want of the need- ful returns. Detroit, the port of entry of this district, and capital of the county, is a finely built and beautiful tow^n, laid out with streets and buildings which would be considered worthy of note in any city, partly on an ascending slope from the river Detroit, partly on the level plateau some eighty feet above it. The city now contains about 27,000 inhabitants who lack no luxury, convenience, comfort, or even display, which can be attained in the oldest of the seaboard cities, though itself the growth but of yesterday. It is situate 302 miles west of Buffalo, 322 east- northeast of Mackinaw, 687 west, by land, of New York, and 524 northwest of Washington. The river Detroit is, at this point, about three quarters of a mile in width, dotted with beautiful islands, and of depth sufficient for vessels of a large draught of water. The shores on both sides are in a state of garden-like cultivation; and, from the outlet of the river into Lake Erie, to its origin at Lake Huron, resemble a continuous village, with fine farms, pleasant villas, groves, and gardens, and excellent roads, as in the oldest settlements. The soil is rich and fertile; the air salu- brious, and the climate far more equable and pleasant at all seasons than on the seaboard. The regions around are particularly suited for the cultivation of grain, vegetables, and all kinds of fruit; many va- rieties of the latter, which can be raised only with great care to the eastward, as the apricot for example, and some of the finest plums, growing here almost spontaneously. The wa|ers teem with fish, and the woods and wastes with game, which have recently become an article of traffic to the eastern cities in such enormous numbers as to threaten the extinction of the race, and to call for the attention of the citizens to the due regulation of the trade, as regards time and season. Being not only the oldest but the largest town in the State, occupy- ing a commanding situation, enjoying all the advantages which arise from a central position, a magnificent river, and a harbor of unsur- passed capacity and security, Detroit has arrived at a stand of com- mercial eminence from which it can now never be dislodged. The Michigan Central Railroad extends to Chicago, via New Buffalo 154 ANDREWS' REPORT ON and Michigan city, a distance of 258 miles ; and the Pontiac Raikoad some 20 miles to Pontiac. There are also about 120 miles of plank roads running from the city to several flourishing towns, in' various rich portions of the State, as Ypsilanti, Utica, and other thriving places. Th& commercial returns from Detroit are of the most conflicting character; but the following results are believed to approximate as nearly to a true estimate of the actual commerce of the port as can be attained: Imports, coastwise. $15,416,377 Exports, do ,). 3,961,430 Total 19,377,807 Imports, foreign $98,541 Exports, do 115,034 Total 213,565 19,591,482 Add the estimated value of the commerce of the other ports of the district— say 8,000,000 Total commerce of the district 27,591,482 The tonnage of the port of Detroit alone was — Clearances, for 1851 2,611 tons 920,690 men 41,931 Entrances, '' '' 2,582 " 905,646 " 41,546 Total for 1851 5,193 ** 1,826,336 '' 83,477 ^' " 1850 4,420 " 1,439,883 '' 64,098 Increase, 1851 773 " 386,453 " 19,379 The entrances and clearances from the other ports cannot be reached, owing to the usual deficiency of returns from this region. In 1847, however, the business of the district was represented as follows, in the various ports, and by these some idea may be formed of their comparative value : COLONIAL AND LAKE TRADE. 155 Place or port. Value of exports. Value of imports. Detroit Monroe Trenton ,, Brest St. Joseph Grand Haven , , Kalamazoo and Black rivers Ports north of Grand Haven % Saginaw Port Huron St. Clair Newport , . . . . Algonac Mt. Clemens Total Add railroad iron Grand total $3 1 ,883,318 ,139,476 8,425 12,000 833,917 265,068 100,738 58,250 45,702 159,400 59,320 14,772 37,820 168,711 6,786,957 6,991,827 13,778,784 $4,020,559 817,012 : %6,000 517,056 220,000 60,000 45,000 18,000 100,000 30,000 20,000 15,000 123,200 5,991,827 1,000,000 6,991,827 Another great advantage will shortly accrue to Detroit from the opening of the Great Western railway, about to be constructed through Canada, which will bring it into direct communication with the New York and other eastern routes ; as well as from the completion of the Lake Shore road. These will bring the city within twenty-four hours' journey of New York and the Atlantic ocean. Such are the giant strides with which the fortunes of the West, through energy and enterprise, are pressing on to the ascendant. The enrolled and licensed tonnage of the Detroit district for 1851 was 40,320 tons, of which 21,944 were steam and ].8,376 sail. Canadian trade iji 1851. Duty collected. Imports. — In American vessels $35,855 $6,215 In British vessels 62,685 16,819 98,540 23,034 Exports. — In American vessels $74,072 In British vessels 40,960 115,032 Total imports and exports. — In American vessels $109,927 In British vessels 103,645 213,572 156 ANDREWS' EEPORT ON Tonnage. Inward — American, 2 steamers - 389 tons. 9 sail 1,544 " 1,923 British, 294 steamers 49,081 " 68 sail 7,300 '' -- — - 56,381 Total tonnage 58,304 Outward — ^American, 14 steamers 2,086 tons. 17 sail 1,668 " 3,754 British, 315 steamers 51,727 " 67 sail 5,546 " 57,273 Total tonnage 59,027 Imports coastwise into the port of Detroit during the year 1851, with their value. Articles. Quantity. Value. Merchandise tons. . . . 18,000 $14,500,000 Coal do 30,106 1,120 150,530 28,000 Pig iron do High wines , .barrels. . . . 800 8 000 Hogs ,. Wool f . number. . . . 220 1,320 >••........••«•...•••. .bales . . 81 2,120 4 050 Barley bushels . . . . '848 Marble pairs. . . . 831 8,310 Fish ■..••«......*....... .barrels . • . . 4,119 1 827 20 594 Flour do 5^938 2 117 TV^ater-lime. • do 2,117 101 Starch boxes .... 250 Powder , barrels. . . . 721 2,301 40,207 3,180 14,840 AV^hiskey do 8,408 Salt do 40,207 Lard kegs. . . . 15,582 Cut stone feet 2,000 800 Buildinff stone., cords . . . . 421 4,210 10,022 Glass. boxes . . . . 5,011 Staves thousand. . . . 331 6,620 Lumber thousand feet. . . . 1,190 11,900 Horses number. . . . 237 9,480 Paper reams. . . . 1,831 3,662 Sheep number. . . . 913 2,393 Hides do 1,141 3,753 2,282 Wheat bushels. . . . 2,450 Fruit trees bundles . . . . 900 18,000 Plaster barrels . . . . 7,900 7,900 Do. .(crude) tons. . . . 1,340 6,700 Sugar hogsheads .... 350 35,000 Castings pounds. . . . 910,000 36,400 Iron bars and bundles. . . . 24,304 121,520 Molasses barrels. . . . 403 6,045 Oil do 500 15,000 COLONIAL AND LAKE TRADE. 157 Imports into the 'port of Detroit during the year 1851 — Continued. Articles. Quantity. Value. Leather rolls. Pork barrels. Codfish pounds. Bark cords. Nails kegs. Apples barrels. Railroad iron '. bars. Salt Bacon .pounds. Cider barrels. CofFee .*. Tobacco Tea chests . Crude potash tons. Corn bushels. Stoves number. Shingles thousands. Wagons number. Stoneware gallons. Total. 1,100 620 7,110 900 18,300 1,100 8,340 18,700 10,000 100 1,140 61 610 211 4,500 3,300 240 43 58,480 #22,000 9,300 284 2,700 73,20a 2,200 93,074 2,500 700 300 14,592 6,100 12,200 12,661 1,800 33,000 240 4,300 5,848 15,416,377 Exports coastwise from the port of Detroit during the year 1851, with their estimated value. Articles. Value. Flour barrels. . Lumber thousand feet. , Wheat bushels. . Shingles thousands*. Laths do. Wool bales. Pork barrels. Furs bales. Fish half barrels. Hides number. Oats bushels. Beef. barrels. Starch casks. Hams pounds . Leather rolls. Rags tons. SalsBratus boxes , Coal tons. Nails kegs. Hay bundles. Sheep number. Pig-iron tons. Oil] barrels. Cranberries do. . . Water-lime barrels. Corn bushels. Corn-meal barrels. Staves thousand . Ashes casks. High wines do. Fish barrels. Shingle bolls cords. 460,325 30,717 897,719 12,944 8,445 2,977 1,704 420 4,150 1,484 48,546 568 248 8,000 529 61 51 960 34 1,231 413 343 135 1,479 170 378,070 1,667 10,856 2,207 2,783 7,336 693 #1,453,596 245,736 618,403 25,888 21,102 178,620 20,448 42,000 12,450 2,968 14,563 4,544 12,400 640 26,450 3,660 255 , 4,800 136 3,693 500 10,290 3,240 4,437 170 151,238 4,989 217,120 55,175 27,830 43,996 4,851 158 ANDREWS' REPORT ON Exports from the 'port of Detroit during ike year 1851 — Continued. Articles. Salt .barrels. Potatoes , bushels. Whiskey ..... .. .;. barrels. Beans .; do. .. Hogs number. Merchandise packages . Ale barrels. Brick thousand. Clo^f^T s^ed .barrels. Malt bushels. Copper tons. Cattle head. Butter Horses head. Bark cords . Wash-boards dozen . Ice tons. Broom-corn .bales. Apples.. barrels. Total Quantity. 281 3,518 1,359 179 2,375 12,090 • 70 893 1^9 150 277 256 1,106 85 135 50 1,510 135 4,888 Value. $281 1,055 10,872 358 23,750 453,300 420 1,179 2,580 172 110,800 7,680 13,212 5,100 405 300 7,550 1,350 4,888 3,961,430 COLONIAL AND LAKE TRADE. 159 Statement of freight carried over the Michigan Central Railroad during the year ending December 31, 1851, i?z tons and thousandths. p o o C Apples, 140 lbs. per \M Ale aud beer, 800 lbs. per bbl . Ashes Barley, 43 lbs. per bushel Buckwheat flour Beans, 60 lbs. per bushel Bran and shorts Beef, 300 lbs, per bbl Butter Corn, 56 lbs. per bushel Corn meal, 200 lbs. per bbl Cheese Cranberries, 120 lbs. per bbl. . , Coal Dried fruit Flour, 216 lbs. per bbl Furniture and baggage Grass and clover seed Garden roots and potatoes .... Hams and bacon High wines, 350 lbs. per bbl. . . Hides Iron and nails Lime Lumber, 3^ lbs. per foot Laths Leather Millstones Miscellaneous merchandise Oats, 82 lbs. per bushel Other agricultural products.. . Plaster Pig iron Pelts Pork in bbls., 300 lbs. per bbl. . Pork in hog Salt, 280 lbs. per bbl Stoves Shingles, 200 lbs. per M Wool Wheat, 60 lbs. per bushel Whiskey, 350 lbs. per bbl Cord- wood, 2 tons per cord Stone, sand, and brick Neat cattle, 1,000 lbs. per head. Horses, 1,000 lbs. per head Hogs, 200 lbs. per head Sheep, 60 lbs. per head 11.940 1.2T5 836.966 83.864 14.832 22.281 629.146 199.807 119.600 7,298.348 25.805 7.910 29.475 106.935 9.041 49,lt)2.524 372.040 5.890 354.603 52.791 1,276.975 75.877 1.176 .896 657.588 8.3 36.863 1.546 .090 85.670 .315 2.137 482.549 6.356 1.728 .555 .500 2.579 36.612 827.645 8.936 18.021 2.802 8.675 13.347 20.266 67.228 1,377.452 46.016 24.557 19, 80 886 120 15 22, 664 200 121 7,775 82 1, 107 ll' 49,139, 699 14 867 55, 1,280 89 21, 67. 2,035 46 148.490 145.950 59.715 65.400 194.205 211.359 9.400 698.801 1,097.677 64.918 92.121 93.521 301.950 1,299.711 7.000 .530 17.000 485.400 14,515.117 96.775 1,046.181 3.954 2.902 66.127 U7.888 IS" 5.550 16.008 48.440 48.094 835.400 12.439 2,087.188 86.050 1,744, 1,101, 67. 66. 239, 101 807, 1,-815, 55. 48, S52, 497 17,202 132 1,539.000 426.600 83.000 460.000 .300 59.225 9.600 16.000 6.700 .025 1,598.225 436.000 99.000 466.700 .825 Total. 84,041.377 7,104.8 14.590 144.828 .075 809.346 10U779 11.016 1,109.466 .480 9.275 12, ,649.545 251.874 782.802 290.588 229.781 19.541 361.234 44.982 ,174.823 93.176 .867 8.900 .320 1,411.080 406.810 52.500 2.948 458.825 5.S 15.000 88.500 14.090 .989 4.189 94.597 17.636 7.090 26.484 11.474 2.671 2.868 1.265 8.162 918.572 478.797 1.556 445.324 3.055 88.860 22.878 8.904 26.502 1,272.180 13.958 10.157 84.575 1,046.216 7.779 97.289 17.515 6.000 1.' 8.400 47.708 14.420 9.866 128.250 8.519 818.698 69.213 9,870.000 157.518 11.500 24.000 85.500 2.775 14.090 .989 18.589 94.597 17.686 21.t80 26.484 11.474 146.999 2.948 810.611 109.931 924.588 1,583.263 2.086 445.419 8.055 48.125 22.376 1,658.449 278.876 2,054.482 804.491 289.888 19.541 13,407.450 7.779 142.271 1,192.838 99.176 2.1€5 12.300 48.028 2.425.500 416.176 180.750 3.519 321.646 527.538 9,870.000 162.916 26.500 62.500 35.500 37.350 214.055 242.100 886.966 184. 81T 16.86T 35.960 ,759.413 217.758 143.417 7,802.881 48.685 148. 72T 110.438 811.111 121.551 60,063.724 2,282.948 16.862 818.043 68.648 1,828.775 111.602 1,679.891 346.000 4,089.467 850. 50T 272.806 19.541 15,152.432 1,109.410 210.091 1,258.465 838.685 103.579 819.800 1,863.742 2,480.940 464.800 538.150 501.858 17,528.946 660.863 9,870.000 3,761.141 462.500 161.500 602.200 87.675 91,145.766 22,826.754 15,415.262 88,242.016 129,887,782 160 Andrews' report on No. 15. — ^DlSTRICT OF MlCHIUMACKINAC. Port of entry, Mackinaw; latitude 45^ 51', longitude 84^ 35'; popu- lation in 1850, 3,598. This, which is the most northerly of the lake districts, as well as the most extensive of them all, embraces that portion of the American coast on the western shore of Lake Michigan, froni Bheboygan, Wis- eonsin, 43^ 43|tiorth latitude, 88^ 01' west longitude, northward, including Manitowoc, Two Rivers, Green Bay, Lake Winnebago, with all its portSj in Wisconsin — embraces Little Bay Noquet, Big Bay Noquet ; the Fox, Manitou, and Beaver islands; the coast on the straits of Mackinaw; the St. Mary's river to the Sault ; thence west along the south shore of Lake Superior to Montreal river — all in the State of Michigan — and continues thence along the Wisconsin shore to the western extremity of the lake at Fond du Lac; whence it proceeds northeasterly along the shore of the Minnesota Territory to Port Charlotte, on the dividing line between the United States and the British possessions. The entire length of this coast-line considerably exceeds 1,300 miles, following the sinuosities of the shore ; and from the isolated situation of many portions of the district, it has been found impossible to obtain full or satisfactory returns. The country bordering upon the great length of coast in this district was partially explored, and even mapped, with sufficient accuracy, more than two centuries ago, by the French Jesuits — those indefatigable discoverers and civilizers, and pioneer colonists of the mighty West ; and from that period it has been at all times more or less frequently visited by missionaries, traders, trappers and hunters, until the pre- sent day, when a systematic and steady colonization may be said to be fairly established, together with a practical and successful develop- ment of its resources, by the cultivation of its productive lands, the prosecution of its fisheries, and the exploitation of its forests and its mines. Notwithstanding all this, there is much ground for the belief that the influence which it is one day destined to exercise on the com- mercial affairs of this continent, though it may be appreciated by a few far-reaching minds, is little forseen or understood by the people at large. The grounds existing for this confident expectation are to be found in the following peculiar, and in some degree singular, features of this district : First, the unequalled facilities which it possesses for navigation, afforded by its numerous lakes, bays and rivers, through which, and their artificial improvements, it has ready access to both the St. Lawrence and Mississippi, from which, by the various internal chains of canal and railroad, it has easy communications to almost every important market along the vast seaboard stretching from the Balize to the straits of Belleisle. Secondly, the unbounded productiveness of its fisheries, which may be, and are, it might be said, advantageously prosecuted through the entire length of its waters. Thirdly, the immense resources it possesses in the magnificent forests of pine which border all the southern portions of its coasts, and are COLONIAL AND LAKE TRADE. 161 capable of supplying Itimber for the entire consumption of the North- west. . And, fourthly, the incalculable wealth of the mineral regions of Lake Superior. These four influences — apart from any agricultural resources, which, under the stimulus of demand arising from the development of the former, are constantly and steadily on the increase — are already frit surely to a degree which has commanded the attention of those engaged in commercial pursuits, and in fact of the government itself. Every succeeding year fresh ports are springing into* existence at different points — all imperatively demanding aid for the construction of light-houses, and piers, and other facilities for navigation; and all as imperatively demanded by the requirements of a commerce growing spontaneously — not forced into life by any fictitious stimulants of specu- lation— with a rapidity and steadiness hitherto unknown in the com- mercial history of the world. At the southern extremity of this district is Manitowoc, about thirty- five miles north from Sheboygan, on the Michigan shore — a port which, almost unknown three years ago, has now, including the country in which it stands, a population of 5,000 inhabitants, and a trade, though hitherto almost entirely overlooked, already exceeding that of Chicago for 1839, as regards exports, although the imports are necessarily something inferior, owing to the smaller extent of country at present looking to Manitowoc for its supplies. The exports are principally lumber, laths, pickets, ashes, shingles, furs, wood, white-fish, &c., &c., to the value of. . . $77,122 The imports consist of merchandise, as salt, flour, pork, beef, meal, butter, lard, &c., to the value of 106,721 Making a total of 183,843 Entrances, 788 ; tonnage, 227,940. A few miles north of Manitowoc is the port of Two Rivers — also in Wisconsin-r-well situated for lake trade. Both these new ports require appropriations for light-houses and piers. The country adjacent to Two Rivers is finely timbered, and furnishes large quantities'of lumber for export, as also shingles, ashes, furs, &c. ; but, whenever the land shall be cleared, its exports will consist of grain, wool, animals, and other agricultural produce, such as is furnished by the land of Wisconsin generally. So that, in a few years, the commerce of these two ports may be expected to undergo an entire revolution — becoming, from exporters of lumber and importers of agricultural sup- plies, exporters, of the produce of the soil, and importers of assorted merchandise and luxuries. The business of Two Rivers will be confined to the peninsula east of Green Bay, and Lake Winnebago, and Fox river ; since that route, being more direct, and affording' extraordinary facilities for water trans- portation, will undoubtedly prevent any trade west of it from passing to the lake shore eastward. The local business, however, necessarily 11 162 ANDREWS REPORT ON flowing to these points on the shore, will keep up, for all time, an active- and advantageous trade at them. The port of Two Rivers has never before reported its commerce fully ^ but the followino; results show an excellent commencement : ■^& Imports in 1851. $115,000 Exports in 1851 112,763 Total . . . . „ 227,763 Of the imports there were for local purposes $42,585" Ditto for home consumption 72,424 Total 115,009 In 1847, the imports at this port were valued at $53,747. Of the exports there were — Products of the forest $90,072 Fisheries 16,198 Domestic manufactures 6,493 112,763 Entrances, 822 steam; 192 sail; making a total of 1,014 arrivals during the season. The next port claiming the attention of the commercial classes is in fact the most important in the district — Green Bay— situated at the southwestern extremity or headof the great basin of the same name> and the outlet of the Fox river. This poig:, indeed, bids fair to rival Chicago, as the lake depot for all that most important branch of the lake trade, which has its origin on the borders of the upper Mississippi. The work known as the Fox river improvement is now nearly completed, connecting the Mississippi with the great lakes, by steam navigation. This work has so greatly im- proved the naivigation of the Fox river, flowing from Lake Winnebago into Green Bay, as to admit the ascent of small steamers to the for- mer ; whence, by a further improvement of the Fox river, and a canal connecting it with the Wisconsin river, the passage is free to the Mis- sissippi, entrance to which is had about two miles below Fort Craw- ford. From this point steamers can navigate the Mississippi upward or downward, at option, as occasions may require.. This is the first water route which has been opened connecting the lake, with the Mississippi, navigable by steam power ; and what the practical result of its operation may be, is yet in the bosom of the future. Fort Crawford is situated 487 miles above St. Louis ; 257 above Burlington, Iowa; 80 above Galena, Illinois; 60 above Dubuque, Iowa ; 5 below Prairie du Chien ; 243 below St. Paul's, Minnesota Territory ; and 255 below the Falls .of St. Anthony. The distance from Green Bay to the mouth of the Wisconsin is about 220 miles, through the richest valley of Wisconsin; by this route, there- ore there is an uninterrupted steam communication from Buffalo, COLONIAL AND LAKE TRADE. 163 Oswego and Ogdensburg, or the Canadian cities, and the mouth of the St. Lawrence, to St. Louis, New Orleans, and the BaUze. This is certainly indicative of a new era in the practice of inland steam navigation ; as it will open at once an easy and direct comniu-^ nication between New York and the new States of Wisconsin, Iowa, and the Minnesota Territory, rendering any of the above-named points on the Mississippi easier of access by way of the lakes than St. Louis itself This is a fact which cannot be overlooked by immigrants, and will, therefore,; bring the public lands of those new States and Terri- tories advantageously into the market at no distant day. This line of communication also brings the lead mines of Galena nearer by a hun- dred miles to the lakes, than to St. Louis ; and to it ultimately all the hidden wealth of the upper Mississippi valley, incalculable in its amount and apparently inexhaustible, must become tributary — inasmuch as for the transmission of heavy freight and produce this is the easiest and most direct, and therefore, of course, the cheapest channel. Along the eastern portion of this route across the State of Wisconsin, there have already sprung up several promising ports on Lake Winnebago and Fox river; among them Oshkosh, Neenah, Menasha, Du Pere, and Fond du Lac, all well situated, with good harbor facilities, and rich agri- cultural regions circumjacent. The pubhc lands are in rapid progress of selection and settlement, whether by warrants or regular entry in the land offices, while plank roads are traversing the country in all direc- tions. Green Bay, which has for several years been a great depot for fish and lumber, is now rapidly becoming the great commercial depot for the internal trade of Wisconsin, and during the season of 1851 there was a line of steamers regularly plying between this point and Buffalo. Tlie completion of the Fox river improvement will, however, demand much greater facilities, henceforth, than have ever before been brought into requisition. No details of the business at Green Bay for the season of 1851 have been received, but it is notorious that the commerce of this place has advanced incalculably within the year ; and in the ab- sence of accurate information, it may be fairly assumed as follows : Imports $2,000,000 Exports • 1,000,000 Total 3,000,000 This estimate of imports may, at first view, appear too krge; but, when it is remembered that the country, in the rear and around, is com- parativety new, and unable, as yet, to export anything very material, and that the tide of emigration, constantly and regularly pouring in, de- mands a great quantity of supphes of all kinds for subsistence, for which it must be temporarily in arrear until the land shall be cleared, culti- vated, and brought up to the standard which shall constitute it an ex- pprting in heu of an importing region, this opinion will be reversed. In consideration of the great and still growing importance of Green Bay, and the remoteness of its situation from MichiUmackinac, it might properly be made a port of entry, with the shores of Winnebago, 164 Andrews' report on Green Bay, and the lake coast, from the straits of Mackinaw to Mani- towoc, constituting a new district. .Debouching into Green Bay, flov/ from the northward the rivers Oconto, Peshtego, and Menomonee — the latter a large stream, and for- merly, for some distance, the frontier line between the States of Michigan and Wisconsin. On it are situated several saw-mills for the cuttmg of lumber for the Chicago market. The source of this river is but a lew miles distant from the shore of Lake Superior, on the southern water- shed of the northern peninsula of Michigan. Its course is about two hundred miles in length to its outlet, in which space it has a descent of 1,049 feet, and is emphatically a river of cataracts and rapids, bring- ing down a vast volume of water, and occasionally spreading to a width of 600 feet. It can, therefore, be made available to any extent for water-power; though its navigation will be, in all times, limited to canoeing. The lower course of the Menomonee, toward its mouth, is bordered by tracts of heavily timbered pine-lands, the produce of which is now growing into brisk demand in the neighboring lumber markets. Below the Menomonee, to the northeast, the White Fish, Escanaba, and Fort rivers, discharge their waters into the Little Bay de Noquet. They are also fringed along their skirts by extensive pine forests, from which much lumber is annually manufactured. The Monistique falls into Elizabeth bay, farther to the north. The principal business carried on upon the islands of Lake Michigan, be- longing to this district, is fishing and wood-chopping ; steamers and propellers frequently stopping at them to wood, and obtain supplies of fish, for the latter of which groceries, fruit, &c., are given in direct barter. The climate is genial and the soil productive ; but the present inhabitants — being principally Indians and half-breeds, or fishermen*, who have few tastes except for fishing and hunting — contrive to subsist themselves principally by those employments, and the cultivation of small patches of corn and potatoes. The North and South Manitous have good harbors for the shelter of vessels, as well as the Foxes and Beavers. On the latter group there is a settlement of Mormons ; but so far as civilization, refinement, and the tilling of the soil are concerned, they are in no wise superior to the neig\iV)ormg iLn\)es o£ savages. Mackinac island, .in the straits of Mackinac, which connect Lakes Huron and Michigan, is an old missionary settlement and military post, first established above- two centuries ago by the French Jesuits, with that admirable forecast and political wisdom which they displayed in the selection of all their posts. It is, in fact, as to natural mihtary strength, tiiQ Gibraltar of the lakes, and might easily be rendered almost impregnable. The present fort, however, is a blunder, and could not be defended for half an hour, being commanded by an almost unassail- able height within half a mile in its rear, from which, in effect, at the commencement of the war of 1812, it was threatened with two or three light guns, dragged up the reverse during the night, by a handful of Indians and British, and, being unable to offer any resistance, was re- duced to an immediate surrender. It was for a long time an important depot of the American Fur Com- COLONIAL AND LAKE TRADE. 165 pany, and is still maintained as a nGiilitary station by the United States? and used as the rendezvous of the various Indian tribes, which resort thither annually to receive their government payments. Mackinac is now a place of considerable traffic, the principal ex- ports being fish and furs, the latter becoming annually more and more scarce; and the imports, blankets, ready-made clothing, fishermen's supphes, and trinkets for the Indians, who rarely carry away much of their receipts in money. This point is distant from Chicago 340 miles ; from Buffalo about 700 by water; and from the Sault Ste. Marie 120. No returns for its coastwise commerce are at hand for 1851. Its Canadian imports for 1851 were $3,967 Do. do. 1850 , 3,261 Increase on 1851 706 Duties collected in 1851 $818 Do. do. 1850 : 663 Increase on 1851 155- Sault Ste. Marie is situated on St. Mary's river, the outlet of Lake Superior, at about 120 miles from Mackinac, 405 from Detroit, and 921 from Washington. It is pleasantly situated on the west side of the straits, and at the foot of the rapids, whence its name. These rapids are about three quarters of a mile long, at about twenty miles below Lake Superior, with a fall of about twenty-one feet. The river SU Mary's is, in all, from Lake Superio^' to Huron, about sixty miles ia length, flowing first a few degrees north of east, then bending abruptly and flowing a few degrees east of south. '' Through its whole course it occupies the line of junction between the igneous and detrital rocks, forcibly illustrating to what extent the physical features of a country are influenced by its geological structure." Between Mackinac and the Sault Ste. Marie there are innumerable groups of small isknds, prin- cipally near the northern shore of Lake Huron and the mouth of the St. Mary's, their number having been estimated at thirty thousand. None of these are as yet of any commercial importance, unless it be St. Joseph's, which is beginning to export grain and live-stock. Hitherto the Sault Ste. Marie has been the head of lake navigation, in consequence of the interruption caused by the rapids at this point. When it is considered that the distance to be overcome does not ex- ceed one mile, with a lift 22 feet, and that the banks of the river nowhere rise to above twenty feet above the water hue, and are composed of soft, friable rock, imbedded in easy soil, it is astonishing that a shfp canal has not been opened long ago across this trivial portage — trivial in regard to the labor and expense of rendering it passable; the cost not being estimated as likely to go beyond a few hundred thousand dollars — which would open to the American lake marine the naviga- tion of the finest lake in the world, furnishing and requiring all articles necessary to build up an-d maintain a large and prosperous trade. In no other respect, however, is this obstacle slight or trivial ; for 166 Andrews' report on everything required for the facilitation of the vast, numerous and wealthy iron and copper mines of Superior, including machinery of enormous weight, and supplies and forage for the men and live-stock employed — nor this only, but the huge blocks of native copper and heavjr ore re- turning down this route — must. all be transported overland at extraordi- nary difficulty and expense. Even large vessels, several in number annually, are transported over this portage by means of ways and horse- power ; nor is it in the least extravagant to say, that the aggregate amount of money thus unnecessarily expended year after year, without any permanent result, would, if collected Tor a few seasons, defray not only the interest, but the prime cost of this most necessary work. " Efforts have been made, and will doubtless be renewed," says the report of Messrs. Foster and Whitney, on the copper regions of Lake Superior, *'to induce the government to construct a canal around these rapids, and thus connect the commerce of Lake Superior with those of the lower lakes. The mere construction of locks is not, however, all that is required. It will be necessary to extend a pier into the river above the rapids, to protect the work and insure an entrance to the locks. This pier will be exposed to heavy currents, and at times to large accumulations of ice, and must be constructed of the firmest materials and strongly protected." Matoinals of the best quality can be easily obtained, as the report goes to show, from Scovill's Point, on the Isle Royale, or the Huron islands, for the completion of the works, which would not, it is believed, at any rate exceed half a milUon of dollars. The effect of the removal of this untoward obstacle — which deters a large, useful, and healthy population from settling in this region — keeps the mineral lands out of the market, and in a very great measure debars the influx of mineral wealth, which could not be otherwise shut out — would fee to give a general stimulus to trade, and an infusion of vigor, activity and spirit to the whole movement of the country, with a general increase to the national wealth, entirely beyond the reach of calculation. It were, therefore, undoubted^ a wise and prudent policy, founded on the experience of all ages, and in nowise savoring of rash or specu- lative legislation, to disburse the small comparative amount necessary at once to render this vast addition to the national wealth, commerce, and marine, available. It is clearly impossible that young and necessarily poor States — as all new States unavoidably must be, until their lands are rendered capable of producing, and their mines ready for exploitation — can con- struct such works at their own expense ; and they must necessarily be raised by aid from government, or be left undone, from want of aid, to the great detriment of the community. Another though inferior consideration is this — that in case nothing is done by the United States government, a canal will undoubtedly be cut, even with the disadvantage of a ten-fold expense, through the hard igneous rocks on the British shore, by the Canadian government, which never lacks energy or enterprise when channels of commercial ad- vantage are to be opened or secured to itself. * And the result of this would be the diversion from the citizens of the United States of the COLONIAL AND LAKE TRADE. 167 large sums payable, in the way of tolls, on a work ten times more ex- pensive than would be requisite on the American side. The business of the Lake Superior country for 1851 is estimated as follows, for the articles which crossed the portage at the Sault : Imports, 100,000 barrels bulk ; in which are included 2,000 bundles pressed hay; 20,000 bushels of .oats and other kinds of grain ; provi- sions, dry goods, groceries, general supplies, and five mining engines ; forming an aggregate estimated value of $1,000,000. The exports passing around the rapids, for the same season, are as follows : 1,800 tons of copper, at $350 $630,000 500 tons of iron blooms, at $50 25,000 4,000 barrels fish, at $5 *20,000 The imports are about 40,000 barrels bulk in excess of the imports of 1850. The cost of transportation on the above one' hundred thousand barrels bulk was an average of about nine shillings a barrel from Detroit, or. a gross sum of $112,000 for the transportation of 100,000 barrels for a distance of 500 miles, all by water, with the exception of one mile. The opening of a ship canal at this point would undoubtedly reduce this cost by two-thirds within three years ; and within six years the actual savings would defray the whole cost of construction. Above the Sault is the whole coast of Lake Superior, awaiting onlv free communication with the lakes below to send forth the rich mineral treasures of that region in exchange for the manufactures and merchan- dise of the east. The lake is 355 miles in length, having an American coast to the extent of not much less than 900 miles. The area of the lake is 32,000 square miles ; its greatest breadth from Grand Island to Nee- pigon bay is 160 miles, and its mean depth of water 900 feet, with an elevation of 627 feet above the level of the sea, and 49 feet above the waters of Huron and Michigan. The water is beautifully clear and transparent, and abounds with the most delicious fresh-water fish, the jBavor and richness of which infinitely exceed those of the lower lakes, so that they will always command a higher price in the market. One species, the siskawit, has only to be known in the New York and east- ern markets in order to supersede all varieties of sea-fish, for unques- tionably none approach it in succulence and flavor. This lake is fed by about eighty streams, none of them navigable, except for "canoes, owing to the falls and rapids with which they abound. The more prominent of these rivers, flowing through Ameri- can territory, are the Montreal, Black, Presque Isle, Ontonagon, Eagle, Little Montreal, Sturgeon, Huron, Dead, Carp, Chocolate, La Prairie, Two-hearted, and Tequamenen. The Ontonagon and Sturgeon are the largest and most important rivers, which, by the removal of some obstructions at their rnouths and the construction of piers to prevent the formation of bars, might be converted into excellent and spacious har- bors, in the immediate vicinity of some of the most valuable mines, where the want of safe anchorage is now severely felt. 168 Andrews' report on The Txiouth of the Ontonagon is already a place of some growing business, as is La Pointe, at the Apostle islands, where is a good harbor. Eagle and Copper harbors are also places of commerce for the importation of supplies and the shipment of mineral produce. Ance, at the head of Keweenaw bay, Marquette, Isle Royale, where there is a good harbor, are all places rapidly growing into importance. It would seem that the whole lake coast, from the Sault Ste. Marie to the Isle Royale, is rich in iron and •copper ore, and it is scarcely possible to conceive the results which may be expected, when the present mines shall have been developed to their highest standard of produc- tiveness, and others, as unquestionably there will be, discovered and prepared for exploitation. There are at present two steamers, four propellers, and a considerable number of smaller sailing craft, all of which have been dragged over- land, by man and horse, across the portage, in constant employment carrying up supplies and bringing back returns of ore and metal. All these articles have necessarily to be transhipped and carried over the isthmus ; and yet, under all these disadvantages and drawbacks, the traffic is profitable and progressive. This consideration-only is sufficient to establish the possitive certainty of success which would follow the construction of an adequate and well-protected ship canal. Indeed it may be asserted, without hesitation, that a well-concerted .system of public works, river, lake, and harbor improvements, are only wanted to render the great lake regions, and this district not the least, the most valuable and most important, as they are now the most beautiful and most interesting portion of the United States. The enrolled tonnage for the Mackinac district, according to the official reports of June 30, 1851, is stated at 1,409 tons, all sail. This is evidently inaccurate, as there were several steamers and propellers plying, at that very date, on the lake above the Sault, and several small steamers running regularly on the waters of Green bay. Lake Winnebago, and the Fox river. The extreme inaccuracy, looseness, and brevity of the returns kept, and reports made from most of the lake ports of entry, can hardly be too much deprecated or deplored, rendering it, as they do, impossible to compile a complete report of the lake commerce sufficiently exphcit, and with details sufficiently full, to the perfect understanding of a sub- ject at once so intricate and so important. Canada trade in 1851. Imports. $3,967 Duty collected $818 No. 16. — District of Milwaukie. Port of entry, Milwaukie ; latitude 43^ 3' 45", longitude 87^ 57; population in 1840, 1,712 ; in 1850, 20,061. This district, which formerly was attached to that of Chicago, was erected in 1850, an^ the returns embraced in this report, being the first that have been made of its lake commerce, give little oppormnity for comparison. COLONIAL AND LAKE TRADE. 169 The coast extends from Sheboygan, Wisconsin, southward to the northern line of the State of Illinois, a distance of about a hundred miles, embracing the ports of Sheboygan, Port Washington, Kenosha, or Southport, Racine, and Milwaukie. These ports are all situated in the State of Wisconsin, on the western shore of Lake Michigan. She- boygan is immediately adjoining the district of Mackinac ; has a good situation for business, though the harbor needs some improvement. The State legislature has authorized a loan for this purpose of $10,000. There is an excellent farming country in the rear of Sheboygan, the soil of which ordinarily produces good returns of the first quality of grain ; in the last two years, however, the wheat crop has been almost a total failure. The imports of this port for 1851, were. $1,304,961 Exports, do. do. do. 121,705 Total 1,426,666 Entrances, 730. Port Washington, twenty-five miles north of Milwaukie, is a port of a growing and important trade, its harbor being formed by the projec- tion of a pier into the lake. The town is situated on a high bluff, which shields the pier from westerly winds. The country circumjacent is well adapted for agriculture, grazing, and wool-growing. The trade of this port is steadily on the increase. Imports ofTort Washington for 1851 $904,400 Exports, do. do 139,450 Total 1,043,850 Southport, the name of which has been recently changed with good taste, to the old Indian appellation of Kenosha, is a flourishing place situated on the bluffs, 35 miles south of Milwaukie, and sixty north of Chicago. Under the protection of the bluffs upon which the town stands, piers have been extended into the lake, alongside which vessels may lie and load or discharge cargoes, except during the prevalence of strong easterly gales, during the- height of which the seas sometimes are heaped on the piers, and break with such violence as to compel the shipping to stand off into the lake for sea-room. Like the rest of this portion of the State of Wisconsin, the soil about Southport is of a nature to encourage agricultural pursuits ; and in consequence the back coun- try is increasing very rapidly in population, and the prairies beginning to export their rich and varied produce, the result of which is a growth of the commerce of the port beyond the anticipations of the most san- gume. The returns show the imports for 1851 to have been $1,306,856 Do. do. exports for 1851 ..... 661,228 Total 1,968,084 Entrances, 856. 170 Andrews' report on Racine lies ten miles north from Kenosha, on a beautiful stream of the same name, which forms a harbor in all respects excellent, except for the wonted drawback of an awkward bar at its mouth. The popu- lation of Racine in 1840 was about 1,500 ; in 1850 it was 5,111. The principal business, however, is done on piers, which project from its mouth, as at Kenosha. The city is on a height, and is, without doubt, the most beautiful site for a lake city west of Cleveland. The back country, depending on the city for supplies and a market, is very simi- lar to that already described in other parts of the district. Its imports for 1851, were.; $1,473,125 Exports for do. 1,034,590 Total 2,507,715 Entrances, 1,462. Milwaukie, the port of entry and principal port in the district, is situated on Milwaukie river, which forms a good harbor for vessels and steamers of light draught, but it needs some improvement to make it easy of access to larger craft. The harbor of Milwaukie is in one respect very favorably situated, as there is a sort of bay, or bayou, running in behind the north point, making a fair shelter against all but easterly winds. The city stands partly on the river, and partly on the bluffs, which are very high and overlook the lake for many miles. It is ninety miles north from Chicago, and contains 25,000 inhabitants. It is the terminus of the Milwaukie and Mississippi railway, which is finished some fifty miles west, and is intended eventually to communicate with the Mis- sissippi at Dubuque, or Prairie du Chien. This road runs through one of the most fertile districts of Wisconsin, and will bring immense traffic to this port. Of late, owing mainly to the partial failure of the wheat crop during the two successive years of 1849 and 1850, the commerce of this district has not augmented so rapidly as for several years pre- viously, or as it probably would have done in the event of good or average crop^. The city of Milwaukie increased in population fro'm 1,712 inhabit- ants in 1840, to 20,061 in 1850, being a ratio of 1,072 per cent, greater than that of any other city during the. same perigd. It is situated 805 miles northwest from Washington. The commerce in 1851 is estimated for the city as follows : Imports $14,571,371 Exports 2,607,824 Total 17,179,195 Entrances^ 1,351. The commerce of the whole district for the same year was : Imports $19,560,713 Exports. 4,564,779 Total 24,125,510 Total entrances, 5,000. COLONIAL ANP LAKE TRADE. 171 The enrolled and licensed tonnage, on the 30th June, 1851, was set down in the official report at 2,946 tons, of which 287 tons were steam, and 2,659 tons sail. The official report of the collector, however, pub- lished at the end of the season, makes the tonnage of the district amount to 6,526 tons, giving employment to 325 men. Therefore there must be an error somewhere, as it is not possible that the tonnage of the district should have more than doubled itself within a few months. Such inconsistencies, however, seem to be the rule, not the exceptiaq, in the reports of the lake districts. The following table will show the business in a few prominent arti- cles of trade, in this district, for export from the several ports ; and the comparative trade of the pprt of entry for the years 1850 and 1851, according to the returns. Articles Milwaukie. Racine. Kenosha. Sheboygan PortWash- ington. 1851. 1850. 1851. 1851. 1851. 1851. Flour barrels... Pork do 113,233 3,832 2,331 181,904 ' 47,098 175,723 22,233 226,256 385,840 100,017 476 1,426 297,758 2,100 15,270 5,000 126,595 22,977 1,112 1,712 272,678 80,898 40,908 18,941 106,471 112,000 22,400 55 2,651 56 163 3,000 Beef. do Wheat bushels . . . 233,052 59,769 55,169 31,168 30,731 20,160 Oats do Barley do Corn do 3,650 1,000 2,000 1,500 Wool po.unds . . . 9,250 69,440 Hides do. . . . . . Lard ...... .'^. do 29/120 262 987,840 Ashes tons.. . Lead pounds . . . Lumber ..... M feet . . . 276 l.O.'^O.OOO ...;..%... 201 900 1,830 247 l,19e 3,384 Laths M.. . . Shingles do . . . Fish barrels . . . 1 j , 200 i . 1 The imports consist principally of assorted merchandise necessary for the consumption of a new country — salt, an3 the household prop- erty of emigrants. This district reports no .trade with Canada. 172 ANDREWS REPORT ON Statement showing the principal articles of export and import^ coastwise, i?i the district of MilwauJcie, during the year 1851. IMPORTS. Articles. Merchandise Sundries Salt Salt Fruit , Fish Lumber , Laths Shingles Cedar posts "Whiskey Coal Pi^ iron Water lime. ..... Cut stone Cheese Tan-bark Railroad iron, &c Fruit trees ....... Locomotives Potter's clay Quantity. 30,594 tons.. 6, 980... do... 31,985 bags.. 34,881 barrels. 17, 517.... do... 1,208.... do... 40,401 Mfeet. 4,556 M.;.. 13,125 M 12,788 6,517 barrels., 2,177 tons... 507... do 2,329 barrels. 3.50 tons... 124,240 pounds.. 1,375 cords.. 556 tons . . . 11,150 4 , 150 tons . . . Value. $15,297,000 3,502,287 4,698 43,601 26,275 4,832 404,010 45,560 26,250 2,556 65,170 15,239 12,400 3,494 1,750 7,454 27,500 27,800 2,787 40,000 450 19,560,713 EXPORTS. Articles. Value. Flour Pork Beef. Wheat Oats Barley.. . . . . Wool Hides Ashes Lard Broom-corn. Corn Merchandise Lead Lime Brick Hay Ship-knees. . Lumber . . . , Laths ...... Shingles . . . Fish Wood Staves Hops Hoop-poles . Potatoes . . . . Sundries.. . . 142,015 barrels. 5, 000.... do... 4,043 do... 687,634 bushels 193,405 do.. 137,163 do.. 372,708 pounds 504, 500.... do... 1,418 tons... 46,000 pounds. 843 tons. . . . 72,342 bushels 1 , 535 tons . . . 987,840 pounds. 2,500 barrels. 853,900 250 tons... 279 1,833 M feet. 247 M 1,199 M 3,584 barrels. 10,000 cords.. 200 M 10 tons . . . 50 M 25,000 bushels 4,534 tons... $426,045 70,000 28,301 412,580 38,681 274,327 111,812 20,180 141,800 ° 3,280 8,430 28,936 767,000 49,392 3,700 4,265 2,500 5,580 18,330 2,470 2,997 14,336 20,000 4,000 4,000 500 7,500 2,093,855 4,564,797 COLONIAL AND LAKE TRADE. 173 No. 17. — District of Chicago. Port of entry, Chicago; latitude 42^ 00', longitude 87^ 35' ; popu- lation in 1840, 4,470 ; in 1850, 29,963. This district is about eighty miles in extent of coast-line from Michi- gan City, in Indiana, to Waukegan,^ininois, embracing that portion of the coast of Lake. Michigan bordering on the States of Indiana and Illinois. Michigan City, Waukegan, and Chicago are the only ports. The commerce of Michigan City is comparatively small ; but having no definite returns from that point, it may be roughly estimated at $600,000. It is the only lake port of Indiana, and is about forty miles east from Chicago, and on the opposite side of the lake to that city. The Michigan Central railway passes through this place en route for Chicago, and most of the supplies of merchandise are received by it. The exports of flour, wheat, corn, and oats from this place are worthy of some consideration. Waukegan is situated forty miles north from Chicago, on the western shore of Lake Michigan, and is a thriving place of business, though its harbor consists only of piers, extending into the lake, similar to those at Racine, Sheboygan, and other places in the district of Milwaukie. The country circumjacent to it is becoming rapidly populous, and the land is fertile, and adapted amply and abundantly to repay all the expenses of toil and time annually bestowed upon it. It cannot, therefore, be reasonably doubted that its annual increase will not fall short of the general progress of its own and the neighbor- ing States. The account of the tonnage of this place is as follows : The entrances at Waukegan during the year 1851 weie 1,058; being 698 steamers, 244 propellers, 14 brigs, 105 schooners, 2 barques, and 3 sloops. The following is a concise statement of the commerce of Waukegan, with the names of some of the leading articles both of import and ex- port : IMPORTS. Articles. Quantity. Value. Merchandise tons . Lumber M. . Shingles.. .do. . Laths ,do. . Salt k barrels. Flour .' do. . . Apples do. . . Whiskey • do. . . Lime do. Broom-corn bales. Sundries unenumerated .. . . » Total imports . 1,110 4,368 809 475 2,804 371 809 451 210 108 $555,000 43,680 2,022 4,750 4,206 1,113 1,213 4,510 315 168 2,757 619,834 174 ANDREWS 11EJ?0RT ON EXPORTS. Articles. Quantity. Value. Wheat bushels. Oats. : do. . . Corn do. . . Barley Seed Flour . . .do. . . . . .do. . . .barrels. Pork do. . . Eggs do. . . Wpol pounds. Sundries unenumerated... 173,129 64,090 29,874 8,943 1,480 3,340 250 62 35,800 P03,977 12,918 11,949 4,471 1,480 10,020 3,500 372 10,740 35,391 Total exports.. Total imports. , 194,818 619,834 Total commerce of Waukegan . 814,652 The city of Chicago stands at the mouth of the Chicago river, with a population of about 40,000, and, as the river debouches into the head of Lake Michigan, is therefore the inmost port of the lake, and the far- thest advanced into the country, which supplies its export and consumes its import trade. It is, on this account, most favorably situated for a commercial depot. The river within a mile of its mouth being made up into two affluents, the northern and southern, the city lies on both banks of the main river, and to the west of both the tributaries, with floating bridges whereby to facilitate easy communication for the citizens. Four miles south of the 6ity, the Illinois and Michigan canal falls into the south branch at a place called Bridgeport, and up to this point this stream is navigable for the largest lake craft. The first level of the canal is fed from this stream by means of huge steam-pumps, which are constantly employed in forcing water to the height of about eight feet^ On entering the canal, therefore, the boats first ascfend a lock of about eight-feet lift, and thence, on their way to fhe Illinois, continually lock downward till they reach the lower level of that valley. • This canal is ninety-eight miles in length from Bridgeport to Peru, on the Illinois, and by means of it the waters of the Mississippi and the lakes are united, so that canal boats can readily pass from Chicago to St. Louis, and vice versa, as indeed to any point of the Illinois river, without detention or transhipment of cargo. The Galena and Chicago Union railway is open from Chicago to Roch- ford, a distance of eighty miles, and will soon be finished to Freeport, where it will effect a junction with the Galena branch of the Illinois Central railway. The Chicago and Rock Island road is completed to Juliet, forty miles' distance from Chicago, which is eventually to con- nect Chicago with Rock island, and which is expected to be completed and opened, within the space of one year, to the Mississippi. It is proposed to intersect lUinois with a net-work of railways, by which Chicago shall be connected with every portion of the State ; and beside these Hues, two or three ottiers are projected with the intent of connecting that city with Green Bay, Milwaukie, Beloit, and Janes- COLONIAL AND LAKE TRADE. 175 ville, Wisconsin, by railway, but it is still problematical whether they will be wrought to a successful termination. It is owing, doubtless, to the advantageous situation above described, that Chicago owes her rapid growth during the past few years, her en- viable commercial position for the present, mid her briUiant prospects for the future. In 1840 Chicago had a population of less than 5,000; in 1850 it num- bered upward of 28,000, having increased in one year, as shown by the returns of the city census of 1849, over 5,200; and the lowest estimate put upon the population in January, 1852, is 35,000 souls, while more generally it is rated at nearly 40,000 individuals. No parallel for so great an increase exists. The following tables will give some idea of the details gf the com- merce of Chicago, which will be found interesting as showing the pro- gressive business of the city, during a long series of successive years, as well as the alteration of the character of that business, as affected by the continual progression of the country, from an earlier and more im- perfect to a fuller and better developed system of cultivation. . The progressive value of the imports and exports of Chicago is ex- hibited during a series of fourteen years, which will be found to give the best idea of the actual progression of the place. Years. Imports. Exports. In 1836, 1837 1838. 1839. 1840 1841 1842 1843 1844 1845. 1846, 1847. 1851. P25,203 373,677 579,374 630,980 562,106 564,347 664,347 971,849 1,686,416 2,043,445 2,027,150 2,641,852 24,410,400 #1,000 10,065 16,044 38,843 228,635 348,862 659,305 682,210 785,504 1,543,519 1,813,468 2,296,299 5,395,471 From 1842 to 1847 the leading articles of export were wheat, flour, beef, pork, and wool. The quantities exported in those years were as follows : Years. Wheat. Flour. Beef & pork. Wool. In 1442 1843 1844. 1845, 1846. 1847. Bushels. 586,907 628,967 891,894 956,860 1,459,594 1,974,304 Barrels. 2,920 10,786 6,320 13,752 28,045 32,538 Barrels. 16,209 21,492 14,938 13,268 31,224 48,920 Pounds. 1,500 22,050 96,635 216,616 281,222 411,488 From 1848 to 1851 no valuation was made of the importations or 176 ANDREWS' REPORT ON exportations ; and the valuation of 1848 is deemed so utterly incorrect as to be valueless and unworthy of citation ; for the valuation for that year included, under the head of exports, every small bill of sale, whether sent into the circumjacent country for domestic consumption, or shipped, coastwise or foreign, by the lake, for actual exportation. It is therefore set aside. The following table shows the importations of lumber during the years mentioned: Articles. 1847. 1848. 1849. 1850. 1851. Boards Laths Shingles .feet. . ..No.. ..do.. 38,188,225 5,655,700 12,148,500 60,009,250 10,025,109 20,000,000 73,259,553 19,281,733 39,057,750 100,364,791 19; 890, 700 55,423,750 125,056,437 27,583,475 60,338,250 The table below exhibits some of the leading articles of export from Chicago during the same series of years, and shows the nature and increase or decrease of the trade in various articles : Articles. 1847. 1848. 1849. 1850. 1851. Wheat.. .... .bushels. . Flour barrels. . Corn bushels. . Oats do Beef barrels. . Pork do.... Tallow do. . . . 1,974,304 32,598 67,315 38,892 26,504 ■22,416 203,435 139,009 47,248 28,243 411,088 8,774 2,160,000 45,200 550,460 65,280 19,733 34,467 513,005 1,936,264 51,309 644,848 26,849 48,436 17,940 788,451 66,432 262,013 158,054 40,870 16,598 719,100 724,500 909,910 85,409 913,862 427,820 71,832 3,221,317 605,827 53,685 19,990 1,084,377 Lard .do . . . . 684,600 850,709 2,996,747 1,524,600 Bacon do. . . . 209,078 500,000 182,758 Wool pounds . . Hides .No . 520,242 1,086,944 1,617 CANADIAN TRADE IN 1851. Exports of domestic produce and manufactures. In American vessels . , - . » , $93,008 In British vessels . 23.117 Imports, In American vessels ..,....„.„ $4,935 In British vessels 876 5,811 Tonnage inward.-— American vessels—steam ...... 2 sail 2 British vessels — sail. , 2 116,185 Duty collected. $1,204 182 1,386 652 tons. 290 « 428 " COLONIAL AND LAKE TRADE. 177 Tonnage outward. — American vessels — steam 5 2,183 tons. sail../..... 7 1,628 '' British vessels 2 428 ** The country round the eity for miles is a level prairie, the soil of which is very fertile ; which has given Chicago its great agricultural start, and laid the permanent foundation for its increase. The Illinois and Michigan canal, which comes into the southern stream at Bridgeport, passes through one of the finest agricultural districts in the State, embracing the valleys of the Au Plaine, de Plaine, Fox, Kankakee, and Illinois rivers, and finally, by means of the latter, opens up to a northern market the great corn valley of the West. This canal was first opened for business in May, 1848, and has, therefore, been but four seasons in operation. Owing, however, to a partial failure of the wheat crop in this portion of the State, during those three years, the returns of tolls are much smaller than they would otherwise have been. The effect of the water connexion of Chicago with St. Louis may, however, be seen in the impetus given to the population and commerce of the city at or near that period. The canal tolls in 1848 amounted to $83,773; in 1849, to $118,787; in 1850, to $121,972; and in 1851, to $173,390. According to Judge Thomas's report, made in compliance with a reso- lution of the river and harbor convention, in 1847, the first shipment ot beef was made from Chicago in 1833; but that shipment must have been very triflino^, since, in 1836, the whole exports from the port were valued at $1,009; in 1837 they rose to $11,065; in 1838 to $16,044; in 1839 to over $32,000; and in 1840 to $228,635. In 1840 the im- ports were valued at $562,106. Since that year the increase in every article of export has been rapid, except wheat, which, for the three years last past, exhibits a decrease. The commerce of the port of Chicago in 1851 amounts to the sum of $29,805,871, consisting of $5,395,471 exports, and ^24,410,400 imports. At first view there appears in this statement a far greater discrepancy between the value of the imports and exports than is usual even in new countries. The difference may, however, be accounted for on this consideration : that, beside large quantities of rich and costly goods, all sorts of ready-made clothing, hats, caps, boots, and shoes, for the St. Louis market, are imported through Chicago, and by canal and river to their destination, all going to swell the importation returns for the extensive and growing trade of this place ; whereas, the goods are, from St. Louis, distributed to all sections of the country, as yet too poor and new to remit articles of produce for exportation by the same route. To this it must be added that casual fluctuations in the market prices at Chicago or St. Louis frequently determine the course by which inland domestic produce is shipped to the seaboard, whether by the lakes or the Mississippi, so that there may be an apparent bal- ance of trade against Chicago, when there is none such in reality. In 1851, Chicago received — mostly from the Illinois — and exported, no less than 3,221,317 bushels of corn ; also received by lake, mostly firom the lumber districts of Michigan and Wisconsin, 125,000,000 feet 12 178 ANDREWS' REPORT ON of lumber, 60,000,000 of shingles, and 27,000,000 pieces of lath, of which, according to the Chicago Tribune — esteemed the commercial journal of that place most worthy of confidence — 54,000,000 feet of lumber were shipped by canal, and 44,000,000 of these reached the Illinois river ; 51,000,000 of shingles were shipped by canal, and 47,000,000 of these reached the Illinois ; while of lath 12,000,000 left Chicago for the south, of which 11,000,000 passed beyond the termi- nus of the canal. The continued failure of the wheat crop in northern Illinois has turned •the attention of farmers to grazing and wool growing, for which the prairie lands are admirably adapted, and of this the results are par- tially seen in the returns. In 1851 there were slaughtered and packed, for American and Eng- lish markets, in Chicago, 21,806 head of cattle. The shipments of beef during the same year were 52,856 barrels ; and it is hardly neces- sary to say that this beef is of the finest quality, for Chicago beef is at this day as well known, both in the American and English markets, for its succulence and tenderness, as if it had been an established article in the provision trade for centuries, instead of years. The growth of wool in Illinois is not yet, by any means, developed, the trade in this article not having been ten years in existence, at the utmost, yet the exports of 1851 amounted to 1,086,944 pounds. Over and above these shipments, increased by the addition of 20,000 barrels of pork, there were exported during the year great numbers of cattle, hogs, and sheep, driven, or transported by railway and steamer, from the prairies of Illinois to the markets of Buffalo, Albany, and New York, alive. If these be taken as the results of the first few years of the grazing business, what may not be expected of the great resources of these prairie States, when they shall be fully developed and brought nearer to market by the railway facilities which are already contem- plated, and perfected by the complete stocking of the grazing lands ? Hemp and tobacco are also large products of this State. The arrivals at Chicago for 3851 are as follows: steamers, 662; propellers, 183; schooners, 1,182; brigs, 239; barques, 13; total, 2,279. Tonnage of the season, inward, 958,600. The enrolled tonnage of the district on the 30th of June, 1851, was 23,105, being 707 tons steam, and 22,397 tons sail. The following table will exhibit the quantity and value of the prin- cipal articles of export and import coastwise, at the port of Chicago, during the year 1851 : COLONIAL AND LAKE TRADE. EXPORTS. 179 Articles. Value. Flour barrels. . . Wheat bushels... Corn do Barley do Oats do Hemp pounds. .. Beef... barrels. . . Pork do Tallow pounds.. Lard do. . . . Hams do. . . . Shoulders do. . . v . Hides number. , . Wool pounds. . . Tobacco . « do Timothy seed barrels. . . Steam engines number. . . Sugar barrels. . . Salt do Reapers number. Potatoes bushels. Oil barrels. Merchandise tons . High wines barrels. Leather .pounds. Lead do. . . Iron do Furs do Buffalo robes do Cattle number. Sundries unenumerated 71,723 436,808 3,221,317 8,537 767,089 694,783 52,865 20,522 1,084,377 2,976,747 899,504 650,955 31,617 1,086,944 482,758 1,670 15 709 3,581 552 2,000 78 2,491 1,878 33,875 1,375,872 144,380 564,500 7,215 448 IMPORTS. $215,169 262,084 1,159,674 4,268 15,218 41,687 370,055 287,308 65,062 238,140 81,960 32,548 88,527 326,083 48,275 11,690 75,000 14,180 6,37J 55,200 500 1,872 1,245,500 18,780 16,937 68,793 1>4,438 564,500 3,657 13,440 48,55i) 5,395,471 Articles. Quantity. Value. Merchandise Barley Flour Wheat Lumber Shingles Lath Timber Sugar Molassas Salt Castings, car wheels and axles. Stoves Wood Wagons Nails and spikes Locomotives Leather Iron Fruit Fish Coffee Coal Sundries unenumerated tons. bushels. barrels. bushels. . . .thousand feet. thousand. .thousand pieces. cubic feet. pounds. gallons. barrels. pounds. ....... .number. cords. , number. pounds. .number. pounds. , tons. . ., barrels. do... .tons . 37,368 12,331 6,630 26,084 125,056 60,338 27,583 410,679 3,139,800 81,156 128,541 347,500 9,742 5,924 198 44,034 4 -11,567 10,286 9,836 5,257 11,316 30,000 $21,081,300 6,165 19,890 15,650 1,250,560 150,845 275,830 21,500 282,582 32,462 192,811 17,000 97,420 11,848 9,900 2,642 40,000 20,783 411,440 14,754 27,036 135,792 150,000 142,190 24,410,400 180 Andrews' report on THE LAKES. Heretofore the various districts of collection have been presented separately, with such statistics as were attainable and deemed neces- sary, in regard to their respective trade, tonnage, local resources, ave- nues and outlets for external communication, and for the facilities of exporting and importing produce, merchandise, &c. In many cases, however, the estabhshment of the districts being arbitrary, to suit the conveniences of the custom-house, and founded neither on geographical position, nor territorial limits of States — so that at one time characteristics the most different are presented in one and the same district, and at another many adjacent districts possess iden- tically the same qualities and facilities — it has been judged best, with a view to presenting a general and comprehensible synopsis of the va- rious regions, with their several interests, trades, improvements, and requirements of farther improvement, to give a cursory sketch of this most interesting region, lake by lake; and thereafter to collect the whole lake country, with its interests, and influence on the cities of the Atlantic coast, and on the increase, wealth, and well-being of the con- federacy at large, into one brief summary. Commencing, therefore, from the easternmost terminus of the lake country proper, and proceeding in due order westward, the first to be mentioned is LAKE CHAMPLAIN. This lake lies between the States of Vermont and New York, on the east and west, and for a small distance, at the northern end, within the British province of Canada East. It is about 110 miles in length from north to south, and varies in width from half a mile to 14 miles, wdth a depth of water varying from 54 to 282 feet. Its principal feeders are the outlet of Lake George, at Ticonderoga, the rivers Saranac, Chazy, Au Sable, Missisquoi, Winooski, and Wood and other creeks. Its outlet is by the Sorel, Richelieu, or St. John's river, into the St. Lawrence, some 45 miles below Montreal. The New York and Vermont shores of this lake are of a character the most opposite imaginable, that to the eastward being for the most part highly cultivated, fertile, and well settled, with grazing and dairy farms, lurnishing supplies for a thriving business in produce; while the counties of New York to the westward, wild, rocky, barren, and rising into vast mountains intersected by lakes, with litttle or no bottom lands and intervales, sends down lumber and iron in vast quantities; above ten thousand tons of iron ore, nine thousand of bloom and bar, and nearly three thous^d of pig-iron, having passed down the lake and entered the Champlain canal in 1851. There is, moreover, a large lumber trade, partially from Canada, passing down this lake and canal, to the amount last year of 116 millions of feet. The whole value of the commerce of Lake Champlain was, for 1846, about eleven millions; for 1847, seventeen; and for 1851, above COLONIAL AND LAKE TRADE. 181 twenty-six millions of dollars. -Its licensed tonnage for the same year was 8,130. The avenues and outlets of this lake trade are the Chambly canal, and Sorel river improvements, to the St. Lawrence river, afford- ing a free navigation up or down the lakes from the Sault Ste. Marie to the Gulf of St. Lawrence; and the Champlain canal, uniting at Waterford with the Erie canal and Hudson river, and thence giving access to the port of New York and the Atlantic ocean ; the Ogdens- burg railroad, from a fine port on the St. Lawrence, crossing the upper end of the lake, to Burhngton, where it makes a junction with the Rutland and Vermont Central railroads, and so proceeds to Boston and the eastern harbors of the Atlantic; and the Whitehall railroad by Ballston to ^ Troy, whence it has communication, via the Harlem and Hudson River railroads, with the city of New York — vast facilities for transportation, to which may be added all the advantages for vessels ascending the lakes, and coasting, possessed individually by each of the regions lying above it, on the St. Lawrence basin. LAKE ONTARIO. This lake is 180 miles, in length by 40 miles in average width; its mean depth is 500 feet, its height above the sea 232, and its area 6,300 square miles; its principal affluent is the outlet of the superfluous waters of all the great upper lakes, by the Niagara Falls and river. Its only tributaries of any consequence are, from the Canadian side the Trent and Credit, and from the State of New York the Black river, the Oswego, and the Genesee. Its natural outlet is by the channel of the St. Lawrence, through the thousand isles, and down a steep de- scent, broken by many rapids and chutes, to Montreal; and thence without further difficulty to the ocean. The shores of this lake on both sides, but more especially on the southern or New York coast, combine perhaps the most populous, thickly-settled, and productive agricultural regions of the United States, interspersed at every few miles of length by fine and flourishing towns, and beautiful villages, resting upon a wheat country — that of Genesee — inferior to few in the world for the productiveness of its soil, and the quality of its grain, and a fruit or orchard country not easily surpassed. It has also, bordering on its southern shore, the most valuable and largely exploited salt district of the United States; while all the regions adjoining it possess rare advantages in their admirable system of in- ternal communication, and especially in the Erie canal, running nearly parallel to the lake, through their whole length for a distance of three hundred and sixty-three miles from Buffalo, on Lake Erie, to Albany, on the Hudson river. The abundant water-power aflbrded by the rivers falling into this side of the lake is turned to much profit for the flouring both of domestic and imported grain, for transhipment by canal for New York and the Atlantic harbors. The avenues and outlets of the lake are as follows : It is united with Lake Erie by the Welland canal, round the Falls of Niagara, capable of admitting vessels of twenty-six feet beam, one hundred and thirty feet over all, and nine feet draught — the heaviest that can be carried across the flats of Lakes St. Clair above, and St. 182 ANDREWS REPORT ON Peters below — and equal to the stowage of three thousand barrels under deck. With the Gulf of St. Lawrence it has communication by the La- chine, Beauharnois, Cornwall, and Williamsburg canals, of superior capacity even to those on the Welland, constructed to admit the large lake steamboats plying between Montreal, Kingston, and Ogdensburg. Besides these, it has the Oswego canal, falling into the Erie canal at Syracuse ; and the Ogdensburg and the Oswego and Syracuse railways, uniting with the Albany and Buffalo, Great Western, Hudson river, and Vermont system of railways, having ramifications through all the New England States, and opening up to it free access to all the more important harbors on the Atlantic. In addition to these direct outlets, it of course incidentally possesses all those opening from Lake Champlain. The value of the commerce of this lake for 1851 amounted to about thirty millions, and its hcensed tonnage to thirty-eight thousand tons. The first steamer was launched on this lake in 1816. LAKE ERIE. This lake, which lies between 41^ 22' and 42^ 52' N. latitude, and 78° 55' and 83° 23' W. longitude, is elliptical in shape ; about 265 miles in length, 50 average breadth, 120 feet mean depth, and 565 feet above tide-water ; 322 above the level of Lake Ontario, 52 below that of Lakes Huron and Michigan ; being the shallowest, and, of consequence, most easily frozen, of all the great lakes. Lake Erie is singularly well situated with regard to the soil, char- acter, and commercial advantages of the countries circumjacent to its waters ; having at its eastern and southeastern extremity the fertile and populous plains of western New York ; west of this, on the southern shore, a portion of Pennsylvania, and thence to the river Maumee, at the western extremity of the lake, the whole coast — pro- ductive almost beyond comparison — of Ohio, containing the beautiful and wealthy cities of Cleveland, Sandusky, and Toledo. On the west it is bounded by a portion of the State of Michigan, and on the north by the southern shore of the rich and highly cultivated peninsula of Canada West — undoubtedly the wealthiest and best farmed district of the Canadian province, and settled by an energetic, industrious, and intelligent population, mostly of North of England extraction and habit, and differing as widely as can be conceived from the French and Irish agriculturists of the lower colony. The whole of the country around Lake Erie is, to speak in general terms, level, or very slightly rolhng, with a deep, rich, alluvial soil, covered in its natural state with superb forests of oak, maple, hickory, black walnut, and in certain regions pine, and producing under culti- vation magnificent crops of wheat, corn, barley, and oats, besides feed- ing annually vast multitudes of swine and beef-cattle for the eastern, provincial, and transatlantic marts. No equal amount of land, perhaps,^ on the face of the globe, contains fewer sterile or marshy tracts, or more soil capable of high cultivation and great productiveness, than this region — as is already evidenced by its large agricultural exports ; and COLONIAL AND LAKE TRADE. 183 when it is considered that the portions under cultivation are as yet comparatively a small part of the whole, while none has probably been yet brought to the utmost limit of profitable culture, what it may one day become, is as yet wholly incalculable. This lake has few islands, and these principally toward the western end; but on the northern shores it has three considerable promonto- ries— Long Point, Landguard Point, and Point au Pele — which do not, however, afford much shelter to shipping. The tributaries of this lake are : From Canada the Grand river, a stream of considerable volume, with fine water-power, having at its mouth the harbor of Port Maitland, probably the best on the whole lake, and the only one worthy of note on the Canada side. From New York it receives the Cattaraugus creek, and the Buffalo creek, at the outlet of which is the flourishing city and fine harbor of Buffalo. From Ohio it is increased by the waters of the Maumee, Portage, Sandusky, Vermillion, Black, Cuyahoga, Grand, Ashtabula, and Conneaut rivers, and by those of the Elk and some other small streams from Pennsyl- vania. Infinitely its largest and most important affluent is, however, the wide and deep river of Detroit, which, flowing down — with a rapid stream and mighty volume of water — a descent of 52 feet in some 60 miles, pours into it the accumulated surplus of the three mighty lakes above it, and all their tributary waters. Its natural outlet is the Niagara river, which, with an average width of three quarters of a mile and a depth of forty feet, descends, in about 35 miles, 322 feet over the foaming rapids and incomparable cataract of Niagara, which of course prevents the possibility of navigation or flotation down the stream, though it is crossed at several points by fer- ries of various kinds. Lake Erie, however, is connected with Ontario by the Welland canal, a noble work on the Canadian side, having a descent of 334 feet effected by means of 37 locks, and passable from lake to lake by ves- sels of 134 feet over all, 26 feet beam, and 9 feet draught, stowing 3,000 barrels under deck. By means of this fine improvement, it has free egress to Lake On- tario, and thence to the St. Lawrence ; and by the various improve- ments of that river, and communications from Ontario and Champlain, to many points, as heretofore enumerated, on the Atlantic seaboard. The artificial outlets of this lake are very numerous, and no less im- portant ; many of them already of considerable age, and reflecting much credit on the early energy and enterprise of the State of New York, by which they were principally constructed, in order to secure a precedence in the trade of the great West. These are, the Welland canal, as described ; the Erie canal, connecting the waters of Lake Erie with the Hudson river, and thus by direct navigation with the Atlantic ; the Erie and Beaver canal, from Erie, Pennsylvania, to Beaver, on the Ohio, affording access to Pittsburg and Cincinnatti ; the Ohio canal, connecting it with the Ohio river at Portsmouth, one hundred miles above Cincinnatti, and again (by a branch to Beaver) with the same river about forty miles below Pitts- burg; the Erie and Miami canal, from Toledo to Cincinnati; and the Wabash canal, connecting the Miami and Erie with the Ohio at Evans- 184 Andrews' report on ville, in Indiana ; and with the Wabash river navigation at Lafayettev in the same State. For land steam transportation it has the New York Central railway to Albany, where it communicates with the Great Western, Hudson river, Harlem, Housatonic, and all the eastern railroads ; the BufFala and Corning and New York railroad, connecting at Hornelsville and Corning with the Erie railroad, direct from Dunkirk to New York city, and the projected Buffalo and Branlford railway to Brantford, Canada West. It has, again, through the State of Ohio, the Cleveland and Co- lumbus railway, the Columbus and Xenia railway, and the Little Mi- ami railway, to Cincinnati ; the Sandusky and Mansfield railway, con- necting with the Cleveland and Columbus road at Shelby ; the Madison and Lake Erie railroad, from Sandusky city to Springfield, and th'enc© by the Little Miami railroad, in one connexion, and b}^ the Great Mi- ami railroad (the Cincinnati, Hamilton and Dayton road) in nnother, to Cincinnati ; and the Lake Shore railway, destined to be carried to To- ledo, where it will connect with the Michigan Southern railroad to the head of Lake Michigan and to Detroit, whence it will liave access tn> New Buflfalo and Chicago, and ultimately to Galena and the Missis- sippi, and Fond du Lac, Winnebago, and Green Bay, ou Lake Mich- igan. The estimated value of the commerce of Lake Erie is $209,712,520. But it is difficult to define accurately between tlie lakes, so closely is their trade intermingled. The licensed tonnage of the lake is 138,852 tons, of which a large and increasing proportion is steam. LAKE ST. CLAIR. This small lake, which forms the connecting link, by means of the St^* Clair and Detroit rivers, between Lakes Huron, Michigan, and Erie, is but an inconsiderable sheet of water if compared with the vast inland seas above and below it, not exceeding twenty miles in length by thirty in width. It has an average depth of twenty ieet of water, although its mud flats between Algonac and the embouchure of the Thames river are extremely shoal, covered with luxuriant crops of wild rice, and navigable only by a shallow and tortuous channel, never capable of ad- mitting above nine, and in dry seasons not more than seven or eight feet burden. It receives from the Canadian shore the Thames river, with some smaller streams, the principal af which is the Chenail Ecarte; and from Michigan the river Clinton, at the mouth of which is Mt. Clements, which with Algonac, at the outlet of the St. Clair, its principal affluent? are the only shipping places on its waters. At the upper end. Lake St. Clair is filled with many large, low islands^ some of them bearing such trees as love the waters ; these being capable of some degree of cultivation, and others mere flats, covered with wild meadows, affording rank grass as their sole production. From the prin- cipal channel, looking toward the Canadian coast, the whole expanse of the lake, for many miles' distance, resembles a vast morass of the waving wild rice, intersected by small winding bayous ; close to the Canadiaa COLONIAL AND LAKE TRADE. 185 shore, however, there is another pass from the mouth of the Thames lakeward. This lake has little commerce proper to itself beyond the sale of wood, fruit, vegetables, and suppUes for passing steamers and sailing craft, although some ship building is done on its waters, and the largest steamboat running on the lakes launched upon them. No separate returns of the small shipping places in the district of De- troit having been made since 1847, it is impossible even to approximate the trade of Lake St. Clair ; but when it is considered that the whole business of the upper lakes, including the prosperous towns and im- measurably wealthy back countries on both sides of Lake Michigan, and all the mineral regions of Lakes Huron and Superior, pass through this outlet, it cannot but appear at a glance how vitally necessary is the action of Congress for the removal of the obstructions in Lake St. Clair and Lake St. George, and the construction of a ship canal around the Sault Ste. Marie ; nor can it fail to strike every one who compares the apathy of the American government, in opening the navigation of the upper lakes and the St. Lawrence, with the energy and earnestness dis- played by the British and Provincial authorities in conquering the far superior obstacles presented to navigation on its lower waters, and in perfecting a free ingress and egress from the ports of Lakes Huron and Michigan to the tide- waters of the Atlantic ocean. The commerce of all the lakes to the northward and westward of Lake Erie has an estimated value of above sixty millions of dollars, with a licensed tonnage of nearly thirty thousand tons of steam and sail — a wonderful amount, when the brief period of the existence of this trade, and of the States themselves which iiirnish it, is taken into con- sideration. LAKE HURON. This superb sheet of water lies between Lake Superionon the north- west, Lade Michigan on the southwest and west, and Lakes Erie and Ontario on the south and southeast. It is two hundred and sixty miles in length, and one hundred and sixty in breadth in its widest part, in- clusive of the Georgian bay, a vast expanse — almost a separate lake — divided from it by the nearly continuous chain of promontory and islands formed by the great peninsula of Cabot's Head, the Manitoulin, Cockburn, and Drummond groups, up to Point de Tour, the eastern- most cape of northern Michigan. It is said to contain thirty-two thou- sand islands, principally along the northern shore and at the north- western end, varying in size from mere rocky reefs and pinnacles to large and cultivable isles. The surface of Lake Huron is elevated five hundred and ninety-six feet above the surface of the Atlantic, and de- pressed forty-five below that of Lake Superior, and four below that of Michigan. Its greatest depth is one thousand feet, near the west shore. Its mean depth is nine hundred feet. It is bounded on the north and east by the Canadian shore, which, above Goderich, is bold and rocky, carrying a great depth of water to the base of the iron-bound coast, with an interior country which may be generally described as a desolate and barren wilderness. 186 Andrews' report on At the soathern extremity of the Great Georgian bay, whence there is a portage via Lake Sincoe to Toronto, not exceeding a hundred miles in length — the future line of a projected railway — is the small naval and mihtary station of Penetanguishine, with some unimportant Canadian settlements on the river Wye, Nottawasauga bay, Owen's sound, &c., and on the islands westward of it some considerable reserves of Chippewa and Pottawatomie Indians. Far up the northern shore are the Bruce mines, under the Lacloche mountains, and opposite to them the settlement on the fertile and partially cultivated island of St. Joseph. These are all the signs of cultivation or improvement on the British side, below the river St. Mary's, on which there is a long, straggling village, with a fort or station of the Hudson Bay Company, over against the American village at the Sault. On the west it has the eastern coast of Michigan, with the deep indentation of Saginaw bay, as yet thinly settled and only cultivated to a limited degree, though the lands of the interior are of unsurpassed excellence and fertility as a grain country, and at the present time extremely valuable for their fine lumber. Lake Huron is ill-provided with natural harbors, having none on the eastern shore, except that afforded by the entrance of a small river at Goderich, between the St. Clair rivor and Cape Hurd, on Cabot's Head. The western shore has — though somewhat better provided — only two or three safe places of shelter in heavy weather, the principal and best of which are Thunder bay and Saginaw bay, the latter of which con- tains-several secure and commodious havens. This lake has no out- lets of any kind for its commerce, except the natural channel of its waters, by the river, and across the flats of St. Clair to the eastward — no canal or railroad as yet opening on its shores; though it will cer- tainly not be many years — perhaps not many months — before the great Western railroad through Canada will open to it, via Penetanguishine, Hamilton, and the Niagara Falls and Buffalo railways, a direct and very short cdmmunication with the Atlantic seaboard — making a saving of above six hundred miles of distance from the Sault Ste. Marie. By the straits of Mackinaw it has an outlet to the southward, into Lake Michigan, and enjoys through it communication, via Green bay and Lake Winnebago, the Fox and Wisconsin rivers, with the Mississippi and the Gulf of Mexico. LAKE MICHiaAN. This, which is second of the great lakes in size — inferior only to Lake Superior — is, in situation, soil, and climate, in many respects, preferable to them all. Its southern extremity running southward, into fertile agricultural regions, nearly two degrees to the south of Albany, and the whole of its great southern peninsula being embosomed in fresh waters, its climate to the southward is mild and equable, as its soil is rich and productive. It lies between 41° 58' and 46^ north latitude, and 84o 40' and 87o 8' west longitude ; is 360 miles in length, and 60 in average breadth ; contains 16,981 square miles, and has a mean depth of 900 feet. On its western shore it has the great indentation of Green bay, itself equal to the largest European lakes, being a hundred COLONIAL AND LAKE TRADE. 187 jniles in length, bj^ thirty in breadth, well sheltered at its mouth, by the Traverse islands, and having for its principal affluent the outlet of Lake Winnebago and the Fox river. The other principal tributaries of Lake Michigan are the Manistee, Maskegon, Grand, Kalamazoo, and St. Joseph rivers, from the southern peninsula of Michigan ; the Des Plaines, OTlaines, -and Chicago rivers from Indiana and Illinois ; and from the northern peninsula of Michigan, the Menomonie, Escanaba, Noquet, White-fish, and Manistee rivers. The lake is bounded to the eastward by the rich and fertile'lands of the southern peninsula of Michigan — sending out vast supplies of all the cereal grains — wheat and maize especially — equal if not superior in quality to any raised in the United States ; on the south and south- west by Indiana and Ilhnois — supplying corn and beef of the finest quaUty, in superabundance, for exportation ; on the west by the pro- ductive grain and grazing lands and lumbering districts of Wisconsin ; and on the northwest and north by the invaluable and not yet half- explored mineral districts of northern Michigan. The natural outlet of its commerce, as of its waters, is by the straits of Mackinac into Lake Huron, and thence by the St. Clair river down the St. Lawrence, or any of internal improvements of the low^er lakes, and the States hereinbefore described. Of internal communications it already possesses many, both by canal and railroad, equal to those of almost any of the older States, in length and availability, and inferior to none in importance. First, it has the Green bay. Lake Winnebago, and Fox river im- provement, connecting it wdth the Wisconsin river, by which it has access to the Mississippi river, and thereby enjoys the commerce of its upper valleys, and its rich lower lands and prosperous southern cities ; and second, the Illinois and Michigan canal, rendering the great corn valley of the Illinois tributary to its commerce. By railways, again, perfected or projected, it has, or will shortly have, connexion with the Mississippi, in its upper waters and lead regions, via the Milwaukie and Mississippi and the Chicago and Galena hnes. To the eastward, by the Michigan Central and Southern railroads, it communicates with the Lake Shore road, and thence w4th all the eastern lines from Buffalo to Boston ; and to the southward it will speedily be united, by the great system of projected railroads through Illinois and Indiana, to the Mis- sissippi and Ohio river. It is impossible not to be convinced, on surveying the magnificent system of internal improvements so energetically carried out by these still young, and, as it were, embryo States, that if they w^ere, in a degree, anticipatory of their immediate means and resources, they were not really in advance of the requirements of the age and country. This is sufficiently proved by their triumphant success, and by the high position of population, civilization, agricultural and commercial rank to which they and they alone have raised, as if by magic, the so lately unexplored and untrodden wildernesses of the west. By the strong, deep, and rapid river of St. Mary's, wath its broad and foaming Sault, Lakes Michigan and Huron are connected with what may be called the headmost of the great lakes, though itself the recipi- ent of the waters of a line of lakes extending hundreds of miles farther 188 KEPORT ON to the northwestward, though unnavigable except to the canoes of the savage. LAKE SUPERIOR. Lake Superior is bounded on the south by the northern peninsula of Michigan and part of Wisconsin, on the west and northwest by a por- tion of the Minnesota Territory, and on the north and northeast by the British possessions. The lands immediately adjoining it are, for the most paTt, sterile, barren, and rugged beyond description, consisting, for the most part, on the southern shore, of detrital, and on the northern, of igneous rocks, covered with a sparse and stunted growth of pines and other evergreens, mixed with the feeble northern vegetation of birch, aspen, and other deciduous trees of those regions. Little of the shores, it is believed, are susceptible of cultivation ; and it is likely, when these wild districts become — as they one day will, beyond doubt — the seat of a large laborious population, that its inhabitants will depend mainly for their supplies of food and necessaries, as of luxuries, on the more genial regions to the south and eastward. The tributary rivers of this lake are numerous, and, bringing down a large volume of water, afford superabundant water-power for manufactories the most extensive in the world, though, from their precipitous descent and numerous falls and chutes, they can never be rendered navigable for more than a few miles above their mouths except for canoes ; and even for these, owing to the number and difEculty of the portages, the ascent is laborious in the extreme. That these regions will, at no very distant future period, be largely, if never densely, peopled, may be held certain, since, from the east to the west the whole southern shore abounds with copper — not, as it is generally found, in ore yielding a few per cent., but in vast veins of almost virgin metal, the extent of which is yet unexplored, as it is probably unsuspected and incalculable. So long ago as when the French Jesuits discovered these remote and desolate regions, early in the seventeenth century, these mines were known and worked by the Indians, who, at that time, possessed implements and ornaments of copper. They concealed, however, the situation of these mines with a superstitious mystery ; and as instruments and weapons of iron and steel were introduced among them by the white man, the use of copper fell into abeyance, and the existence of the mines themselves was lost in oblivion. Within a few years there have been rediscovered several mines — some of which, and those by no means the least productive, have been discovered within a year or two of this date — which are now in the full current of successful exploitation. Many more are doubtless yet to be discovered, as the whole region is evidently one vast bed of sub- terraneous treasure. The isles Royale and Michipicoton are also, beyond question, full of copper, as are portions of the British coast to the northward, where two or three mining stations have been already established, with more or less prospects of success. The grounds of these prospects, and the character of the country and its mineral depos- ites, are very ably and graphically described in the interesting memoir, by Dr. Jackson, on the geology, mineralogy, and topography of Lake COLONIAL AND LAKE TRADE. 189 Superior, which is appended to this report, and which, it is believed, contains most correct and valuable information. As 3^et, beyond the mining stations and the village at the Sault, Lake Superior has no towns or places of business except the points for shipping tne mineral products of her soil, and receiving the supplies necessary to the subsistence of the men and animals employed in the exploitation of her treasures. Nor beyond this has she any trade, un- less it be the exportation of her white-fish and lake trout, which are unequalled by any fish in the world for excellence of flavor and nu- tritious qualities. The only inlet for merchandise, or outlet for the produce of this vast lake, and the wide regions dependent on it, is the portage around the Sault, across which every article has to be transported at prodigious labor and expense ; whereas, by a little less exclusive devotion to what are deemed their own immediate interest, on the part of the individual States of the Union, and a little more activity and enter- prise on that of the general government, an easy channel might be constructed at an expense so trivial as to be merely nominal, the results of which would be advantages wholly incalculable to the commerce of all the several States, to the general wealth and well-being of the nation, and to the almost immediate remuneration of the outlay to the general government by the increased price of, and demand for, the public lands in those regions. Geology^ Mineralogy J and Topography of the lands around La Jce Superior; by Charles T. Jackson, M. i)., late United Slates Geologist and Chem- ist, Assay er to the State of Massachusetts, a?id late Geologist to the States of Maine, New Hampshire, Rhode Island, and for the public lands of Massachusetts, Lake Superior is the largest sheet of fresh water on the face of the globe, and is the most remarkable of the great American Jakes, not only from its magnitude, but also from the picturesque scenery of its borders, and the interest and value attaching to its geological features. As a mining region it is one of the most important in this country, and is rich in veins of metallic copper and silver, as well as in the ores of those metals. At the present moment it may be regarded as the most valua- ble mining district in North America, with the exception only of the gold deposites of California. This great lake is comprised between the 46th and 49th degrees of north latitude, and the 84th and 92d degrees of longitude,* west of Greenwich. Its greatest length is 400 miles; its width in the middle is 160 miles, and its mean depth has been estimated at 900 feet. Its sur- face is about 600 feet above the level of the Atlantic ocean, and its bot- tom is 300 feet below the level of the sea. The ancient French Jesuit Fathers, who first explored and described this great lake, and pubhshed an account of it in Paris in 1636, describe the form of its shores as similar to that of a bended bow, the northern shore being the arc, and the southern the cord, while Keweenaw Point, projecting from the 190 Andrews' report on southern shore to the middle of the lake, is the arrow. This graphic description is illustrated by a map, prepared by them, which displays the geographical position of the shores of this great lake with as much fidelity as most of the' common maps of our own day, and proves that those early explorers were perfectly familiar with its shores, and knew how to make geographical surveys with considerable exactness. Refer- ence to a former report to the government of the United States by my- self, (31st Congress, 1st session, Ex. Doc. No. 5, part 3d, Washington, 1849,) fully demonstrates how much was known to the early French explorers of the geography and mineral resources of Lake Superior and the regions circumadjacent ; and that report will be found, notwith- standing some omissions and interpolations, for which I do not hold myself responsible, to contain much that will tend to throw light on the mineral resources of the pubhc lands lying along the southern shores of the lake. The coast of Lake Superior is formed of rocks of various kinds and of different geological groups. The whole coast of the lake is rock- bound, and in some places mountain masses of considerable elevation rear themselves from the immediate shore, while mural precipices and beetling crags oppose them.selves to the surges of this mighty lake, and threaten the unfortunate mariner, who may be caught in a storm upon a lee shore, with almost inevitable destruction. Small coves, or boat harbors, are abundantly afforded by the myriads of indentations upon the rocky coast; and there are a few good snug harbors for vessels of moderate capacity, such as steamboats', schooners, and the like. Isle Roy ale, though rarely visited by the passing vessels, affords tlie best harbors. Keweenaw Point has two bays in which vessels find shelter, viz.. Copper harbor and Eagle harbor. Adequate protection may be found from the surf under the lee of the Apostle islands, at LaPointe; and there is tolerable anchorage at the Sault de Ste. Marie, the port of embarcation upon St. Mary's river, at the outlet of the lake. There are»but few islands in Lake Superior ; and in this respect it differs most remarkably from Lake Huron, which is thickly dotted with isles and islets, especially on its northern shore. Owing to the lofty crags which surround Lake Superior, the winds sweeping over the lake impinge upon its surface so abruptly as to raise a peculiarly deep and combing sea, which is extremely dangerous to boats and small craft. It is not safe, on this account, to venture far out into the lake in batteaux ; and hence voyageurs generally hug the shore, in order to be able to take land in case of sudden storms. During the months of June, July, and August, the navigation of the lake is ordinarily safe ; but after the middle of September great caution ij re- quired in navigating its waters, and boatmen of experience never ven- ture far from land, or attempt long traverses across bays. Their boats are always drawn far up on the land at every camping-place for the night, lest they should be staved to pieces by the surf, which is liable at any moment to rise and beat with great fury upon the beaches. The northern or Canadian shore of the lake is most precipitous, and consequently most dangerous to the navigator. On the south shore, again, the sandstone cliffs, which rise in mural or overhanging preci- pices directly from the water's edge for many miles, afford no landing- COLONIAL AND LAKE TRADE. 191 places. This is the case especially along the cliffs at the Pictured Rocks, and on the coast of Keweenaw bay, called VAnse by the French voyageurs. On the coast of Isle Royale there are beautiful boat harbors scattered along its whole extent on both sides of the island ; and at its easterly extremity the long spits of rocks, which project like fingers far into the lake, afibrd abundant shelter for boats or small vessels, while at the western end of the island there is a large and well-sheltered bay, called Washington harbor. Near Siskawit bay the navigator must beware of the gently-shelving red sandstone strata which run for many miles out into the lake, with a few feet only of water covering them. Rock harbor, on the south side of the island, is a large and perfectly safe harbor for any vessels, and has good holding ground for anchorage, with a very bold shore ; while the numerous islands, which stand like so many castles at its entrance, protect it from the heavy surges of the lake. The whole aspect of tliis bay is not unlike that of the bay of Naples, though there is no modern volcano in the back ground to complete the scene. None of the American lakes can compare with Lake Superior in healthfulness of climate during the summer months, and there is no place so well calculated to restore the health of an invalid who has suffered from the depressing miasms of the fever-breeding soil of the southwestern States. In winter the climate is severe, and at the Sault Ste. Marie mercury not unfrequently freezes ; but on Keweenaw Point? where the waters of the lake temper the chillness of the air, the cold is not excessive, and those who have resided there during the winter say that the cold is not more difficult of endurance than in the New England States. Heavy snows fall in mid-winter on this promontory, owing to its almost insular situation ; but the inhabitants are well skilled in the use of snow-shoes, so that the snow is not regarded as an ob- stacle to the pedestrian, while on the newly-made roads the sleds and sleighs soon beat a track, on which gay winter parties ride and frolic during the long winter evenings of this high northern latitude. From researches which I have made, it appears that the mean annual tem- perature at Copper Harbor, on Keweenaw Point, is 42° ; and from my experiments on the temperature of the lake, at different seasons of the year, the waters of this great lake are shown to preserve a constant tem- perature of about 39J^ or 40° F., which is that of w^ater at its maxi- mum density. It is known that Lake Superior never freezes in the middle, nor any- where except near its shores, from which the ice very rarely extends to more than ten or fifteen miles distance. Occasionally, in severe win- ters, the ice does extend from the Canada shore to Isle Royale, which is from fifteen to twenty miles distant ; so that the caribou and moose cross over on it to the island, whither the Indian hunters sometimes follow them over the same treacherous bridge, liable, although it is, to be suddenly broken into fragments by the surges of the lake. By the action of drifting ice, not only have boulders of rocks and of native copper been transported far from their native beds, and depos- ited upon the shore at distant places, but even animals, .such as squir- rels, rabbits, deer, moose, caribou, and bears, have thus navigated 192 Andrews' report on the waters of Lake Superior, and been landed on islands to which they could not otherwise have gaiaed access. The mouth of every river on the lake shore reveals, by the debris brought down by ice in the spring freshets, the nature of the rocks and minerals which occur in its immediate banks or bed ; and thus indicates to the explorer the proper places where to search for ores or metals. The early French explorers noticed the fact of the transportation of masses of native copper and rock by drift ice, but they made no use of these facts to discover the native deposites of metals in the rocks which border on the rivers. It was by following the hint drawn from these traces that my assistant and myself were enabled, in 1844 and 1845, to discover and make known to the country those valuable mines, which have so astonished the world by their metallic contents, and which subsequently induced the government of the United States to undertake a geological survey of that teritory, with the conduct of which I was charged by the Hon. Robert J. Walker, late Secretary of the Treasury, and which I effected, so far as it was possible to do so, before my labors were brought to an abrupt conclusion, by circum- stances over which I had no control. To the construction of a canal around the falls of the Sault Ste. Marie, one of the principal obstacles will be found in the winter's ice, against which the locks at the entrance to the canal must be guarded, or the work, however strong, will be overturned and destroyed. Vessels of any considerable burden cannot approach the shore nearer than about half a mile. The canal must, therefore, be carried out into the water to that distance, and the form of the ice-breakers, guards, or mole, must be such as to allow the ice to rise over them, and not to press against perpendicular walls. This is to be done by giving a proper slope, or bevel, to the walls, so that the ice will ride up them and break into pieces. By this method the harbor and entrance locks may be sufficiently protected against the driving and expanding ice of the lake and St. Mary's river. The opening of a ship canal between Lake Superior and the lower lakes is one of the most important enterprises of the day, and it is only to be regretted that Congress has thought it best to appropriate land instead of applying money directly to the execution of this great work, which may now be delayed for some time, to the great disadvantage of the country at large. So soon as the canal above mentioned shall be completed, the summer tour of travellers will be extended to a cruise around Lake Superior, and from La Pointe many will cross over to the Falls of St. Anthony, on the Mississippi river ; and thus explorers will find it easy to gain access to remote regions, now seldom visited by white men. The importance of this enterprise can hardly be over- estimated, and its consequence will be the vast facilitation and increase of the commerce of Lake Superior, and the incalculable enhancement of the value of the public lands, while a tide of immigration may be looked for from Norway, Sweden, and the north of Europe, as well as from the New England States, pouring into the northwestern wilder- ness, and subduing the forests, and extending far and wide the area of freedom and civilization. The time will doubtless come when a canal or railway will be made COLONIAL AND LAKE TRADE. 193 to the Falls of St. Anthony ; and possibly we may see the trade of Hud- son's bay flowing into the United States, through Lake Superior and our other great lakes and rivers. For that great bay is but fifteen days' canoe voyage from Lake Superior, and the portages are few and not long, so that the British Hudson's Bay Fur Company carry on constant communication with their factories upon the bay from their posts upon Lake Superior ; and their agents at the British posts in Oregon travel from their stations on the borders of the Pacific ocean, by way of Hud- son's bay and Lake Superior, on their route to Great Britain. This northern region has unfortunately been always, hitherto, undervalued. It is now known to be one of the most iniportant mineral regions in America ; and it should be borne in mind that there are deposites of native copper on Copper Mine and McKenzie's rivers, in the same kinds of rock that contain the stupendous lodes of this metal on Keweenaw Point and the Ontonagon rivers. Every means that tend to carry our population farther northward will tend to bring to light and to practical utility the mineral treasures of those regions ; while trade in furs and seal skins will be brought nearer to us by enterprising men, it matters not whether of the British provinces or of the United States of America. The time is now come when the public faith is settled on the value of mineral productions ; and it is understood that good working mines are sure to command and reward the energies of capitalists and miners, since it is proved that mining is liable to no greater risks of failure than ordinary mercantile enterprises, provided due precaution be exercised by the adventurers in the selection of their mines and in w^orking them to advantage. ROCKS OF LAKE SUPERIOR LAND DISTRICT. On approaching the Sault Ste. Marie by the St. Mary's river the geologist has an opportunity of discovering the age of the sandstone strata, by observing that the limestones of Saint Joseph's island, and of the other numerous isles in that river, are locks of the Devonian group, and contain the characteristic fossils by which that rock is determined to be the equivalent of those of Eifel, as has been fully proved by Mens. Jules Marcou, the geologist sent to the United States by the govern- ment of France, to make collections for the Museum of Geology in the Jardin des Flantes of Paris. These Devonian rocks, like those of Macki- nac, have been mistaken by two geologists who have reported upon this district for Siberian limestones ; by w^hom the geological position of the sandstone of the Sault Ste. Marie has also been mistaken, in their supposing that it passed beneath these Devonian rocks, when it in reality is above them, as it is seen to rest horizontally around Silu- rian limestone, near Sturgeon river, on Keweenaw Point, beneath which it cannot pass, considering the fact that the limestone in question has a dip of thirty degrees from the horizon, while the sandstone at that place is quite horizontal. It is obvious, then, that the red and gray sandstones of Lake Superior are above Devonian rocks, and therefore cannot be older than the coal formation ; while from their lithlogical characters they appear to belong to the Permian system of Verneuil and Murchison. Above the Sault 13 194 Andrews' report on we see these red and gray sandstones dipping at a gentle angle into the lake, showing that they do in fact dip directly opposite to the direction that would be required to make them dip beneath the limestone on St. Mary's river. This question is one of some importance ; since, if the sandstones of Lake Superior were, as has been erroneously alleged, of the Potsdam group, they would be out of all accordance with the ascertained facts of geological science, and would break into the system of the best known laws of elevation of strata and of order -of super-position. In point of fact the sandstones of Lake Superior are the exact equiva- lents of those of Nova Scotia, where trap-rocks of the same age as those on Lake Superior pass through it and produce precisely the same results as I have already described in. my reports on the geology and mines of Lake Superior, bearing in the same way more or less native copper, with occasional particles of silver. Now, Potsdam sand- stone never presents any such results in any part of America ; and to call that of Lake Superior its equivalent, is but to lead people astray, and to nourish false hopes of finding copper and silver where it does not occur, while a great error introduced into science cannot fail to produce the most mischievous results. On this account, I have thought proper to notice an error which would not otherwise be worthy of refu- tation. Leaving the Sault and cruising along the southern shore of the lake, with an occasional trip inland, we come to cliffs of sandstone, and then to rocks called metamorphic, which extend from Chocolate to Carp an4 Dead rivers, and find slate rocks, granite rocks, sienite, hornblend rock, and chlorite slate. In this group of primary rocks we find moun- tain masses of excellent specular iron ore and magnetic iron ore mixed. These mountains of iron ore were originally explored under my direc- tions, by Mr. Joseph Stacy, of Maine, who first called public attention to them in 1845. They were subsequently examined by Dr. John Locke, and Dr. Wm. F. Channing, while serving as my assistants in the geological survey of this region in 1847. There is an immense supply of the richest kind of iron ore in these hills, and the Jackson Iron Company of Michigan has erected forges for making blooms for bar-iron — the quality of which is excellent. This region may be called one of the important iron-districts of Lake Supe- rior, and will become of great value at some future day, when there shall be facilities for transportation of the ore to the coal districts of Ohio. The granitic and sienite rocks occupy a considerable tract of land which has not yet been explored, and has only been run over by the linear surveyors, who have brought out fragments indicating the coun- try to the westward of the sandstone, on the coast, to be crystalline ; but the geological relations of the two rocks have never been ascer- tained, nor have their mineral contents been seen by any one. Following the coast to TAnse, or Keweenaw bay, we find on the south side of that bay large beds of slate rocks, some of which are good novacuUte or whetstone slate. On the northern side of the bay we find a long series of chfis of red sandstone perfectly horizontal, or at most wavy, extending all the way to Bete Gris. This sandstone, as before COLONIAL AND LAKE TRADE. 195 observed at Sturgeon river, surrounds a mass of Silurian limestone containing shells, known as the Pentamerus ohlongus^ one of which I dis- covered in a piece of the limestone brought to me by one of my assist- ants in 1848. At Lac la Belle and at Mt. Houghton the trap-rocks occur, and ride over the sandstone strata after passing between their layers ; and at Mt. Houghton the igneous agency of this trap-rock has changed the fine sandstone into a kind of jasper. At Lac la Belle, on Bohemian mountain, we have regular veins of the gray sulphuret of copper, containing a certain proportion of sulphu- ret of silver. Mines have been opened on this hill, but have not thus far proved successful, since the ore requires preparation by machinery not yet to be procured in that region. Lac la Belle is a most beautiful sheet of water, bordered by moun- tains or steep hills, such as Mt. Houghton and Bohemian mountain, while on the south the horizontal plains of sandstone stretch away in the distance and are covered with a growth of forest trees. Leaving Lac la Belle, we pass down a serpentine stream which enters the great lake. Then following the coast, we pass beneath frowning crags and visit the falls of the Little Montreal stream. All this coast consists of trap-rocks, and of a kind of porphyry or compact red feldspar. No copper veins of any value occur on the coast this side of the point, though many companies have w^asted their money in attempts to work calcareous spar veins that are perfectly dead lodes, or free from cop- per. At the extremity of the point, agates are found in amygdaloidal trap-rocks, and on the shore in the form of rolled pebbles. Doubling the cape, we soon pass Horseshoe cove and reach Copper harbor, the site of Fort Wilkins, and one of the first places where cop- per ore was noticed by the French Jesuits ; since whose time it has ever been known to the voyageurs on the lake under the name of the green rock. While constructing the fort at Copper Harbor, numerous boulders of black oxide of copper, a very rare ore of that metal, were discovered ; and before long a vein of this valuable ore was discovered in the con- glomerate rocks, near the pickets which enclose the parade ground. This was found to be a continuation of the vein called the green rock at Hayes's Point, and was immediately opened by the Boston and Pittsburg Mining Company. Unfortunately, however, the vein was soon cut oflF, as 1 had ventured to predict it would be, by a heavy stra- tum of fine-grained red sandstone, which is not cupriferous. There the vein was found to consist wholly of calcareous spar, and of earthy minerals of no economical value. The miners were then transferred to the cliff near Eagle river, where I had surveyed a valuable vein of native copper, mixed with silver. This vein has since been fully proved, and is one of the wonders of the world ; there being solid masses of pure copper in the vein, of more than 100 tons weight each, besides masses of smaller size in other parts of the vein. This mine has produced about 900 tons of copper per annum, and is one of the most valuable copper mines in the coun- try. It is a regular metallic vein, in amygdaloidal trap-rock, which underlies the compact trap-rock that caps the hill. The spot is one of 196 Andrews' report on the finest locations for mining purposes that I have seen, the vein being exposed in the face of a diff 300 feet above the level of the southwest branch of Eagle river. This vein, when first discovered, was far from disclosing its real value. A perpendicular vein of prehnite, six inches wide at the top of the cliff, was observed to contain a few particles of copper and silver, not amounting to more than two per cent, of the mass. About halfway down the cliff this vein of prehnite was found to be a foot and a half wide, and contained five and a half per cent, of copper and some silver. It was thought worth while to drive a level into the lower part of the cliff, where, according to the rate of widen- ing of the vein, it ought to be from two to three feet wdde. This was done at my suggestion, and a magnificent lode of copper was disclosed; many lumps of solid copper of several hundred weight being found mixed with the vein-stone. On sinking a shaft at this point the sohd metallic copper was soon found to occupy nearly the whole width of the chasm, and immense blocks of copper are now taken from this vein by the miners, who are working levels 300 or more feet below the mouth of the shaft. Large quantities of lumps of copper called barrel ore, and rock rich in smaller pieces of copper, mixed with silver, are now raised, this last being called stamp ore, and worked by stamping and washing the ore. From this stamp work about five thousand dol- lars' worth of pure silver is picked out by hand, and much is still left among the finer particles of metal and goes into the melted copper. Suitable cupelling furnaces will ultimately be erected for the separa- tion of all the silver from this rich argentiferous stamp work, lead being the appropriate metal for its extraction by eliquation and cupellation.*^ There are other valuable copper mines on Eagle river. The North American Company, which has one end of the cliff vein, called the South Cliff mine, and another on which their mining operations com- menced some years ago, is at present in successful operation, and will add much to the exports of copper from the lake. The Lake Superior Copper Company, which was the first that en- gaged in those mining operations that gave value to this district, opened its first mines on Eagle river in 1844. Under the very unfavorable state of things which then existed in the savage and uncivihzed state of the country, and after two or three years' labor, they very unfortunately sold their mines, at the precise moment when they were upon the vein that now has been proved to be so very rich in copper and silver. The Phoenix Copper Company, formed of the remains of the Lake Su- perior Company, opened these mines anew; and now these give ample encouragement to the new adventurers, who will doubtless reap their reward in valuable returns for their labor and enterprise. A new vein a little to the eastward of the first that was opened, on the river's borders, is said to give promise of valuable returns. The Copper Falls mine, another branch of the Lake Superior Com- pany, is also engaged in working valuable veins of native copper and silver, and has sent some of their metals to market. The Northwest Company has a valuable mine a few miles from Eagle Harbor, and the metal raised therefrom is very rich and abun- dant, some of it being mixed with sprigs and particles of metallic silver. This mine, if opened with due skill, and in as bold a manner as that of COLONIAL AND LAKE TRADE. 197 the Boston and Pittsburg Company at the clifF, cannot fail to prove of great value* There is also a mine, owned by the Northwestern Company, near the Copper Falls mine, in the rear of Eagle Harbor, which is also rich in native copper, but I do not know its present condition. A mine was also opened at Eagle Harbor, which gave a large yield of copper mixed with laumonite ; but the mine was opened like a quarry, and was close to the waters of the lake. It was, therefore, soon flooded, and was consequently abandoned by the miners. There is also a mine called the Forsyth, which is probably a valu- able one, but it was not opened at the time I made my surveys. I obtained fine specimens of copper and silver from this vein, and sent them to Washington, with the large collection I made for the United States government, and thej^ are now to be seen wdth my collection in the Smithsonian Institute. A full and minute descriptive catalogue of the collection I made for the United States government was sent by me, as a part of my report, to the late Secretary of the Interior ; but it has not been printed, though it was the most valuable part of my report, and is absolutely necessary for the full understanding thereof, and for learning the nature, locality, and value of each specimen in the collection made by me. The rocks which contain native copper, on Keweenaw Point, are of that kind called amygdaloidal trap, which is a vesicular rock, formed by the interfusion of sandstone and trap-rock, and is the product of the combination of the two gaseous bubbles, or aqueous vapors, which have blown it into a sort of scoria at the time of its formation. It is in this rock that we find the copper-bearing prehnite and other vein- stones pecuhar to the copper lodes. In Nova Scotia the same facts were observed by Mr. Alger and myself, only that there the copper is more abundant in the brecciated trap, or a trap tuff, which lies below the amygdaloid. Prehnite does not occur in Nova Scotia trap, but in its stead we find analcime, laumonite, and stilbite, as the minerals accompanying the native copper. On Isle Royale we have phenomena similar to those observed on Keweenaw Point: long belts of trap-rock, with bands of a con- glomerate of coarse water-worn pebbles, and strata of fine red sand- stone. The trap-rocks rest on the strata of sandstone, after passing between thin strata ; and at the line of contact, and for a considerable distance, we have an amygdaloidal structure developed. It is probable that the trap-rock was poured over the sandstone strata while the whole was submerged, and that other beds of sandstone were deposited upon it; so that if this was the case, we should have a succession of deposites ; but in some places it appears as if the trap had elevated the strata, and pushed itself through the sandstone by main force. Whatever may be the theory of this, it is certain that the strike of the strata and the direction of the included trap-rock are the same.^ On Keweenaw Point we have veins cutting across the general direction of the strata, and, of course, of the trap range, or, as the miners call it, 198 REPORT ON " across the country ;" while on Isle Royale the copper veins more fre- quently run parallel with the trap ranges, or '' with the country,'^ On Isle Royale, as near the Ontonagon river, on the south shore of the lake, massive epidote is the most common '^ vein-stone" that bears native copper — the metal being interspersed with it in its mass, or spread in thin sheets in the natural joints of the rock, with occasional masses or lumps of considerable magnitude. Near Rock Harbor, on Isle Royale, at a place called Epidote, and at another called after the most abundant mineral found in the veins, granular and compact epidote are the prevalent rocks accompanying the native copper. So, also, at ScovilPs Point the same associations prevail in the cupriferous veins. The most important and productive mines of native copper on Isle Royale have been opened on the north side of the island ; but still the explorations have been too hmited to allow of our judging of the value of the numerous veins upon that remarkable island. At Wash- ington Harbor, upon Phelps's island, several promising veins of native copper, associated with prehnite, occur; but they have not been opened to a depth sufficient to establish their value. At Siskawit bay we find a large body of fine red sandstone bordering the trap-rocks, and shelving down into the lake at a very moderate angle. No valuable copper veins have been found at this place ; but the bay is one of the favorite stations for fishermen, who pack annually great numbers of sikawit, {salmo sisJmwit,'] the fattest and finest species of the lake trout family, and large lake trout, namaycush, [salmo amethystus,'] and white- fish, attihawmeg, [coregonus albm,'] for the western market — from 900 to 1,000 barrels of these fine fish bein^ salted and packed for sale each year. The siskawit may be said to be peculiar to the shores of this island, few being caught on the shores of Keweenaw Point, and their migrations being extremely hmited. They are caught readily by the hook, but are more commonly taken by means of gill-nets, which are set a yard or two from the bottom, in water of about 200 feet depth — the lower edge of the net being anchored by means of small stones attached to cords, while the upper edge is sustained vertically by means of thin laths or spindles of light wood. These nets are set at night, and are drawn in the morning. The siskawit weighs from five to twenty pounds, while the lake trout often weighs as much as forty or fifty pounds. Of all the fish caught upon the lake the siskawit is most prized by the natives on account of its fatness. White-fish are, however, much more dehcate, and are preferred to all others by the white inhabitants and travellers. The fisheries of Lake Superior are of great value to the people living upon the shores of the lake, and of some importance to the States bordering on the other and lower lakes, and the inland towns near their borders. To the poor Indian the bounties of the great lakes are of vital importance, for, without the fish, the native tribes would soon perish. Game has become exceedingly scarce in these thickly wooded regions, only a few bears, rabbits, and porcupines, and some COLONIAL AND LAKE TRADE. 199 partridges, being found in the woods, and ducks in moderate numbers upon the waters. Agriculture has scarcely begun to tame the wilderness in the vicin- ity of the copper mines, and the only crops raised are potatoes and a few hardy northern esculents. Small cereal grains — such as oats, bar- ley and rye — will do well here as in Canada ; and Indian corn of the northern varieties, in places not too much exposed to the chill breezes of the lake, thrives and ripens. English grasses have not yet been cultivated, but they will undoubtedly thrive as well on the south shore of Lake Superior as in New Brunswick and Nova Scotia. The native grasses are abundant and good, but are limited to small natural prai- ries or dried-up ponds. Judging from the luxuriant growth of forest trees — such as the maple, yellow birch, and other trees common to Maine and New Brunswick — we should judge that the soil was as good on the shores of Lake Superior as in that State and province. Those who have only viewed the immediate coast of the lake, es- pecially that now densely covered with a tangled growth of small, stunted, spruce and fir trees, would be likely to undervalue the agri- cultural resources of that region. They should remember that the cold air from the lake affects the vegetation only near its shores, and that farther inland the temperature more resembles that of Canada and the northern parts of New Hampshire and New York. This is not only shown by the native forest trees and the flowering plants, but also, where clearings have been made to a sufficient extent, by the agricul- tural produce raised upon the soil. The forests also are filled with excellent timber for building pur- poses ; and, wt^ere the growth is of mixed trees, such as sugar-maple, yellow birch, and pines, the white and yellow pines are of large di- mensions, and furnish good lumber for sawing into boards, planks, and deals. Though there is little prospect at present of sending sawed boards from Lake Superior to the lower lake country, the time will come when this valuable timber will become of commercial import- ance ; and that time will arrive the sooner if the ship canal now pro- posed at the Sault de Sainte Marie shall be ^constructed within any reasonable time. The northern or British shore of Lake Superior has as yet been but little explored, either geologically or for minerals. One mine of blende, or sulphuret of zinc, richly mixed with spangles of native silver, and a vein of sulphuret of copper, have been discovered at Prince's bay, on the north shore, not far from Isle Royale. I know not what progress has been made in developing the ores of this mine, but at the time when I examined it, in 1847, it gave promise of rich returns. As a general thing the copper on the northern shores is mineralized by sul- phur, and occurs as yellow copper pyrites, or as gray or black sulphu- rets of copper, while the copper on the south shore and on Isle Royale is mostly in the metallic state, and all the valuable working-mines are there opened for the native metal. This is a remarkable reversion of the usual laws of mineral veins, and was first discovered and pointed out by myself, and the first mines for native copper were opened by my advice and in accordance with my surveys, in 1844, as before stated. This remarkable region has certainly surprised both geologists 200 ANDREWS* REPORT ON and miners by its wonderful lodes of native copper, and by the lumps of pure silver which have been opened and brought to light by enter- prising companies and skilful miners. One of the most remarkable associations of metals is here observed in the intermixture of pure silver with pure copper, the two metals being perfectly united without any alloying of one with the other. This singular condition of these two metals has puzzled chemists and mineralogists ; and the solution of the problem of their mode of depo- sition in the veins is still undiscovered. It is obvious, from experiment, and from all we know of the affinities of metals for each other, that the native copper was not injected in a molten state into the veins. Al- though I have discovered the manner in which the copper veins were probably formed, I am far from having learned that of the silver, for we know of no volatile salt, or combination of that metal. This sub- ject, which has occupied much of my time for several years, will be explained more fully at a future time, in a paper addressed to scientific men, as it does not form a suitable subject for a mere popular essay like the present communication ; and, as before observed, is still an uncompleted study. The rocks known to belong to the cupriferous formation of Lake Superior are all of igneous formation, or have been thrown up from the unknown interior of the globe in a molten state, and in long rents, having a somewhat crescentic shape, with the curve toward the north and west ; the radius of the arc not being far from thirty miles in length on Keweenaw Point. The average width of this belt is not more than five miles, while its length is not less than two hundred miles. The Keweenaw belt of trap runs by the Ontonagon river, nar- rowing to only a mile in width in some parts of its course, and then widening rapidly as it extends into Wisconsin. On the Ontonagon river it is about four miles wide ; and it is there highly cupriferous, several important veins, now wrought by mining companies, having been discovered by the miners in their employ, on this river and in its vicinity. The Minnesota mine has been, thus far, the most successful of those opened upon this pait of the trap range. It is remarked by all the geologists and miners who have examined these rocks, that the copper ore lies in the amygdaloidal variety of them ; and that the veins of native copper are pinched out into narrow sheets in the harder trap-rock which overlies the amygdaloid. This fact was first noticed by Mr. Alger and myself in the geological survey of Nova Scotia, made by us in 1827 ; and the private geological surveys which I made on Keweenaw Point, in 1844 and 1845, proved it to be true also' in that region ; so that it is a law now well known to the miners upon the Lake Superior land district. It was discovered, also, that the copper dies out in the veins when they cut through sandstone rocks. The reason for this I have discovered, and proved by experiment and observation, and shall farther verify when ordered to complete my government survey of the mineral lands of the United States in Mich- igan. Much may be expected from the explorations now going on upon the northern shore of the lake, under the authority of the Canadian govern- ment, since the wisdom of that province has perceived the importance COLONIAL AND LAKE TRADE. 201 of rendering her researches and investigations into the mineral treasures of her soil the most effectual and complete, and has consequently intrusted them to men the most thoroughly competent to the task. Experienced miners are often good observers, and to them we owe much valuable observation ; but they are not often sufficiently acquainted with geology and mineralogy to enable them to judge of the value of a mine in a country with which they are not familiar ; and they cannot describe what they discover so as to make their observations intelligible or valuable to others. Miners are good assistants, but poor principals, in any geological survey. Hence the British government employs her most learned gnd practical geologists in her surveys in Canada, and allows them time and means to accomplish in a proper manner their important work. On the northern shores of the lake, as before observed, we find most commonly the ores of copper ; while in the trap-rocks, on the south side, the metal occurs in its pure metallic state. The ores which have been found on Lake Huron already promise to give ample profits to the owners of the mine ; and other localities are known, where there is a reasonable prospect of successful mining, on the northern borders of Lake Superior. Trade will spring up between us and our Canadian neighbors as soon as their shore becomes inhabited, and, it is to be hoped, will prove of reciprocal advantage to the two countries. C. T. JACKSON. THE LAKES.— GENERAL VIEW. This is a brief and rapid outline of a country, and a system of waters, strangely adapted by the hand of Providence to become the channel of an inland navigation, unequalled and incomparable the world over ; through regions the richest of the whole earth in produc- tions of all kinds — productions of the field, productions of the forest, productions of the waters, productions of the bowels of the earth— re- gions overflowing with cereal and animal wealth, abounding in the most truly valuable, if not most precious, metals and minerals — lead, iron, copper, coal — beyond the most favored countries of the globe ; regions which would, but for these waters, have been as inaccessible as the stey^pes of Tartary or Siberia, and the value of the productions whereof must have been swallowed up in the expense of their transpor- tation. And this country, these waters, hitherto so little regarded, so sin- gularly neglected, the importance of which does not appear to be so much as suspected by one man in ten thousand of the citizens of this great repubHc, is certainly destined to excel in absolute and actual wealth, agricultural, mineral, and commercial, the aggregate of the other portions of the United States, how thrift}^ how thriving, how energetical and industrious soever they may be. Of these lakes and rivers, during the year 1851, the commerce, foreign and coastwise, was estimated at three hundred and twenty-six million five hundred and ninety-three thousand three hundred and thirty-five dollars ; transacted by means of an enrolled tonnage of 202 ANDREWS' REPORT ON seventy-seven thousand and sixty-one tons of steam, and one hundred and thirty-eight thousand nine hundred and fourteen tons of sail, or an aggregate licensed tonnage of two hundred and fifteen thousand nine hundred and seventy-five tons. In the prosecution of this commerce, it would appear, as nearly as can be ascertained, that there was entered an aggregate at all the lake ports together, of 9,469,506 tons during the season ; and cleared at the same ports 9,456,346 tons — showing an average of nearly forty- four entrances of the whole lake tonnage during the season. Of the above amount of commerce the value of $314,473,458 went coastwise, and $12,119,877 Canadian or foreign. The returns of the coasting trade are, it is true, very imperfect and unsatisfactory, as are also the estimates founded upon them ; but, as approximations only can be arrived at under the circumstances, the best use has been made of the returns received; and the results arrived at cannot but appear strange to those not immediately conversant with the character of the lake trade. According to these estimates the coasting trade is divided into ex- ports, $132,017,470; and imports, $182,455,988; showing a difference of $50,438,518, when there should have been a perfect balance. This discrepancy arises from a higher rate of valuation at the place of importation than at that of exportation, or vice versd. Products of agriculture, the forests, and the mines, are easily valued at a correct rate ; whereas one great division of articles of importation, classed as merchandise, including everything from the finest jewelry and choicest silks to the most bulky and cheapest articles of grocery, can scarcely be reduced to a correct money value. The discrepancy, then, arises from the valuation of the articles per ton being fixed at too high a figure at one port-, or too low at another. Which valuation is the more correct, it is impossible to ascertain under the present system of regulations. Taking the lowest estimate, the actual money value of the coastwise exports of these lakes is $132,000,000, in round numbers, being the mere value of the property passing over the lakes, without including passage money, passengers carried, cost of vessels, expenses of crews, or anything in the least degree extraneous. The amount of grain alone which was transported during the season of 1851, amounted to 1,962,729 barrels of flour, and 8,119,169 bushels of wheat — amounting to what equals an aggregate of 17,932,807 bushels of wheat; 7,498,264 bushels of corn; 1,591,758 bushels of oats; and 360,172 bushels of barley ; in all 27,382,801 bushels of cereal produce. This branch of traffic, it is evident, must continually increase with the increasing influx of immigration, and the bringing into cultivation of the almost unbounded tracts of the very richest soil, on which the forest is now growing, which surround the lakes on almost every side. And the like may be predicated of the exploitation of the mines, the prosecu- tion of the fisheries, and the bringing to fight of all natural resources — facilities of transportion causing immigration, immigration improving cultivation and production, and these two originating commerce, and multiplying a thousand-fold the wealth, the rank, and the happiness of the confederacy. COLONIAL AND LAKE TRAt)E. 20S W fcUQ ®.22 2 a S o W O rt •^ a> « d O « 03 " fl ^ ■5 S ^ '^ o -S V-i o ts o « o © O O §-^3 ft, t-O^OOOOr-fi-OGO-r^T-ICOCJOOr-l .»oo^coa:oocDt-ai' »r: "^ b^'-i'^ ^^ lOCTJ -^00 CO t^ tOLO I— I Oi OS rH r-Tr-raTocr CO CO O^ rH C5 tH »0 OOCSCTIJ too «:> ^ t- t- OCT) •^irrcTco' CO 00 COaJOCiOt-«i— rHrHU^COQO-^O O'sflOQOOOrHCOCO-^rHTtiQOOCri .oioocoa3aja5i^QO"«*'a50coco ^ oo^lr^(^^(^^rH^TH'lr^co~(x^»o"'^a^tc^a^ '^lOt^-iococ^O'^c^jaiTHOoaiCoo en "^ . o CO rH rH ; GO O 1? s 00 00 00 • CO rH • o t- • CO -^ i r-t rfOOC^a5l>-(??l:^OCOG»oocooa5i- COaiQ0'*CO00"^Ot-'«# CO"^"— 'COOSt^i-HO-^iO COt-OOJlO^COOCOOJ ^(XJCOOrtiQOOlOVOOO ^* « 2 ^ fSq o i^ o c!hh ^ S ^j .S -^"^ C3 P„S S o ;5 ^ - •5 o rg S. 0) (D O j3 TO ^t • ^ Q> 2 CD ^^ ©I. © o ii II 204 ANDREWS REPORT ON CD .s '■♦J o O H ^ H s^ (MCT»t-^ooa5i>'i:^a5'«^05a5"^oo lo ;3;v^ ^ lO'^fCDOCDtOCOiOtOOOOOU^T-HCOrH t- ed -M o y-^CO CO^^i^ ^ 0^<^ t-t-iOOOO cr "* fcjO O 03 ir- i-i 03 CO CO O^ O 03 (7i CO »0 ^- CO CO If- Tt Lf5 ^ f-l rH QO rH rH 05 Ci Oi Oi =S©= •«^ d '-^J O -ts . ggregate tra with foreign countries. OiCOQOt^OSCO'^Cn'^OOCO'^iOl:- *cc Ir- OOOOCO-rJ^OlG^O^CDiOt^t-rHt^iOCO o Jr- ^aiC^r-Ht-OGSf"^00»0t-l:-t003 ^ co'cvf c<^c*f ocToTcf oTi-rocTirr-'d^crco'crr «CO"^C001t'a5«r>00(MrH"^t-05'— 1 a 00 o rH s" < m -hi O s l:^'^OC005C^OiOCOiO'*CX)Oi-*co "^ Q ^'<^c^ioco'-i'*oo3>0'^ oc rH < O3G0aiC0OrH-^iu-5'<*00OrHt-.# ,_ Oi iz T-lGOiOiO'-liO^QO^COCOOiJt--^CO »o ^ ^'*'^'*C0»-lrHOOt-'^C0C0' L, (M C^ «* CO CO OTC^O ''^l^ §)g ^COCO^l^ ■^ OOCTi «<* a C^ rH 1— 1 r^C^ 1 crs G ^ • U=6^ ^'H^ ._ Q 4J 03 ^; s g ^^ fe «2'2 I ', • I I I ^§ J>^o-c c o c c ■g'e TO ^ II > ^1"! n2 n3 'T •-C i" ■+J Q Jj ' : B : I 13 bD S^ fl TO O .rH > o t^ 1 tr J/ J; a a: 5 ' © s is 03 fcdD ■3 2 1 > • ! 03 c 03 a • • 17 III re 1 1 1 'c a (2 c re re .2: 1 i b ec t re c COLONIAL AND LAKE TEADE. 205 ^3 fl . T3 c3 bD Q ^ G «-i tf •'- .H &^ a o ^ W ?=;y fi^H 13 .3 c o O H E-t >3 P o O t-OCOCO-^OT-lOO COC^OOOCO G? CO CO Oi 05 OS CO -^ "^ 05 CO "^ C75 O O ^ lO C^J 05 CO t^ t' C£> TjH CO ;£5 CO Oi CO CO O CO i-^ orort-^irTcrtrTr-r^ irT-^crTo CO cTt-^ Oi lO CO "^ OO r-H Cv} lO r-( to O --H C^ lO kO o 1—1 CO "^ CO CO ^ O O CO . »0 '5l< C7i '«# CO t^ CO O I— I t~- ^- 00 CO CO o •«* SS 1>^ r-H oToO T-H cTuo'co'cO UO 05 00 ^ CO O CO _0 Oi iu0C0'!t<(Mr-iCMC0f-H>'O'— 'OtC»00 S^ r-H CO "^ CO t- C>1 "^ ^ 00 t- UO Tf 05 OJ GN{ 00 C^rHCOCOCOi-Hl— C0005COUOCOLOC7505CO 0505t^05C0"^t0OCM'*'— iOOOOir-OUOCT .COOJUO"^l>-0>01lOCOC^t^t--0'^"^COCO ^ rHQO .OJ05 05 to ^ »v SCO «-< coG^05000'-fiococo'-C^i^ O H UO O t-COO^ Jr^ t- CT5 COG^ "^ (M l> O O^ .^ O U0C00^C0C-< CO 8 Vn a> ^ !^ o bn fc- n •»J tfQ T3 T3 (:3 n •^ t5 ft. o T3 fi o a 6 C Lh w '-' U - « § st- ir:; S.'G s a O >oooi»oo;2;w£oj»:^ci^:^o 206 ANDREWS' REPORT ON g ^ J3 CO "^ 55 o • r>a •fo J::^ vo ooo ^rH ^ -H » »*o <;> CS -< .g. Cj fen 5^ se ?v 5^ ^ 155 CO ^ -< ^ M ^^ Si •O CO ffl H iO CO 05 • •rHOOO • •O^rt* •t-05 '00 t— ki (Mtri ; '^i^Oi^ . .^ .COCO • rH^ . •^ •r-T \ fe. w ■^ 00 ^ "^t^ • \\n • t^ • • . . rH • • • to § S CO • to • • t- • CT5 • • • .(M • • • '!l< rH .QO • •CO • 05 . • . . T:t< • • • > &:" : • ^ • -rj^ . • : :^ ! : : g r^" ■«*• • 1— 1 • • "* . . CO • • • • rH • • • CO 22 CO • o • . • CO • • • .CO • • • ^ Ol •(?< • • CO . .CSl . . • • ,-H . . • ^ < 6 • • IH -^o o • t-o? Ico • • • CO I rH . . . o m ■^ o o • -* CO .^ . . . ^ -CO • • • t- COCO o • :OrH • to • • • . t^ . . . Tj< S c3 P^ rH T-H T— 1 . . CO • • • .(M • • • r^ =6©: fH . • CM • t- . y-^ Ico^ • « • \ \ ^ J 1 • CO • t^ • CO • to CM • « . O . r-( • t- •CMCO . « ^ ^ • CO • • . Oi • CO k5 * 2 •-* '00 •to •rH-* . CM ^ o • (M • uo • o •05 -"^ • c^ 1< • CM 'CO •00 •rHCO • CM •CO • • r-< rH • t- . •C^CO • • t- 03 • r^ Ico-* • • CO • • ■^ 2 • T— 1 CO • • to 05 • CO 'OO""* • • -rj^ . . "^ H . t^ .T:t• :^ : .(X)-* • CM 'rH • ; CO rH o Em • ^C^J • . rH-t*! • 03 -(MOi • • t- • • 00 • CO -Tt< T-*. O .to . . »y-^ . * * y^ =^-* r-H CO o T-K ^ T3 fi d V (MOJ C^ • CM t- 1 r^ § . rH C^ H s i-l 00 "^ 00 CO ^ CO -rf -rj^ t- CO "^ CO rH -* • • CO 00 00 cnoooco o t-c^ uocn o oooco • • CO a W O »0 ^ "*> CO CM "t^ O (M -^ to CO rH OJ • • 00 £ c3 > 00 O rH CO -^ "«* rH CO rH rH »-< . • t- rQ "'^fUO CMrHrH'^CM ' *• co s ^ 'S =^ CO rH • . CO CO 00 C^ O ^ ir- 00 rH CO 00 rH -^ CO CO -=*• • • to t- CO 1— 00 O CM (M O 05 (M t- "^t rH 00 CO • • ^ O '■^COCTl rH lO O 05 CO rH Trt* CO CO C^ • • ^g eS OO (MCOCMO CO • • 00 ^ rHTH CO CO CM rH ^o •S • • o • 1 • ^ ^-1 • Q • c © rt d • III® • ,• CD : 3 ill ;^ ^ - ■ - i ^ ►C 5^6 0^ ?m£ ii^w^c COLONIAL AND LAKE TRADE. 207 JO n3 PL, W Pi M pq pq o O I s w Eh m :3 ^ ^ :3 pq ^ ^ c3 FQ OS to CO 00 CMQOO CO c^ to to JO ir^ 00 CO CO CTJ "^ -^ to CO CO r-i "^ t-HCO CO CS t- 00 -* i>- rH CO lO ^ i-H rH 00 rH CO O^ O O OJ rH CQ O CO^ i-H CO t- rH O CO O GO O 00 t- to a:((M to as C^ CO OJ lO CO C^ CO CO -"^ CO o o to CO r-T r-T''^ t- t- 00 CM rH CO to GN! T-H COCO 00 to OD^cT cfcrT CO-^t-COtoCMOSCO"^ OOt^T-ICOC^OO^rHOS 01rH-<*rH tOO^tOtO tOC?^C^00rH^-*00 coot^oot^cocnir- toa5'^cjT--, ^ >oOOJ»00;2;«PL;oa2^QSSo o 208 ANDREWS' REPORT ON (D Id o Q H -rj^ • "«f CO 1 CO • t- rt ==^ ; ^ : t- • CO c3 > rjT ^ ^m^ ; ^ * co^ [ §"2 OT 0 • 10 • to ' IcO ; CO n3 10 « I- • CO • CO > fl OT CO . to • r-t o (2 rH • zo • J-i • cT O r-i • -^ - CM 00 . 00 d (M • 0? r3 -^ . ■^ •T3 > -* 03 O • 0 XJ I- • t- S o t' • tr- irT * 10 P-. 13 COOOiOiOiO— o o? -* lo Lf: IG^ I CM . Oi Em t3 o i:- u-5 rH 00 COOT I- s ^ O OT CO lOOC^^ r-i 0 • s < o OCTJ G^ 1— 00 10 cr "^ GNJ • s s COO t- CO^O^COr- to • OS Q > CO irTco ' Tt rH r- -H • 0 ^ < =^ ■^ H "5 -^ t- CO COOl "^ CT • CO(M • t^ PS PQ 1 CiOrH CO (M t-C^ • • s? p l:- t^ t- 10 T-l T- 4 • • CM h4 rH f-l to" & c2 O CT> to . loo CM O d -*G^ O) • t- • "^ •«1 3 Id > CO • CO ; trT CO =^ a. o m oirt "2 . lo 0 -O O "^ H2 S fl O? "^ CO CO S3 ci^^r> c^ ! I^ 1— 1 c^co ^ i- 0 •^ »>■ G . •i5i£5 f^ o o urT en . 0 H * . 00 CM '.00 co^ CO Q gJS^ ^ rH to CO 00 00 as • rH •c?a DO? 00 •OJt- ut d cii^-^ii-t . CO .^r- ■i CO •£r^ 00 ^ ai^r-< . CO ■r: h • 0 rH CO aa le * =.' •G^ • r-t 1> O 3 > aj 00 00 Ci CO • CO •oou- 5^, IE! . CO CM o 1 LO Oi to CO • t- • CO tf 5 SS 'S PUi OTG^ en i-H • -«f . r-iCf 5 CM . CO ^ 1 rH • i—i * '" CO i t. o 0 ! XI Q 1 i : 5 ^ 'J -I c wegatchie . pe Vincent, ckett's Har Z 0 0 c 5;^ • © ii i "' • c t e H .! y li r i 0 Ji 5d Jd ?ci U 5c ;p 3 c li u 5? ^ COLONIAL AND LAKE TRADE. 209 P .3 o Q CO Ol CO • CNf • -^^ . . . t-. en 1 t^ to ■ ^m^ ; c6 05 o »ri "O CO • (J) r-i • j jco 1 • o? «+- r— 1 Oi^ -^ • tHCO -^ (U GN{ rH to a> W r-l l- ^ T^ . • ,-1 CO to to OJ r-^OCOt- • • CO OO rH ao C.J -< in o - • -^< 00 "^ J-^ © > ^" ; cTcT t- fl "? r-(0 '* "^ • ' OiO^Ol cn m 6 o^io^co ; • CD t- CTi • CO CM '^r^ t- CO ^ -^^ -<* Or- l?O^CMtOl-r-,CO . . . CO • • c^ lO i^ en CO o CO CO -^ o^ . . . o • • to o ;:3 corHcoa5(:^?T--»oioio to "Id to CO CJ T-t c^ t- =0©: ^-^ OS a, 03 C^ O t- O -^ -^ :~ CO CO • • • rH • • CO 5q .tOCOOiOGC^COt-CO . . . j:^ . . QO Cr. r-( C^ O r-l CO CO r-i 'TJH CM^ 13 o O fe to to -* r-i. ?-l cjT rH ■«1 Em P < coc75a:)GS!— tt-OrHCO • c t- • en l^ 'to 00 cor-iroooir-cnGOooo ^ • 00 CO 'CO cs? 2 o 3 i-HCOOOCOCOtO-^^ ^^ • '-^^ • CO -, Q > 00 to 1—1 00 GSl CO CO ! "^T-T J !2 CJ CSJ rH G^^ <1 . =^ r-< p ^ "cd tOOO'-'C^CniOr-itOO ^-* • t-O? 'C^ c^ ^ o OOOOOt-COCOCOOOCO ,-i • -^ o C^ C^ C^ ■ CO '^^ Oi '* --^ CrTcT) t- CO . tH t- to -^ I— t r-^ • rH CO • =se= r-i o 0<— lir-t-OOi-HOO-^t-^T— lir J CO • o CO • '^ * Oi ffi 1— Hr-t-l-'^Ot-^'-H . to 00 CO 00 I- rH r-~l CO rH . CO ; rH O ^ C^'-H CO CO 03 '^ cTcf i co^ fc; :^ I • \ ' n "o . o • 'S .-n . +j . ;h 5 ! c o • o Id ^ 'is ii fl ^'a • S S " o^ s i^ cd ^ CL, y t? 5 t« J ti ^ ^ M J > )OC So ?o 0^ iwf i!c =i cd jj:^ °^ J^ 5Sc 3 14 210 ANDREWS' REPORT ON P o O H 3 6 ^(M CM t-^ rt lO CO T— 1 * T-H » y—i •00 cm'' 1— ( CO o w 6 '*t^OJCOiOOOC£>OOCOCMC^t-CMifi a5O'^(Mt-"^00^CQ— 1C5Q0 t-GO O t- 1-1 CM O CO 00 crTcrTi-^ oT •CM .to I— 1 i g 02 > CM • CO . I— CO I- CO CM CO • r- 1— 1 1- o CO t- • CO CO CO CO t- CM • Cm'^ i-H Oo' • (M ; CM • to • CO t— 1 CO 1 Id O CO • CM^C^ • 05 VO^ • °,-^ : I— ( • cm" CO CO 1 cooo • T-lOO • en r-H ! rHCM ; o'o o • O to o • O tOGO • co" ! • r— 1 to 'c3 6 us Id > to • CM • CO • 00 • 00 CO ->* o 02 o Eh ^ • to • CM . ° • to Q Q o 1 he > r-H LO CO CO CM CO O O OS C5 '^. '^ CM t- t- CO r-i 00 CO It- OJ JT- rH "<* t^ CO OO^rH ocT §: • r-i to >o 1 tOl-CM^COtO rH t- CO to Oi CO CO r-i "^ 00 to CM C75 • CO • CM • . CO • CO CO GO cm" d o cd O 1 Id CO CO :- • to ! crT 1 CO ■ t- 0000 CO • • 00 00 -^Cv? • . to CO CM "^ . ' ^CM^c^crT ! • CO t-CM "^ • •(M • s en to § CO • to • -^ . o 1 CM^ • o • trT •OOOOOOr-i » • rH r-H CO O • ; CT) CM t- CX) ; CO co' CM O s c I a > ! c d i ri d k 5 c J ? * !. • c ; ^ H 0 c u d H -1 u ^ c d* -< c d '- • c • c d C 3 l 1^ r 51) js 3 : dr^ >-> i n - c • o '. cd - ^ 3 o o • IS 1 H COLONIAL AND LAKE TRADE. 211 I "^ O is |cO § i I ^ ^ V 55 ■ g 3 PQ ^ P OiO ^ -•^ r-l o O 00 trso —! en (M to oi OS »—* T-H C- O O iO CD '^ «£> 05 O CSl (?? '^ CO -<* to OS rH 1-1 '^ 1— I cn cocn . dOoc»OO^pq£oa2^Q^So 212 ANDREWS REPORT ON o O H ■ CO C0 05 OOOC o ^_ CO 05 01 CO O 05 C* G^ Oi t^ ^ aoc^JC^ t- iO^-i^.-H00 co^ © ^^^ ^ ,5 r-( co^cr ; o" '7a T— 1 © > m S ri^ -rf^ O GO OJ UO 00 O:) 05 o 05 o 3 o Ph GO O O O co^^'^crTc^ CO CO -^ CO uo C^J LO CO iO '^ I— 00 o" • 05 ^ cr lO © • c— »o ■^ I-- d .* "^ S>J CO Id • co" ■^ -M S • o o c: o CD • o o ir to PQ (tT ^ CO fl. lO CO o OOCO r-<01 »j-i O '^ ''f o UO CD -* "^fi Oi CO-Oi CO O CO''* rH tr to ';3 © 00(Ti^ I- UC^C^^OO^ , '^ r-lO> O t- GNi ^ p =^JL -- »- c5 "d > r-HO • rH^J^TcOo" • CO LO rH ir to nd r— 1 r-i cr 5 O fl 1 00 o o 05 O rH r-l oo o o C Oi aj -^oo r-HO Oi Oi O O T-H o o? -O O^r-H^CO^ 00 I- ^ t-t GO o c<-: CO (X ) "^ C3 r'^ 0 coc^zS O r-lO ''f CO CO -=* CO ir 2 H o ,-(r-(iO (Ti t-O LQ O C^ r-( cr ^ ". P-( (MrH "^ C£ B O I-- "^ Oi 00 CO CO i:- S CO cn>05 ^ CO cZ O S Oi O OiOO CO cj p ^ ^ < ■rf > CO ocTcT o CO i- to >H 3 o E a:> I—* i-ococ^ a to r2 CD en CO uo CO GS CO 'P o o o 00 ;h O C>J CO to" ce Cn! C^i '^ P5 o 00 ^ o 00 CO ^ o ir T—f (^? Oi ■^ coo t- UO ^ O © lO 05 Oi -rf OiCO^O^uO^ o ^ ^ =^: (D Id i—l l- irTj-Too'c^ oc CO^ 0) r-i -^ ^ CO X! n3 fl d r-{ o -^ 00 O CQ 00 t- ■^ -* ^ r^ 'Jf •^ CO CO CO 'ST 05 r— 1 G\ f c^ ^1 1; I—l CO -*^co^c^ e 5 t- o Ph rHCO^ -^ o d I—l P3 . CO O '^ O >-0 c^ Oi O 00 CO o i:^ © o ■^ CO CO 00 I— i CO -i Id > ^ C^r-^T-H • 00 S <1 en UO o o »o 00 t- t^ o^otc^ c^ 6 1— t -^ ^ > < :t> ;>^'5^ i :V;^^ 'B • © Q o '^.S2 o 1 1 c I ^IfiJIiiliiiiiil i '■ -c )C )L )7 !c )C 5^ l^ 5 p. ;c 5^ 1^ ^c >^ \^ Ic COLONIAL AND LAKE TRADE. 213 n3 CD .S O O I EH H < H ' I— 1 to CO • c? |CO o !1> • CO CO o 1 •cf cm" ffi ;=€©= 03 CD to • 05 ir- 00 S r- 1 CO • CO rH '3 :3 00 ■o^ : ^ 13 -^ • cf - c t- GO bX) »H o OS ■ GO Oi C Oi A OJ o:> lO -<* to •rt< o '© ^ ^ !>• cr; r-l ri3 m cT 00 C? 3 I— 1 fn t- lOCO OS CO t- r-HOOl- CO '^ to 1 CO est- o >o CO U^COi-H T— 1 CM "*" rH (M o ^OO o in C3 «j ^G^tO 03 "T^ 05 rH t^ CS! c! cs 0^ c^ ■^ CO ; ^ CO ^^^ ■^ CO d ^ o O o o O lO cr. XD -* ^ o t- -^ (D CO lO o^o^ ■CO lO CO Oo'crf CM CM 3 o ^ CO pq r-i 1—i « o CO to CO (?q t- CO ^ lO o '^ o co © ^ 1-H CO ^ CO 00 =€©: "13 oTcrT c^ : "-^ G^OO GS? t— 1 Ol ce o .j::? fe: r^ QO G<1 COC^ • CM c o • ^ o t- CO •CM G^? O ^ 1—1 -^ 03C0 00 ;Cr ) CO '^ COt-I CM • vr -^ s ■ GO CM OJ pq r-l 1— ! CO CO • o • CO t^ 00 • -r 00 iC ■o CO "^ "^ -* 35 |GO^ CO 00 ''Q ^ fl "d > ^ r'~' .GO I c^ t-T 15 ■T— 1 CM ^ CO ^^ TJ « d s ^ • o CvJ CO G^ • r- -^ ta • o CO CO • o > t- •T3 ^ . UO t- 00^ :^ > CD s T— 1 • cT • a^ ocT <£' ;3 CO . CO o 00 Ht- • cs? CO 1^ !> 1 >*^ .^ ^^ ^3?- » C5 c! ro c! 02 '<> > \> ! § o 6 -no c k ! CT Q ■ ^ D a > 3 ^ 'C 16 3 K 3 K ic li )'i \^ 5 t ;c \% - a \i i \t ) 1 214 ANDREWS REPORT ON 0) 0 .3 a o O Eh >o ooo o? • t- o CO CO Tti 00 »OG^ GSl • 00 CO GN? rH OT • rH 00 rH . t- CO •Gjn:iiuinj CO co" • crT T— i • T-H T-H lO o o ^ i>- rH CO rH ^ lO lO c CO CO;^C^ • CO -^ rH 05 lO CO ^ c C?^ G^ to rHO 00 GV? lO 05 0\ o •SpOoS iCjQ > rHrH O T-H I- t- CO lO 05 rH o\ GO CO -* lO 05 t- 05 •sajnp'Bj CDr-i(^ »o t- >o T-\ -nu'Buipu'B'ioo^ co^co irT rH lO p H =S©: G^ CO O Em t^ C? CQ t- CO CD t^ o i>- & l^ CO o 05 CO t^ 05 CO '^ •sainp'Bj CT5 CTi t- CO t^ t— t^ 'T-^ ■^ s -nuvui 7^ 'uo:^:j03 QcTco'ocr rHQ0O5rH G^ t-t-iooioi-ot^trjo ^ t^ \r 05 '=*OCOOOQO-^t-^00 CD t- t- CO •sainp-Bj CDtOCOCnCOOOOCMC^^ lO 00 H t- -nunui pu'e 'uojj t- LO -^ t^ t- rH a^ -^ CO lO OOOCO^ • 00 ^ -^ -^ 05 oc G? •S9jnp'BJ cn'^QO^ •00 00 05^ G^ oc o »0 <^ rH CO ;COQ0G^t- cc to -nu'Biu j^ 'poo^ lo'co^cTTor • ioc^(j::> gs? =ej^ • CM (M I-^ crT 00 o • o • 05 O 05 • c- r- •OJn:^{nou^^ to -co 00 >0 G^J • G^ 00 CO . c= 00 JO S9pi%JiB' I9ll%Q "^ I ; rHt- • r-i • - r r-T • G^ • lO G^ t-OO G CO H 13 > S T-H rH CM rH -05 G\ 05 rH S o o o o O 'l- > t- O ffi M o o o O • CO > CO •«1 "H o o o ^ • CO r- rt i3 O CM ^ O '-^ Gv o CO CM '^t* G^ 'CO ir I^H • r-H CO CO 1— r-H t- o »o t- o CO rH t- G^COCX)l- "^ O 3 '^^t^OOO^ 00 O t^ rH to "13 lO rH 1—1 »0 C0O5 O t- CO '^ -^ CO T-^ o o o =€©= rH CO o o ~ — COG^^ OOG^05 o Eh 05 05 00 OOOOOiO 05 ns 05 O t- rHOOOCi rH S p '^. O CO o; »o t-05 o r- rH o cyiOico^ (2 G^'^O? Xr- th" >< '\^'^A i 02 '5m JN. V, e,N. nt, N, arbor. >i^v 3, Pen Ohio Ohio. ll K CD s iiftiriUrriiilii . ^ > ■ooc XL c Ogpc p. c % 0 % % i COLONIAL AND LAKE TRADE. 215 'T3 o a •OT^ 'S8IJ800JJC) -onjnu'Bin ooo-eqo j^ •pat[i;sTp *s;iJTdg O-^iOOOGOt-ttOCD'^'— (COQOOOi -«*< CO C^ C^} ^ ^ -^i CM r-H est OQOrHOGOl-l-GOiO t-CO00tOGOt^'=*^'5f t^ r-Tro co^co"cr5 00 ocT— T '* O i-( GNf COOO ir- ' OrH t^ CO a:) i:^ 00 CO r-H lO CO co^o a: -rt^ t- t- t- c? CO I— O CO in r-H t- O 1—1 CM O? '—t rH C- CO CD O C? '=:t^ 00 rH coo (75 • t- —i • rH •S8UT0 -ipaui puTj sSn.TQ -"B^S pu'B S5[002 •sajnp'Bjun -U-BUl pu'B joq^'Boq t-O 1— I CO lO "^ t— I—I UO CO -^ OS C75 CD -^ CS! CD 00 CT5 00 ^ 00 CD rH I— I CIO CO CO uo coo o '^ G^ CO r-( en r-t CO "^ aj a^ T-TocTcD'^crccr 00 • CM CD CD ' OICD 00 • tOCM 00 CD CO CD '^ ''t t" 05 '^ 00 O CD lO 00 t- *0 rH CM 00 ^ t- •^ CO "^ CM <75 r-< lO '<*' >^>'^\ '^'^ r^,^ :is CM CM 216 ANDREWS REPORT ON f^ o g O ^2 •^ "^ pH Q CO ^ 1^ «D ^^ .2 1 i ^ ^ ho ^ • s Si "^^ • ^ ^H «v> ^ No. of for the ye Z b/1 ^^ ^ § '"^ 1 1 'i a ?x 0 CO CO rH CO CO t- c? rH -rij* CO lO ''^ -H CO rH o t- t^ (71 ^ o to C5 "^ 00 O C5 "^ 00 COOOO I-- O 00 c^ to CO ">=f CO -^ tfrorrH" co" Oi CO CO ■^ 00 1-1 rH *j 'S i^ .S -'^ 9. ^ so Ol 05 rH o bJOc O ;y ,-1 vij t> f-M v-" >-- jrJ cd Sz: Qj ''j' »H " ^a)^c«dcdjfi9v:;r3f!;srf;i^ >OOQa!OOi2:WP-.Qa2;^ S § ^ ^^-^ ;-( (rf ^ Oh CJ -I O 5 ii 2 •- t5 ^ go COLONIAL AND LAKE TRADE. 217 CD .3 O Q Eh Eh ;3 5?; us P^ o :3 rH l-^ O? O CD CO '"^ CO CO CO 00 00 00 rH '<* lO t- lO r-( CO O O O CO CM CO O? rHCO lO CO lO "^ CO lo O^ CTl "^ t'- CT5 lO O COCD I- LO CO CO en as 00 CO O CO 218 ANDREWS REPORT ON n3 CD o Q •Itj^ox •sajnp^jnu'Btti loil^-eaipuusapifj •SpOoS iCjQ JO S3JTi;0'BjnU'BJ^ JO Sjjnp'Bjnu'Bi\[ •[OOAV JO Sjjnp'Bjnu^x\[ •ajTJMpiuj^ Xj[aAi9jc •8I'BA\U8q^J'B3 > OJ CO C£> o I- cr> CO CO CO C5 UO CO t- OS 00 OS rH '^ OJ CO l^ -^ t- ao Crj QOCJD T-HCOr-i lO O r-f LO CO lO CO -<* to O t- — I o rH en iOC0(M 00 00(T^ 00 CO »-o 1— I »ri -* r-( CTi -^ i—i C-O LO O^ CO ■^ O 00 t-- CO 00 '^ CO oj CO -^ G^ »0 l^ 00 00 -—I c^ CO o r- CO t- O 00 CM O O^ CO O T-H to l-- Oi »o t-H CO »J0 rH en -^ >— I rH »o r-i r- 00 i-H CO to r;^ to COC^! '* 05 1— I I— CO O O to CM CO to CO t- CO to OOi 1—1 CO t- CO CO -^ CM CO t^ to o l^ !>. J-, t^ o:> '^ 00 CO 00 CO CO CO 00 CO o CO rlO t^ t- to CO CO CO . i-()0 • to to ,-1 t-co "^ '* 1— I to en t- '-0 00 !>• rH 00 T-HCM CO 02 _02 o 5 bjD^ : ; ^-^ o Xi S -S -S -rj .ci ^ COLONIAL AND LAKE TRADE. 219 .ri -« ^' i^5 ^ &3-S I. 6 '^ ^^ i>-"<*ocoa)CooiLO 1> r-H 00 C>J lO rH lO ^ 00 O «0 CO (>t t- T:^ C£> • "^ s "«*< C* lO CO 1—1 -1 O 05 »0 '«*' CO CC "^ »0 05 J QC T-t O ^ C£) .^ T^ ^ C£) UO 05 CO t- CO o »o to 00 CO • tf: CM p^ o, cd CO 05 F-H CO uo CO ^ o o CO t- c^ o:» < s > C\fCJ d "^ T-HUO CO , • 05 co^ C^C^QOOsOrH'^^OOiOCOOO-rt*'^ . 1 o ^ l-O'*Q000»-iO00'=:f.-.C000O'-H ' CO i © lO O CO CO 05 00 COU— 05 '5^ 05 O CO o i:- M < o Ej t- 05 00 cf -Ti^ co^uo^co^irT^oTco^vrT • CO t-^ Oh 13 CO ^ rH CO C^ O rH 00 — < 1— 1 00 05 CO tH • o i^ t- t- CO G^ 05 ^ CO O? rH . CM H h> =^ CO oT COOlOOSOr- (J:--h,--(l0C000'*O ~, ~tr CM O-'^iOOOOO'— (COCO'^i--i-<:t<00005 oc to r-i 2^ OiOOCOOi0505t-00-^050COCO o cd +J ^s 00U0C^G^T-HrHiOCO00tOT^C5COO5 cr to o xOJ>->OCOG^05'rt-GSf05rH0005COO O) H Eh >- ■^ c^ trT i-H • t-- Oi CM Oi CO O 05 05 -^ rH IF CM o GO • r- r-H UO CO CO CO 1-- ^ CO CM i> CO i CO • lO 00 O^ 00 UO O rH 0® CO t- CO oT • trTco^crTuo'co'co trTcfTcT • cr CO o SI 13 05 • UO 00 r-H CO cococo^ (^ r-i > a: t"'^'" - - to^ rH cT fl C0050505COCSJiO'*>OiOt-Oi005 o o O-^COOOCOOS— ^G^JOOOCOCO•^CO > c^ Q O r^ d Oi0C0C0^OO0iCf5C0l-(M0505 ^ ■sS us 00iOC^Csfr-^COC?C^C0(MrHC0(MQ0 cr CO 13 lO f- lO CO CM CO CO r-f CO 1— 1 UO CO CO a- t- 1- ^CO rH^ (MCS{ r-t ^ '"' cT (^? t- '^ UO 00 05 05 --^ 00 ^00 GS! CO o lo ^ '^ '^t^ d t- uo '^ t- t- O 05 co^ to s W 3 00 t- 00 -^ to 05 CO trT CO o 13 > OC0 05 to CO to 05 CM s H a<" coco CO <1 Pi r-< • '* t- 00 t- CO o 05 rd m • o t-Or^-rt^ '=*< 2 '""' •00^ "^ !>• r-! to •oo" t^iScccc S II • CO cocoes CO ';^i o •=«©= coco 00 o J CM t- o 00 • C^J CO '* 05 00 •-:J^O o to d t^ lO CO C^ .05^^ CO o '^ ^ s 00 t^ 05 1>^ * CDCO to t- fa 5? M 13 O CO UO 00 . CO to • T-i l> s=^ CM ; 00 fl 3 en r--t lo "HCM t- '^t^ 05 m ^-^cfi O 00 to CO • CM OO^GM^GM^CM^ 1 '^ o rHC0 05 oT^t-^"^ • CO >o CM CO CO CO CM W <1 =«^ ! ^ -^t^ CO ^ ~~ to 05 ^ 00 " _ __- o o to CO l^ CO t- CO to CO a-^ ^CMrH ; o^ Q o H rH • t- • coos CM 00 ' ; 't i I ; 05 rX3 aj J 13 • o o t- -* ^ t- H H •00^ • • CO C0^05GM^C0 ' CT r^ to CT ; CM^ M ^ > . .05 • t- CO I^ 00 to 1^ ^ CO t- •CM • CM O ; ;; ; • r-t W UO CO CO •CO • CMrH to d 00 00 CO •to • 1^- to 00 ■^ ^ ^ O lO ^ O . •<* 00 -rfl Oi M cd o o t- 05 .Ql o 1^ > CM I— 1 1 ^ ^^ 6 c c d o o o K c c c c ■"O X TS-TSP. -i- 1Z ^ X ¥ W5 o • c 4= • • +J ;h . TO O C .cd . • • o , ^ s : d:a gffi : ! ! la I <» c3 ipHiiiili. c III 1 JD Hils.liil^rdii-i^.1 a > laa K a oc Swi iC re i p ^ J 220 « rH Si ^ CO ?^ i « ^ St 5$ -Si. ANDREWS REPORT ON ^i •^ OJ <3 ^'-e ^ « C5 S^--^ ■^ vu • 5$ » ^ • '§ s §i ^ ^ PQ <^ §* •^ o i5 s^ 5:^ "S ■^ 5v -1 s i<5 ^ ^^ ^iC •§ ^f) ?o ^ >v "^ a ^ S ■^ o «;ri 5^ • t- >0 O QO •^lOrHr-li— iQOr- li— "^ COLO C^ CO en* CM i:--*00t-O?a5a5J00'«:tO'^i— (OOCnC^lO T-l'^GSJiO'^— !:*^ (M lO CO CM O? r-( rH G^i OJ CO^ t^ o t~- t- 00 t- co CO t^ O? rH tC* CO O OS 00 CM Oi oOQ02O0l2;pqfLloa2:^QS^O COLONIAL AND LAKE TRADE. 221 Id .3 o O Q W H H < ;?; o Eh '^ f3 o 00 CD t^ lO o 10 t- t- C£> C^ CO -rt^ (M 00 CO 10 O C5 rH O CO cooiG^coocr. ococo cocricbt^coioot-io loooaj'^ooiost^'^ c? I- o CO i> iX) rH en io CNJ CO CO 10 •^ C75 O O T-( CO -^c^ 000 I- 00 00 (M o >o -* OS cocr? ^ 1—1 1-t OOOOJCOOCOCOCO CvJCOCOCit^OGNit- COt^rHCOOOOr-ICO O OJ r-l O:) CO o xo 00 CO ot rHCO^f-COC^fOC^COOCO'"* (:^icoao».(OT— i'^ot-cr500'<*ai -.^•^CO'^COOOOO^COiO'* co^cD^co't-^co'ocrcrirrQcr '•^r-r li0a5O(?>?C00?C0t-rH G^ -^ rH Oi T-H COi-KMCOt-COOC^C^G^CS'^ CO T-H O en 05 t- CD rH t- tH rH-^COCOi-HCOC^C^ -"O -O T3 'U 000 >^;S o o •-■ •p-( rT-( n-( JC ^J^ rr-l rrt _S t: ra ^ .S •>" • o J . 5ac 1^1 • . 03 p^ o &* W^ ^ tJ)M ^rS Sxj 0'a"n'Z:> ^ S S ? cooocO'^oot-co Oit^CDCOt^CDrHcJiCjD T— I CO Tti lO ■<* Oi O Oi r-t CO -^ (M CO CO C^J CO o^ CO O i^ iiC GSJ CO O 00 -*o rHt-OO CO C>i uOC^O'^-'^iOOCO oot-c^cot-ooicn COrHCOOiC^C^COCO rH Ir-* rH CO CO "O i-H (MCOCOuOC-OlOt-iO O^^ O^"^ CO UO O O rH 00 o ao t- r-H t^ cTio 00 lOaSrHG^lCOCOCOt^T— I GSi '^ T-( C^J r-l t'T-HCOCOt^COOC^rH rH^C0COrHC0CQ(M '^ n3 -c5 -^3 "T^ c.oooooooo .2 2 ^ bP' % bDm bS S^ 3- COLONIAL AND LAKE TRADE. No. 7. ^3 Property coming from Canada by 2vay of Buffalo, Black Rock, Oswego, and Whitehall, during the year 1851. Articles. Buffalo. Bl'k Rock. Oswego. Whitehall. Total. THE FOREST. Fur and peltry .pounds . . Product of wood — Boards and scantling feet. . Shingles M... Timber ^ cub. feet. . Staves pounds. . Wood cords. . Ashes, pot and pearl. . . .barrels. . AGRICULTURE. Product of animals — Pork barrels. , Bacon pounds . . Butter do Lard do Wool do. . . . Hides do 11,186 10,200,427 164,000 2,989 356,151 12,393,957 370 44,492 74,209,425 6,645 232,855 Vegetable food — Flour barrels. Wheat bushels. Rye . .V do. . . Corn do. .. Barley do. . . Oats do. . . Bran and ship stuffs. . . .pounds. Peas and beans bushels . Potatoes do . . . 382 19 6,000 12,788 700 95,020 16,317 19,302 150,960 104,143 '12,296 All other agricultural products- Cotton pounds. Clover and grass seed do. . . Hops .do . , . 90 6,000 21,416 MANUFACTURES. Domestic spirits gallons. Linseed oil do . . . Leather pounds. Furniture do. . . Machines and parts thereof.do. . . Iron do. . . 10,470 3,882 2,200 OTHER ARTICLES. Stone, lime, and clay . . .pounds. Eggs do. .. Fish do. . . Sundries do. . . 11,669 2,000 83,317 950 2,475 5,729 2,800 34,132 1,041 24,090,425 1,929 1,187,371 141,209 343,932 684,280 70,176 19,844 111,291 64,896 56 68,679 2,860 455,778 2,081 154,461 4,835 7,589 7,989 25,606 243,084 3,509 21,132 1,101 25,862 1,120 13,000 184,638 172,363 132; 091 679,501 12,227 120,893,897 172,944 1,467,707 356,151 8 3,352 19 6,000 17,686 155,161 241,064 16,317 371,773 837,715 78,165 104,143 51,179 366,671 3,509 86,028 146 6,000 91,196 25,862 10,470 1,120 6,742 5,000 13,900 184,638 11,669 172,363 134,091 1,252,728 224 ANDREWS REPORT ON !S iH o »0 <;j T) '>^ rH <5-) ^ 1-i o CO a^ t. • !k ><:: 'ii V se O • 'i** -^ CO t- CM en ; o o CO CO CO co" • crTccT'^^cM^cr r-i • to O^ "^ CO COr-lCM-^ ^ 00 CO o CO 00 to CO r-i CM o t- • CO O ^ l- t- O (M • CM CO -H '^ O O t- . CO 00 CJ 00 CM CM CO I rH CO "^ CO irT S d ^ &. o ^ S ^OOOOiOO CO 05 l-O • rH CO CO o CO en • o tf: C^ 0000 rH . ^O GsTc^rH^^ ! cTio" en rH CO -Tt* t— o CO CT:) 00 ""t CO rH O 00 00 CM o rH t- crs 00 o ooo o o o o o -^ o o ^-^ 1;!^ S;S>^>H O goo be <^ 'w H S b" c; g^^ COLONIAL AND LAKE TRADE. 225 d .£ o Q CO t- • ^t- • o • t- CTi UO • l- • CD I t^ i lO CD • t- (M • O • 1-- 05 ir- • rH CO -^ V -* • ''^ CO • UO • CVJ CO »o • to 00 1 "* Sh feiD O ?r CO • T-< CO •CD • 00 CTJ CD . I- Ci \ cn Oi -^ CO J e ; • . a, '5 £ cc • CD •GOCi-^QOOi Tf" \ ^ • a w tg •M ^ lO o . -f • 00 ■ O O l^ i2 -2 oo • t- • CO •O'^f o ;- CO ^ • 00 . CO . o^c^ . OJ o CL, l—i • ^ .c^ o o S -^ • r-l t- CQ Ci CSl cj O i • 'Tf *o •r^CDOO • oc 5 en "2 • CO • t- • r-H^ ft::) r-^ T-i CO O © < 1 t- UO O 'C^ • LO • CO J> cn CQ •o •cs •O '(M • t- ■ CD Cr 5 Oi t; i-H 00^ t- . 00 . CD ' T— 1 IT J 00 o ■^ !±( cu .^ of 00 .^ • t- a ) "-^ O ^ ;2 '^ f-H • r-H • CO H .— Cvt CO C^ QD Q ^-^ UO to O l-O? c^^ lO l- tf &H 0. o a -ci CO en cn to d 'rH^ OQ o • Ci QO T-t '^ CD r-l CD • luO O" J OS i • ao CO "^ CD CO -* -^ • ooc ) !>• ►d . ^ o O '"* OS '^ WO .^c ^ ^c ^1 o -^ . ^ ^ '"^QtroT'^^ocr . cor- r CD a. ^ . ^ . "^ UO CD coco Tf • Oi CC > 0:1 i«l ^ OJ |rHI> ■^ H CQ 00 ^ IXJ CD •o •r^ iO 00 o vD ■»S cc ■rf CO CO CO • to C^ ^ o ■ -^ C? 00 rH ■^ 00 CLi 2 00 o? »o CO OS s o? -^ s fS rH CO i> fl o o CM 05 C0C5 CT) O C^J> w 00 o QO^O-^t- ''f r- Co CO »OiO COCD UO i-H o coo: 2 o o? t- '«:*^ CD O? to 00 Ol r- a. '^ r-^ O 00 t- t- • t-cq 0 >< crs oj t-- CO o I-- W 0^ ^cT CO 00*^ i •^ \ 0 -ii o • .5 ' I t-i O t> . r^ JaJ 1 • c •^3 "S >^&S7'S S o-S 2 : chigan. Michigj Wisco] linois.. 02 5 •n s 0 c3 C o amplain, wegatchi pe Vince ckett's l\ wego, N snesee, N agara, N IFalo, Ne 3sque Isl( yahoga, ndusky, ( ami, Ohi itroit. Mi ickinac, ' Iwaukie, icap-o. 11 13 a 0 CO -rt^ • o T^ «o ^ o o^ ; t' o J^ ex, ^ -^co uO^ • CO oT a r^ I-H • t- <=> 1 PQ r-t ' 0) w ^ ^ • ^00 COQO • CO to -^j^ i <« • -^ CO Oi CO • '?*< CO to i a •OiOC^iO • ooo "^^ 1 « • CO 00 t^ -^(M H^ 1 ciiq cq • c^ : uo O^ i M -^ o t- • CO o • CO • »• o • CO M %i lO 00 • t-' o • CO o h rHOO •rHOl . 00 CO Dh J rl (^J t^ • CO oo" ! ri4 fiQ • c^ • CO CO 02 ^ lo • ^lo • o • oo cooo ^ • o o? ^ \ U CM •-^cn • lO • rtOOOl >o o • O C^J CD o . r-i xo ; • l-H O r-l CO t- . o to tO^ Oh ^ >^ ^ CO C- 00 rH » to o t- H ft:! r~\ CO G^ CO i 0^ o • • r-lO? • to 00 f-4 t- • •COO • CO CO 1 o Cm -^ cr? • : ^^ : CO rH 1 S 1 • crT • (>r CO CO •13 C rf 1 o • CO • GOCTi CO • CO OJiT^ • CO 00 Si o Oh 1 fHCO . CO M* CO o • lO 00 • O • a; ;-< t- o • CO t- • CO • t^ fl o CO ; ^ :o^ : o^ pj ;-4 cu « o o o c S cq I— • LO * '— ' • oo" < o i • o --^co luO • to o o s^ ^ • lO lO ^ 07 • f-, O •CO »H rH . GNJ CM u p? Cl, '« ^ CQ '*'" trT o C4 i 1 fie C^ CO iH Oi t; 00 LO CO C5 A^ o CSi 00^ CO c 1 t— I Os 1 CO 2 • CO en 'tyj •Cv I CO H jLn • O'"-* CO • QC ) o O ; 00 to rH • "^ ^ o « « • co" trT W fi. i • Q\ • CO • o • 00 ?. • »>• • CO • CO rH i o «o •CM '^ : ^^ 1 p- v3 d. S PQ ;CM • c^^ s •"• cc • • < r? t- • >o • G ■i CO >-< • • c O to • 0">? •QC ) CO O CO ; t- I ^ 5 to C- e ^ Cq * *" H CM i2 • t- • o t— ;h CO • -^ to o I *"* •CO . ^ cu a d S CQ : q l-H o i • ir^ • -^ 1— t Q 1 1 ^ f§ •lO *: ; •:« to \ \ • m :l» \ : ; o a. v*>^^ o C o C3 =2 J G n J}. • c J ^ 5 c ^ 1 J ye. \\ * d : I gii§.li§^?§r^^iS'§^j 5 3 0) ^ a. 5^ £c; ?CJ ^i ^c :i^ ^^ \t 3 O COLONIAL AND LAKE TRADE. 227 H -23 H •CO •(?r • 050 . T-iQO«r> to . rH CDOi lO I •oo •oo •CO • • 05 O •C^ • 'QOO • rH • •0005 QO O5C0 • CO"^ • CO rH • ioo oo • O) ^ OGS! • CO »-H I— t t- . co^ooo . rHO O • -* ^ T3 to CO • tH f-t luO H OO OO 00 05 r-irH . .to •o •O •O •o t-o • o coo • coco o • o t-- • o -^ • oc- • t— t- CO • CO to CO S o fi «3 "5 cS ?.E J- »-, s- ^ O O OIh C ^w ^ o'2-&>S ^-^ M id d o o o > ?r t^" ^-^ 00;z;pq oTOOo §2'» I : a • '73 228 ANDREWS REPORT ON W a S3 o O 12; W I a. o en 00 05 jm ^ o > s I § s-S M cd I? CU O « jg w te cj t>oOoa2 •CO t- • O5 00 • -* CO -rfi lOOi CO rH '^ C75 O to !>• lO tH ■ t^ O •rHO oo oo o to O CO lO .-I OQO lO t- -s^' O Oti t- to O OS ■<* t- O 00 to CO 44 ^ r O o '-' i-( ?0 to T-H -^ CO '<^ to w ^^ o a? Om --M I bD COLONIAL AND LAKE TRADE. 229 a w a o H ,r3 Cl. CD o a H a H W tot- too COVO oo O CO oco I: ^ '*C^ ttl i-IO 00 o s ^ T-ICO t- lO "* o 1-H CO CO o 00 to rHlO . o rH CO »— I O O '^ 00 rHCOO COO O CQ o O 00 r-H VO rH rH -^ CO 00 O O i— I "«#•«# CO Tti GSJ lO UO rH CO r^ crjo lO CO t- OS G^ O crT^o" O CO -^00 C75 OJ 0> "^ CTJ CO Oi rH CO CO (7? UO 'St rH "^00 Oi CO lO CO UOrH CO CTJ 00 t- O UO 0o CO CO 00 vo CO t- CO GN{ O rH lO to CO CO UO CO Oi tHOOOO rH CO rH 00 CO •«* "^ CO "^ O O rH CO O O t- CO -^ 00 — I ; cj ■ I rt w *^ ^ ^ a, o « X BQ cd c3 >oOoa2 hDco 0.0 ^ rl fl ^^^ o o S o § o M ^^ y- 3 }il 3 cd S 00 rt CO CO t- CO ooo .a • § s o o COLONIAL AND LAKE TRADE. 231 PART lY. RAILROADS AND CANALS OF THE UNITED STATES, As a report upon the inland commerce of the United States, or of any important portion of it, would be imperfect without reference to the various works constituting its channels, to which in some degree it owes its direction, the following notice of the railroads and canals of the United States has been prepared. The peculiar characteristics of this country, in regard to its geo- graphical and topographical features and to the industrial condition and relations of the people of the different regions render works of internal improvement necessary to the development of the resources and progress of every portion. With us such works are chiefly com- mercial enterprises, their principal object being to cheapen and facili- tate the movement of persons and property. Generally, the means for their construction have been furnished by incorporated associations, and consequently the construction and management of them have been intrusted to such companies. The opposition by many of the prominent and influential statesmen of the United States to the interference of the federal government in aid of such works, on the alleged ground of absence of constitutional power, has hitherto prevented the rendering of such assistance, except in the case of the Cumberland road, and one or two other instances. Many intelligent men doubt if this opposition has not been advantageous. Wherever the respective States have aided such works, they have for- tunately, in most instances, committed the control of them to private hands and private interests. Considerations apart from commercial objects have had but little influence in their construction or management. These works, therefore, constitute the best expression of the commer- cial wants of our people, and their immense cost the best illustration of the magnitude and value of this commerce. The early settlements in this country having been made upon the seaboard, manufacturing and commercial communities at first grew up at favorable points near the coast. The extension of the settlements into the interior necessarily involved the construction of outlets for them to markets upon the seaboard. So long as this population was confined to the Atlantic slope, public highways were not of great mag- nitude nor importance. When, however, settlers had crossed the Al- leghany mountains and peopled the regions beyond them, the public mind was turned to the subject of constructing channels of commercial intercommunication adequate to their wants. The natural outlets of the great interior basin — ^the rivers Mississippi and St. Lawrence — are not in all respects adequate and convenient 232 Andrews' report on outlets. The first person to present a definite project for an artificial work, on an extensive scale, was General Washington. That great and wise man foresaw the future importance of the country beyond the AUeghanies, and the magnitude of its prospective commerce, which he proposed to secure to his own colony. Before he reached the age of twenty-one years he had crossed the mountains, and the subject of a canal from the tide-waters of the Chesapeake to the waters of the Ohio received his careful attention. At subsequent periods he visited the Ohio valley, and presented the results of his examination and observa- tion to the House of Burgesses of Virginia, from which body he received a vote of thanks. The plan of a canal proposed by him was eagerly embraced, and has now so long remained a favorite object that its im- portance and ultimate consummation have become traditional ideas with the people of Virginia. The merits of a general plan for a commercial channel, by which to connect the East and West, suited to the wants of the two different sections of the country, were not involved in the question of route. Virginia, prior to the Revolution, was the richest, most populous, and most central of the colonies, and her tide- waters most nearly approached the navigable waters of the Ohio. It was taken for granted that the appropriate route for such a work lay through her territory; but at that time our people had neither the engineering skill nor the experience, nor were they sufficiently acquainted with the topography of the moun- tain ridge separating the great western valley from the Atlantic slope, to decide upon the question of route. As they became better acquainted with the country, it was ascertained that the best route for a canal con- necting the navigable water-courses separated by the AUeghanies lay farther north ; and it was reserved for New York first to realize the idea of General Washington, and thereby secure to itself the vast benefits the result of which he foresaw, and which, before the Revolution, he sought to secure to Virginia. For years after General Washington proposed his plan, our western settlements did not extend beyond the Ohio; and, in fact, all the country west of the Mississippi was claimed by a foreign power. The vast regions now filled with a numerous and thriving population, comprising the States of Ohio, Indiana, Ilhnois, Missouri, Iowa, and Wisconsin, were not only a wilderness, but the idea that they would ever be densely occupied by civilized man was regarded as chimerical. The principal settlements beyond the moun- tains were those most contiguous to Virginia, and what is now Kentucky was then a part of the *' Old Dominion." The rapid settlement of Ohio and the adjacent States, after the war of 1812, changed the aspect of affairs in the West. The preponderating interest and influence extended northward of the first settlements, and the State of New York was the first to open an improved line of commercial communication between the Atlantic and the Great West. A canal wns discovered to be prac- ticable through her territory, and the genius and public spirit of her statesmen stimulated her legislators to make use of this advantage, securing to her the chief interior trade. It was not until after the completion of the Erie canal, in 1825, that the adaptability of railroads to the uses of commerce was established. These works are destined to compete with canals, and COLONIAL AND LAKE TRADE. 233 even natural water-courses, as media of commercial intercourse. Their construction and profitable operation may be regarded as practicable upon all the routes of commerce ; and all the Atlantic cities have either completed, or have in progress, lines of railroads having the same general objects and direction with the great New York work, by which they propose to secure similar results. These works are regarded as of greater benefit to the interior portions of the country than to the cities which are their termini upon our navigable water- courses. Their construction is now tlie absorbing topic. They will one day become the ordinary highways of transit for property as well as persons. A satisfactory view of the commerce of the country, therefore, necessarily involves a description of them, as its future channels. It is also important that the uses, objects, and influences of public works in developing the resources, in stimulating and in giving new directions to the commerce of the country, should be thoroughly under- stood, both as tending to correct legislation in commercial affairs and as securing to these enterprises that degree of public confidence to which they are entitled. As heretofore stated, at least $80,000,000 are now annually required to carry forward works in progress, and to meet the demand of new ones as they may arise. Of this sum, $50,000,000 are borrowed either of the capitalists of this country or of Europe, at rates of interest averaging from 6 to 10 per cent, per annum for a series of years. A large sum is in this manner added to the cost of these works, which might be saved were the public mind properly enhghtened as to their productiveness, as investments of capital, and as to their influence in increasing national wealth and prosperity. This review of railroads and canals w^ill commence with a notice of those of New York, the pioneer State in successful achievements on a large scale. In noticing the works of other States, a geographical rather than chronological order will be observed. Only the leading lines — such as are in some measure identified with the commerce of the country — will be particularly described ; and where works are still in progress the results predicated of them will be stated. Following the notice is a brief consideration of railroads in their economical aspects and results, a matter esteemed of equal if not greater importance than a detailed description of the works themselves. NEW YORK Population in 1830, 1,918,608; in 1840, 2,428,921; in 1850, 3,097,394. Area in square miles, 46,000 ; inhabitants to square mile, 67.33. Erie caTiah — Although it was known at an early period that a favor- able route for a canal from tide- water to the lakes existed in the valley of the Mohawk river, it was not until 1816 that the project received particular attention from the authorities of the State of New York. In that year, the governor of the State, the Hon. D. D. Tompkins, in his annual message to the legislature, recommended the construction of a 234 ANDREWS' REPORT ON canal from the Hudson river, at Albany, to Lake Erie. This recom- mendation was favorably received, and after a protracted discussion as to the plan which should be pursued, the work was formally com- menced on the 4th of July, 1817 ; and on the 26th day of October,. 1825, the canal was completed. Previous to the construction of the canal the cost of transportation from Lake Erie to tide- water was such as nearly to prevent all move- ment of merchandise. A report of the committee of the legislature, to whom was referred the whole subject of the proposed work, consisting of the most intelligent members of that body, dated March 17, 1817, states that at that time the cost of transportation from Buffalo to Mon- treal was $30 per ton, and the returning transportation from $60 to $75. The expense of transportation from Buffalo to New York was stated at $100 per ton, and the ordinary length of passage twenty days ; so tliat, upon the very route through which the heaviest and cheapest products of the West are now sent to market, the cost of transportation equalled nearly three times the market value of wheat in New York; six times the value of corn; twelve times the value of oats ; and far exceeded the value of most kinds of cured provisions* These facts afford a striking illustration of the value of internal im- provements to a country like the United States. It may be here stated, as an interesting fact, that prior to the construction of the Erie canal the wheat of western New York was sent down the Susquehanna to Baltimore^ as the cheapest and best route to market. Although the rates of transportation over the Erie canal, at its open- ing, were nearly double the present charges — which range from $3 to $7 per ton, according to the character of the freight — ^it immediately became the convenient and favorite route for a large portion of the pro- duce of the northwestern States, and secured to the city of New York the position which she now holds as the emporium of the confederacy. Previous to the opening of the canal the trade of the West was chiefly carried on through the cities of Baltimore and Philadelphia, particu- larly the latter, which was at that time the first city in the United States in population and wealth, and in the amount of its internal commerce. As soon as the lakes were reached, the line of navigable water was extended through them nearly one thousand miles farther into the in- terior. The western States immediately commenced the construction of similar works, for the purpose of opening a communication from the more remote portions of their territories with this great water-line. All these works took their direction and character from the Erie canal, which in this manner became the outlet for almost the greater part of the West. It is difficult to estimate the influence which this canal has exerted upon the commerce, growth, and prosperity of the whole countrj'', for it is impossible to imagine what would have been the state of things without it. But for this work the West would have held out few in- ducements to the settler, who would have have been without a market for his most important products, and consequently without the means of supplying many of his most essential wants. That portion of the country would have remained comparatively unsettled up to the pres- ent time ; and, where now exist rich and populous communities, we COLONIAL AND LAKE TRADE. 235 should find an uncultivated wilderness. The East would have been equally without the elements of growth. The canal has supplied it with cheap food, and has opened an outlet and created a market for the products of its manufactures and commerce. The increase of com- merce and the growth of the country have been very accurately mea- sured by the growth of the business of the canal. It has been one great bond of strength, infusing life and vigor into the whole. Com- mercially and politically, it has secured and maintained to the United States the characteristics of a homogeneous people. It will be seen, by the following tabular statement, that the growth of the city of New York in population, wealth, and commerce, has nearly kept pace with the increase of the business of the Erie canal and the progress of the w^estern States. The tables show the intimate relation of this great work to the commerce and prosperity of the coun- try, and that to maintain a large foreign commerce it is necessary that a city should have a large domestic trade. They also indicate the annual tonnage of the canal ; the value of produce and merchandise passing to and from tide-water ; the tonnage and value of produce received at Buffalo and Oswego from the western States; the number of annual lockages on the canal; the foreign arrivals at, and tonnage of, the ports of Boston, New York, Philadelphia, and Baltimore ; the value of exports and imports of each of these cities, their increase in wealth and population, and also the increase of the popula- tion of the western States since 1820. 236 ANDREWS KEPOR.T ON 1 o a rH ?2 S O -^ t^ 5 Ph ' ^ ««i, IK liB^ g.s* 000000000000 00c COM CO O O(MC0(MC0«0TH(MOO00»QO0S00t-b-0»rtcoco Oi-t«OOt-00-rHCCh-«OI:-«OTjlTHt-OQI TtiC0C0(M00C0 ^^? coon OS -^COOSOOOi (MOOS Q0b-»OOST-( TtCO «o 00 1- CO cO(MO0«0 0.T-lb-O^O00C0T-tlO > ^ OS Tt^ irHQ0«O ■^OlOOO-^OC^OOOOOT^rirJ^h-t- O»-l(M»0rHt-t-Q0-<#-*-""'^^ ---" r-(r-(T-lT-Hff»<»OSOSb-'*T-40iOrHCOOOCOOTH b-THt-.OT-cQOt-0»000(N«OTj<0000 ll^T-T-rlTl^lf^CO'.-r.^CcrOs'TjrQo't-'N^Co'oCr^o' O«0Ot-00«>00>0b-C»OC0Tt*0000»0TH rH rH tH tH T-( 1-1 C^ C000OC0O(51»0OO'?H»0b-O»0»-b-OC -...OTHOSCOOCOOOTHOSOSCOOOseOOlOb _.. ^ . „ _ — . _ . —000 HOOOOb-COOt-Ot-CMlC osT^lcocO(^^<^^(^^os(^^(^qco«o»ocoooosoa T-lTH(>JC0(M'<#TjHG^«O(y>Tflb-OST-t00(MT— r- r-(T-HT-n-(r-iT-"*THcooTib-(X> C0r-l(?3Tfi osT-io5'^ob-b-e5T-ico>o«0(»(yio>T-i T- S>b-Oi-l-r-icO(M'^«OOsH« -ij^riK' ^■^-..~ ,o0O»O*«OC0OS'<*00(MOS(» -lOSOO'5j0'5ji(>>OOCOOS OSOS — b-COr).«0(M00'*(M00THt-C0O»0b-»0t--C0OC0 T-l'>*0»C»Ot-'MC0C0O«^THC*OC00i»0C^«5h-Q000»-*C0Ot— OCOCOCOWStH 0<©«OCO<>l<>10rt»0«0(N10COOCOOC>'--'COO«0'rJHO>0'<*«)eOir?OTj<00»h-(>l»ATj»CNO^C^(NC^C^COCOCOJCOCO'<*rlOCOiOCS«OOOQ004«0«0C0THt-O-^00OC»-*O«0r-< ■*CC<0«C'C>'*c:iTHOe0T-iC000«C>'^e^i-iC0 0PtHt-(t-hOCSC0'<*C0'*C(M10Q0O0Sx*C> 0>'<#b-OTfjeOC0riT-<»:-(N0SC0e0«0b-OTt*C00ST-(«0 QO'^OJCTHT-KMTfOiCCOQOOOOSOiCOO (^Tb- rtTc^ t-TiO h^VifCi^'^Vi<:0 ■>HC»«C>00 0 0(NGOT-(0'^OT-(-«4'0>T--^N-'T (MT-(OcO(M Q0»O*C0»0e0t^O00-'*-^C0THTHb-05r-tTl O -^ 00 O jO »>• «0 1010TjC0O00Q0«0Ot-T-lO4CNt— ■r}*r-tC>C005COrHO>«C'lOT) H tH T-t tH r-l T-l tH T-( tH r-l 0» C^ CN C0«0b»0>t-b-a0Q000O00 00Q0(MOi-l0ST-J "*C0rH»0C0C0(J5OTt^TH0iC0G0;*b-C0O«0 •00500^Ob-]OrH(>)-i-iTlHb-pOC5t-CO •0D0S-<#t-r-IC0b-OO0>.OC0Ot-t~-«3C0e0 • (M~oo'~TjrT-rco"T--rh-'"or'<+"b-f oTt- '■'■'' DO*C»<3St-C^Jr-(M»0050000t-iOOO'*b-N"'-lT}1lO'^OOOh-QOCOOT- ftb-^-t-T-to500£)lot-o^ •T-i«0eD05000t-OSt^OOr-H03Ca5-<*eOCOt-<>a«OHHT^b-rHb-0>)0»OCOTHxflT^ •rH000Sr-0C0(M«0O00»000(Mt^t->0T-( •0-<*'«C^OOiCOOCOCO)00505CXI-^«Or-IOO00b-O00CCC0»^b-TtOS»-000 r-l"*O0»«0i0)O^Tt r-t «C> OS «: O'*ICCC^O00THr-T-(O»0'*iO-^ j^too^-t^o<^^(^^(^^<^l«OT-(cO'*cOl--lOcc)■r-c^-oooso^«oo»coc^^cc^--c3 ■«*i£3C^OO000iT}C0t-00t-t-OOO--0SC0«)T-(^0ST-th-'M»0 CC-r-(OTHCCt-0SC^«Ot-Oi0t-O>r-lt-OSt-(M 31 -§6 oPQ O) si S9 lO«0 00Q0OC»T-JTj<00l0O00O»0C0W00TH(/)t-b-O>QOCCrHOrHO»a (lf:>C3b-COCOOC^COrDOSOI(M«Oi-HCO^b-)OeOT-l r - (MTpTtlCOTj«O00C0C0t-O»Cb-T-tC0C00» if:i«o<34'00r-(O«0t-O"5tl0S'*C^0SO'*«0rH0S'<*<»{M>0a> ^^.r., " ' "" ;q '-"' ^ ;:; ^ ;:; ^ ^ ^ ;_^ ^5 000000000»OOOOOOOTj«o«oox|TH»0t-0iC00>Tfi»00»0>OOC0-rJ^C0Ow'<*C0 b-r^orco'oD"cr(yr»o~otrarr-^t-^acr!rrio''H<"«o~aro"oo''c5 <>»"^COT})OSO5OST-lr-it-OC0t-O'«*l O T-» G-1 CO ^ C^ (M C^ (M - . _ CO no 00 00 00 00 on 0«0>— C00sOt-iiyiC0^l0eC>b-00OOT-icaC0-*iQ«C>»-000JOt-l C?q0*(N(MCNC0C0 0C^C0C0CCC0C0C0C0-^M*'r}*^-^^'^T(*ThTtrward, with increasing strength and! vigor, to the present time. The Western railroad, when its objects, direction, and the obstacles in the way of its construction are considered, is certainly a remarkable work. Through it the city of Boston proposed to draw to herself the trade and produce of ttie West, from the very harbor of New York, (for the Albany basin can only be regarded as a portion of her harbor ;) and to open in the same direction an outlet for the product of her naan- ufactures, and of her foreign commerce. It is well known that these efforts have been so far successful as to secure to Bo&ton a large amount of western trade, which otherwise would have gone to New York, and to render the Western road her channel of communication between the former city and the West. It was only when menaced by this work, that New York successfully resumed the construction of the Erie railroad ; and it is not too much to say, that but for the former, the Erie road would probably have been abandoned, even after tbe expenditure of many millions of dollars, and the Hudson River railroad project remained untouched up to the present time. The Western raih'oad, though constructed at immense cost, has proved to be one of the most productive works in the United States, paying an annual dividend of eight per cent., besides accumulating a large sinking fund. It has been the chief instrument of the extraordi- nary progress of Massachusetts in population, wealth, and commercial greatness, from 1840 to 1850. It supplies the State with a large por- tion of many of the most important articles of food. It opened an out- COLONlAli A^n LAKE TRADE. 249 let to the products of her manufacturing establishments and her foreign commerce, and stimulated every industrial pursuit to an extraordinary degree, and, from the results that have followed its opening, forced all our leading cities to the construction of similar works, with similar objects. Railroads from Boston to Lake Champlain and the St. Lawrence.-^— The Western railroad, though accompHshing greater results, and exerting a wider influence upon the varied interests of the State, than either were or could,. with reason, have been anticipated, secured to the city of Boston only a small portion of the western produce reaching Albany. As the canal, which has been the avenue for this produce, is in opera- lion only during the period of navigation on the Hudson river, it is found that this produce can be forwarded to New York by water much cheaper than to Boston by railroad. Cost of transportation always de- termines the route. At the dullest season of the year for freights, flour is often sent from Albany to Liverpool at a cost not exceeding twenty- five cents per barrel, which is only equal to the lowest rate charged from Albany to Boston. The Western railroad, therefore, though a convenient channel through which the people of' Boston and of Massa- chusetts draw their domestic supplies of food, is found unable to com- pete with the Hudson river as a route for produce designed for exporta- tion to foreign countries or to the neighboring States. It failed to secure one of the leading objects of its construction. Its fault, however, was not so much ascribed to the idea upon which the road was built, as to the route selected to accomplish its object. It was felt that a route farther removed from the influence of the New York system of public works must be selected, and this conviction led to the project of a. direct line of railroad from Boston to the navigable waters of Lake On- tario, passing to the north of Lake Champlain. This line, freed from all immediate competition, and from the attractive influence of other great cities,, would, it was believed, secure to Boston the proud pre- eminence of becoming the exporting port of western produce, and, as a necessary consequence, the emporium of the country. This great line has been completed ; but it has too recently come into operation to predict, with ^ny certainty, the result. From Boston to Lake Champlain it is composed of two parallel lines : one made up of the Boston and Lowell, Nashua and Lowell, Concord, Northern (New Hampshire,) and Vermont Central ; the other of the Fitchburg, a part of the Vermont and Massachusetts, Cheshire, and Rutland roads. From Burhngton, on Lake Champlain, these roads are carried forward upon a common trunk, composed of the Vermont and Canada, and Ogdensburg (northern New York) roads, to Ogdensburg, on the St. Lawrence, above the rapids in that river, thus forming an uninter- rupted line from the navigable waters of the great basin to the city of Boston. The lower portions of these lines in Massachusetts and New Hamp- shire were, in the outset, constructed chiefly with local objects in view. It was not until the State of Vermont was reached, that more compre- hensive shemes began to give direction and character to the railroad enterprises in that quarter. The Vermont Central, the Rutland, and the Ogdensburg roads were commenced nearly simultaneously. The 250 Andrews' report on leading object in their construction was that to which we have already adverted. Only with such objects to be realized in the future, and not daring the progress of the works, could they have been accom- pUshed. Men were called upon to make — and they contributed under a conviction that they wer§ making — great present sacrifices for a fu- ture and prospective good. The constancy with which these works have been sustained and carried forward under circumstances the most discouraging, and under an unexampled pressure in the money market, reflects high credit upon the people of Boston, by whom the money for tliem has been chiefly furnished, and is the best possible evidence of the value of the prize sought to be gained. By means of the line above described, a railroad connexion is opened with Montreal, through which that city now receives a large amount of her foreign imports, both from the United States and Great Britain. This trade has already far exceeded expectation; and as the city of Boston is a convenient winter port for Montreal, the latter will, un- doubtedly, continue to receive a large amount of her winter supplies of merchandise through the former, giving rise to a large and profitable traffic, both to the railfoads connecting the two, and to the cities them- selves, and tending to strengthen the position of each, as far as its hold upon the trade of the country is concerned. Should the line of railroad connecting. Ogdensburg and Boston prove unable to compete successfully with the New York works, in the car- riage of western produce, so far as the export trade is cpncerned, it will, undoubtedly, supply the demand for domestic consumption, and In this way not only secure a profitable trafl3.c, but prove of great utility 1)0 the manufacturing and commercial districts of New England. For the articles of flour, corn, and cured provisions, the New England States depend principally upon the West. To supply these articles in a cheap, expeditious, and convenient manner, the above line is well adapted. It not only traverses many of the most important points of consumption, but connects with other roads penetrating every important portion of New England. Were those immediately interested in the above roads. to derive no other advantage than that of receiving their supplies of western pro- ducts, and forwarding over them in return those of their own factories, /hey would be fully compensated for all their outlay. The unexampled progress of New England in population and wealth, in spite of all her disadvantages of soil and climate, proves, most conclusively, the wis- dom and foresight of her people in constructing their numerous lines of railroad, which ally them to the more fertile and productive portions of the country. The distance from Boston to Ogdensburg is about four hundred and twenty-five miles. The rates charged for the transportation of a barrel of flour between the two have ranged from sixty to seventy-five cents per barrel, which is less than the cost on the Erie canal' for the same article from Buffalo to Albany, (a distance of three hundred and sixty- three miles,) for many years -after its opening. Upon a considerable portion of the above line the grades are somewhat unfavorable, but not more so than upon other lines of road that aspire to a large through- traffic. COLONIAL AND LAKE TRADE. 251 Tahle showing the cost of the various lines of public im'^rovements constructed for the purpose of securing to Boston the trade of the basin of the St. Law^ rence and the West. Western railroad, including Albany and West Stockbridge . $9,953,758 Boston and Lowell 1,945,646 Lowell and Nashua... 651,214- Concord 1,485,000 Northern 2,768,000 Vermont Central 8,500,000 Fitchburg ..J : 3,612,486 Vermont and Massachusetts 3,450,004 Cheshire 2,777,843 Rutland 4,500,000 Vermont and Canada 1,500,000 Ogdensburg or Northern 5,200,000 46,343,951 Althcugh only a portion oi the Vermont and Massachusetts road is used in the above line, the total cost of the road is included, as it is proposed to make this road a part of a new line to the West, to be effected by tunnelling the Hoosac mountains. In addition to the roads aiming at Lake Champlain, there are two important hues, the Connecticut and Passumpsic, and the Boston, Concord, and Montreal roads — the former in Vermont, and the latter in New Hampshire — having a general northerly direction, which are de- signed to be ultimately extended to Montreal. The former has reached St. Johnsbury, a distance of two hundred and thirty-eight miles from Boston, and three hundred and thirty-two from New York — a higher point than any yet attained by any New England road, with the exception of the Atlantic and St. Lawrence and the Vermont and Canada roads. The latter is nearly completed to Wells river ^ where it will form a junction with the Connecticut and Passumpsic road. The former will undoubtedly be soon extended about thirty miles farther north, to Island Pointy which is the point of junction of the Atlantic and St. Lawrence and St. Lawrence and Atlantic railroads, through which It will have a railroad connexion both with Montreal and Que- bec. The Boston, Concord, and Montreal railroad is now being ex- tended to Littleton, a distance of twenty miles farther north, and will undoubtedly be continued up the valley of the Connecticut, for the purpose of forming a junction with the Atlantic and St. Lawrence road near Lancaster. The Boston and Worcester road, next tp the Western, is the most im- portant project in the State. With the former, it makes a part of the through line to Albany, previously noticed. It is the Only channel of com- munication between the city of Boston and the central portions of the State, and commands a large local revenue in addition to its through- traffic. It is one of the most expensive, and at the same time one of the most profitable works of the kind in the country. The Boston and Lowell, the Fitchburg, and the LoweU and Nashua 252 Andrews' reeort on roads, have already been briefly noticed in describing the great lines of which they severally form the trunks. All these possess a very large and lucrative local business, independent of what they derive from in- tersecting roads. They deservedly rank among the leading roads of the "State, and the fornier was a pioneer work of the kind in this country. Of the roads radiati rig from Boston in a southerly direction, the lead- ing line is the Boston arid Providence, which derives especial import- ance from connecting the two largest cities in New England. It also forms a part of one of the most popular routes to New York, and holds a conspicuous position from the necessarily intimate relation it bears to one of the great routes of commerce and travel. The next most im- portant road in the southern part of Massachusetts is the Fall River road, which connects Boston with Fall River, a large manufacturing town, and constitutes a portion of another through-route to New York. The other roads in this portion of Massachusetts, though of consider- able local consequence, do not, for the want of connecting lines, pos- sess any considerable interest for the public. Railroads from Boston eastward, — Two important works, the Boston and Maine and Eastern roads, connect Boston with the State of Maine, traversing the northeastern portion of Massachusetts and the southeast- ern portion of New Hampshire. They form a junction soon after enter- ing Maine, and are carried forward by the Portland, Saco, and Ports- mouth railroad to Portland. The two former run through an almost continued succession of large manufacturing towns, which afford a very lucrative traffic to both lines. These roads are daily becoming more important from the rapid extension of railroads in Maine, and the prob- able construction of the European and North American railroad, con- necting the Maine system of roads with St. John and Halifax, in^the lower British provinces, which is destined to become a great route of travel between the Old World and the New. The above-named lines have already a very large through as well as local traffic, and occupy a conspicuous position as a part of our great coast-line of railroads. There are several lines of road traversing the State of Massachusetts from north to south, of much consequence as through routes ; among which may be named the Connecticut River line, and that made up of the Worcester and Nashua and the Norwich and Worcester and Providence find Worcester roads. These lines traverse districts filled with an ac- tive manufacturing population, for which they open a direct railway communication with New York, the great depot both of the foreign and domestic trade of the United States. The western portion of the State is also traversed from north to south by a line composed of the Housatonic and a branch of the Western road, extending to the town of North Adams. There are, too, in addi- tion to these, numerous local works in the State, which do not call for particular notice. In the State of New Hampshire there is but one work having for its object the concentration within itself of the trade of the State — the Portsmouth and Concord railroad. The principal motive in the con- struction of this road was to open a communication with the trade of the interior, and prevent its being drawn off' to Boston on the one hand, and Portland on the other. This work secures to the city of Ports- COLOTflAL AND LAKE TRADE. 553 mouth all the advantages of a connexion with the line already described, by which the city of Boston proposes to draw to herself the trade of the West, and will undoubtedly contribute much to sustain the trade and commercial importance of the former. The line of road traversing the Connecticut valley is briefly de- scribed under th§ " Railroads of Connecticut," and those traversing the •western part of Vermont are embraced in the notice of the New Yojik system. CONNECTICUT AND RHODE ISLAND. Connecticut.— Fopnlsition in 1830, 299,675 ; in 1840,309,978 ; in 1850, 370,791. Arear in square miles, 4,674; inhabitants to square mile, 79.33. Rhode Island.— Populsition in 1830, 97,199; in 1840, 108,830; in. 1850, 147,545. Area in square miles, 1,306 ; inhabitants to square mile, 112.97. The railroads of Connecticut ' and Rhode Island, though numerous, and some of them important, derive their chief consequence from the relations they sustain to the works of other States, in connexion with which they constitute parts of several main routes of travel. The most prominent of these is the great line connecting Boston and New York. The portion of this line in Connecticut is made up of the New York and New Haven, and the New Haven, Hartford, and Spring- field roads. These roads, in connexion with the Western and Boston and Worcester, constitute the great travelled land route connecting New England with New York, which justly ranks with the most important passenger roads in the United States, as it is one of the most profitable. The travel between New York and Boston has also given birth to other projects, claimed to be still better adapted for its accommoda- tion. The most prominent of these is the Air-Line road, designed to follow a nearly straight route between New Haven and Boston. Although this scheme has been long before the public, it has not been commenced, but there now appears to be a strong probability that it will be successfully undertaken. To open this route will only require the construction of that portion of it lying in Connecticut, as the Massa- chusetts link is already provided for by the Norfolk county road. Another road, constructed partly with a view to giving a new route between Boston and New York, is the New London and New Haven road, recently opened to the public. This road is to be extended east, both to Stonington and Norwich, to form a connexion at the former place with the Norwich and Worcester, and at the latter with the Stoning- ton, roads. By these connexions, two new routes would be formed be- tween Boston and New York, one of which would take the important city of Providence in its course. It is, therefore, probable that at no distant day there will be four independent land routes between New York and Boston, in addition to the three lines now in operation, partly by water and partly by railroad. 254 ANDREWS' REPORT ON By far the greater part of the travel, and no inconsiderable portion of the trade, between Boston and New York, is carried over the routes last named, which are known as the Fall River ^ Stonington and Nor- wich and Worcester Yonies ; the first is composed of the Fall River road; the second oi' the Boston and Providence, and Stonington ; and the third, of the Boston and Worcester, and Norwich and Worcester, and t^eir corresponding lines of steamers. All these routes are justly cele- brated for the comfort and elegance of their accommodations ; the ease, safety, and dispatch with which their trips are performed ; and are consequently the favorite routes of travelling by a large portion of the business and travelhng public. The distance between Boston and New York, by these routes, is about 230 miles. The other leading lines in Connecticut are the Housatonic, extending from Bridgeport to the State of Massachusetts, and connecting with the roads in the western part of that State ; the NaMgatucJc, extending from Stratford to Winsted, a distance of about 60 miles ; and the Canal railroad, extending from New Haven and following the route of the Old Farmington canal to the northern part of the State, whence it is to be carried forward to Northampton, in Massachusetts. An important line of road is also in progress from Providence, centrally through the States of Rhode Island and Connecticut, to Fishkill, on the Hudson river, taking the city of Hartford in its route. This road is regarded with great favor by the cities of Hartford and Providence, as a means of connecting themselves with the Hudson, through which both draw a ver}^ large amount of some important articles of consumption, such as breadstuffs, lumber, coal, and the hke. The railroads lying principally in Rhode Island are the Stonington, which has already been noticed, and which is chiefly important as a part of one of the leading routes between Boston and New York ; and the Providence and Worcester road. The latter is an important local work, traversing for almost its entire distance a constant succession of manufacturing villages. It is also an important through-road to the city of Providence, bringing her in connexion wath the Western rail- road and the central portions of Massachusetts, and with New Hamp- shire and Vermont, by means of the railroads centering at Worcester. The Boston and Providence railroad, lying partly in Rhode Island, is ^already sufficiently described in the notice of the Massachusetts rail- roads. Another important line of railroads, not particularly noticed, which may be embraced in the description of the *' railroads of Connecticut," is the great line following the Connecticut valley. This line, though composed of several distinct works, is in all its characteristics a homo- geneous line. It traverses the most fertile, picturesque, and attractive portion of New England, and is important both from the large traffic and the pleasure-travel it commands. No line of equal extent in the United States presents superior attractions. It has already reached St, Johnsbury, Vermont, a distance of about 330 miles from New York^ and 254 lirom New Haven. Measures are now in progress to secure its extension about 30 miles farther north to Island Point, there to form a junction with the St. Lawrence and Atlantic railroad, in connexion with w^hich a new, direct, and convenient route will be opened be- COLONIAL AND LAKE TRADE» 255 tween New York and the New England States, and the cities of Mon- treal and Quebec. MAINE, Population in 1830, 399,455 _; in 1840, 501,798; in 1850, 583,169. Area in square miles, 30,000 ; inhabitants to square mile, 19.44. With the exception of the States of Maine and Connecticut, the rail-- road system of New England rests upon Boston as a common centre ; by the capital of which it has been mainly constructed. The roads of Maine belong to an independent system, toward which the city of Portland bears tiie same relation as does Boston to tiie w^orks already described. The leading road in Maine forms a part of the line connecting Mon- treal and Portland, made up of the Atlantic and St. Lawrence m the United States, and the St. Lawrence a.nd Atlantic in Canada. This great work M^as first proposed to the people of Portland as a means of recovering the position the}^ had lost from the overshadowing influence of their great rival, Boston, and of securing to themselves a portion of the trade of the West, which is now exerting such marked influence in the progress of all our great commercial towns- Portland possesses some advantages over any other city east of New York, in being nearer to Montreal, the emporium of the Canadas ; and in possessing a much more favorable route for a raifroad from the Atlantic coast to the St. Lawrence basin than any other, east of the Green Mountain range. The city of Montreal, being accessible from ah the great lakes by the largest craft navigating these waters, is the convenient depot for the produce collected upon them. When once on ship-board, this produce ma}^ be taken to Montreal at slightly increased rates over those charged to Buflalo, Oswego, or Ogdensburg; but the want of a winter outlet from Montreal to tide-water has se- riously retarded the growth and prosperity of that city, and prevented her from reaping all the advantages irom her connexion, by her magnificent canals, with the trade of the West, which she would have secured by a convenient winter outlet. Formerly large amounts of western produce were usually collected there during the autumnal months, and warehoused till spring, and then shipped to England. Shipments by this route involved the necessity of holding produce received late in the season some four or five months. The inconve» niences and losses arising from these causes, aided by the repeal of the English corn laws, were among the prominent reasons which led to the commercial arrangements by which colonial produce and merchan- dise are allowed to pass, in bond, through the territories of the United States. This arrangement had a tendency to divert a large trade from Montreal, and threatened the most disastrous consequences to its trade and prosperity. In view of this state of things, its citizens espoused and prosecuted the railroad to Portland with great energy and zeaL The whole work is far advanced towa^rd completion on both sides of the line. The portion within the United States will be finished. 256 ANDREWS' REPORT ON during the present year, and the Canadian portion by the 1st of July^ 1853. It occupies the shortest practicable route between the St. Law- rence river and the Atlantic coast. Its grades are favorable, nowhere exceeding fifty feet to the mile in the direction of the heavy traiBc, or sixty feet on the opposite course. The gauge of the whole road is to be five and a half feet. As no transhipment will be necessary upon this road, and as its operations can be placed substantially under one management, it is believed that produce can be transported over it at much lower rates than the ordinary charges upon railroads. As before stated, the plan of a railroad from Portland to the St. Law- rence originated in the idea of the possibility of making that city the Atlantic terminus of a portion of the trade of the St. Lawrence and the great lakes. The city of New York had so long been in the exclusive possession of this trade, as to create the idea that she held it by a sort of natural and inalienable right. When the idea was proposed of turn- ing this trade through a new channel, and of bringing it to the Atlantic coast at a point some four hundred miles northward, the boldness of such a proposition was enough to stagger the credulity of every one who did not feel himself immediately interested in the result. As soon, however, as the prospect was fully unfolded to the people of Portland, its apparent practicability, and the advantages which it promised to secure, took complete possession of the public mind, and the city resolved, single-handed, to undertake the construction of a work running, for a considerable portion of its distance, through compara- lively unexplored forests ; traversing for one hundred miles, at least, the most mountainous and apparently most difficult portion of the east- ern States for railroad enterprises ; and involving a cost, for the Ameri- can portion alone, of over five millions of dollars. Repeated attempts had been ro-ade to construct a short road, for the accommodation of local traffic, upon the very route since selected xbr the great line, but without success. The inducements held out were not regarded suffi- cient to warrant the necessary outlay. It was only by assuming that the people of Portland held within their grasp the trade of one of the most important channels of commerce in the whole countr}^, that they could be induced to make the efforts and sacrifices necessary to suc- cess. These efforts and sacrifices have been made. The project is on the eve of realization, and the wisdom in which the scheme was con- ceived, and the skill and ability displayed in its execution, give the most satisfactory assurance of complete success. The length of this line, the construction of which devolved upon the people of Portland, is about one hundred and sixty miles, costing about $35,000 per mile, or an aggregate of nearly $6,000,000. The first step in the process of construction was a stock subscription of over $1,000,000 by the citizens of Portland, aided by some small contribu- tions from towns on the route — -for the project was regarded by all others as a mere chimera. This was expended in construction, and was sufficient to open the first division, which, running through an ex- cellent country, at once entered into a lucrative trafiic. The city of Portland then obtained, by two several acts of the legislature, permis- sion to pledge its credit to the road to the amount of $2^000,000. These sums, with some further additions to its stockif furnished a cash capital COLONIAL AND LAKE TRADE, 257 of over $3,000,000 to the work. The necessary balance has been raised upon stock subscriptions by contractors and company bonds. In this manner has a city of 20,000 mhabitants secured the construction of a first-class railroad, connecting it with the St. Lawrence by the shortest route praxticable for a railroad from any of our seaports. The amount actually paid in to the project by the people of Portland will exceed $50 in cash to each individual, in addition to $100 to each, represented by the credits that have been extended. It is believed that no belter monument exists in this country of the energy and enterprise of our people, and the successful co-operation of one community in the execution of a great enterprise by which all are, relatively speaking, to be equally benefitted. It is an example which cannot be studied and imitated without profit. Prior to the construction of the Atlantic and St. Lawrence railroad, the only railroad of importance in the State was the Portland, Saco and Portsmouth road, which connected its commercial metropolis with the railroad system of Massachusetts. This road was constructed by per- sons interested in the connecting lines, as a necessary extension of their own. When the city of Portland was reached, their objects were re- garded as secured. Any further extension of railroads in Maine was looked upon as of doubtfiil utility to the interests of the citj of Boston, the great centre of the New England system. It v/as felt that the con- struction of railroads north and east from Portland, into the interior, might concentrate in that city the trade of the State, w^hich had been almost exclusively enjoyed b}^ the form^er. This trade was already secured and sufficiently accommodated, as far as Boston was con- cerned, by the extensive commercial marine of the two States ; and the construction of railroads, it was felt, might lessen instead of strengthen- ing the grasp b}^ which she held it. While every other portion of the country was embarking in railroads, the conviction grew up that Maine was not the proper theatre for such enterprises, or, if it were, the people felt their means unequal to their construction, and it was known that no foreign aid would be had. All such projects, therefore, came to be regarded with comparative indifference. In this condition of the public mind the Atlantic and St. Lawrence scheme was proposed, and with it a S5^stem of railroads independent of the rest of the New England States, which should concentrate within her own territory her capital and energies, and which should not only place her in a commanding position in reference to the trade of the West, but, at the same time, place her en route of the great line of travel between the Old and New Worlds — a position combining all the advantages of the most favorable connexions with the domestic trade of the country and with foreign commerce and travel. These propositions constitute an era in the his- tory of the State. A new life was infused into the public mind, and objects of the highest value held out as the reward of new efforts. The effect upon the policy and public sentiment of the State has been magicah The whole people felt and saw that they have rights and interests to nriaintain and vindicate, and that Maine, instead of be- ing a remote and isolated State, removed from participation in the pro- jects and schemes which are effecting changes so marvellous upon the face of society, could be brought by her ow^n efforts into the ver}^ focus 17 258 Andrews' report on of tbe great modern movement. A new destiny was opened before her. To this call she has nobly responded, and the State is alive with projects that promise, in a few years, to secure to every portion of it all necessary railroad accommodations, with the results v/bich always follow in their traiuo Next in importance to the Atlantic and St Lawrence railroad is the European and North American project, which is designed to become a Y^art of the great route of travel between the Old World and the New, Under the above title is embraced tbe line extending from Bangor^ Maiae, to Halifax, Nova Scotia, taking Sto John, New Brunswick, io its route 0 From Bangor west, the line is to be made up of the Penob- scot and Kennebec road, now in progress ; the Androscoggin and Ken- nebec road, with a portion of the AtlPtUtic and St. Lawrence, now in operatioiic When the whole line shall be completed, it is claimed that, the transathmtic travel will pass over this road to and from. Halifax. and that through Maine will be tbe great avenue of travel between Europe and America. Without expressing any opinion as to the sound- ness of such claims, their correctness is at present assumed, and is made the basis of action on the part of tbe people of the State, and, to a cer- tain extent, gives character and direction to their railroad enterprises^- Of this o-reat line, that portion extendino- from Portland to Water- vllle, a distance of eighty-two miles, is already provided ioT by a por- tion of the Atlantic and Stc Lawrence, and tbe Androscoggin and Ken- nebec railroadsa Tbe portion from Waterville to Bangor, sometbuig over fifty miles, is in progresse From Bangor to tbe boundary line of New Brunswick, no definite plan has been agreed upon ; aithoogh the subject is receiving tbe careful consideration of tbe parties having it in charge, and no doubt is expressed that such measures will be taken a>'i shall secure complete and early success to the measurco The New~ Brunswick portion of it is already provided for by a contract with a company of eminent Engbsh contractors, who, it is believed, will also undertake tbe Nova Scotia division^ Of the realization of this scheme at tbe earliest day there can be no doubto The plan meets with as hearty approval in the provinces, and in Great Britain^ as it does in Maine; and on botb sides of the water are tbe results claimed fully concededo Such being the fact, foreign capital will be certain to sup- ply, and is, indeed, novv supplying, whatever may be lacking in this- countryo Another leading road in Maine is tbe Kennebec and Portland, ex- tending from Portland to Augusta, upon tbe Kennebec river, a dis- tance of over sixty miles. This road it is proposed to extend, to form a junction with the Penobscot and Kennebec, by which it will become a convenient link fi'om Portland east in the great European and North Am_erican line already referred lo. An important line of road is also in progress, to extend from Portland to South Berwick, there to form a junction vdth tbe Boston and Maine road/~thus forming two independent lines of railroad between Portland and BostoUc A portion of this line is in operation, and tbe whole under contract, to be completed at an early dayo A project of considerable importance is also at tbe present time enerossinq- the attention of the people of Bano-or~that of a railroad COLONIAL AND LAKE TRADE. 259 following the Penobscot river up to Lincoln, a distance of about fifty miles. As the route is remarkably favorable, . and easily within the means of the city of Bangor, its speedy construction may be set down as certain. It is much needed to accommodate the important lumber- ing interest on that river. From Bangor to Old town — a distance of twelve miles— a railroad already exists, which will form a part of the above hne. The projects enumerated embrace a view of all the proposed works in Maine^ of especial public interest. NEW JERSEY. Population in 1830, 320,823; in 1840, 373,306; in 1850, 489,555. Area in square miles, 8,320; inhabitants to square mile, 58.84. The railroads of New Jersey, as do those of the State of Connecti- cut, derive their chief importance from their connexion with the routes of commerce and travel of other States. The most important roads in the State are those uniting New York and Philadelphia, the Camden. mid Amhoy and the New Jersey railroads, in connexion with the Philadelphia and T7'enton road, lying within the State of Pennsylvania. Upon these roads are thrown not only the travel between the two largest cities in the United States, but between the two great divisions of the country. As might be expected from such relations, they command an immense passenger traffic, and rank among our most successful and productive works of the kind. They are much more important as routes of travel than of commerce, as the Raritan canal, ^hich has the same general direction and connexions, is a better medium for heavy transportation. Another important work is the Neio Jersey Central, which traverses the State from east to west. At EKzabethtown it connects with the New Jersey road, thus forming a direct railroad connexion between New York and Easton, on the Delaware river. This road, though locally important, is still more so from its prospective connexions with other great lines of road, either in progress or in operation. It is proposed to extend it up the valley of the Lehigh, and through the mountain range lying between the Delaware and Susquehanna rivers, to Catawissa, on the latter, from which it will be carried to Williamsport, to form a connexion with the Sunhury and Erie road, which is about to be com- menced. Upon the completion of these, the Central would not only form a very important avenue between the city of New York and the coal-fields of Pennsylvania, from which that city draws its supplies of fuel, but would unite the city with Lake Erie, opening a new and di- rect line for the trade of the West, and placing New York in very favor- able relations to the proposed Sunbury and Erie line. From Easton to Sunbury a large amount has already been expended for the purpose of opening the above communication, and no doubt is expressed that this project will be speedily realized. A road is also in progress from Trenton, designed to follow the Del- aware up to the Water Gap, for the purpose of connecting with the 260 Andrews' report on proposed road from the Lackawanna valley to that place, and of open- ing an outlet for the latter in the direction of Philadelphia. This road has already been completed to Lambertville, and is ie progress beyond that point. Another important road in this State, possessing similar characteris- tics with the Central, is the Morris and Essex, This road is now in operation to Dover, a distance of about forty miles from New York;, and is in progress to a point on the Delaware river, opposite the Water Gap. From the Water Gap a road is proposed extending to the Lacka- wanna valley, at Scranto?i, the centre of very extensive deposiles of iron and coal. The importance of a continuous line of railroad from the coal-fields of Pennsylvania to New York has already been adverted to. The extension of the Morris and Essex line into the Lackawanna valley is of the first consequence, from the connexion it would there form. This valley is already connected with western New York and the great lakes, and will be the focal point of a large number of roads^ constructed for the purpose of becoming outlets for its coal in a north- erly direction. By the opening of a railroad from this valley to New York, a new and important route would be formed between that city and the lakes, which could not fail to become a valuable one, both for commerce and travel. Through the northern part of the Stale, the Erie railroad is now brought to Jersey City by means of what is now called the Union rail- road, composed of two short roads, previously known as the Paterson and the Paterson and Ramapo ; the track of this will be relaid, so as to correspond to the Erie gauge. Through this road the Erie is brought directly to the Hudson, opposite New York— a matter of great import- ance so far as its passenger traffic is concerned. The former is leased to, and is run as a part of, the Erie road. A railroad is also in progress from Camden, opposite Philadelphia,, to Absecum Beach, on the Atlantic coast. This road will traverse the State centrally, from northwest to southeast, mid will prove a great benefit to the country traversed^ Canals of New Jerseyo There are two canals of considerable importance in the State— the Delaware and Raritan, and the Morris and Essex, The Delaware and Raritan canal, the most considerable work of the two, commences at New Brunswick and extends to Bordentown, a dis- tance of 43 miles. It is 75 feet wide at the surface, and 47 at the bottom, and 7 feet deep. There are seven locks at each end, 110 feet long, and 24 feet wide, having eight feet lift each. These locks pas& boats of 228 tons burden. The canal is supplied from the Delaware river, by a feeder taken out 22 miles above Trenton. This canal con- nects with the Delaware division of the Pennsylvania canals, and is the principal channel through which New York is supplied with coal. It also commands a large amount of freight between New York and Philadelphia, and is navigated by regular lines of propellers, running between the two cities. This work is of very great importance to the city of New York, as a means of supplying that city with coal, and COLONIAL AND LAKE TRADE. 261 US affording a eonvenlent cliannel of communication with Philadelphia. It is also an important work in a national point of view ; as, in con- nexion with the Chesapeake and Delaware and the Dismal Swamp canals, it forms an internal navigable water-line, commencing with Long Island soundj and extending south, and by way of the cities of New York, Philadelphia, Baltimore, and Norfolk, to the south part of North Carolina. This fact was regarded of great consequence to the commerce of the country, prior to the construction of railroads, as it would bave enabled our people to maintain an uninterrupted commu^- nication between the different portions of the country in the event of a war with a foreign power. Morris amd Essex canal— This work extends by a circuitous route from Jersey City to the Delaware river, at Easton. Its length is about one hundred miles. Its revenues are principally derived from the local traffic of the country traversed, and the transportation of coal, which is brought to Easton by the Lehigh canal. Its relations to the com- meree of the country are not such as to call for particular notice. PENNSYLVANIA, Population in 1830, 1,348,233 ; in 1840, 1,724,033 ; in 1850, 2,311,- 786. Area in square niiles, 46,000 ; inhabitants to square mile, 50.25. The attention of the people of Pennsylvania was, at an early period in our history, turned to the subject of internal improvements, with a view to the local wants of the State, and for the purpose of opening a water communication betvv^een the Delaware river and the navigable waters of the Ohio. It was not, however, till stimulated by the exam- ple of New York, and the results which her great work, the Erie canal, was achieving in developing and securing to the former the trade of the West, that the State of Pennsylvania commenced the cor^struction of various works which make up the elaborate system of that State. The great Pennsylvania line of improvement, extending from Philadel- phia to Pittsburg, was commenced on the 4th of July, 1826, and was finally completed in March, 1834. It is made up partty of railroad and partly of canal, the works that compose it being the Columbia railroad, extending from Philadelphia to Columbia, a distance of 82 miles ; the eastern and Juniata divisions of the Pennsylvania canal, extending from Columbia, on the Susquehanna river, to HoUidaysburg, at the base of the Alleghany mountains, a distance of 172 miles ; the Portage railroad, extending from HoUidaysburg to Johnston, a distance of 36 miles, and by which the mountains are surmounted ; and the western division of the Pennsylvania canal, extending from Johnston to Pittsburg, a dis- tance of 104 miles ; making the entire distance from Philadelphia to Pittsburg by this line 394 miles. The canals are 4 feet deep, 28 feet wide at the bottom, and 40 at the water-line. Its locks are 90 feet long, and from 15 to 17 feet w^ide. The Alleghany mountains are passed by a summit of 2,491 feet, and the eastern division of the canal attains a height of 1,092 feet above tide^water. The Portage road consists of a series of inclined planes, which are worked by stationary engines. 262 Andrews' report on The cost of this great line up to the present time has been about $15,000,000. The eastern division of the canal has an additional outlet, by means of the Tide-water canal, (a private enterprise,) which extends from Columbia to Havre de Grace, on the Chesapeake bay, in Maryland. It forms an important avenue between both Philadelphia and Balti- more and the interior of the State, as the boats that navigate it are, after reaching tide-water, conveniently taken to either city, as the case may require. The line of improvement we have described was constructed with similar objects, and bears the same relation to the city of Philadelphia as does the Erie canal to the city of New York. It has not, however^ achieved equal results, partly from the want of convenient western connexions, from the unfavorable character of the route, and partly from the fact that the line is made up of railroad and canal, involving greater cost of transportation than upon the New York work. It has, however, proved of vast utility to the city of Philadelphia and to the State, and has enabled the former to maintain a very large trade w^hich she would have lost but for the above line. The comparatively heavy cost of transportation over this route has not enabled it to compete with the New York improvements, as an outlet for the cheap and bulky products of the West ; but so far as the return movement is concerned^ it enjoys some advantages over the former, the most important of which is the longer period during which it is in operation. At the commence- ment of the season it opens for business about a month earlier than the Erie canal— a fact which secures to it and to the city of Philadelphia a very large trade long before its rival comes into operation; so thaty although it may not have realized the expectations formed from it as an outlet for western trade, it has been the great support of Philadel- phia, without which her trade must have succumbed to the supeidor advantages of New York. It would be a matter of much interest could the movement of pro- perty, upon the two lines of improvement from tide-water to the navi- gable waters of the West, be compared, both in tonnage and value. The returns of the Pennsylvania works, however, do not furnish the necessary data for such a comparison. There are no methods of dis- tinguishing accurately the local from the through-tonnage, nor the quantity or value of property received from other States, as is shown upon the New York works. The returns of the business on the former, however, show only a small movement east over the Portage road?, which must indicate pretty correctly the through movement. In the opposite direction the amount, both in value and tonnage, is much larger. A better idea, probably, can be formed of the, value and amount of this traffic from the extent of the jobbing trade of Philadel- phia, a very considerable portion of which must pass over the above route. Philadelphia, though it does not possess a large foreign com- merce, is one of the great distributing points of merchandise in the Union ; and the large population and the very rapid growth of that city, in the absence of the foreign trade enjoyed by New York, proves conclusivel}^ the immense domestic commerce of the former. Another great line of improvement undertaken by the Slate is com- COLONIAL AND LAKE TRADE. 263 posed of the Susquehanna division of the Pennsylvania canal, extending from the mouth of the Juniata to Northumberland, a distance of 39 miles, and the North Branch canal, extending from Northumberland to the State line of New York, a distance of 162 miles, where it will connect with the New York State works and tlie numerous proposed lines of railroad centring at Elmira. Of this last-named canal, 112 miles, extending from the mouth of the Juniata to Lackawannock, have been completed, at a cost of nearly $3,000,000, and the remain- der of the line is in rapid progress. As the lower part of this canal will connect with the Pennsylvania, and through this with the Tide- water canal, a great navigable water-line will be constructed, extend- ing through the central portions of the State from north to south. This line will, for a considerable portion of its distance, traverse the anthra- cite coal-fields of the State, from which a large traffic is anticipated. A large trade is also expected from the New York works in such articles as Philadelphia and Baltimore are better adapted to supply than New York. Another important work, so far as the coal trade of the country is concerned, is the Delaware division of the Peniisylvania canals extending from Bristol to Easton, a distance of sixty miles. This work forms the outlet to the great Lehigh coal-fields. Its cost has been about $1,500,000. In the western portion of the State several important works were projected, as a part of the great system originally proposed, although only an inconsiderable portion of them has been completed by the State. Of these are, first, the Beaver division of the Pennsylvama canal, com- mencing at Beaver, on the Ohio, at the mouth of Beaver river, and extending to Newcastle, about twenty-five miles. This canal forms the trunk of the Mahoning canal, extending from the State fine of Pennsylvania to the Ohio canal, at Akron, a distance of about seventy- six miles ; and also of the Erie extension of the Pennsylvania canal, commencing near Newcastle and extending to Erie, a distance of about one hundred and six miles. This last-described work has passed into private hands. It is at the present time chiefly employed in the transportation of coal, and is the principal avenue for the Ssupply of this article to Lake Erie. Connected with the Erie extension is a State work called the French creek feeder and Franklin branch, extending from Franklin, on the Alleghany river, to Conneaut lake, by way of Meadville, a distance of about fifty miles. These improvements in the western part of the State are chiefly im- portant as local works ; they have not proved productive as invest- ments, though highly beneficial to the country traversed. The West Branch canal, extending from Northumberland to Lock- haven, a distance of seventy-two miles, is a work of much local im- portance, as it traverses a region very rich both in soil and minerals. The above constitute the leading works which belong to the State system, as it may be termed. There are .a few other works of minor importance, which do not call for particular notice. So far as their income is concerned, the various works undertaken and executed by the State have not proved productive, though they have been of vast utility, and have exerted a great influence in devei- 264 ANDREWS REPORT ON oping the resources of the State. The usefehiess of the great Centra! line has been seriously impaired by the compound and inconvenient character of the work, made up partly of railroad and partly of canaL The mountains are oyer come by inclined planer, which are bow re-^ garded as incompatible with the proGtable operation of a railroad, and which are to be avoided on the route by works now in progress. The other works described, not having been carried out according to the original plan, have failed to make the connexions contemplated y and consequently have not realized the results predicted. The State of Pennsylvania^ hov/ever, possesses v/ithin herself elements which, pro- perly developed, are fitted to render her, probably, the first State im the Union in population and wealth. This has, to a great extent, becD already effected by the works described, which have in this way added to the various interests of the State a value tenfoM greater than the cost ; and her people can much better afford to pay the immense sums which these works have cost, than remain unprovided wish such im- provements, even with entire freedom from debt. Annexed is a tabular statement, showing the length aad cost of the various Slate works above described. Tabula?^ Statement sliowing the lengthy eosi, total revenue, emJ ecspmidiiurei' of the "public pjorJcs of Fennsy hernia ^p to JiinvMrij 1, 1852. Line-So. L-ength. Co&t. Revenue. ExpenditureSo. Columbia and Fhiladelphia railway. Eastern division of canal „. ^ ..... <. Juniata division of canal Alleghany Portage railwa>y .. . . . . ^ We&tern division of canal. Miles, 82 43 130 3S 105 $4,791,548. 91 1,737,236 97 3,570,016 29 1,860,752 76 3,096,522 30 17,483,395 53 2,661,008 05 1,371,948 59 2,985,769 10 2,523,979 59 ^5,10S,058 39' 762,981 30^ 1,760,583 19' 3,161,327 2S 1,197,182 83 Total main line ., , » » » ». . . . Delaware division of canal ..,,... Susquehanna division of canal. . . . North Branch division of canal . . . West Branch division of canaL. » . . 396 SO 3& 73 72 15,056,077 23 1,384,606 96 897,160 52 1,598,379 35 1,832,083 28 17,026,100 86 2,238,694 75 402,779 15 1,003,047 58 449,058 19 11,981,132 97 1,117,716 70* 554,835 22 753,fi62 n 738,470 58- French Creek division of canal . ., . Beaver division of*canal. .».»..... 640 45 25 20,768,307 34. 817,779- 74 512,360 05 21,119,680 53 5,8B 67 38,312 29 15,151,817 64 143,911 9^1 210,380 oa Finished lines., o ,» o a. o , a o. , Unfinished improvements.. ,, . , . » . Board of Canal Commissioners . . . . 710 314 22,098,447 13 7,712,531 69 70,782 67 17,584 ^3 21,163,812 49 15,506,089 5B 70,782 %& Board of Appraisers .. . » . o .. . » * » . Collectors yWeighmasters 5 and lock- keepers., ,»..»....»<, ».... 1,348.5 384 14 157,731 14 1 Total., ..o..» 1,024 30,057,077 56 21,163,812 49 16,9^5,256 3B Private WorlcB. Pennsylvania railroad* — The object of the Pennsylvania railroad is to provide a better avenue for the trade between Philadelphia and the COLONIAL AND LAKE TRADE. 265 interior- — one more in harmony with the works in progress and opera- tion in other States than the great line already described. The latter is not only poorly adapted to its objects, but is closed a considerable portion of the year by frost. The mercantile classes of Philadelphia have long felt the necessity of a work better adapted to their wants, and fitted to become a great route of travel as well as commerce, from the intimate relation that the one bears to the other. It is by this in- terest that the above work was proposed, and by which the means have been furnished for its construction. The conviction of wliich we have spoken has been instrumental in procuring the money for this project as fast as it could be economically expended. The work has been pushed forward with extraordinary energy from its commence- ment. Already a great portion of the line has been brought into operation, and the whole will soon be completed. The Pennsylvania railroad commences at Harrisburg and extends to Pittsburg, a distance of two hundred and fifty miles. The general route of the road is favorable, with the exception of the mountain di- vision. The summit is crossed at about 2,200 feet above tide-water, involving gradients of ninety-five feet to the mile, which are less than those resorted to on the Baltimore and Ohio railroad, and not much exceeding those profitably worked on the Western railroad of Massa- chusetts. The route is graded, and the structures are prepared for a double track, which will be laid as soon as possible after the first shall be opened. The cost of the road, for a single track, is estimated at $12,500,000, of which $9,750,000 have been already provided by stock subscriptions. The balance is to be raised by an issue of bonds. The road is to be a first-class work in every respect, and is constructed in a manner fitting the great avenue between Philadelphia and the western States. As a throvgh route, both for trade and travel, there is hardly a work of the kind in the United States possessing greater advantages or a stronger position. Its western terminus (Pittsburg) is already a city of nearly 100,000 inhabitants, and is rapidly increasing. That city is the seat of a large manufacturing interest, and the centre of a con- siderable trade; and a road connecting it with the commercial me- tropolis of the State cannot fail to command an immense and lucrative traffic. The western connexions which this road will make at Pittsburg are of the most favorable character. It already has an outlet to Lake Erie through the Ohio and Pennsylvania and the Cleveland and Wellsville roads. The former of these is regarded as the appropriate extension of the Pennsylvania line^ to the central and western portions of Ohio. Through the Pittsburg and Steubenville road (a work now in progress) a connexion will be opened with the Steubenville and Indiana railroad, which is in progress from Steubenville to Columbus. These lines, in connexion with the Pennsylvania road, will constitute one of the short- est practicable routes between Philadelphia and central Ohio. At Greenburg, 25 miles east of Pittsburg, the Hempfield railroad will form a direct and convenient connexion with Wheeling, which has already become an important point in the railroad system of the coun- try. At that city, by means of the Hempfield line, the Pennsylvania 2m REPORT ON road will be connected with the central Ohio and with the northern extension of the Cincinnati and Marietta roads ; a.nd through all the above-named lines the former will be brought into intimate and conve- nient relations with every portion of the western States. The Pennsylvania road must also become a route for a considerable portion of the travel between the western States and the more northern Atlantic cities. From New York it will constitute a shorter line to central Ohio than any offered by her own works. It will, for such travel, take Philadelphia in its course— a matter of much importance to the business community. The route occupied by the road is one of the best in the country for local traffic, possessing a fertile soil and vast mineral wealth in its coal and iron deposites. From each of these sources a large business may be anticipated. The whole road cannot fail, in time, to become the .seat of a great manufacturing interest, for which the coal and iron upon the route will furnish abundant materials. The Pennsylvania road, though only partially opened for business, has demonstrated its immense importance to the trade of Philadelphia. It was the means of securing to that city during the present year a very large spring trade, which otherwise would have gone to New York. The advantages already secured are but an earnest, it is claimed, of what the above work will achieve when fully completed. It is confi- dently expected by its projectors that the work will be followed by the same results in Philadelphia that the Erie canal secured to the chy of New York. However this may be, there can be no doubt of its be- coming the channel of an extensive commerce, and one calculated to promote, in an eminent degree, the prosperity of the city of Philadel- phia, as well as that of the whole State. The next most important work in the State, and one of greater local importance, is the Philadelj}hia and Reading railroad. This work is the great outlet of the Schuylkill coal-fields to tide- water. On this ac- count it bears a most intimate relation to most of the great interests of the country. Its length is about ninety miles, and its total cost about $17,000,000. It is one of the most expensive and best-built roads in the United States. All its grades are in favor of the heavy traffic. Nearly 2,000,000 tons of coal have been transported over this road the past year. There can be no doubt that the enormous coal traffic which this road secures to Philadelphia is one of the causes of the ex- traordinary increase of that city from 1840 to 1850. This work has not, till a comparatively recent period, proved a profitable one to the stockholders ; but it is confidently expected that for the future it will yield a lucrative income. Philadelphia, Wilmington, and Baltimore railroad, — This work lies partly in the three States of Pennsylvania, Dela^ware, and Maryland, but may be appropriately described with the Pennsylvania roads. Its income is chiefly derived from its passenger traffic. It is one of the most important trunks in the great coast-line of railroads between the North and the South, and would be supposed to be one of the best routes in the country for a lucrative traffic. Its length is ninety-eight miles, and it has cost something over $6,000,000. It has been an expensive work to construct and maintain, and has not, consequently, proved very COLONIAL AND LAKE TRADE. 267 profitable to stockholders, though its value in this respect is rapidly in- creasing. Its position is such as to monopolize the travel between its termini and between the northern and southern States. Among the other railroads in operation in the State may be named^ Ist, the Philadelphia and Trenton^ one of the links of the principal line of road connecting Philadelphia with New York, and for this reason an important work. This is one of the leading routes of travel in the country, and commands a very profitable traffic. 2d, the Harrisburg and Lancaster road, which forms a part of the great line through the State. 3d, the York a?id Cumberland road, which is to form a part of the line through central Pennsylvania, of Avhich the Susquehanna road is to be an important link. 4th, the Cumberland Valley road, extending from Harrisburg to Chambersburg. 5th, the Lackawanna and Western road, connecting the northern coal mines of Pennsylvania with the New York improvements. 6th, the Fhiladelphia^ Germantown^ and Norris- town road, of which it is proposed to form the base of a fine extending from Norristown to the Delaware river. 7th, the FranJclin railroad, extending from Chambersburg to Hagerstown, Maryland. 8th, the Northeast. 9th, the FranUin Canal road, extending from Erie to the Ohio State line. These two last form the only existing link between the railroads of the Mississippi valley and of the eastern States, and will, from their favorable relations, command an immense business. The Lackawanna and Western will soon become a part of another through route from western New York to the city. Already are roads either in progress or in operation from New York to the Water Gap, The completion of these will leave only about forty-five miles of new fine, to open a new and shorter route from Great Bend, on the Erie road, to the city of New York than by that line. There are also in the eastern part of the State numerous coal roads? the most important of which is the Pennsylvania Coal Company's road, extending from the Lackawanna valley, a distance of something over forty miles, to the Delaware and Hudson canal. With the above ex- ception, the coal roads are short lines; as they are purely local works? a description of them is not appropriate to this report. There are several very important works, proposed and in progress? in the State. Those in the eastern part of it are: the road from Norris- town to the Delaware river, which is to be extended to the Water Gap^ for the purpose of forming a connexion with the proposed road to the Lackawanna valley ; the Catawissa^ Williams]jort, and Erie road, which is the virtual extension of the Reading road into the Susquehanna valley ; and a road extending from Easton, following up the valley of the Lehigh, to a junction with the road last named. The first of these is in progress. The Catawissa road was partially graded some years since, and efforts are now making to secure its completion. The road up the valley of the Lehigh is regarded as the virtual extension of the New Jersey Central road into the valley of the Susquehanna, w^here a connexion will be formed with the Sunbury and Erie road, thus open- ing a direct communication between the latter and New York, and placing that city in as favorable connexions with the proposed line to Lake Erie as Philadelphia. An important line of road is soon to be commenced, extending frora 268 Andrews' report on HarrJsburg up the valley of the Susquehanna to Elmira, in the State of New York. This work may be regarded as a Baltimore project, and is sufficiently described in connexion with the Baltimore and Susque- hanna railroad. In the western part of the State the leading work in progress is the Alleghany Valley road, extending from Pittsburg in a generally north- eastern direction to Olean, on the New York and Erie road, which is the probable terminus of the Genesee Valley and the Buffalo and Olean roads. The length of the Alleghany Valley road will be about one hundred and eighty miles. Its gauge will probably correspond to that of the New York and Erie road. In connexion with this, it will form a very direct and convenient route between the cities of New York and Pittsburg, and also between the latter and the cities of Albany and Boston, through the Albany and Susquehanna road. By the above lines the Alleghany Valley road will connect Pittsburg with Lakes Erie and Ontario, and with the Hudson river. The road will traverse one of the best portions of Pennsylvania, possessing a fertile soil, and abounding in extensive deposites of coal and iron. The project has the warm support of Pittsburg, and when the inducements to its con- struction are considered, and the means that can be made applicable to this end, its early completion cannot be doubted. Another road in progress in western Pennsylvania is the Hcmjifield, extending from Greensburg, on the Pennsylvania road, to Wheeling, a distance of seventy-eight miles. One of the leading objects of this road is to connect the great Pennsylvania line with the roads centring at Wheeling. It derives its chief pubhc consideration from this fact, although its line traverses an excellent section of country, which would yield a large local traffic. This project is regarded with much favor by the people of Philadelphia, from the supposed favorable connexions it will make with the Ohio Central and the northern extension of the Cincinnati and Marietta roads. When completed, it will undoubtedly become an important avenue of trade and travel. The Pittsburg and Steuhenville road resembles the Hem]ifield^ both in its objects and its direction. It w^as proposed as a more direct route to central Ohio than that supplied by the Ohio and Pennsylvania- rail- road. One of the leading motives for its construction was to counteract any influence that the Hempjield road might exert prejudical to the interests of Pittsburg, by placing that city on one of the shortest routes between the East and West. At Steuhenville it will connect with the Steuhenville and, Indiana road, now in progress from that city to Colum- bus, the capital of Ohio. The proposed Sunbury and Erie railroad is intended to bear the same relation to Philadelphia, in reference to the trade of Lake Erie and the West, as does the Erie railroad to New York. Its length will be about two hundred and forty miles. Active measures are in progress to se- cure the necessary means for this work, which promise to be success- ful. The whole distance by this route, from Philadelphia to Lake Erie, will be about four hundred and twenty miles, somewhat less than that from New York. There are a number of canals in the State owned by private com- panies, the most important of which are the Schuylkill and Lehigh ca- COLONIAL AND LAKE TRADE. 269 nals, which have been constructed for the purpose of affording outlets for the anthracite coal-fields of that State. They derive their chief consequence from their connexion with the coal trade, although they have a large traffic in addition. These works, though of great utility and importance, from the relations they sustain to the varied interests of the country, in supplying them with fuel, are of a local character^. and do not form portions of any extended routes of commerce. The Tide-water canal has been briefly alluded to in the notice of the " State works," to which it supplies a communication with Chesapeake bay, and with the cities of Baltimore and Philadelphia, by a continti- ous water-line. It is a valuable improvement, and forms the outlet for a large and important section of the State, and for a portion of the com- merce passing over the State works. It is a work of large capacity^ and is in possession of an extensive trade. It is also a channel through which a large quantity of coal is sent to markets DELAWARE. Population in 1830, 76,748; in 1840, 78,085; in 1850, 91,532. Area in square miles, 2,120; inhabitants to square mile, 43.17. The only road lying entirely in this State is the Newcastle and French- town, connecting the Delaware with Chesapeake bay, by a hne of 16 miles. This road was once of considerable importance, as it formed a part of the route of travel between the East and West, which has since been superseded by the Philadelphia, Wilmington, and Balti- more railroad. It may now be regarded only as a work of local con- sequence. ChesapeaJce and Delaivare canal. — The only improvement of any con- siderable importance in Delaware is the Chesapeake and Delaware canal, connecting the above-named bays. This work is 13J miles long^ 66 feet wide, 10 feet deep, with two lift and two tide-locks. It cost nearly $3,000,000. A very considerable portion of its cost was fur- nished by the general government, in donations of land. This work bears a similar relation to the commerce of the country with the ilari- tan canal, and makes up a part of the same system of internal water navigation. It is also the channel of a large trade between Chesa- peake bay and Philadelphia and New York. The Philadelphia, Wilmington, and Baltimore railroad lies partly withm the State of Delaware, and has been sufficiently described un- der the head of "Pennsylvania." MARYLAND 0 Population in 1830, 447,040; in 1840, 470,019; in 1850, 583,035. Area in square miles, 9,356 ; inhabitants to square mile, 62.31. Influenced by similar objects to those which actuated the people of Philadelphia, New York, Boston, and the eastern States, in their immense 270 Andrews' report on expenditures for works that facilitate transportation, the people of Mary- land, at an early period, commenced two very important works, the Chesapeake and Ohio canal and ttie Baltimore and Ohio railroad, for the purpose of attracting the trade of the interior, and of placing them- selves on the routes of commerce between the two grand divisions of the comiay. By the deep indentation made by the Chesapeake bayj the navigable tide- waters are brought into nearest proximity to the Mississippi Valley in the States of Maryland and Virginia, To this is to be ascribed the fact, that before the use of railroads, the principal routes of travel between the East and the West were from the waters of that bay to the Ohio river. The great National road, established and constructed by the general government, commenced at the Poto- mac river, in Maryland, and its direction was made to conform to the convenient route of travel at that time. No sooner had experience demonstrated the superiority of rail- roads to ordinary roads, than the people of Baltimore assumed the adaptation of them to their routes of communication, and immediately commenced the construction of that great work, the Baltimore and Ohio railroad, which, after a struggle of tiventy -Jive years, is now on the eve of completion. This road was commenced in 1828, and was one of the first roads brought into use in the United States. At the early period in which it was comm^enced, the difficulties in the way of construction were not appreciatedo These obstructions, now happily overcome, for a long- time proved too formidable to be surmounted by the engineering skill and abihty, the experience in railroad construction, and the limited amount of capital which then existed in the country. Though for a long time foiled, its friends were by no means disheartened, but rose with renewed vigor and resolution from ever}^ defeat, until the expe- rience of successive efforts pointed out the true pathway to success. The Baltimore and Ohio railroad extends from Baltimore to Wheel- ing, on the Ohio river, a distance of 379 miles. Its estimated cost is ■$17,893,166. It crosses the Alleghany mountains at an elevation of 2,620 feet above tide-water, and 2,028 feet above low water in the Ohio river, at Wheeling. In ascending the mountains from the east, grades of 116 feet to the mile are encountered on one plane, for about fifteen miles, and for about nine miles in an opposite direction. Grades of over 100 feet to the mile, for over ten miles, are met with on other portions of the line. These grades, which only a few years since were regarded as entirely beyond the ability of the locomotive engine to ascend, are now worked at nearly the ordinary speed of trains, and are found to offer no serious obstacle to a profitable traffic. Occurring £iear to each other, they are arranged in the most convenient manner for their economical working, by assistant powero With the above exception, the grades on this road will not compare unfavorably v/ith those on similar v/orks. The road is now open to a point about 300 miles from Baltimore, and will be completed on or before the first of January next. Whatever doubt may have existed among the engineering profes- sion, or the public, as to the ability of this road, with such physical difficulties in the way, to carr}^ on a profitable traffic, they have been COLONIAL ANB LAKE TRADE. 2/1 removed by its successful operation. That grades of 116 feet to the mile, for many miles, had to be resorted to, is full proof of the mag- nitude of the obstacles encountered. Its success in the face of all these, of a faulty mode of construction in the outset, and of great finan- cial embarrassment, reflects the very highest credit upon the company^ and upon the people of Baltimore. As before stated, the first route of travel between the East and the West was between the waters of the Chesapeake and the Ohio. The opening of the Erie canal, and, subsequently, of the railroads between the Hudson river and Lake Erie, diverted this travel to this more north- ern and circuitous, but more convenient route. This diversion seriously affected the business of Baltimore, and materially lessened the revenues of the Baltimore and Ohio railroad, since its opening to Cumberland^ All this lost ground the people of Baltimore expect to regain ; and with it, to draw themselves a large trade now accustomed to pass to the more northern cities. Assuming the cost of transportation on a railroad to be measured by lineal distance, Baltimore certainly occupies a very favorable position in reference to western trade. To Cincinnati, the great city of the West, and the commercial depot of southern Ohioj, the shortest route from all the great northern cities will probabh^ be by way of Baltimore, and over the Baltimore and Ohio railroad. To strengthen her position still farther, the people of this city have already commenced the construction of the Northwestern railroad, extending from, the southwestern angle of the Baltimore and Ohio railroad to Parkers- burg, on the Ohio river, in a direct line towards Cincinnati. The dis- tance from Baltimore to Parkersburg, by this route, will be about 395 miles, and about 580 to Cincinnati, by the railroads in progress through southern Ohio. From Wheehng the main trunk will be carried to the lakes by the Cleveland and TVellsville T-dilTOcid, now completed to Wellsville, 100 miles, and in progress from Wellsville to Wheeling, 36 miles ; and through central Ohio to Columbus, by the Central Ohio railroad, now in opera- tion from that place to Zanesville, a distance of about 60 miles, and in progress east to Wheeling, about 82 miles. When the Ohio, therefore, is reached, Baltimore will be brought into immediate connexion with all the avenues of trade and travel in the West and will be in a strong position to contend for the great prize — -the interior commerce of the country. The local traffic of this road assumes a great importance from the immense coal trade which must pass over it from the extensive mines situated near Cumberland. The superior quahty of this coal will always secure for it a ready market, and there can be no doubt that the demand will always be equal to the capacity of the road. Already has this trade been a source of lucrative traffic, and contributed not a little to the success of the road before the western connexions, upon which complete success was predicated, could be formed. But for this traffic the credit of the company could have hardly been main- tained, at a point necessary to secure the requisite means for its prose- cution to the Ohio river. Baltimore and Susquehanna railroad and its connexions. — -The next great line of public improvement in Mar\da.nd is the Balthnore and 272 Andrews' report on Susquehanna railroad^ by which that city secures a communication with the country lying to the northwest, and with the pubhc works of the State of Pennsylvania, as she will ultimately with those of New York. As far as distance is concerned, the city of Baltimore occupies as favorable a position in reference to the public works of Pennsyl- vania, and the various Imes of improvement connecting with them, as does the city of Philadelphia ; the former being only 8.2 miles from Harrisburg, while the latter is 107 miles. Such being the fact, Balti- more is making the most vigorous efforts to perfect and extend the works by which these important communications are maintained. She is especially occupied in pushing a Une up the Susquehanna river, with a vieM^ to its extension to Elmira, the most considerable town on the Erie railroad between Lake Erie and the Hudson. This town is also connected with all the railroads running through central New York, with Lakes Erie and Ontario at various points, and by a water-line with the Erie canal. By reaching this point, the Baltimore lines of improvement will be brought into direct connexion with the New York S5^stem of public works, which have thus far monopolized the interior trade of the country. To divert this trade from its accustomed chan- nels, and to turn a portion of it at least to Baltimore, is one great object that induces her to lend her aid to the Susquehanna road in Pennsyl- vania, through which this object is to be effected. The trunk of this great line is the Baltimore and Susqiiehan7iaTmlvoa.d^ which extends from Baltimore to York, Pennsylvania, a distance of 56 mileSo In its original construction it received important aid from the State. It has not been a successful work, in a pecuniary point of view, owing to a faulty mode of construction and to the want oi' suitable con- nexions on the north. But these drawbacks to its success have been removed, and its business prospects are now rapidly improving. From York it is carried forward to Harrisburg, by means of the York and Cumberland road. Beyond this point no railroad has been constructed up the Susquehanna Vcdley. It is the construction of this link that is occupying the especial attention of the city of Baltimore, and toward which, in addition to private subscriptions, she has extended aid in her corporate capacity to the amount of $500,000. The distance from Harrisburg to Sun bury, the route occupied by the Susquehanna company, is about 50 miles. From William sport to Elmira the dis» tance is about 75 miles. A portion of this last-named link is in opera- tion ; and should the road from Williamsport to Ralston be adopted, as a part of the through route, it will require only the construction of some 20 miles to complete the last-named link. Vigorous measures are in progress for the commencement of operations upon the unfinished por- tion of the above line, and the whole will be completed, as soon as this can be done, by a prudent outlay of the means that can be made applicable to the work. When the works in which the city of Baltimore is now engaged shall be completed, she will occupy a favorable position, as far as her prox- imity to the great interior centres of commerce is concerned. She will probably be on the shortest route between the great northern cities and Cincinnati— she will be nearer to Buffalo than even New York or Bos- ton. She expects to realize in results the strength of her position in the COLONIAL AND LAKE TRADE. 273 abstract. Assuming cost of transportation to be measured by lineal distance, how far the result will justify her expectations remains to be seen ; at all events, she is certain to be amply repaid for all her efforts, by the local traffic of the country traversed by her lines of railroads, which will increase largely her present trade, by developing the re- sources of the section of country legitimately belonging to her. The next most important line of road in Maryland is the Washington branch of the Baltimore and Ohio railroad. This forms a part of the great coast line, extending from the eastern boundary of Maine to Wil- mington, North Carolina. Its traffic is chiefly derived from passengers. It is, besides, situated too near the navigable waters of the Chesapeake to command much more than local freight. As a connecting link in the great national line referred to, it occupies a position that must always secure to it a profitable traffic. ChesayeaJce and Ohio canal, — This great work was projected with a view to its extension to the Ohio river at Pittsburg. The original route extended from Alexandria, up the Potomac river, to the mouth of Wills creek, thence by the Youghiogeny and Monongahela rivers to Pittsburg. Its proposed length was 341 miles. It was commenced in 1828, but it was only in the past year that it was opened for business to Cumberland, 191 miles. Towards the original stock $1,000,000 was subscribed by the United States, $1,000,000 by the city of Washington, $250,000 by Georgetown, $250,000 by Alexandria, and $5,000,000 by the State of Maryland. From the difficulties in the way of construction, the idea of extend- ing the canal beyond Cumberland has long since been abandoned ; and though when originally projected, it was regarded as a work of national importance, it must now be ranked as a local work, save so far as it may be used in connexion with the Baltimore and Ohio railroad, as a portion of a through route to the Ohio. In this manner it bids fair to become a route of much general importance. As a very large coal trade must always pass through this canal, the boats will take return freights at very low rates, in preference to returning light. It is pro- posed to form a line of steam propellers from New York to Baltimore, for the transportation of coal ; and it is claimed that the very low rates at which freights between New York and Cumberland can be placed by such a combination, will cause the canal, in connexion with the Baltimore and Ohio railroad, to become a leading route between New York and the West. The canal is a work of great capacity, having six feet draught of water, and allowing the passage of boats of 150 tons burden. As it commands the whole water of the Potomac river, it will always be abundantly supplied with water. This canal has encountered so many discouraging reverses as to cause a general distrust as to its ultimate .success. It is believed, how- .ever, that it will not only become very important as a carrier of the celebrated Cumberland coal, but that it will, in time, work itself, in connexion with the railroad, into a large through-business between the eastern and the western States, in the manner stated. 18 274 ANDRE WS' REf }RT ON VIRGINIA. Population in 1830, 1,211405 ; in 1840, 1,239,797 ; in 1850, 1,421,661. Area in square miles, 61,352; inhabitants to square mile, 23.17. The State of Virginia is the birth-place of the idea of constructing an 'artificial line for the accommodation of commerce and travel between 'the navigable rivers of the interior and tide-water. It is now nearly 'One hundred years since a definite plan for a canal from the tide-waters of Virginia to the Ohio was presented by Washington to the House of Burgesses of Virginia, and ever since that time the realization of this project has been the cherished idea of the State. The central position of Virginia, her unsurpassed commercial advan- tages, afforded by the deep indentations of her numerous bays and rivers, and the near approach toward each other, in her own territory, of the Ohio and the navigable waters of the Chesapeake, all pointed -out this State as the appropriate ground for a connection between the tw^Oo To the apparent facility with which this could be formed, and to ithe advantages anticipated from it, is to be attributed the hold which ithis project has always maintained upon the public mind of the State. James Miner and Kanawha Ca>nah — The great work by which this connexion has been sought to be accomplished is the James river and Kanawha canal, to extend from Richmond to the navigable waters of the Great Kanawha, at the mouth of the Greenbrier river, a distance of about 310 miles. This work is now completed to Buchanan, in the valley of Virginia, a distance of 196 miles, and is in progress to Cov- ington, a town situated at the base of the great Alleghany ridge, about thirty miles farther. It was commenced in 1834, and has cost, up to the present time, the sum of $10,714,306. The extension of this water line to the Ohio is still considered a problem by many, though its friends cherish the original plan with unfaltering zeal. The work thus far has scarcely realized public expectation, from the difficulties en- countered, which have proved far greater than were anticipated in the outset, and have materially delayed the progress of the work. The canal follows immediately on the bank of the river, which has a rapid 'descent, and after entering the Alleghany ranges, assumes many of the characteristics of a mountain stream, Tiiis fact has compelled the construction of numerous and costly works, such as dams, culverts, and bridges, and subjects the canal to all the dangers of sudden and high floods, from, which it has at several times suffered severe losses^ But, so far as the canal has been carried, all obstacles have been sur- mounted. The various works upon it have now , acquired a solidity that promises to resist all the trials to which they may hereafter be subjected. The crossing of the crest of the AUeghanies, the most diffi- cult portion of the whole line, has not been commenced. The summit at the most favorable point of crossing is 1,916 feet above tide-water, or 1,352 feet above the highest point upon the Erie canal, v/hich is at ihe lake at Buffalo^ Elaborate surveys and calculations have been made for the purpose of determining whether a sufficient quantity of water can be obtained for a supply at the summit, and the result seems to favor an affirmative opinion. Could this canal be carried into the Ohio valley, with a sufficient COLONIAL AND LAKE TRADE* 275 supply of water there can be no doubt it would become a route of an immense commercce It- would strike the Ohio at a very favorable point for through business. It would have this great advantage over the more northern works of a similar kind, that it would be navigable durmg the winter as well as the summer. The route, after crossing the Alleghany mountains, is vastly rich in coal end iron, as well as in a very productive soil. Nothing seems to be wanting to the triumphant -success of the work but a continuous water line to the Ohio. Until this is accomplished, the canal must depend entirely upon its local business for support. Its eventual success as a paying enterprise was predicated upon such accomplishment. Though of great benefit to the oontiguous country and to the city of Richmond, it does not promise in its present condition to be profitable to the stockiiolders« Railroads in Virgima. Central RailroacL—Tlio object which led to the conception of the James river and Kanawha canal is now the ruling motive in the con- struction of the two leading railroad projects of this State, viz : the Virginia Central and the Virginia and Tennessee railroads. While the canal is still the favorite project with an influential portion of her citi- zens, it cannot be denied that, sympathizing with the popular feeling in favor of railroads, which have in many cases superseded canals as means of transportation, and which are adapted to more varied uses and better reflect the character and 'spirit of the times, a large majority of the people of the State deem it more advisable to open the proposed western connexions by means of railroads than by a farther e^ftension of the canal. The line of the Central road, after making a somewhat extended detour to the north upon leaving Richmond, takes a generally western course, passing through the towns of Gordonsville and Charlottesville, and enters the valley of Virginia near Staunton, At Gordonsville it connects with the Orange and Alexandria railroad, thus giving the for- mer an outlet to the Potomac. This road is now nearly completed to Staunton, with the exception of the Blue Ridge tunnel, which is a for- midable work, about one mile in length, and is in process of construc- tion by funds furnished by the State. From Staunton the line has been placed under contract to Buflalo Gap, a distance of thirty-five miles. For the whole line up to this point ample means are provided. The whole length of the road, from Richmond to the navigable waters of the Kanawha, will be about tw^o hundred and eighty-six miles. The means for its construction have thus far been furnished by stock sub- scriptions on the j^art of the State and individuals, in the proportion of three-fifths by the former, to two-fifths by the latter. No doubt is eutertained of its extension over the mountains, at a comparatively early period. The State is committed to the w^ork, and has too much in- volved, both in the am.ount already expended and in the results at stake, to allow it to pause at this late hour. The opinion is now confi- dently expressed by well-informed persons that some definite plan will be adopted for the immediate construction of the remaining link of this great line. 276 Andrews' keport on By extending this line to Guyandotte a junction will be formed with the roads now in progress in Kentucky, and aiming at that point for an eastern outlet. It is also proposed to carry a branch down the Kana- wha to its mouth, nearly opposite to Gallipolis, to connect with a road proposed from that point to intersect with the Hillshoro'^ and Cincinnati and the Cincinnati and Marietta railroads. Virginia and Tennessee railroad, — The leading object in the construe^ tion of the above road is to form a part of a great route connecting the North and the South, by a road running diagonally through the United States. This line, commencing in the eastern part of the State of Maine, follows the general inclination of the coast, and passes through our most important eastern cities, as far south as Washington. After reaching this point, it still pursues the same general direction, and passing through Charlottesville and Lynchburg, in central Virginia, and soon after leaving the latter place, enters the lofty ranges of the Alleghany mountains, which it traverses for hundreds of miles, till they subside into the plains circling the Gulf of Mexico. The northern portion of this great line is in operation from Waterville, Maine, to Charlottesville, Virginia, a distance of nearly 800 miles. Parts of the southern division are completed,, and the whole, with the exception of the short link from Charlottesville to Lynchburg, is in active progress. Of the 'central links, the Virginia and Tennessee is the longest, and in this point of view the most important. It extends from Lynchburg to the State line of" Tennessee, a distance of 205 miles. About 60 miles of this road are completed, and the whole line is under contract for completion during the year 1854. The means for its construction are furnished jointly by the State *and individual subscriptions, in the pioportion of three parts by the former to two by the latter. When completed, this road will form a conspicuous link in one of the most magnificent lines of railroad in the world, both as regards its length and importance. The prospects of the local business of the above road are favorable » It traverses a fertile portion of Virginia, abounding, moreover, in most of the valuable minerals, such as iron, coal, lead, salt, etc. At present, there is no more secluded portion of the eastern or middle States than the country to be traversed by the above road ; all its great resources remain undeveloped, from the cost of transportation to a market. When this road shall be opened, no section will display more progress? nor furnish, according to its population, a larger traffic. The friends of this project propose also to make a portion of its line the trunk of a new route, from the navigable waters of the Ohio to those of the Chesapeake. At a distance of about 75 miles from Lynch- burg, the Virginia and Tennessee road strikes the great Kanawha near Christiansburg. From this point to the navigable waters of the river the distance is only 86 miles. As the Virginia and Tennessee road is 10 be connected by railroad with both Richmond and Petersburg, the short link described will alone be wanting to constitute a new outlet for western produce to tide-water. That this link must be supplied at no distant day can hardly admit of a doubt. Should the State extend aid to it, as well as to the Central line, both may be opened simultaneously. There are numerous other important lines of railroad in Virginia, among which may be named the line running through the State from COLONIAL AND LAKE TRADE. 277 north to south, made up of the Richmond^ Frederichhcrg cmd Potomac, Richmond a7id Petersburg, and Petersburg and Weldon roads ; the Soitth Side, the Richmond and Danville, the Seaboard and RoanoT^e, the Orange and Alexandria, and the Manasses Gap railroads. The first-named hue forms the great route of travel through the State from north to south. Its revenues are chiefly derived from passenger traffic ; its direction not being favorable to a large freight business. The whole line is well managed and productive^ and is daily improv- ing in value, from the extension of both extremes of the great system of which this is the connecting link. The So2ith Side and the Richmond and Danville roads are w^orks of importance, from the extent of their lines, the connexions they form, and their prospective business. Starting from two, the most consider- able, towns in eastern Virginia, situated at the head of navigation on tw^o important rivers, they cross each other diagonally about mid- way between their respective termini, thus giving a choice of markets to the country traversed by either. The former constitutes the exten- sion eastward of the Virginia and Tennessee line, and opens an outlet for that w^ork to Richmond and Petersburg. The latter will also secure to tlie same cities the trade of important portions of southern Virginia and North Carolina, and will undoubtedly be extended event- ually into the latter State, and form a junction with the North Carolina railroad, at or near Greensboro', forming, in connexion with the North Carolina and Charlotte and South Carolina railroads a new and inde- pendent interior route between Rtchmond and Petersburg and the southern States. The Seaboard and Roanoke railroad is also a line of much consequence, and may eventually become a work of great importance, depending, however, upon the future progress of Norfolk, its eastern terminus. The excellence of the harbor of Norfolk has led to great expectations in reference to the future growth of that city. Its position has been compared with that of New York, and it bears a relation to the Chesa- peake bay, and the rivers entering it, similar to that of the former to the Hudson river and Long Island Sound. No portion of the country possesses greater commercial capabilities than eastern Virginia, and it would seem that the numerous rivers by which it is watered would develop a trade sufiScient to build up a large commercial town. Such has not been the result, however inexplicable the cause. The great seats of commerce lie farther north, and the seaports of Virginia, instead of being depots from which are distributed to the consumers the products of the State, are merely points en route to the great northern markets. Her people being devoted chiefly to agricul- ture, no large towns have grown up within her territory. Should, in time, a greater diversity of pursuits secure the consumption, by her own people, of the surplus products of her soil, Norfolk could not fail to become an important commercial town. The Seaboard and Ro- anoke road would be her great arm of inland communication, com- bining, as it does, with the roads penetrating the interior of the State, and of North Carolina. As it is, it is a road of much consequence, and essential to the sjmimetry of the railroad S5^stem of the State, and will 278 ANDREWS^ REPORT ON always transact a large business 5 even under a continuance of the present condition of things in the State. The other leading roads in Virginia are the Orange and Alexandria and the Manasses Gay railroads. The former extends from Alexandria to Gordonsville, on the Central road 5 a distance of about 90 miles. It is an important line, in that it connects the central portions of the State with the Potomac and the cities of Alexandria and Washington. It will form a portion of the line already described, traversing central and western Virginia and eastern Tennessee. To complete such a con- nexion, only a short link, extending from the central road near Char- lottesville, is necessary. There cannot be a doubt that the legislature of Virginia Avill allow the construction of this hnk, and aid it with the liberality extended toward similar works. The Manasses Gap road branches off from the Orange and Alexandria road about 25 miles after leaving Alexandria, and is to be extended into the valley of Virginia through the gap in the Blue ridge above named. A portion of the hue is already in operation. It is intended to carry this road up the valley to Staunton ; there to form a junction with the Central line. The Winchester and Potomac road, at present a short though productive local w^ork, v/ill also probably be extended so as to connect with the above road — thus forming a line through the whole extent oF the valley of Virginia, and connecting with the Balti- more cmid Ohio road at Harper's Ferry ^ and with the Potomac at Alex- andria. NORTH CAROLINA. Population in 1830, 737,987 ; in 1840, 753,419 ; in 1850, 868,903. Area in square miles, 45,000 ; inhabitants to square mile, 15.62. Railroads in North Carolina* The State of North Carolina has, on the whole, accomphshed less than any eastern State in railroad enterprises, when we take mto consideration the extent of her territory, and the great necessity for such works to the proper development of her resources. Her inaction has been owing in part to the want within her own territory of a large com- mercial town, which in other States not only becomes the centre of a well-digested system of railroads, but, by concentrating the capital, renders it available to the construction of such w^orks. Of the roads in operation the most important is the Wilmington and Weldon road, extending from Wilmington to Weldon, and traversing nearly the whole breadth of the State from north to south. This is a work of the greatest convenience and utility to the travelling public, and must, from its direction and connexion, always occupy an impor- tant position in our railroad system. It is a road of comparatively low cost, upon a very favorable route, and is beginning to enjoy a lucrative traffic. It has been an unproductive w^ork from the faulty character of its construction— it being one of the pioneer works of the South, and COLONIAL AND LAKE TRADE» 279 originally laid with a flat bar ; but this superstructure has given place to a heavy rail, and the road is now in a condition to compare favorably with our best works. The only other road in operation in the State is the Raleigh and Gas- t07i, which connects the above places by a line of 87 nriiles. It is strictly a local work, and, from the faulty character of its construction, has been unsuccessful. It bids fair, however, to become a much more im- portant road from its prospective connexion with the North Carolina Ce?itral road, now in progress. When the last-named road shall be opened, and the Raleigh and Gaston shall have received an improved superstructure, it cannot fail, it is believed, to become a productive work, and one that will sustain an important relation to the travel and business of the country. Through; the Central^ it will be brought into communication with the Charlotte and South Carolina road, and form, for both, their trunk lines north. The only considerable w^ork in progress, lying wholly within the State, is the North Carolina Central railroad. It commences on the Neuse river, near Goldsboro', taking a northv^^esterl}^ direction, running through the towns of Raleigh, Hillsboro', Greensboro', and Lexington^ to Charlotte. For the greater part of its line it traverses a fertile territory, and. will secure railroad accommodations to a large and. rich section of the State. It will prove of great utility, and is much wanted to develop the resources of the State, and demonstrate its capacity to supply railroads with a profitable traffic. Its entire length is 223 miles. Ax Charlotte^t will unite with the Charlotte and South Carolina^ railroad, which will insure to it the character and ad- vantages of a through route. The estimated cost of the road is about $3,000,000 ; of which sum the State furnishes $2,000,000. The whole line is under contract, to be completed at the earliest practicable mo~ ment» SOUTH CAROLINA; Population m 1830, 581,185; in 1840, 594,398; m 1850, 668,507., Area in square miles, 24,500 ; inhabitants to square mile, 27.28c South Carolina Railroads, This State furnishes a good illustration of the correctness of the pre- vious remarks, in reference to the influence of a commercial capital in promoting and giving character to works of internal improvement for the country dependent upon it. Large cities collect together the sur- plus capital of the surrounding country, and a mercantile life trains men up for the management of enterprises calling for administrative talent, and involving large moneyed operations. No sooner had the people of this country commenced the con- struction of railroads, than the city of Charleston entered upon the great work of that State — the South Carolina railroad. This was one of the first projects of the kind undertaken in this country, having 280 Andrews' report on been commenced in 1830. Its main trunk extends from Charles- ton to Hamburg, on the Savannah river, opposite Augusta, Georgia/ It has two branches; one extending to Columbia, the political capital of the State, and the other to Camden. The entire length of the road and its branches is 242 miles. Its cost has been a httle less than $7,000,000. This road not only bears an important relation to all the interests of the State, but has given birth to other extensive lines of road, and forms very important connexions with them. At Augusta a junction is formed with the Georgia railroad, by means of which a communication is opened with the railroads of that State, which are soon to be extended to all the neighboring States. Already have the Georgia lines reached the Tennessee river; and by the first of May next they will be carried forward to Nashville, the capital of the State of Tennessee, whence railroads are in progress toward Louisville and Cincinnati. From Atlanta, the western terminus of the Georgia railroad, a line of railroad is nearly completed to Montgomery, Alabama, which will soon be pushed forward to the Gulf of Mexico on the one hand, and to the Mississippi on the other. By means of the Tennessee and Kentucky roads alluded to, Charles- ton is now about to realize the celebrated project of the Charleston and Cmcmnati railroad. The history of this scheme is w^ell known. It originated in the bold idea of making that city the commercial empo- rium of the great interior basin of the country, particularly the lower portion of it. To effect this object, m continuous line of railroad, under one organization, was proposed, in as direct a line as possible, to the city of Cincinnati. This project attracted, for a time, much interest in the States of South Carolina, Tennessee, Kentucky, and southern Ohio. It was believed to be entirely practicable, and large sums were expended in reconnaissances and surveys of the routes. We now see the accomplishment of the scheme, upon the original plan, to have been, at the period when it was commenced, impracticable. As far as the means and the engineering skill of the country were concerned, the project was premature. Its magnitude was bej^ond the ability of all the interests that could be brought to bear upon it. The termini being given, the route assumed was the shortest possible line between them. The route selected, therefore, could not command the means of the country, applicable to a road between the cities named; and, as might have been expected, the original project fell through. The dif- ferent sections, however, upon the most practicable line, as far as means were concerned, commenced the construction of detached links, having in view local objects alone. These are now so far advanced that the formation of the whole line may be regarded as secured. By the more circuitous route by way of Nashville and Louisville, the means for a railroad from Charleston to Cincinnati are now pro- vided, and the whole route is either in operation or in progress. From Charleston to Nashville, a distance of about 600 miles, the line will be completed by the first day of May next. Upon the line from Nashville to Louisville, a distance of 180 miles, working surveys are now in pro- gress, preparatory to placing this entire link under contract. Louis- ville and Cincinnati are soon to be united by m^eans of the Louisville COLONIAL AND LAKE TRADE. 281 and Lexington and the Covington and Lexington railroads. The former is in operation ; the latter will be completed next year ; and the city of Charleston, without any expenditure other than that requisite for the construction of roads within her territorj^ — excepting a small loan to the Nashville and Chattanooga road — sees the great project, for which she so zealousl)^ labored, on the eve of accomplishment. A more direct, and apparently appropriate, line, than that above de- scribed, is one traversing the entire length of the State of South Caro- lina, in a northwesterly direction, crossing the northeastern corner of Georgia and the western portion of North Carolina, running down the Little and up the Great Tennessee rivers, to Knoxville ; thence by the Cumberland Gap, or some practicable . pass in its vicinity, i(,hrough Danville and Lexington, Kentucky, to Cincinnati. The only portions of this line for which the means are certainly provided, are those ex- tending from Charleston to Anderson, in South Carolina, a distance of 243 miles, and from Cincinnati to Danville, a distance of 128 miles, making in all 371 miles, and leaving about 350 miles to be provided for. That this direct line will be accomplished cannot be doubted. A considerable portion of the country traversed can provide sufficient means for its construction, and the necessary balance will be supphed by connecting hues and by private interests. For that portion of the link, unprovided for, between Anderson and Knoxville, it is believed that the legislature of the State of South Carolina will extend liberal aid. The South Carolina and the Greenville and Columbia roads, form- ing the lower portions of this great chain, are also expected to render efficient support. That portion of it through the State of Tennessee will undoubtedly receive the benefit of the recent internal improvement act of that State, which appropriates $8,000 per mile to certain leading- lines — a sum sufficient, with what private means can be obtained, to secure its construction. The link from Danville, Kentuck}'', to the boundary line of Tennessee, traverses a region of vast mineral re- sources. It is believed the amount lacking to complete this link, be- yond the means of the people upon it, will eventually be furnished by Darties interested in the ivhole as a throuo;h route. Active measures are in progress upon the entire route to secure the necessary surveys, to provide the means of construction, and to awaken the minds of the people to the importance of the work. The other important projects in South Carolina are the Greenville and Columbia, the Charlotte and South Carolina, the Wilmwgton and Man- chester, and the Northeastern road, extending from Charleston to a junc- tion with the Wilmington and Manchester road. The Charlotte and South Carolina and the Wilmington and Manchester roads lie partly in North Carolina, but they are appropriately described as a portion of the South Carolina S5^stem. The Greenville and Columbia road extends from Columbia, the termi- nus of the Columbia branch of the South Carolina railroad, to Green- ville, a distance of about one hundred and twenty-three miles. It has two branches — one extending to Pendleton, and the other to Anderson court-houseo The leading objects in its construction are of a local char- acter; though, as before stated, it is intended to make it a portion oi a through line to the Mississippi Valley. The road traverses one of the 282 ANDREWS' REPORT ON best portions of the State. It has been built at a low cost, owing to the favorable nature of the country traversed, and the enterprise prom- ises to be highly remunerative. A considerable portion of this line is in operation, and the whole will be completed at an early day. There is in progress from this road a branch of some magnitude ex- tending to Laurens, and a portion of it is in operation. The Charlotte and South Carolina railroad has been briefly alluded to. Its line extends from Charlotte, the most important town in west- ern North Carolina, to Columbia, the capital of South Carolina, and is about one hundred and ten miles long. It is an important link between the other roads of the States, and, with them, between those of the northern^ southern, and southwestern States. Its local business will be lucrative, as it traverses a rich countr}^- without suitable avenues to market. Like most of the southern roads, it has been constructed at a low cost. It is nearly completed, and will be shortly opened. Connected with this road, at Chester, is a branch road, called the Kingh Mountain railroad, in operation and extending to Yorkville, a distance of about twenty-five miles. Wilmington and Manchester Railroads— The chief object of this hne is to supply the link for the connexion of the roads of the States of South Carolina and Georgia with those of the north. It is this object wiiich gives it general importance, though its principal revenues will undoubt- edly be derived from local traffic, which the country traversed will probably suppty. The road is about one hundred and sixty-two miles long. Its construction is essential to the convenience of the travelling public, and will add largely to the traffic of all the connecting lines. A glance at the accompanying map will well illustrate its relations to other roads. Although a first- class road, it is constructed at the mini-^ mum cost of southern roads. The whole line is under contract and v/ell advanced; some portions of it are opened, and the whole is in progress to completion with all practicable dispatch. The only project of any considerable public importance, not already noticed, is the Northeastern road, extending from Charleston to the Wil- mington and Manchester road, at a point between Marion and Darling- ton. The object of this road is to secure to Charleston a more direct outlet, and to place her in a line of travel between the North and the South. Without such a work, the tendenc3^ of the Wilmington and Manchester road would be to divert the through travel from that city, and would consequently threaten her with the loss of a portion of her business and public consideration. To fortify her position, this city also proposes to construct a railroad direct to Savannah. By these works she will place herself on the convenient line of travel between the extremes of the country. The length of this first-named line will be about one hundred mileso Its cost will be between $1,500,000 and $2,000,000. The work is liglit, the only difficult point being the crossing of the Santee rivero The route is now under survey, and wdll be commenced as soon as practicable. The road may be regarded as a Charleston project, and that city will contribute largely to its construction. COLONIAL AND LAKE TRADE. 283 GEORGIA. Population m 1830, 516,823; in 1840, 69], 392; m 1850, 905,999. Are'd in square miles, 58,000; inhabitants to square mile, 15.62. The State of Georgia has distinguished herself for the extent, excel- lence and successful management of her railroads. In these respects sh. ranks first among the southern States. Her success is mainly- owing to the fact, that her great lines of railroad were completed within a comparatively brief period after they were undertaken. From, the sparse population in the South, and the absence of large towns in the interior, the completion of a road is necessary to success. Until the connexions proposed are formed, the work is generally unprofitabico Successive links, as they are opened, do not jdeld a large revenue, as is the case with many northern lines, which find between two neigh- boring villages a remunerating traffic. To this fact is, in some degree? to be attributed the failure in the South of many of the projects of 1836 and 1837. Portions only of the lines of railroad commenced at that period were completed. The commercial revulsions which fol- lowed checked their further prosecution. The several links brought into use were not of sufficient length or importance to develop and command a remunerative business ; and, in some instances, projects were abandoned even after a portion of their lines had been opened for businesSo The reverses which have been alluded to, were chiefly con- fined to the projects of the newly-settled southern and western States^ These States were then a wilderness as compared with their present condition. At that period success was impossible, not only from the lack of capital adequate to the enterprises, but of those quahties neces- sary to superintend and carry out these enterprises, and which can only result from experience. The effect of the reverses sustained, was to discourage ibr a time all attempts to construct railroads. But the long period which has since elapsed has brought with it greater means ; a wider experience ; the successful examples of other States ; more distinct and better- defined objects ; and a more intimate acquaintance, and hearty co-operation among people interested in such works. The operation of time has settled our commercial depots, and established the convenient channels of commerce and travel. At an earlier period these were assumed in the projects undertaken, and the results^ fre- quently proved these assumptions to be wide of the truth. New lights have arisen as guides to renewed efforts. The southern people are again inspired with confidence and hope; and the movement nov/ going on throughout the southern States, founded upon a proper knowledge of their wants and abilities, and guided by wider experience and more competent hands, is destined to achieve the most satisfactorj^ resultSo The success of the Georgia roads, as already stated, was owmg to the fact that, after a severe struggle, her leading hues were completed without great delay. As soon as they were brought into use they at once commenced a lucrative business, yielding a handsome return upon the cost, and have proved of inestimable benefit to the people of the StatCo Their roads have not only enabled them to turn their resources to the best account, but have done much to develop that spirit of enter- Z04t ANDREWS REPORT ON prise and activity for which the people of Georgia are particular!}/- dis- tinguished. The leading roads in operation in Georgia constitute two great lines^ representing, apparently, two different interests. The first extends from Savannah, the commercial capital of the State, to the Tennessee river, a distance of 434 miles, and is made up of the Georgia Central, Macon and Western^ and Western and Atlantic roads. The latter^ hj vv'hich the railroad system of the State is carried into the Tennessee valle}^, is a State work. Tlie second line traverses the State from east to west, crossing the other nearly at right-angles, and is made up of the Georgia and the Atlanta and La Grange railroads. This line may be considered as an extension, in a similar direction, of the Soiith Carolina railroad, and rests on Charleston as its commercial depot, as does the former on Savannah. To a certain extent the West- ern and Atlantic link may be said to be common to both lines* The first described line, however, has im.portant branches, which con- nect it with a much larger portion of the State than the latter. At Macon it receives the Soutliivestern railroad, an important line, alread}^ constructed to Oglethorpe, which will be continued to Fort Gaines, on the Chattahoochee. A branch of this line is in progress to Columbus, an important town on that river, and the principle depot of trade for western Georgia and eastern Alabama. Upon the completion of these roads the Central line v/ill extend to the northern and western bound- aries of the State, and will receive an important accession to its alread}^ flourishino' traffic. The three great roads of the State, which have been in operation for a comparatively long period— the Central, the Georgia, and the Macon and Western- — have, for many years past, been uniformly suc- cessful, and take high rank among our best managed and best paying- roads^ averaging, lor a series of years, eight per cent, dividends. Notwithstanding their imperfect mode of construction, which has required repairs equal to an entirely new superstructure, their cost per mile is less than the average of roads throughout the country. This is owing in part to the favorable ciiaracter of the country for such enterprises, and the prudent and skilful manner in which they have been constructed and managed. All these have proved profitable works, chiefly from their local traffic. The rapid extension of connecting- links, v/hich must use the above as their truniv lines to market, must, in the ordinary course of business, add very largely to their present considerable revenues. Among the most important roads in progress in the State, may be named the Wa/yneshoro\ the Southwestern^ the Muscogee and the Atlanta and La Grange. The object of the Wayjieshoro'' road is to effect a communication, by railroad, between Savannah and Augusta, the latter the terminus of the South Carolina and Georgia railroads, and situated at the head of navigation on the Savannah river. A portion of this line is already in operation, and the whole is nearly completed. It is an important con- necting link between other roads, and w^ill greatly add to the facilities of business and travel in the southeastern portion of the State. The Soiit'hv)estern road will provide an outlet for the rich planting COLONIAL AND LAKE TRADEe 285 district of southwestern Georgia, one of the best cotton-growing regions in the South. This road ha.s akeady reached Oglethorpe, and is to be extended to the Chattahoochee. It will then have an outlet in each direction of trade. The proposed extension of the road is regarded as the appropriate line to supply railroad accommodation to the south- western portion of the State. The Southivestern is already in posses- sion of a large revenue from local traffic alone. This will be materially increased by the farther extension of its own line, and of connecting roads. The Muscogee road extends from the city of Columbus, eastv/ard, to its junction v/itii the Southwestern^ a distance of 71 miles, striking the latter about Fort Valley, 28 miles from Macon. It traverses a rich planting country, and is an important work, both as a through and local road. At Columbus it will ultimately form a connexion with the roads now in progress and operation in Alabama. Its through traffic, derived from the business centring at Columbus alone, will constitute a valuable source of revenue. It is nearly completed, and its opening- is regarded as an event of considerable importance to other roads in the State. The Atlanta and La Grange bears pretty much the same relation to the Georgia as does the Muscogee to the Central line. It extends from Atlanta, the terminus of the Georgia and Western a7id' Atla7itic rosidsj to West Point, the eastern terminus of the Montgomery a,nd West Point road, a. distance of 86 miles. A portion of this road is already in operation, and the whole is well advanced. Its completion will ex- tend the . Georgia system of roads to Montgomery, Alabama. As a connecting link, it is justly regarded as a work of much public utilitye It traverses a very beautiful and highly cultivated portion of the State, and cannot fail to have, with all the roads of the State, a lucrative local traffic. The only important road in Georgia already in operation, and not particularly noticed, is the Western and Atlmitic, extending from Atlanta to the Tennessee river. To the State of Georgia must be awarded the honor of first surmounting the Great Alleghany or Appa- lachian range, and of carrying a continuous line of railroad from the seacoast into the Mississippi valley. From the difficulties in the way of such an achievement, it must always be regarded as a crowning work. Wherever accomplished, the most important results are certain to follow. The construction of the Western and Atlantic road was the signal for a new movement throughout all the southern and south- western States. By opening an outlet to the seaboard for a vast sec- tion of country, it at once gave birth to numerous important projects, which are now making rapid progress, and which, when completed, will open to the whole southern country the advantages of railroad transportation. iVmong the more important of these may be naixied the Mem'phis and Charleston, the EaH Tennessee a.nd Georgia, and the Nashville and Chattanooga roads, already referred to. The former will open a direct line of railroad from Memphis, an important town on the Tennessee river, to the southern Atlantic ports of Charleston and Savannah, and will become the trunk for a great number of im- portant radial branches. The Nashmlle and Chattanooga, traversing 286 ANDREWS^ REPORT ON the State of Tennessee in a northwesterly direction, has given a new impulse to the numerous railroads which are springing into life, both in Tennessee and Kentucky. These railroads wrill soon form connexions with those of Ohio, Indiana, and Illinois, and thus all the northern and western States will be brought into intimate business relations with the southern cities of Charleston and Savannah. Through the East Tennessee and Georgia, road a connexion will be formed with the line traversing the United States from north to south. The influence of such a connexion upon the growth and prosperity of these cities, as well as of the country brought into communication with them, can hardly be estimated. A railroad is also proposed from St. Simon's sound, on the Atlan- tic—said to be a good harbor— to Pensacola, in Florida. One object in the construction of this road is to build up the town of Brunswick upon that sound. As this road would connect two good harbors, one upon the Atlantic coast and the other upon the gulf, it will prove an import- ant work. It would also open an extensive territory at present but. slightly developed, for the w^ant of a suitable outlet. A railroad is contemplated from Savannah to Pensacola. Its object is to open a communication between that city and the southern portion of the State, and to attract the trade of a large section now threatened to be drawn off by rival works. The project has its origin in the sup- posed benefit it would confer upon the city of Savannah, which is ex- pected to aid largely in its construction^. FLORIDA, Population m 1830, 34,730 ; in 1840, 54,477 ; m 1850, 87,401. A.rea m square miles, 59,268 ; inhabitants to square mile, 1.47, In another part of this report full notice is given to this State, em- bracing the w^orks of internal improvement therein, whether constructed, in progress, or contemplated to be made, and also those heretofore made and now abandoned. It vv^ould be superfluous to repeat that notice here. Reference is made, therefore, to the communications of citizens of this State, contained in the Appendix at the end of this re- port, to the documents accompanying the same, and to comments of the midersigned, prefixed thereto, for full information on these and other subjects respecting this State. A paper respecting the ^^ Gulf oi' Mexico" and the '^ Straits of Florida," prepared from notes furnished by a distinguished and intelligent engineer officer of the United States, is likewise inserted in the Appendix^ and contains important matter relating- to this State. ALABAMA, MISSISSIPPI, AND LOUISIANA, The roads of these States belong to a general class, from the similar- ity of their direction and objects, and from the intimate relations exist- COLONIAL AND LAKE TRADE. 287 ing between many of their important' lines. As already stated, the great lakes are the radial points of the- internal improvement system of this country. In conformity with this fact we find, that on reaching the Gulf of Mexico the general direction of the great lines extending into the interior gradually changes, m harmony with this fact^ and that those arising from, the Gulf of Mexico are at right angles both to this and our great northern lake boundaryo In examining the character and prospective business of roads running at right angles to the parallels of latitude, compared v/ith those folkow- ing the same parallels, some marked points of difference are found. In the latter case, where there is no variety of pursuits, and where the whole population is engaged in agriculture, there can be little or no local traffic. The products being identical, all the surplus is the same in kind^ But upon a route following a meridian of latitude, an entirely different rule prevails. Such routes traverse regions abounding in a diversity of productions, all of which are regarded as essential to the wants of every individual in the community. Such lines may be said to coincide with the natural routes of commerce, over which a large traffic "must always pass, although the territory traversed may be en- tirely devoted to agriculture. The grains, provisions, and animals of the north are wanted by the southern States engaged in the cul- ture of cotton, rice, sugar and tobacco ; and these last-named products are received by the people of the north in exchange for what they have to sell. In this country, therefore, the routes running east and west may be termed the artificial^ those running north and south the natural routes of commiCrce. It is this fact that gives [particular importance to the great line of communication which it is proposed to extend from the Gulf of Mexico to the lakes, thus uniting a country the extremes of which abound in the fruits of the tropics, and in the |)roducts of high northern latitudes o A railroad extending from the Gulf of Mexico constitutes a great snational route of commerce, and furnishes a channel of distribution over the whole country, for the vast variety of products of the regions tra- versed, and at the same time constitutes an outlet for such surplus as imay not be required for domestic consumption. Such are the extent and range of human wants, that they require the whole aggregate pro- duction of every variety of soil and climate for their supply. Owing to the variety of climate^ this country is capable of producing nearly every article used in ordinary consumption, and an abundance of all that are of primar}^ importance. Upon the completion of a railroad from the Gulf of Mexico to Lake Miciiigan, a person living midway between the two vvdll be enabled to have his table daily supphed with the luxuries of both extremes — the delicious fruits of the tropics, . and the more tempered but equally valuable products of northern latitudes, The differences of climate will then, practically, cease to exist. Tlie .speed of the railway train will scatter over the whole countr}^, freshly ;plucked, the fruits of every latitude, and one climate will practically exist for alU in the possession of an abundance of the products of each^ Extended lines of raih'oads are equally important in another point of viev/. It alwa3^s happens that while in the aggregate there is an .abundance of production for the wants of all^^ there will be failures of 288 Andrews' report on crops in different portions of the country. Such must be the case in a country of so vast an area as our own. With ordinary roads only, it is found impossible so to distribute the surplus produced as to secure abundance at points where production has failed. The limit to economical transportation over the ordinary roads is measured by a few miles. The greatest extremes of want and abundance, therefore, may exist in adjoining States. All these evils are remediable by railroads, so that they will not only secure to us a practical uniformity of climate, but of seasons also, giving to us the greatest variety, and at the same time the greatest certainty, of uniform supply. ALABAMA, Population in 1830, 309,527 ; in 1840, 590,756; in 1850, 671,671. Area in square miles, 50,722 ; inhabitants to square mile, 15.21. Mobile and Ohio railroad. — The first of the great works of the character we have described is the Mobile and Ohio railroad, extend- ing from Mobile, on the Gulf of Mexico, to the mouth of the Ohio river, a distance of 594 miles. From Mobile it will be extended down Mobile bay to a point where a depth of 20| feet of water is reached at low tide, maldng the whole length of line 609 miles. The route traversed is remarkably favorable. There are no grades in the direc- tion of the heav}^ traffic exceeding 30 feet to the mile. The highest point of elevation above the gulf is only 505 feet. No bridges are required above 130 feet long. The estimated cost of the road, with a liberal outfit, is $10,000,000. Of the whole line, 33 miles are already in operation ; but the work is in progress upon 279 more, and the balance will be immediately placed under contract. It is intended to have the whole line completed within three years from the present time. The company are fast securing ample means for its construc- tion, which are materially strengthened by a recent liberal donation of land by the general government. That portion of the line through 'the State of Tennessee is provided for by the recent internal improvement act of that State. The work is under the most efficient management, and its completion within the shortest practicable period is unques- tioned. The importance of this work, both to the city of Mobile and the whole southern country, can hardly be over-estimated. By means of it the produce of the South may, with the greatest expedition, be brought alongside of ships drawing 20f feet water. The route traversed is nearly equidistant from the navigable waters of the Tombigbee river on the one hand, and the Mississippi on the other. It traverses a region deficient in any suitable means of transportation— one of the richest portions of the United States. Flanking, as it will, a very large por- tion of the best cotton lands in the country, it must secure to Mobile a large supply of this article, ordinarily sent to New Orleans. From the ease and cheapness with which the planter will be enabled to for- ward his staple to market, the road will stimulate the production of cotton to an extraordinary extent. It will also develop numerous other COLONIAL AND LAKE TRADE » 289 reso\3rces now lying dormant, and will give rise to a greater variety of pursuits, so essential to the best interests of the South. This work cannot fail to give extraordinary impulse to the growth of Mobile, and to secure to it a prominent rank among the principal commercial cities. Another great line of railroads commencing in Alabama, though at present resting upon the Alabama river at Selma, to be eventually car- ried to Mobile, is the Alabama a7id Tennessee River railroad. The line of this road extends from Selma to the Tennessee river at Gunter's Landings a distance of 210 miles. The more immediate object of its constructioo is to accommodate the local traffic of the route traversed, although a large business is anticipated from the connexions hereafter Co be formed. It is proposed to extend this road from Jacksonville to Dalton, Geor- gia, to connect with the great line already described, traversing the entire country, and passing through northern Georgia, eastern Ten- nessee, and central and western Virginia, and to which the above road will form the southern trunk, and connect this great line with the Gulf of Mexico. The Alabama and Tennessee railroad will also form a link in another important chain of roads, extending from the gulf to the great lakes. From Gunter's Landing, its northern terminus, it will be carried forward to the Nashville and Chattanooga road at Winchester, by the Winchester and Alabama road, now in progress. From Winchester to Nashville the Nashville and Chattanooga road is now in operation. From Winches- ter two routes are proposed-— one by way of Nashville and Louisville, a portion of which is in operation, and the balance amply provided for ; and the other by way of McMinnville and Sparta, Tennessee, and Dan- ville and Lexington, Kentucky. From Winchester to McMinnville a road is in progress, as is one from Cincinnati to Danville, on the north- ern portion of the line. The link unprovided for is about 250 miles long. The Tennessee portion of this is embraced in the internal im- provement act of that State, and vigorous measures are in progress to secure the means requisite to the work, both in Tennessee and Ken- tucky. When these connecting lines shall be completed, the Alabama and Tennessee road will sustain the relation of a common trunk to all. The Alabama Central railroad, commencing in the State of Missis- sippi, and extending to Selma, is the appropriate extension, east, of the Mississijjpi Southern railroad, designed to traverse the State of Mississippi centrally from west to east. This line has been placed under contract from the State line to Selma. It is proposed to extend it still farther eastward, so as to form a connexion at Montgomery with the Mont- gomery and West Point road. By the completion of the above work and its connecting lines, a direct and continuous railroad would be formed, extending from the Atlantic ports of Charleston and Savannah to the Mississippi river at Vicksburgh, and traversing, for a greater portion of the distance, a region of extraordinary productiveness. Its importance as a through line of travel will be readily appreciated from an examination of the accompanying map. The whole of this great line, with the exception of the link from Selma to Montgomery, which will, for the present, be supplied by the Alabama river, is in progress. Another line of very considerable magnitude is the proposed road 19 290 ANDREWS* REPORT ON from Girard, a town upon the Chattahoochee river, opposite Columbus, to Mobile, under the title of the Girard railroad. A portion of the eastern division of this road is under contract. Its whole length m about 210 miles. It traverses, for a considerable part of its length, a rich planting region, only sparsely settled, for the want of suitable avenues. This hne would form a very important extension of the Muscogee and the Georgia system of roads. Of its eventual construc- tion there can be no doubt, though the means applicable to the work may not secure this result immediately. The line occupies a very important through route, and the project will be likely to receive tlie attention of other parties interested in its extension, so soon as they shall be released from their present duties, by the completion of the works upon which they are now occupied. The Memphis and Charleston railroad, the line of which traverses the great Tennessee valley in Alabama from east to west, has already been briefly noticed. It commences at Memphis, the most important town upon the Mississippi between New Orleans and St. Louis, and passing through portions of Tennessee, Mississippi, and Alabama, forms a junction with the Nashville and Chattanooga road in the nortir- eastern portion of the last named State. Its length is 281 miles ; the whole hne is under contract. Its estimated cost is about $3,000,0000 Nearly the whole cost of the road is subscribed in stock ; and, as ample means for construction are already provided, the Vv^ork will be urged forward toward completion with all practicable dispatch. The above line includes two of the old railroad projects of 1837? the Lagrange and the Tuscmnhia and Decatur. The former of these was abandoned after its line was nearly graded ; the latter was com- pleted with a flat rail, and has for late years been worked by horses as the motive-power. The original object of the last named road was to serve as a portage around the ''Muscle Shoals," which in low water are a complete obstruction to the navigation of the Tennessee river* Both of the above roads have been merged in the Memphis and Charles- ton road, and are now portions of it, and their direction coincides with that of the great line. Their adoption will diminish largely the cost of the latter. The Memphis and Charleston road, as part of a great line connectingj by a very direct and favorable route, the leading southern Atlantic cities, Charleston and Savannah, with the Mississsippi river, may be urged as of national importance, and must become the channel of a large trade and travel. Its western division will form a convenient outlet to the Mississippi river, for that portion of the Tennessee val- ley ; and will save the long circuit at present made by way of the Tennessee, Ohio, and Mississippi rivers. For the eastern part of this great valley, it will afford a convenient outlet to the Atlantic ports. It will, when completed, form a part of the shortest practicable line of railroad between the Mississippi and the Atlantic— -a fact in itself sufficient to establish its claims to public consideration. For the greater part of its length it traverses the "Tennessee valley," one of the most fertile districts in the United States. This road will add largely to the commercial importance of Charleston and Savannah, by securing to €OLO]SriAL AND LAKE TRADE. 291 them a portion of a large trade now drawn off to the Mississippi for want of an eastern outleto The only considerable work in operation in Alabama is the Montgo- mery 'und WeM Point railroad. This being one of the early projects of the South, was unfortunate in its original mode of construction, and has consequently been unproductive till within a few years. Under its present efficient management the road has been completely reno-- vated 5 and now properly takes rank among the leading southern pro- jects. It traverses a fertile and productive region, and has a large local business. It occupies an important position to the great through line of travel between the North and the South. Travellers from Mo- bile and New Orleans can reach Montgomery by steamboat, at nearly all seasons of the year. From that point the line of travel is carried forward to the Boundary line of Georgia, by the above railroad. From West Point to the Georgia roads the distance is less than 100 miles ; and this link will shortly be supplied by the Atlanta and Lagrange railroad. The route of the Montgomery and West Point railroad is identical with that of a great line of travel, and is already in possession of a large through business, which will be much increased by the pro- gress of southern railroads. It may be here stated, that it is proposed to connect the last portion of this road with Columbus, so as to form a junction with the Muscogee railroad. Such an improvement would constitute the Montgomery and West Point road the trunk of two great eastern lines. It is also proposed to extend a line of railroad from Montgomery to Mobile. Although there can be no doubt of the ulti- mate realization of this last project, it is not yet sufficiently matured to demand further notice. MISSISSIPPI^ Population in 1830, ] 36,621; in 1840, 375,651; in 1850, 600,555. Area in square miles, 47,156; inhabitants to square mile, 12.86. The only important work in operation in Mississippi is the Southern railroad, extending from Vicksburg to Brandon, a distance of about sixty miles. This, like the Montgomery and West Point railroad, was one of the early projects of the South, and has experienced a similar history. By the original plan it was proposed to make this part of a line extending through the States of Mississippi and Alabama to Geor- gia, and, in connexion with the roads of that State, to the Atlantic. As was the case with so many southern roads, the scheme proved a failure. It is, however, reviving under circumstances that promise full success. As already seen, a greater part of the Alabama portion is either completed or in progress ; and operations are about to be commenced upon , the unfinished Mississippi section. When com- pleted, this line will prove a work of great public utility. There is none in the country for which there is greater apparent necesvsity. The whole route traverses one of the richest planting districts in the south; and as the people on its line can readily furnish the necessary means, its earlv construction is not to be doubted. 292 ANDREWS' REPORT ON Of the proposed lines in this State the most important is the New Orleans, Jachon, and Northern, by means of which the city of New Oi- leans aims at opening a com^munication with the roads in^ progress m the southern and western States. The proposed northern terFninos of this great work is NashvUle, the capital of the State of Tennessee. The length of the road will be about five hundred miles* It is regarded with especial favor by the people of New Orleans, and is one of the great works by which that city proposes to restore to herself a trade which has in a measure been lost ; to turn again the tide of western commerce in her favor; and to develop the immense resources of an extensive region of country, tO' the commerce of which she may justly lay claim-. The magnitude of this project is well suited to the great- ness of the objects sought to^ be accomplished. After a long perioS of supineness, the city of New OrleanSr is at last fully awakened; and as an evidence of the interest already excited, and an earnest ©f fu- ture efforts, she has subscribed $2,000,000 to the stock of the above road, and is adopting the most vigorous and effective measures to se- cure its early construction. With the assistance offered by New Or- leans, the people on the line of the road can readily furmsh the balance necessary for the work. It traverses a region of great weahh and pro- ductiveness, the inhabitants of v/hich are alive to the importance of the work, and stand ready to contribute freely whatever may be required of them. When the great interest that the city of New Orleans has at stake in the siiccess of the above work, and the local means that can be brought to bear upon it, are considered, its early constraction cannot be doubted. The route is remarkably favorable, and the road can be built, for a greater part of the distance, at the minimum cost of southern roads. The line of this road has not been definitely located, bmt will probably pursue a pretty direct course by way of Jackson and Aber- deen, Mississippi, and Florence, Alabama. The next great line in the State is the Misdsdpp CeTUrat, exteoding from Canton in a northerly direction, and passing through Holly Springs- to the State line of Tennessee. Thence it is proposed to extend it to Jackson, in the latter State, there to form a junction with the Mobile and Ohio road, and the proposed line from Louisville, Kentneky, to- Memphis. At Canton it will unite with a road now in progress to- Jackson, and, in connexion with this short link, will constitute the legitifiiate extension, nortluvard, of the New Orleans and Jackson linCo. Although the work of construction has not yet commenced, ample means have already been provided by the counties, and the wealthy planters upon its line. The object of the road is to open an outlet for the rich cotton lands traversed by it, which are now deprived of all suitable means of sending their products to a market. Whenever rail^ roads are constructed in the south, they diminish so largely the cost of transportation, and consequently increase the profits of the planter, that a necessity is im^posed upoa other districts to engage in their eonstruc=" tion, as the means of competing successfully with those in possession- of such works. The above road, with its connecting links, will constitute an import- ant line of throiigh travel between New Orleans and the northerE?^ States. COLONIAL AND LAKE TRADE. 293 Another road of considerable importance is proposed through the northern part of the State, eonimencing at Memphis, Tennessee, and passing through Holly Springs and the northern tier of counties to the Tennessee river. One of its leading objects is the accommodation of a very rich and productive planting district. The line of the Memphis 'Und Charleston, road will also traverse a small portion of the northeast- ern corner of the State^ LOUISIANA. Populatioii in 1830, 215,739; in 1840, 352,411 ; in 1850, 517,739. Area in square miles, 46,431 ; inhabitants to square mile, 11.15. The State of Louisiana, having in the Mississippi river a convenient channel not only for the trade and travel of its own people, but for opening to 4:hem the interior commerce of the country, has neither at- t-empted nor accomplished much in works of artificial improvement* Before railroads were brought into use^ the river aiforded the best known mode of transportation, both for persons and property, and long habit had produced a conviction that it could not be superseded by any other channels or routes of commerce. No representations could awaken the people of New Orleans to a sense of the importance of fol- lowing the example of other cities, and of strengthening their natural position, by artificial works, till a diminished trade — -the result of the works of rival communities—rendered the necessity of undertaking similar improvements too apparent to be longer delayed. Although the projects of the northern and eastern Slates, by which they sought to reach the trade of the Mississippi basin, had been only partially ac- €omplished, yet the influence which they exerted, even in their infancy, in diverting the commerce of that great valley fi^om its natural and ac- customed channels, has been so marked and decided, that, for a few years past, the trade between New Orleans and the distant portions of the great valley has diminished— at least has not increased— notwith- standing the rapid increase of the West in population and production. Such a fact was too startling not to arouse the whole community to a sense of the necessity of taking the proper steps to avert a calamity threatening the loss of their trade and commercial importance ; and the people of New Orleans are now taking the most efficient measures to repair the consequences of their neglect, and are busily engaged in the prosecution of two great works, by means of which they propose to reestablish and retain the hold they once had upon the trade of the Mississippi valley- The leading project now engaging the attention of the people of Loui- siana, and particularly those of New Orleans, is the Neio Orleans and Nashville railroad, by constructing which they propose to connect them- selves not only directly with a region of country capable of supplying ihe largest amount of trade, but with tho numerous railroads now in. progress in the south and west. The length of this road w^ill not be iar from 500 miles. It will traverse, as is well known, a very fertile 294 Andrews' report on and productive region, and at its northern termintis will be brouglit into communication by railroad with every portion of the country. It is believed that this road will exert a strong counteracting infliiienee to^ the efforts now made to draw off the trade of the Mississippi valley to- ward other cities. The whole line is now under survey, and will be placed under contract as soon as practicable, when the v%rork of con- struction will be urged forward with the greatest possible dispatch. The other leading project, dividing the attentiosi of the State with that described, is the New Orleans and Ojjehusas railroad. The object of this road is to accommodate the trade and travel of the country traversed, and eventually to form the trunk of two other great lines ;: one extending into Texas, with the expectation that it will eventually be carried across the continent to the Pacific ; and the other in Si. northerly direction, through Arkansas, to St. Louis. These extensionsj. however, form no part of the present project, which is limited to the territory of the State. The route of this road traverses the great sugar-producing district of Louisiana, from which transportation to a market, on account of the imposslbiJity of constructing good earth-roads, involves a heavy ex- pense and great delay. For the immense products of this portion of the State, the road will constitute a suitable outlet in the convenient direction of trade. The work of construction will be commenced im- mediately, as ample means are prepared for this purpose. The above are the two leading works of the State, and alone require particular description. Most of the projects that will be constructed within the State, for some years to come, will probably be based upon the above lines. The influence which railroads are calculated to exert upon the com- merce, and in this manner upon the public sentiment of a community, has been remarkably illustrated in the present condition of the trade of New Orleans ; and in the extraordinary revolution v/bich a coDiviction of the necessity of these works, as a means of maintaining their pros- perity and commerce, has effected in the politcal organization of that city and the State. So long as commerce was confined entirely to^ natural channels, New Orleans occupied a position possessing greater advantages than any other city on this continent. She held the key to- the commerce of its largest and most productive besin, watered by rivers which afford 50,000 miles of inland navigation. This basin is now the principal producing region of those articles which form the basis of our foreign and domestic commerce. The ability, therefore, to monopohze this trade, will be the test of commercial supremacy among numerous competitors. Before ihe con- struction of artificial channels^ New Orleans enjoyed Sinaiural monopoly of the trade of the Mississippi valley. But it has already been demon- strated that in the United States natural channels of commerce are insuflS'ciently matched against those of an artificials character. The progress of the latter has already made serious inroads upon a trade^ to which the merchants of New Orleans formerly supposed they had' a prescriptive right. There can be no doubt that this trade is to be turned toward the eastern cities, unless it can be restored to its old routes by the construction of channels better suited to its wants thauj COLONIAL AND LAKE TRADE. 295 the Mississippi river and its tributaries. As already stated, the people neither of New Orleans, nor of the State, could be induced to act till the danger to be averted becancie imminent. But as, in the southern States, works of the magnitude proposed cannot be executed by private enterprise, it was found, so far as Louisiana was concerned, that neither the credit of the State, nor that of the city of New Orleans, could be made available to the w^orks proposed ; that of the State from a consti- tutional inhibition, and that of the city because it had already been dis- honored. Under these circumstances, it was felt that the first step to be taken was to remove the disability on the part of the State, and to restore the credit of the city to a point at which it could be made avail- able for the carrying out of plans designated to promote its growth and prosperity. Both objects have already been accomplished. The con- stitution of the State has been remodelled, so as to permit extension of aid to railroad projects. A much greater change has been effected, as far as New Orleans itself is concerned. Up to a recent period that city was divided into three mu7iicipalities, each having a distinct political organization. Each of these municipalities had contracted large debts, the payment of which had been dishonored. Their credits, of course, could not be made available for any works of improvement. It was seen that the proper and only course for the accomplishment of the results aimed at, was to consolidate the different organizations into one body, and pay off old liabilities by new loans resting upon the credit of the whole city. All this has been effected. The result has been magical. The credit of the city has been completely restored. The new loan, to pay off outstanding liabilities, ct)mmanded a handsome premium, and the city is now in a position to extend efficient aid to her proposed works. As the loss of her business and her credit could be directly traced to the indifference with which she regarded all works of internal improvement, she proposes to restore both by calling to her assistance all the agencies supplied by modern science in aid of human efforts and in the creation of wealth. In addition to the recent loan of $2,000,000 referred to, the city has voted $2,000,000 in aid of the New Orleans and Nashville, and $1,500,- 000 to the New Orleans and Opelousas roads. These sums will proba- bly be increased, should it be found necessary to the accomplishment of their objects. Both works are to be pushed forward with all the dispatch called for by the exigencies demanding their construction. There are two or three short roads in operation in this State, of a local character, and other lines are projected ; but they are not suffi- ciently matured to call for particular notice in this report. TEXAS. Popyiatloe in 1850, 212,592. Area in square miles, 237,321 ; in- habitants to square mile, 0.89. The State of Texas has been too recently settled to allow tim.e for the construction of extensive lines of railroad. It must, however, soon feecome an active theatre for the progress of these works, which are 296 ANDREWS* REPORT ON not only very much needed, but for which the topographical features of the State are favorable. The surface of the greater part of it coo-- sists of level, open prairies, which can be prepared for the superstruc- ture of railroads at a slight expense. The soil is of great fertility^ capa- ble of producing large quantities of sugar and cotton, which must ulti- mately be forwarded over railroads to market, from the absence of navigable rivers. The most prominent projects, at the present time, occupying the atten- tion of the people of this State, are the proposed road from Galveston to the Red river, and the extension wesDvard of the New Orleajisand Oj)&- lousas railroad. The line of the former of these extends from Galveston in a generally northern direction, between the Brazos and Trinity rivers^ to the Red river, which forms the northern boundary of the State. It will be about four hundred miles long. Through its whole length it traverses a fertile region, well adapted to the culture of cotton. This portion of Texas is entirely wanting in any natural outlet for its products* It already contains a large and thriving population, capable of supply- ing a lucrative traffic to a road. Towards this project the Stale has made a grant of lands equal to 5,000 acres per mile of road, and will^ if necessary, extend farther aid. These lands are a gratuity to the company constructing the road. Measures are now in progress which will probably result in placing the whole of this important work under contract. When completed it will prove of great benefit to the people upon its route, and to northern Texas ; will add a large area to the availahle cotton-producing district of the South, and will greatly increase the commercial importance of Galveston, the principal seaport of the State. The other work referred to traverses the State from east to virest, connecting at its eastern terminus with the N^to Orleans- and Ofelouscu road. The above is proposed, not only as an outlet for the trade and commerce of the central portion of the State, but as part of a great line of railroad connecting the Gulf of Mexico with the Pacific, It i» claimed that through Texas is to be found the appropriate line for such a work. Should such prove to be the fact, the proposed line will coin- cide with the route of the national road, as far as the territory of Texas is concerned. Apart, however, from all considerations of its becoming a portion of the Pacific project, the necessity for a railroad traversing the State from east to west is so urgent, that its speedy construction may be considered certain. No State in the Union is making more rapid progress than Texas? and the lapse of time will surely bring with it all the improvements we find in older States. The value of such works is fully appreciated? and there is every disposition to encourage their construction by liberal grants of land, of which the State holds vast bodies. The only re- maining work in progress in the State is the Bvffalo^ Bayou, Brazos^. and Colorado road, extending from Harrisburg, on Buffalo bayou, to the Brazos river, a distance of thirty-two miles. The object of this road is to divert the trade of that river to Galveston bay. This trade has already become important, and the above work will open for it an out-- let in a convenient direction to the principal seaport of the State. There are numerous other projects engaging the attention of the peo- COLONIAL AND LAKE TRADE. 297 pie in various portions of the State ; but there are none, except those described, of which the direction and objects are sufficiently de- fined, to fall within the scope of this notice. When the great area of Texas, the favorable character of its territory for the construction of railroads, its resources, and the dense population it will soon contain^ are taken into consideration, there can be no doubt that it will, ere long, become an active theatre of railroad enterprise and success. In addition to those named, the following projects are attracting more or less attention throughout the State, viz : 1. The Texas Western railroad, to run from Corpus Christi to such points on the Rio Grande as may be deemed expedient, in the direction of El Paso. 2. The Goliad and Aransas Bay railroad. 3. The Lavaca railroad, to run up Guadalupe valley. 4. The San Antonio and Mexican Gulf railroad, to run from some point on the coast between Galveston and Corpus Christi to San An- tonio. 5. The Brazos and Colorado railroad, from Austin to Galveston bay* 6. The Henderson and Burliville road, from Burkville to HendersoOe 7. The VicTcsburg and Austin City road. 8. The Vicksburg and El Paso road in about 22^ latitude. ARKANSAS. Population in 1830, (Territory,) 30,388; in 1840, 97,574; in 1850, 209,639. Area in square miles, 52,198 ; inhabitants to square mile,, 4.01. This State has heretofore been regarded as too remote, and too thinly settled, to become the theatre of railroad enterprises. A number of important projects, however, are now attracting great attention and interest among her people. The leading of these are the proposed road from Little Rock to the Mississippi river, opposite Memphis, with a branch to Helena; a road from Little Rock to Shreveport, on Red river ; and the line running from St. Louis to New Orleans. The pro- jects are rapidly assuming a definite? shape. The want of a dense population, and consequently of means for the execution of enterprises of magnitude, may, for the present, delay the construction of roads in this State ; but, as in other western States, they will follow close upon the wants and the ability of the people of Arkansas to construct them* TENNESSEE. Population in 1830, 681,904; in 1840, 829,210; in 1850, 1,002,625. Area in square miles, 45,600 ; inhabitants to square mile, 21.98. The remarks by which the notice of the Kentucky improvements is prefaced are appropriate to those of Tennessee. The early projects of this State were equally unfortunate ; they shared a similar fate^ 298 Andrews' report on and produced the same results, so far as the public mind was con« cerned. It required the same efforts to restore to the people of the State confidence in their ability to execute these works, and arouse the public mind to a sense of their value. This object has been fully ac- complished. An elaborate system has been devised, adapted to the wants of every portion of its territory, and toward the construction of it the State guaranties a credit to the amount of $8,000 per mile, for the purchase of iron and equipment, upon the condition that the companies prepare the road-beds, and defray all other charges of construction. The State retains a lien upon the whole property, as security for the amount advanced. The companies embraced in the internal improvement act are the following: The Chattanooga and Charleston, the Nashville and Northwestern, the Louisville and Nash- ville, the Southwestern, the McMinnville and Manchester, the Memphis and Charleston, the Nashville and Southern, the Mobile and Ohio, the Nashville and Memphis, the Nashville and Cincinnati, the East Ten- nessee and Virginia, the Memphis, Clarksville, and Louisville, and the Winchester and Alabama railroads— making, in the aggregate, about 1,000 miles of line. This act is believed to be judicious on the part of the State, as it will secure the construction of most of the projects coming within its provisions, without the risk of loss. By the use of the credit of the State, railroad companies will be enabled to save a large sum in discounts and commissions, which other roads are com- pelled to pay, upon the sale of their own securities. The most prominent road in the State, at the present time, is the Nashville and Chattanooga raihoad, connecting the above places by a line of 151 miles. Chattanooga is already connected by railroad with the cities of Charleston and Savannah. About 100 miles of the above road are completed, and it is expected that by the first of January next the Tennessee river will be reached, and that the whole line will be completed in a few months after that event. The above road is the appropriate extension of the Georgia and South Carolina lines into the Mississippi valley, to which it opens an outlet on the southern Atlantic coast. For the want of other lines of com- munication, the Mississippi river and its branches have been the outlet of the trade of Tennessee. The completion of the roads now in pro- gress will liberate this trade from the long circuit it has been compelled to take, by way of the Cumberland and Tennessee rivers, to market, and bring it in direct communication with its best customers, the cotton producing portions of the southern States. The road is important, not only for the reasons stated, but as a con- necting link between two great systems of railroad occupying the northern and southern States. At Chattanooga and Winchester this road will connect with the railroads of Charleston, Georgia, and Ala- bama. Its northern terminus, Nashville, is the radiating point of a number of important roads, all of which will soon be in progress, ex- tending towards Cincinnati, Louisville, Evansville, and the Mississippi river. This road has communicated a new impulse ; and, in fact, it may be said to have given birth to most of the important projects in progress in the central portion of the State. It constitutes the channel of com- COLONIAL AND LAKE TRADE. 299 munication with other roads, and supplies them with necessary outlets and connexions ; without which there would be no sufficient induce- ment to warrant their construction. It has been prosecuted with vigor and energy, and its affairs have been managed with an ability that has contributed not a little to raise the confidence of the southern people in their capacity to undertake and prosecute successfully railroad enter- prises. Railroads in East Temiessee* — The eastern portion of the State of Tennessee has no geographical connexion with the rest of the State^ and its railroad projects make up no part of the general system. The most important of these projects are the East Tennessee and Georgia^ and East Tennessee and Virginia roads. Together they traverse the entire State from north to south, by a line of about 240 miles, of which 15 miles lie within the State of Georgia. East Tennessee and Georgia Railroad.— This road commences at Dalton, and is completed to Loudon, on the Tennessee river, a distance of 80 miles. It is in progress to Knoxville, its northern terminus, a farther distance of 30 miles, making the whole length of its line 110 miles. This was one of the early projects of the South, under the title of the Hiwassee railroad, which broke down after the expenditure upoo it of a large sum. A few years since it was recommenced under new auspices, and has been carried forward successfully to its present termination. East Tennessee and Virginia Railroad,— The line- of this project com- mences at Knoxville, where it will form a junction with the road above described, and extend in a northeasterly course to the Virginia State line, a distance of 130 miles. Here it will meet the Virginia and Ten- nessee railroad. The entire line of the former is under contract, to be ready for the iron as soon as the connecting roads shall be opened* The line of the East Tennessee and Virginia road could not be brought into profitable use, and would, in fact, hardly be accessible without the opening of the connecting roads above referred to. In addition to the general provisions of the State, in aid of railroads, the sum of $300,000 was granted to this road for the purpose of building several expensive bridges. It is believed that the work will be completed within three years from the present date. The above roads traverse a very fertile, but comparatively secluded portion of the country. In addition to its agricultural resources, it is rich in the most valuable minerals. Its great distance from market has proved a serious obstacle to its prosperity; but, with the avenues which the above roads will supply, it must soon become one of the flourishing portions of the country, and the seat of a large manufacturing, as well as an agricultural interest. The above roads derive their chief public consideration from their con- nexion with the great national line which has been already described^* and of which they form an important link. This great line will foriB the shortest and most direct route between Mobile and New Orleans, and the North ; and must consequently become one of the most im- portant routes of travel in the whole country. The lower part of this line will undoubtedly be connected with Chattanooga by a short branchy giving connexion with the roads intersecting at that point. 300 ANDREWS' REPORT ON The Tennessee and Alabama road is a work of much consequence, as it will be connected with the Nashville and Chattanooga road at Winchester, with the Memphis and Charleston at Huntsville, and with the Alabama and Tennessee at Gunter's Landing. From Winchester to Huntsville the distance is about 46 miles. For this distance the whole Une is under contract, and well advanced towards completion. From Winchester a road is also in progress to McMinnville, a distance of about 35 miles. From this point it is proposed to extend a railroad northerly, through Central Tennessee, by way of Sparta, for the pur- pose of forming a junction with the southern extension of the Lexing- ton and Danville railroad by way of Burkesville, Kentucky. This is a project entitled to State aid. It will be seen that, with its connexions, ii would form a direct route for a railroad between the northern and southern States. Another proposed line, radiating from Nashville, is the Nashville and Northwestern railroad, extending from that city to the Mississippi river, near the northwestern angle of the State. This project also is entitled to State aid, and is regarded as essential to the system which Tennessee iias proposed for herself. Its line traverses an excellent region of country, and would furnish an outlet for it in the direction either of Nashville or of the Mississippi river. The portion of this line towards Nashville is an expensive one ; and this fact may, for the present, delay the com- mencement of the work. The internal improvement act of the State contemplates the con- struction of three roads extending from Nashville in southern and south- western directions— the Nashville and Southern, the Nashville and Southwestern, and the Nashville and Memphis roads. Of these the first-named has made the most progress, its route being under survey preparatory to placing it under contract. It is intended to make this road a portion of the New Orleans and Nashville line. Its line tra- verses one of the best portions of the State, able to supply abundant means for the work, and its construction may be regarded as beyond any reasonable doubt. The Nashville and Southwestern road will probably extend from Nashville to the bend of the Tennessee river. For a portion of the distance, this and the Nashville and Southern may be united in one trunk line. At the Tennessee river the above road will form a junction with the Mobile and Ohio road, and, through this, with the Memphis and Charleston road. By means of these connexions continuous lines of railroad will be formed, uniting Nashville with Memphis, New Or- leans, and Mobile. The Nashville and Memphis road will take a more westerly direc- tion than either of the two last named. Its object, in addition, to the accommodation of the local traffic upon its route, is to open the shortest practicable communication between the capital of the State and its principal commercial town. The construction of this road is believed to be demanded on the considerations above stated. Its proposed line traverses a very excellent section, capable of affording a large trade ; and the city of Memphis must always remain the entrepot of a large portion of the merchandise imported into the State, and the point to COLONIAL AND LAKE TRADE. 301 which must be forwarded a large amount of its surplus products de- signed for exportation. The Nashville and Louisville road is a very important work, and will be more particularly described with the roads of the State of Kentucky, a comparatively small portion only of the line of this road being in Tennessee. For this project sufficient means for construction have been provided, and the work is to be immediately placed under contract. The line of the Mobile and Ohio railroad traverses Western Ten- nessee from north to south, and will supply valuable accommodations to that portion of the State. This road may be regarded as an Alabama project, and has been particularly described in the notice of the roads of that State. The Tennessee division is immediately to be placed under contract, and as it runs through a rich planting district, abundant means can be readily raised for its construction, in addition to the State appropriation. The proposed Memphis, Clarksville, and Louisville railroad is another important project in West Tennessee. It will probably intersect the Louisville and Nashville road at Bowling Green, Kentucky. In con- nexion with the latter, a very direct line of road will be formed be- tween Memphis and Louisville, - which will constitute a convenient avenue from the former city, in a northeasterly direction, and which will become a leading route of travel in the southwestern States. It traverses a fertile section of country, capable of supplying a lucrative traffic. It is probable that this road may be constructed as a branch of the Louisville and Nashville road. KENTUCKY, Population in 1830, 687,917; in 1840, 779,828; in 1850, 982,405. Area in square miles, 37,380 ; inhabitants to square mile, 26.93. This State commenced, some years since, a system of improvement founded principally upon the plan of rendering navigable her principal rivers — ^the Green, Licking, and Kentucky. Although large sums were expended upon these works, they have, with the exception of the im- provements on the Green river, proved of little value. They are almost entirely unremunerative, as far as their tolls are concerned ; although the Green river improvements have been of great advantage to the country traversed by it, in the outlet they have opened to a markets As a system they have proved a failure, and all idea of the prosecution of works of a similar kind has long since been abandoned. Railroads of Kentucky » Lotiisville and Lexington railroad.— The only railroad in operation in the State is the Hue from Louisville to Lexington— made up of the Louisville and Frankfort and Frankfort and Lexington roads. These roads w^ere commenced at an early period in the railroad history of the country: and it has been only after repeated efforts and failures that 302 Andrews' report on they have been recently completed. The projects shared the fate of all the pioneer western roads, having been abandoned, and their com- pletion postponed for many years after they were commenced. The length of these roads is 93 miles, and the cost about $2,500,000. The disastrous results which attended the enterprises referred to exerted a most injurious effect upon the public mind of the State. Discouraged by the failures which had been sustained, the people became almost indifferent to the subject of internal improvements, except so far as the construction of Macadamized roads was concerned, for the number and excellence of which the State is justly celebrated. "When the public mind of the West was again turned to the subject of railroad construc- tion, it was with the utmost difficulty that the people of Kentucky could be convinced of the importance of these works, or induced to take any steps toward their construction. The losses suffered on ac- count of the Louisville and Frankfort, an3 Frankfort and Lexington railroads, were fresh in mind ; and the people distrusted the success of the new projects from experience of the old. The example of the neighboring States, whose success in their recent efforts demonstrated the capacity of the West not only to build railroads, but to supply a lucrative traffic to them, and the rapid progress of those regions of country enjoymg the advantages of these works, gradually inspired confidence, and aroused the people to action ; and the State of Ken- tucky is now one theatre of the most active efforts to secure the con- struction of railroads. Every part of the State is fully alive to the subject, and its surface will soon be as thickly checkered with lines as are the States of Ohio and Indiana. The leading lines in the State, now in progress, are— 1. The Louisville and Nashville railroad*— The line of this road will be about 180 miles long. Its route has been determined, and will pass through a very fertile portion of the State, capable of supplying an immense traffic to a railroad, and entirely wanting in suitable outlets to markets, excepting that portion of the route near Bowling Green. The connexions it will form will be of sufficient importance to give the work a national character, as it will probably be the most conspicuous connecting link between the roads of the two extremes of the confed- eracy. The road is to be placed immediately under contract; Emd as ample means are already provided for this purpose, its construction, at the earliest practicable period, may be set down as certain. A very important branch from the above road—exceeding in length €ven the main trunk— is the proposed Memphis, Clarksville, and Louis- ville road, which has already been described under the head of '' Ten- nessee." This road will probably leave the Nashville and Louisville road at Bowling Green. It will be seen that the two would form a very direct line between Louisville and Memphis. The Memphis extension is regarded with great favor by the people of Louisville, and by the friends of the Louisville and Nashville projects. As a large portion o the proposed extension is embraced in the State of Tennessee, it will come in for the State aid; and as it traverses a rich section of country, and will receive the efficient support of Louisville, there can bono doubt of its speedy construction. Another line of road proposed, for the purpose of connecting Gin- COLOHIAL AHB LAKE TEADE. 303 cimiati with Nashvillej and attracting n^uch attention in central and southern Kentucky, is composed of the Covington and Lexington line, through the towns of Bowhng Green, Kentucky, and Gallatin, Ten- nessee« A reference to the annexed map will at once show the import-^- ant relation it bears to the railroad system of the whole country. The city of Nashville is to be the centre of a great southern system of rail- roads radiating in every direction tow^ard all the leading southern cities situated on the Atlantic coast and the gulf In a few months this city wall be in direct communication, by railroad, Vvdth the cities of Savan- nah and Charleston. Roads are also in progress to Mobile and New Orleans, to various points on the Mississippi, and to other portions of the State. The city of Louisville will be no less favorably situated^ with reference to the railroads of the northern and eastern States. On the north and west, the New Albany, and Salem and Jefferson ville roads, will open a communication with the roads of Ohio, Indiana, and Illinois, and with the leading cities of all these States, On the east,; the line of railroad to Lexington will connect with all the railroads radi- ating from that point, some of which will open outlets to the eastern. States, and to the great Atlantic markets. The cost of this road wdll amount to about $5,000,000. Suflicinnt means have been already provided to w^arrant its construction. The city of Louisville has subscribed to its stock to the amount of $1,000,0005 and the counties on its line have taken stock with equal liberality. The route traversed by this road runs through one of the most fertile and densely settled portions of the State. The Covi?igton and Lexington., and Danville a.nd Nashville.— The two first links, having an aggregate length of 136 miles, are already in progress. Active measures are in progress to secure the necessary means for the last. This route will pass through GlasgoAv, an import- •ant town in southern Kentucky. The upper portion of this line may be made the trunk of two important branches, one extending nearly direct in a southerly course through the State of Tennessee, (taking the towns of Sparta and Winchester in its route,) to Huntsville, Alabama, where it will formi a junction with the Memphis and Charleston road ; thence it will be extended to Gunter's Landing, in order to connect with the Alabama and Tennessee river road. The portion of this line from Winchester, south, is already in progress. The Tennessee division is embraced in the general facility bill. At Winchester, this line will have a southeasterly outlet, by means of the Nashville and Chattanooga railroad. The other branch referred to is the proposed road to be constructed through southeastern Kentucky and eastern Tennessee, to Knoxville, there to connect with the lines of railroad centring at that point. The importance of this route, for a railroad, has always been recognised, and that section now under discussion formed a part of the old Cin- cinnati and Charleston project, wdiich attracted so much attention through the southern and western States many years since, and which has been referred to in another part of this report. Measures are in progress to secure the means for this line. The great obstacle in the way of its immediate construction is the scanty popula^tion and want of means on the line of the route. The importance of this link, how- 304 ANDREWS^ REPORT OM ever, to the connexion lines, now on the eve of completion, must se- cure to it such foreign aid as shall be necessary to its succesSo The next line in order is the MaysviUe and Lexingto?i railroade This., though started as a local project, is now proposed as a part of a great through line, connecting the most remote portions of the country^ At Lexington it will form a junction with all the lines centring at that pointe From its eastern terminus, Maysville, the Maysville and Big Sandy railroad will carry it forward to Portsmouth, on the Ohio river. From, the latter place the Scioto and Hocking Valley raih'oad is in progress, which pursues, for some fifty miles, the same general direction with the connecting Kentucky line, till it forms a junction Vv^ith the Hillsboro' and Cincinnati, and Cincinnati and Marietta roads, the former of which is to constitute the extension, westerly, of the Baltimore and Ohio, and the latter of the Pennsylvania Central road« To the mouth of the Big Sand}^ river, the Maysville and Big Sandy railroad will connect the form.er with the Virginia Central road, which it is proposed to carry across the mountains, terminating on the Ohio, at this point. These combinations will secure to the Maysville and Lexington road an im- portant place in a great line of railroad, traversing the country from one extremity to the other, in the convenient direction of business and travel. With the excepUon of the Maysville and Big Sandy road, all the links necessary to this great line are in progress. The Maysville and Lex- ington railroad will probably be opened for business during the year 1853« Lexington and Big Sandy railroads— This proposed road is attract- ing much attention in Kentucky, particularly that portion of the State to be traversed by it» By reference to the accompanying map, it will be seen that it would form, a convenient portion of the great line of road just referred to» Measures are in progress to raise the means neces- sary for its construction, with good promise of success^ As a local work, it will prove to be of great benefit to the country traversed, de- prived as it is of suitable and convenient avenues to market. Hmderson and Nashville railroad.'— Thi^ line is the legitimate exten-- sion, southward, of the Wabash Valley railroad. As a connecting link between other roads, a reference to the annexed map will give a better idea of its importance than any description. The southern shore of Lake Michio-an will attract to itself all the lines of railroad runninf^ fi'om the Gulf of Mexico in a northerly direction. Between this lake and the cities of New Orleans and Mobile, the great route of travel will prob- ably always be by way of Nashville. The route will, apparently, be the shortest, and most convenient and agreeable to the traveller, whether for business or pleasure. It coincides with the great route through the Wabash valley, and has the advantage of taking in its course the lead- ing commercial towns in the interior of the country. These facts must always attach particular importance to the Henderson and Nashville railroad as a through route, and in this respect it can hardly be ex- ceeded by any road of equal length in the United States. In a local point of view the road is important, and its prospects flattering, as it traverses a region of great fertility, and already distinguished ibr the extent and value of its productions. A road is also in progress from Louisville to Shelbyville? which may COLONIAL AND LAKE TRADE. 305 eventually be extended to Frankfoit. A road is also proposed from Harrodsburg to Frankfort. Another is projected from. Paris, on the Maysville and Lexington road, via Georgetovv^n, to connect with the Louisville and Frankfort railroad, for the purpose of cutting off the de- tour by way of Lexington. The only project remaining to be noted is the Louisville and Cincin- nati road, which is now beginning to attract much attention, not only in the State, but in the above cities. The necessity of the road is daily becoming more and more apparent. Cincinnati and Louisville are soon to become central points in widely extended and distinct systems of roads, extending to the great lakes on the one hand, and to the Gulf of Mexico on the other. The public convenience and the wants of commerce require that this connecting link should be supplied. The travel betw^een the above cities is already great, and is carried almost entirely upon steamboats. The time now occupied by a trip is about twelve hours. The distance by river is 150 miles. By the proposed road it would be reduced, to ninety-five miles,, and the time to four hours. Active measures are now in progress to provide the necessary means for this work, and to place it under contract. OHIO, Population in 1830, 937,903; in 1840, 1,519,467; in J 850, 1,980,408. Area in square miles, 39,964; inhabitants to square mile, 49.55. In considering the works of improvement projected in the interior, for the purpose of opening outlets for products, a marked difference is found between such and works constructed by our Atlantic cities for the purpose of securing to themselves the interior trade of the country. Although these last were designed to reach and accommo- date this trade, they took their character and direction rather from the supposed advantage they were to secure to the cities which mainly fur- nished the means for their construction, than from that to the country traversed. As far as practicable, they aimed at a monopoly of all the trade within their reach ; but, with roads projected in the interior for the purpose of opening outlets to a market a different principle prevails. The ruling motive in such a case is, so to shape the project as to secure the cheapest access to the hest market, or to a choice of markets, and to escape the monopoty which the markets themselves sought to impose. The leading improvements projected in the interior, therefore, often have a more national character, and are constructed with more refer- ence to the wants of the whole community, than those of the East. The value of works facilitating and cheapening transportation can be fully estimated only when they are considered in reference to that portion of our population residing in the interior. As already stated, we have few markets, and those far removed from the great producing regions. The early settler in the w^estern States of necessity engaged in agriculture, and so long as he was without means of forwarding his surplus to a market, the gratification of his wants was hmited to what his own bands could supply. The time had not arrived for a diversity 20 306 Andrews' report on of pursuits in his own neighborhood, and he was too remote to avail himself of those of the older States. The cost of transportation placed it be3^ond his means to purchase from abroad, and his surplus was^ therefore, comparatively worthless after the supply of his own imme- diate wants. Tliirty years ago, the West offered but few inducements to the settler, as he was compelled to sacrifice all the social and many of the physical comforts afforded in the less fertile, but better settled and richer States of the East. Without variety of industrial pursuits^ and without commerce, no amount of surplus could add much to his wealth or his means of enjoyment. This portion of the country there- fore advanced very slowly, until the construction of the Erie canal, by which a market was thrown open, and its vast productive capacity ren~ dered available. An nistantaneous and mighty impulse was imparted to it, under the influence of which all its interests have moved forward with constantly accelerating pace up to the present time. The completion of the Erie canal, in connexion with the great lakes? gave a navigable water line from New York to Chicago, a distance of^ 1,500 miles, and opened a market to the whole country within reach of this great water line. In order to profit by this outlet, the western States lying upon the lakes immediately commenced the construction of similar v/orks to connect with it the more remote portions of their territory. At that period, canals were regarded as the most approved mode of transportation. Hence the system of internal improvement in the West almost exclusively embraced the construction of canals. The earh^ projects of the States of Ohio, Indiana, and Illinois, were, with a very few exceptions, of this character, though their farther progress has since been entirely superseded by railroads. In reviewing the pubhc works of the West, the State of Ohio, in some respects, constitutes an appropriate starting point, as she was the first to enter upon, and the only one to execute, what she originally pro- posed. After a severe struggle, her great system of canals was com- pleted, and the result has been to place her immeasurably in advance of all her sister States in wealth, in population, and in general pros-- perity. The rapidity of her progress has been the marvel of the coun- try. In a verj^ few years she rose from obscurity to the first rank among her sister States in population, in wealth, in credit, and in con- sideration both at home and abroad. Canals of Ohio. Ohio canal,— TYii^ work was commenced in 1825, and was com- pleted in 1832. It extends from Portsmouth, on the Ohio river, to Cleveland, on Lake Erie, a distance of 307 miles. It ascends the val- ley of the Scioto nearly to Columbus, when it takes an eastern direc- tion, striking into the valley of the Muskingum, passing through the towns of Hebron, Newark, Coshocton, New Philadelphia, and Massil- Ion, in this vallej'. Crossing the summit of Akron, it falls into the val- ley of the Cuyahoga river, which it pursues to Cleveland. The highest point in the canal at Akron is 499 feet above the Ohio river at Ports- mouth, 405 above Lake Erie, and 973 above the Atlantic ocean. COLONIAL AND LAKE TRADE. 307 The canal is 4 feet deep, 40 wide, has 147 locks, and an aggregate lockage of 1,220 feet. This canal has several branches or navigable feeders, of which the folio Vv^ing are the principal: The Cohimhis branch — This branch extends from the point at Vv^hich the canal leaves the Ohio valley to Columbus, a distance of 10 miles. The Lancaster h'a?ich.-— -This is a lateral branch, extending fi'om the main trunk, southerly to the towm of Lancaster, the capital of Fairfield count}^, a distance of 9 miles. The Athens extension or Hocking canal is a prolongation of the Lan- caster branch. It has a southeasterly course through the counties of Fairfield, Hocking, and Athens, to the town of Athens, a distance of about 56 miles. The Zanesville iranck^ extending from the main canal to the town of Zanesville, on the Muskingum river, a distance of 14 miles, connects it with the Muskingum improvement^ by means of which another channel is opened to the Ohio river at Marietta. The Wa2Iio7idi7ig branch extends from the main canal, near Coshoc- ton, upon the Walhonding river, a distance of 25 miles. The Miami ca^iaL— This work extends from Cincinnati to Lake Erie, at Manhattan, a distance of 270 miles. The principal towns throagh which it passes are Hamilton, Dayton, Tro}^ Sidney, Defiance, and Toledo. This last town is generallj^- considered as the northern termi- nus of the canal, although it is carried to Manhattan, 4 miles below it. This canal was commenced in 1825, and completed in 1832. It has a width of 40 and a depth of 4 feet; its summit-level is 510 feet above Cincinnati, and 411 feet above Lake Erie, and the number of its locks is 102. This canal, from Lake Erie to the Indiana State line, forms the lower trunk of the Wabash and Erie canal, extending to Evans- ville, on the Ohio river. There are also connected with this canal in Ohio branch lines measuring 45 miles in length. The following table shows the length and cost of the Ohio canals constructed by the State: Length. Cost. The Ohio canal and branches „ . . 340 $4,695,203 The Walhonding canal 25 607,268 The Miami canal and branches - 315 7,454,726 The Hocking Valley canal . . _ 56 975,480 The Muskingum improvement 91 1,627,318 827 miles. 15,359,995 In addition to the above works, owned by the State of Ohio, are the following private works : The Sandy and Beaver canaL — This work commences at Bolivar, on the Ohio canal, and extends to the Ohio river, at the mouth of the Beaver river, a distance of about 76 miles. The cost of this work was about $2,000,000. K portion of it is in the State of Pennsylvania. The Mahoning canal — This canal commences at Akron, pursues the left bank of the Cuyahoga river, running through the town of Ravenna, thence into and along the valley of the Mahoning to its confluence wi'th 308 Andrews' report on the Beaver canal, in Pennsylvania, a short distance fronn the State linec. The length of this canal is about 77 miles, and its cost something like $2,000,000. It v^as, before the construction of railroads in Ohio, and still is, an important channel of communication between Pittsburg and Cleveland and the interior of Ohio, and siipplies the latter city with the important article of coal, which is found in the greatest abundance and of the best quality in the Mahoning valle3^ In the vast number of railroad projects v/hich have spruog op in Ohio within a few years, and which are absorbing public attention, the canals of the State have sunk into comparative insignificance^ The former have, however, been the great cause of its unexampled prosperity, as they supplied the demand of its people for a cheap and comparatively expeditious route to market, and enabled them to turn to immediate^ account their large resources. It is probable that they ma}^ still con- tinue to be the carriers of the more bulky and less valuable kinds of property, ctnd in this fiianner prove of utility, though of smaller com- parative importance. Although railroads may take from the canals a large portion of their trafSc, the former will probabl}' develop a still larger trade in articles of merchandise, for which the canals are the appropriate channels ; so that the interests of the two systems of im- provement, instead of clashing, will be found to be in strict harmony. The canals, unfortunately, are not iirst-class works, so far as their con- struction and capacity are concerned, and during periods of great drought occasionally fall short of water» Mailroads of Ohia. The railroads of Ohio maybe said to belong to turn distinct and well defined periods in the history of the internal improvements of the SiatCo The first class includes those commenced during the great speculative movement of 1836 and 1837, which were, for a considerable lapse of tim-Cy the only projects* of the kind attempted in the State™ These were — 1, The Liu.le Miami railroad, comm.enced in 1837 and completed m 1846, was originally laid out with a fiat rail, %vhich has since been re- placed by the heavy H or T rail. It extends from. Cincinnati to Spring- field, a distance of 84 miles, and has cost, up to the present timCj. about $2,500,000. 2. Tlie Mad River and Lalte Erie^ commenced in 1836 and completed in the latter part of 1846, extends from Sandusky, on Lake Erie, to- Springfield, a distance of 134 miles, v/herejt forms a junction with the Little Miami road, constituting a continuous line of railroad from Lake Erie to the Ohio, which was the first to connect these water-courses. A portion of this road was opened in 18e38. It was originally laid with a fiat rail, w^hich has since been replaced by or^e better adapted to a heavy traffic. 3« The Mansfield and Saiidtishj railroad was commenced in 1836, and a portion of it opened in 1838. It was completed to Mansfield in 1847o Like all the early Ohio railroads, it was first laid with the flat bar?, which has since given place to the heavy raiL 4. The LaJee Erie and KalaMazoo extends from Toledo? on Lake COLONIAL AND LAKE TRADE. 309 Erie, to Adrian, where it forms a junction with the Michigan Southern railroad, to which it forms an outlet to the roads of Ohio. The length <3f this road is about 33 miles. It Vv^as commenced in 1836, and com- pleted in 1845. Its superstructure was, in the outset, a flat rail, which has recently, since the completion of the Michigan Southern road, given place to a heavy bar. These are the only roads comm.enced, under the stimulus of the great movement already referred to, the original plans for which were finally accomplished. All other projects fell to the ground in the com- mercial revulsions which followed. These failures, and the long delay in completing the roads already described, were in part owing to the financial embarrassments which succeeded, but yet more to the limited amount of capital, and to the want of engineering skill and experience brought to bear upon them. Notwithstanding all the embarrassments and losses to ^/hich they were subjected, it is believed that they are all iiow yielding a profitable return upon their entire cost. It may not here be out of place to remark, that the numerous failures in the first efforts of the new States to construct works of internal im- provement were not the result of accident^ but a matter of necessity. The schemes were all premature ; neither the means, nor the engi- fleering and practical talent, essential to success, existed. The coun- try had not been settled a length of time sufficient to designate the sites that were to become the great depots of trade, or the convenient routes for travel and business. At this distance of time, it is easy to see that the failure of many of the works undertaken in the West and South, not only by the States but by individuals, was unavoidable ; and that with the lights we now possess, their construction would have been postponed until a condition should have arisen more favorable to success. These failures were no just cause of reproach to the States in which they occurred, except so far as the debts created have been repudiated, or no provisions made for the liabilities as they fell due. These reverses cut short the progress of railroads and canals, with a few exceptions, for a number of 3^ears. The people were dis- heartened, and in many cases disgusted, with their ill success, and became comparatively indifferent to the subject of internal improve- ments. Years elapsed before the western States recovered from the disastrous effects of the previous reverses, in which nearly every indi- vidual in the community had been involved. Indeed, it required years to replace the various losses sustained. When this was accom- plished, and the lapse of sixteen years had brought a larger population, increased production, and ampler means, the necessity of avenues, suitable to the increasing wants of the country, came to be more and more stronglj^ felt. To meet this demand, the works now in progress were commenced. These movements constitute the netv era in the history of our internal improvements. Both the old and the new sys- tem had its peculiar characteristics. The first proposed in the newly settled States either anticipated the wants of the country, or was in advance of the conditions necessary to success. It was borrowed from the old, and applied to the new States, where an entirely differ- ent state of things existed ; and was, in fact, an attempt to apply a principle deduced from known data to circumstances wholly uncertain. 310 Andrews' report on The works more recently commenced rest on a very different founda- tion. They were constructed, and are adapted, to supply wants which actually exist. An unsound policy has given place to one perfectly healthy and legitimate, following requirements, and controlled by wants, the extent and nature of which are well understood and defined. The railroads in progress and operation in Ohio at the present time make an aggregate length of hue of about 3,000 miles; the face of the country favoring their construction in every part of it. These projects are pretty uniformly distributed over the State. There are no lines o\^ yre- eminent importance, because travel and commerce are not, as in some other States, forced into particular channels by the natural con- figuration of the country. So homogeneous are the physical characterise tics of the different portions of the western States, that a detailed de- scription oi one line of road will serve to give a distinct idea of all. lo this region, local considerations are a sufficient inducement to the con- struction of numerous and important lines, and frequently a through route is made up by a combination of what were in the outset entirely distinct and separate projects. In noticing the roads of Ohio, therefore^ an effort will be made rather to give a clear idea of the whole system. than to burden the report with similar details of different projects. In addition to the roads of exclusively local character, there are nu- merous great Mnes traversing the entire State from north to south and from east to v/est. These great lines or routes are composed as follows : Through' lines- running from north to south. i. Composed of the Cincinnati', Hainilton and Daijton, and Mad River and Lake Erie railroads. 2. Composed of the Little Miama, Columbus, and Xenia, and Ckve- land and Cohimhus raiboads. 3. Composed of the Mansfield and Sandusky^ Cohimbus a%d Lake Erie^ and Scioto and Moching Valley railroads. 4. Cleveland and Wellsville railroad. 5. A fifth line will soon be added to the above, formed by the Cin- cinnati, Hamilton and Dayton, and the Da.yton and Michiga/u roads, now in progress from Dayton to Toledo. 6. An additional line will probably be formed without much dela}^ ; the lower portion of it composed of the Cincinnati, Hamilton and Day- ton, or the Little Miami, the central portion of the Sjmngjield, Mount Vernon and Pittsburg, and the northern division of the Cleveland and Fittsburg, and Akron Branch railroads. It is proposed to extend this branch so as to form a junction with the Ohio and Pennsylvania roads, probabty at Wooster. It is also probable that a railroad will be constructed in a short period from Cleveland to Zanesville, and thence southward to the Ohio river, either at Marietta or Portsmiouth. Measures are also in progress to construct a road from Columbus, down the valley of the Scioto to its mouth. The above roads would form two additional north and south lines. Efforts are also making to construct a road from Dayton to Gin-- COLONIAL AND LAKE TRADE. 311 cinnati, between the Litle Miami and the Cincinnati, Hamilton and Dayton. Should they prove snccessful, a portion of another through- line will be formed. Throtigk-lines running from east to west. 1. Composed of the Cleveland^ Painesville and Ashtahda, and the Junction railroads. This line will follow the lake shore for its whole distance. From Cleveland it will be carried westward by another line composed of ci ipoition of the CI eveloMd and Columbus^ mid Toledo^ Nor- wallc and Cleveland. The whole of this last named line will be in operation during the present year. 2. Comjposed of the Ohio and Penmylva/nia^ and the BellefonUdne and Indiana roads. Both of these are well advanced towards com- pletion, and it is intended to have them in operation by the first of January next. 3. Composed of the Ohio and Pennsyhama^ and the Ohio and Indiojia, extending from the western terminus of the former to Fort Wayne, Indiana. 4. Composed of the Sttiebenville, Indiana and Cohimhus, and the ColumJms, Piqua^ and Indiana roads. These will form a continuous line of railroad through Ohio, and also from Philadelphia and Baltimore, to the Mississippi river, having a uniform guage throughout. From Columbus an additional line will be formed by means of the Columhiis and Xenia, the Dayton and London, and the Dayton and West- ern roads. 5. Composed of the Ohio Central and Columbus, and Piqua and In- diana roads. An additional line from Columbus, by the line running- through Dayton, is described above. 6. Composed of the Ohio Central, and the Cincinnati, Wilmington and Zanesville roads. 7. Cincvmiati and Marrietta railroad. It is also contemplated to ex- tend this road to Wheeling, thus forming a continuous line from Cincinnatti to Wheeling under one charter. 8. Hillsboro^ and Cincinnati railroad, extending from the Ohio river, opposite Parkersburg, is proposed as the direct continuation of the Baltimore and Ohio railroad to Cincinnati. From the latter place all the roads terminating there will be carried to the Indiana State line.^ by the Ohio and Mississippi railroad. The great lines which have been thus briefly described embrace the most important projects in the State. All of them present the same general characteristics. The results achieved by the lines in operation may be safely predicated of those in progress ; and these so well illus- trate the value of such works to the comimunit)^, and as investments of capital, that a detailed account of their objects, cost, and prospective revenues, is unnecessary. Reference to the annexed maps will, taken in connexion with the history of the roads in operation, convey a suffi- ciently correct idea of the various projects that compose the system above described. 6lZ ANDREWS HEPOUT ON There are many roads in progress not particularly connected with the above lines, the objects of which require a brief notice, viz : Ohio and Mississippi railroad ; the leading object of which is the connexion of Cincinnati and St. Louis, the two great cities of the Mis-^ sissippi valley, by the shortest practicable hne. A glance at the map will sufficiently demonstrate the value of such a work to the commerce and travel of the country. At the present time the communication between these cities is carried on by means of the Ohio and Missis- sippi rivers, and it is well known that the navigation of these is always seriously obstructed and often totally suspended at certain seasons of the year. At best, the route is tedious and expensive, and un- comfortable at all times, and often very unhealthy. The distance by water is more than twice as great as by land. A direct line of railroad between these great cities is one ranking first in importance among our leading works. It is easy to see that the principal routes of travel must be those connecting great cities by the shortest lines, since the travel, whether of business or of pleasure, necessarily tends from one to another of these. Familiar illustrations of the fact wdll readily occur to every reader. In going westward, Cincinnati is a necessary point in the route of every traveller. That city, also, is consequently a con- verging point of the great lines of road leading westward from the east- ern cities of Boston, New York, Philadelphia, and Baltimore. After reaching Cincinnati, another leading point toward which travel m attracted is St. Louis. Hence the necessity of the above road, and the important relations it bears to the railroad system of the country, and to the great routes of travel. The length of this road will be about three hundred and thirty miles« For the greater part of this distance the route is very favorable to cheap construction. Through its whole length it traverses a fertile and productive region, without any outlet except that formed by the Wa- bash river, wdiich the above road crosses at Vincennes. In addition to its through- travel, this road will be the channel of a vast local traffic ; and these, when combined, cannot fail to yield a lucrative income. The whole road is under contract for completion within two years from the first of January, 1853 ; and the work of construction is in rapid progress. The project has received the hearty co-operatioD and support oi' the cities of Cincinnati and St. Louis, the former having subscribed ^600,000, and the latter $500,000, to the work, in their cor- porate capacities, in addition to large private subscriptions. By the people of Baltimore, the above work is regarded with hardly less {[ivor than by Cincinnati and St. Louis. By the former, it is re- garded as the direct extension westward of their great line, which is to be carried forward to Cincinnati by the Hillsboro'' and Marietta roadso It will be seen that these three roads make up one grand and symmet- rical line, of about nine hundred miles, extending from tide-water to lihe Mississippi river. The Hamilton and Eaton road, extending from Hamilton to Rich- mond, Indiana, though a valuable local work, derives its chief import- ance from the fact that it constitutes the trunk of two extensive Mnes in progress, the Indiana Central and the Cincinnati and Chicago roads, both of which connect with it at Richmond. This road has just been COLONIAL AND LAKE TRADE. 313 Opened for travel. The connecting lines above-named are in progress— the former for its entire length, and the latter as far as the Wabash river, to Logansport. The Greenville and Miami road extends from a point on the Dayton and Western road, about fifteen miles west of Dayton, to Union, the eastern terminus of the Indianapolis and Bellefontaine road. It occu- pies at present a conspicuous position, from the fact that it is the first Ohio road to form a connexion with those of Indiana. It is already in operation to Greenville, from which point the work is in rapid progress ; so that the simultaneous completion of this and the Indianpohs and Bellefontaine road, as far as Union, may be expected by the first of December next, giving an outlet by railroad from Jeffersonville, (oppo- site Louisville, Kentucky,) Terre Haute, Lafayette, Madison, and nu- merous other important points in Indiana, to the railroads of Ohioj and, consequently, to those of the eastern States. The Iron railroad is a short road, connecting the numerous iron manu- facturing establishments of southern Ohio with the river. This road will probably be extended northward, to form a connexion with the Scioto and Hocking valley railroad. By the Cleveland and Mahoning road, it is proposed to open a new channel of communication between Cleveland and Pittsburg, through the valleys of the Mahoning and Beaver rivers. One of the principal objects in its construction is to open a new outlet for the coal-fields of the Mahoning valley, from which Cleveland is now chiefly supplied with coal. Measures are in progress to place this work immediately under contract. A line of road of considerable importance is also proposed, com- mencing near Mansfield, and extending in a generally northeasterly direction, through Warren to the Ohio State line, to be continued through Pennsylvania to the Erie road at or near Olean, constituting a new line of communication between the railroads of Ohio and those of the East. INDIANA. Population in 1830, 343,031 ; in 1840, 685,866 ; in 1850, 988,4ia Area in square miles, 33,809 ; inhabitants to square mile, 29.23. The State of Indiana, in emulation of the example of her sister States, commenced, in 1836, the construction of an elaborate system of internal improvement, of which a comparatively small portion only has been accomplished. It consisted partly of canals, and partly of rail- roads. The canals proposed were the Wabash and Erie, the Central, the White Water, the Terre Haute and Eel River, and a canal from Fort Wayne to Michigan City. The railroads proposed to be con- structed by the State were the Madison and Indianapolis, and the Lafliyette and Michigan. The Wabash and Erie canal is the most important of the works of public improvement undertaken in the State. It commences at the Ohio State line, and extends to Evansville, on the Ohio river, a distance of three hundred and seventy-nine miles, and four bundled and sixty- seven miles from Toledo, on Lake Erie. When completed, it will 314 Andrews' heport on form one of the longest lines of canal in the world. From Toledo to Fort "Wayne it has a depth of four feet, and a width of sixty. Below this point, it is only three feet deep and forty-five wide. Its locks admit boats of a capacity of about sixty tons. It is to be opened for traffic through its v/hole length in the ensuing spring. This work was completed by the State as far as Lafayette, a dis- tance of two hundred and thirty miles from Toledo, and two hundred and forty-nine from the Ohio. When the State became, from the em- barrassment of its affairs, unequal to its farther construction, a condi- tional agreement was made with the bondhoklers of the State for its completion ; the latter reserving the right to resume the work, upon the paym^ent of the sum which the bondholders had agreed to receive in addition to the cost of completing it. It is believed that the canal will again pass into the hands of the State, by the ultimate payment of the whole of her debt. Although the construction of the canal was one of the causes of the financial embarrassments of the State, the work has proved one of the efficient means by v/hich she has recovered from them and reached the high position she now holds as a leading State in the confederacy. As far as excellence of soil is concerned, no State possesses superior resources. The canal opened an outlet for her pro- ducts, and gave her the use of means, which up to its opening lay dor- mant, from the difficulty and cost of reaching a market. The rapid increase in the exports of Indian corn will illustrate the value of im- provements which facilitate transportation. The exports of this article from the Wabash valley, from insignificance, rose to milhons of bushels in a very few years after the opening of the canal ; and Toledo, its terminus on Lake Erie, is now the chief port of export for this article. Railroads m Indiana^ The failure of the State to carry out her proposed system of public improvem.ents, and the financial troubles in which she became involved, put an end for a time to all enterprises of the kind, whether of a public or private character. Some years were recjuired to make good the losses resulting from the great expansion of 1836-37, and to allow the public mind to recover from the discouraging influence of the reverses sustained. As in Ohio, lapse of time brought greater means, a more enlarged capacity to superintend and execute works of magnitude, bet- ter defined objects, and a traffic necessary for the support of extensive lines of improvement. The system proposed by the State was, in fact, in advance of the conditions required to sustain it. It anticipated a state of things which did not exist. In commencing the new move- ment, which has resulted so successfully, her people have followed and not anticipated their wants. They have taken up only such enterprises as were sanctioned by the clearest evidence of their necessity, and which could command sufficient support to insure success. The result has been uniformly favorable ; and the State of Indiana, which but two or three years since had heirdl}^ a mile of railroad within her limits, now takes rank with our leading railroad States, and is soon to be third or fourth in the extent of her works. Her credit and means have ad- COLOIMIAI. AND LAKE TRADE. 315 VRnced with equal pace, and, though one of the new States, she akeady occupies a prominent position in the confederacy. There is no State in the Union that presents so symmetrical a system of raih'oads as Indiana. Nearly all her great lines radiate from the geographical centre and capital of the State. By this means they are all brought into intimate business relations with one another, an arrange- ment which must promote to a great degree the advantages of each» Indianapolis is soon to be the point of intersection of eight important roads, viz: the Jeffersonvilie, Madison and Indianapolis, Lawrenceburg and Indianapolis, Central, Bellefontaine, Peru, Lafayette, Terre Haute, and the New Albany and Salem roads. All these roads will be carried, in their respective directions, to the boundary hues of the State. Their focus is in the great lines of railroad running from the eastern States to the Mississippi river, and from the Ohio to the great lakes. It is impos- sible to conceive a system better devised for the promotion of the inter- ests of the people of the State, or of the railroad companies. All of these great lines, while they have their appropriate and ample belts of fertile, productive, and well-settled territory for local traffic, occupy important routes for through business and travel. The Jeffer- sonvilie opens a communication between the central portions of the State with Louisville, the second city of the Ohio valley ; the Madison and Indianapolis forms a similar connexion with Madison, an important town, favorably situated on the Ohio river for commanding the trade of the interior ; the Lawrenceburg forms the connecting line between Indianapolis and Cincinnati ; the Central is the direct extension, west- ward, of the leading lines running through central Ohio ; the Indiana- polis and Bellefontaine opens the outlet to the great lakes and the lines of road traversing northern Ohio ; the Peru connects the capital and central portions of the State with the Wabash canal, which is now the great commercial avenue for the State; the Lafayette connects the most important town in the northwestern part of the State with the central portions, and. will soon constitute a link of the great line extending to Chicago ; the Terre Haute is the connecting line betvv^een the railroad system of the State and St. Louis and the railroads of Illinois; the New Albany and Salem will connect the cities of Louisville and New Albany, and the lower portions of the State, with the interior, by a line lying to w^est of the Jeffersonvilie road, and will also constitute an unbroken line of some two hundred and eighty-five miles betv/een Lake Michigan and the Ohio river. With the exception of the New Albany and Salem, all the above roads having the same general direction may be said to be complements of each other. The Central and the Terre Haute roads constitute, in a business and commercial point of view, one line; so with the Lawrence- burg and Lafayette, and the Jeffersonvilie and Peru. In this manner, a system of railroadis will be found adapted to promote the highest good of all the members to it, and to develop to the utmost the wealth and resources of the State, and at the same time fitted to become a portion of a still wdder system embracing the whole country. The system we have described occupies an area in the central por- tions of the State about one hundred and fifty miles square. In length of line and relative importance, there is great uniformity in the various 316 Andrews' report on roads that compose it. They all occupy favorable routes ; are all cal- culated to benefit each other ; and will be rivals for the same trade in a sUght degree only. The northern and southern portions of the State will also be well suppUed with railroad accommodations. In the southern portion, the most important road in progress is the Ohio and Mississippi, which traverses it from east to west. This work has already been sufficiently noticed under '^ the railroads of Ohio." The south- western corner of the State is traversed by the Evansville and Illinois road, which is already completed to Princeton, and is in progress to Terre Haute. When this last point is reached, a connexion will be formed with the Central system, which will be brought into communi- cation with Evansville, the most important and flourishing town upon the lower Ohio, and also with a railroad now in progress leading from Henderson, upon the opposite bank of the river, in Kentucky, to Nash- ville, Tennessee, in order to connect with the roads terminating in that city. The New Alhaiiy and Salem road is an important work for southern Indiana. At or near Orleans it will form a connexion with the Ohio and Mississippi railroad, and will thus constitute a convenient and direct route between the cities of New Albany, Louisville, and St. Lom's. This road will also supply railroad accomod£itions to an extensive and important, but comparatively isolated portion of western Indiana. In the northern part of the State, it will perform a still more important oiBce in opening, and that shortly, a communication between the cen- tral and northern portions of Indiana and the city of Chicago. The line of this road extends from New Albany to Michigan City, (with a branch to Indianapohs) and thence to Chicago, making its entire length about three hundred and fifteen miles. A part of this line will be composed of the Crawfordsville and Wabash road, which has been merged in the former. Three distinct portions of it are in operation, viz : from New Albany to Orleans ; from Crawfordsville to Lafayette ; and from Michi- gan City to Chicago. The unfinished portion is well advanced, and much of it will be finished before 1853, when the whole will be com- pleted. An important work in the northern part of the State is the Indiana Northern road, and which will be noticed with the Michigan Southern road, of which it forms a part. These two roads constitute a leading line, as they unite the most southerly portions of Lakes Erie and Michi- gan, two important points in the geography and commerce of the country. The great lakes occupy a basin extending 500 miles from north to south, and oppose an insuperable barrier to the direct extension westward of the lines from the northern States. All these are deflected southwardly, to avoid Lake Michigan. Such is the fact with a large number of roads in reference to Lake Erie ; consequently, a line con- necting the southern shores of these lakes cannot fail to be a work of the first importance, not only to the travel and commerce of the country, but to its business and revenues. The great favor with which this pro- ject is regarded by the public is undoubtedly due in part to the above considerations. The Northern Indiana road traverses a portion of the State celebrated for its fertility, which will secure to it a large local, as well as through traffic* COLONIAL AND LAKE TKADE. 317 Among the proposed roads, probably the most important is the Wa- bash Valley line, which is to extend to Toledo, Ohio, to the boundary line of Ilhnois. A glance at the accompanying map will convey a better idea of the value of such a work, and the intimate relation it will bear to the commerce and travel of the country, than any attempted description. It will be seen that Toledo is the most salient point on Lake Erie for all the country lying to th(^. west and southwest of ito It has already become a place of great commerce, by means of the Wabash canal, and must always be a leading point in the routes both of business and travel. A line of railroad connecting Toledo and St- Louis would coincide for a long distance with the course of the Wa- bash river. The valley of this river is celebrated for its fertility, and is filled with large and flourishing towns, which owe their existence and traffic to the canal, and are the depots of trade for the surrounding country. In this manner an. ample business has been already devel- oped lor the support of a first-class railroad. Another important project is the projected road from Fort Wayne to Chicago. This is proposed as the legitimate extension of the Ohio and Indiana railroad, wiiich has,already been noticed under the roads of Ohio. These roads would constitute a direct fine between the great city of the Northwest and the railroads of central Ohio. The im.portance of such an avenue must be apparent upon the sHghtest examination of the probable routes of travel and trade in the West. The great tide of emigration which is flowing thither from the middle States and Ohio is directed upon Chicago, which is the great point of its distribution over the unoccupied lands of the new States. This city must also become an important business and commercial point for all the western States* The above line is also regarded as the appropriate extension to Chicago of the great Philadelphia and Baltimore lines, which will be extended to the eastern terminus of the former, in central Ohio. An important road is in progress, commencing at Richmond, the western terminus of the Dayton and Western, and Hamilton and Eaton roads, and extending to the Wabash river, at Logansport, which it is intended ultimately to carry forward to Chicago. As a through-route^ its object is to connect Cincinnati and Chicago. Locally, it may be regarded as a Cincinnati road, penetrating a very rich and productive section of the State. It is under contract from Richmond to the Wa- bash, by way of Newcastle. It will be seen that, for the country tra- versed, it will constitute a very direct and convenient outlet to its great market, Cincinnati ; and it is so situated as to command, to a great ex- tent, the traffic of the territory lying to the north of its line. The route proposed by this road, it is believed, will constitute the shortest route between Cincinnati and Chicago. It is also proposed to construct a branch from the Jefferson ville road, commencing at or near Columbus, and extending as far north as Union, the eastern terminus of the Indianapohs and Bellefbntaine road, and probabl}'' to Fort Wayne. This extension is favored by the city of Louisville, Kentucky, as affording means of connecting herself with the roads running east and west through Ohio, and of securing a por- tion of their trade and travel, which otherwise would be drawn to Cin- cinnati. 318 Andrews' report on The branch to Fort Wa3aie would probably run through Muncie, on the BellefbotaLne road, and in this manner a connexion would be formed between Fort Wayne and Indianapolis. The route for such a road has been surveyed and found favorable, and active measures are in progress to raise the necessary means for its construction. The above are the leading projects of the State, There are several others of minor consequence, among which may be named the Slielby- ville, Knightstowni, and Rushville branches. There are others pro- posed, but not sufficiently advanced to call for particular notice. JMICHIGAN. Population in 1830, (Territory,) 31,639; in. 1840, 212,267; in 1850, 397,654. Area in square miles, 56,243: inhabitants to square mile, 7.07. The State of Michigpji, so early as 1836, while in her very influicy, matured and commenced an elaborate S5^stem of internal improvements, by D?.eans of railroads and canals. Oi" the latter none have been con- structed : in fact, they were hardly commenced. Of the great lines of railroads, two, the most important, have been completed, with some de- viation from the original plans. 1. The Michigan Central railroad commences at Detroit, and runs generally in a western direction, to Lake Michigan. It is then de- flected southward and carried around the southern shore of Lake Michigan to Ciiicago, the whole length of line being 282 miles. It was completed to Lake Michigan, at New Buftalo, two or three years since, but was extended to Chicago within a few months only. This work is in every point of view most important, saving the necessity ot a long and expensive detour by wa}^ of Mackinaw, in travelling from east to west, and having proved of great convenience to the travelling and business public. This road was commenced by the State of Michi- gan, under whose auspices about 125 miles of the eastern portion of it were constructed. The State becoming embarrassed in consequence of the injudicious management of her affairs, the road was sold to a private company in the latter part of 1846, by whom the work of con- struction was immediately resumed, and prosecuted with great vigor to its termination, at Chicago. Since its completion it has proved very productive. Its importance as a great through-link between the East and the West will be greatly increased by the constiuction of the great Western railroad of Canada, which will be completed during the coming year. When that road shall be opened, a direct route, in connexion with the above roads, will be afforded to the travel from the eastern States to Chicago, the great central point of the northwestern trade and travel. 2. Michigan Southern Railroad.-—L'ike the Central road, the Michigan Southern was formerly a State work, and as such was opened to Adrian, 36 miles from Monroe, its eastern terminus. On the failure of the State, its farther progress was abandoned ; but after a lapse of some 3^ea.rs it VsTas sold to a private company, b}^ whom it has, in connexion w^ith the COLONIAL AND LAKE TRABE. 319 Indiana Northern road, been recently extended to Chicego. The dis- tance between the termini is 243 miles. It was originally intended to carry this road through the southern tier of counties to 'New Buffalo; but this plan was abandoned by the present compan}^ and, after run- ning about 130 miles in Michigan, the line was deflected into Indianaj and on this portion constructed under a charter granted by that State*, This road is also connected with Toledo, on Lake Erie, and w^ill be shortly connected w^ith the railroads of Ohio ; and it may be confidentl}/- expected that by the first of January next a continuous line of railroad will exist from New York to Chicago, a distance of nearly 1,000 miles.. The Michigan Southern and Indiana Northern may both be regarded as belonging to one interest, and as forming in fact one lineo Though re- cently opened for business, its prospects are very favora.ble. In the hands of its present managers, it has been prosecuted with energy and success ; and, as the general direction of its line coincides with the southern shores of Lakes Erie and Michigan, it is difficult to find a more important line of road. Its success since its opening fully justi- fies the sagacity and foresight of the parties by whom its extension was planned and executed. The local trade both of the Central and Southern roads is supplied by an ample belt of fertile, well-settled and highly productive country, which alone would yield sufficient support, entirely independent of through traffic. Both are intended to form important parts of inde- pendent through-routes from Boston and New York to Chicago—- one on the north, the other on the south shore of Lake Erie-"-and must become intimately identified with important routes of commerce and travel. A railroad from Green Bay to Lake Superior is an important pro- ject, and will prove of great convenience to the mining districts on the southern shores of the latter, which for a considerable portion of the year are inaccessible. This work is indispensable to the proper devel- opment of the vast, mineral resources of that great region. Its route, is the best that could be adopted for immediate exigencies. The fine of the road is under survey; and it is believed that its construction will be immediately commenced, an amount of business being already de- veloped on its northern ternnnus sufficient to furnish a considerable traffic. A road is also proposed, and will, undoubtedly, in a few years be constructed, extending from Detroit to Toledo, with a view to enable the Great Western railroad of Canada to form a connexion with the lines of the United States. ILLINOIS, Population in 1830, 157,445; in 1840, 476,183, in 1850, 851,470. Area in square miles, 55,405; inhabitants to the square mile, 15.36. There is a remarkable similarity between the histories of the States of Indiana and Illinois, so far as their respective systems of internal improvements are corcerned. Both systems were commenced about 320 ANDRE WS' REPORT ON the same period; both States became involved in similar financial em-- bojrassments ; and both abandoned the prosecution of their respective works—most of which have been either discontinued entirely, or have passed into private hands. While this parallel exists between the two^ Illinois labored under the disadvantage of being a much newer State, possessing smaller means, and consequently requiring a longer time to recover from her embarrassments. As in her first efforts she imitated the examples of Ohio and Indiana, so she is again following closely in their footsteps, in the new career upon which, she has just entered. The Illinois and Micldgan Canal.— TKis canal is almost the onl}?- im- provement which Ihinois has to show for the vast debt she has incurred for her public works. It has passed into the hands of her bond-holders, and has been completed by them in a manner very similar to its. kindred work, the Wabash and Erie canal. It extends from Chicago to Peru, at the head of navigation on the Illinois river. It was commenced in 1836, and completed in 1848. It is 60 feet wide, and 6 feet deep. The locks have a capacity for boats of 150 tons. Its length is 100 miles, and its summit-level is 8 feet oxAj above Lake Michigan. The original plan was to feed it directly from the lake ; but as this involved a verj^ large expenditure, it was abandoned. The canal was opened in the fall of 1848, since which time it has done a successful business. Like the Wabash canal, its direction coin- cides with the usual route of commerce and travel. It is hardly possi- ble to conceive a more favorable route for such a work. It connects the lakes with the navigable waters of the Mississippi at their nearest approach to each other. Between these great water-courses an im- mense trade must always exist. The former penetrates high northern regions, and the latter traverses a country abounding in many tropical productions. With the canal the}^ constitute a natural route of com- merce; and as the eastern are the great markets for the products of the western States, this work must form one of the leading channels of commerce between these two divisions of the country. All that was w^anting to secure a large portion of the products of the Northwest to the lake and Erie canal routes was an outlet for them. This the IIU- nois canal first supplied. The effect of its opening has been, in fact, to turn an immense tide of business from its old channel, by the Missis- sippi river, to the new one by the lakes. The influence of this work is already seen in the impulse it has given to the growth and trade of Chicago; in the change it has effected in the direction of the products of Illinois, and other western States, to market, and of merchandise imported into the same sections of country. Were its capacity equal to the business which will soon be thrown upon it, and were the Illinois and Mississippi navigable at all seasons of the year, there can be no doubt that the canal would be able to en- gross a large portion of the trade of the country west and southwest of Lake Michigan, and north of the Ohio and Missouri rivers. As it is, it is preparing the way for a great diversion of that trade to the lakes and the northern route. The railroads now in progress in Illi- nois will soon come to its aid, and supply the want of an uninterrupted navigation in the western rivers. COLONIAL AND LAKE TRADE. 321 Railroads in Illinois. The system of improvements first proposed by the State in eighteen hundred and thirty-six contemplated a very large number of rail- roads, traversing every portion of the State. The more important of these were the Illinois Central, the Edwardsville and Shawnee- town, the Quincy and Danville, the Alton and Terre Haute, the Mount Carmel and Alton, and the Peoria and Warsaw roads. After the expenditure of large sums upon these lines they were all ultimately abandoned, and the improvements made have mostly fallen into the hands of private -companies. No portion of any of the lines commenced has been opened, with the exception of the link in the Quincy and Danville railroad, extending from Springfield to the Illinois river. With a few exceptions, the work done upon the various proposed lines is of little value to the companies which have resumed their construction. The recent railroad movement in lUhiois dates only two or three years prior to the present time. It has the same general character as those already noted in Ohio and Indiana. The construction of roads in this Sta.te follows instead of anticipating the wants of the community, and proceeds in a legitimate and business-like manner, which promises the most satisfactory results. The State of Illinois is one of the largest States of the confederation in area, and probably is unsurpassed by any in the extent of her re- sources. Over her whole surface she has a soil of inexhaustible fer- tility, a large portion of which covers vast beds of coal, in connexion with an abundant supply of iron ore. The richness of her lead mines is well known. Her commercial advantages are equal to those of any western State. Upon her western boundary is the Mississippi river ; upon her southern, and a large portion of her eastern border, are the Ohio and Wabash. The northern part of the State is washed by Lake Michigan, which is accessible by ships of three hundred tons burden from the ocean. Her central portions are penetrated by the Illinois river, one of the most favorable in the West for the purposes of navigation. All these water-courses afford convenient outlets for the products of her soil, a„nd contribute incalculably to her prosperity. The city of Chicago has now become, and must always remain, the emporium of the State. It is the great pivot upon which the rail- road system of the State turns. Most of the lines in progress are constructed with express reference to this point. All running in a northerly and southerly direction look to that city as the northern terminus. The same may be said of those traversing the northern portion of the State in an easterly and westerly direction. The princi- pal exceptions to this rule are the Ohio and Mississippi railroad, run- ning from Cincinnati to St. Louis, the Terre Haute and Alton railroad, and the proposed roads from Peoria and Springfield to Lafayette, in Indiana. There will undoubtedly be other roads constructed in differ- ent portions of the State, having no direct reference to Chicago ; but such only are referred to as are already in progress. The great line, traversing the State from north to south, will be the Illinois Central railroad. This road was commenced by the State in 1837, but was soon abandoned, with all other projects of a similar 21 t522 ANDREWS' REPORT O^ character. It commences at Cairo, at the junction of the Ohio and Mississippi rivers ; and, after running in nearly a direct northerly course for about 120 miles, divides into two branches, one branch running to the extreme northwest corner of the State, by way of Peru, on the Illinois river; and the other in a very direct course to Chicago. Its Avhole length will be 700 miles— a greater extent of line than any other chartered line in the United States. The construction of this road is secured by recent munificent grants of lands by the general govern-* ment, which amount to 2,500,000 acres, most of which lie upon the immediate line of the road. The road will be completed in about four years from the present time; and, when constructed, will constitute a grand central avenue through the State, from north to south, which must in the end become the trunk of many connecting and dependent roads. The progress made by the Central road, and the certainty of its early completion, has given a great impulse to the public sentiment of the State in favor of similar projects. Numerous lines are in progress or projected in every portion of it. The line itself will supply a vast amount of railroad accommodation to the people of Illinois. As a State work it is a. magnificent project. It is equally conspicuous as a part oft a great national line. In connexion with the Mobile and Ohio railroad it forms a direct and uniform line of railroad, extending north and south for a distance of more than 900 miles, traversing, in this dis- tance, great varieties of. climate and production. By taking the above route a traveller m.ay.pass from latitude 29^ to 42° north in a little more than 24 hours. A. road possessing such advantages cannot fail to command an immense traffic and travel, in addition to its local re- sources. With the exception of the Central railroad, most of the great routes of travel and commerce through the State must run from east to west. The more important of these are the following ; Galena and Chicago, — This is the longest line of railroad in operation in the State. It is now completed to Rockford, a distance of 95 miles. At Freeport, 124.miles from Chicago, it will form a junction with the Illinois Central road, by which it will be carried forward to Galena, 180 miles from its eastern terminus. This road has been one of the most successful and productive works of the kind in the United States. It was not embraced in the original system marked out by the State ; and affords a striking illustration of the wisdom of adapting railroad projects to the known wants of business, rather than of at- tempting to anticipate such wants by the construction of a system founded on doubtful contingencies. The easterly portion of the above line forms the trunk of two other roads, one of which, the St. Charles branch, extends from its junction with the Galena and Chicago road, in a very direct course, to the Mississippi river, at Albany ; and the other, the Aurora branch, which is under contract, to Galesburg, (the northerly point on the Peoria and Oquawka railroad,) a distance of about 125 miles. This road will be carried still further, in a southwesterly direction to Quincy, by means of the Central Mihtary Tract and the Northern Cross roads, also in progress of construction^ The distance from Quincy to COLONIAL AND LAKE TRADE. 323 Galesburg, by the above road, is about 120 miles, making the entire distance between Chicago and Quincy about 280 miles. It is under- stood that the Michigan Central railroad will extend efficient aid to the last named line. The Galena and Chicago railroad has exerted a very decided influ- ence in promoting the growth of the city of Chicago, which advanced in population from 4,470 to 40,000 from 1840 to 1852. Roch Island and Chicago railroad,— This road follows the valley of the Ilhnois and its branches, from Chicago to Peru, a distance of 100 miles ; from which place it takes a more westerly direction, to Rock island, a distance of eighty miles, making the whole length of line 180 miles. The first division to Peru will be completed by the first of January next, and the whole in season for the winter business of 1853. It is, in many respects, an important line. It will connect Chicago with the head of navigation on the Illinois river, between which points an immense travel and trade must always exist. It has the great advantage of striking the Mississippi river upon the same parallel of latitude with the southern shores of Lakes Erie and Michigan, and at the best point for bridging that river below St. Anthony's Falls. Rock island is very nearly in the same parallel with Council Bluffs, the pro- posed point for carrying a railroad across the Missouri, running west- ward toward the Rocky mountains. The grade and curves of this road are favorable, and it will undoubtedly become one of the most important avenues of trade and travel extending westward from Chicago. The means for its construction are furnished chiefly by eastern capitalists, who took up the project on account of the strength of its position. Peoria and Oquawka railroad. — The next line of railroad travers- ing the State, from east to west, is the Peoria and Oquawka, commenc-' ing at the Mississippi river opposite Burlington, the largest and most commercial town in Iowa, and running to Peoria, on the Illinois river. The distance between the two points is about 80 miles. From Peoria it is proposed to extend this road easterly, striking the Wabash valley at Lafayette, or at Logansport, or at both these places. The first division only of this great line, extending from the Mississippi to the Illinois, is in progress. But when the importance of the proposed ex- tension is considered, and the relation it will sustain to the railroads of the States lying eastward, no doubt can be entertained of its commence- ment and construction at no distant day. Northern Cross railroad. — This name is usually applied to the line of road commencing at Quincy, on the Mississippi river, extending to the- Indiana State line near Danville, Illinois, and running through Naples, Springfield, and Decatur. This is one of the projects embraced in the State system of improvements ; and upon it a much larger amount of work was done than upon any other line. The work executed by the State has since passed into the hands of private companies, by one of which the portion of the line extending from Springfield, the capital of the State, to the Illinois river, and commonly known as the Spring- field and Meredosia railroad, has been completed. The portion of the above line from Quincy to the Ilhnois is also in progress, by another company. From Springfield eastward, the work of construc- tion is also about to be resumed. From Decatur, two branches will 324 ANDREWS^ REPORT OH probably be constructed, one extending to Terre Haute, and the other in a more northerly direction towards Lafayette It may be stated, that the westerly division of this road, extending from Quincy to Clay- ton, will form the base of the line of railroads now in progress to Chicago, under the title of the Central Military Tract and Aurora Branch railroads, already referred to. Aho7i and Sangamon railroad.— This, important line of railroad ex- tends from Alton to Springfield, the capital of the State, a distance of 72 miles. It has been recently opened for business. It form.s an appropriate outlet from the central portions of the State to the Missis- sippi river. Its local consequence is greatly increased by the prospect of its becoming a link in the line of railroad from Chicago to Alton and St. Louis. By reference to the annexed map, it will be seen that Springfield lies very nearly on a direct line between the above cities. The division of this line from Springfield to Bloomington is already under contract, from whence it will be carried direct to Chicago, or unite with the Rock Island road at Morris. This connexion would form a very direct and convenient route between the termini named. The cities of Chicago and St. Louis will probably always remain (with the exception of Cincinnati) the great cities of the West ; and the line that will connect them possesses, to a certain extent, a national im- portance. The fact that it connects Lake Michigan with the Missis- sippi on a great and convenient route of travel between them, cannot fail to give it rank among our leading works. In the central portion of Illinois are several lines having a general eastern and western direction. Among the more important of these may be named the Western and Atlantic, the Terre Haute and Alton, and a road from Terre Haute to Springfield, the capital of the State. The Atlantic and Mississippi road is now the only link wanting in a great cham of railroads extending from St. Louis to the Atlantic. Its line is identical with the convenient route between that and all the leading eastern cities. It may be regarded as the Mississiyiji trunk of all the roads in central Ohio and Indiana running east and west. The importance of this road to the general system of the country is well shown by the accompanying map. The city of St. Louis is one of the great depots of trade in the interior, between which and the Atlantic cities there exists a vast commerce and travel. As a through-route, there is none in the country offering better prospects of a lucrative traflic. It is regarded with great favor by the public, and there can be no doubt that its stock will be eagerly sought by eastern capitalistSa The whole line will be placed immediately under contract for comple- tion, within the shortest practicable period. The country traversed by the road is a very fertile portion of the -State, and will supply the usual amount of local traffic for a western road. Terre Haute and Alton railroad.-— -This project has the same general direction and object with the one last described. One of the leading- objects in its construction is to promote the increase of the city of Alton, its Mississippi terminus. It traverses a fertile and well cultivated por- tion of the State, and is sufficiently removed from the Mississippi and Atlantic to command a large local trade. The whole line of this road COLONIAL AND LAKE TRABE. 325 is under coritract for completion within three years from this time^ and several portions of it are in progress. The proposed road from Terre Haute to Springfield, it will be seen, is an important link to connect the roads of Indiana with the Central Illinois and with the Northern Cross roads. Measures are in progress to place this road under contract, which promise its speedy completion. A railroad is also proposed from Mount Carmel, on the Illinois river, to Alton. This is one of the projects which were included in the State system of 1837. A portion of the eastern end of this line was graded by the State. These improvements have gone into the hands of a pri- vate company, by v/hich the road will be completed from Mount Car- mel to Alton, a distance of about twenty miles. This road will proba- bly be extended to Princetov/n, Indiana, in order to form a connexion with the Evansville and Illinois road. The Ohio and Mississippi road, one of the most important projects in the StatC; has already been noticed under the head of Ohio* MfSSOURL Population in 1830, 140,455; in 1840, 383,702; in 1850, 382,043. Area in square miles, 67,380 ; inhabitants to square mile, 10.12. No effort was made in this State toward the construction either of railroads or of canals till within a recent period. This was partly owing to the fact of its being a frontier State, in which the necessity of railroads is less felt, than in those so situated as to become thorough- fares for their neighbors ; and partly to the sparseness of the population in nearly every portion of the State. At the session of the legislature of 1851, the State agreed to lend its credit for two great lines of rail- road : the Pacific road, commencing at St. Louis, and running to the west line of the State, on the south side of the Missouri river ; and the Hannibal a,nd St, Joseph^s road, extending from the Mississippi to the Missouri, on the north side of the latter, and connecting the places named. The amount of aid voted was $2,000,000 to the former, and $1,500,000 to the latter ; the loans not to become available until each company should have obtained $1,000,000 of private stock, and then only so fast as equal portions of stock subscriptions should be paid up and expended. When either company shall have expended $50,000, they are entitled to call upon the State for its bonds to an equal amount, as security for which the latter holds a lien upon the road and all the property of the companies. The State aid will probably be increased to meet one-half the cost of both roads. Although local considerations are the primary motive in the construction of the above roads, the pro- jectors look to their ultimate extension to the Pacific ocean. Although their eastern termini are somewhat widely separated, they approach each other as they proceed westward, and would meet beyond the Missouri river, if prolonged in their general directions. As local roads, they are of great importance. They w^ill, when completed, add much to the convenience of the emigrant and pioneer, by materially reducing the long and tedious journey on foot from the Mississippi to the western 326 ANDREWS' HEPORT ON boundary of our settled territory. In connexion with the great lines of railroad lying to the east, they would form a part of a line across the continent, from one ocean to the other. Every mile we advance west- ward, is so much gained toward the accomplishment of a work destined to be the crowning achievement of modern energy and science. Pri* vate enterprise will soon have accomplished so much, as to leave the portion that must devolve upon the general government a compara- tively easy task. If private companies with their unaided means can accomplish more than half of this work, certainly what remains is not of such vast magnitude as to intimidate the collective energies and power of a great nation. Rapid progress is now making in the construction of the above roads ; and there can be no doubt of their speedy completion. In addition to the original object of the Pacific railroad, its eastern portion will probably be made the trunk of a branch extending to the mineral districts of the southwestern portions of the State, which are extremely rich in iron, lead, and copper. These great resources still remain undeveloped, from the want of a suitable outlet, which the above road will create ; and measures are now in progress for its con- struction. It is also proposed to make this branch a portion of a great line from St. Louis to New Orleans, upon the west side of the Missis- sippi. This latter project is attracting much attention, and though the means do not now exist for its construction, the eventual realization of this project can hardly be doubted. WISCONSINo Population in 1840, (Territory,) 30,945; in 1850, 305,191. Area in square miles, 53,924; inhabitants to square mile, 5.65. The State of Wisconsin, though in 1840 it numbered only 30,000 inhabitants, is already in possession of a fiist-class line, a considerable portion of which is in operation — -the Milwaukie and Mississippi rail- road. This line of road commences at Milwaukie, the leading town in the State, and extends in a westerly direction, running through the capital to the Mississippi, at Prairie du Chien, a distance of about 200 miles. It is already in operation to Whitewater, a distance of 50 miles, and will be completed to Rock river during the coming autumn. It was commenced in 1850, and owes its birth and prosecution to the enter- prise and capital of the city of Mihvaukie. It is the most northerly railroad yet projected, running from Lake Michigan westward, with the advantage of offering the cheapest outlet for all the country lying north and west of its terminus on the Mississippi river. It traverses a most beautiful region of country, and bids fair to become a successful and lucrative road, as it occupies a favorable route, and will be constructed at low cost. It is distinguished by being constructed at a much earlier period in the history of a State than any similar work; and it is cer- tainly a wonderful illustration of the rapid growth of the Western coun- try, that in the short space often years a wilderness has been reclaimed and brought into high cultivation, and been filled with a thriving and COLONIAL AND LAKE TRADE. 327 prosperous people, in possession of all those contrivances in aid of labor and in promotion of social and material advantages, the results of modern science and skill, and of which many richer and older commu- nities have not as yet availed themselves. As the tide of emigra- tion moves westward, it carries with it all the distinguishing character- istics of the eastern States ; so that a person may travel to the ver}^ verge of western settlement without being conscious of any change, save in the natural features of the country. Another important line projected in Wisconsin is the Fond du Lac and Rock River Valley railroad, extending from Fond du Lac, on Lake Winnebago, in a southwesterly course to Janesville, whence it takes a southeasterly course to Chicago. The entire length of this road is about 215 miles. It is in course of construction at both ends, and a portion of the line, near Fond du Lac, will soon be in operation. From Fond du Lac, it is in contemplation to extend a branch to the western extremity of Lake Superior, for which a favorable route is said to exist. This ex- tension would even now be of great utility in giving access to the vast extent of fertile country lying west of the great lake, which is becom- ing an attractive field for emigrants ; and should Congress favor this proposed line by a grant, its immediate construction would be the re- sult. Such a road will ultimately be found indispensable to the settle- ment of a large portion of the Minnesota Territory, and will probably receive encouragement from the general government, for the purpose of promoting this object and opening to a market an important and valu- able portion of its domain. The whole route of the Fond du Lac and Rock River Valley railroad runs through an extremely fertile country. One of the objects of the road, from which it will derive lucrative employment, is in the distri- bution over the State of the lumber which grows upon the rivers flow- ing into Lake Winnebago. Works are now in progress which will soon allow vessels navigating Lake Erie to reach Lake Winnebago, adding much to the business and prosperity of the above road. Works are also in progress for uniting the Wisconsin and Fox rivers by a canal, which shall admit steamboats of the capacity of those navigating the rivers. By reference to the maps it will be seen that these rivers approach each other very nearly, the distance between them being less than two miles, and the separation consisting only of a strip of low land, submerged at high water, and allowing the passage of small boats from one to the other. This canal is nearly com- pleted, and when opened will allow the passage of steamboats from the lakes to the Mississippi river. ^ . A railroad is also proposed from Dubuque, on the Mississippi river, to Lake Michigan, passing through the southern tier of counties in the State. Such a road would make the town of Janesville a point from which it would be carried forward, by roads in progress, to the towns of Chicago and Milwaukie. 328 ANDREWS' REPORT ON IOWA. Population in 1840, (Territory,) 43,112; in 1850, 192,214. Area in square miles, 50,914; inhabitants to square mile, 3.77. No r^dlroad lias yet been commenced in Iowa, though several com- panies have been organized for their construction. It will be recollec- ted that some ten years since the State had only about 50,000 people. It has now probably about 300,000, most of whom are settled in the neighborhood of navigable rivers; and on this "account the necessity of railroads has not been so much felt as it would otherwise have been» As Iowa is one of the most fertile States of the West, ranking among the first in extent and natural resources ; and as the surface of its soil is well adapted to the cheap and expeditious construction of railroads^ and the State is filling up with great rapidity, with an enterprising and vigorous people, we cannot expect that she will long be behind her sis- ter States in the construction of works so important to the prosperity and progress of any people. The most important of the proposed roads in Iowa are the lines lead- ing from Rock Island to Council Bluffs; from Dubuque to Keokuk; and .from Burlington to the Missouri river. The first of these extends west upon the parallel of the southern shore of Lake Michigan. Rock Island is believed to be the best point for the passage of the Mississippi river? and Council Bluffs for that of the Missouri. These facts show the pro- spective importance of this line. The object of the Dubuque and Keokuk line is to cut off the bend in the Mississippi river, and to avoid the rapids, which are a serious ob- struction to navigation. The project from. Burlington to the Missouri has the same general object as the Rock Island and Council Bluffs road. No one of the above projected improvements has been commenced, though measures for the purpose are in progress. RAILROADS IN THE BRITISH PROVINCES. As the provincial railroads are to be intimately connected with those of the United States, a brief notice of the former will be appropriate to this report. A few railroads only have been constructed in the British provinces, for the reason that these works were not particularly required to aid in the improvement of property; the numerous rivers, lakes, and bays supplying cheap and convenient media for this purpose. The principal settlements of New Brunswick and Nova Scotia are upon the imme- diate borders of navigable tide-water. The narrow belt of arable land to which the population of Canada is confined is traversed for its entire length by the lakes and the St. Lawrence river. The various water- courses described will continue to be the principal channels and routes of commerce, even after the construction of railroads parallel with them. The roads in progress and contemplated in the provinces, therefore^ are, with one or two exceptions, being constructed chiefly with a view COLONIAL AND LAKE TUADE. 329 to passenger traffic. They are fortunate, however, in the fact that their hnes correspond to routes over which akeady passes a large travel, and which the roads themselves must immensely increase. Of the roads under consideration, the most important, in some re- spects, is the St. Lawrence and Atlantic, extending from Montreal to the boundary line of the United States, a distance of about 130 miles, when it connects with the Atlantic and St. Lawrence railroad, extend- ing to Portland. This work was briefly described in the notice of the roads in the State of Maine. The original object in its construction, as far as the Canadas were concerned, was to open a winter outlet for the trade of Montreal, and in this manner to add to the business of the Canadian canals, by which unbroken navigation from the upper lakes is secured to the city. These works have, to a certain extent, failed to realize their highest usefulness, or to jtlstify public expectation, for want of an avenue to the Atlantic coast other than through the Gulf of St. Lawrence. The navigation of the St. Lawrence being closed lor a considerable portion of the year, the late receipts of produce have to be held till spring before they can be sent to a market. The losses arising from this delay, embracing the charges for v/arehousing, interest, in- surance, &c., and the decline in the price of the staple, which is often ruinous to the holder, have tended to turn this trade into other chan- nels, to restrict the business of this route, and to increase that of its great rival, the Erie canal. To remedy this evil, by securing an unin- terrupted communication at all times with navigable tide-water, is one great object of this proposed road. There can be no doubt that this, or a work similar in character and objects, is necessary to secure all the results anticipated from the canals. The St. Lawrence and Atlantic road is in operation to Sherbrook, a distance of 91 miles from Montreal, and is in a state of such forward- ness that no doubt is entertained of its completion by July next. The Quebec and Richmond railroad is a work designed to place the city of Quebec in the same relation that Montreal sustains to the St. Lawrence and Atlantic railroad, and at the same time with the latter, to unite these cities by a continuous railroad line. From the isolated position of Quebec in the winter season, this road will prove a great benefit to her commerce, as well as a great convenience to the travel- ling and business community. Its entire line is under contract, to be completed early in 1854. Another proposed work attracting great interest in Canada is the line extending from Montreal to Hamilton, following the immediate bank of the St. Lawrence and of Lake Ontario. This road would run parallel with the great route of commerce in the Canadas, is required by the wants of travel, and in the winter season would be the channel of a large trade. It must at all seasons of the year command a lucra- tive traffic from the numerous cities and villages through which it would pass. This work has now come to be considered indispensable to the interests of Canada, and is to receive such aid from the govern- ment as will secure its speedy construction. It is to be placed under contract without delay. The Great Western railroad, traversing the peninsula of Canada, is one of the most important works in the provinces. It extends from 330 Andrews' keport on Niagara Falls, byway of Hamilton, to Windsor, opposite Detroit, a dis- tance of two hundred and twenty-eight miles. It traverses a country the fertility and productiveness of which is not exceeded by any por- tion of Canada or the United States. Its chief pubhc attractions, how- ever, are the relations it bears to railroads in the United States. It will be seen by the accompanying map that for the railroads of New England and central New Yorl^ it cuts off the long circuit by way of the southern shore of Lake Erie between the East and the West. On this account the road has received important aid from parties in the United States interested in having it opened. Ample means are provided for this work, and it is expected that it will be completed by the first of January, 1854. The Buffalo and Brantford raikoad was projected for the purpose of securing to Buffalo the trade of the country traversed by the great Western, and with the additional object of placing that city en route of the great line of travel between the eastern and western States. Buf- falo is the largest town within reach of, and affords, probably, the best market for, the Canadian peninsula, with which it will be conveniently connected by the above road. This city, too, is a necessary point in the route of nearly every person visiting any portion of the country bordering Lake Erie, and it is highly important that egress should be had from it in every direction. The road is in progress, and will be com- pleted simultaneously with the great Western. The chartered line of this road extends to Goderich, on Lake Huron, to which it will probably be extended sooq after reaching Brantford. The Toronto and Lake Huron road connects Lake Ontario with Lake Huron by the shortest practicable line between the two, and will form for persons going to Lake Superior or Lake Michigan, by way of Mackinaw, a much shorter line than by way of Detroit. In this respect it bids fair to occupy an important relation to a leading route of travel and commerce. It traverses, too, a very fertile district, alone capable of supplying a lucrative traffic. A portion of this line is opened for business, and the unfinished part will be soon completed. A road is also under contract from Toronto to Guelph ; but as this is a work of local importance, a particular description of it is not required. The roads connecting- Montreal with those of New York and Ver- mont are sufficiently noticed with the works of those States. LOWER PROVINCES. Euro])ean and North American railroad. — Under this title is embraced the proposed road extending from Bangor, Maine, and Halifax, Nova Scotia, a distance of about five hundred miles. The principal object to be effected by its construction is to constitute it a part of the great line of travel between America and Europe. The distance from New York to Halifax is equal to one-third of the entire distance from the former to Liverpool; and as the proposed road pursues the same gen- eral direction with the route of the steamers, some of which touch regu- larly at Halifax, it is believed that tliis portion of the route to Europe COLONIAL AND LAKE TRADE. 331 would be made by railway. It was upon this assumption that the above project was proposed. As far as the provinces are concerned, it has met wdth great favor, as it is believed it will develop the abundant re- sources known to exist within them, and secure those social advantages which are intimately connected with the progress of comparatively iso- lated districts, in population, commerce, and wealth. The New Bruns- wick poriion of the above road is already under contract to a company of eminent English contractors, and the work in progress. Measures are also in progress to the same end as far as the Nova Scotia division is concerned. The greater part of its line through both provinces tra- verses a region much more fertile and productive than any considera- ble portion of our eastern States, from which it is believed a large and profitable business will be secured both to the road and to the cities of Halifax and St. John. A project for a railroad from Halifax to Quebec, skirting the shores of the gulf and river St. Lawrence, has recently attracted much atten- tion throughout the provinces, as well as in England, but this project may now be regarded as abandoned. A portion of the northern end of this line may be constructed down the St. Lawrence for a distance of about one hundred miles below Quebec. It is also proposed to ex- tend a branch from the European and North American raihoad along the Gulf of St. Lawrence to Bathurst. A road is also in pz^ogress from St. Andrews to Woodstock, on the river St. John ; but as its importance is mainly locals a particular description is not required. ECONOMICAL VIEW OF THE RAILROADS OF THE UNITED STATES. The first step toward a correct idea of our railroads, as far as their uses, objects, costs, and results, are concerned, is a thorough under- standing of the social and industrial character of our people, the geo- graphical and topographical features of the country, the uniformity in the pursuits of the great mass of our people, and the great distance that separates the consuming from the producing regions. Assuming the occupied area of that portion of our territory east of the Rocky mountains to be 1,100,000 square miles, at least 1,050,000 are devoted to agriculture, while not more than 50,000 are occupied by the manufacturing and commercial classes. These compose a narrow belt of territory lying upon the seacoast, extending from Baltimore to the eastern part of Maine, and are more widely separated from the great producing regions than any other settled portion of the country « The great peculiarity that distinguishes our own from older countries is, that we have no interior markets. The greater part of our territory has not been long enough settled for the development of a variety of in- dustrial pursuits, which constitute them. So entirely are our people devoted to agriculture, and so uniformly distributed are they over the whole country, that some of our largest States, Tennessee and Indiana for instance, had no towns in 1850 containing a population of over 10,000. This homogeneousness in the pursuits of the great mass of our peo- 332 ANDREWS' REPORT ON pie, and the wide space that separates the producing and consuming classes, as they are popularly termed, necessarily implies the exporta- tion of the suiylus products of each. The western farmer has no home demand for the wheat he raises, as the surplus of all his neighbors is the same in land. The aggregate surplus of the district in which he resides has to be exported to find a consumer ; and the producer for a similar reason is obliged to import all the various articles that enter into consumption which his own industry does not immediately supply ; and farther, as the markets for our agricultural products lie either upon the extreme verge of the country, or in Europe, the greater part of our do- mestic commerce involves a through movement of nearly all the articles of which it is composed. In older countries this necessity of distant movement, as will be the case in this, in time, is obviated by the existence of a great variety of occupations in the same district, which supply directly to each class nearly all the leading articles that enter into consumption. It is well known that upon the ordinary highways the economical limit to transportation is confined within a comparatively few miles, depending of course upon the Jci?id of freight and character of the roads. Upon the average of such ways, the cost of transportation is not far from 15 cents per ton per mile, which may be considered as a suffi- ciently correct estimate for the whole country. Estimating at the same time the value of wheat at $1 50 per bushel, and corn at 75 cents, and that 33 bushels of each are equal to a ton, the value of the former would be equal to its cost of transportation for 330 miles, and the latter 165 miles. At these respective distances from marliet, neither of the above articles would have any commercial value, with only a common earth road as an avenue to market. But we find that we can move property upon railroads at the rate of 1.5 cent per ton per mile, or for one-tenth the cost upon the ordinary road. These works therefore extend the economic limit of the cost of transportation of the above articles to 3,300 and 1,650 miles respec- tively. At the limit of the economical movement of these articles upon the common highway, by the use of railroads, wheat would be worth $44 50, and corn $22 27 per ton, which sums respectively would rep- resent the actual increase of value created by the interposition of such a work. COLONIAL AND LAKE TRADE. 6^6 The following table will show the amount saved per ton, by trans- portation by railroad over the ordinary highways of the country i Statement showing the value of a ton of wheals and one of corn^ at given points from market^ as affected by cost of trans'portatio7i by railroad', and over the ordinary road. Transportation by rail- road. Value at market 10 miles from market, 20 do , 30 do 40 do 50 do......... 60 do 70 ..do 80 do..,, 90 do 100 do......... 110 do 120...... .do..., 130 do 140.. 150.. 160,, 170, 180., 190. 200. 210. 220. 230. 240. 250. 260. 270. 280. 290. 300. 310. 320. 330. ..do., ..do., ..do., ..do., ..do. ..do. ..do. ..do. ..do. ..do. ..do. ..do. ..do, ..do. ..do. ..do. ..do. ..do. ..do. ..do. Transportation by ordi- nary highway. Wheat. Corn. §49 50 49 35 49 20 49 05 48 90 48 75 48 60 48 45 48 30 48 15 48 00 47 85 47 70 47 55 47 40 47 25 47 10 46 95 46 80 46 65 46 50 46 35 46 20 46 05 45 90 45 75 45 60 45 45 40 30 45 15 45 00 44 85 44 70 44 55 |24 75 24 60 24 45 24 30 24 15 24 00 23 85 23 70 23 55 23 40 23 25 23 10 22 95 22 80 22 65 22 50 22 35 22 20 22 05 21 90 21 75 21 60 21 45 21 30 21 15 21 00 20 85 20 70 20 55 20 40 20 25 20 10 19 ^^ 19 80 Wheat, Corn §49 50 48 00 46 50 45 00 43 50 42 00 40 50 39 00 37 50 36 00 34 50 33 00 31 50 30 00 28 50 27 00 25 50 24 00 22 50 21 00 19 50 18 00 16 50 15 00 13 50 12 00 10 50 9 00 7 50 6 00 4 50 3 00 1 50 PA 75 ' 23 25 21 75 20 25 18 75 17 25 15 75 14 25 12 75 11 25 9 75 8 25 6 75 5 25 3 75 2 25 75 The value of lands is affected by railroads in the same ratio as their prodticts* For instance, lands lying upon a navigable water-course, or in the imnfiediate vicinity of a market, may be worth, for the culture of w^heat, $100. Let the average crop be estimated at 22 bushels to the acre, valued at $33, and the cost of cultivation at $15, this would leave $18 per acre as the net profit. This quantity of wheat (two-thirds of a ton) could be transported 330 miles at a cost of 10 cents per mile, or $3 30j which would leave $14 70 as the net profit of land at that dis- tance from a market, when connected with it by a railroad. The value of the land, therefore, admitting the quality to be the same in both cases, would bear the same ratio to the assumed value of $100, as the value of its products, $14 70 does to $18, or $82 per acre ; which is an S34 Andrews' ueport on actual creation of value to that amount, assuming the correctness of the premises. The same calculation may, of course, be applied with equal force to any other kind and species of property. The illustration given establishes a principal entirely correct in itself, but of course liable to be modified to meet the facts of each case. Vast bodies of the finest land in the United States, and lying v/ithin 200 miles of navi- gable water-courses, are unsaleable, and nearly, if not quite, valueless ibr the culture of wheat or corn for exportation, from the cost of trans- portation, v^^hich in many instances far ^exceeds the estimate in the above table. Under such circumstances products are often fed out to live stock, and converted into higher values which will bear transport- ation, when the former will not. In this manner, lands are turned into account, where their immediate products would otherwise be value- less. But in such cases, the profit per acre is often very small; as, in the districts best adapted to the culture of corn, it is considered more profitable to sell it for 25 cents per bushel than to feed it out to animals. It will be seen that at this price thrice its value is eaten up by the cost of transportation of 165 miles. In this manner, railroads in this country actually add to the imme- diate means of our people, by the saving effected in the expenses of transportation, to a much greater extent than cost. We are, therefore, in no danger from embarrassment on account of the construction of lines called for bj^ the business wants of the community, as these add much more to our active capital than they absorb. Only a very few years are required to enable a railroad to repay its cost of construction in the manner stated. Railroads in the United States exert a much greater influence upon the value of property, than in other countries. Take England for ex- ample. There a railroad may be built without necessarily increasing the value of property or the profits of a particular interest. Every farmer in England lives in sight of a market. Large cities are to be found in every part of the island, which consume the products of the different portions of it almost on the spot where they are raised. Railroads are not needed to transport these products hundreds and thousands of miles to market; consequently they may be of no advantage to the farmer living upon their lines. So with many branches of manu- factures. These establishments may be situated immediately upon tide-water, and as the fabrics are mostly exported, they would not be thrown upon railroads in any event. Such works may exist in that country without exerting any perceptible influence in adding to the value of the property of a community. The cases of the two countries would be parallel, were the farmer in the neighborhood of Liverpool compelled to send everything he could raise to London for a market, or were their manufacturing establishments so far from the consumers of their goods, that their value would be sunk before these could be reached. We have in this country what is equivalent to manufacturing establishments in Great Britain, in good order and well stocked for business, a fertile soil, that will produce bountifully for years without rotation or dress- ing. All that the farmer has to do is to cast his seed on the soil and to reap an abundant crop. The only thing wanting to our highest COLONIAL AND LAKE TRADE. 335 prosperity is markets, or their equivalents, railroads, v/hich give access to them. The actual increase in the value of lands, due to the construction of railroads, is controlled hj so many circumstances, that a.n accurate estimate can only be approximated, and must in most cases fall far short of the fact. Not only are cultivated lands, and city and village lots, lying immediately upon the route affected, but the real estate in cities, iiundreds and thousands of miles distant. The railroads of Ohio exert as much influence in advancing the prices of real property in the city of New York, as do the roads lying within that State. This fact will show how very imperfect every estimate must be. But taking only the farming lands of the particalar district traversed by a railroad, where the inflaence of such a work can be more directly seen, there is no doubt that in such case the increased value is many times greater than the cost of the road. It is estimated by the intelligent president of the Nashville and Chattanooga railroad, that the increased value of a belt of land ten miles wide, lying upon each side of its line, is equal to at least $7 60 per acre, or $96,000 for every mile of road, which will cost only about $20,000 per mile. That work has already created a value in its influence upon real property alone, equal to about five times its cost. What is true of the Nashville and Chattanooga road, is equally so, probably, of the average of roads throughout the country. It is believed that the construction of the three thousand miles of railroad of Ohio will add to the value of the landed property in the State at least five times the cost of the roads, assuming this to be $60,000,000. In addition to the very rapid advance in the price of farming lands, the roads of Ohio are stimulating the growth of her cities with extraordinary rapidity, so that there is much greater probability that the above estimate will be exceeded, than not reached, by the actual fact. We are not left to estimate in this matter. In the case of the State of Massachusetts, what is conjecture in regard to the new States has with her become a matter of history. The valuation of that State went up, from 1840 to 1850, from $290,000,000 to $580,000,000— an immense increase, and by far the greater part of it due to the nu- merous raihoads she has constructed. This increase is in a much greater ratio to the cost of her roads than has been estimated of those of Ohio. We have considered the effect of railroads in increasing the value of property in reference only to lands devoted to agriculture ; but such results do not by any means give the most forcible illustration of their use. An acre of farming land can at most be made to yield only a small annual income. An acre of coal or iron lands, on the other hand, may produce a thousand-fold more in value than the former. These deposites may be entirely valueless without a railroad. With one, every ton of ore they contain is worth one, two, three, or four dollars, as the case may be. Take for example the coal-fields of Pennsylva- nia. The value of the coal sent yearly from them, in all the agencies it is called upon to perform, is beyond all calculation. Upon this article are based our manufacturing establishments, and our government and merchant steamships, representing values in their various relations and ramifications, equal to thousands of millions of dollars. Without coal 336 ANDREWS^ REPORT ON it is impossible to conceive the spectacle that we should have presented as a people, so entirely different would it have been from our present condition. Neither our commercial nor our manufacturing, nor, conse- quently, our agricultural interests, could have borne any relation what*- ever to their present enormous magnitude. Yet all this result has been achieved by a few railroads and canals in Pennsylvania, which have not cost over $50,000,000. With these works, coal can be brought into the New York market for about $3 50 per ton ; without them, it could not have been made available either for ordinary fuel or as a motive power. So small, comparatively, are the agencies by which such immense results have been effected, that the former are com- pletely lost sight of in the magnitude of the latter. What is true of the Pennsylvania coal-fields, is equally true of all others to a greater or less extent. The coal-fields of Alabama may be made to bear the same relation to the Gulf of Mexico and to the manu- factures of the southern States, as have those of Pennsylvania to the North. The Gulf of Mexico is to become the seat of a greater com- merce than the world ever yet saw upon any sea ; and this commerce, and all the vast interests with Vv^hich it will be connected, will to a very great extent owe its development and magnitude to the coal-fields that slope toward the gulf INCOME OF OUR RAILROADS. Having shown the influence of our railroads in creating values, which greatly exceed their aggregate cost, the next point to be con- sidered is the income of these works. As both the income of our roads and the influence wirich they exert, in hicreasing values, must bear a close relation to each other, the facts that have already been established in reference to the latter necessarily involve the idea of a large business upon our roads. The value of lands depends upon their capacity to yield a very large surplus for transportation. There is no other country in the world where an equal amount of labor produces an equal hulk of freight for raiboad transportation. One reason is, that the great mass of our products is of a coarse, bulky character, of very low comparative value, and consisting chiefly of the products of the soil and forest. We manufacture very few high-priced goods^ labor being more profitably employed upon what are at present more appropriate objects of industr}^ The great bulk of the articles carried upon railroads is grains, cotton, sugar, coal, iron, live stock, and articles of a similar character. The difference between the value of a pound of raw and manufactured cotton is measured frequently by dollars, yet both may pay the same amount of freight. Wheat, corn, cattle, and lumber, all pay a very large sum for transportation in pro- portion to their values. Again, for the want of domestic markets, the transportation of many of our important products involves a through transportation. Take, for instance, a cotton-producing State hke Mississippi. Nearly the whole industry of this State is engaged in the cultivation of this article. Of the immense amount produced no part is consumed or used within the COLONIAL AND LAKE TRADE. 337 State. The entire staple goes abroad ; but as the aggregate industry of the people is confined to the production of one staple, it fallows that all articles entering into consumption must be imported ; so that, over the channels through which the cotton of this State is sent to market, an equal value or tonnage must be imported, as the case may be. This necessity, both of an inward and outward movement, equal to the whole bulk of the surplus agricultural product, is peculiar to the United States, and is one of the reasons of the large receipts of our roads. While this is the case, it is equally true that newly settled sections of country will often supply a larger amount of traffic than an older one. There can. be no doubt that an equal amount of labor would produce four times as much corn and wheat in Illinois as in Massachusetts ; consequently^ a man living in the former would contribute four times as much busi- ness to a railroad as one in the latter. In clearing the soil, it often happens that the transportation of lumber supplies a larger traffic for two or three years than agricultural products for an equal length of time. It is, therefore, a great mistake to suppose that, because a country is new, it cannot yield a large traffic to a railroad. In the southern and western States only one year is frequently required to prepare the soil for crops, which may be renewed, the same in kind, for a long series of years. The amount raised, and consequently the surplus, is much larger in the more recent than in the longer settled portions of the country. In the more recent, too — the number of inhabitants being the same in both cases — the amount sent to distant markets is greater from the fact that there is no diversity of pursuits, which in older com- munities supply from a limited circle nearly all the prime necessaries of life that enter into consumption. In newly settled districts, all these are often imported from distant markets at a very heavy cost of trans- portation. The general views above stated, in reference to the earnings of the railroads in the Qnited States, are fully borne out by the result. In- vestments in these works have probably yielded a better return, inde- pendently of the incidental advantages connected with them, than the ordinary rates of interest prevailing throughout the country. Such is the case with the roads of Massachusetts, the State in which these works have been carried to the greatest extent, and have cost the most per mile, and amongst which are embraced a number of expensive and unproductive lines. The following statement, compiled from official returns, shows the cost, expenses, and income of all the railroads of this State for four- years previous to January 1, 1852: Years. Cost. Expenses. Income. 1848 $46,777,009 51,885,556 56,106,083 #3,284,933 3,410,324 4,002,847 $6,067,164 6,300,662 1850 1851 - - 7,287,342 Total .. 154,768,648 10,688,104 19,655,168 22 338 Andrews' report on The above table includes several expensive vv^orks opened too recently for the development of a larger business, and of course presents a much more unfavorable view of the productiveness of these works than would be shown by an average for a longer period. Tiie most productive railroads in Massachusetts are those connecting the manufacturing and commercial towns, while the most unproductive are those depending upon the agriculuiral interests for support. The agriculture of this State supplies nothing for export; on the contrary, there is hardly a town that does not depend upon other and distant portions of the country for many of the more important articles of food. The small surplus raised is wanted for consumption in the im- mediate neighborhood of production. Where there are no manufactu- ring establishments upon a route, the movement of property upon New England roads is limited, and hence the comparative unproductiveness of what may be termed agricultural lines. In the eastern States other sources of business make up for the lack oi agricultural products for transportation, and the aggregate investment is productive. In the southern and western States the soil supphes a very large surplus for exportation, .affording often, per mile, a greater bulk for trans- portation than is supplied to eastern roads, either from agriculture, manufacture, or commerce. The cost of the former, however, will not on the average, equal one-half that of the latter ; and as the rates of charges are pretty uniform upon all, and if anything higher upon the southern and western than upon the eastern roads, the revenues of the former must of course be very much greater than the latter. Such is the fact. The greater income of the one results, both from a larger traffic, which the western country in particular is adapted to supply, and from the higher rates of charges in proportion to the cost o^ the re- spective lines of the two different sections of the countr)^ Numerous illustrations of this fact might be readily given. The earnings of the Cleveland and Columbus road have been greater than those of the Hudson river since the opening of their respective lines, though the former is only 135 miles long and cost $3,000,000, while the latter is 144 miles and cost $10,000,000. Railroads in the newty settled por- tions of the country, as a general rule, command a much larger traffic, and of course yield a better return upon their cost, than those of the older States. Assuming the revenues per mile of the roads of the two divisions of the countr}^ to be equal, their net income will be in the ratio of their cost, which may be stated at two to one in favor of western and southern roads. MODE OF CONSTRUCTION. By far the greater number of our roads in progress are in the interior of the country— in our agricultural districts, that do not possess an amount of accumulated capital equal to their cost. A business adequate to the support of a railroad may exist without the means to construct one. The construction of a railroad, too, creates opportunities for in- vestment wliich promise a much greater return than the stock in such a work. While, therefore, our people are disposed to make every reason- able sacrifice to secure a railroad, they prefer, and in fact they find it COLONIAL AND LAKE TRADE. 339 more for their interest, to borrow a portion of the amount required, than to invest the whole means directly in the project. They can bet- ter afford to secure the co-operation of foreign capital, by offering high premiums for its use, than to embarrass themselves by making a per- manent investment of too large a proportion of their own immediate means. These facts sufficiently explain the reasons w^hy the borrowing of a considerable portion of the cost of our roads has become so univer- sal a rule. It is only by the co-operation of capitalists residing at a distance, and having no interest in the collateral advantages due to railroads, that the great majority of our works could have been constructed. In the outset, money was furnished slowly and cautiously, and then only upon the most unquestioned security. As the result began to demonstrate the safety and productiveness of these investments, capital was more freely afforded, and became less exacting in its conditions. The result has been, that a confidence in the safety of our railroads, as investments of capital, has become general, not only in this country, but in Europe; and companies whose means and prospective advantages entitle them to credit, find no difficulty in borrowing a reasonable sum upon the security of their roads, with which to complete them. The amount usually borrowed for our roads in progress averages from $5,000 to to $10,000 per mile. The general custom requires that a sum equal to the one sought to be borrowed shall be first paid in, or secured for con- struction. A road that will cost $20,000 per mile is considered as suf- ficient security for a loan of $10,000 per mile ; and as the cost of new works will not much exceed the former sum, the latter is not, as a general rule, considered so large as to create distrust as to the safety of the investment, on account of the magnitude of the loan. This rule, which estabhshes the proportions to be supplied by those engaged in the construction, and capitalists, is well calculated to pro- mote the best advantage of both parties. The fact that the people on the line of a contemplated road are willing to furnish one-half of the means requisite for construction, and to pledge this for an equal sum to complete the road, is sufficient evidence that in the opinion of such people, the construction of such work is justified by a prospective busi- ness. The interest they have in it also is a sufficient guarantee that its affairs will be carefully and prudently managed. The large amount paid in and at stake divests the project of all speciilative features. Where the advantages and success are merely contingent, prudent persons do not usually hazard large sums. The lender has, therefore, all the guarantees of safety, both from the character of the project and its prospective income and proper management. It is on this account that the credits furnished by municipal bodies for the construction of railroads should be resorted to only in extreme cases. Individuals making up the aggregate community may be in- duced to vote the credits of the latter in aid of a project, when they by no means could be induced to venture their own capital in its success. In this manner projects may be set Eifoot the consummation of which are not justified by these commercial and pecuniary considerations, which are the only safe guides of action in such cases. Railroads are purely commercial enterprises, and their construction should be made to 340 ANDREWS REPORT ON depend upon the same rules of conduct that control the building of ships, or the erection of manufacturing establishments. The safety of the securities offered to the public will be readily seen from a comparison of the earnings of our railroads with the sum necessary to meet the interest on the loans. Allowing the sum borrowed to equal $10,000 per mile, it would require from $600 to $700, according to the rates, annually, to meet the accruing interest. But the net earnings of our new projects more than treble this amount, leaving for dividends on stock a sum equal to double that paid on loans. That such will be the result, as far as our new and less expensive works are concerned, for some years to come, till a greater abundance of money shall have lowered the rates of interest, and the competition of new works shall have reduced the rates charged for persons and property, there cannot be a doubt. Below is given a table of the gross and net earnings of several of our new roads, and of the same class as those that are now coming into market for money : Roads. ■^Cleveland and Columbus. Little Miami Columbus and Xenia .... Michigan Central Madison and Indianapolis Total earnings, as per last re- port. 1341,680 96 487,815 89 211,631 37 1,100,043 00 386,078 00 Net earnings. Per mile^ $239,969 28 297,457 57 150,055 58 461,364 80 185,080 60 P,710 3,541 2,778 2,116 2,378 * For six months only. Cost of Raih'oads in the United States. With the exception of those in the States of Massachusetts and New York, it is difficult to get at the e3xact cost of our roads. The com- panies within the States named are required by law to return to their^ legislatures the cost of their respective lines. To ascertain the cost of other roads, resort must be had to the published statements of their affairs. These statements, though generally to be relied upon, are uniform neither in their character nor in the time at which they make their appearance ; and some of our largest companies make no exhibit of their affairs save to their own stockholders. It may be here stated that it is in the power of the general govern- ment to supply the lack of information which at present exists in refer- ence to our railroads, by requiring all companies with whom contracts are made for transportation of the mails to return to the Post Office Department full and accurate statements of their cost, income, debts, expenses, &c., &c. Such returns, made in a proper manner, would be exceedingly advantageous in many points of view. They would show annually the extent to which these works are carried, their cost, income, expenditures, mode of conducting the various works, &c., &c. The returns of their business operations would afford a great amount COLONIAL AND LAKE TRADE. 341 of useful information, in reference to the internal commerce of the coun- try, which could be obtained from no other sources. The great lack of correct statistical knowledge upon this subject is felt and acknowl- edged bj all ; and there seems to be no other mode of obtaining this correctly than by the one pointed out. The returns, too, by collecting all the existing information upon the subject of railroad management, could not fail to exert the most beneficial influence, by making public whatever is valuable in the experience of each company. The cost of our roads depends very much upon the character of the country through w^hich they are built. Those in the New England States are the most expensive, not only from the greater difficulty of construction, but from the greater cost of right of way, land, &c. The general surface of the country is unfavorable. It becomes better adapted to these works on going south, tiiough the roads of all the eastern States, as far south as Maryland, cost much higher, per mile, than those of the southern or w^estern States. Tlie difference in the cost between the roads of the two sections of the country is confined princi- pally to the items of grading, bridging, and lands. In the States of Indiana and Illinois, the cost of these items, upon long and important lines, will not often exceed $5,000 per mile; while in the eastern States the average for the same is four or five times greater. The Mississippi valley consists of an immense plain, presenting but a few obstacles to the easy construction of a railroad. The same may be said of the greater portion of the southern Atlantic and Gulf States. Throughout the country, except in the eastern States, the lands required for right of way, depots, and stations, are either given gratuitously, or are had at very low cost; the owners being sufficiently remunerated in the inci- dental advantages resulting from these works. The average cost of the roads of the States of Maine, New Hamp- shire, Vermont, Massachusetts, Connecticut, Rhode Island, New York, New Jersey, Pennsylvania, and Maryland, is not far from $40,000 per mile. The cost of those of the States not enumerated is not far from $20,000 per mile. The average for the whole country will not exceed $30,000 per mile, including full equipment, and everything necessary for their efficient operation. This would give for one road, completed and in progress, the following as the total cost : Roads completed, 12,821i miles, at $30,000 per mile.. $384,630,000 Roads in progress, 12,628J miles, at $20,000 per mile . 252,560,000 Total 637,190,000 It is believed that an extent of line equal to the whole number of miles now in operation will be completed within three years from the present time, at which period the cost of our roads will equal the above sum. The probable extent to which the construction of railroads will be ultimately increased in this country, is a.n interesting subject of specu- lation. At the present time thej are very unequally distributed. In Massachusetts, for instance, we find one mile of railroad to every six square miles of territory. The same ratio applied to the area in which 342 Andrews' report on these works are in progress, would give 183,000 railes of railroads against 26,000 miles, which is not far from the extent of line in opera- tion and progress at the present time. It would give to the State of Ohio nearly 7,000 miles, where there are not one-half of this number either in operation, in progress, or contemplated. It would give to Illinois 11,000 miles, and nearly the same amount to Virginia. Both of these States have not more than 4,000 miles in operation and pro- gress. There can be no reason why the State of Ohio should not, in time, and in fact as soon as they can be reasonably constructed, have the same number of miles of raih^oad, in proportion to its area, as Massa- chusetts; nor why the western States of Michigan, Indiana, lUinois, Wisconsin, Iowa, and Missouri should not have the same number of miles of railroad, their areas compared, as Ohio. They are equally well adapted to these works, and the same necessity exists for their construction in the former as in the latter. The only element wanting to secure a similar result is toe, which will supply population, and develop their resources to an equal extent. There is no reason why railroads should not keep pace with the progress of the States in popu- lation and wealth, nor why, when they have reached the present posi- tion of Ohio, they should not boast an equal number of miles of rail- road. The area of the States above named is equal to 400,000 square miles. To supply these with railroads, to the same extent that we now jQnd in Ohio, including those in progress, would require 26,000 miles of road. The same ratio that we find in Massachusetts would require more than 66,000 miles. Now, no one acquainted with the resources and wants of the southwestern States, and the character of their people, can doubt that, in time, an equal area will call for an equal extent of lines, and that the construction of these roads will proceed with equal pace with their population. The probable rapid expansion of these works is well shown by a comparison of Georgia with other southern States. In the former there are about one thousand miles of road in operation, all of which are lu- cratively employed. Now, the States of North Carohna, Alabama, Mississippi, Louisiana, Tennessee, and Kentucky will all compare fa- vorably with Georgia in population, in wealth, in extent, and in natural resources. Railroads are just as much needed by the former as by the latter. They would cost no more per mile. They would pay equally well, and would accomplish as much in improving the condition of their people. But the aggregate length of line of all these States is not equal to the extent of railroad which we find in Georgia. Here, then, is a field where at least five thousand miles of railroad are shown to be needed, for no one can doubt that railroads in the States named will be equally as useful and productive as those of Georgia. But even Georgia is very poorly supplied with railroad facilities. Not one-half of her territory, and hardly one-half of her population, are within reach of them. A very large proportion of her products are wagoned, or S(3nt down her rivers at great expense, to inconvenient markets. Her area is at least eight times greater than that of Massa- chusetts. The latter State has one mile of railroad to every six square COLONIAL AND LAKE TRADE* 343 miles of territory. The same ratio would give to Georgia 9,600 miles oT railroad, equalling two-thirds the whole extent of lines in the United States, and to the States named, including Georgia, (embracing an area of 390,000 square miles,) more than 66,000 miles of railroad. There can be no doubt that, in the States named, ten thousand miles of rail- road are needed to meet the immediate commercial wants of the people, and that this extent of road would find lucrative employment. Tahtdar statement showing the number of miles of railroad in operation in the United States^ MAINE. I jyrogress and Roads. Miles in operation. Miles in progress. Androscoggin and Kennebec .... Atlantic and St. Lawrence Bnckfield branch Bangor and Piscataquis Kennebec and Portland. Bath branch Portland, Saco, and Portsmouth. Calais and Baring Machias port York and Cumberland Androscoggin Penobscot and Kennebec ....... Total. 121 13 12 60 9 51 6 8 10 20 365 30 43 *55* 128 NEW HAMPSHIRE. Boston, Concord, and Montreal. Cocheco Concord Concord and Claremont Contocook Valley .............. Great Falls and Conway Manchester and Lawrence New Hampshire Central Northern Portsmouth and Concord Sullivan Wilton Cheshire Ashuelot Eastern White Mountain. Total. 344 ANDREWS REPORT ON VERMONT. Roads, Miles in progress. Connecticut and Passumpsic River Rutland and Burlington Vermont Central Rutland and Washington Vermont Valley Bennington branch Western Vermont , . Total. MASSACHUSETTS. Berkshire Boston and Lowell Boston and Maine Boston and Providence Stoughton branch Boston and Worcester Cape Cod branch Dorchester and Milton Eastern Essex (Salem to Lawrence) Fall River Fitchburg Fitchburg and Worcester Lowell and Lawrence Nashua and Lov/ell "New Bedford and Taunton Newburyport Norfolk County Old Colony (Boston to Plymouth). Petersboro ' and Shirley . , , .: Pittsfield and N. Adams Providence and Worcester South Shore Stony Brook Western (Boston to Albany) Worcester and Nashua Vermont and Massachusetts Housatonic branch South Pteading branch Salem and Lowell Grand Junction Harvard branch Lexington and West Cambridge. . . Connecticut River Troy and Greenfield South Reading brancli Charles River branch Stockbridge and Pittsfield Palmer and Amherst , Total, 21 28 83 53 4 69 28 3 58 21 42 67 18 13 15 33 15 26 45 23 20 44 11 13 117 46 77 11 9 17 7 1 7 52 9 *22' 1,128 42 12 *25' 79 COLONIAL AND LAKE TRADE. RHODE ISLAND. 345 Roads. Miles in operation. Miles in progress. SitoninfJ'toii •.<.*.•• •>•••. .•.<•...••«. .•.>.•••«>. 50 Providence, Hartford, and Fishkill , 32 Total 50 32 CONNECTICUT. NEW YORK. Albany and Schenectady Albany and West Stockbridge Attica and Buffalo Buffalo and Niagara Falls Cayuga and Susquehanna Hudson and Berkshire Hudson River Lewiston Long island New York and Erie New York and Harlem Northern Oswego and Syracuse Rensselaer and Saratoga Rochester and Syracuse Saratoga and Washington Saratoga and Schenectady Schenectady and Troy Skaneateles and Jordan Syracuse and Utica Corning Buffalo and Rochester Troy and Greenbush Utica and Schenectady Watertovv^n and Rome Albany and Northern Albany and Susquehanna Buffalo and State Line Buffalo and New York Buffalo, Qorning, and New York. Canandaigua and Elmira, Plattsburg and Montreal Rochester and Niagara Falls Rutland and Washington. TTartford find New Haven •..•••••»•••• • «..*•••. 62 50 98 10 62 45 6Q 50 76 66 11 Hartford, Providence, and Fishkill 96 Housatonic * Middletown branch Naufatuck New Haven Canal. , New London, Willimantic, and Palmer.. New London and New Haven .................. ..... ....... New York and New Haven, ....•.......•*.......,............... Norwich and ^Yorcester Collinsville branch Air-line . ..... . ...... 102 Danburv and Nor walk ...••••......•••. 24 10 Middletown branch Total 630 198 33 143 87 346 ANDREWS REPORT ON NEW YORK— Continued. Roads. Miles in operation. Miles in progress. Sackett's Harbor and Ellisburg Troy and Boston Canandaigua and Niagara Falls Syracuse and Binghamton Sodus Bay and Southern Potsdam, Watertown, and Southern. Lake Ontario and Auburn Genesee Valley Buffalo and Olean Lebanon Springs Total. 32 2,148| 17 8 97 76 35 75 75 100 75 53 874 NEW JERSEY. Belvidere and Delaware Burlington and Mount Holly . . , Camden and Amboy Morris and Essex New Jersey New Jersey Central Trenton branch , Union Total, PENNSYLVANIA. Alleghany Portage Beaver Meadow Carbondale and Honesdale Columbia and Philadelphia Westchester branch Corning and Blossburg Cumberland Valley, Hazleton and Lehigh Little Schuylkill Extension to Tamenend Mine Hill Mount Carbon Pennsylvania Philadelphia, Reading, and Pottsville Philadelphia and Norristown Germantown branch Philadelphia and Trenton Philadelphia, Wilmington, and Baltimore Schuylkill Valley Summit Hill and Mauch Chunk Whitehaven and Wilkesbarre Williamsport and Elmira Franklin Dauphin and Susquehanna Strasburg Lykens Valley Nesquehoning Room Run Chester Valley Lehigh, Delaware, Schuylkill, and Susquehanna Pine Grove. . , COLONIAL AND LAKE TRADE. PENNSYLVANIA— Continued. 347 Roads. Miles in operation. Miles in progress. Beaver Meadow York and Cumberland Sunbury and Erie. . , Lackawanna and Western , Catawissa, Williamsport, and Erie. Delaware and Susquehanna Philadelphia and Westchester Pennsylvania Coal Company. .»..,. Hempfield Allegheny Valley , Columbia branch Hanover branch York and Wrightsville Lancaster and Harrisburg Susquehanna , Pittsburg and Steubenville Franklin Canal Northeast. Total, 12 25 50 47 19 13 13 37 26 18 1,215 240 "93* 48 25 78 180 50 42 915 DELAWARE. New Castle and Frenchtown, Wilmington branch . . . . . Total. 16 16 11 11 MARYLAND. Annapolis and Elkridge. . ....... Baltimore and Ohio Washington branch Frederick branch Baltimore and Susquehanna Westminster branch Total VIRGINIA. Richmond and Danville Richmond and Petersburg „ . . . Clover Hill South Side Manasses Gap , Petersburg and Roanoke Seaboard and Roanoke Appomatox Winchester and Potomac Virginia Central, including Blue Ridge... . Virginia and Tennesee , Orange and Alexandria Richmond, Fredericksburg, and Potomac , Greenville and Roanoke , . Northwestern Total. 65 22 15 50 60 80 9 32 104 50 40 76 21 624 75 60 75 75 155 50 120 610 348 ANDREWS REPORT ON NORTH CAROLINA. Roads. Miles in operation. Miles in progress. 87 162 ^W^ilminxrton and Weldon, TVorth Oarolinn Of^ntrril •«•..•••••>••«•«••••.«•••«••••• «•«••• 223 Wpldoii and CIevGl3.nd. .•• .--. 25 Total c 249 248 SOUTH CAROLINA. South Carolina Greenville and Columbia. . . . . Charlotte and South Carolina . King's Mountain Laurens Spartanburg and Union Wilmincfton and Manchester . Total. GEORGIA. Central Georgia Macon and Western Western and Atlantic Southwestern Rome branch Muscogee Atlanta and Westpoint Milledgeville Eaton and Milledgeville Wilkes county Athens branch , Waynesboro' Savannah and Pensacola (estimated) . Brunswick and Pensacola (estimated) . Total. 191 175 101 140 50 20 51 52 17 39 21 857 59 21 35 20 18 50 300 300 803 FLORIDA. St. Mark's and Tallahassee. ALABAMA. Montgomery and West Point. Mobile and Ohio Alabama and Tennessee Alabama Central Memphis and Charleston ..... Girard ., Total. 33 40 161 30 160 50 2811 220 7411 COLONIAL AND LAKE TRADE. MISSISSIPPI. 349 Roads. Miles in operation. Miles in progress. Raymond St. Francis and Woodville Vicksburg and Brandon Mobile and Ohio Mississippi Central Canton and Jackson New Orleans, Jackson, and Northern. 7 28 60 Total. 95 273 180 25 400 878 LOUISIANA. Carrolton Clinton and Port Hudson Lake Pontohartrain Mexican Gulf. *New Orleans, Jackson, and Northern. New Orleans and Opelousas Total. 6 24 6 27 63 180 180 ' See Mississippi. TEXAS. Buffalo Bay, Brazos, and Colorado. 32 TENNESSEE. Nashville and Chattanooga.. East Tennessee and Georgia . East Tennessee and Virginia . Winchester and Huntsville . . Mobile and Ohio Nashville Southern McMinnville branch Total. 105 80 185 54 30 130 46 119i 100 30 509 i KENTUCKY. Frankfort and Lexington. Louisville and Frankfort. Maysville and Lexington. Covington and Lexington . Lexington and Danville , . Louisville and Nashville.. Mobile and Ohio Louisville and Nashville.. Shelbyville branch Henderson and Nashville. Total. 29 65 94 67 97 36 180 39 95 18 130 662 350 ANDREWS' REPORT ON MISSOURI. Roads. Miles in operation. Miles in progress. 315 FTannihal and F5t Josenli's .-... -. 200 Total 515 OHIO. Cleveland and Columbus Columbus and Lake Erie Dayton and Springfield branch. Findlay branch Little Miami Mad river Sandusky and Mansfield Xenia and Columbus Bellefontaine and Indiana Cincinnati and Marietta Cleveland and Pittsburg Cleveland N. and Toledo Cleveland P. and Ashtabula. ,. . Columbus U, and Piqua Cincinnati W. and Zanesville. , Cincinnati PI. and Dayton.. . . , Dayton and Western Greenville and Miami , . . Hamilton and Eaton Hillsboro ' and Cincinnati Iron Junction Ohio and Indiana.. Ohio and Mississippi Ohio and Pennsylvania , Ohio central Scioto and Hocking valley Steubenville and Indiana Springfield, Mount Vernon, and Pittsburg Dayton and Michigan Hudson and Akron branch Franklin and Warren branch Cincinnati and Dayton Carrolton branch Tuscarawas branch Total . 135 60 24 16 84 134 56 54 100 "72* 60 42 20 42 37 25 134 59 1;154 118 265 87 102 160 11 25 110 131 20 51 82 120 150 110 140 50 30 52 20 20 1,854 MICHIGAN. Central 228 133 25 8 33 Southern Pontiac , Tecumseh branch. ..*.........................« Erie and Kalamazoo* Total 427 COLONIAL AND LAKE TRADE. INDIANA. 351 Roads. Miles in operation. Miles in progress. New Albany and Salem, with branch round Lake Michigan. Jeffersonville Madison and Indianopolis Shelbyville branch , Rushville branch ., Knightstown branch Lawrenceburg and Indianopolis Indiana Central Newcastle and Richmond Indianopolis and Bellefontaine Peru and Indianopolis Terre Haute and Indianopolis Evansville and Illinois. * . » Indiana Northern Ohio and Mississippi Lafayette and Indianopolis Wabash Valley Total. 140 66 86 16 20 27 83 22| 72 26 135 62 7551 175 90| 72 100 "56'* "74** 'no** '200* ' 931| ILLINOIS. Illinois Central G-aiena and Chicago Rock Island and Chicago. Central Military Tract . . . Peoria and Oquawka Ohio and Mississippi Northern Cross Sangamon and Morgan . . . Alton and Sangamon. . . . . Aurora branch St. Charles branch. . - O'Falion's Coal road Bellville and St, Louis. . . Terre Haute and Alton . . . Mississippi and Atlantic . . St. Louis and Chicago . . . Alton and Mt. Carmel . . . Total . 92 50 54 72 13 7 296 699 35 131 125 85 145 54 75 20 165 145 75 17 1,771 WISCONSIN, Milwaukie and Mississippi Fon du Lac and Rock Island Valley. Total 50 150 240 390 352 ANDREWS' REPORT ON RECAPITULATION. States. Maine New Hampshire. Vermont Massachusetts. . . Rhode Island Connecticut New York New Jersey Pennsylvania.. . . Delaware Maryland Virginia North Carolina . . South Carolina.. Georgia Florida Alabama Mississippi Louisiana Texas Tennessee Kentucky Missouri Ohio.. Michigan Indiana Illinois Wisconsin Total. Miles in ope- ration. 365 514 439 ,128 50 630 ,1481 242 215 16 433 624 247 597 857 23 161 95 63 185 94 1,154 427 755| 296 50 12,8081 Miles in pro- gress. 128 42 79 32 189 874 85 915 11 75 610 248 193 794 641i 878 180 32 479 i 663" 515 ,854 933 1,771 390 12,612 COLONIAL AND LAKE TRADE. 353 PART Y. CANADA. Area in acres: Canada East, 128,659,684; Canada West, 31,745,535; total, 160,405,219 acres. Population in J 851, 1,842,265. The province of Canada, one of the niost extensive, populous, and wealthy offshoots of a colonizing nation, has been justly termed *'the brightest jewel in the Crown of England." Though stretching in longi- tude from the centre of the continent to the shores of Labrador, and in latitude from the waters w^hich flow into the northern ocean to the par- allel of Pennsylvania, it derives its importance not so much from great area, diversity of climate, and productions, as from geographical and commercial position. From tide-water upon the St. Lawrence to Lake Superior, this prov- ince adjoins, and even penetrates, so as to divide, one of the most com- mercial as well as important agricultural portions of the United States. The shortest land-route between the heart of New York and Michigan is through the peninsula of Canada West, which embraces one-half the coast of the most commercial body of fresh water on the globe. The ** diversity of production" ascribed to Canada may at first ap- pear incorrect, inasmuch as the name is associated with the rigors of a northern climate. This mistaken idea originated in the fact that the eastern or historical portion of Canada is foremost in the mind — a part substituted for the whole; while the western or modern section of the province is known only to actual visitors. The romantic narratives of Jacques Carter and Champlain, the early trials and struggles of the Jesuit Fathers, and of Frontenac, De Sales, and others of the old no- blesse of France, with the stirring incidents of the wars of the Algon- quins and Iroquois, have, to the great majority of the people of the United States, been the chief medium of information respecting this, England's most important colony. It is true that in Eastern Canada there are extremes of climate un- known in the northwestern States. But it will be found that the mean temperature varies but little in the two regions. The intense cold of the winter makes a highway to the operations of the lumberman over and upon every lake and stream, while the earth and the germs of ve- getation are jealously guarded from the injurious effects of severe frost by a thick mantle of snow. The sudden transition from winter to sum- mer, melting the accumulations of ice and snow in every mountain stream, converts them into navigable rivers, downward, for bearings in the cheapest and most expeditious manner, the fruits of the lumber- man's winter labor to its market on tide-water. The commencement of vegetation is delayed by the duration of the snow, but its maturity is reached about the same period as in the western country, because there 23 354 Andrews' report on has been a smaller loss of caloric during the winter, less retardation from a lingering spring, and more rapid growth from the constant action of a strong and steady summer heat. Whatever exceptions may be taken to the climate of Eastern Canada^ it must be remembered that it embraces the greater portion of the white- pine-bearing zone of North America, the invaluable product of which can only be obtained by those conditions of climate, (the abundant ice and snow,) which have given it such imaginary terrors. There is scarcely one article or class of articles from any one country in the world which affords more outward freight, or employs more sea ton- nage, than the products of the forests of British North America. While these conditions of climate and production give necessarily a commercial and manufacturing character to the eastern province? the milder climate and more extensive plains of Western Canada afford a field for agriculture, horticulture, and pastoral pursuits unsurpassed in some respects by the most favored sections of the United States. The peninsula of Canada West, almost surrounded by many thousand square miles of unfrozen water, enjoys a climate as mild as that of Northern New York. The peach tree, unprotected, matures its fruit south and west of Ontario, while tobacco has been successfully cultivated for years on the peninsula between Lakes Erie and Huron. During the last two years, Western Canada has exported upwards of two millions of barrels of flour, and over three millions of bushels of wheat, and at the present moment the surplus stock on hand is greater than at any former period. There is probably no country where there is so much wheat grown, in proportion to the population and the area under culti- vation, as in that part of Canada west of Kingston. The commercial position of Canada West as a ''portage" or "step- ping-stone" between the manufacturing and commercial States on the Atlantic and the agricultural and mineral ones of the northwest, is illus- trated by the Wetland canal, the Great Western, and the Ontario and Huron railways. Among the prominent features of Canada, her military position is worthy of notice. She is the most northern power upon this continent; and in configuration upon the globe she presents a triangular form, the apex of which forms the extreme southing, and penetrates the United States frontier ; while the base is remote, and rests upon the icy regions of the north. Flanked by the inhospitable coast of Labrador upon the east, and by the almost inaccessible territories of the Hudson's Bay Company on the west, she can only be attacked ''in front;" when, retiring into more than Scythian fastnesses on the Ottawa and Saguenay, and keeping up communication with the strong fortress of Quebec, she can maintain prolonged and powerful resistance against foreign hostile invaders. Viewing Canada as a whole, it may be described as a broad belt of country lying diagonally along the frontier of the United States, from northeast to southwest, from Maine to Michigan, and between the 42d and 49th parallels of north latitude. The great river St. Lawrence presents itself conspicuously as a leading feature in its physical geo- graphy, traversing, in a northeasterly course, the grand valley which it drains in its mighty career to the ocean. COLONIAL AND LAKE TRADE. 355 The very beautiful map of the basin of the St. Lawrence hereunto appended, and. prepared expressly for this report, by Thomas C. Keefer, esq., a civil engineer of high standing and eminent abilities, attached to the Canadian Board of Works, may be relied upon for its accuracy. An attentive consideration of this new and excellent map is respect- fully solicited. It presents many points of interest, exhibiting, as it does, at one view, the mighty St. Lawrence, the chain of ''fresh water Mediterraneans," of which it is the outlet, and which are indeed a geo- graphical wonder, as also their position and relation to the States of the West, and the vast and fertile valley of the Mississippi, with the various outlets to the sea, of this valuable section of North America. COMMERCE OF CANADA. Before the close of the last century the commerce of Canada had reached a respectable position. The St. Lawrence was then the only outlet of Canada, and also of that portion of the United States lying upon and between Lcikes Ontario and Cham plain; and the port of Quebec received indifferently American and Canadian produce for ex- portation to the West Indies and British North American colonies. Although Upper Canada then scarcely produced sufficient food to support her own immigration, the lower province was already a large exporter of wheat, and continued so until the ravages of the Hessian fly reduced her to her present position of an importer from the upper province. Mr. Keefer, in his Prize Essay upon the Canals of Canada, says : ''A wise and liberal policy was adopted with regard to our exports previous to 1822. The products of either bank of the St. Lawrence were indifferently exported to the sister colonies, as if of Canadian origin ; and those majkets received not only our own, but a large share of American breadstufFs and provisions. Our timber was not only ad- mitted freely into the British markets, but excessive and almost pro- hibitory duties were imposed upon importations of this article from the Baltic, for the purpose of fostering Canadian trade and British ship- ping. The British market was closed, by prohibition, against our wheat until 1814, which was then only admitted when the price in England rose to about two dollars per bushel — a privilege in a great measure nugatory ; but the West Indies and lower provinces gave a sufficient demand so long as the free export of American produce was permitted by this route. As early as 1793, our exports of flour and wheat by the St. Lawrence were as high as 100,000 barrels, and rose in 1802 to 230,000 barrels. The Berlin and Milan decrees, and Eng- lish orders in council thereon, of 1807; President Jefferson's embargo of 1808, with increased duties levied upon Baltic timber, gave an im- pulse to the trade of the St. Lawrence, so that the tonnage arriving at Quebec in 1810 was more tlian ten times greater than in 1800. The war of 1812 and 1815 naturally checked a commerce so much de- pendent upon the Americans ; and we therefore find but little increase of the tonnage arrived in 1820 over that of 1810. In 1822 the Canada Trade Acts of the imperial parliament, by imposing a duty upon Ame:- 356 Andrews' report on ican agricultural produce entering the British American colonies and the West Indies, destroyed one-half of the export trade of the St. Law- rence ; and the simultaneous abundance of the English harvest forbade our exports thither. *' As a recompense for the damage done by the Trade Act of 1822y our flour and wheat, in 1825, were admitted Into the United Kingdom at a fixed duty of five shillings sterling per quarter. The opening of the Erie and Champlain canals at this critical juncture gave a perma- nent direction to those American exports which had before sought Quebec, and an amount of injury was inflicted upon the St. LawrencCy which would not have been reached bad the British action of 1825 jyre- ceded that of 1822. The accidental advantages resulting from the differences which arose between the United States and Britain^ on the score of reciprocal navigation, (which differences led to the interdiction of the United States export trade to the West Indies, and reduced it from a value of $2,000,000, in 1826, to less than $2,000 in 1830,) re- stored for a time our ancient commerce. The trade of the St. Law- rence was also assisted by the readmission free in 1826 (after four years exclusion) of American timber and ashes for the British market^ and by the reduction of the duty upon our flour for the West India market, and therefore rapidly recovered, and in 1830 far surpassed its position of 1820. ''In 1831 there was a return to the policy v/hich existed previous to 1822. United States products of the forests and agriculture were ad- mitted into Canada/ree, and could be exported thence as Canadian pro- duce to all countries, except the United Kingdom ; and an additional advantage was conferred by the imposition of a differential duty, in our favor, upon foreign lumber entering the West Indian and South American possessions. Our exports of flour and wheat by sea in that year were about 400,000 bushels-— chiefly to Britain, where a scarcity then existed, and for the first time exceeding the flour export of 1802o This amount, in consequence of a demand nearer home, and the ravages of the fly in Lower Canada, was not again exceeded until 1844. Be- tween 1832 and 1839 a scarcity and a great demand for breadstufFs arose in the United States, and the crops in England being unusually abundant between 1831 and 1836, the order of things in the St. Law- rence was reversed, so that in 1833 wheat was shipped from Britain to Quebec. A farther supply came also from Archangel. These imports in 1835 and 3836 amounted to about 800,000 bushels. A similar demand in 1829 had turned our exportation of breadstufFs inland to a very large amount ; yet, notwithstanding these fluctuations of our ex- ports, the shipping and commerce of the St. Lawrence rapidly increased in importance and value, with no continued relapse, down to the year 1842. The revulsion in 1842 was general, being one of those periodical crises which affect commerce, but was aggravated in Canada by a re- petition of the measures of 1822, not confined this time to the provi- sion-trade only, but attacking the great staple of Quebec — -timber^ The duties on Baltic timber, in Britain, were reduced, the free impor- tation of American flour was stopped by the imposition of a duty thereon, and our trade with the West Indies annihilated by the reduc- tion of the duty upon American flour brought into those islands. By COLONIAL AND LAKE TRADE. 357 imposing a duty of two shillings sterling per barrel upon American flour imported into Canada, and reducing it in the West Indies from five to two shillings, an improvement equal to five shillings sterling per barrel was made in the new position of American flour exported from the Mississippi, Baltimore, and New York. The value of our trade with the West Indies in 1830 (during the exclusion of the Americans) amounted to $906,000 ; and in 1846, it was $4,000. '* Our export to the lower provinces (Nova Scotia, New Brunswick, Cape Breton, &:c.) was at its highest point in 1836, since which time it has fluctuated, but never reached its position of that year. It will be remembered that at that time the Americans were importing bread- stuffs, and could not, therefore, compete with Quebec in the supply of these provinces. The act of 1842 was nearly as destructive to our trade with the gulf provinces as with the West Indies; but since the opening of our canals, there is a marked increase in this trade. In 1841 (before the passing of the Gladstone act) our export trade with the lower prov- inces was worth $466,000 annually, which amount fell off to $204,000 in 1844. In 1845 the enlarged Welland and Beaoharnois canals were opened, and since that period it has gradually recovered, so that, since the opening of the enlarged Lachine canal, it has exceeded its position of 1841, and is now increasing every year. As the interruption of our trade with the West Indies by the Canada Trade Act in 1822 was followed in 1825 by the permanent admission of our breadstuff's into the British market, and by the concessions in 1826, so its second interruption, or rather destruction, in 1842, was succeeded in 1843 by the important privilege of exporting American wheat, received, under a comparatively nominal duty, as Canadian, without proof of origin, in the British market. This measure was a virtual premium of about •six shilhngs sterling per quarter upon American exports to Britain through the St. Lawrence ; but, inasmuch as it was an indirect blow at the English Corn Laws, it contained- — like abombshell— the elements of its own destruction. This very partial measure rapidly swelled our exports of flour and wheat, so that in 1846 over half a million of barrels, and as many bushels, of these two staples were shipped from Canada by sea. *' The injury threatened to the timber trade of the St. Lawrence by the act of 1842 was averted by the subsequent railway demand in England, so that our exports of this article have been greater since that period than before. *' In 1846 steps were taken in the British legislature which led to the wdthdrav/al of that preference which the St. Lawrence had so fit- fully enjoyed as the route for American exports to England ; and the new system came into full operation in 1849. The intermediate demand, resulting from the failure of the potato crop, has thrown much uncer- tainty upon the final tendency of this important change in our relations with the mother country ; and as a necessary consequence, the ancient system of ' ships, colonies, and commerce' has fallen to the ground. In 1847 the control of our customs was abandoned by the imperial legislature, and the last and most important measure, which has relieved iis from the baneful effects of the British navigation laws, came into operation on the 1st of January, 1850." 358 ANDREWS' REPORT ON It will thus be seen that previous to 1846 the colonial policy of the British government, although vacillating and contradictor}^, encouraged the sea-trade of Canada by affording a market for her productions, and discouraged exports inland to the United States. Likewise, by imperial control over the colonial tariff, the mother country established differential duties against importations inland, thus throwing the sup- ply of Western Canada into the ports of Montreal and Quebec and the contraband dealers on the western frontier. Nearly the whole revenue from customs being collected in Lower Canada, although an equal and even greater consumption was claimed for the upper province, a controversy respecting the division of this revenue became annually more and more severe, with the increased population and demands of Canada West, and was the subject of fre- quent appeal to, and of adjustment by, the mother country. The in- surrection of the French population, and consequent suspension of the constitution of Lower Canada, was taken advantage of to bring about a legislative union of the two provinces, which accordingly took place in 1841, and put an end to the dispute about the division of the reve- nue. Perhaps the remembrance of this altercation had some influence upon the subsequent action of the Canadian legislature upon the sub- ject of diffeiential duties. The imperial government formally aban- doned all control over the Canadian tariff in 1847, and, in their next session, the colonial legislature abolished the differential and prohibi- tory duties on imports inland ; thus placing the mother country in the same relative position as foreigners. The commercial interest of the lower province yielded to this policy from sympathy with the free- trade movements in England ; while it is probable that the western province supported the measure as a means of emancipation from the monopoly of their imports by Montreal and Quebec. The repeal (by the abohtion of the British Corn Laws) of all privi- leges in favor of Canadian breadstuffs in the British markets, the hos- tile tariff of the United States, and the trammelled condition of the St» Lawrence navigation, (yet unfreed from the restrictions of the British Navigation Laws,) fell heavily upon the Canadians. The scanty sup- ply of vessels in the St. Lawrence, (hitherto a ''close borough,''^ for British shipping only,) and the abundant supply of outward freights afforded by the timber coves of Quebec, had so enhanced all other freight outward, that nothing but the premium offered by the British Corn Laws made the route through the St. Lawrence more favorable than by New York, even with the burden of the United States tariffo When, therefore, this premium was withdrawn, and the English mar- ket was no longer the most profitable, the exports of Canada West (the surplus-producing section of the province) turned toward New York. The proximity of this city to the wheat-exporting districts of Canada, and the facilities of exporting and importing in bond, by New York canal and other internal artificial avenues, produced such a di- version of Canadian exports of flour and wheat that the quantity so sent to New York in 1850 exceeded, largely, that exported by sea through the St. Lawrence. The following statement will show the relative export of Canadiao flour and wheat inland and by sea : COLONIAL AND LAKE TRADE. 359 Flour and wheat exported from Canada in 1850 and 1851. 1850. 1851. Exported to and through — Flour. Wheat. Flour. Wheat. Barrels. Bushels. Barrels. Bushels. Buffalo 19,244 260,872 32,999 90,988 66,001 1,094,444 10,860 259,875 30,609 11,940 101,655 Oswpo'o .••..••••.••••••••••••••• 670.202 18,195 Lake Champlain 192,918 626 T^otal exDorted inland •<•■<•>••• 404,103 280,618 1,353,363 88,465 313,284 371,610 790,678 161,312 Montreal and Ouebee T'otal fiXDorted. .*• .a *••■«. •«••• 684,721 1,441,828 684,894 90,819 90,992 951,990 Decrease in inland export to United Sfa tpf? 562,695 72,847 TncrGHSB in spa exDort froni Cana^da. . . The following statement shows the amount of Canadian flour and wheat imported, the amount bonded for exportation, and the amount entered for consumption at each port of entry : Total imported 1851. Total bonded 1851. Total duty paid 1851. Ports. Flour. Wheat. Flour. Wheat. Flour. Wheat. Barrels. Bushels. Barrels. Bushels. Barrels. Bushels. "Buffalo 10,860 259,875 30,609 m,940 101,655 670,202 18,195 626 10,763 258,657 30,587 11,940 88,316 661,409 17,773 97 1,218 22 13,339 Oswep'o .......*••.... 8,793 Ogdensburg Lake Champlain. . . . . . 422 625 At other ports . , 313,284 88 790,678 5,664 311,947 767,498 1,337 88 23,180 5,664 313,382 796,342 311,947 767,498 1,425 28,844 * From Canada return of exports. It will be seen that there is a decrease in the importation from Canada in 1851, and an increase in her exports by sea, which do not, with respect to wheat at least, counterbalance the deficiency of inland exports. As the Canadian wheat crop of 1851 exceeded that of any former year, the presumption is that the low^ prices which ruled during- last year retained much of the surplus in the province. The fact, however, that, of the flour exported from Canada, the num- ber of barrels which were sent to the United States in 1850 exceeded the total exports by sea in that year, and that in 1851 this was reversedy 360 ANDREWS' REPORT ON is very significant, considering that the Canadians are now trading -upon equal terms with the United States in the markets of the mother coun- try and those of other foreign States. To elucidate this, I must refer to the INTERCOLONIAL TRADE. The export of flour from Canada, hy sea, to the British North Ameri- can colonies of Nova Scotia, New Brunswick, and Newfoundland, since 1844, has been as follows : Barrels. 1844 19,530 1845 26,694 1846 35,152 1847 J 66,195 1848 65,834 3849 79,492 1850 140,872 1851 154,766 The amount exported to these colonies, in bond, through New York and Boston, in 1851, was— Flour. Wheat. New York.. 0..0..... »<..... c ,.„.,._., Boston •«<■». o*«.«*.«*eB»«»«o*««#«e*»**«««ao»»o«*»»«»«»*»o Barrels. 86,689 4,590 Bushels. 6,798 Total 3 . .,..,« o . , o ..„,..,..,.,... . 91,279 6,798 making the total exports to these colonies 246,039 barrels— an increase of over twelve-fold in eight years. The substitution of Canadian for American flour in the consumption of the ''lower colonies" has been brought about by the opening of the ship-canais on the St. Lawrence, aided by a reciprocity arrangement between these colonies and Canada ; and because the exclusion of the latter from the American domestic market has forced Canadian flour through the St. Lawrence, to compete in the foreign markets of the United States. The articles of wheat and flour have been taken, for the sake of con-* venience, to illustrate the export- trade of Canada, its direction and dis- tribution. The remarks above, however, apply to all other provisions of which she produces a surplus. In the import-trade, sugar, one of the leading articles of consump- tion, may be taken to illustrate a change as favorable to Canada as that in the export of flour. In 1849 the value of sugars imported from the United States was double that from the lower colonies. In 1851 the value from the United States was $258, 848? and from the colonies $269,300. In 1849 nearly one-half of the sugar was imported, inland, from and through the United States — the proportion being 5,152,000 COLONIAL AND LAKE TRADE. 361 pounds, out of the total importation of 11,613,000 pounds. In 1850 the importation rose to 15,736,000 pounds, of which the United States furnished 5,522,000 pounds, or a little more than one-third. In 1851 the number of pounds imported was 20,175,046, of which 5,640,000 pounds were from the United States, and 5,880,000 pounds from the lower colonies. The imports of sugar into Canada in 1851 were : From British colonies.. „._.„-.„__„.....- $269,300 '' United States ....---. » .„...„ 258,848 *' Other foreign countries - - 226,316 '' Great Britain. . _„„„_.„ ..._-» 171,140 925,604 With respect to the route of importation, the inland import in 1849, as we have seen, nearly equalled that by sea; but in 1851 the value of sugars imported by sea was $712,408, against $278,468 by inland routes. Canadian vessels load at the lake ports with breadstufFs and provisions, which they carry, without transhipment, to Halifax or St. John, Newfoundland, exchanging there for a return cargo of sugars, molasses, fish, and oils. This trade is, of course, confined to British vessels ; and as fish and other products of Nova Scotia and New Bruns- wick, and the flour, provisions, &c., of Canada, are exchanged duty- free, a direct free-trade between the maritime and agricultural districts of British North America is now in full operation, from which New- foundland only is excluded — the necessities of that government forbid- ding her from taking off the duty on Canada flour. Her fish and oil are therefore treated as foreign in the Canadian ports. The subjoined statement shows the progressive imports into Canada of sugars iirom the British North American colonies : 1849. __.„.„-.- ^28,716 $114,864 1850 _...„-__ 51,317 205,268 1851. ....-._ „.._„....__ 67,325 269,300 It appears from the foregoing that the commerce of Canada is at present in a state of transition. No certain predictions can now be offered to show how far her efforts at commercial independence will be successful, or what influence she may be enabled to exert over the gen- eral commerce of the western lakes and adjoining districts. A short review of her position and resources will be the best mode of present- ing this question. THE COMMERCIAL PORTS OF CANADA. Qi6ebec.—lu latitude 46^ 48' north, longitude 71^ 12' west. Popula- tion in 1851, 42,052. Quebec is the most ancient, as well as the most important, port of Canada, and embraces the outports of Gaspe, New Carlisle, the Mag- dalen Islands, and several in the river below Quebec. The province of Canada extends eastward to the Straits of Belle-Isle, embracing the 362 Andrews' report on island of St. Paul, (between Newfoundland and Gape Breton,) the Magdalen islands, the Bird rocks, and Anticosti. In the Magdalens a sub-collector is stationed, who reported some $226,000 worth of ex- ports in 1848; but no return of inaports is taken, and no duties, appa- rently, are levied. The other islands are occupied only for light-houses and relief stations. The harbor of Quebec is not unlike that of New York — the island of Orleans serving as a barrier from a northeast sea, and, like Long Island, aflbrding two channels of approach. A frontage of about fifteen miles on both sides of the river not only affords the necessary wharves, but coves of sufficient magnitude to float some thirt}^ to forty millions of cubic feet of timber, about eighty millions of superficial feet of deals, besides staves, lathwood, &c. A fresh water tide, rising eighteen feet at '^ springs," offers no impediment to the shipment of timber, the great business of the port, the vessels so engaged being anchored in the stream, (which affords good holding-ground,) where their cargoes are floated to them at every tide. The tide extends ninety miles above Quebec, and the water does not become perfectly salt until an equal distance is reached below; thus there is a fresh-water tide of one hun- dred and eighty miles beyond the salt water, and sea navigation to Montreal, ninety miles farther, or two hundred and seventy miles from salt Vv^ater. The river navigation may be said to terminate about one hundred and fifty miles below Quebec, (where pilots are first taken,) but the combined gulf and river navigation extends upwards of seven hundred miles before we reach the Atlantic, with which it has no less than three connexions. The most northern of these — the straits of Belle-Isle— is in navigable order about five months, and affords a pas- sage to Liverpool more than two iiundred miles shorter than the route by Cape Race, making the distance from Quebec more than four hun- dred miles shorter than from New York. By using this passage the navigable route between the foot of Lake Ontario and any port in Britain is as short as that from New York harbor to the same port. The middle channel, by which the Atlantic is reached, is about fifty miles wide, and contains St. Paul's island, which, w^ith its two fight- houses, affords an excellent point of departure. By this channel Que- bec is brought nearer to any port in Europe, Africa, or the Indian ocean, than New York. The southern passage is known by the name of the Gut of Canso, and is invaluable to the fishing, coasting, and West India trade. The gulf of and river St. Lawrence have been most elaborately surveyed by the accurate and accomplished Captain Bayfield, Royal navy, an inspection of VN^hose charts is indispensable to a correct appre- ciation of the commercial qualities of this navigation. The exclusive monopoly by British ships of this route hitherto, the buoyant character of the cargo— timber, the ignorance of the masters, and excesses of the men, have been more fruitful causes of disaster than the natural con- tingencies of the route. Heretofore, in many instances, old and un- serviceable vessels, commanded by men whose pay was less than that of a good mechanic, were sent out in September for a cargo of timber. A month of dissipation in Quebec sent the crew to sea diminished in numbers by desertion, with weakened physical powers, and insufficient COLONIAL AND LAKE TRADE. 363 clothing. When, therefore, the cold November blasts in the gulf were encountered, for want of ordinary exertions, strength, and intelligence? the vessel went ashore. Notwithstanding, considering that over half a million of tons of shipping annually enter the St. Lawrence, it will be found that the per-centage of losses has been no greater than that of the British and Irish channels, or the keys of Florida.'^ The tonnage inward and outward, by sea, from Quebec and Mon- treal, for 1851, with the number of disasters within the gulf and river, was as follows : INWARD. OUTWARD. TOTAL. Ports. CD > O 1 > o 1 TO 1 > 6 1 i o ;-) Quebec ........ Montreal ...... 1,305 231 533,821 55,660 17,765 2,181 1,394 195 586,093 37,568 19,300 1,540 2,699 426 1,119,914 93,228 37,065 3,721 11 Total. . . . . . 1,536 589,481 19,946 1,589 623,661 20,840 3,125 1,213,142 40,786 11 The disasters at Key West, for the same year, were about fifty in number, and on the upper St. Lawrence, between Lake Superior and Montreal, two hundred and sixty-three ; where, says the reporter, ''five steamers, three propellers, and thirty-seven saihng vessels went out of existence entirely." Six hundred and eighty-eight sailing vessels, numbering 125,726 tons, and four steamers, giving 1,462 tons, form the list of wrecks of vessels belonging to the United Kingdom for 1850. Such an extent of land-locked navigation as the St. Lawrence pre- sents between the pilot-ground (near the Saguenay) and the Atlantic would be, in thick weather, or snow storms, considered hazardous, were it not for the great width of beating-ground, (nowhere less than twenty -five miles, and averaging over fifty,) the absence of all shoals or reefs in or near the channel, and the admirable soundings displayed by the charts. The trend of the Atlantic coasts of Newfoundland and Cape Breton converge upon St. Paul's island, a lofty and picturesque rock, for which a vessel may stand bold in a fog. Inside of St. Paul's a bank, with sixty fathoms, leads, by a direct line on its outer edge, clearing Anticosti, into the chops of the St. Lawrence ; northward of this line is deep water ; southward, regular soundings ; so that, in thick or foggy weather, the lead is an unerring guide. On entering the river the south shore gives uniform soundings all the way to the pilot-ground, the water shoaling so regularly that a vessel may at any point deter- mine her distance from the shore within a mile by the lead alone j while at all points she may approach this shore within this distancco *See Part X for statements of timber trade, and tonnage employed. 364 REPORT ON The admirable position of Pointe des Monts, (with a light-house one himdred feet above the water,) projecting with a bold shore several miles from the general trend of the north shore, forms, with its anchor- age on both sides, a common point of departure for inward and out- ward-bound vessels. The recent application of steam to ocean commerce greatly en- hances the value of this navigation ; particularly with reference to com- munication with Britain, the great centre of European steam navigation and commerce. The two great drawbacks to ocean steam navigation are, the quantity of fuel which must be carried and the resistance which a heavy sea offers to progress whether the wind be fair or foul. On the St. Lawrence route these are reduced to a minimum. The distance from the coast of Ireland to St. John, Newfoundland, or to the straits of Belle-Isle, is under 1,700 miles ; and coal is found in abundance, and of excellent steaming quahties, at several points in the Gulf of St. Lawrence. The remainder of the voyage to Quebec will be made in comparatively smooth water, as the steamer will run under the shelter of either shore, according to the direction of the wind. This notice of the position of the port of Quebec with reference to steam navigation with Europe has been deemed essential at this time, inasmuch as the government of Canada are now receiving proposals for the establishment of a line of screw-steamers to ply upon this route during the season of navigation, and to communicate with the terminus of the railroads from Canada, at Portland, for the present, and Halifax as soon as the scheme of a grand intercolonial railway from Quebec to Halifax shall have been carried out. It may now be proper to allude to the inducements which lead to this course — in other words, to the SEA-TRADE OF CANADA. The great staple of Quebec is timber, and hitherto her trade has been chiefly confined to this staple, Montreal being the point where the agricultural exports of the upper province are exchanged for the supplies of foreign goods required for the same districts. The timber is chiefly supplied by the Ottowa river, (which, with its numerous and important tributaries, drains an area of over ten thousand square miles of the finest pine-bearing land,) and also from the north shore of Lake Ontario, which is drained by a remarkable chain of lakes emptying through the rivers Otonabee and Trent, into the Bay of Quinte, (thus escaping the open water of Ontario,) from which the rafts are floated to Quebec. Thus, by the simple and inexpensive process of rafting, timber is borne by the current, at a cost of three or four cents per cubic foot, to Quebec, from a distance of six hundred miles — even from the lands drained by Hudson's bay and Lake Huron. The annual supply varies with the export, but seems capable of almost illimitable exten- sion. In 1846 the supply of square timber exceeded thirty-seven millions of cubic feet; that of sawed deals, sixty millions of feet, board measure; besides some fifty thousand tons of staves, lath- wood, &c. ; the whole (at the usual rate of forty cubic feet to the ton) amounting to COLONIAL AND LAKE TRADE » 365 one million six hundred and fifty thousand tons, and worth, at the ruling prices of that year, between five and six millions of dollars- Redacing the cubic to superficial measure, for the sake of comparison with Albany and Bangor, the supply of square timber and deals (exclusive of staves, lath-wood, &c.) brought to Quebec in that year exceeded five hundred millions of feet. The stock wintered over ex- ceeded twenty-one millions of cubic feet of timber, and the export twenty- four and a quarter millions, loading some thirteen or fourteen hundred vessels, of an aggregate tonnage of over half a million. The following shows the number and tonnage of vessels inward and outward in Quebec, with the export of white-pine timber, (the leading article,) for the last eight years : INWARD. OUTWARD. EXPORT OF WHITE PINE. Year. Vessels. Tons. Vessels. Tons. Cubic feet. 1844 1,232 1,489 1,480 1,210 1,188 1,184 1,196 1,305 451,142 576,541 568,225 479,124 452,436 465,088 465,804 533,821 1,239 1,499 1,467 1,215 1,194 1,243 1,275 1,394 453,894 584,540 572,373 489,817 457,430 481,227 494,021 586,093 11,950,438 15,828,880 14,392,220 9,626,440 1845 1846 1847 1848 10,709,680 1849 11,621,920 1850 13,040,520 1851 15,941,600 The greatest number of ships outward in any year previous to 1851 was in 1845, when 1,499 cleared out, with a tonnage of 584,540. In 1851 the number of vessels outward is less, but the tonnage is greater, than that of any former year. It must be remembered that, since 1845, the duty upon Baltic timber in Britain has been reduced. The value of exports from Quebec depends upon the market price of timber, which ranges nearly one hundred per cent. It was greatest in 1845, when the price of timber was highest, although the tonnage outward, which is the true measure of the commerce, was less than in 1851. The progress of the imports is an index of the prosperity of the port, as the articles are general merchandise, which do not fluctuate as much in value as the exports. The following is a statement of imports for a series of years at the port of Quebec: 1841.. _ „ - » » . ^217,917 $871,668 1842...., 216,670 866,680 1843.. , 402,227 1,608,908 1844.,. _ 655,869 2,623,476 1845 „ 712,398 2,849,592 1846.. ,.-....,,........ 750,983 3,003,932 1847.. . „ 796,917 3,187,668 1848 ,....._ 574,208 2,296,832 1849 438,673 1,754,692 „1850.. . .............................. 686,441 2,745,764 mbl..... ...................... ...... 833,904 3,335,616 366 ANDREWS REPORT ON The progress of exports inland, whicli for 1851 includes transit goods for United States, it shown as follows: Year. By sea. Inland. Total exports 1849 1850 1851 P, 833, 872 5^027,180 5,621,988 P30,988 162,912 755,588 cf 1,241, 215 1,297,523 2,594,394 $4,964,860 5,190,092 6,377,576 The imports of 1851 are exclusive of railway and other iron, im- ported in transitu, for western States, valued at $750,000. The imports at Quebec in 1851 greatly exceed those of any former year, and the whole business of the port, import and export, for the past year, probably equalled its best ones when under the protective policy of the mother country. In order, however, to present the sea-trade of Canada, it becomes necessary to treat Quebec and Montreal as one port. The value of the exports of Quebec is generally more than double those of Montreal, w^hile the imports of the latter are double those of Quebec. This latter difference is sensibl}^ lessening in favor of Quebec, as that city is now becoming the point of transhipment for goods in transit to western States, which will relatively greatly increase the value of her imports; while, as she will always be the timber mart, no corresponding decline of her exports is to be anticipated. Ships of the largest burden are brought up to Quebec by the tide, but the approach to Montreal is limited by the shallowness of water in Lake St. Peter, giving at low water only thirteen feet, and is burdened with a towage against the current of the river. The work of deepening Lake St. Peter is now in progress, with fair prospects of success, and in another year or tw^o vessels drawing fifteen feet water may come to Montreal. Vessels loading at Montreal are frequently obliged to lighter a por- tion of their cargo through the lake, and are, therefore, re-cleared at Quebec. Again, imports in the large ships which stop at Quebec are lightered up to Montreal; thus rendering it almost impossible to sepa- rate the commerce of the two ports. Again, by means of the ship-canals, the inland lake and river ports of Canada carry on a direct trade by sea ; and, although the regulations require their exports to be reported at tide-water, their direct imports are not noticed at Montreal or Quebec, but are passed up under a "frontier bond," and entered at the port of destination. In the following statement the imports in transit for the United States and those under frontier bond for Upper Canada poils are in- cluded : COLONIAL AND LAKE TRADE, 367 Gross trade of ports of Montreal and Quebec,— -Imports ami exports, 1851, Imports at Quebec Imports at Montreal Imports direct per inland ports, not reported elsewhere Total imports at and through Montreal and Quebec P, 091, 204 9,177,164 3,144,316 16,412,684 Exports from Quebec Exports from Montreal Exports from inland ports di- rect, not reported elsewhere . Total exports by sea and inland navigation ^5,623,988 2,503,916 4,512 B, 132, 416 which makes the gross value of the export and import trade of Mon- treal and Quebec for 1851 amount to $24,545,100. Ship-huilding. There are in Quebec about twenty-five ship-building establish mentSj and eight or ten floating docks, capable of receiving largest-class ves- sels. The class of vessels built range from 500 to 1,500 tons and up- wards, and there has been lately established a resident " Lloyd's sur- ve5^or," to inspect and class the ships. The average cost is as follows : Hull and spars - $22 to $30 per ton. Complete for sea „ . - , 32 to 40 " The number built were, in 1848, 24 square-rigged, 18,687 tons,^ 1849,28 '' " 23,828 '' 1850,32 '' '' 29,184 " 1851,40 " '' 38,909 '' Total tons. f 19,909 and smaller craft, j 24,396 making, in all j 30,387 [ 40,567 Trade and tonnas-e. The tonnage cleared outward to the lower colonies was : Year. Quebec. Montreal. Total. 1851 10,021 12,588 8,524 9,819 18 545 1850 22,407 The value of exports to the colonies by sea, and via the United States, and imports therefrom, has progressed as fbUows : Year. Exported by sea. Exported in bond, via the U. S. Total value of exports. Total value of imports. 1849 P16,581 202,194 241,791 P2,359 58,487 119,353 P48,940 260,681 361,144 P8,917 96,404 124,350 1850 1851 368 ANDREWS REPORT ON The following is a summary statement of the sea and inland trade of Canada, contracted for 1851: IMPORTS. EXPORTS. Total imports. Total exporta. Sea. Inland. Sea. Inland. f.15,324,348 $8,681,680 18,081,840 $J, 259, 888 $24,006,028 Pl, 341, 728 Inland exports, $3,259,888; imports, $8,681,680. Sea exports, $8,081,840; imports, $] 5,324,348. Total, $11,941,568 Total, $23,406,188 The exports inland are taken from the imports at United States cus- tom houses. This makes the reported value of the sea nearly double that of the inland trade, and makes the gross trade of Canada, or the value of her exports and imports for 1851, amount to $35,347,756, of which $24,000,000 are imports, and only $11,0U0,000 exports. In the exports there should be included the value of ships built for sale at Quebec, at least $1,000,000 more in 1851, and for undervaluation of exports inland a much larger sum ; so that a full estimate of the gross trade of Canada for 1851 will not fall short of a value of forty mil- lions of dollars. The pubhshed Canadian returns for 1850 contain no statement, either of imports in transitu for the United States, or those which pass up under frontier bond. There are, therefore, no means of comparing the above statement with former years. It has been shown heretofore that, in the staple of wheat and Hour, there has been a marked gain by the sea at the expense of the inland trade ; yet the importation inland has sensibly increased over that of 1850. The imports entered at inland ports, compared with those entered at Montreal and Quebec, were as follows : Ports. 1849. 1850. 1851. Montreal and Quebec .................... $6,523,232 5,491,336 18,931,868 8,050,200 #12,552,780 10,697,660 Inland ports.. .... Total.. 12,013,568 16,982,068 23,250,440 The value of imports from the colonies and ** other foreign countries'^ was as follows : Year. Colonies. Other foreign countries. Total. 1849 1195,668 385,616 497,400 $167,296 365,216 939,976 P62,964 750,832 1850 1851... 1,437; 376 1851. 47 vessels 35 do. 21 do. 8 do. 3 do. 2 do. 1 do. 0 do. 0 do. COLONIAL AND LAKE TRADE. 360 Much of the iaaports relurned as ''from other foreign countries " is made through the British North American colonies. The rapid increase of the former is, in a great measure, due to the trade with the latter. Sugars, &c., the growth of the Spanish West Indies, purchased in Halifax, are reported from '^ other foreign countries,^' in order to pass the lower invoice. The arrival of foreign vessels at Quebec in 1850 and 1851, the only two years in which they have been permitted to carry to England, has been as follows : 1850. Norway 45 vessels. United States 24 do. Prussia 19 do. Russia 3 do. Sweden 1 do. Mecklenburgc . 0 do. Hanover 2 do. Portugal 1 do. Holland 1 do. 96 do., 117 do., (making 37,554 tons.) (making 50,716 tons.) The abundance of freight in the shape of lumber at Quebec, guar- anteeing a tlill cargo outward to every vessel entering the port, must produce its effect on inward freights. More than three-fourths of the inward tonnage are now empty; but in raihoad iron, salt, and coal, the imports are rapidly increasing since the completion of the canals has let down lake vessels to carry these articles inland. The present regu- lations prevent American vessels from descending below Montreal, and are injurious to this commerce. Port of MontreaL Latitude 45^ 31' north, longitude 73^ 35' west; population in 3851, 57,715. This city, at the head of sea navigation proper, is the most popu- lous in British North America. Although not accessible (like Quebec) to the largest class of shipping, its position for a varied and extensive commerce is more commanding, inasmuch as it is the centre of a more fertile area, more numerous approaches, and possesses within itself every requisite for the support of a large population. Montreal is picturesquely situated at the foot of the *' Royal moun- tain," from which it takes its name, upon a large island, at the conflu- ence of the Ottawa and St. Lawrence, which, both in fertility and cul- tivation, is justly considered the garden of Canada East. The main branch of the Ottawa, which is the timber highway to Quebec, passes north o^ Montreal island, and enters the St. Lawrence about eighteen miles below the city. About one- third of its waters are, however, discharged into Lake St. Louis, and joining, but not ming- 24 370 Andrews' report on ling, at Caughnawaga, the two distinct bodies pass over the Sault St. Louis and the Norman rapids — the dark waters of the Ottawa washing the quays of Montreal, while the blue St. Lawrence occupies the other shore ; nor do they lose their distinctive character until they are several miles below Montreal. The quays of Montreal are unsurpassed by those of any city in America : built of sohd limestone, and uniting with the locks and cut- stone wharves of the Lachine canal, they present, for several miles, a display of continous masonry which has few parallels. Like the levees of the Ohio and Mississippi, no unsightly warehouses disfigure the river-side. A broad terrace, faced with gray limestone, the parapets of which are surmounted with a substantial iron railing, divides the city from the river tliroughout its whole extent. This arrangement, as w^ell as the substantial character of the quays, is a virtue of necessity, arising from remarkable local phenomena. Montreal being the terminus of many miles of broken water, embracing the rapids of the St. Lawrence, an extraordinary quantity of *' anchor" and " bondage" ice is brought down on the approach of winter, which is first arrested at the delta entering Lake St. Peter, forty miles below the city. The surface here, being covered by arrested ice, is quickly sohdified, against which the ceaseless flood of coming ice is checl^ed, drawn under, and finally arrested, until the whole river, for a distance of fifty miles, or more, is filled with ice, (as logs fill the boom in a mill- pond,) but packed, and jammed, and forced under, so as to occupy a considerable portion of the water-way of the river, which thereupon commences to rise in order to increase its area of discharge. The winter level of water in Montreal harbor remains permanently at a point some ten or fifteen feet above the summer one, covering the wharves, which are invisible until the departure of the ice. When the river has become sufficiently elevated to secure a passage for its w^aters, the floating masses on its surface are firmly bound together, presenting the rugged aspect of a quarry ; and, after several convulsive throes, the surface attains a state of rest. The advent of spring again breaks the calm, when, after some magnificent displays of hydraulic pressure, the ice departs en masse, and in twenty- four hours the navigation is re- sumed. It is while settling to rest for the winter, and when ''waking up" on the approach of spring, that the majestic phenomenon of an "ice-shove" is seen. During the elevation of the vast volume of the St. Lawrence some ten or fifteen feet and its return again to its bed, momentary ar- restations of both floating and submerged ice take place, when the river above instantly rises until a '' head" of water is accumulated which is fearfully irresistible. The solid crust of ice on the surface, two or three feet in thickness, is summarily and suddenly lifted and forced right and left ; a field of ice, perhaps of several square miles in area, is set in motion, and, crushing against the unyielding quays, is forced up- ward, until it is piled '' mountains high" on the terrace in front of the city. No warehouses can be erected on the water's edge without first placing an effectual barrier between them and the moving ice ; and no craft of any description can be laid up for the winter in this harbor, COLONIAL AND LAKE TRADE. 371 which present the unique spectacle of a thriving seaport, in which, for nearly five naonths, not a spar is to be seeno Montreal occupies the centre of an extensive plain, cut in every di- rection by the St. Lawrence and Ottawa, with their tributaries, form- ing several large and fertile islands contiguous to the main one occupied by the city. This plain, although nearly one thousand miles by the river from the Alantic, is scarcely elevated one hundred feet above tide-water, and, in the w^ords of the provincial geologist, '' constitutes the valley proper of the St. Lawrence, occupying a breadth of forty miles ; the nature of the materials of which it is composed (a deep and highly levigated deposite of argillaceous, arenaceous, and calcareous matter) rendering it impossible to conceive of a region more fitted for the purposes of agriculture." The sea tonnage of the port of Montreal was — Year. INWARD. OUTWARD. Number. Tons. Men. Number. Tons, Men. 1850 211 231 46,156 55,660 1,944 2,181 207 245 45,954 56,998 1,914 1851 2,254 The aggregate tonnage at Montreal and Quebec is greater than the whole tonnage outward by sea, because vessels partly laden at Mon- treal are recleared at Quebec. The above return refers only to ves- sels from and to sea. The tonnage of the port, registered under the imperial act, com- prises 185 vessels, making 20,000 tons. The progressive value of imports and duties collected is — Year. Imports. Duties. 1848 S5, 925, 672 6,183,892 7,172,792 9,179,224 ^561,916 767 404 1849 1850 1,032,636 1,256,760 1851 A new tariff came into operation on the 25th of April, 1849, in- creasing the duties an average of about thirty per cent, on former rates. The progressive exports have been — Year. By sea. Inland. Total. 1848 P, 288, 244 1,610,944 1,768,644 2,231,500 |44,496 90,016 89,560 272,416 #1,332,740 1,700,960 1849 1850 , 1,858,204 1851 2,503,916 372 ANDREWS' KEPORT ON The mode of keeping the provincial returns does not do justice either to the exports or imports of Montreal. Imports landed here for Toronto, Hamilton, and other inland ports, are not entered, but pass up under '' frontier bond," and are scattered over the inland ports. No aggregate accounts of these are published, and their value can only be ascer- tained at inland ports. The nominal value passed up under these " frontier bonds," as given at Montreal for 1851, v^as $1,805,140, At Quebec, the value of transit goods, both for foreign and domestic ex- port, is not ascertained. The exports do not include produce lightered over the bar in Lake St. Peter, or the cargoes of foreign vessels which must clear outward from Quebec. Fifty-three thousand barrels of flour, shipped at Mon- treal, are therefore included in the exports from Quebec for 1851. The total value thus taken from Montreal ibr 1851 was $379,132. The following are the countries imported from : Great Britain $7,358,989 United States „ - . 1,081,372 British North American colonies 252,292 Other foreign States, viz : West Indies, France, Portugal, Spain, Belgium, Holland, Sicity, Spanish West Indies, and China „ 484,512 Total 9,177,164 The trade between Montreal and the lower colonies is shown by the following statement of the value of imports and exports, and num- ber of barrels of flour sent in : Year. Total value of imports. Total value of exports. No. ofbbls.of flour exported. E,e marks. 1849.... 1850.... 1851.... $129,748 236,864 258,200 fil77,448 '435,736 480,728 35,082 77,461. 90,089 2,621 in foreign vessels, and therefore cleared from Quebec. The exports for 1851, being all cleared outward, are much greater than in any former year; but the imports of 1843 and 1844 were greater, because at that time all imports for Upper Canada were entered inward at Montreal, but, since the opening of the St. Lawrence canals, a great portion of these pass upwards, and are credited to the different inland ports. The trade between Montreal and the United States is divided with the frontier ports of St. John and Rouse's Point, on Lake Champlain, and cannot be separated. The imports entered at Montreal and St. John from the United States were : COLONIAL AND LAKE TRADE. 373 Year. Montreal. St. John. Total currency. Total dollars 1849... #532,292 772,104 1,081,372 #1,213,640 1,477,784 1,947,452 6^436,483 562,472 757,206 1,745,932 1850 2,249,888 3,028,824 1851 The exports were : Year, Montreal. St. John. Total currency. Total dollars. 1849 . $90,016 89,560 272,416 #955,028 1,214,836 905,276 c€261,261 326,349 294,423 1,045,044 1,305,396 1,177,692 1850 1851 The change here shown in the exports at St. John was caused chiefly by the movement of timber and lumber. Large quantities, in 1850, went to the Hudson river market through Lake Champlain ; but, in 1851, the Quebec market was the most profitable, and thither all shipments tended. Inland ports. The trade of the inland ports is somewhat complicated by the man- ner of making the imports. These consist of four classes, viz : Im- ports purchased in the United States. 2. Imports imported in bond through the United States. 3. Imports by sea, via Montreal and Que- bec, under frontier bond ; and lastly, imports, coastwise, of purchases in Montreal and Qubec, of which no account is kept. The value of imports, as shown by the custom-house, gives an indication of the direct trade only; none of the importance of the consumption of the port. There are about sixty-eight inland ports, of which about thirty are warehousing ones. Of these the trade of the greater number is ex- clusively with the United States, either in domestic or bonded articles. But the more important lake ports are rapidly establishing a direct trade by sea with the gulf ports and the lower colonies, and very probably will soon engage in the fisheries, for which they can fit out and provision at the cheapest rates. As the trade between Canada and the United States is almost wholty conducted through the inland ports, a summary of that trade is here given. The imports, as shown by the custom-houses of each country, are taken as the true measures of the exports of the other. The following statement shows the imports from, and exports to, Canada for the year 1851 : 374 ANDREWS REPORT ON Imports. Amount. Exports. Amount. Dutv-Davinp* .«.*.».. $1,624,462 1,593,324 94,464 Domestic. • • • • $5,495,873 In bond Foreiffn mider bond .........) Free Foreign not mider bond ) Total 3,440,363 Total 3,312,250 8,936,236 The active intercourse between Canada and the United States may be seen from the following statement of the tonnage inward and out- ward in 1851 : Inward. Outward. Totals, . American. British. American. British. Inward. Outward. Steam , 1,224,523 139,867 845,589 202,039 753,318 153,670 564,089 206,361 2,070,112 341,906 1,317,407 Sail 360,031 Total 1,364,390 1,047,628 906,988 770,450 2,412,028 1,677,438 Inivard and outward. Steam, American 1,977,841 British 1, 409,678 Sail, American 293,537 British 408,400 3,387,519 701,937 Total inward and outward, tons ►. 4,089,456 The comparative values of exports and imports have been- Year. Imports from Canada. Exports to Canada. 1849 $3,582,059 4,513,796 3,312,250 $4,971,420 ' 6 594 860 1850 1851.. 8,936,236; The decrease in the imports from Canada has been explained by the increased quantity which has descended the St. Lawrence to Montreal. The principal articles of import from Canada are flour, wheat, lum- ber, cattle and horses, oats, barley and rye, wool, butter, and eggs. The principal exports to Canada are tea, tobacco, cotton and woollen manufactures, hardware, sugars, leather and its manufactures, cofFee^ salt, India-rubber goods, hides, machinery, fruits, and wooden ware. Of the imports from Canada, $1,593,324 worth were received in COLONIAL A^jy LAKE TRADE. 375 bond, so that the value of Canada produce which paid duty was only about $1,600,000, while that of domestic export to Canada, on which duties were levied, was $5,495,873. The duty levied on imports from Canada for 1851 was $373,496, while that levied on exports to Canada (including bonded goods) amounted to $],190,956. The relative trade with the United States and other countries, at the leading inland ports, was as follows in 1851 : Toronto . . . Hamilton .. St. John, . , Kingston . . Stanley . . , Brockville . Prescott . . . Oakville. . . Cobourg' . . . Ports. Population in 1851. 30,775 14,112 3,215 11,585 3,246 2,146 3,871 Total value of imports from all parts. 12,601,932 2,198,300 1,948,460 1^026,292 292,636 239,712 122,452 212,844 142,376 From the United States. Value. $1,525,620 1,049,756 1,774,596 915,912 284,872 164,768 105,936 42,576 125,464 Duty col- lected. #235,780 165,124 244,492 62,584 47,232 28,036 11,316 5,284 13,940 The progress of the inland ports is shown by the values on imports for the following years : Ports. 1848. 1849. 1850. 1851. Toronto . . Hamilton St. John.. Kingston , Stanley . . Brockville Oakville . . Cobourg . . $788,900 941,380 1,106,692 303,788 151.608 106,228 27,660 52,268 $1,315,452 1,123,024 1,213,640 384,044 156,220 160,404 31,076 68,424 $2,538,888 1,583,132 1,477,784 499,040 208,452 231,940 41,564 87,244 $2,601,932 2,198,300 1,948,460 1,025,492 292,636 239,712 212,844 142,376 The principal inland ports upon Lake Erie are Stanley, Dover, Dunnville, Sarina, and Sandwich ; on Ontario, Toronto, Hamilton, Kingston, Belleville, Cobourg, Hope, Oakville, and Whitby ; on the St. Lawrence, Brockville, Prescott, and Gananoque ; and in Lower Canada, St. John, Phillipsburg, and Stanstead. The population of Toronto has doubled in the last ten years, and is now 30,000. Hamilton, now containing 14,000, has been equally pro- gressive. The imports show their commercial progress to have been equally rapid; and there can be little doubt that in Upper Canada the export of produce, and the import and consumption of all the substan- tial and necessary products of civilization, are as high per head as in the best agricultural districts of the United States. There yet remains one route of importation to be noticed, viz : via Hudson's bay and Lake Superior. Nearly one-half of the imports at Sault Ste. Marie are by this route. It is impossible to say what may yet be done in this quarter. The distance from the shores of Superior 376 ANDREWS REPORT ON to those of Hudson's ba}'' is no greater than that between the Hudson river, at Albany, and Lake Erie, at Buffalo; and the sea-route to Britain is shorter this way than by the lakes and Montreal, New York, or Boston. All the supplies and exports of the Hudson's Bay Company are carried by sea; and although the season of navigation is very limited, yet it embraces an important part of the year. The two following tables are important as showing the imports and exports inland: Dutiable imports (^principal articles) into Canada from the United States in 1851. Articles. Value, Tea Tobacco Cotton manufactures Woollen ... .do Hardware., .do Wooden-ware Machinery Boots and shoes Leather manufactures * ^ Hides Leather (tanned) Oil (not palm) Paper. Rice Sugar Molasses Salt Glass Coal Furs.o Silk manufactures India rubber, .do Dye-stuffs Coffee Fruit Fish Unenumerated Total value of dutiable imports from the United States in 1851 $893,219 403,860 565,124 446,260 318,844 53,724 85,768 42,592 47,388 89,204 126,232 47,804 32,996 19,920 S78,460 19,296 79,816 18,828 38,652 44,264 80,768 53,960 12,680 116,988 81,144 7,544 3,922,044 7,943,384 COLONIAL AND LAKE TRADE. 377 Exports (principal articles) from Canada to the United States in 1851. Articles. Quantity. Value. Ashes barrels. Lumber feet. Shingles Cattle, of all kinds and sizes .head. Horses do . , Wool pounds. Wheat .bushels. Flour barrels. Barley and rye bushels. Beans and peas, .do. . . Oats do. .. Butter cwt. Eggs dozens . Unenumerated Total value of exports to the United States. 2,551 113,416 12,374 12,989 3,747 163,644 708,400 331,978 146,552 85,200 517,405 3,560 474,481 $65,992 766,628 20,732 140,176 185,848 41,896 491,760 1,181,484 75,596 41,588 135,708 38,004 38,008 1,705,664 4,929,084 The above return is from Canadian customs, and exceeds, in the gross value, the amount of imports into the United States from Canada, as shown by the United States customs. In concluding the notice of the inland trade, the following tables — showing the nature and extent of the ''bonded" export and import be- tween Canada and other countries, made inland via the United States, under the ''drawback law" — are submitted: Statement sJioiving Canadian yroduce^, ^6-., received in and Boston in 1851. bond at New York Articles. Ashes. . . Flour barrels . . . . Wheat . . . .bushels <{ barrels \ cases C kegs... . . . . Butter. . < tubs ( barrels Wine pipes C cases Furs . . . . ] puncheons . ( casks ( barrels ' ( bushels . . . . Unenumerated Peas. . Value. l>le\Y York. Quantity. 250,352 712,403 2,000 6 1,340 23 1 151 13 3 3 2,521 5,641 Value. P46,814 481,213 ' 62,562 8,791 7,631 6,347 5,651 8,084 1,427,093 Boston. Quantity. 28,763 15,030 151 1,069 kegs & tubs. 2,815 Value. §96,256 8,628 2,521 7,466 1,082 3,488 119,441 Total value. P, 546, 534 The following statement shows the value of goods transported in bond to Canada from the same ports : 378 ANDREWS REPORT ON Articles. Dry goods Railroad iron Sugars Books Preserved fruit Wine Hardware Jewelry Hides Leather manufactures Silks Cigars.. Unenumerated Total VALUE FROM New York. $66,942 108,534 107; 049 20,306 27,776 15,820 19,516 2,255 18,029 13,158 16,206 19,007 115,544 548,142 Boston. #518,557 9,075 936 16,709 28,046 3,162 560 338 13,388 590,771 Total value. §585,499 108,534 107,049 23,381 28,712 15,820 36,225 30,301 19,191 13,718 16,206 19,345 128,932 1,138,913 The greater value of the imports is made through Boston ; but of the exports through New York. Wheat and flour form the principal articles of bonded export. The following shows Canadian wheat and flour received and exported at New York for the last three years : Received- Exported. Year. Wheat. Flour. Wlieat. Flour. Quantity. Talue. Quantity. Yalue. Quantity. Value. Quantity. Yalue. 1849 1850 1851 Bushels. 320, 574 723,553 712,403 $232,250 504,715 481, 213 Barrels. 210, 452 282, 280 250, 352 $777,416 1,036,218 846, 814 Bushels. 297, 730 667,132 513,842 $216,369 475, 311 349,234 Barrels. 206, 343 252, 037 175,342 $767,891 966,549 602, 684 Total.. 1,756,530 1,218,178 743, 084 2,660,448 1,478,704 1,040,914 633,723 2,337,124 Totals in three years. Articles. Received. Exported. Quantity. Value. Quantity. Value. Wheat, bushels Flour, barrels .....■.....■• 1,756,536 743,084 §1,218,178 2,660,448 1,478,704 633,722 P, 040, 914 2,337,124 Value. 3,878,626 The following returns, nntil 1849, include the export to Canada ; after which a separate account with Canada was kept, and the last three years refer only to the lower colonies. It will be observed that since 1849 the '' domestic" export has decreased, while the '^ foreign" (that is, Canada flour in bond) has increased. Thus it will be seen COLONIAL AND LAKE TRADE. 379 that in 1849 the United States furnished for the consumption of the lower colonies more than three times the quantity of flour furnished by Canada, and that in two years thereafter Canadian flotir gained the as- cendency ; but, talking wheat and flour collectively, the supply of breadstuffs is about equally divided between the two countries : Export of flour aiid wheat from the United States to the British North American colonies. Year ending Domestic. Foreign, (from Canada.) Total exports. June 30— Flour, bbls. Wheat, bus. Flour, bbls. Wheat, bus. Flour, bbls. Wheat, bus. 1846 310,091 272,299 274,206 294,891 214,934 200,664 545,068 919,058 309,789 305,383 198,319 216,971 310,091 272,299 281,660 299,202 254,657 280,470 545,068 1847 919,058 312,492 1848 7,054 4,311 39,723 79,806 2,703 ***24,*932" 24,259 1849 305,383 1850 223,251 1851 241,230 Comparative export of Canadian and American flour to the lower colonies. AMERICAN, CANADIAN. TOTAL. Year ending June 30 — Flour. Flour by sea.* Bounded via United States.f Taken by lower colonies. 1846 Barrels. 310,091 272,299 274,206 294,891 214,934 200,664 Barrels. 35,152 66,195 65,834 79,492 140,872 154,766 Barrels. Barrels. 345 243 1847 338,494 1848 7,454 4,311 39,723 79,806 347 594 1849 378 694 1850 , 394,429 1851. 435 23fl - Year ending December 31. t Year ending June 30. Ha.ving noticed the sea and inland trade separately, a summary and comparative statement of the trade of Canada with all countries for the last three years is submitted. The value of exports to the United States for 1851 is here taken from Canadian returns, in order to com- pare with the like values of 1849 and 1850, which were taken from the same source. ■380 ANDREWS' REPORT ON 00 00 00 ^ ooico to cn t- G^^O^CfJ^ QQ tj cToTc^T "d o rH t- Cr> CO o ^ o ^ z ^ i2 cxTcTcT ■rf c oocvo 1 0-. o^a>^c^ a cT'^co' '-^ rHr-fCM 00 CO -^ 6 C3 to »0 CO i ^ to 00 13 1 o'co'qcT > CQ rH to 3^rH j-( w H 'rl O 00 CO O CO t^ o S CO CO Oi u o s t- asc?i O) CO t- CO "5 T-H CO en -^ o HH rt QOCO-^ CQ t- CO O i CO t- 1-H •r* Ph ccTocTt-^ Ame value coo CO '^ GOOi ^ m o-S 00 o o ^g ^^ |§ o a to t— t- (yi r-^CO-* 'fi^ ^ PQ M oooo coco oo o3 CO J 1 oTr-Tar 'cS CM toco {> -^ OiOi re' CrT"^^ O =5©= "cd OQ ooco G^COCO Ti i2 '^QO^C^ (X) o r-T'^ri^'crr 'M t— Oi CO ai to OS U) M •^co^ocT -m^ CO o -^ 0300 cooo t- s P^ to ^ CO -^ 'c3 "fH C^OOO PQ — (CTvK^ O 0^)00 ■^ cd o a* s to'r-Tco" P t- CO t- o CO CO 00 hH crTaTcr ^.* cd CD {>^ o^ o ^ 1 "^ to to [ 000000 r- t— ! r ^ O ri^ CD(> CM CO -* tocr en o t- en ^^J r— i COCM O Cv en i r-^ •^^G^oc CO t-iOO CO t- o d CD COCOCOt- ^ to ^ S" 00 O OJ 'M .S ,— 1 to CO CO a ) 00 cd CO 00 CO c; ? Oi 1 (MCOGN{C£ ) t- 00 to o tr 3 cji c* toco-^ ^ to tO'-* 00 '^ ' a i~(QO J— ( CM ^ G^CO ^C 5 CM CO coco '^^ •A t— o to to CV" > •^ to 00 to -=ti oc 3 CO 00 Ot-tOC 5 to CDQO ^ r- ^ o Cn COr-l r- H CO m I— f i—i CO -M =^ !-i o 0) ^ o o CO -^ h O OJ CM en c } CO « CO O CO c 3 O^ ;^ CO to to CO "^ cc r G^r B 00 CO '*c3:>a' D CO r— 1 -^to^^ h CO •^ T-l rH l>> c+H rH rH GN! o =^ o ;:3 1 — 1 d > 00 00 coa ) O o 00 en cc > CO t- ^ en I- - CO ^ en T-H .-Hi- o 00 CO o coa ) GnI O ^ CO T- ^ *^ (M 00 r-T T—J G^ ^^= rr 0) 'S O '~o O s f4 o H o <-< r4 ^^ rt ^^T Is^l s-a-^^'5 c 1— pq O 1 COLONIAL AND LAKE TRADE. 381 In none of the foregoing imports is the value of railroad iron, &c.y brought via Quebec, in transit for the United States, included. Neither do the exports include the value of ships built at Quebec and sold in England. The value of transit goods for the United States in 1851 was $750,000 The value of ships built for sale at Quebec, 3,900 tons, at £9, £351,000 1,404,000 2,154,000 with which addition the gross trade of Canada for 1851 amounts to $38,200,256. THE PUBLIC WORKS OF CANADA. There is no country which possesses canals of the magnitude and importance of those in Canada. The elevation from tide-water to Lake Ontario (exceeding two hundred feet) is overcome by seven canals of various lengths, from twelve miles to one mile, (but in the aggregate only forty-one miles of canal,) having locks two hundred feet in length between the gates, and forty-five feet in wddth, with an excavated trunk, from one hundred to one hundred and forty wide on the water-surface and a depth often feet water. From Lake Ontario to Lake Erie, an elevation of three hundred and thirty feet is surmounted by a canal twenty-eight miles in length, with about thirty cut-stone locks one hundred and fifty feet long, by tw^entj^- six and a half feet wide, designed for propellers and sail craft. These locks will pass a craft of about five hundred tons burden, while those on the St. Lawrence have a capacity double this amount. The total cost of this navigation may be set down at twelve millions of dollars. The St. Lawrence canal was designed for paddle-steamers, which are required as tugs, or to ascend against the current ; but from the magnitude of the rapids and their regular inclination, the aid of the locks is not required in descending the river. Large steamers, drawing seven feet water, with passengers and the mails, leave the foot of Lake Ontario in the morning, and reach the wharves at Montreal by daylight, without passing through a single lock. At some of the rapids there are obstacles preventing the descent of deeply-laden craft, but the govern- ment are about to give the main channel in all the rapids a depth of ten feet water, when the whole descending trade by steam will keep the river, leaving the canals to the ascending craft. The time required for the descent of a freight-steamer from the head of Lake Ontario to Montreal is forty-eight hours; the rates of freight have ranged from twelve and a half cents (the lowest) per barrel, for flour, to twenty-five cents, including tolls. The upward trip requires about sixty hours, and the freight per ton ranges from $1 50 to $3 for heavy goods. The ruling freight on raih'oad iron last year from Montreal to Cleveland was $2 50 per gross ton, and for the return cargo of flour thirty cents per barrel, tolls included in both cases. These rates are yet fluctuating, as the long voyage is new, and are 382 ANDREWS REPORT ON SO much influenced by the amount of up-cargo obtained that they cannot yet be considered settled. It is believed that the freight on flour from Lake Erie to Montreal (including tolls) will be brought down to twenty cents, and on iron up to $2. The construction of a ship-canal from the St. Lawrence to Lake Champlain, so as to bring the propellers of Chicago to Burlington and Whitehall, is now engaging the consideration of the Canadian govern- ment. This project originated with the Hon. John Young, chief commissioner of public works in Canada ; and there is little doubt, from the favor it has received from the public, that it will be speedily accomplished. The cost would only be between $1,500,000 and $2,000,000, and its construction is indispensable to protect the rev- enues of the St. Lawrence canals from the competition of the Ogdens- burg railroad. The construction of such a work must produce a cor- responding enlargement of the Northern New York canal, whereupon there will be a connexion between Lake Erie and tide-water on the Hudson, via the St. Lawrence, which may be navigated, without transshipment, downward in four, and upivai'd in five days. The returns of trade on the Canadian canals give indication of de- cided and satisfactory progress in the lea^ding articles of up and down freight. The receipts for tolls upon the Welland canal in 1851 are thirty- three per cent, higher than in 1850. On the St. Lawrence, although tonnage has increased, the tolls have not — the revenue being here reduced by rebatement of toll on cargoes which have passed the Welland. The following shows the progress of leading articles of up and down freight on the Welland canal in 1850 and 1851 : Down Trade. Articles. 1850. 1851. Wheat bushels. Corn do . . . Flour .barrels. Coal tons. Hams, lard, and lard oil pounds. 3,232,986 575,920 396,420 5,053 3,982,720 4,326,336 1,553,800 525,170 6,462 8,485,120 The increase is greater than shown by these figures — the column for 1850 being the whole down trade ; while that for 1851 shows the entries at Port Colborne only — the whole down trade not being attainable. U'p trade. Articles. 1850. 1851. Railroad iron pounds. . Cast and wrought iron nails and spikes do ... . General merchandise. . , do. . . . Sugar, molasses, and coffee. ^ do. . . . Pig and scrap iron o do. . . . 75,803,840 16,486,400 17,958,080 7,781,760 6,648,320 156,784,320 26,093,760 24; 064, 320 19,350,320 14,519,680 COLONIAL AND LAKE TRADE. 383 The gross tolls received from the Welland canal in 1850 were $151,703 Do. . . „ do do 1851.. . . . 200,000 ST. LAWRENCE CANALS. The comparative movement of leading articles on these canals for 1850 and 1851 was as follows : Down trader Articles. 1850. 1851. Flour .barrels . . 643,352 415,510 75,480 731,412 Wheat bushels. . Ho 654,731 122,310 Z7p trade. Articles. 1850. 1851. Railroad iron pounds Pig and scrap iron do . . Wrought iron nails and spikes do. . Stone, glass, and earthenware do. . Coal tons General merchandise pounds 39,179,840 22,077,440 20,742,400 4,079,040 1,282| No return. 61,900,160 22,723,120 25,527,040 5,723,838 2,468 28,913,920 Vessels which passed the several canals during the year 1851 : British. No. Tonnage. Tolls. "Welland canal,. 3,357 6,656 1,517 1,998 1,926 363,221 505,197 81,594 380,649 99,561 ^1 , 628 St. Lawrence canal 1,447 Ohambly canal 193 Rurlino'ton R canal ........................ 230 St Anne's lock. .•....................«..■••• 309 15,454 1,430,172 3,809 American. No. Tonnage. Tolls. Welland canal St. Lawrence canal. Chambly canal Burlington B. canal St. Anne's lock. . . . 2,336 278 210 535 3,420 409,402 21,013 9,147 101,261 2,846 553,669 ^2,436 64 27 61 8 2,598 384 ANDREWS REPORT ON Total British and foreign— 18,874 vessels; 1,973,841 tons; toll, ^6,407. The total movement on the canals for 1851 and three years previous is as follows: Welland canal. Tons Passengers Tonnage of vessels 1848. 307,611 2,487 372,854 1849. 351,596 1,640 468,410 1850. 399,600 1,930 588,100 1851. 691,627 . 4,758 772,623 St* Lawrence canal. 1848. 1849. 1850. 1851. Tons 164,627 2,071 5,648 213,153 26,997 5,448 288,103 35,932 6,169 ^50 400 PassGnP*prs 33 407 Tonnafe of vessels ••< <>•< 6,934 Chamhlij canal. 1848. 1849. 1850. 1851. Tons 17,835 470 659 77,216 8,430 1,264 109,040 278 2,878 110,726 1 860 Passeno'ers '^Tonnao'e of vessels 1,727 The receipts of 1851 were £76,216 ; expenses £12,286. Of the gross tolls the Welland produced £48,241, and the St. Lawrence £21,276. But a most decided proof of the success of the Canadian canals is to be found in the frequent and important reductions which have been made in the tolls of the Erie canal since 1845, the j'-ear in which the enlarged Welland canal first came into serious competition with the route tlirough Buffalo. The pohcy of the State of New York has been not only to obtain the largest possible revenue from her canals, but also to protect her own manufactures and products against competition from other quarters ; and this she has been enabled hitherto most effectually to accomplish, by levying discriminating tolls. Thus foreign salt was excluded from the western States by a rate of toll about twice its whole value. The toll upon this article in 1845 was three cents per 1,000 lbs. per mile, or $21 78 per ton of 2,000 lbs., (about three dollars per bar- rel ;) while the toll upon New York State salt was only one-thirteenth part of that upon the foreign article. In 1846, (the first year after the COLONIAL AND LAKE TRADE. 385 opening of the enlarged Welland canal,) the tolls on foreign salt were reduced one-halfj and a still greater amount on New York State salt* The next year a further redaction of thirty-three per cent, took place ; and in 1850 the toll was again reduced one-half, so that it is now only one-sixth the rate charged in 1845 ; but it is still subject to a tax five times as great as that paid by New York State salt. In like manner railroad iron, in 1845, paid a toll of nine mills ; in 1846 this was reduced to five mills ; in 1850, to four mills ; in 1851, to two and a half mills | and in 1852, to one and a half mill. Almost every other article of heavy goods and merchandise for up-freight has likewise undergone frequent and heavy reductions in toll on the Erie canal, since the Welland and St. Lawrence came into competition with it. In the down trade, flour and wheat have been reduced thirty-three per cent.; corn and oats, from four and a half mills to two mills ; pork, bacon, lard, and lard oil, from four and a half mills to one and a half mill; beef, butter, cheese, tallow, beer, cider, vinegar, from four and a half to three mills. Almost every other article of down-freight has undergone like reductions. Likewise the discrimination in favor of pot and pearl ashes and window glass manufactured in New York State has been abandoned ; the State retaining only a discriminating toll against salt and gypsum from other States or countries. There can be no question but that the whole western countr}^ would have been annually taxed, both upon their exports and imports, a much larger amount than is now paid by them, in order to swell the revenue of the Erie canal, had it not been for the healthful competition of the Canadian works. As an example : the reduction in the tolls on railroad iron since 1845 amounts to $5 44 per ton of 2,000 lbs. The amount of this iron which reached Lake Erie in 1851 was— By Erie canal to Buffalo ......_ ...._.....__ 46,876,427 By Welland canal to Lake Erie „.„....,„»..„„„„-„„., „ 156,784,320 203,660,747 equal to lOljSSO tons of 2,000 lbs.; and the reduced toll on this one ar- ticle would be $553,955 20. It has been estimated by the late Hon. Robert Ilantoul, jr., M. C, that the northwest will require 100,000 tons of railroad iron per annum for the next five 5^ears, upon which they will now pay more than half a million of dollars less, in tolls alone, than tliey would have paid before the enlarged Welland canal was opened* Again I over 220,000 tons of wheat and flour, and 150,000 tons of corn, from western States, w^ere shipped eastward from Buffalo in 1851, the reduction on the tolls of which amounts to $512,830 from the rates of 1845 ; besides some 185,000 tons of wheat and flour^ and 40,000 tons of corn which passed down through the Welland, to the most of which die reduced toll should be applied. Thus the eastern States, in their imports of three articles from the West, as well as the ^vestern ones, in their import of one article froiii the East, have eaclt obtained a reduction of transit dues amounting to over half a million of dollars, which is mainly to be ascribed to the construction of the ship-canals of Canada, 25 386 Andrews' re poet on Again : the tolls on the Erie canal upon tobacco are four tinfjes greatef if '' going from tide-water" than if "going toward''^ it, by which policy it is hoped to draw this article from the lower Ohio, Missouri, &c., to the eastern States and the seaboard through this canal. This discrim- ination in direction has been abandoned in respect of other articles^ and will follow with tobacco, because no similar distinctions are made on the Welland. The auditor of the canal department, in his report on the tolls, trader and tonnage for 1850, bears the following evidence to the influence of the Welland canal : "The diversion of western trade from Buffalo to Oswego has also considerably affected the revenue. While there has been 36,475 tons less of this trade entered the canal at Buffalo in 1850 than in 1849, the western tonnage coming in at Oswego has increased by 41,664 tons." The State engineer of New York, in his report of February, 1851, urging the necessity of the enlargement of the Erie canal, says that its full capacity will be reached in 1852, and, after remarking that th6 cost of transport is one and a half cent per ton per mile, says, "There are lines of communication now built, and in progress of construction, which can take freight at a cheaper ratef and, after alluding to the Og- densburg railroad, he says, "But there is another, and I apprehend a still cheaper route, bij water to Lake Champlain, soon to come into competition at the North-, which will produce as cheap or cheaper rates to Boston than the above. The freight by that route afloat on Lake Champlain may find cheaper transport to New York than to Boston^ It will not pass through the Erie canal, and will be diverted from Al- bany by cheaper routes." Lastly, he says, "Canada and Boston have not yet perfected all their works. All will soon have their whole ma- chinery in motion. Their plans are not the product of blindness or folly— they are the results of good judgment and a just appreciation of the great boon sought and the best means of attainment."' The effect of the Canadian navigation on the imports of western States is ascertained by the 5C,000 tons of iron (American property) imported last year via Quebec. The large amount of tonnage entering Quebec in ballast in quest of timber will bring in coal, iron, slate, salty and other heavy articles at about half the rates now charged on. these articles to New York. While, therefore, ocean freights inward are so much less than at New York, the abundance of timber enhances all other freights outward to more than double that from New York. The position of the two ports is reversed : it is the outward voyage which pays at Quebec, while at New York flour has been carried out for six pence sterling per barrel to Liverpool. When the effect of the repeal of the navigation laws brings more vessels into Quebec than are required for timber, outward freights from the lakes may pour down the St. Lawrence, and the rates of freight come down to a standard which will make the whole cost of shipment from the lakes to Europe via the St. Lawrence as favorable as via New York. COLONIAL AND LAKE TRADEe 387 THE MAGDALEN ISLANDS. This group of islands occupies a prominent position, almost in the centre of the Gulf of St. Lawrence, and directly in the track of vessels bound up the gulf for Quebec. Including the Bird and Brion islands, which evidently form part of the group, the whole length of the range is about fifty-six miles in an east-northeast direction. Amherst island, the most southern of the chain, is nearly oval, nearly six miles in length, and three and a half in extreme width. Its harbor is the best in the chain, with a narrow but straight entrance, over a soft ooze bar, for vessels drawing eleven to twelve feet water. This island is eighteen leagues northwest of Cape Breton; the same north- ward of Prince Edward island. It is thirty-six leagues from the nearest point of Newfoundland, seventy-five leagues from the French settle- ments at St. Pierre and Miquelon, and one hundred and eighty leagues eastward of Quebec. The central portions of the Magdalen islands rise into hills, varying from two hundred to five hundred and eighty feet above the sea , their tops are rounded. On the sides of these hills are found stratified de- posites of sandstones and ochreous clays, wdth gypsum in the hollows and basins, and also occasionally in veins. The water of many springs and rivulets is so salt as to be unfit for use ; and although rock salt has not yet been found, yet it is believed to exist in these islands. The gypsam forms an article of export. On one of the group it is found of exceeding fine quality, and very white, approaching to ala- baster in purity. The principal dependence of the inhabitants is upon the cod fishery, although they also prosecute the herring and seal fisheries to some extent. There are at present upon these islands about two thousand inhabit- ants, the majority of w^hom are French Acadians. The fisheries around the Magdalen islands are very excellent, and afford a profitable return to the industry of those who prosecute them. If arrangements were entered into by which our citizens could have the right of setting up fishing stations on these islands, and of prose- cuting the various prohfic fisheries in the surrounding seas, it would be of very great advantage to them, and open a wide field for their energy and enterprise. They would also gain the early and late fisheries, from which they are now debarred, whose advantages have been already mentioned. These islands were formerly attached to the government of New^- foundland, but at present they are under the jurisdiction of the 'Cana- dian government. The whole group was granted by the British gov- ernment to Admiral Sir Isaac Coffin, R. N., for distinguished services ; by him they were bequeathed in strict entail to his nephew, Captain John Townseod Coffin, R. N., the present proprietor, and to his heirs male forever. The value of the various products of the fisheries exported from the Magdalen islands in 1848 was $224,000 ; but it is beheved that this did not include large quantities of such products carried off in fishing 388 ANDREWS^ REPORT OW vessels not cleared at the custom-house. But even the amount men- tioned is quite large as compared with the population, and furnishes proof of the bountiful abundance of the fisheries in the vicinity of the Magdalens, which need only the preserving industry, energy, and skill of our fishermen to be rendered a mine of wealth. dOLONIAI. AND LAKE TRADE. 389 o E-i O H o o o o^cousooooc^r-icrscoioajcsfcrocMt- •^^oo^'^qo^ 1 pa o i-coto?otOT-Hcr3.tn>co— - C^ (M «0 '<*'«:»* -^ tQ i^ W5 ^ CO O^ O O CX) (71 ''^ CO LQ tH rH r-t rHr-l 1 -<^t-COC^COr-iOOiOi-fOOC£iCOOOCOCM^rHiO rHrHC0Cv!C^C?^C0C0C0r-l'>:«'*'^CO> s n3 5 H : '^OtO-^QO-^O-rHG^CyjiOt^-^OOID'^asCvJCO a3i>.cocoi>>'^ai(M'*oto-t-«^tococ• O t- O ^f^OGVJ(7^tOi— t-QOG^ COt^iOOrHr-lCOCOiO CO-t^ C:>COiOtOUOt-'OCO r-rr-Tr-Tr-n'r-rr-rr-rr-r r-Tf-n'r-rr-rcrG^cffco' 1 O Eh lO l>- O O CO lO <^ C^ O -^ CO 1-H t-t O 00 O }>• O? CO cr)COcoxDa5t--'^ccoG^-*c;cooi>-r-ia5coioi— i-'^ c£>-::Ht-co-=fir5>-icocooG^oa)a:>c-^co'=tii— 1 r-ICi?CviC^C5CMC^(MCMrHC0(MCMCM»O^i0^iO s iO-^-*cocot-o:(— 't-t-cocoiOG^coor^c?-^ r-iCDl>>'^0O(X)pHa3.!u0T-H00COa:>CD'^rr'C£300CO CO !>" UO O r-t rH CO CO to CO !>> CO to >0 <^ t^ CM ^3 so in O Q TO r-i 00 -^ O CO 00 00 r-i T-^ r-f —* O? CO t- 00 to '^ to CO ^-cotOT-^a5:^!coococoCT5*Ot-lloa5^--lO-HrH tOf— iC^CiOt-t-iai'Oioioooast-cot^ojtoo aiOto<£)G^o?i— ltool-^cn)•locoo-GSicoG^a:)tocoQOO-<:t-'5t^C0(MO0:ia5OCMt-0000-=:)^Q0r-it-O00rH rHr-HCOC^JGSlf-tCSiCOCOCvit-itOCOt^COt-OSOOO rH ■"^COC^-^050i?tOrHr-ia5C^a5^^C?tOCDa5tOtO OOOOt-G^OJi-HCTiOtOCOtitiOT-irHCOCOCOt-C^ r-1 oj o c^ --J o c© t- en ooor-'tooorHcocoooai ^ ^ C^r4'rH'rH'c7rr-rrH'rH"T-rC^t: o o T-+ fl ;^ ^ ^ g oa>-«o OOIO f5 eo -M 00 tH»OQ0 lO <' rjib- r-t ^^ ^ Tfco" s TM T-t ^■:^t ^ ::^i: ■X 005 o eocoio t— cc i O r-^eo T-ICSIOS. o (?; lO lOOO fc-CClO rH lO 00 w «ooo tHo" 00 (?) .9 t-ItH T-l tH Ki ^>^;^ ^::)?! ^ O^COOO 00 -^O «o iOr-l 1- COTjHOi as. i ^•1-l-rjl OS. P3^ T-l jfi" it^OS s" ■ f ;^ ^ ^^1 ^ C^ lOOi «o OG=l T-it- (M «0 -rt^ lO 05lO t- 00 CO 00 1-t ^^ ,. lO tH-H €0T}^»O SoO 1-i 1 00 1 tH ?fd^ '*« f ■ ^' ^ j r-t I \ r}*a3O0 •^■^co eo o•^^ Gcj r ci COOtH COtOTi^ co«o -^ =* t-co CM T1«o C^ i00«0 TH OSr- T-l GO '■ a "^O-H co^oa QO" »o«o O I oa.oo ca^* GO CO <» I c« ^ Ot-I o"or ^•~t-'~^'- co" erTio' TjT { t-oo T-l CO <^ o< :^ ^g:^ ^ eo-Qoo b- fiOC lO Ot-iO «o i^^ b- i } ^ -* ;:^^;:^ ^ X ^ rj^^-lcc csieoo t- 00 CO 00 d "^ t-H Oa t- O lO iO IOtH «0 «0 rJHSr— «o . t- OS- T-l co- oTo" rj^T-TxcT .^•^ ; -"dTrH cT ^■rtl- ^•^Ti+ c» C^ G^ tH «o b- lOOS lO Tj^O o 00 r- o § CO^Ci «£> o o o. o 1^ 3 !» O^'. i ^ra^ara 13 ^. ^ TJ :| M \ PI'S o i o ■Si si '3 Q ^' c3 " "o - +J 1 bos: H i COLONIAL AND LAKE TRADE* 391 1 < 00 ^ ^ ?x, ^; ^ >«*" O ^ ^ s 1^ • ^ 1 ^ ;:^^ !^ r«C> O o ?:e -s> ^ ?-, o ?^ s I CO 6 ^1 l-< C5 tH CO 50 10 (:-«£> 1— 'GOlOt-OOlClOOOCOO lO o 00 lO -M Ot-h CO OO COt-I (M CO cot-o oj c: «o o^ «o 00 eomcM c^ oo'"oo''«o'~oo'"cr OilOOTHlO-Mb-CO-^0500 COt-l^lOiOCOOOOOOlOlO T)HTl-THCiiOb-. O CO t^ to coo ooo o <0 00 CO ^. , , „. . ^ -tH Oi CO fS10 HC0l0l0TH05t-C0iO»O r^ "^ '^ '^ h 1~, Oo't-T '"1 T-( COiO-MCOt-THOOO cy.-, "^tH^ "^ »0 «o 05 oo'^'o" «oc5i ooo CS5 C5 00 c:> cTcm'co" «5 C^ ^ O CO^OO^J GQt-( CM tH CO T-1 coco ooco CO'* «OC^(MC^«0005->?f^'^eC«OCOCOC-10000COOOT'*p C07-(r-'JOt^-*)n<>500COC5C^COt^lOOi" — --' Ci iO b- lO Ci O-l O CO Ci tH lO C^ 0> '^ T COJOr-ICOt^T-IGOCM (M^O r-( CNI iO T-l D05OOOCMCC«0C0«OC0C0C000«DCCJO-^T:t ;o 0 • • i : : of ; ; • • 00 ^- CO o> • • -G^ TdA cooo ; • • ^"co^o" • 0 . GO : : g H i . • -^ .§11 III m CJXHCMCOCC^CDCM CO. GO to COr-OCCOlO^-CSCMlO — T-ii— CO -COC^^d^J— >H lOCliC't-- t-b-. JO CO COt-^t- 1— 1<^ i-i t~ t^ ''tl CO CM OtH coo tH • rl CO b- tH OO r-)-rH07HG^.rH-i-iCOTt*^05^rHCl tH • ; *. '- CO : : g;; • • tH g : : : : :^§ . . . .iOO • • ' • -^"seT : : : :| : :i : i^ 0 • • • qp 1 . . . . b- °. '• oT 'til S fl jii 1 i : : : i^ i yi . GO • • •iO • • !^ : : ?2§ : : COiO ^ •; rfco j •' • • 0 • • 0 . • -^ : : ^ ij3 CD'S • M ' ;o5 : ; : : ;iO • ; ; • '.(S ; • 1 • :^ : : : : : I : [^ • ' • • '00" • ! ! i i^ : • i ; jt-" ; • CO Jo • ." ;iO • 1 '. 0" • '• •CO • 1 • • c» -# ca CCJ 1 : :S^^^§ : • • foc-Tci • • ; Ml CO rH -^ • • 00 • j CO . . b- . . CO • •' oa" |l xH '^ 00 «D 00 CO T}< 0 (yiOO^Tt<(MOcO(MCSI«OGOO?S)CsJooi— ocoa5C;^oT^^-la>Gqc^■^oGoco(^^ou ■f 0 CO ^ 10 «0 10 10 b- t-> 10 CO CO t- t-^^r^ 0 T— 1 t- -^ -* b^C^O -M CO «0~r4~ tH CO^-i ^,—1 r-lO v-l «o'i^o«2l(^^*0(^^coooSQOOocooiCDi-^c^alOr-'-^i?^ Maitland By town Cornwall , . . . 10,236 8,824 4,132 12,944 6,320 24,008 32,960 10,236 8,824 4,132 12,944 6,320 24,008 32,960 Coteau du Lac. ......... Dickenson's Landinxj* Dundee , . Gananoque jVIariatown ....... <>.. Prescott Riviere aux Raisins St. Regis.. 6,292 488 16,296 15,452 11,180 4,308 27,500 2,503,916 88,968 6,292 488 16,296 15,452 11,180 4,308 27,500 272,416 88,968 Clarenceville. ........... Frelighsburg Hereford Hemmino'ford , Huntingdon , Lacolle.. . , Montreal ...,,., 1,470,772 480,728 280,000 Philipsburg .,. Potton ... Stanstead 40,128 905,276 40,328 905,276 St. John Sutton ...... . . c , Quebec. ............... 5,623,888 43,196 4,888,084 353,056 19,452 43,196 363,396 Mapanee ... »..».<.«..,, . ANDREWS REPORT ON STATEMENT—Continued. Total value. EXPORTED TO Ports. Gt. Britain. B. N. Ameri- can colonies. U. States. Other countries. ^eauce ...».««...««<>.... #6,416 4,784 61,564 67,644 141,740 80,100 10,220 12,516 #6,416 4,784 61,564 67,644 724 YAmn W^allacsburf ...•«««•>•« JBriice Mines. ...» c Oaspe ^28,436 27,968 #10,596 7,592 $101,984 44,540 Wew Carlisls .... ..... Saiilt S5tp fVTarip 10,220 12,516 Mew Castie .....»«..o..« Stamford «... Milford 10,480 10,480 Bond Head ............. Russelltowij o. .e... 5,992 5,992 Total • . . 13,262,376 6,435,844 1,060,544 9,039,300 826,688 The returne of exports from inland ports to other countries than the United States are very doubtful. None are reported from Toronto, the largest inland port. With respect to the route of such exports, it is presumed they were made via the St. Lawrence ; in which case they should be included in those of Montreal or Quebec. But as these exports were obtained from the bead office, it is to be inferred that they are direct exports from inland ports not included elsewhere. It is possible a portion of them may have been exported inland, in bond, through the United States, although ail such exports are said to be reported as "'to the United States.'* THOS, C, KEEFER. MoJ^TEEALj May 1? IB5%. COLONIAL AND LAKE TRADE. 395 No. 5. — Comparative statement of imports inland, via United States, with imports by sea, via St. Lawrence, 1851, distinguishing the principal articles. Articles. Montreal and Quebec. Direct at in- land ports from sea. Total sea imports. Inland im- ports via U. States Total imports by sea and inland. Tea Tobacco L. . . . . Cotton manufactures. . , Woolen. . . .do Hardware . .do Wooden ware Machinery Boots and shoes Leather manufactures. Hides Leather, tanned Oils, not palm Paper Rice Sugar Molasses Salt ...., Glass Coal.. , Furs Silk manufactures .... India rubber do Dyestuffs ,...., Coffee Fruit Fish Unenumerated. ..,.., Goods in transit for the United States . . , , , . . $152,556 18,924 2,218,364 1,719,872 1,237,340 11,612 6,764 6,512 26,196 1,164 46,312 135,440 53,180 12,396 586,604 60,968 23,792 77,124 101,176 82,116 401,904 156 38,916 13,632 53,552 71,260 4,159,580 11,317,412 755,588 12,073,000 115,528 799,968 581,944 389,868 356 26,960 128 268 12,048 125,804 2,188 1,136 7,916 5,588 233,168 752 *94b',608 $168,084 18,924 3,018,332 2,301,816 1,627,208 11,612 6,852 6,868 53,156 1,164 46,440 135,708 65,228 12,396 712,408 60,968 25,980 78,260 101,176 90,032 407,492 233,324 38,916 13,632 54,304 71,260 5,100,188 $893,216 403,860 565,124 439,260 318,844 53,724 85,768 42,592 47,388 89,204 126,232 47,804 32,996 19,600 278,468 19,296 79,816 18,828 38,652 44,264 80,768 53,960 12,680 116,988 81,144 17,544 4,780,372 3,144,316 14,461,728 755,588 8,788,712 3,144,316 15,217,316 8,788,712 $1,061,300 422,784 3,583,456 2,741,076 1,946,052 65,336 92,620 49,460 100,544 90,368 172,672 183,512 98,224 32,316 990,876 80,26,4 105,796 97,088 139,828 134,296 488,260 287,284 51,596 130,620 135,448 88,804 9,880,560 23,250,440 755,588 24,006,028 The large amount of *^ unenumerated" values renders this statement but approximate, be- eause the enumeration of sea imports is much fuller than those inland, where, at some ports^ no enumeration of articles is made, THOMAS C, KEEFER. MojjTBEAL, May If X852, 396 ANDREWS EEPORT OH No. 6. — Value of direct imports from sea < Articles. t -s 1 1 6 1 'B 1 .2 S3 O -2 .S p o p 1 i m 1 fafl 6 a o Tea. $7,528 $2,220 4,304 1,172 $804 383,960 269,788 177,856 $752 2,716 44 $880 $9,068 5,500 $10,580 Machinery 12,960 Hides. liCcither, tanned. 5,620 ,428 Rice 200 1,560 53,076 *2,288'$10.712 508 Salt .,,.. = 680 536 Glass Coal Furs . . . p p 3,256 1,408 12 1,164 113,168 Coffee , . . . . p . Fruit 452 Fish IJnenumerated. ....... 128 5,612 4,'rT2 $32,T84 1280 112 150,464 1,320 95,404 8,044 $170,264 Total value by sea. 0. T68 880 14,916 16,912 32,T84 280 928 1,178,892 18,604 106,568 8,228 170,264 "I'he above statement is designed to show the principal articles whish are imported direct from sea, at inlau<2 MoMTBSALj, Jlfa'l^ I5 1852. COLONIAL ANiD LAKE TRADE. inland ports, via the St, Lawrence, in 1851« 397 1 1 1 1 t4 1 3 > 1 J o CO. CO d5 1 1 2 ^ $8,000 $15,529 408,666 288,000 188.000 $860 ,153.372 799, 968 581,944 5,304 788 3,096 6,716 389,868 88 356 88 356 14,000 26,960 .. 128 268 128 26S 6,000 12,048 56,000 820 125, 804 800 600 $708 2,188 1,186* 1,180 8,480 7,916 5, 588 233, 168 900 2,104 120,000 300 752 1,380 $11,092 $7,764 309,048' 1 4,984 $11,156 $14,668 $283 $51,472 $53,680 $10,8:2* 940, CC& 8,764 11,092 7,764 1,401,928 1,648 19,932 11,156 14,668 1,008 288 51,472 53,680 10,892 8,144,8ie> *Imporied via Hudson's Bay. ports, the names of the portSj and theJr comparative jmportance in this trad©. THOMAS 0. EEEFEE. S98 ANDREWS REPORT OH '"^ 5S o '^ 00 <^'~? »^ ^ O S^ <;> >^ ^ ?^ ■^ W >S ■^ S^ ^ g 6 «!?) O "* Tj< tH O CO 00 C-J oo «^ C^ CO COtH -^ O ^ CO ri< "t- 05 "*«0 -^ OGO tJI CO r'-t lO «£> t- CO CO '^ iit O »a T-TcTc^rt-' to^o-'Tcjfco' cTt^ OtH-*00O Tjl ■■>* O 00 o G-"r£o"c ds 00 CO CO CO »o ** crco" T-T CD CO 00 C^ 00 oco 'eiO'<#OTtH00c?5(MC0C£>C0 00C-'3 0bG0ff3«r'«>O0b00CSI .. ISOOcOr-ir-cOOOOOr , , - _ . , . CO M^ t- C^O0^i0(M=OCi0000i0«005 00UtiC^OC5-*C0h-Tl- CO r^ lO lO t-> CO CO Cft CO b^ C0"o~TH'c0~rH" CO t-CO-r-l T-l b- L-05 cooodocoTHrHcoeqoo'<#oco(>Too COCS>CDcr>000">d-lO t-OaOOOOCOOCOCO«iH00OCSlQ0C©c^00 Ht-T-HlOaOC5COCOlOTt 0? o lO «-> m 2 g 3 0) a> s -^ a (3 p3 O ct> o « ?^ cj 2 S3 a ft ^ " - a> .s r^ ^ .a t sift oj 2 o 2 ^^^ . y s-l -, t* 1 0) § § ft ^- d ^ 5 -^ 5 a -3 J f;^ 03 o a;'^ C3 jT ^. ^ ^ o5 ra 3 o) cu p^^ m ts :=: 7^ CL >) « « 8 -^ §^^ pen " •" a^'^ I ^' "^ T^ o f^ [: p,d ?!^ o ^^-SS al^ •pj , s ft te .o « a COLONIAL ANB LAKB ^RADE. 399 No. S.-^Cofiiparative statement showing the total value of hwports and exjyorts^ at each port^ in Canada, in the years 1850 and 185 J. Ports. 1850. Exports. Amherstburg Bath Belleville ; Burwell Chatham , . . Chippewa . . . , Cobourg Colborne Credit , Dalhousie Darlington Dover Dunnville J'ort Erie Goderich Grafton Hamilton Hope Kingston Niagara Oakville Owen's Sound Penetanguishene Pictou , Queenston llondeau Rowan Sandwich Sarnia Stanley Toronto Wellington Whitby.. Brockville Maitland Bytown Cornwall Coteau du Lac Dickenson's Landing . Dundee Gananoque Mariatown Prescott , lUviere aux Raisins . . St. Regis Clarenceville Frelighsburg Hereford Hemmingford , Huntingdon Lacolle Montreal Philipsburg Potton Stanstead St. John Sutton Quebec Napanee Beauce Elgin Wallaceburg Bruce Mines Gaspe New Carlisle. ........ Sault Ste. Marie , New Castle Stamford Milford.... Bondhead Kusselltown , $28, 228 36,112 201,940 91,816 41,916 30, 456 54, 584 2,212 288, 132 818,112 66,336 108, 640 15, 604 8T, 992 13,8T2 4,832 352, 892 129, 028 850,248 11,128 178, 604 2,264 484 14, 008 84, 504 408 86,856 85, 936 8,336 135, 396 270,228 58, 876 137, 612 72,396 6,364 Total value of exports Imports, and imports. 4,272 12, 300 8,868 14, 620 4. 932 16; 448 23, 400 4,836 4,992 11,696 43,576 12,144 4,448 1,744,772 225, 096 46, 572 1,215,836 5,190,096 7,676 2,240 40, 616 116, 828 7,876 87,404 4,428 89,884 $23,572 17, 260 95, 640 19,904 86, 228 159,900 87,244 4,044 2,568 57,580 16,280 62, 048 69, 093 54, 276 7,108 5,164 1,583,182 58,296 499,044 62,996 41,564 1,112 332 81,660 28, 804 8;488 18, 063 55, 736 21,300 £08,456 2,538,892 5,452 28, 984 231,940 2,208 5,468 16,276 332 11,42S 20,556 27, 360 12,804 57, 696 784 13,552 6,072 19,952 700 10, 048 7,896 13,580 6,905,400 89,280 15,644 57,544 1,477,784 6,980 1,976,556 Exports. 4,132 608 13,812 7, 684 49,912 28, 604 8, 040 988 8, 348 2,473 $51,800 58,372 297, 580 111,720 78,144 190,356 141,828 6,256 240, 700 875, 692 82, 616 170, 688 74, 696 92, 268 20, 980 9,996 1,936,024 187, 324 849, 292 74, 124 220, 168 3,876 816 45, 660 63,308 3,896 54, 924 91,672 29, 636 843,852 2,809,120 69,328 166,596 804, 386 8,572 5,468 20, 548 12, 632 15,296 S5, 176 12,292 29, 252 83^096 784 17, 888 11,064 81,648 44, 276 22,192 11,844 13, 580 8,650,172 814,376 15, 644 104,116 2,693,620 6,980 7,166,652 11, 808 2,748 8,812 48, 800 166,740 86,480 45,444 5,416 , 43, 282 2,472 $79,480 21,428 147, 36-8 132, 360 31,196 7, 528 71,612 944 201, 852 856, 072 29, 960 151,404 85,164 81,276 8, 264 8, 992 865, 252 100,408 421,016 2,088 122, 880 776 8,736 17,808 28, 444 21,268 53,480 39, 886 45, 844 271, 116 827, 863 22, 884 201,164 70, 648 3,592 imports. $15, 384 9,384 98, 524 55, 716 51,696 318,152 142, 376 7,516 8, 556 98,100 15,956 81,760 110, 840 86, 592 10,580 10,236 8,824 4,132 12, 944 6,820 24, 008 82,960 6,292 488 16,296 15,452 11,180 4,308 27,500 2,508,916 88, 968 40, 128 905, 276 5, 028, 9;: 8 43, 196 6, 416 4,784 61,564 67, 644 141,740 80,1'!0 10, 220 12,516 10,480 '"5," 992 2,198,300 79,016 1,026,293 39,180 212,840 840 252 44, 288 70,176 12,286 30,996 173, 728 19, 663 292, 636 2,601,928 2, 628 81,596 239,712 1,100 Total valua of exports, and imports. 28, 124 2,564 9,740 15, 804 6,444 15,928 122,448 288 17, 248 7,004 25, 820 3,532 13, 688 7,364 17, 984 9,177,164 46, 408 11,636 97,892 1, 948, 460 4,676 8,385,616 82, 120 5,956 1,212 18,212 6,860 58, 852 58, 680 12,124 8,928 7,744 1,876 $94, 864 80, 812 245, 892 188,076 82, 892 825, 680 213, 988 8,460 210, 408 454, 172 45, 916 233, 164 196, 004 67, 868 13, 8U 8,992 2,563,652 179„424 1,447; 308 41,268 835,720 1,616 3,988 62,096 98, 620- 83, 504 84,476 213, 664 05, 512 563, 752 2, 929, 896 25, 512 232,760 310, 360 11,961,708 16,982,064 28,943,772 13, 662, 876 23,250,440 33, 360 11,888 13, 872 28, 748 12, 674 39, 986 155, 408 288 23,540 7,492 42, 116 18,984: 24, 868 11, 672 45,484 11,681,080 135, 376 11,636 187, 520 2,853,736 4,676 8, 959, 604 65,316 12, 872 5,996 74,776 74, 004 195, (92 133,780 22, 344 16,444 27, 744- 212,356 5,992 1,912,816 The expirts at inland ports comprise only the value exported inland to the United States; all exports from inland ports down the St. Lawrence, whether to Montreal and Quebec, or to sea direct, are not reported, except at the seaports of Montreal and Quebec. This regula'don has, in a few iust;inces, been infringed. In the above, return the value of goods imported in transit for the United States via St. La'>vrence (valued at $756,000 in 1851) is not included, neither the value of ships built at Quebec for sale in England, valued at abouli $1,404,000 in 1S51 ; which items will give an addition to the trade of Quebec of $2,200,000 f^r 1851, and of course the same addition to the whole trade of Canada for that year. MOKTREAi.j May 1 , 1852. THOS. C, KEEFES. 400 No. 9.- ANDREWS' REPORT ON -Comparative statement of exports inland and by sea from Canada in 1851, showing the ^principal articles. Articles. Ashes, pot and pearl. ........ Ash timber. . . . . « ». Birch . a o Deal ends ....<>.>.........<>. Elm e.. ...... ....CO Oak....... o Pine, white « Pine, red , , Staves, standard Staves, other Plank and boards Spars, masts, and handspikes. Lath and firewood. .......... Shingles Cows and other cattle Plorses o *Wheat. Flour c. Indian corn. Barley and rye Beans and peas Oats , , Butter.. . , o , Ear^s o Wool , .,, Copper, fine and pig. Copper ore ...«». « « . Unenumerated « ., From inland ports direct . . . .. . From Gaspe and New Carlisle . By sea from Montreal and Quebec. #765,924 14,896 18,464 18,684 196,420 189,876 1,518,528 416,232 64,488 358,844 937,480 50,216 32,076 260 40 200 144,184 1,450,148 26,056 440 40,208 2,272 195,728 35,000 1,359,372 7,836,036 265,924 221,116 8,323,076 From inland ports. ^65,992 14,620 160,884 16,524 1,372 774,116 6,116 39,800 20,732 140,176 185,848 491,760 1,181,484 75,596 41,588 135,708 38,004 38,008 41,896 42,752 17,620 1, 808 ; 704 Total. 5,339,300 5,339,300 #831,916 14,896 18,464 18,684 196,42a 204,496 2,095,644 81,012 360,216 1,711,596 56,332 71,876 20,992 140,216 186,048 635,944 2,631,632 26,056 76,036 81,796 137,980 233,732 38,008 41,896 42,752 52,620 3,168,076 13,175,336 265,924 221,116 13,262,376 The returns of exports inland are very imperfect, and will not correspond with the United States imports from Canada. It will be seen at the bottom that there is a " direct export '' from inland ports, which was neither to the United States nor from Montreal and Quebec. It is to be presumed that this was a cargo sent to sea from inland ports and not reported at Montreal or Quebec, although such report is compulsory on all inland craft proceeding to sea, THOS. C. KEEFEIL Montreal, May 1? 1852, COLONIAL ANB LAKE TRADE. 4G.I o crj tr •00 CO 00^ CO '^ CT5 CT> O 'CO •00 0 CO • G^ rH ?-H lO C\f o • c?3 -^ lO -H c^? o-:) o CO 00 • OJ • ?--i 00 CO "CO r.-^ *rt COG^G\ •COCNjt-r-fOCTJlOlXJi-H 'O^ • 1-- -^ O-i • 00 •rl' r-< cd ^o T-j to oc • "^ r—i ^ CtO to rH CO • 0 i- I.-- ' Oi P4 CC ^ • r-H G^ "r-i i to _ • -^ CO O O • ei5 • O »0 • O • QO CO CO • 00 0 0 pq 00 G\ • cy5 CO o o • T-H . CO CO • tr: • CO rH iX) 'CO UO ti't cd •^ . to <3^ 1-- rH .CO • i>- C^ 'CO • 00 Crv) G^i • '^ O^ r-t OP ^j C-H cr 5 • CO CD CD " • to CO " 0-5 rH -co J.— o xn • Qi f-^Qi 01 • CTi . ^ vo CO »-r J •r-iP~ • ot ^ 03 cL^ 00 cc ■) • CO to CO to CD (T-i l^ CO {>• • • C^ G^ 0 • 0 ' '^ H re g J2^-<^ CO or i ^COC^t-f-^GOOStOOOrH . • CO ■^i-' G-{ ; -^ « 01 ^^ <»(= "" • cT T-T QcTt-T ; • CO^v^oT • t-T w > ■-d CO -- • Oi • S .S :o • to GO • CO • a:) Goc:: Gv • '^< ' C<1 • • 2 p 'GO . . r~( ON! • cs • 02 C75 CO c^ • to • GN! • • < cd g ^ . to • ; rH OJ I CO • CO r-i CC . <5j4 . t- • • Qi m yi -> •GNJ 'O • • • £-. • 0 • • O -51^ o -^ ■> » CO CO C^ -^.^ CO CO CO '^ CD CD C' • 00 -^i- CO GO CO CO Ci aooiiotc > • a3 c\? r-i -^j* CO cTD lo o p-i 1-- t- . . -^ 0 r-'J O) !— )>• C^ s:^.iodxajo onj-BA p40j^ ■^ -^ ZOCf D = O to CO cni C'J G^ Cfi -^ -^ c>? c^ J ■ G-^i ^-f 0 0 CO t- t- r ; ^^ jC^"" ^t- c?"^co T-Tsr ^ 'CO t- 00 -==' CN to $-» CO r • co^o r-^ Qic^ ci " to 0 GN? G^J --m^ r-t r- ■1 • r^^ r-i . CO — - -^ rH . O O t- «£ > - CO • c?i o CO ■-*< CO t- o • cr. ) ' OD C^ r-^ ^ * C-- r-i o:; OD U^ t- u- 3 • t- • to CO G^J O-i CO 00 GO • O i • r-^ 03 01 .00 • 0 to 'S g GS? 0-3 O^ (> 1 • t- • c?i -^ o CD GO a^ r— ( • cr < . 1-- CO CO eo . CO r-j O r^ ^ ^ ^ ^co^iocc ) . ^ . ^ 5>,.5 to CO ° 0 C?i 0:1 pH • . • rH CO a . T-H LO • c 5 • '^•^ ° o c^? ^ o uo o to • c 5 • CO 0 C\! t- • 0 0 p (2^ oo cooo ° a > .to • O CD • O CO CO CO ' U" 5 • CD to —^ G^ • to to e^ cd ?; ^ -c^ :> . (X) • CO GNJ • '=:^ o t-- C^J • o- 5 « CO -^ CO "^ • Oi r"« (D ^o -^ -VJ KCM ' Cf i ' ^ "^Qi ' COtO to • • CTi crs to T-H • t- CQ i-H •C^ -03 • Oi • • (MOOO • CO • . t-- JO o cc 5 ' C^l • O Cj -^ CO to T-H o • ' • 00 0 OT E- • 0^ ►J CO 03 to -rJH a 3 'to - G^ C» O CTJ -^ CO 5>- • • -^ GNJ CO CV3 . •^ w 5: CJ "^ CTi r- H • QO ' ot a-i CO a • r-i • CO rH GO rH • . . t-- r-i CO rH • W c6 Oir- K • • . . ,_H » > S 00 • r- • "to • • ^^ — < • 0:1 OD O GS > . ^< . i-- CT3 • a . rH -CD » • T-H • « r-J •CO • CO O'i'^O 0 ? ' O-l . CO 00 • CO CO ' Ql , . ^ . , .^ to • CO r^ a ) '00 • ■>^' 00 • •< £d CD <:> ^ ' • to -^ • GvJ • 0 00 • t-i CO • • c« • t- • I- -5^^ • ^ . CO f-H . -^^ ■^'' C£3 -^ ^ • CO c^? -^i^ CO CO -Tf CC5 CO o c^ c • CO CO G^ 0 CO 0 01 00 00 r-^G^ > • 0-2 to CO t-^ to CO to CO -^^ o^ ex ) • to r—f r-. 00 t- -^ to °90.rj pu-e eiq-Br^np CO CO C— tf J . CO r-^ -^-i lo to o^ a:) I- 00 to tf . 1- 0 0-5 «-H to CX) C5 s:^jodu.nj0 9n[L>A'{T3^ox r-t LQ a r '. r-^coy^i-^coi-^i-Or^^'^a. 1 " to '-" c^^ oi <— < oo ?-< co «~ ) . OS CI to OS cs^ i ' •^< l-^ r^ Gti -^ -m= CO pH rH •0 OJ • o? • » COQO • O » 0 0 "CO • • '^ 0 CO CO 0 • • CO • • CO O • C^? • 00 ■^ • CS • « 00 GO OJ i-H CO • •p9;jodrai . CO . • to T~H • . C^ -^ ; co^ ; ; <^^'^^0 00 SpOoS 89JJ JO aTi['B^ * crT -Tgo"^ •»>." iUD -^ to c > • 00 00 o CM G^ o oo CO Gs? 00 en • " • G^ 0:; ao • 00 c^ OT •pGlOGf 00 C£) O U- 5 • GNi O CTi a:) t- CTi '* t- G^? O C'- . rH 00 to . GN? ^ "|oo iC^np JO ^imoray f-H r— 1 (X) ^ ^ • co'co co" i-H^CO^G^'o^tO "^^f 1- ° to 0 of ! irT • CO rHCO " " 1— i •np"^ -^ '^ ■• •o-=^*<<^"coco'^cooococr • CD 00 G^ -^ 0 0 CN5 pa-jiufi rao.Tj s;jod 00 00 00 (> ? ♦ CO ^ CO CT5 tiO 00 i— G^ ■^'^ to OC • to G^ crs 00 CD 00 to CO CO CO ir 5 ^p-iO'^^^-tf'JOO^COCOOOGNJi^ » J>- i-- G- G^ >J0 o:) CNj a r • c-rofTto'i-^c© t-^W^co^o oTc: ! aTr-r^o 00 cT -mi 3|q'Bi:^np jo sup^^ a '"'" 5 • -^ •'i'^ G-vf Ol rH t- f-H GNl r- - -^ 1-- xj< CO ^^ ; 0 l-- • pH i 0 • 5^ : I I ,'V. g M bD . . . G-G _o W . . . rs » PM a < 7 p t- r: ^ J. Bondhead . Chatham . Chippewa . Cobourg . . c c p c c } CI 1] e, c p dl 111 s-< to C Kingston . Niagara . . Oakville.. , Owen's fin: '3 <2 28 402 AKBRIE-WS' HE^ORS^ O:^ ^ Eh rHiTOCO'-HCOtOVOO "^ CO ^=7* "^ T— I lO C<1 ^ CO lO ■^^t^ r-^vH T-H C^J CM GO O '=*' ?^ ■^ CO O «£) -^^^ ■** CO CO Ci CO CD T-H t^- CD -^ CO (O CD r-f £0 O? "^ G^? lO CO CO lO i:0 CO CO- £— •^ !:-■ rH T-H kO tH T-r -^ O t- rH O ■^ CO t- CO CiO t-» GNJ CD 00OQ0C>TC^-*:t<'*G0^-^'^CJOG0., OC;7-^C^5COCDO:) G^? CD CD 00 CO' Cn OO CTi '^i t- C^J -^-^ CN -'^ T-H- t-- CD T*< CO cn uo lo t-- (."^"J T-n o CO o CO •^'^ c^i CO "^ c^j f-H G^ CM tQ CO ■%' GO G^ (7^ o r-- T-1 ?^ G0 -cH '^COOOCn -CDOt- ^ CO CO CO 05 • CO (^ T-H T— i CM * Ch '^fl Oi0r-Ht-CO'^OOCM»0 CO O' T-H lO O ^ t-- uo G^ G^? CO CD" CO to CO CO t- t- "^ CM t- t- r-H 00 O i-H o -^ o ^ o o CM CO' C-- 00 CO- 1^ :^ • ^ o o o •98JJ pu^ gyq-Bi^^np s:^JodraTjo giii'ba ^'B:^o j^ OO'^CDCO'OOOOCOCrsOCDOOCDCM'^O'^-^OOCOOOOO'^OCMOO 0000C0 0;)CMC0D^<^00'^C0OiOCO-^O-^CMC0G0'=?l^CDCMC000 CMOCMa5^^co■cocofcOcni:^>-Hcn)i.f5^-'CO■^a5c3:»G^lC<}ooo»r;co •^ 05 CM O) Co"or^io"G^r05 "^T-H^T-H CMO5>OCD»J0U0 t-t^tOCOCO "^ UO T— I CO J>- I— 1 do CM CM CO r-H T— i r-M O PH CM rH =a5t ph CM ^ T-H T— I •pg^jodrai spooS aa.ij jo 8n{'B^ - GO G^ G^^ 00 • G\! 05 r-H ^ • G^ -^ CM CO ••r^''^Q0'=*COC'? 'OCOCM •C0O'=^-^-'05t-H •OOt-U^ • G^? t-" CM CM ir-- '—I • CM »0 ^ •p8:joo| -po iC;np JO ^T,mouiY CO cx) '^ • ^ 00 o? CO c> -^ c{0 o o CM 00 o CO 00 CO CO CO j::} 00 00 COOO-^ •COOOCOCOQOOCY^CO-^rH'^^iCMt-OO'-^COCO 0OOO 0<0t^ .COt-CMQOCOOO 1000G00500OC0 r-'i>>'*i'=:iH CO cot-^ • ciTcrt-^co' ^"of c^ T-f GN! rH ^ bSid p9:^iiifi mo.Tj s:^Jod -mi Qtq-Bpnp JO orn-B^ C^OC0C0OC0C^OG^C0C0C?GN»OC0C0OC^^000DG000CM00 COGSJC005CMC005CMiOiOUOLOiOOCOiOOCOG-COOCOCO^iO'=t*CfiCO'OUOCMT-HCDCM05"^G^lOCO C-H ■^ -^ i-H CO -^ T— ) r— CM CM ''f T-H rH i-H E-» =€©= T-H C^ MO T-H CD ^ GO CO C^- b3 g'^^^.l ^ s cr ^ ^ fcj] :Bcg s Ph G^f^ Ph 02 f/i GQ B=< >* F P, ^i O O Q Q O S ^ .0^ Q:i O P^ H:! K- COLONIAL AND LAKE TKADE. 403 CO Oi OOO LO CJD -5*1 O «D GO O O T-J to CO lo -^ OS COOO LO lO rHOO T— < LO t— OS C- CO CO to t- CO CO LO •riH'rt^c^oto(^!(^■Jtoootoc^^(:^JocDoc^^oo■'G^iOrHCOtOi— i rHCOt^rH THLO-^r-iOSt— tOC^ rH C^ r-i !>- rH C!^'<:t^tOO rt'<:t<(MOCMOO'^QOOOOtOO'*(M'=*tO (MC^ICTJCD ptoasOLO'^OOOJOCMt-OtOt-tOt- COrH(:MO.>;CM'=t _R "••* QJ OJ f-i CD '^ -M -i^ to ^ -^ '^ pa P5 o o Eh ' PS bi^ .^ o fl t« a> ■xJ -tJ ^ O ^ O'^ o ^ d S^ dgrg .F^ CD r^J 03 ?H ^ S g O 03 ^ o §^ Q^ u^ ^ • ciJ^ f « - n3 t O " CD CO t? c5 O-tO o r— I b2 Ci ^ -^ - O rf tc 00 H •^ nd =^&^ °2 O g s Ehc^ O CD id f-l nd .CD H CD CD CO U! ^1 ^ 404 ANDREWS REPORT OH *"e ^ e^. ^ «ii ^^^ 5S •»>o ^ ?S ^ g ^ $^ « «o ^ . ;^ ^ ^ ^ |S ^ g^ § § a s o a ^^^ m CO "^ H ^ § Ph .^ o o ^2 bjo f^ «».. ?:s ^ Pr., S:^ ^ o w §'^ < > >-^ H < O oc>?cr CTQ OC^O<^ ) CO '-^ C^ '^ o -^ o o lo c: iC 00 lO GO i> a^ 00 --c O G Q^ O^) -* C7^ w »-C ir- rH lO ■=:f C£> C£ tr: ersC^ CV3cr ) o^ oT LfT ^' G^" co" i~r 00 ■^i^ cr ^ oc t- »0 ?H -^< QO t- r-t GNl CTJ ^% T-H CM to r-H r-l o > O O c: to CO -* G\ \ 00 00 00 G^^i -^ CO C^ 00 O oc CO r-H CS{ t- ■t:J< "^ GNf LQ C* 1-- CO iO o to CO 00 crj <;c 3 O t- 00 GO >-0 G^ CO o lO '^ C\i cc C^ t- '^ CO lO J~^ CO CO r-H 00 rH (7^ CY" >— 1 GSl -<^ •^ GVJ GNi (?^ =«©: f-« I— ( OS OU G^} O »0 C\f -ICVJ -lev? tA CO '* t- ' a ) I '^ CO 00 CO '^ o^ CO o .cr -^ CO rH "fi -^ -^ lo a:> c: o -^ "=q 01 ^'^ O r-i CO '^ T-H O rHCr k^O G>? irfco" a ) t^ODO'i-^^iO GO i>. r-< Q^ OO r— < r-H ^ '•+3 PI cd G? CO xo c^ c^? oc en 00 CO CO c^ o ■^ iO U^ 0"i LT . 00 l-- — rH r-H -^ Qi 00 -* c c'S rH t- :o c^} T-H o lO 00 o i T— ( 1—1 rH -"^if GO CO -^ CO rH ^3 T-i CO ^ » W ° 03 g O C c 'm O 5^ O O O ^ "^ '^ ? s c ?H ns O nd 'O --q o rt rt • ° ,^ b 3 I ^ • * s ?3 "£? ^ ?^ 1 60 -^ -^ a "i c c c. c ' CD C4-< o o 1 at 1 1 4 (» t- 'T3 ^'^i^li'i' a) a •^ '—' r^ o c i^ QJ -^ "m "o S irf ^ «!^ S C 'C .S Gi — Oh D- - - « - CD CD C •X3 O--^ -Q ^1 1-, ^, f-» ^ jT a a) -^i o^iOCOU^^COCO-^^i^T-M O"^ (X) r-H C 00 00 C\} t- to ■CD o CO GO '^'^ ao G^ o CD to to O:* ■ . 00 o o o -^ OO Ol o? o . Ol <* GO CO OD G^? C73 CTi 00 ' -^^ CO i-H O f-i to CD --ti irt 'I- ^ C-3 tfi 0-2 rH ^ to ^?-0 GO CO .t- l--- GSJ r=H ^ c^^ . lO lO t- T-H GO to CQ -^ t- . CO oo en to c^ ph t-~i G\! r- to t^ Gn?-=;H 'CQGN? G^OOOOO-^CDO? t^'^ "LOr-H COOOCOOOCOOiiO ^ to • i-H 05 00 GO G^J t-- Oi -^1 CO CO --^ • oTocT to to -lO CD '^ 'c^ to cr> t- CO -^ to a-yir-- a^ o CTi '«i-' T"^ CO r-H r-H UO . O^ t- to G• CQ ' Oi CO to ->=5'^ CO o:> ">?H • C^ CO to Oi t- O -^ • C!>. to >-H ■eo r-H o-j CO G^J t- J.-^ I— I " .CD CO ^ O ^ ^ CD O CD t- O i-O ^^ '■*< CTi O o ^i GN> i— * 00 o -^ O to JO era ■•^ J-- Oi O i>. QQ i-° r-^ .__,,««. ^, -^ ~. — O C^J as r-l ;co t- Qo 05 H to G\f G>? O CO O W<" ' G^f C» G^fG^'tO^G^t-^ . t- 0-5 G^J CO r-i (^ ■^ T-t o-rrH t- O? O to CO O ■> 00 ,tO -^ -O? GO -'^'^ CO • I— 1 1-- r-cT? t- -"^ OcT . rn'co"' CO i-h" t-H t/:i o t- CO o r-l Cf:< CO , >> CD ^ e^§ :? ^^-5 Sc^ ^ 2pqH ©^ o.'cd:s d$ s Q p^ GQ >^ ^ i72 O Pm : O O S Cfi S pq P^ >'^ h5 O Ph B-t O Eh pq tC 406 ANDREWS REPORT ON Q W2 c;;^ ^ 'V^ O n (U o X a W 1 Pm 1 o ^ w -h:1 s < w H u cvj GO lO c^f c^ vo en CO lO 7— I CD t^ CO rH O O lUO I— I »0 UO CO r-^ CO '-iO CO CO '^ t- GO CM CO Ki <-i "^ O T3 2 ~ - p- OOOC^G^tOGOOOr-lt-Oa;)iOU-i rHCO^(7^CMiOrH'=)^COuOO-^CClCD {>. CO iX> CcTcTi OO^cT'* Co" T-H tr- 00 to" 00 OO G• I— I rH CD-C0.C0COr-it-i>-t-C0C^»O-^C0a5. uo,cMO>'^T-ivncocMC^T-(coaicoco t^couo-^^t^oooGsjcoaicocoas COOOi— (OiOC^CQt^G^i— IrH'^'^CO COCOHOOO t- Oi t-- C^ r-H O^i.CTl C0"^l^^rHCQGN{C^-^!~JC?CO CQC0--0 CO O UO U5 UOOOCC'^rHOOt-OirHrHOOt^ co- co.vO<^ CD UO CD G^ r-H"^ CM f^ GNt CD ^-^^ ' p- hpqK cS ^ bo o -H ^ ra ,„. .-H «^ 'td o g fl o ui2 ^ 9.g-2. COLONIAL AND LAKE TRADE. 407 o -^00 00 -=^ 00 COGNJCOOOG^ lOO-^^OS COOO O? ^- CD t- 00 00 O OG0^C H ^ P^ .s o ^ w O w o Jx ^ H ^ |a^ G g o N H H ^ m o H coo 0 v-HOJ • ■^ ?^^ •^ CO • 0 r-4 »oo • CO LO .to rH • -^^i' s CO r~( ;=! =©5= « o o .1 Z 00 -^ • ^ CO ,o 0 CQ • -^ I— ^ 0 io cn ' ^ J-) »o 0 ' 00 ■^ ^ ,^ r^ 0 0 .,_-( 0 "^ : <=> a^a: G\ 0 "^ 0 c^ ^5}^ c^ro • 0 CJQO C^J »o ::: i- o-:jG^ 0 u- CO O-i CvJ « GS} t-00 CO t- c: c^ 5 00 CO OS t- ■<* CO • rHCOO 0 00 t- CO 0 0 C COCOrH -^ ^ 0105 i-H % 0 CJ CO coco CO G^ OO CO '^ < CO 0 » 0 ^ CO 00 0 t- CO I- re 3 -^ 00 . CO en CO CNJ I- CO '^ cy 5 GO CO CNf -* -^ 10 c5 00 co^oT t— t-O 00 CO 0 rH C^ Ol ^^ 0; a ^ ^ c^-* 0 i- CO -^ 0 d 10 o-s ; 00^ ^ 00 i *. ^ 0 c CO c^ . cc :> CO 03 CX) -^ CO GO CO 0 C^^ rHGNJ-^T'HGO'-<000 00 a 00 rH -i *"i T-H CO CY '^i CO I s D CO i~( T-H 00 0 (TQ CD t- "^ 00 •S CO • Ci t- rH • Q- J T-H ■^cn-^G^COrHCn*^" CN? c G^? 00 T-H CO rH C^ 05 00 C^? 's --S5: CO rH rH »-H U°3 *5h rH pq c6 0 c 5 0 0^ • 0 ? CO 00 -^^ GS? -^ CO CX) -^^ CO :l ° c * 0 : E- : ^ :- :^.^ s g^^^ § £ J 0 i-^ a ^ ■g 0 ^ 3 '0 S 0 'S. 0 . 1: xi •S.$^ E O^ClH ^ . . . . „. CD a:) '^ D :> -^ ^L^^r f.-< !-, f_ f-i ^ f-i ro r- o CO o:) Q0r- T—i CO CO CD Ci OO pH Ol CM 00 O CO (X) 00 t- O QO i^ O O CO OO 00 ■^•< -^j* r^ OCM c^i a-i ^ CO o o CM O CO Cr? CQ CM CO CO CM o^ en o-i JO c^? O 00 CN? G^} t- -* t- -^ Oi pH G^i OQ eO CO 03 CM CO c^? 05 CO >0 t-- l^ lO O O "^ r-t O 00 (O -^ CD O 00 o C.NJ cr-j c^^ co T— i t- -^ O IQ 00 CO -^ lO o o o -^ "^ O 00 CO -^ CD CO CM C2 0=5 CM CO "^ G^J CO C^ G"^ -^ en lo i~i ■'^ CO (?^] O -* r-( -^'-^ G^^ CO o O 00 CD 00 T~i CM GVf r~H CO 1— 1 I— I i^O ^' O 05 O C^J to C-( f^ ^ W t^ H O O <1 Znu H K- O H bn S ■^ ^ O CSGSl CM ui) cn t^ 00 t- rH CO u-T )0 CM J^ CD a) ^, CXD O GO O •'d^ 00 -^ CO CO O O rH CO C- O VO lO 00 •^C^?CMCOCMCOO'=d^ • CO lO CO '^^ C?5 Oi CN» o -^O'^C^•lQ0O^G^C000CMOOC0 C^iO'^r-H-^CD-OCOkOOiOCOG^t— ■^^COt—r-H'^ICOCOrH'^Cni'^OO 03 in r-1 Qvl CM CO rH O ^ r-i CO-^COO-^OOCM^'OCMCMCMOO iooot-cooO'*GS!u-iooG>?Loaiiro-^ COOCM^aOiOGN!OOi-t '^COr~lC^? OOOOOCMO'^'O'^ ^COOOiOOC^COO i^OOG^JCOOOOOCO CyTo^ CO r-T'^ ^< CO CO T-H UO rH CO CM 00 O CO '^ 00 uo 00 t- CO CO ^ »0 uO CM rH CM lO 3 o 00 00 CO CO '^ -H C^i rH 3 ri ^ &? O O CM O O CM O O '^ GO rH CO fH CO O fl - rHC>? IOCJ5 CO CM t- uo oo oo GN? 00 CO lO n ^ «2 ^ ^ H:i p^ COLONIAL AIMD LAKE TRABEo ^ , o o , 0 o e « , . . o ^•I1 00 o GO CO o CO CO 0^1 ° °.°8°,*.<,°.° ! CO 00 : 0 a 0 a . 9 . 0 -^^ o . . -:f . o . 5^ '^f lO O » <> » 0 O . . -^ 0 0 . •^ ccT OD <0 CO - o CO o CD CO -s^ o ;^? '^ 00 -co ^« CO CO ro C:£) CO c; a o-i c*^ ^ro o CO cj; co 'O • ^t< CO oo o OJ i.-- GNi r-H xTi C\> GN! pH CO p-i r-^ LTJ • O o i.-- CO , >^" r-H ■^ r-H CO i-H rH ^ o-T CO G^ r-i -^ a:, CO Ji-;) • o •^ 00 O '^' CO O •^^ O GO 00 GO -* o -^ CO c^ - 05 O CO CO UD -J?^ CO C^^ CO CO CO 00 "^ LO c^ o-:. t- -^ r-( I- t- r-t c^^ CO oo ■^ t- O rH (Jr-S O^i UO) r~l u-j T™i c^ uo ^ OD '--^ ° - G^ C5 CO DO '?r' CO CD • GO (X> ■^ c^ ^, 3o 0 « ^^ t- t- CO O' CO Ol ' ^ Ql ^■* o ' CO t-= CO r-* GC r-( . — 1 I-- -^ ° . <. s=H ^ p-< pH = o CO o CO o ^o ^, , o -i^ ^ 0 . 00 (?•? » CO » CO CO CO a5 C,0 » ' CO ■^;i^ « « CO r-H . t-- . C'D o i-^ O.' i^H o • G--,J rH . . i-i CO . r-H » c^ CO 1-- => p--( r-H • o Oi » uo cf CO o oo o • CO '^-^ » » CO CO ' ^ 'CO • » C^ CO ^< •~w 'i? ■^ , e 00 • . L.O . • — * c:) ^H ■*^ » ct"; 00 CO ■^ I ■.^^ 00 " O O CQ -^ » CO O • • (^7 -^ O CO CD CO « -^S^ CO £:-» X^' • O-^ GS! • • rH CO o CI) o% • lO « CO t- 0 ^ ^ , . >-o t-- CO pH pH T-H o 00 : : o 'X3 o .-^ « cl : : _o t -M o I bj} b fn J I ci ^ • « ° ° ° » ; ° j^ bJ3 • » c^ S J CD ° ^ , ^ ° ; ' • o o „ • rf s p o P'^ __CD ?^ rf 3 ° - 0 . 0 ' • • cd -ti • d 0 I : ; : I d * - ^ *. bD ^ _3 o o ^-^ M ^i .^-^ j^ o a; a. o 'o fj "^^ 3 ^25 H Fr-^ H o ^''\ o m M .;!',, a r^~: d .-, O- d ,-r-l- p! ^c,_, S tr> o r-^ i-r. OJ m .So^^^OP^^paO^S O Pi 412 ANDREWS KEPORT ON No, \2.— Statement sJiowivp' the value of the leadi?io' dutiable articles Porte. Amhe Qdth BU! Wv.ll . . Belleville . i3onclhoafl 'Ohathcim . bill- '1,41? 1,:^4() ■| ]2,V2s 804 2,920 ^,JGO 2,fiM- y,09G 1,( 9! 1,11G Chipjteva Cob uv<4 . . Colb Uiiie €redii.... Da ]iou->ie Darlini,toxi Do C -^ S O ^ o pr; r'^. ^ nd o O a $ 92' ^>'4no >'>2,(Cs ^,^741 .... 1,216 1,572 452 4 50u l,9:i2 0, ; 6 1,( S(( '<7,( G 8,9 o 10,1:32 b,M 714 4,1; 12.976 7,596 1,T12 256 1,114 413 4,1 b 6,5S4: 110 1,116 720 840 3 432 15,:>2b| 4.012 9,436 1,140 b4'i 4»i 3,Gf S ',■1*2 8,8b ! TO L 2,860 521 1,404 Qfii < 6,sl6 1,452, l,^32 ^■1 iMlO ^(;^4 ;t>440 bc4 140 1,7'^ i; 2^s l,S2i 9^s 64s 6S 2,496 16b 412, I . . . . . 8,976, 2,512 "l82f . 264* 1,552 156 (6)1 ls8 20 71,^ > 171,42^^112,1 92 118,120 5,612 2,172 b2b 2,260 1,9 U 8,4.. 4 4 8.; 2b 9,182 1,244 7 G 500 414 G,82 , 4,982 4,('86 4,096 572 1,6 2 1,8 2 S 2 7nb 1,072 , 10,&(iS 1,416 4 456 1,752 164 62 b '2,521 1.0 121 1,-li. I ! 2 1 112 1. Wi^ 24 812 JbO 27,410 2.92b .1 8,6.6 t,8:J6 9n4 bO 516 "eli SaiKiTNich ....' 3,156, 1,172 740 6,820 3,.il 4.692 l,(LOj 72! 96 Sarnici .....' 2,128 996 2,876 686 1,0)^ 861 ....' ....!l,lSi Btanky 55,296 22,852 15,2b0' 13,9bO 29,004 . ...12,59212,876 2,586 5,960 roronto 152,S2!i| 56,472 | I '..... i 24,676 1,841 2b 1 482 1 10, 4,1201 1 Wcllinolon ........ Whitbv 172' ■i-,056' 2,unb 161 26i» ?ub 15.b.3 82 1.686 8,512 56 32 t 660 244 1,500 1,56 j^ "'256 96 8,736 8 ' • 976 2,86. 144 4,612 4,852 1 2b 90, ;o 760 Brock ville Maitland ... 31,56"^, 9,;52 17,600 20 4^ 1,1 so b24 412 2,096, 9tj 2,9m) Cornwall 1 5'^ 3 55"-' ^^^^'i b4 'Jl Co lean du I ao. . 832 JO 501) 0?( 832 ..... ..1 ..... 52 Dickeu-on'b L \a !'<■ 4b3 81* VI 2 ' Dundee l,Oli) 5 16. 76 7('b ■■4K 364 528 2I ■'263 020, sl .! ..... lb Ganani que ........ 51 aria town 796| 8.8 L,82U 772 Pret-cott , >St. Iltfjl^ Clarencev lie Frelighhbui i> 20 836 82 21 60 124 1 8,41, 414 636 8r2 ••334 "482 8G ••••68'::::: 408 ileretord 136 2,820 310 84 lb4 1,464 152^ 512 84 . ..... 812 14) ITantintrdon. . . .. Lncolle ... ..... 54s 164 bSO 340 112 121 1,960 4't 84 .... 1 : . . . . •••"o Montreal Philipsbura: ■Potxrn . . .'. . 114,16« l,5i/0 100,132 53,380 .9611 22,704 51,644 T,56S .35,4.0^ 684 4,892 568 9,381 'b^^o ' "430 12,292 28,5 L. 596 1,464 620 605 1, 72 "•°3'"^l 4,376 1,192 24 iU 94 b 15,9t)b 4,964 596 500 1,832 "1 332 80^ 5,260 2 b 276 645 13,208 48 14b 1,2.4 33 28 . . ' i\] S(an=tead.......... Bt. John......... .. Sutton 'J^uebec ..... ll/.l^U! 5,8b0 18,103' 4,396 236,5bb 62,7.8 205,1.^ 191,936 4t0, 816 4721 ^0 1-,S52 26,;'-4 1,9. b 1 3)9 4,896' b' 4 42. 57,572 13,612 11,16b 80 1 1,416 T,3 4 1,060 604 5 ('6 Napanee .......... La Bea.ace.. . 2,30^1 bl6 3 492 b 8 56 2,244 ••■"56 T76 QJ i,5.4 23 52 Wallacchurj:... ... . . Bruce Sline-,. .... . Gl^S 2,060 loo 1,644 64. 116 . .. 1 1,676 1 780 164 260 32 'Gaape 208 482 GO 96 164 .... .1 20^ ..... New Carlisle ...... Sault Ste. i^ilai'ie 16 40 [ 1 ■ New Castle 33 57C 43 ..... 248 ..... 524 200 Stamford .......... Milford. ............ 12 4 ..... ,1 ...... .....i 1 I 85,763 ^ 1 12,592 47,883 89,204 Total-. ......... 893,216 403,860 565,124 439,260 318,844 )3,724 126,282 47,804 32,996 From the above statement " free goods" have been excluded as far as practicable ; in seyeral ports, hovi'ever., k'eturninp; only the gross values at the different rates of duties. Mo^iajiAi, ilx/T/ 1, 1S52. COLONIAL AND LAKE TRADE. nported into Canada from the United States, at each porti in 1851. i i ^1 1 3 0 0 i 1 a a ^• ll 1 0 .2 1 a g a 3 $880 808 8,044 5,296 $752 40 208 156 $6, 480 1,292 10,772 19,352 $15,884 $20 184 204 $684 1,844 8,836 ' '$104 $284 75 1,308 9,384 52, 384 98, 524 * $244 $128 $1,052 761 $632 432 $1,360 $480 392 $812 43,160 147,282 49, 080 1,780 504 26,536 2,716 16,616 107, 2-^0 9, 768 3,896 48, 160 812 3,532 24 148, 044 860 4 100 24 2,912 163 1,608 6, 040 1,044 1,636 828 40 '220 24 152 940 444 152 2,104 60 8^6 704 824 1,.S52 20 20 124 20 292 1,156 40 128 6T2 108 648 2,084 52 to;-' 656 2(18 TOO 3, 288 28 ••"63 '"376 125,464 7,49© 68 864 56 8, 556 220 186 892 13, 872 352 4, 524 8,620 264 124 1,188 16 2,2 436 156 808 ""44 360 97,984 14, 676 73, 320 110,840 29,256- 10, 580 86 76 132 8 252 1,612 280 52 116 84 72 ..,._.. 16 828 308 76 76 68 1,092 12 57, 608 2 420i 64 18,288 8, 804 9, 624 4, 668 1^- 836 24, 352 12, 988 860; 952 2,584 172 229, 744 2ii,784 729, 676 18,3 6 4,192 340 52 13,132 17,512 2,612 30, 996 120, 388 7,404 6 ,400 1,127,508 184 2, ^ 12 20,364 824 5, 540 548 6, 172 4,5(10 1,986 11,564 71,824 288 7,6!)0 1,012 18, 263 880 ID, 248 888 15,464 335, 4(;4 28, 064 2,152 U, 692 4 3,548 1,856 64,868 8, 668 1,716 .>6n 8, 923 3, 220 660 12 1,088 1,104 21,386 1,024 1,049,756^ 800 T84 956 284 71,728 8,460 4,500 2, 924 743,232 264 272 2,596 884 32 1,516 ■"560 648 172 512 40 38, 0841 256 3, 844! 116 8 364 72 236 40, 760 780 168 252 to '""88 2,216 32 828 52 32 24 156 428 144 732 62 24 1,480 1,941 756 120 136 140 86 232 82 144 lOSj 160 36 330 152' 144 1 •i,^976 4 42, 732 43,820 12, 23G' 30, 996; 108 T2 860 640 20, 824 272 160 292 916 800 7 348 284 140 828 184 120 8 82 264J 140 272; 412 5,072' 3,16 > 27,228 25,112 1 20 52! 364 84 20 ""68 1,084 148, 720 19,668 270, 09g 4 804 64, 140: 1 . 9'44'1 7\'»99, '""20 28 2,220 24 324 1, 525, 620 16 200 52 280 280 12 28 140 736 4, 264 1,652 40 472 1,040 ■•"7% 920 86 40 84 764 2, 352 26, 456-' 424 1,684 36 984 752 1,128 4 141,556" 452 152 28 J 52 11,952 56 ie 2, 300 82 7, 036' 20 82 228 124 4 12 14, 55^ 28 82 28 . .. 304 188 92 32 16 821 56 6,200 82 14,13^ 71,824 288 8j...... 8 62 8 16,968 4 52 72 4 8 186 4,42» ] 18,268 3,533 ::".::i:".::: 8 4i 32 916 8, 420 528 20 816 15,128 4 1,876 48 82 28 •2,' 456 •"204 864 2,256 ' ■ ' '2n '428 136 84 132 86 i 18,68S 16 . ... ^*i 104 «i;; 6, 932 16,380 4,953 37,564: 5,496 380 1 224 ■■■'44 76 144 86 1,404 820 9,15218,748 14,108 2,698 19, 580 56 "'°328 25, 432 837, 95S 36, 644 "■•128 6,561 4 192 28,192 12 """52 6,180 44 444 '•"40 1,348 40 2 = 844 963 25, 80S 30. 988 ......! ■ ■ '568 80, 296 24 480 3,812 7,860 82,453 1,475,052 3,984 736 43 4,984 844 824 156 ■i,'228 772 234 156 1,092 556 44 '"m 5,480 36 7,380 124 140,564 22,120 2,440 1,108- 60 388 168 Kfi 28 620 116 4 148 2G0 12 18.213 ••"96'....:: 1 6,360 1,880 840 140 60 172 84 108 1 1 ■■'■ 4 20 4 32 sL-.::: 92 896 1 4 24 1,233 20 1 4 dR 1 16 24 3,923 1 t 21,836 i 92 8 4.1 fi \ r ! 28 1,584 1 1 '•" ! 19, 920 278, 468 19, 296 79, 8 16 18, 828 III! 83, 652 I 44,264 80,763 i 53, 980 I 12, 680 116, 98881, 144 17, 544 8,903,(!40 7,971,380 tto .special returns ef free go ;ds were made. The enumerauon is likewise very imperfect— some impor'ant port! THOS. C. KEEFEHl. 114 ANDREWS^ REPORT ON No. \'3.'— Statement showing ike qtiantily and value of the p7incipal arti Ashes, pot and pearl. Plaiik and boards. •Shingles. Cows and other cattle. Horses. Wool. Wheat. Ports, 3 6 0 H k 1 a 1 !3 •3 1 3 s fi 3 Amherstburg Bath . . 56 $2,460 45,810 626 $4,108 Burwell 2,884'.^4.180 'Belleville . 68 1,904 14,573 116,404 166 432 12,728 21 420 5,500 4,091 18,615 $1,076 1,228 10,476 27,641 ■Chippewa. , 322 1,120 2,260 8,61.2 41 122 84 768 86 81 $72 2,620 10 41 $508 4,180 Oobourg .... •Credit . . ... 1,905 601 1,128 9,271 3,696 9,524 4,808 7,480 59,580 25,872 45,230 49,654 6,578 18,590 19,997 1,300 ^Darlington ... . . 338 502 945 508 ^36 1,180 '"i6 ■ 1,140 '" 8,856 ""936 5 192 3 2O0 4,760 72 ¥oi't Erie 100 1,000 25 600 86 844 '(irafton Hamilton 165 3,844 5,752 6,050 8,202 42,348 88,348 63,948 842 1,982 850 856 8,312 2,420 2,688 1,156 184,970 12,864 8,518 2,500 99,323 127 8,499 2,860 80,072 8 480 Kingston ,. 159 8,848 Oakville ... 2,637 10 814 857 12 15,820 48 2,196 2,376 92 1,818 828 ■Owen's Sound 51 60 107 1,611 400 1,812 84 18,388 109 132 Pictou Queenston 28 28 98 4,888 4,881 10,283 6M 2,568 1,724 21,997 Jlondeau 7,521 34,080 91 220 Sandwich . 21 763 6 632 18,128 144 980 217 2,480 173 20 10 7,488 800 620 1,118 4,552 20,608 224 1,188 3,692 45,243 54,902 9i9 44 4,530 10,224 704 35,300 792 Stanley 856 712 764 Wellington Whitby . 305 6,100 4,541 46,408 1,502 2,256 166 2,181 400 29,804 6 836 420 22,068 50,165 9 Brockville 1,125 244 Maitland ... . , 'Cornwall 289 8,472 57 99 3,248 4,884 5,552 667 1,388 168 170 13 56 203 235 850 767 248 1,400 1,632 2,400 4,488 8,216 Dundee 88 100 82 200 156 20 116 28 2,808 1,200 7,464 1,956 43 8 436 250 145 ^ananoque 23 232 Maria' own 12 89 280 2,492 Prescott ..... 404 1,192 200 200 8,720 1,904 St. Regis 120 944 218 4,228 208 Clarenceville . . Frelighsburg 43 464 882 600 5,968 7,500 112 100 21 51 82 4,460 4,000 976 1,240 4,052 5,600 100 1,140 24 ■**266 Hereford 700 130 5,600 828 Huntingdon 365 82 272 5?. 157 S3 792 468 420 Ijacolle 271 12,320 1,296 51,420 20,426 Philipsburg 16 iie 549 27,256 Potton ■Stanstead 7 836 148 23,368 19,502 82 124,656 19 2,046 8 2,124 1,014 15,296 871 962 11,096 57,400 1,226 68,388 240 9,424 182 St. John Sutton 1,646 4,206 8,916 34,012 Napanee 49 4 5,728 200 Elgin . . 66 936 Wallaceburg Bruce Miues 2 60 468 16 8 7,476 160 72 3,371 106 440 New Carlisle . . Sault Ste Marie ... New Castle 43 260 4 60 19,377 Stamford . . . Milford... 11 64 30 480 8 460 104 32 40 Russelltown . Total 2,551 65,992 118,416 766,628 12,374 20,732 12,989 140,176 3,747 185,848 188,6M 41,896 708,400 Note. — The reported exports from Canada serve -iiouse statements on th eUnited States frontier, and MoNTrvKAL, May 1, 1852. to show from what ports the different articles are sent, and the rel these last have been employed in estimating the trade between the COLONIAL AND LAKE I^RADE. 415 cles exj)orlM from Canada to the United States^ from each fort.^ in 1851. Wheat. Flour. Barley and rye. Beans and pease. Oats. Butter. Eggs. i g d $42,664 184 128,180 5,440 6 > i 1 1 6 s 1 > PI a 6 1 i a 1 > $34,356 $79,480 212 $848 32,289- JK^i 3nsl 7,822 f^8 .552 1 28,824 $6,428 21,428 132,860 2,744 2,589 9,908 4,8041 .. 1 1,996 11,727 5,196 18,808 8,316 2 $28 147,368 15,992 1,6711 2,649 812 1,316 77 832 12,064 2,060 12,872 163 81,196 7,528 8,056 9A T7fi 524 588 220 71,612 1,529 1,328 776 532 944 27,136 87,240 3,804 10,660 14,996 51,456 I44n7fi 181,268 77,88.) 4,166 20 1 9 2,770 5 272, 580 ' 2,068 188 783 18,272 17,824 2,008 8,992 15,992 3,444 290,020 88 572 84 66 l,4i^0 3,296 6,608 16,528 24,592 8,008 18,980 86,584 284 1,964 18,148 892 020 817,296 15,400 ■77,864 11,080 20 360 404 7,2-86 2,176 29,960 151,404 513 15,175 256 8,044 76,416 1,840 70 200 86 120 3^500 200 916 32 56 800 1,000 $124 81,276 3,264 3,t.92 107,976 42,417 10,709 4,096 168,620 42,496 13,948 8,642 5:3 6,518 9,828 308 8,086 500 660 4,438 248 340 2,176 1,779 90 32,072 1,800 24 8,496 185 59 1,080 628 858,248 8,060 2,440 2,000 78,052 "3,225 108 612 100,408 421,016 2,088 8,506 10 81,896 32 1,495 896 1,270 684 154 1,562 26 816 124 40 892 8 122,880 20 8 9 64 16 776 3,73(? 8 28 1,312 5,85613.785 7,876 296 17,808 1,140 12,092 ' , 28,444 21,268 758 400 1,050 7,525 44,560 208 29,514 103 100 2,652 1,600 4,200 25,704 162,040 832 109,196 856 400 ^ 58,480 566 420 451 88 838 836 48 144 485 1,432 1,818 104 860 844 67 102 178 986 1,632 1,248 10,251 8,945 1,024 464 39,886 45,844 29,672 41 700 7,809 8,384 85,804 327,368 10,773 2,4;i0 491 1,040 5,866'34,736''i 5-936 2 82 22,884 31,736 8 1,200| 780 2441 74fi 820 228 700 208 8,010 2,164 201,164 428 27 4,472 308 752 76 70,648 480 650 892 4,000 4,726 10,900 2,332 15,746 410 7,621 15,623 1,812 1,180 3,772 568 4,060 104 1,960 4,268 8,592 120 10,286 8,S24 229 488 112 152 2 4 50 261 274 24 44 600 3,100 2,988 150 12 1,960 8,508 1,896 852 14,080 4,132 272 1,373 428 12,944 188 6,320 116 10,821 5,4-20 542 253 252 192 1,000 76 24,008 104 472 32,960 124 53 16 488 280 175 200 2,500 1,726 19,817 5,688 72 100 28 24 624 344 5,824 1,680 908 192 2,682 3,104 8,252 582 15,532 205,040 10,140 6,292 1,953 196 488 89 156 160 140 113 60 65 52 1,808 600 728 468 8 16,296 200 15,452 11,180 816 6 4 21 12 4,808 12,687 1,564 86 36 27,500 18,08d 11,545 45,688 4 1,281 688 272,416 88,968 132 2 704 8 2,812 97 9,S 567 276 8,365 294,308 1,048 80,204 828 1,036 2,964 10,628 1 8,848 549,432 40,128 19,08411.68P 411,755 88. .592 905,276 1,82E 5,300 5,286 672 456 1,112 52,092 67,464 212 19,452 13,48c 6,58^ 8,037 1,484 1,588 440 3,452 444 156 864 43,196 17 7€ 6,416 14c i,604 70( 6£ 4,784 1,93 5 . ... 61,564 i ) 2( 67,644 724 10,220 428 10,220 11,60 3 .... m > 168 12,516 2 82t > 132 12c ) 82 2>i > 864 6[ 4 . 8,844 5,992 10,480 5,922 1 3,56088,004 491,76 0 331,97 31,181,48 W46,55 2 75,59 3 85,208 41,588 :517,40f ) 185,708 447,48 38,00$ n-,715,92S 5,839,800 ative export trade of different ports. The correct quantities and values are, however, ascertained from the custom- two countries. The inland import^ of each country are the only true measure of the respective exports of each. THOS. 0. KEEFBR, 416 Andrews' report on Noo 14-,—Expo7'ts of the yrmcifal articles of Canadian ]}roduce and Ashes, pot and pearl. Plank and boards. Shingles. Govts. Horses. Wool. Wheat. Ports, n a > 1 'a 1 5 B -13 B 0 P^ B 7j .0 3 30,900 4,571 112 ^!i9,.(l?,^ Bath 6 '168 2,61 6 $21 ,288 14 375, 83,372 10,648 85.184 35 8,332 .2 ^44 3,924 92 Belleville. . .... 833 9,464 1 $16 9 812 $1,928 80,686 50,144 42,280 2,649 310 2,719 158,063 14,985 18,042 5,479 108 11,580 Bondhead 221 "*822 1,812 1,324 ' "8,220 9,640 Chatham 133 '""23 3,192 ■"'560 1,124 59 1,124 80 ■536 41 "5',808 692 "22 29 ■■$1)28 2,440 1,200 1,700 6S,768 240 180 9,916 Chippewa Coboui'g Colbourne Credit 2,430 1,007 936 14,584 9,076 a 'A9.9. JjoUionsiQ 140 3,500 -4 1,110 512 3 4 68 1,412 712 4 Dover 6 T4 52 8,700 7,286 51,004 245! 1 7W1 5 40 5 248 6,160 1,540 l?ort Erie ' 2,576 24 1,000 9,330 1,848 3 8i 878 A «Q9 38 895 858 "206 56 420 368 ' "266 2 40 'l',764 Haniilton 163 16 86 10 44 3,764 400 1,000 400 1,320 4,794 33,296 6,027 88,412 6,14.) 40,600 "28 211 ' 'l,624 16,880 13,000 3,654 30,000 2.704^ 91 MO. Hope Kingston . .... 540 7,600 47,424 216,540 7,466 145,839 1,135 Oakviile 4,518 27.108 t3 60 347 820 484 2,512 60 60 5,907 35,649 Queenston 849 3,076 104 3,284 50 4,982 408 23,776 42 60 182 140 41 50 1,064 154 2,096 273 14,176 1,251 2,000 88,095 72,000 240 1,600 466 2,796 61 4(i0' 7,100' 17,812. 122,321 Stanle;'' 20 1 240 12 5 300 Toronto 96 1,680 276 8,092 261 1 ,182 30,678 Whitby 386 9i 6,948 2,172 2,537 1 8 20,296 4 56 277 416 20 2,176 820 24,640 6 377 400 22,452 ""958 69.000 2,6 'i;-5 ! Maitlfnd 1,421 1,410 3,074 30 32 18 236 80 80 21 17< 1,600 5,100 1,818 8,120 Coteau du Lac . . Dickenson's Land- 182 610 425 608 3,048 1,936 10 35 210 8 40 86 420 8 109 207 1,088 1,.60 Dundee 978 308 1,243 23 148 Mariatown 213 196 ""6 2,376 2,072 ■"44 107 154 5,140 4,9j4 ' '3",C2S ""224 '""os Prescott . 345 6,472 113 1,052 Riviere aux Raisins St. Resris Frcli^'iisburg . . . 25 140 208 2,100 l,'C4 25,500 247 12 16 41 6,6> iS 6,652 760 1,C6S ::::: 601 500 10 200 800 108 6,41)0 .. (60 1G4 132 55 700 67 12 491 17,836 34,428 ■■"!* Philipsbuig Potton 102 3,032 3,559 43 44 101 860 552 28,264 2,300 5001 552 14,276 28 194,328 1 Stanstead St. John Sault Ste MiU'ie 20 13,259 581) 373,8.2 8 81,896 "1,588 ■l",8i2 '""5 '"so 898 1,154 12,344 70,540 ],2n0 24,146 276 759 8,556 88,858 41 84 5,76P 400 200 30,348 :::::: ;;--:i:;;;;;;;| Mil ford 8 2,142 12 2,884 23 7 824 96 2 1 120 40 636 90 144^ 1,477 20 1,700 Sutton i .. Bruce Mines 116,56i' 6,608 77,500 4,286 215,068 286,691 ! Total 15,685 437,276 (95,036 12,198 15,168 50,86;) 1,205,593 ! The year 1850 was the first in which any return of oxp^rts inland was made. It is estimated that about 20 pef frequent intercourse that Tuli and regular reports of all outward cargoes are scarcely to be expected. Mjx^iiii\L, Mafj 1, 1852. COLONIAL AND LAKE TRADE. 417 manufacUire to the United States^ by inland 7'outes^ in the year 1850. Wheat. Flour. Barley and rye. Beans and pease. Oats. Butter. Egga. > a 1 "1 > 1 1 1 1 1 !3 2,000 2,124 1 > 5 6 > O > 3 $28,172 $400 424 $25,604 8,424 1,444 $5,164 10,228 $1,172 *2,879 $l,i52 $686 26,496 1,892 428 9,176 12,563 7,424 86 86,472 118,792 24,548 18,756 75,024 3,604 309 1,909 1,440 124 956 8,728 160 327 1,864 644 164 50 $488 201 940 87,608 1,675 836 89,884 82,184 45,912 1,984 280 9 104 4 80,416 5,716 28 844 448 200 54,580 2,176 2,212 103,548 80,000 69,570 12,141 17,105 2,878 1,860 12:),000 278,280 45,708 47,243 7,704 5,336 237,182 13,112 460 432 3,016 1,844 11,200 1,528 120 8,680 6,886 88,060 804,482 18,356 4,052 742 288 248 96 66,186 80 100 2,022 20 24 536 108,632 100 15,600 10,712 5,320 5,122 1,496 49 160 1,203 $112 36,880 6,922 600 12,003 224 8,472 4,832 352,100 80,316 52,890 7,685 22,925 1,270 .8,679 39 210,416 80,740 98,082 4,982 14,716 160 1,242 514 6,108 588 260 3,736 30,603 141 148 6,944 36 40 112 150 576 1,500 1,800 5,576 47,000 124,904 72 12 127,928 3,778 5,064 388,096 11,123 178,940 5,596 132,740 460 1,883 800 51 82 4,110 1,096 88 4 1,056 28 72 1,292 2,260 484 4,732 564 2,456 8,000 1,700 548 272 6 68 2,208 2,888 14,008 84,500 25,252 408 12,836 16,264 2,400 26,880 27,188 176 1,248 10,364 88 86,672 745 80S 74 44 2,053 888 S5 540 7,249 728 86,040 7,886 40,256 115,3C8 36,584 51,782 1,008 6,198 1,408 8 043 10,000 34,848 2,643 13,500 237 40,616 137,892 10,512 54 000 1,297 2,785 5,816 500 110 872 1,344 8,172 252 60 416 124 4,164 1,044 250 20 119,948 841,840 58,872 4,50i 8,^^64 " 2,143 3,428 165,951 83,188 10,000 436 45 8,294 12,320 2,000 92 16 644 3,424 187,612 73,234 1,012 . ... 942 11,244 . 6,856 869 922 848 463 4,263 800 240 20 180 2,636 1,840 964 6,508 12,o00 8,864 620 2'0 728 41 12 80 12 15,228 2,284 50 552 14,608 4,928 1,282 932 ^ 1,792 83 12 74 28 2,219 367 440 112 32 40 860 428 10 264 16! 892 23,424 108 20 80 i 109 44 2,270 888 640 4,9-8 2,216 9,872 8,400 484 4,882 i 4,988 404 17 50 03 800 L . . . . . 60 1,000 36 252 131 28 304 80 185 31 292 800 1,484 j 11.696 500 43,576 12,144 232 63 82 4,567 712 812 4 444 !... 6,032 '"ih 53,636 72 "■'14 1 18,704 86,084 101,248 106,872 492 805 820 1,451 8SS 256 2,884 540 4 181,193 68,620 14,643 222,020 7,956 208 1,544 1,004 444 78,436 544 1 42,310 83 4,707 12 2,120 150 25,947 76 13,912 701 891,052 140 103,140 2 2 935 2 832 80,934 1,227,844 7,956 6!i8 27,112 9,224 378,495 24,916 1 1 ISO & 4S4 82 l,98r 970 8S3 188j 92 26 8 84 384 4 428 1,860 87,288 444 j 1 i 1C4 104 i j 4,032 4,0 2 992JS0 452,589 :i ,453,376: 62,591 29,708 56,519. 29,292 655,089 157,852 1 4,712;\- 40,32S'387,269' 25,788'6S7,948 1 1 } 1 5,009,480 cent, should be added to tlie above for the rem over the repm-ted exports. There ara so many ferries and such THOS. C, EESFER. 27 418 ANDREWS REPORT ON I •I of 00 O 5$ 5^' ■:3 -5 i^ GX) a > tip ^ 5>^ ^ JO 6 03 fl Pi D3 1^ m a'" c^ o ;o ^^s^ 00 CO ^ '^^ 00 c^? ^^S&COOO CO O CO 00 -^ c^ 00 CO CD O CO CiD -^ CO CC £— 00 rH i-H CO O? 00 G^? UO r-H "nt' O^ <— 1 C^l i-H G^ iX)0 t- GO C0C0C^t'MO-^'^-?tiC<>00O0000O'*00O'?t f-ni-n r-f CO O '^f t^ f-H CN t-i rH iO G"^ t-i CO rH O'^ CTi 00 rHuOLriOOcoiOCooou*; G^ rH rH CO G-^i C? O r- G-n! CO CO c^ o? o? O? O CO - - O CO CO tj]-^ o *» d ^ o g o •= fc-H >' ^'-' f-* 'J^ "I'o- K3 fc-j---* vy u^j I— I i-J fc^ •-! rr '^ \r' ra Q 'i' :-' o o .1^ oj 4:1 1^ n ^ S c!3 ^5^ ik] c 00 OD CO GOC^ 00 t- CO £- 00 00 OD CO CO t- r^ COLONIAL AND LAKE TRADE. 419 No. YQ.-— General s'tateraeiit shotoing imports into the fori of Neiv Carlisle, district of Gas'pe, for the year ending January 5, 1852, distinguishing the countries from vjhence and the route by which impo7^ted. rticles. Coffee, green -cwt . . Sugar, refined do . . . other kinds do . . . Molasses do . . , Tea pounds. . Tobacco, manufactured , . .do . . , Snuff. .do . . . Wine .gallons. . Fruit, dried ..,.,...,..«,..... fopices. Vinegar. ............ .gallons. , Cocoa and chocolate., .pounds. . Glass Leather, tanned.. ,,,..„..,... Oil, except palm. . . , . .gallons. , Pork, mess .cwt. Manufact'd candles. .....,...* cotton leather boots hardware ......... linen wool articles not enum'd Coal D^^estuffs Iron, bar, rod Iron, boiler plate Iron hoops Lard Lead Pitch and tar barrels. Rope Resin and rosin barrel . Tallow Other articles not enumerated.. Pree goods. Total imports. Total quantities. 12 2 27 1 22 172 0 5 434 0 17 10,841 1,256 92 35 589 100 459 6 F^^ee Goods. Animals, pigs number. Books .do . . Drawings Maize Soda Beef pounds. Bread. , cwt. Chocolate pounds. Flour barrels. Fish .cwt. Millstones. number. Oil, fish gallons. Pork pounds. Salt bushels. Wood........................ Total value. •1164 4 900 1,016 2,744 2,328 20 28 12 32 76 4 4 300 344 44 108 5,092 9,084 1,448 2,340 5,120 6,684 84 24 192 16 28 96 76 220 544 4 1,256 33,500 20,176 53,680 From G. Britain. 1,668 28 76 156 344 108 5,084 1,956 1,168 2,340 5,120 5,524 36 192 16 28 116 76 32 544 1,956 25,904 13,920 39,828 12 '32 32 From U. States. 108 60 92 4 From British N. A. colon's. 340 340 #164 840 904 1,008 2,232 16 28 8 4 4 140 44 4 124 276 1,152 48 24 188 7,252 6,252 200 1,215 175 365 4,856 1 300 1,400 18,640 8 3,308 16 1,728 12,612 28 280 136 1,552 440 3,308 1,636 90.176 1,288 13,920 16 88 12,612 ' 28 280 136 264 440 6,252 All the goods imported have been by sea. J. FRASER, Collector, 420 ANDREWS REPORT ON No, 11,-— Abstract of the trad.e of the yort of Quebec, showing the ships and tonnage employed^ and the relative value of the imports, distmguishivg for- eign goods from goods of British produce and manvfacture, during the year ended Jajiuary 5, 1852. Countries from whicli vessels entered. United Kingdom British North American colonies. . Gibraltar France « Spain Portugal Sicily « Amsterdam Antwerp Plamburg .....<., Norway Maderia Canton. West Indies. , Value of sundry goods for ware- house . . , United States From place of entry. Total , JVo. 889 183 2 16 37 1 1 1 1 6 8 1 1 13 145 1,305 Tons. 400,798 18,461 581 4,699 13,294 299 129 212 262 1,436 3,030 213 315 3,588 86,504 Value of imports. ■itisli. P,342,876 134,408 Foreign . Total. $340 29,360 8,264 6,428 5,368 10,728 3,000 535,821 2,477,284 9,012 27,316 35,384 129,128 264,316 12,342,876 134,408 *135,184 129,128 2,741,600 *T]io value opposite foreign places, except the United States, is that which was entered for home consumption. The balance of ^5,348 was placed in the warehouse, for which, no separate detail was kept. Custom-house, Q.uebec, January ^ 1852. No. 18 ^—Abstract of the trade of the port of Quebec^ showing the ships and tonnage employed and the relative value of the exports ^ distinguishing foreign goods from^ goods of British produce and mamfacMire. during the year ended December 31, 1851. Countries for which the vessels cleared. United Kingdom . British North American colonies. Portugal (Oporto) Vv^'est Indies (Trinidad) ........ Colombia (Porto Cabello), , . , , . United States . . . . . ,.,»,... Vessels 1,212 176 2 ^ 1 1,394 Tons 572,760 11,748 428 231 212 704 586,083 /aluQ of exports in dollars. ^British. Foreio-n. Total. 5,130,979 371,630 4,469 4,977 7,829 5,889 5,138,813 77,519 4,469 4,977 9,048 5,774 ""6'356' 9,058 2,134 5,526,877 20,068 5,546,955 '^'ThQ YjQYil British is used in contradistinction to tlie word /oy'-sic-ft, most of tlio articles exported being of colonial growth and produce. Custom-house, Quebec, January, 1852. COLONIAL AND LAKE TEADB. 421 a o o 'o a? > CO lO r- 1 T— ( I- ^? to en § ^ r ■^ ; ^ : r ;^ ^4 •" • 00 :- 00 • # ^ :- :- i-H ' Vessels. IS > O CO CO 1 'sll M 0) > co" CO a c CO t- r-i cT; C^ CO GNJ 00 O «5 00 O r-( 00 T-t r-1 Cfi O xjt t- 00 ooc: 03 0 LO ^ cr c^ o o* r-i to C£ GS! — , lO re 0. .2: m c i 0- 1 c G, c 0. f-l c c i c ■-a C} P o fM e2 i ^ ^ tS o I- C ^ J "S-^ o g P .0:? «2 Q M ^ 422 ANDREAVS KEPORT ON Noc 20*— General statement shoiving the imports into the 'port of Quebec for the year ending January 5, 1852? distinguishing the countries from whence and the route by vjhich imyorted. Articles. ENTERED FOR CONSUMPTION. Coffee, green <. , .cv/t. Sugarj refined .do. other kinds do . molasses .do . Tea,.. ...lbs. Tobacco, unmanuflictiired . . c . . .do. manufactured do. Cigars, ..,....,., ^. ......... . .do. Spirits, brand^v. ..,......,». .galls. Gin do. Rum ....... e .do . Whiskey . ...o do . Cordials .... a do . Wine .do . Rice Salt. .bushels . Fruit J green. dried Spices o Confectionery and preserves Maccaroni. lbs. Vinegar .galls . Grains, barley and rye Beans and pease. Meal..... Total quanti- ties. 1,207 2 26 1,274 2 24 25,371 0 1 20,102 0 10 310,260 225,082 91,583 1,548 24,540 27,591^ 7,065 1,859 62 05,525 314,322 1,510 14,775 Flour bbls.. Provisions, butter.. cwt. , Cheese. do. . Meats, salt .do . . Hops lbs . . Ale and beer .,.,..».. .galls. . Cocoa and chocolate ............... Fish, salt and pickled . . , , fresh , Furs 0 Glass Leather, tanned. Oil of all sorts .galls . . Paper. . , Seeds. ...,,.. Manufactures, candles cotton leather ............. India-rubber . iron and hardware . . . linen , silk wood , . . . wool ............... Machinery Articles not enumerated Burr stones un wrought Chain cables , Coals tons . . Dyestuffs lbs. . Flax, hemp, and tow tons. . Hides 371 2 0 19 83 2 23 199 3 10 340 10,552 87,740; 1,000 60,855^ 15,148' 391 19 2 18 Total value via the U. States, in- land. P,100 15,592 4,368 7,284 1,392 442 952 1,192 444 "84 16 260 372 2,068 68 640 92 1,048 5,480 4,960 1,492 'i4,*696 3,304 Total value by sea, via St. Law- rence. §8,796 9,548 114,052 27,064 55,296 11,052 3,932 588 17,7.32 9,280 1,964 1,180 100 30,640 7,464 18,824 3,232 7,584 6,360 708 148 1,812 136 28 3,792 532 8 1,068 '944 40 5,504 732 29,128 2,156 14,192 24,856 14,488 49,152 7,364 392 3.588 318,804 8,536 156 403,744 75,644 101,852 9,164 339,080 4,440 .346,188 1,300 43,724 95,976 6,712 19,244 1,164 Total val- ue of the wliole. P 1,896 9,584 114,052 27,064 70,888 15,420 11,216 1,980 17,732 9,732 1,964 1,180 100 31,592 7,464 18,824 3,232 8,776 6,360 708 148 1,812 136 28 3.972 976 8 1,068 1,028 40 5,504 732 29,144 2,156 14,452 25,228 16,556 49,220 8,004 484 3,588 319,852 8,536 5,636 407,704 75,644 101,852 9,164 340,572 4,440 360,284 1,300 43,724 95,976 6,716 22,548 1,164 COLONIAL AND LAKE TRADE. STATEMENT— Continued. 423 Articles. ENTERED FOR C OMSUMrTION". . .cvvt. .kegs . Junk and oakum « Lard ......».......<>.. Lead Ores of metals ....<,....».»., Pitch and tar «... .barrels, Rope . . , tons . . . Resin and rosin barrels, Steel . , .tons . . . Tallow..... o«, All other articles liable to duties . . . . Pork, mess ....,, .tons . . . Leather, boots and shoes Free goods. Maize. Other ii-ee floods. .barrels, Value of sundry other goods entered for the warehouse. Total quanti- ties. 3,528 2 15 448 2,195 618 10 0 3 2,391 33 17 0 22 ()7 13 2 14 17,461 Total value via the Uni- ted States, inland. ^1,812 476 "72 7,668 792 93,456 20,536 113,992 Total value by sea, via St. Law- rence. Total value of the whole. 112,860 1,276 200 3,916 97,748 3,324 5,012 15,736 5,796 600 5,744 51,200 2,474,728 746,888 3,221,616 #12,860 1,812 1,276 200 4,392 97,748 3,396 5,012 23,404 5,796 13,808 600 5,744 51,992 2,568,184 767,424 3,335,608 From Great Britain,. £ 712,625 From the United States. From Eritish North American colonies From other countries , 39,277 40,882 41,119 833,903 P, 850,500 157,108 163,528 164,476 3,335,612 Note. — Goods arriving- at Quebec for transhipment to other ports are not comprised in this return. Custom-house. QvcjebsC;, January 21, 1852. 424 ANDREWS REPORT ON ^,0 s; ^4- . '^ 5S ^n ^ ' ■ » ^ (N iO 00 r-H ^ lO ::^ !< $j ^ IP • ?.> <^ «-s:J Q.^ ^ Q> t^ ^'J <>J • i s OX) ^ o 6 2 ^^ ^ QJ c5 ^.§1^ '5 ^ O ?< W2 1^ (~< o " cq -rH -+-5 O" H cooooo-*oo-^-^-^(^?ooGOoc<(t£3G'?c»cjDoo rH 00 Oi Gvf ^00 G^ CO CO t- Cni t-- «0 1-H Oi O CO '^i^ (7? lO CNJ c^ '^ CO t- c^ CD t- CO d C? '^^i C? C^ ^ CO CO CO CN '^h' -^ T-HCOt^OCJll— T-Ht-COOCM lO G^GO-^G^?COOOlOt-hCT OCOC^OO-^ '0000000 ^ u-5 lO CO T-f C^ • O O '^'^ '=d^ ir- -^ rH r-H CO -* . -^ O r-H CO ■^ O-^ CO G^ coo O Oi a> CO 05 • 00 C^? GO • OQ t- O • liO o o 00 '^ GNJ C^ O GO CO CO era CO to a r-\ oi C\2 ^ G^} G^? CO CO CO CO G^ '^ "^t* I— lCOl-a:la5C^'-^^-cooG^? •lO G^QO-^G^JCOQOu^r-iGNi G<}'^'*C'Q0G^C0O^t0^^i Cr5Gs!G^COGO»Ot-H>X>'^COO ojcoLOosoooioci'^^jLrjo O CO G^ O CO -^-f 't.i Lo lo CO — I oi t-- -"^"^ T-H r-H CO -^ ■00 00 GO O O CO ^ "^i^ ■■^ O rH CO C^ 00 O G^? G^ CO CO Oi OO O? CO CO O-i r-i t-H '^ vO CO -^ O? Ci^G^C\>'=^ •'^G.rHC^G.COlL0C^COG-?0^Q0rH05 ' 05 ^ 1-' G^? £- CO IQ r-- O CO 00 rx r^ o-tch ^^ r# ^^ ^ p^ p,^ CO t- rH CO CO CO f-< r-l GO CO ^ o o fcco 9 " ?K fcfl o o o o o "" '-a pn! 't:3 -a bS) f^ a- pL, o o CD CO • ^^^^ '^ ^ c 22 C^ -Ti o " S: .2 g3 HEh 0 •M KM 5^a riQfi-H '-^ ;-i fj I p. COLONIAL AND LAKE TRADE. 425 lO • T-H ifS ■^o "^ GO 00 CO C^ 00 o t- OJ 00 OJ GO • O «D t-i CO • -^ u-i Oi CO • -^ Oi lO t- • C3 O Ol ^< oo o • iO CO OT o -^ t- »o O CO •^ O) O CO ■^ (X) 00 00 GO to to 00 '^ O O T-H crs r- CM cro t- >-H CO CO GOO? CO CO 1-H CD c:j t^ CO GO CO O 00 "=:}< 00 GO 00 00 CO CO 00 ^* CO CO rH a:i I— G^J CO J:- !-H C0'^OCrQOCD'^G0-^OCCC0 G^ 00G^OC0OG0OtO00C^'!t"?t"'*C5OC^Q0 CO O) CD r- 00 r-H O CO -^ 00 U"^ CO Oi lO 00 OO ** t- C5 O CO r- C1 -^ • -=*• O C^ '=*' 00 "^ CO • O 00 ^ •G^? • ■^ '=:*< ■<=:j-t '=::^ en • en CO • O CO r-H GSJ . O CO T-H 00 -^1 ^ uo . CO O 00 O CO CO t- t- . 00 Oi . ^ rH O^ CO . "^ C»"5 C y-i Wi rHT--tC0C0»-0(OrHa5C0 Oi OO CM CO CO GNJ CO C^J r-1 •;M^ S © o ,-5 c:' TO S-> 9. S . d o a O '^ 0 c3 ^ P CJ el ^ re 03 C^ ^:Sg3 s^ S:;^ g^^ g g.^Q 3^ •tS o ^ .^ J^ g ;^ Jh Kj f, S ^ 426 ANDREWS REPORT ON ra '/7 0) cd t3 a K* cu fTi C5 f-i i> s 1 CD c5 J.SP iri -"d (S^ K {> ni o K> ;h o O o:j H S cti coo (X) to o o • O ^ C^ G^? -^ • O) CvJ 05 05 O ' 05 Oti CO OO C5 • 1— i 05 lO CO •(^05 0"=* • CO r-< -^ '^ C^ O 00 O^ ^ aO CO OO Qi t^ Qi 00 CO C^. 1—1 CO o COtO^OOO'^OOO i-O UO 00 O? O Oi '^' Oi^C^OOGvJCOCOOOCO-^* C^O5rHCOO5C0lO'^C0G^? CO CO LO LO t^ lO 05 i-H CO lO ^00 O G"^ t- C5 CO QOO O CO -^ r-i o bn o ^ a; 4J <■ <^ ^ ^ o r, •^ o ?-i PO O O H ^^ is; ly .^ ^1 H IS <1 1 H r/;' , OCOi^^OOG^COCOQOCO'^ G^O5f-HCOo-5(r0^-^C0(S^ • CO CO »jO iO Jr- UO C5 rH CO LO ooo O x^ CI CM 00 • -^J^ -^ G- O t^ -d^ tM ao I- -^ oi CO CO -=^ C5 -4-I '^i CO -^^ ■^" CO CO CTvf -^ C-? -^■^ G-i -^i^ C-'J ^-^ I-- i:- f-i O CO C-l I- O .O CO O -^t^ CO ■^■'. O CO CO CO GO CJ. ;fi GO a-? CO csD g^? oi o cji ph c^^ r-4 -H CO CJ O LO '^^ CO c^ H CO -4^" en f~( »-< GO CO r^ CO CO 00 -^ -^ C^ CD 1- s— :' C) O 00 i'O Cit) GO t-- rH C^J Ol no CJ •'-r C? CTi -^P §! a:3 bo 5^ ^ £ .2 a aS 1 -^ s ^ ^ -g - ^ ci^ p t. :^ o -jj 02 O ■ ■ o 'd3 , M2 03 ^ r? O' '^, '^ >^s p, ... ^ W r-i W A ^ ra --I -^ '-^ ^U i~j ks-( S— ^ k^ fcH t'S »^ ^H '^ r-w O O O Oh OJ OJ _*-H [> o 428 ANDREAVS REPOUT ON No. 22.—A71 account of the staylc articles^ the produce of Canada^ ^c,', exported in the year ended ISSl, as compared loith the year ended 1850<. PORT OF QUEBEC. Description of articles. 185.1. Quantity. Value 1850. Quantity. Value. Apples .barrels. Ashes, pot , . . . . odo , . . pearl .do . . . Ash timber , tons . . Barley , ., . . .minots. Battens « . .pieces. Beef. tierces. Beef , , . , barrels . Birch timber tons.. Biscuit cvvt.. Butter .pounds . Deals, pine and spruce pieces. Elm timber . , tons . . Flour barrels. Handspikes. .pieces. Hoops ., do. . . Lard pounds. Lathwood and firewood cords. Masts .pieces. Meal (com and oat) barrels. Oak timber tons . . Oars .pieces. Oats o .bushels. Pease and beans .do . . . Pine timber, red .tons . . white.. .do. . . Pork .barrels . Shingles . . . . » .bundles. Shingles .pieces. Spars do. . . Staves .M. . . other .do . . . Tamarack wood ........... .tons . . sleepers ........ .pieces . Furs and skins. 716 3,082 2,330 3,016 1,040 4,898 20 564 3,252 1,302 388,265 3,449,611 35,618 141,143 5,323 45,472 5,507 671 2,897 98,105 9,074 5,827 11,543 90,488 410,091 2,690 50 44,000 2,232 236 3,877 430 19,75S #2,404 86,900 37,. 372 14,900 408 1,960 5,268 18,468 4,376 26,596 937,480 196,124 570,876 900 2,256 32,080 67,100 9,976 189.308 4,536 2,276 8,960 456,232 1,508,528 30,424 ■ 250 44,640 34,076 348,060 2,028 4,068 12,208 588 2,434 1,092 1,713 3,470 5,583 121 692 4,613 i;0.35 182,023 2,995,764 38,166 151,094 12,415 6,200 4.320 4; 423 620 2,970 27,600 17,435 11,541 6,543 89,652 326,033 2;394 271 52,000 3,229 452 3,622 915 28,195 #1,764 6,720 31,008 6,852 1,120 2,080 9,408 28,524 2,944 22,628 584,784 220,976 643,028 9,080 200 392 26,252 62,000 8,688 251,004 8,720 2,760 3,748 468,976 ,055,096 23,788 348 64,580 58,340 263,100 4,676 5,808 11,788 4,671,048 3,881,280 CusTOM-KousE, Q,ueheCi March 13, 1852. COLONIAL AND LAKE TRADE. 429 No. 23.— -A71 accoimt of the stable articles^ the iwodace of Canada^ <^6'., ex- ported in the year e?ided 5th January^ 1852? as comrj[}ared ivith the year Winded 5th January^ 1851. PORT OF MONTREAL. DeBcription of goods. Acetate of lime.. Apples AsheSs pot ..... Ashes, pearl . . Bacon and liains Balsam . Barle}?- , Beef . , . Beeswax . Biscuit . . .Bran Brandy ...... Bread Bricks ....... Brooms, corn. Better Candies Cast-iron ware , Cheese Clocks ....... . Corn, Indian . . Flour......... Year ended January 5, 1852. 38 casks. 515 barrels of fresh and 1 box dried. . . 21,042 barrels 6;221 barrels 4 hlids. bacon; 5 hhds., 38 tierces, and 32 casks, 17 barrels, g barrel. 3 boxes, a.nd 450 loose hams; of these 5 hhds. and 12 loose hams foreign. 50 kegs Canada and 1 box cherry. 2 barrels , , 298 tierces, 670 barrels, and 12 half bar- rels; of these 28 barrels beef foreign. 2 tierces and 1 cask. 2,909 bags— 1,468 Canada, 1,441 man- ufactured in bond. Year ended January 5, 1851. 20 hogsheads (foreign,) 491 bags. Furniture. ....-, Furs and skins ,,.».. Glass. . . Grease .,.,...,...,.. Groats ..,,......,.. Hoofs Honey . . Horns and bones. . . , < Lard...... Lumber, viz: Boards ....... Deals Billets .... Handspikes . . , Maple. Oars . . Sawed pine . . . Walnut ...... Btaves, std. anc barrel. Punclieon . . . . . Heading.. . , . . Fieal, Indian oat Wiaphtlia , . . . 55 dozen, 1 package, and 1 broom. SO.ro? kegs, 4 ba,rrels and 12 half bar- rels, 164 hrkins and 251 tubs, 35 minots. n3 boxes—lO British, 3 Canada, 100 manufactured in bond. 18 stoves and 8 pieces, 112 tierces, 77 barrels, 4 boxes, 2 pack- ages, 1 cask, 1 case, 1 cheese. 8. 54,668 bushels and 200 bags 930,466 barrels-'-224,403 Canada, G,(i63 foreign. 11 packages. 15 packages, 16 casks, 8 cases, 1 pun. 1 tierce, 1 barrel, and 1 bale. 13 boxes and 9i boxes. 43 kegs. 29 half barrels. 7 tons, 2 cwt. and 5 poQuds. 3 boxes, 3 tins, and 1 case. 6,490 horns, and 51 tons, 6 cwt. bones 236 barrels and 188 kegs; of these, 200 barrels foreign. 6,907 pieces 1,212 pieces 144. . . . . 9 logs. 875 pairs 5,000 feet, 222,739 pieces std., 8,248 barrels. . . 292,183 pieces.... 2,000 pieces. 1,531 barrels. 1,019 barrels and 12 half barrels. , , 11 cases and 8 casks. 909 ba-rrels fresh. 14,844 barrels. 7,250 barrels. 5 18 packages. 19 barrels. 1,853 barrels. 65 barrels and 204 bags 1,000 bushels. 8,000. 10,015 kegs. 189 boxes. 133 packages. 41,491 bushels. 129,740 barrels. 23 packages. 35 tons horns a,nd bones. 4 barrels and 208 keffs. 7,487 pieces. 3,146 pieces. 622 pieces. 18,032. 1,367 pairs. 338 pieces. ' 231,861 pieces std, and bbls. 375,400 pieces. 1.472 barrels. 532 barrels. 430 ANDREWS REPOUT ON No. 23»-PORT OF MONTREAL— Continued. Description of goods. Year ended January 5, 1852. Year ended January 5, 1851. Oats 1,072 minots. 200 tons, 7,608 pieces, and 24 barrels. 328 barrels. Oil cake ............. 88 tons, 8 cwt. , 3 ors ,....,....,,... . Onions ..•>«>........ J 60 barrels and 24 bushels Ores, copper . , . . , . . . . Pails ...,.,... Peas Pipes, tobacco. ....... Pork ..o,,.... Salseratus . ..,..,.«. . Seed, viz: Clover ........ TimotIiy..».-^ Millet o 415 tons, 5 cwt. 25 dozen. 61 ,476 bushels, 543 barrels, and 50 half barrels. 1 box.. 209,874 bushels and 496bar» rels. 100 boxes and 65 half boxes. 3,732 barrels, 1 tierce, and 4 half bar- rels; of these, 1,734 foreign. 116 boxes. 31 barrels, 26 barrels and 82 casks. 6 barrels. 19 barrels and 260 bushels. 19 boxes 445 barrels. Flax Soap ..«.••..•••.>..<> 849 boxes. Starch Sugar, maple ...,,,.. Sirup, maple.. ...... . Tongues ., >. 201 boxes and 1 case pulverized. 7 boxes. 1 keg and 1 jar. 55 kegs and 4 barrels. 50 barrels <,..<....<...... Vinegar «.,..«. . Wheat 44 casks. 134,010 bushels 87,953 bushels. |;1,453,680. Whiskey.. ........... Wooden manufactures Value, o.«o.. 14 hhds. and 4 quarter-casks, (British.) 30 puncheons .British returned. 71 packages. 0,834,112 COLONIAL AND LAKE TRADE. 431 In addition to the foregoing, the following goods were exported in foreign ships from this port, which vessels proceeded to Quebec to clear outward, under a license granted in virtue of an order of his excel- lency the Governor General, in council, of the 23d February, 1850^ and whose cargoes will consequently be included in the exports from that port : Description of goods. Apples Beef Batter Candles. Flour Hams Lard Lumber, viz : Boards Planks... Staves, standard., puncheon Oat-meal , Paper Pork.. Tobacco . . , Wheat Value ......... Year ending January 5, 1852. 87 barrels. 25 barrels and 5 tierces. 183 kegs and 50 tubs. 600 boxes. 6,367 barrels and 613 half barrels. 6 tierces. 292 kegs. 340 pieces. 100 pieces. 1,451 pieces. 4,600 pieces. 50 barrels. 18 bales 75 barrels. 25 boxes and 3,146 pounds foreign. 1,928 bushels. $29,804. Custom-house, Montreal, January 6, 1852. R. H. HAMILTON, Comptroller. 432 ANDREWS REPORT ON to 00 lO 5S j^ <^ s$ CO "<>> ^ Q.-1 Co <;> --C. ^ Co cq E V> ^^ 5^ • 5>0 O ^ . ^^ '^ CO hi) pq '^ >< ^> «:^ Oj ^ ?;: ^ § s ^0 bjO;^ O 6 ri .O • c: c: 'S 5: r-i * T— t .^ ^ ^ : ?S.S fS 4"^ : -•. CO j=i ^ g • • -d ^ M 0) ^ : : 5-< C3 ^S ^ \^ o r^ fl ^l CO 00 O bi set- ^0 'tj^ t- ■^ [•^ -' - ^> -^^ « rr- c^ '^^ '^ d ^ g^ CO o g ^0 CO CO •ga h ^- T-( 5r; ^ ^' OCQOOO cc ) 0 s"S 0 »OG^JG^ ■i (7i a CD^Co't-^'ci^" 10" 0^ r-i CO ^> O rj J^ rf i CD jj > • 0000 0 II . ^ 0 CO G\? OJ . '^ GO rH ■^ rt ^ C^J •-I CD • ^I>. o t> ^.C1 c^ .S > G) OG^OCOOOO<:^ > 0 CJ 0 iC f^! CD 0 CT! G^I r- 0 1-- CO CTQ 00 rH <:o 'Iti t> CiD c^ t— CO J-^' CO T~i CO "3 Xi^=^ -^J O H M Co ^ rH 0 0 : : : O ! Vj "S ^ u-3 0 ^ •^ rt c 3 r/ CO ;o^J c O IS 0 0 0 ''Ti^ [-, 2 05 T-i -^ - ! CD 10 t- . T-H I" H m CD "^3 ■^ PJ cd ^ H ^ rt 28 I 02 H fl o ^^ != 434 ANDREWS REPORT ON CO "so 00 'tS S 5s, ^ S^ ^ .s S ^S) ^ • u:lC^)C^!^•--cnltoa:>G^^LO'^•^>ococ,■ocooooococovooo^-colO "^^^ CO fiti C5 O CO -^t* t- O g > O OOC^iCTQCMOO'^OOOOOO-^OOO'^oaDCO-^CO 00 COGOOOOD'^ - ^'HCOt-CTiCO'^CDCOOO'^OOCNJ-^C^JOO-^'^OOCOaOt^-'^OGVJCOCO COOOt^C^^'0^too:lG\|lO'*'OtOC^'i■^OOCDaiCOOOOl:-•COlO 0> CO -^ ?>- • 0 ^ . . CO -=ti ♦ • est '^ • ' r~iCnt ' • t^ * CO 00 GO Crj (X) C^ CO '=*' to O 00 CO cc -^ 10 CO CO Ci CO CO CO CO 00 00 o CO to to CO CO 00 c^ to 00 O "^i^ ^-H i>- CO t- c^Tco'co oTto l-^ rH to f—) CO iO to < OOCOC^CQOJC^OOOOOOOQO-^-^OOOCQO'ti^OTOOOOOGOOO ■^lOCOCnt-tO^OOGOCTQC^OO'^CO'^^rHC^Ofr^O'^CDC^iC^O'! C000t-CNl'=:J^GS!OC:iG\!GSf00C0t0rHG^iC0C0Oi-H(r0t000I-0'5Cv! '^OC^O^tOCOf^JcnCOCNJG^COG^OOiOCOCO-*''** GN?r-lt^ COCOr-lrH Ol T-tJr-'^COCOQOrH ^^ 1-H to G^ rH Ci-5 O CO t^ to to O GO -)Nn^ to to O Oi OJ >— I Ot— fO-^t-'-^'^tOCO CO rH O^ t-^t-- O to t- O:) 1-H (TO to r-H rO to t- OQ to t- '^ CO -^ -tJ -i-5 JK CO CO W3 k ^ > Xi ;z:i p::; rO - - - ctD fen Is t^ ^ OQ Oh 0-0 o ^ ^ .S," f^ fc> 3 o ^ C cL, 5 .^ -r '^ o3 .b ^ .^ ^d o -^ Q &*2 c/2 o ;q 1> E-< H 'i2 P^ ^^ O P^ O Sc^ H-3 >~1 m >s. fi, pq Ix; COLONIAL AND LAKE TRADE. 435- 6 o P! ?3 CO o s ri ^ Cl g ci bn a 2 2^ ^1 r^, , ■■a o s u cl (Ti w S ^ f-l < - ^ t- c^ !-H CN) t- T-H t-- »o ^ CO -* --H c? i:r? >— t '^ lo ^1 00 GN? Oi i-O to G^ 1-H C^.? iO 'O O r~l G^^ C-> Q-1 CO ^9: p-^ ~r> i-O CO GO C» ?>■ 0*5 GO to lO rH rH rH rH G\? S— CO O G^? '^ t- CO O G^ O -> - - - CO r-iCTi G^l G^ £^ Ol CTS ■^ T-H G^? O GS! O? 1^ G^ -^ CO T-1 •^ Ol o>? oTcxTt-i 'o '"CS O d c^ rn _2 CD ^i bfl o ifi . w ^ ^ ^-ti gr) f^ g f . - - - Q rj2 ^ H H CO r/j c^ o c-^ pc^ Q O i:.q ^ o Q ca O ^ 436 ANDREWS REPORT ON ^ ^ 00 u:) :^ ?^ is s ^ 1^1 ^ ^ $^ ^ ^ S ?-. '•''>> 1 1 »<:? Q.-) ^ ^ ■Ki ?:^i r-O <^» ^ s:? o ^< {^> •^ t^ d§ '^ ^ • O ^ i^X, j^ "CO s o O ■^ •§ CO ^^ ?^ R" ;?^ ^ c> s ^ * cS» br ?i I <^ 00 6 Pi! !3 ^ "^^ si , <^ Cud a>X CO ^ ^ s > « Q .^ .rt t-' «^rP ^ o H 0) ?-i O CD 43 fcH ^H C!^ rt p' "^ -^ "^ o? C <^ •?*< CO CO f-H -"^t* t^ lO c^Cvjco'<=^CQco?CriCOCOCr5r-^ CMCOO---- - -- '^ CT) O O^ O? CO ^ O- C^l '-t -^ l-^ CO rH r-< CO CO 00 OJ C^ CO CO coco oTco"-^ ^ o CD ,iij 0) _ ^_^^ : . ^, 4:3 . . ^ -^^ ,0 d so • d o 7:^3 op p^ s~ >> fc^ rt i:T> 0; :3 53 t: ^5 ^ S3 ?i M mi %^l ,.. «! '^ hi ^ COLONIAL AND LAKE TRADE. 437 i -^ ■•^ -^ "^ CO ■^ O CO 00 O CO CO »o 00 crs OS Oi 't- VOt-COrHCD(7?»J^OOO Ol^ r-ir-i CD rH CO OOC^OOO^OCO-^O'^CD -<** UO -^^ r-H O O G^^ CO 00 lO CO O Ci GO O? O? OS 00 CD OJ CO^f-TcO CO ^3i< t- T-H OCOCOC^OD 00 «0 iO vo GO CM CT5 G^ t- C\f "^ -^ >0 "^ GSJ rH -^ r-H - 00 t- cc 00 tn IC ^r-i^O^^a^^ ■^'i O »-H O t- CO lOcnotJf-icoG^coi— lo T-HaDt-uOf-iCM C^ CO rH rH C^J G^l CO 00 GO i-l C^? ,-H G^ rH G^i Q'l OOO^OOCV^OOO-rHO^CO '^^ UO 'ch T-^ O O OJ CO GO xo CO O 0-5 00 Oi GNJ Oi 00 CO C^} co'i-Tco'cd""'^ i-^T,-? O C^ COGS? -* 00 CTS lO »jO O GN2 O GSJ i- O O -^ irt iTi CO rH -^ rH T-H Qr3 Cn t- ■r}^ CO C7i CT* LO to CO U^ "^-1 CO CO . ^ « ^ '^ -^ ^ : ^ o g pi g c^ ^ fS -*-J O o r; ■5 o 13 ^^'S r-> /^ r^. hi ri . M 1 O Q {^ K Ph Ph Eh O :5 o ;:5 o >-< 0 bSi O XI O O c3 S t-^rH ^ o c^ : ^^ : • "^ : VO ~%>^ o^ T-^" • cT • ! : ^ I co^ r-H • C-5 • ' o "^ ... ~- pH §.s& O GO 00 CX) o? -^^ -^ • • o ■^O O CM O i-t O CO • • G^ '~^'V. <^ "^ CN! Oi ^ -^ lO >i1) • • iO >%•>:;. CO rH rn' OD • . fH Total impel land State ^j©. r~i' . • CO eignl ies. 1 CO » cr> OS ^ Uti e uo ^ !~i !-, -^rO^ 1^:- GcT i^g !^ C CD O fe ."t^ rHJ>-G^'^lOOC3"5(X) <" '^f -^ QQ t^ "<* rH O -"^ iO ir- CO o-i ^ ■*-=> S02 irt) r-i S'^ cn fe^ "cd CvJ • O -^ 'CO • • • -^ G^ o ^"3 • CO 00 • 'O • . . to ,-H o S S r-^ .OGS? -OJ . . ;^oo^ ^ O'S ^ ^r^-^ -.ec: ! -coco oo' [^ • GO • o o^ ', ' ', £ CD J3 O^. -* O O O O? 00 GO C-^ C^ 00 c^ o? sr-Ot^OOl-^^^-^iOOOO^ S5 I— t CO rO 00 L-- '-H CO vTi O t- CO '=^ G^ CTi CO ^ p-i C>? i-O uTi -^ tH o CO co" rH »0 CO IC G^ J>- GVJ ci q^ CO CO rH O O rH^ H , t— • I „.^„l-v II* ; fl Gi • • CO G^ • • • rt . CTi I- . • • '-^ . » CO ] • rH r— ( » V . o-' a5 cd -1^ ; t- c? • • \ ^ J -ij o ; o Eh ^^ . • 02 . • • • o 1 ;|^ ; ; ; • c5 : ^ ^ r2 o • c3 ' • . 6 [ i o d : < o : • : M oj f.^ ; * o 'T3 o • * • ^ C Pu, ♦ d * ° ?3 O ■"l.-^J^f^ SjH • O 'pi ^ a. "OG^ tc -d o o :i5 o b.C CD b •i COLONIAL AND LAKE TRADE. 439 No, 30*-— Abstract of merchcmdisc received from the frontier districts ad- joining Canada^ and re-war choused in the district of New York, during the year 1851. Articles. Packages. Value. Ashes Beef Barley Butter Cotton and worsted Fire-engine ....... Furs Flour.,.......,.., Hams Leather Moccasins « . . Oatmeal Peas Skins, dressed. . . . , undressed.. . Wax Wine Wheat.... 2^593 barrels, 6 cases, 15| barrels 100 tierces 987 bushels 1,340 kegs, 23 tubs, 1 barrel 3 cases , . . . . In 5 cases and 1 bundle , 13 cases, 3 puncheons, 3 casks 250.352 barrels 16 casks ,:. 8 baies. » 7 cases 200 barrels , 2,439 barrels, 164| barrels, 5,641 bushels 1 case 1 case o 20 bales , 91 pipes, 121 half pipes, 5 quarters . . . 712,403 bushels $62,562 00 1,025 oO 354 00 8,791 00 1,105 00 1,230 00 6,347 00 846,814 00 630 00 519 00 757 00 666 00 5,651 00 316 00 182 00 1,300 00 7,631 00 481,213 00 1,427,093 00 District of New York, Collector's Office, March 22, 1852. No> 31.- — jihstract of merchandise received from the frontier districts ad- joining Canada^ amd re-warehoused in the district of Boston and Charles- toivji, during the year 1851. Articles. Flour... Ashes Butter o , Paper, writing , Hams Peas , Wheat... '. , Curiosities, fossil remains, &c ,. . Packages. 28, 763 barrels....... 151 barrels 1,069 kegs and tubs. 3 cases 30 casks 2,815 bushels 15,030 bushels 87 packages . Value. 196,256 00 2,621 00 7,466 00 465 00 890 00 1,082 00 8,628 00 2,133 00 119,441 00 Collector's Office, District of Boston and Charlestoicn, March 15, 1852, 440 ANDREWS RE PORT ON No. 32.^DISTRICT OF NEW YORK. Abstract of quantity and value of merchandise transported in bond to the fron- tier districts, to be exported to Canada, during the year 1851. Articles. Packages. Books , Brushes Beads Brandy . , . . , » Burr-stones Buttons Camphor , Cordials o . . , Cassia Coffee ^ .. Cloves. Corks Cut glass » . Dry goods., Drugs Earthenware Engravings Furs Fire-crackers Fish> Flowers, artificial Ginger. Gin ».... Glassware Glass bottles Hardware Hemp, manufactures of.. . Hides , Hats, wool Iron, bar manufactures of. . . . sheet. o . . Jewelry Leather Leather, manufactures of. Looking-glass plates Musical instruments Molasses. Metal, manufactures of. . . Nutmegs, Oil cloth Oil palm paintings.. Preserved fruit fish Plants ,. Paper hangings manufactures of. . . . Pimento Perfumery Pepper... Paints Railroad iron o . . Rhubarb Rum Silks Spices. Cigars Sugars Soap , 68 cases and 2 boxes 1 case and 2 casks 15 cases , 45 hogsheads, 10 baskets, and 75 casks, . . . . 2j829 pieces '. 1 case 9 casks 50 boxes ♦ Ijl30 mats, 248 cases, and 5 packages , . . 200 bags 11 bags 1,3 bags and 20 bales 3 cases 259 cases, 62 bales, and 1 package 18 cases, 3 bales, 1 ceroon, and 4 casks 2 cases, 50 crates, and 2 casks , 1 case and 1 package 14 cases and 2 boxes 50 cases and 100 boxes 35 cases and 25 boxes 3 cases and 2 packages 6 bags 3 hogsheads 17 cases and 400 demijohns... 3,000 bottles ,, 59 cases and 151 casks « 2 coils 7,474 hides , , 6 cases = 300 bars ,...., 16 ca.ses, 6 casks, 50 packages, and 30 kegs, 340 bundles 5 cases <.,..........., 10 cases , . , 43 cases and 3 bales 2 cases « 9 cases., , 245 hogsheads 37 cases and 1 cask 6 kegs and 8 barrels., .3 cases. .......,, „ » 29 casks and 50 baskets.. 39 casks and 1 case , 2 cases 13,660 boxes, 1,571 barrels, and 937 packages, . 77 cases and 10 barrels 1 box, (free) , 2 cases , , 31 cases 182 bags , 1 case , 90 bags 50 casks . , , 29,098 bars 5 cases « 22 hogsheads and 38 casks 33 cases and 3 packages 3 cases and 96 bags 746 packages, 53 boxes, and 220 cases 2,484 hogsheads, 68 barrels, and 8 boxes 220- boxes... , , Value. $20,306 00 352 00 1,979 00 4,829 00 3,359 00 320 00 1,050 00 143 00 2,644 00 2,344 00 177 00 997 00 47 00 66,942 00 3,821 00 1,837 00 74 00 6,061 00 116 00 828 00 1,667 00 10 00 95 00 834 00 16 00 19,516 00 84 00 16,029 00 607 00 309 00 5,320 00 1,265 00 2,255 00 2,722 00 13,158 00 '238 00 760 00 2,826 00 6,614 00 1,487 00 435 00 1,915 00 1,979 00 32 00 27,776 00 1,329 00 33 00 241 00 3,104 00 1,626 00 168 00 336 00 193 00 108,534 00 154 00 1,757 00 16,206 00 717 00 19,007 00 107,049 00 390 00 COLONIAL AND LAKE TRADE. No. 32— DISTRICT OF NEW YORK— Continued. 441 Straw hats, Sundries . . Tin Toys Tin plates . Tea Tobacco . . Wine Wood .... Watches , . 6 cases 73 cases, 1,222 hides, and 4 casks 1,108 boxes, 7 cases and 1 cask , 1,225 boxes 25 boxes and 157 chests ...» 5 bales 181 casks, 445 baskets, and 36 pip( 1 case 3 cases . , ? ..,.,,... . S647 00 20,059 00 8,271 00 646 00 8,197 00 5,907 00 118 00 15,820 00 19 00 1,439 00 548,142 00 No. 33.— PORT OF BOSTON. Abstract of qiiardity and value of merchandise transported in hond to the frontier districts, to he exported to Canada, during the year 1851» Articles. Books Dry goods. Earthenware Plated ware Tea ...o... Straw hats Boots Raisins Hardware « . . . Hides Jewelry Watches Tin plates Cologne., Cigars . . . , , Saddlery. Sheet iron Herrings , Lemons Glass Saltpetre ....... . . Nutmegs. Salts of ammonia . . Fish, preserved .... Grapes Hair seating Seal skins. Musical instruments Plants Pictures Perfumery Paper . . Packages. 52 cases, 1 bale, 3 chests . ., 1,074 cases, 410 bales 9 crates. , 2 cases , 48 chests 7 cases 2 cases , 615 boxes 63 cases, 5 bales, 1 crate, 40 casks 800 cases, 15 bales -, 25 cases 2 cases 488 boxes 6 cases 3 cases, 20 boxes. . . . o 2 cases, 3 casks 6 bales, 3 bundles. 25 barrels ......... o ...<........ . 50 boxes .* 2 boxes 75 bags 1 case , o ., 1 case 10 boxes. 40 kegs 1 case 1 case 2 cases 1 box......... .,, 2 cases 3 cases , 4 cases .,.= .... Value. 518 16 3 28 2 4 ,075 ,557 412 491 550 ,224 560 877 709 ,162 046 243 ;083 177 338 824 101 61 68 279 497 197 43 111 59 285 569 247 204 431 590,771 442 ANDREWS REPORT ON No. 34. — Abstract of quaiitity and value of Canadian fiour exported from the port of Boston to all ports diiring the year 1851. 16,688 barrels Canada flour ; value $57,926 No. 35.- — Abstract of the qiiaMity and value of Canadian flour exported from the fort of Bosto'ti to the British American colonies during the year 1851. 4,590 barrels Canada flour ; value ^14,961 No 36.- — Flour and wheM^ the produce of Canada^ exported, from the port of New York to the British colonies^ c^^'., in 1851; cmd also the value of all other Canada produce exported to the colonies and to Gixat Britain^ &fc. Articles Ashes exported to Great Britain . Ashes exported to other ports. . . , Butter exported to Great Britain. Furs do do Purs exported to other places . . . . Wax exported to other ports. Packages. 1,543 barrels 878 barrels 251 kegs 12 cases 2 cases, 3 casks, 3 puncheons . 20 bales ..., Beef exported to Great Britain I 100 tierces Flour. .... .do do : . " ' Flour exported to British provinces Fiour exported to other ports Wheat exported to Great Britain , , Wheat exported to British provinces, . . ., 88,553 barrels.. . 86,689 barrels. . . 100 barrels 507,044 bushels. 6,798 bushels... Vain P0,542 16,086 1,692 3,690 2,975 1,300 1,025 302,920 299,414 350 344,568 4,666 No. 31 .-—Statement of the value and quantity of Canadian flour a?id grain received in bond at the port of Neiv Yorh^ and the value and quantity exported^ during the year 1851. Articles. Packages. Value. Flour wnvpl^ous'^d . ......<>. 250 352 barrels , §846,814 602,684 Flour exDorted .... 175,342 barrels.. Wheat warehoused ^W^heat exDoried ..o. 712,403 bushels .,. 513,842 bushels 481,213 349,234 No. 38>— Total amount of wheat and flour in store, Decernber 31, 1851. Article i lour in store . . Wheat in store. Packages. 63,569 barrels . 278,516 bushels . Value. (^210,600 180,960 New York, March 16, 1852. COLONIAL AND LAKE TRADE. 443 No. 39.—^ comparative siateyneiit of the gross and net recemie received from custom duties in Canada^ for the years 1848, 1849, a7id 1850, 1848. 1849. 1850. Gross receipts of duties. Charc^es for collection , . ,336,116 130,388 11,778,188 127,240 i2, 463, 776 * 138,248 1,205,724 1,650,948 2,324,528 ' In this item is included the sum of 1^9,832 for return duties. No. 4:0^— Stat e?ne7it shoumig the relative amount of bttsiness do?ie in Ameri- can and Canadian vessels at the 'imdermentioned Atnerican poi'ts-j at ivhich separate statements have been obtained^ in 1850. Oswego.. . . Rochester . . Buffalo ., . . Total in American. 1597,399 26,578 93,068 717,045 In Canadian. P, 490, 223 69,972 222,845 1,783,040 In bond, and character of ves- sel not stated. P,639 130,987 134,626 Totals. P,087,622 100,189 446,900 2,634,711 444 ANDREWS REPORT ON '-c^ si? , • :::> ^ ^ ^ i &0 ,?-. ■^ 1^ CO t; ^ o ^ ?5 ^ eo ^ O '^ •;>" ^2 ^ bS) V> r>^ ^ ?^ ao l^o ^ii q:) ^ ! ^ r^ ^ "^J ^^ l^i 1 ' M 05 ^ 6q o i T^ o o X f-l 00 00 o a, ^ rH ^ J3 G o T-H j:3 CO CD CO -rl T-i ^ &0 -a ci cd » o $:2 ^ ]Z, © o H «1 o o Eh 1 1 ;h cr> O o O^ xrs 5^ Q Pw !> c-f O? > 1 1 O O lO Tri Ti o s § ^ GO 00 :d GNl GV? ^ o O CO • S CO CD o CO CO bD nd cd q; ^ fl O "S &H pa , — — -s , ocooooo J 00 GN! --^ -rt' «S T- H CO •^ C^CO^-^GOG^ I S. ^ 02 rH LQ -rt* -^^ ir r cvf 1^ COCO cni cc 3 00 CO CO »0 CT en CD J C3^ ccT a "13 ^^ t-H > a y:^ <5 1 CD CD CD CDC C? S w rH t^ t- lO OC ) T-H O 0) rH Jr- CO rH G\ ^^ o ^ OQ »-0 00 00 pH oc O sJ' QOo coc: CD ll O 00 O r- cd" . to" H as "13 --^ T-H > !/ 0) 6 "S "?^ a o CO .^ o ^: a- ] ts-a-^'S ^ cd -^^ .^ ^ 0, ^ ti -^ ^ ^ o T! cJ "t: c 5^ io: ^ C COLONIAL AND LAKE TRADE. 445 PART YI NEW BRUNSWICK. This province is situate between Canada and Nova Scotia, and abuts on the northeastern boundary of the United States, upon the line lately established under the Ashburton treaty. To the southward it is bounded by the Bay of Fundy, and is separated from Nova Scotia by a boundary line across the narrow isthmus which connects Nova Scotia with the continent of America. On the northeast New Brunswick is bounded by the Gulf of St. Lawrence and the Bay of Chaleur; it is divided from Canada by a line which follows for some distance the forty- ninth parallel of north latitude. The area of New Brunswick is estimated at nearly twenty-two mil- lions of acres ; its population, by a census taken during the year 1851, is a little over one hundred and ninety-three thousand souls. The great agricultural capabihties of New Brunswick, and its fitness for settlement and cultivation, are only now beginning to be known. The commissioners appointed by the imperial government to survey the line for a proposed railway from Haliiax to Quebec, thus speak of New Brunswick in their report: ''Of the climate, soil, and capabilities of New Brunswick, it is im- possible to speak too highly. There is not a countrj^ in the world so Deautifully wooded and watered. An inspection of the map will show that there is scarcely a section of it without its streams, from the run- ning brook'up to the navigable river. Two-thirds of its boundary are washed by the sea; the remainder is embraced by the large rivers, the St. John and the Restigouche. The beauty and richness of scenery of this latter river, and its branches, are rarely surpassed by anything on tliis continent. ''The lakes of New Brunswick are numerous and most beautiful; its surface is undulating— hill and dale — varying up to mountain and val- ley. It is everywhere, except a few peaks of the highest mountains, covered with a dense forest of the finest growth. " The country can everywhere be penetrated by its streams. In some parts af the interior, by a portage of three or four miles only, a canoe can float away either to the Bay of Chaleur or the Gulf of St. Lawrence, or down to St. John and the Bay of Fundy. Its agricultural capabili- ties and climate are described by Bouchette, Martin, and other authors* The countiy is by them^ — and most deservedly so— highly praised. "For any great plan of emigration, or colonization, there is not another British colony which presents such a favorable field for the trial as New Brunsv/ick. "On the surface is an abundant stock of the finest timber, which in the markets of England realizes large sums annually, and affords an 446 Andrews' report on tmlimited supply of fuel to the settler. If the forests should ever be- come exhausted, there are the coal-fields underneath. ^'Therivers, lakes, and seacoast abound with fish. Along the Bay of Chaleur it is so abundant that the land smells of it. It is used as a manure; and, while the olfactory senses of the traveller are offended by it on the land, he sees out at sea immense shoals darkening the surtace of the water a" This description of New Brunsv/ick is given in an official report pre- sented by two very intelligent officers of the royal engineers, who v/ere sent out from England to survey the proposed raihvay route, and ex- amine the country through which it would pass. They returned to England at the close of their labors, the results of which were laid be- fore Parliament. The principal river of New Brunswick is the St. Jolm, which is four hundred and fifty miles in length fi^om its mouth, at the harbor of Su John, to its sources, at the Metjarmette portage. It is navigable for vessels of one hundred tons, and steamers of a large class, for ninety miles from the sea, to Fredericton, the seat of government. Above Fredericton small steamers ply to V/oodstock, sixty miles further up the river; and occasionally they make trips to the entrance of the Tobique, a farther distance of fifty miles. The Grand Falls of the St. John are two hundred and twenty-five miles from the sea. Above these falls the river has been navigated by a steamer forty miles, to the mouth of the river Madawaska, and from that point the river is navigable for boats and canoes almost to its sources. The Madav/aska river is also navigable for small steamers thirty miles, to Lake Temiscouata, a sheet of water twenty-seven miles long, from two to six miles wide, and of great depth throughout. From the upper part of this lake to the river St. Lawrence, at Trois Pistoles, is about eighteen miles only, and pro- positions have ^ been made for estabhshing a communication between the St. Lawrence and the Su John, either by railway or canal, across this route. In connexion with the St. John is the Grand lake, the entrance to which is about fifty miles from the sea. This lake is thirty miles in length and from three to nine miles in width. Around the Grand lake are several w^orkable seams of bituminous coal, from which coals are raised for home consumption and for exportation. The harbor of St. John is spacious, and has sufficient depth of water for vessels of the largest class. The rise and fall of tide is from twenty- one to twenty-five feet, and there is a tide-fall at the head of the harbor which effectually prevents its being ever frozen over or in the least impeded by ice during winter. Few harbors on the northeastern coast of North America, if any, are so perfectly free from ice as St. John harbor. It is in latitude 45^ 16' north, longitude 66o 4' west. The Peticodiac is a large river flowing into the Bay of Fundy, near its northeastern extremity. It is navigable for vessels of any size for twenty-five miles from its mouth, and for schooners of sixty or eighty tons for twelve miles farther. On the lower part of this river a very valuable mineral has recently been discovered, and the seam is now worked to considerable extent. By some this mineral is designated '^ jet coal," and by others it is considered pure asphaltum. It is black COLONIAL AND LAKE TRADE. 447 and brilliant, highly inflammable, and yields a large quantity of gas of great illuminating power. The seam is worked at lour miles from the bank of Peticodiac river, where it is navigable for sea-going ves- sels of large class. On the gulf-coast of New Brunswick there are many fine ship har- bors, each at the mouth of a considerable river ; and from these harbors much fine timber is shipped annually to England. The most southern of these harbors is Sliediac^ which is capacious, and with sufficient depth of water for vessels drawing eighteen feet. Cap- tain Bayfield, B.. N., marine surveyor in the Gulf of St. Lawrence, says that Shediac harbor is the easiest of access and egress on this part of the coast, and the only harbor of New Brunswick, eastward of Mirami- chi, which a vessels in distress could safely run for in heavy northerly gales as a harbor of refuge. Two rivers fall into Shediac harbor, which is first becoming a place of importance. Should the proposed railway from St. John to Halifax be constructed, it will touch the gulf at Shediac, which will thus command a large trade as one of the great turning-points of the railway. Cocagne harhor is ten miles b}^ the coast, northwardly, from Shediac harbor. Within this harbor, which is at the mouth of a pver of the same name, there is abundance of space for shipping, and good anchorage in five fathoms water. The tide flows seven miles up the Cocagne river. There is much good timber on its banks, and the port has every facihty for ship-building. Buctouche harbor is at the mouth of the Great and Little Buctouche rivers, nine miles by the coast northwardly of Cocagne. Formerly there was only twelve feet of water on the bar at the entrance to this harbor, but, owing to some unexplained cause, the water has gradually deepened of late years, and now vessels drawing thirteen feet have gone over the bar. There is much valuable timber on the banks of this river, and vessels up to fifteen hundred tons burden have been built at Buctouche. Twenty miles north of Buctouche is Richihicto harhor^ which is ex- tensive, safe, and commodious. The river is navigable for vessels of large size upwards of fifteen miles from the gulf, the channel for that distance being from four to six fathoms in depth. The tide flows up the river twenty-five miles. The shipments of timber and deals from this port annually are becoming very considerable. The extensive harbor of Miramichi is formed by the estuary of the beautiful river of that name, which is two hundred and twenty miles in length. At its entrance into the gulf this river is nine miles in width. There is a bar at the entrance to the Miramichi ; but the river is of such great size, and pours forth such a volume of water, that the bar offers no impediments to navigation, there being sufficient depth of water on it at all times for ships of six hundred and seven hundred tons, or even more. The tide flows nearly forty miles up the Miramichi from the guiil The river is navigable for vessels of the largest class full thirty miles of that distance, there being firom five to eight fathoms water in the channel ; but schooners and small craft can proceed nearly to the head of the tide. Ov/ing to the size and depth of the Miramichi, ships can & 448 Andrews' report on load along its banks for miles ; its trade and commerce are already extensive, and will undoubtedly annually increase. At the northeastern extremity of New Brunswick, just within the entrance of the Bay of Chaleur, is the spacious harbor of Great Ship- pigan, which comprises three large and commodious harbors. Besides its facilities for carrying on ship-building and the timber trade, Ship- pigan harbor offers great advantages for prosecuting the jfisheries on the largest scale. The general dryness of the air on this coast, and the absence of fog within the Gulf of St. Lawrence, are pecuHarly favorable to the drying and curing of fish, in the best manner, for dis- tant voyages. Owing to the erection of steam saw-mills at Great Shippigan, and the extensive fishery establishments set up there by Jersey merchants, there is considerable foreign trade. The dry fish are chiefly shipped in bulk to Messina and Naples, for which markets they are well suited. Little Shippigan harbor lies between the islands of Mescou and Shippigan. It is an exceedingly good harbor, being well sheltered, with safe anchorage in deep water. The main entrance is from the Bay of Chaleur. It is half a mile in width, with eight fathoms at low water, which depth is maintained well into the harbor. This is not a place of any trade, but it is greatly resorted to by American fishing vessels which frequent the Gulf and the Bay of Chaleur, as it affords them perfect shelter in bad weather. There are great conveniences for fishing establishments in this fine harbor ; and it would afford great facilities and advantages to our fishermen if they were permitted to land and cure their fish upon its shores. Ba,thurst harbor is within the Ba}^ of Chaleur, which in itself may be considered one immense haven ninety miles in length, and varying in breadth from fifteen to thirty miles. It is remarkable that within the whole length and breadth of the Bay of Chaleur there is neither rock, reef, nor shoal, and no impediment whatever to navigation. The entrance to Bathurst harbor is narrow; but within, it is a beauti- ful basin, three miles and a half in length and two miles in breadth, well sheltered from every wind. In the principal channel there is about fourteen feet at low water. Vessels drawing more than fourteen feet usually take in part of their cargoes outside the bar, where there is a safe roadstead, with deep water, and good holding-ground. No less than four rivers fall into Bathurst harbor, each of which fur- nishes much good timber. Ship-building is prosecuted in this harbor to some extent ; and there is a considerable export of timber and deals to England and Ireland. The entrance to the Restigouche, at the head of the Bay of Chaleur, is three miles in width, with nine fathoms water— a noble entrance to a noble river. The main branch of the Restigouche is over two hundred miles in length. Its Indian name signifies " the river which divides like the hand," in allusion to its separation above the tide into five principal streams, or branches. These drain at least four thousand square miles of fertile country, abounding in timber and other valuable natural resources, the whole of which must find their way to the sea through the port of Dalhousie, at the entrance to the Restigouche. A crescent-shaped cove in front of the town of Dalhousie is well sheltered, COLONIAL AND LAKE TRADE. 449 and has good holding-ground for ships in nine fathoms water. There are capital wharves and excellent and safe timber ponds at Dalhousie, affording every convenience for loading ships of the largest class. From Dalhousie to Campbellton the distance by the river is about eighteen miles. The whole of this distance may be considered one harbor, there being from four to eight fathoms throughout in the main channel, which is of good breadth. At Campbellton the river is about three quarters of a mile in width. Above this place the tide flows six miles, but large vessels do not go farther up than Campbellton. The country watered bj'' the Restigouche and its branches is yet almost wholly in a wilderness state, and nearly destitute of population ; but its abundant and varied resources, and the size and character of this magnificent river, must hereafter render the northeastern portion of New Brunswick of great consequence. TRADE AND COMMERCE OF NEW BRUNSWICK. The present value of tlie trade and commerce of this large and highly favored colony, as yet but very thinly peopled, will be best estimated by the following tables. The value of the imports and exports of the whole province, in 1849 and 1850. is thus stated : Countries. 1849. 1850. Imports. Exports. Imports. Exports. Cxrsat Britain <,... p, 507, 340 5,560 517,300 p,319,070 57,360 270,475 6,260 257,910 96,235 11,988,195 11,565 674,685 25,135 1,310,740 67,335 $2,447,755 90,350 British colonies — West Indies .o**. <<>.•>•• British North America . 297,860 8,105 United States Foreign States. .«<>.*....<>e. 1,322,810 114,825 387,000 59,020 Total 3,467,835 3,007,310 4,077,655 3,290,090 The following is an account of the vessels, and their tonnage, which entered inward and cleared outward at all the ports of New Bruns- wick, in 1849 and 1850 : 1849. 1850. Countries. Inward. Outward. Inward. Outward. No. Tons. No. Tons. No. Tons. No. Tons. Orpnt Britain . • o . 325 1,213 1,304 51 140,024 81,050 182,007 13,106 769 1,172 928 25 300,806 68,097 84,742 3,769 233 1,281 1,457 68 95,393 81,424 242,104 17,701 768 1,241 937 25 303,617 Rvitish. ColoniGS* •« •••«•» • 70,155 United States. 87,925 Foreign States. 3,826 Total 0... 2,893 416,187 2,891 457,414 3,039 436,622 2,971 464,983 29 450 ANDREWS REPORT ON The number of new ships built in New Brunswick during 1849 and 1850 is thus stated : VerSsels. Tons. In 1849 114 36,534 Inl850 86 30,356 The number and tonnage of vessels owned and registered in New Brunswick in the same years are as follows : On December 31, 1849. On December 31, 1850. Vessels. Tons. Vessels. Tons. At St John. 505 90 180 93,192 7,464 16,819 535 92 180 99,490 At Miramichi 6,282 At St. Andrew's 16,224 Total. « .............. . 775 117,475 807 121,996 The following tables and statements are given with the view of showing the trade of the port of St. John, and of the various other sea- ports of New Brunswick, during the years 1850 and 1851 : No. 1. Abstract of the trade of the 'port of St. John, showing the ships and tonnage employed, and the relative value of the imports, distinguishing foreign goods from goods of British produce and manufacture, during the year ending December 31, 1850. From what countries. Vessels inward. Value of imports. Total Number. Tons. British. Foreign. Great Britain and Ireland. . . . TTnifp'^ Rtafps ....eo.... 133 694 815 12 19 18 1 58,251 145,095 45,153 1,514 2,908 6,926 292 P, 546, 395 196,405 304,115 10,200 P26,450 877,350 85,455 P, 672,846 1,073,755 389,570 10 90(1 British N. A. Colonies ....... "Rritiqh West Indies Pnrpicrn West Indics 65,260 65,260 4,650 20,485 Fnrpicrn Eurone 4,650 20,485 Rmith )Sea Fisheries I'otals 3 . . . 1,692 260,139 2,082,250 1,154,515 3,236,765 tJOLGNIAL AND LAKE THABE. No. 2. 451 iMstract of the trade of the port of St. John, showing the ships and tonnage cleared outward, and the relative value of the exports, distinguishing foreign goods from goods of British produce and manufacture, during the year ending December 31, 1850. To what countries. Vessels outward. Value of exports. Total. Numl^er. Tons. British. Foreign. 'Great Britain and Ir&land. . . . British N. A. Colonies United States « . , . 457 794 405 37 15 3 1 2 190,215 40,309 45,214 5,141 2,150 466 402 424 P, 547, 335 108,015 187,355 54,245 33,455 7,190 3,405 3,855 §96,055 37,095 106,200 355 p, 643, 390 145,110 293,555 British AVest Indies .......... 54,600 -Foreign West Indies ^ . South America, c . . , Australia ^ 33,455 7,385 4,245 195 840 3,855 Totals.... 0 a.. .„ 1,714 284,321 1,944,855 240,740 2,185,495 No. 3. Abstract of the trade of the port of St. John, showing the ships and tonnage entered inward, and the relative value of the imports, distinguishi?ig foreign goods from goods of British produce and ma?iufacture, during the year ending December 31, 1851. From what countries. Vessels inward. Value of imports. Total. Number. Tons. British. Foreign. Oreat Blitain and Ireland .... British N. A. Colonies British Wpst Tndips . . . 143 737 8 23 605 11 64,113 42,048 1,750 3,342 166,952 4,245 p, 855, 270 322,845 3,705 $87,105 107,485 P, 942, 375 430,330 3 705 105,610 1,154,280 26,510 105,610 United States 303,925 1,458,205 Povpio^n T^nrnnp 26 510 Totals 1,527 282,450 2,485,745 1,480,990 3,966,735 452 ANDREWS REPORT ON No. 4. Abstract of the trade of the port of St> Johi, showing the ships and tonnage cleared outward^ and the relative value of the exports^ distinguishing for eign goods from goods of British produce and manufacture <, during the year endiiig December 31, 1851. Vessels outward. Value of exports. To what countries. Number. Tons. British. Foreign. Total. Great Britain and Ireland .... United States 440 359 695 25 21 3 2 208,889 64,344 42,041 3,472 3,688 1,772 615 P, 915, 210 148;270 171,665 21,350 53,105 23,330 4,325 P7,080 164,425 44,720 265 1,040 3,735 1,410 P, 932, 290 312,895 British N. A. Colonies British West Indies 216,385 21,615 Foreign West Indies South America. Australia »....•••. 54,145 27,065 5,735 Totals , 1,545 324,821 2,337,455 232,675 2,570,130 From these returns, it is apparent that the imports of St. John de- creased in the year 1851, while the exports increased considerably— thus : 1850. 1851. Total imports„ _ _ „ _ .$3,966,735 $3,236,765 Decrease, $729,970 Total exports.. _.-.»., 2,185,495 2,570,130 Increase, 384,635 The following is an account of the timber and lumber cut on Ameri- can territory, and floated down the river St. John, which was exported to the United States under certificate of origin, in the years 1850 and 3851, with their estimated value : Articles. Boards and scantling, M feet. . Clapboards .M. . . , Shingles do. . . , Palings do. . , Hackmatack timber. . . .tons . Laths »,. M. .. Pine timber tons.. , Ship-knees pieces , Spars do. . . Total value . 1850, Quantity. Value. 2,658 $27,670 2,599 40,070 4,169 10,490 40 355 30 150 20 20 1,324 8,965 553 400 28 55 1851. Quantity. Value B,175 2,784 3,857 6,808 113 727 215 565 220 $35,775 95,950 17,030 615 3,635 270 3,955 985 158,165 COLONIAL AND LAKE TRADE. 453 From the foregoing, it will be seen that the export to the United States of American timber and lumber, cut on the upper St. John, and shipped through the port of St. John, has very nearly doubled within the last year, and is understood to be annually increasing. The following is an account of the principal articles of colonial pro- duce, growth and manufacture, exported to the United States from the port of St. John, N. B., during the year ended 31st December, 1851, with their value : Articles. Quantity. Value. Boards and scantling ,. , M feet, . . Pickets and palings M pieces. Laths, .o. o» a, ...c do... . Shingles » . . . , do ... . Clapboards M.. . . Hackmatack timber and knees .tons. « . Spars. . e pieces . Staves M.. , . Fire-wood cords . . . Lime hhds.... d-ypsum tons .... Grindstones. pieces . . . Ox horns .hhds and crates , Potatoes , bushels. . . Coal .i, o tons Black lead cwt Potash barrels.. . . Sheepskins crates .... Railway sleepers M feet .... Pigf^iron. ....... c tons. .... Oats .bushels . . . Smoked herrings « .boxes . . . Mackerel , oarrels . .. Salmon, preserved packages.. Salmon, fresh. No.. .. Shad. barrels . . . Alewives and herrings, do. .... 2,997 331 1,009 383 150 466 10 643 173 238 1,652 65 32 8; 900 195 152 32 123 379 91 4,800 1,392 10 766 4,437 184 6,892 p7,285 1,655 1,270 960 3,750 2,695 50 8,035 865 390 2,120 80 330 6,180 900 325 320 5,275 2,500 3,405 2,400 1,865 60 16,115 4,440 1,345 21,565 Total value. 125,080 The total value of the like description of articles exported from the port of St. John to the United States in 1850, was $157,695 ; showing a decrease of that class of exportations to the extent of $32,615 in the year 1851 c 454 ANDREWS REPORT ON The following is a statement in detail of the various articles, the growth, produce, or manufacture of the United States, imported into the port of St. John during the year 1850, with the value of each de- scription of articles: Articles. Quantity. Value. Apothecary ware ....<»....».«, Ashes Ale and porter «. Bricks Books and stationery. .,...».. Bran Boats o ... . Bread Butter and cheese Barilla » .. . . Broom brush . . . . » » Bark ^. . .^ Soap and dandles Coffee and cocoa. . » Coal......... Indian corn , Canvass . . » «. .. . Cork o Cattle Clocks o. Cement , Combs Copper and yellow metal Cordage Carriages ., Confectionary Dyewood Earthenware Furs Fruits and vegetables Dried fruits Feathers Fireworks , .. . . Furniture "Wheat flour Rye flour Fire engine Groceries Glassware Glue Grain, wheat Haberdashery Hay. Hair Hemp Hops Hides Iron, wrought and unwrought. Iron castings Indigo India rubber goods . Jewelry Leather Lumber. , LignumvitsB Lard Live stock. , 1 , 080 packages . . P5,761 98,133 pounds 4,986^ 3,148 gallons..,. 628 30,000.., 195 1,761 packages . . 24,472' 100 bags..o 50 4 _.. 142 1,253 cwt , 5,892 233 cwt 1,826 66 tons 1,827 53,954 pounds.. . , . 3,856 30, 606.. do 3,155 10, 060.. do 1,592 155, 050.. do 22,636. 2,321 tons 7,724 57,462 bushels.... 46,391 10,194 yards 1,06a 25 bags 191 12 head 755 2 42 515 barrels 481 16 packages . . 1,331 261 cwt 5,656 329 packages . . 3,742- 20 1,041 11 cwt 181 1,243 cwt 1,803 70 packages . . 1,068 62 do 3,115 4,771 do 9,90^ 1,140 cwt 9,358 18 cwt ....... 90 1 box 14 1,214 packages .. 3,190 37,082 barrels 180,738 14, 300.. do o 44,240 ' 1 2,037 505 packages .. 1,713 1,109.... do 4,885 2 cases 193,723 bushels.... 205,556 1,576 packages . „ 24,477 492 tons 4,857 2 bags 30 118 bales . « 2,165 43.. do ........ 942 78.. do 12,310 276 tons 9,651 573 pack's, 752 pieces, and 453 cwt... 7,934 168 pounds 127 272 packages . . 8,287 24 do 2,125 1,128 do 13,236 1,995 feet 155 55 tons 1,218 8,874 pounds 931 1 horse, and 6 coops of poultry a . . 191 COLONIAL AND LAKE TRADE. Imports iMo the "port of St* JoA%-— Continued. 455 Articles. Quantity. Value. Matches «... Meal , Meat, salted Mahogany and rosewood . Mats Musical instruments Machinery, (planing, &c.). Molasses Moulding sand Manure Marble , Nuts Minerals ..3 <..,..... . Naval stores. . . . o Oiljfish ,. Oil, palm Oars , Plaster Oakum Oysters » . Prints Rice. » Paint and putty Sugar, refined Sugar, Muscovado. Spirits Spices Sirup Stoves Shot , Scythe and grain stones . Starch Tallow and soap grease . Tea e , Tobacco , Timber, locust Timber, pitch-pine and oak. Treenails Turpentine Varnish Vinegar Wine , Whalebone.. . . Wooden-ware . Total value . 28 cases P70 8,118 barrels 24,657 13,551 cwt 86,616 4,912 ft.,56pieces, 4 packages. 688 50 packages . . 370 25.... do 1,212 27.... do 2,095 77,629 gallons.... 8,295 48 tons 77 75 barrels 222 33 tons 808 301 packages . . 2,508 1 package 10 2,260 barrels 4,376 6,215 gallons 4,588 78 cwt 685 20 pairs 21 240 barrels 310 19 tons 1,861 193 barrels 360 6 packages , . 100 209,048 pounds 8,042 108 kegs and barrels .... 690 516 cwt 4,387 3,602 cwt 20,317 22,376 gallons.... 19,442 116 packages . . 676 84 g-allons 75 1.7 25 7,952 pounds and 24pkgs.. 1,392 2 cwt 12 47 packages . . . 353 19 boxes 78 3,072 cwt 22,470 41,246 pounds 9,558 37, 484.... do 68,356 7 tons 142 1,677.. do 11,937 58,818 972 2,235 gallons 858 1,625... do 708 15, 999... do 1,575 4, 380... do 2,922 3 packages . . . 62 2,779. ..do 12,378 1,120,582 The following is a detailed statement of the principal articles im- ported from the United States at the port of St. John, in the year I85I5 with their value : 456 ANDREWS' REPORT ON Articles. Quantity. Apothecaries' ware - . . . Ale and porter Ashes... Books and stationery Butter and cheese Bread Barilla., o Broom-strav/ » Candles and soap , Coffee « Coals Cider and vinegar , . . . . Cordage Carriages Dje wood o Earthen and glassware Fruit and vegetables Furniture Dried fruit Wheat flour Rye flour Musical instruments Corn-meal Wheat Corn and other grain Groceries , Haberdashery Hides » Hops Hemp Hardware Wrought and cast-iron wares India rubber goods Leather manufactures and leather. Salted meats Molasses Marble and other stone Cabinet-wood, veneers, &c Naval stores! Oysters , Oil Plaster Palm oil Rice Seeds Refined sugar. Brown sugar . . Spirits Tallov/ Tea Treenails Tobacco Wood-wares Lignum vita? Wine Copper Hay Paints Pitch-pine timber. Live stock ....... Machinery Printing press . . . , Fire-engines Total value. 3,506 1,001 gallons, cwt. . . . 371 66 159 158 1,007 1,816 123 219 22, 133 cwt. cwt o tons cwt CVv^t cwt. . . . . . tons barrels . . . packages . cwt. 1,395 68,878 2,028, 13. 5,549 157,900 40,246, cwt . . . barrels . ..do... barrels . . bushels . ..do.... 254 60. 217, bales., .do., .do,. 500 pack. 9,875 27,600 cwt gallons. . , . 1,840 278. 12,832 406 24 2,519 212 1,192 2,515 72,820 4,182 5,259 211 3,777 barrels .... ..do gallons. . . . barrels .... cwt cwt bushels . . . cwt cwt gallons.. . . cwt chests, 84 lbs. each. M cwt 21 3,159 38 34 15 4,228 1 tons . . . gallons, cwt... . tons . . . , cwt... , tons . . . bull . . . Value. $27,025 705 5,490 35,045 870 1,840 1,965 1,430 2,050 13,720 6,345 295 2,640 1,200 655 9,910 11,590 6,775 8,845 297,820 6,890 ' 530 16,780 149,325 34,385 8,315 158,295 26,435 2,060 8,190 39,600 11,045 12,935 45; 600 81,935 6,610 1,740 4,010 3,500 5,610 465 175 9,630 2,905 10,105 16,010 42,025 36,020 113,315 2,980 82,460 13,035 230 2,400 1,295 335 480 20,290 210 1,375 1,125 1,590 1,422,930 COLONIAL AND LAKE TRADE* 457 From the two preceding tables it will be seen that the value of im- ports from, the United States at the port of St. John in 1850 was $1,120,582; and in 1851 was $1,422,930; showing an increase in the latter year of $302,348. An examination of these tables will also show that the imports of coals and timber at St. John from the United States, both in 1850 and 1851, far exceeded the value of similar articles exported to the United States in those years. The quantity of coals of colonial produce exported to the United States from St. John in 1850 was only 65 tons, while in that year the quantity of coals imported from the United States at the same port was 2,321 tons. The coals exported were of the soft, bituminous descrip- tion, while those imported were anthracite, the use of which in this colony for steamboats and foundries, and also for domestic use, to which they have not yet been applied, would be largely increased if they were imported free of duty. In 1851 the coals exported amounted, to 195 tons, and the import from the United States to 1,816 tons. It will also be observed that New Brunswick imports from the United States large quantities of pitch-pine and other timber which are in much request for ship building and other purposes. In 1851 no less than 4,228 tons of pitch-pine timber, valued ut $20,290, was imported at St. John from the United States. The demand for pitch-pine, oak, locust, hickory, and black walnut, none of which are found in New Brunswick, w^ould be greatly increased if they were free of duty; and various other descriptions of wood ibr cabinet work w^ould also be sought after under the like circumstances. The coals and timber of New Brunswick and the United States, differing, as they do, so widely in character and uses, may be fairly exchanged with each other, each having its own peculiar advantages for certain purposes. The number of vessels belonging to the United States which entered at the port of St. John during the year 1851 was 92, of the burden of 37,308 tons. The largest of these vessels took cargoes of timber and deals from St. John direct to ports in the United Kingdom, earning fair freight. The number so employed in 1851 was 41, of the burden of 29,831 tons. The remaining 51 vessels, of the burden of 7,477 tons, v/ere employed in voyages between St. John and the United States. The nunaber and tonnage of new ships built and fitted out at the port of St. John in 1850 and 1851 are as follows : Year. Number. Tons. 1850 58 74 20,377 1851 38,960 Of the new ships built at St. John in 1851, fourteen, measuring 10,332 tons, were for owners in the United Kingdom, and twenty-one others, of the burden of 11,398 tons, were sold and transferred toother ports during the year. This amounts to 21,730 tons of shipping ex- 458 ANDREWS' REPORT ON ported from St. John during the past year, estimated at $800,000, which does not appear in the export returns. A great improvement in the model a,nd finish of New Brunswick built ships has taken place within a few years, and their value has thereby been greatly augmented in the English market. Larch timber, better known by its local names of hackmatac or tamarack, is now chiefly used in the construction of the New Brunswick ships; and this wood has been so greatly approved, that in 1850 the committee of underwriters at Lloyd's decided to admit hackmatac vessels to the red star class for six years. This year the same committee has further resolved to admit these vessels to the seven-years class. The resolu- tion runs thus : ' Hackmatac, tamarack, juniper, and larch, of good quality, free from sap, and not grain-cut, will be allowed in the construction of ships in the seven-years class, for the following parts: Floors; first, second, and third foot-hooks and top-timbers; stem and stern post; transoms, knight-heads, hawse-timbers, apron, and dead-wood." The number of vessels belonging to the port of St. John on the 31st day of December, 1850, was 535, of the burden of 99,490 tons. On the 31st day of December, 1851, the number was 518, of the burden of 94,810 tons ; the decrease is attributed to a number of old vessels being sold during 1851. The population of St. John being under 30,000 souls, the proportion of tonnage to population is unusually large. COLONIAL AND LAKE TRADE. 459 Ail accotmt of the numbers^ ton7iage, and inen, of vessels that entered inward and cleared outivard at the port of St> Andrews and its out-bays in 1850. Place whence entered, Vessels. Port. Entered inward. Cleared outward. or to which cleared. No. Tons. Men. No. Tons. Meno United Kingdom ....... f British. «! Foreign < British . < Foreign.. British . . . British . . . British. < British . { [ Foreign < St. Andrews. . . . St Stephens Campo Bello. . , . M^accRcciiadario . 8 1 a 2,374 327 736 89 12 27 16 16 1 16 4,966 8,219 598 7,076 169 36G 20 229 Total 12 3,437 128 49 20,859 784 3 3 2 908 1,042 1,235 33 United Kingdom., . » . . . Si". Stephens. . . . 33 Majyacriiadario 37 Total 8 3,185 103 St. Andrews. . . . St. Stephens. . . . Magaguadario . . 1 8 414 1,766 19 81 British West Indies. . . . 21 1 1 3,536 154 227 181 6 Campo Bello. . . . Total....... St. Stephens.... 2 242 13 11 11 2,422 113 23 3,917 198 British West Indies . • . . 2 250 12 St. Stephens. . . . Montevideo ......>.... 1 167 9 Campo Bello. . . . St. Andrews. . . . St. Stephens. . . . Magaguadario . . Campo Bello. . . . Total St. Andrev/s .... St. Stephens .... Magaguadario . . Campo Bello .... Total St. Andrews. . . . St. Stephens .... Magaguadario . . Total Grand total. Island St. Martin. . o . . . 2 250 13 .... British N. A. Colonies.. 14 38 6 15 572 1,544 503 434 44 117 28 53 14 30 7 23 751 772 219 644 54 81 24 77 73 3,053 242 74 2,386 236 United States , , , , . 126 23 103 22 274 8,775 8,228 7,664 867 448 264 401 72 28 1 108 23 1,534 707 2,657 1,400 96 15 284 94 25,534 1,185 160 6,298 489 United States .•••«... o . 339 15 6 33,901 2,388 1,708 2,026 89 55 332 7 5 32,885 884 567 1,986 29 21 360 37,997 2,170 344 34,296 2,036 732 72,693 3,851 661 71,358 3,867 The total amount of shipping owned at the port of Miramichi on the 31st day of December, 1851, was 93 vessels — 7,466 tons. During 1851, the number of new vessels built on the gulf coast of New Bruns« wick was twenty-one, measuring 11,879 tons; of these four were over IjOOO tons each, and five were over 700 tons each. 460 ANDREWS REPORT ON The vessels which entered inward and cleared outward at Miramichi during the years 1850 and 1851 were as follows : 1850. 1851. Countries. Inward. Outward. Inward. Outward. No. Tons. No. Tons. No. Tons. No. Tons. Great Britain ..o »»....,. . British. Colonies «**.. ••«•. 42 118 29 13 16,438 10,695 7,512 3,088 95 92 3 6 34,886 4,888 102 501 48 124 38 9 19,017 10,305 9,152 1,512 104 100 6 6 39,146 5,581 United States , . . Foreign States ........... 307 220 Total O..OC 202 37,733 196 40,377 219 39,986 216 45,254 The total value of imports and exports at Miramichi in 1851 is thus stated: Imports, $347,990; exports, $411,700. Of the imports at Miramichi in 1851, goods and merchandise from the United States, of similar descriptions to those imported at St. John, were received to the extent of $47,435. The exports to the United States in 1851 were as follows : Articles. Quantity. Value. Alewives ...» ... » 1,337 barrels...... 458.... do. ...... 2.... do 3.... do 55.... do. ...... 2.... do 73,736 pounds 77 000 |4,160 5 715 Salmon » , Shad ' 10 Bass , 15 Herrings , , 155 Mackerel , , c 15 Preserved salmon .....,..« 13,050 Shingles , 135 Total 23,255 In the 5^ear 1850 five American ships, of the burden of 2,273 tons, took cargoes of timber and deals from Miramichi to London ; and in 1851, six American ships, of the burden of 2,954 tons, also took car- goes to the United Kingdom from this port, under the provisions of the British navigation laws. At the port of Dalhousie the value of imports in 1851 was $128,570; of exports, $152,015. There were 28,202 tons of pine timber exported to the United Kingdom in 1851. The shipping returns at this port are as follows: Inward, 108 vessels — 21,774 tons; outward, 102 vessels — • 23,666 tons. At Bathurst the value of imports in 1851 was $77,850; of exports, $115,090. Shipping, inward, 89 vessels — 14,065 tons; outward, 79 vessels — -15,991 tons. At Richibucto the value of imports in 1851 was $109,000, and the value of exports, $133,155. Shipping, inward, 106 vessels — 16,786 COLONIAL AND LAKE TRADE. 461 tons; outward, 105 vessels — 18,305 tons. Among the vessels at Richibucto in 1851 were the following vessels not British: Name of vessel. Nation. Whence. Tons. Cargo inward. Whither bound. Cargo. Urania ... Norwegian .. Prussian Calais, France.. New York 244 250 861 183 845 855 191 850 328 414 874 276 364 844 Ballast London. ... Hull Deals. Cora ....do ..do. do Gloucester do ..do. liouise French . do ..do. do ....do ..do. Christiana do . Hull Timber and dealSo Pacific American do . New York . .do Belfast, Ireland. Hull. Grimsby do Deals. Florence . ... Paladin do Deals and spars. Deals. Tjofna Norwegian .. ... do do :::. do. .:.:..: ..do. Mathilde Helena Mecklenburg Hull Deals and spars. Deals. Prussian Norwegian .. Halifax New York British goods. . . Ballast Cork. Marthina . Fleetwood ..do. The trade of the colony of New Brunswick for the year 1851 is thus summed up : Imports at St. John $3,749,585 Imports at ports on the Gulf 877,855 Imports at St. Andrews - 225,000 Total imports in 1851 4,852,440 Total imports in 1850 4,077,665 Increase in 1851 774,775 Exports from St. John ^2,055,130 Exports from ports on the Gulf 1,454,975 Exports from St. Andrews - - - 270,000 Total exports ia 1851 3,780,105 Total exports in 1850.. 3,290,090 Increase in 1851 - 490,015 Ships inward and outward in New Brunswiclc in 1851. G-reatBritain. British Colonies. United States. For'n States. Total. No. Tons. No. Tons. No. Tons. No. Tons. No. Tons. Inward 273 815 113,665 347,757 1,275 1,182 87,965 73,280 1,453 950 274,594 111,772 57 34 12,926 5,719 3,058 2,981 489,150 Outward 538,528 462 ANDREWS^ REPORT OjSI- Shivs and vessels owned in New Brunswick, December 31? 1861e Number, Tons. Total. Number. Tons. tSailing vessels — TTiiflpr 'SO form .>>.«......i...i....ii...,,... 438 340 10,857 105,854 778 18 Ahovp 50 tons ........»•...«.••••••••••••• 116 71J Stoam vessels— Under 50 tons .,,..... ^ ..■,.. i •«<..**.* 5 13 136 1,441 lj577 'Potal , .0 »....«.• 796 118,288 ' Numler of new vessels huilt in New Brunswick in 1851. Number. Bt. John Miramichi . . St. Andrews 60 21 6 87 Tons. 28,628 5,603 109 34,350 An average of nearly 400 tons to each vessel. The value of imports into the port of St. John and its outbays from the United States in 1851 was $1,530,900, being an increase on the preceding year of $365,000, Fully one-third of all the imports into New Brunswick are drawn from the United States, and the amount would be greatly increased under more liberal arrangements. Fisheries of Neio Brunswick in the Bay of Fundije The following statement of the extent and value of the New Bruns-- wick fisheries in the Bay of Fundy is from an official document, com- piled v/lth great care, in 1850, by a gentleman who, in that 5^ear3 was appointed to visit and inspect the various fishing stations and establish- ments in the bay : Grand Manafi,— At this island there are twenty-four fishing vessels, with two hundred and ninety-one men ; and ninety- four boats, with two hundred and eighty-two men. The precise quantities of cod, pollock^ hake, haddock, and herrings are not stated, but the total catch is esti- mated at $37,500. Campo Bello*— At this island there are eleven fishing vessels, with fifty- two men ; fifty boats, with one hundred men ; and twenty-one weirs, at- tended by one hundred men. The catch of all these in 1850 is thus stated : 5,340 quintals of pollock, 1,750 quintals of cod, 5,100 barrels of herrings, 480 barrels of mackerel, 150 barrels of pickled haddock COLONIAL AND LAKE TRADE. 463 and cod, 120 barrels of oil, and 40,000 boxes of smoked herringSo Total value, $40,940. West Isles. — At this group of islands (in the immediate vicinity of the boundary, near Eastport) there are twenty-seven fishing vessels, with one hundred and fifty-six men ; two hundred boats, wdth five hundred men ; and seven weirs, attended by thirty-five men. The catch of these in 1850 is thus stated : 20,800 quintals of pollock and hakcj 3,750 quintals of cod, 3,500 barrels of herrings, 800 barrels of pickled cod and haddock, 450 barrels of oil, and 5,000 boxes of smoked her- rings. Total value, $51,060. Harbor of St, John. — In this harbor there are about two hundred boats and five hundred men employed in the fisheries. The catch of 1850 is thus stated : 40,000 salmon, (exported to Boston, &c., fresh, in. ice,) 14,000 barrels of alewives, and 1,200 barrels of shad. Total value, $100,000. Cumberland bay.— -In the northeastern arm of the Bay of Fundy, known as Cumberland bay, there are two hundred and thirteen fishing boats, with five hundred and twenty men. The catch of 1850 is thus stated : 4,100 barrels of shad. Value, $24,000. At various smaller stations on the bay shore the fisheries for shad, salmon, herrings, cod, pollock, hake, and haddock, were, in 1850, es- timated at the value of $10,000. Total value of New Brunswick fisheries within the Bay of Fundy, in 1850. » .„......._...„...„.... $263,500 The free navigation of the river St. John. The extent and navigable character of the river St. John have been already noticed. From its mouth, at the harbor of St. John, in the Bay of Fundy, to its source, at the Metjarmette portage, in the highlands which separate Maine and Canada, its length, as already stated, is four hundred and fifty miles. From the sea to the Grand Falls, the distance, as before mentioned^ is about two hundred and twenty-five miles ; up to that point, the river runs exclusively within British territory. About three nailes above the falls, the due north line from the monument at the source of the St« Croix strikes the river St. John ; from thence the boundary between Maine and New Brunswick is found in the middle channel or deepest water of the river, up to the St. Francis, a distance of seventy-five miles. In this distance the right bank of the St. John is within the State of Maine, and the left bank in the province of New Brunswick* From the mouth of the St. Francis to a point on the southwest branch of the St. John, where the line run under the treaty of Washington in- tersects that branch, the distance is one hundred and twelve miles ; and for that entire distance the river St. John is wholly within the State of Maine. From the point just mentioned, to the monument at the source of the river on the Metjarmette portage, the distance is about thirty-eight miles. The right bank of the river only is in Maine, the left bank being within the province of Canada. 464 ANDREWS' REPORT ON It is therefore apparent that nearly one-half of the extensive river St. John is within the United States, whose citizens thus become greatly interested in its navigation. Besides the main stream of the St. John, there are also large tributaries, some of them wholly, and others par- tially, within the State of Maine ; and it has been estimated that there are one thousand three hundred miles of navigable water in the St. John and its tributaries, to be used in common by British subjects and American citizens. The territory watered by the St. John and its tributaries comprises nine millions of acres in New Brunswick, about two millions in Canada, and six millions in the United States. The portion within the United States is covered with timber of the most useful and valuable descriptions. After the settlement of the boundary, by the treaty of Washington, in 1842, it was divided in nearly equal proportions betv/een the States of Maine and Massachusetts, each of which has since sold a number of townships for lumbering purposes, and granted permits for the hke object to a large extent. The whole of the timber and lumber cut within this district (with the exception of a small quantity which is floated down the Penobscot) finds its way to the seaport of St. John. On being shipped from thence, it has been subject to an export duty, since the 1st May, 1844, at the following rates : on every forty cubic feet of white pine timber, twenty cents ; on every forty cubic feet of spruce timber, fifteen cents ; and the same on every forty cubic feet of hackmatac, hard-wood timber, masts, or spars ; and the sum of twenty cents on every thousand super- ficial feet of saw-logs, sawed lumber, or scantling. This export duty is paid by all timber and lumber alike in New Brunswick, and in ever}^ part of the province. It was imposed in con- sequence of the difficulty and expense of collecting stumpage in New Brunswick ; and in the local act which first passed in that colony all timber and lumber cut by American citizens, within the limits of the United States, and floated down the river St. John, was expressly excepted from its operation. But, upon its opinion of the law officers of the Crown in England, this act did not receive the royal assent, because it was held that such an exception was contrary to the letter and the spirit of the treaty of Washington, which expressly provides by its 3d article 'Hhat all the produce of the forest, in logs, lumber, timber, boards, staves, or shingles, or of agriculture not being manu- factured, grown on any of those parts of the State of Maine watered by the river St. John, or by its tributaries — of which fact reasonable evidence shall, if required, be produced — shall have fi-ee access into and through the said river, and its said tributaries having their source within the State of Maine, to and from the seaport at the mouth of the said river St. John, and to and round the falls of said river, either by boats, rafts, or other conveyance;" 'Hliat wheniokhin the province of New Brunswick^ the said prodtice shall he dealt with as if it were the ])roduce of said "province o^^ The refusal of the Crown to assent to the colonial act was based upon the principle that neither the legislature of New Brunswick nor the imperial government had either the right or the power to make any dis- COLONIAL AND LAKE TRADE. 465 tinction between the produce of the United States floated down the river St. John and the produce of New Brunswick. If it were once conceded that a distinction could be drawn, such distinction could be carried out so as to operate very disadvantageously upon American produce. The British government in such case might maintain that such timber and other articles in the United States floated down the St. John were subject to foreign duty on importation into England, while similar articles from New Brunswick were admitted at a nominal duty only. After this construction of the principle of the treaty, the legislature (rf New Brunswick passed a second act rendering all timber and lumber exported from the province alike subject to the export duty ; and this act has been in operation since May 1, 1844. The following is a statement of the quantities of timber and lumber being floated down the river St. John during the present season of 1852: 100,000 tons white-pine timber, at $6 per ton. $600,000 10,000 tons hackmatac timber, at $7 per ton » . . 70,000 50,000,000 white pine logs, at $6 per thousand. . . . . , 300,000 20,000,000 spruce logs, at $5 per thousand- , 100,000 5,000,000 pine boards, at $15 per thousand 750,000 15,000,000 cedar and pine shingles at $3 per thousand. — 45,000 5,000,000 pieces clapboard, at $16 per thousand. ... — . 80,000 Total. _.......«...„.. 1,945,000 As prices are advancing, the value of the produce of the forest above given may be safely stated at two million of dollars. In any agreement for the free navigation of the St. John by citizens of the United States, it should be stipulated that their lumber cut within American territory, and floated down the St. John, should not be subject to export duty if shipped from thence to the United States. Such a stipulation would only be just and fair, and would relieve our citizens from the payment into the treasury of New Brunswick of the large sums they now contribute annually toward the support of the government of that colony. All the timber w^hich floats down the St. John is collected in one boom. Each piece is clearly and distinctly marked, and can be imme- diately recognized by its owner ; if not so marked, it is forfeited to the Boom Company. Crown officers are appointed to examine the whole of the timber which comes down the St. John, and that which is cut within the limits of the United States is readily recognised by them. There could, therefore, be no difficulty in identifying such timber and lumber when shipped, and in relieving it from export duty, if an agree^ ment to that effect should be entered into between the respective gov- ernments. The St. John is navigable by large steamers and by sea-going ves- sels of 120 tons, up to Fredericton, which is eighty miles from the Bay of Fundy. In 1848 Fredericton was created a port of entry, and in 1851 two vessels entered there from Boston. It is stated that not 30 466 Andrews' report on less than fifty thousand passengers were transported between St. John and Fredericton by steamers m 1851. Above Fredericton the river is navigable for small steamers to Woodstock, a distance of sixty-five miles, and from thence to Grand Falls, about seventy-five miles farther up. The river is also occasion- ally navigated by small steamers during the season. In 1849 the legislature of New Brunswick granted the sum of $40,000 towards improving the navigation of the St. John between Fredericton and the Grand Falls; this amount to be expended at the rate of $8,000 per annum for five years. The expenditure commenced in 1850. The navigation is already greatly improved ; and, in a few years, it is believed the river below the Grand Falls will be quite freed from obstructions, and rendered navigable from thence to the sea for light draught steamers. In taking the census of 1851 it was found that there are in New Brunswick, upon streams flowing into the St. John, 218 saw mills and 147 grist mills. The tributaries of the St. John afford an amount of water power which is incalculable ; a very small portion only has yet been employed. The country bordering on the St. John is well adapted for settle- ment and cultivation ; the soil is excellent, and produces large crops. As yet, it is very thinly populated ; still it was found, by the recent census, that in the counties bordering on the St. John the following quantities of cattle were owned, and crops raised, in 1850 : Cattle, 89,657 head; sheep, 96,760; swine, 23,391; hay, 129,000 tons ; oats, 846,445 bushels ; potatoes, 1,060,883 bushels ; wheat (above Fredericton,) 42,500 bushels ; butter, 763,334 cwt.; and maple sugar, 124,000 pounds. The larch or hackmatac timber, which abounds in all the territory watered by the St. John and its tributaries, is highly prized for ship- building, and is greatly sought after b}^ American ship builders. Ships built of this wood are rated as first-class for seven years, while those built of spruce and pine only stand in that rank four years. So much of this wood was carried out of New Brunswick into Maine and Massachusett in 1850 for ship building purposes, that the legisla- ture of New Brunswick became alarmed, lest the ship-yards of that colony should fall short of a supply ; and a special export duty was, therelbre, imposed on knees, foot-hooks, and floor timbers, when sent out of the country. This act has been suspended in its operation during the present j^ear ; but the very fact that such a duty has once been imposed, and that it may be demanded in another season, is another and powerful reason for an amicable and equitable arrange- ment which will open the navigation of the St. John to citizens of the United States, and relieve them from the payment of all, or any export duties upon their products, whether of the forest, of mines, or of agri- culture, in their transit to the sea. As valuable interests arise, and border relations become more com- plicated 3 this question will yearly become more difficult of arrange- ment. The magnitude of lumbering operations upon the waters of the St. John, and the expense at which those operations are conducted by the enterprising and industrious citizens of MainCy as also the interests COLONIAL AND LAKE TRADE. 467 of a large body of American citizens, who, in constantly increasing numbers, are forming new settlements on the affluents of the St. John, and conducting agricultural operations upon a large scale, demand the fostering care and watchful protection of government. A sketch of the early history and of the igresent state of our knowledge of the geology^ mineralogy^ and topography of the British provinces of Nova Scotia and Neiv BrunswicJc^ containing hformation concerning the value of the minerals of those provinces. By Charles T. Jackson, Mo D. Nova Scotia is one of the oldest of the European settlements in America. Little is known of the voyages of the Northmen, but there is reason to believe that those hardy navigators were the first Europeans that visited these shores. They formed, however, no permanent settle- ments, and hence did nothing towards the civiKzation of the country. The French navigators, the Jesuit priests, and those adventurous mer- chants and farmers who accompanied them, did much towards the civilization of this continent, and the marks they made in the wilder- ness of the great northern and western regions of this country still are extant in every portion of the country between the mouth of the St. Lawrence river and the great lakes of America, and all along the bor- ders of the mighty Mississippi, from the Falls of St. Anthony to the Gulf of Mexico. Without the use of arms the French people conquered the savages of this continent ; the cross of the Saviour prevailed where muskets and bayonets would have been of little avail. The ardent and devoted priest, fired with an irrepressible zeal, pressed boldly into the camps of the red men of the forest and of the prairie, and overpowered the superstitious savages by a more magnificent display of the regaha of the Catholic church than had ever been seen by the children of the forest. Overcome by the pomp and show of the ministers of the cross, the savages bowed before the God of the white men as superior to their own, in no less degree than the gilded trappings of the French priests surpassed the coarse, gingling costumes of their own mystery of medi cine men. It was thus that the French people first were enabled to gain foothold among the Indians of America, and to spread their lan- guage and religion among the aboriginal tribes of the North and West. Their settlements certainly left monuments which date back as far as to 1606 in Nova Scotia, for the writer of this notice found an ancient tomb-stone on Goat island, in the Anapolis basin, with the inscription ** 1606." It was undoubtedly a memento of the grave of one of the soldiers or sailors of De Ments' fleet, which established the colony of French people at Port Royal, now Anapolis, in Acadie — now Nova Scotia. We refer to the settlements of the French, at this early day, because to them we owe our first knowledge of a few of the minerals of this province. The fleet of De Ments carried back to France man}'^ of the minerals of the newl5^-discovered and newly-settled Acadie. A large amethyst from Cape Split, or Cape Blomidon, in the Basin of Mines, 468 Andrews' report om was presented to the Queen of France b}^ this intrepid and inteHigeiit navigator on his return from the province to his native shores. This stone is said still to exist among the crown jewels of France, though the country which it represents passed long since into the hands of the British, having been conquered principally through the aid of the then New England colonies of Great Britain — Massachusetts, New Hamp- shire, and Maine. Native copper was also discovered along the shores of Cape D'Or; and in other places in the trap breccia of the North mountain range ; and the name Cape D'Or leads us to believe that the briUiant metallic copper seen beneath the waters which bathe the foot of that promontory was mistaken, at first, for native gold. The early French settlers were very attentive in their exploration of the mineral wealth of the country, and they manifested more skill and discrimination generally in their estimate of their value, than is to be found among our own pioneers in the wild and uninhabited regions of this continent. We shall have occasion to show, in a subsequent communication, how much the French Jesuits did towards the discovery of the hidden treasures of the shores of the great lakes of this country, and shall prove that they knew more of them in 1636 than our own people knew in 1843. It must be remembered that the Jesuit fathers were men of great learning, and possessed a knowledge of all the sciences of their day ; hence it is not incredible that they should have done much towards a correct knowledge of the natural history of the various coun- tries which they explored. It is natural, also, that they should have recorded the discoveries which they made, and transmitted an account of them to France, in order to induce more of their countrymen to flock to the shores of the New World. Did time allow us to ransack the archives of the Jesuit colleges, there is no doubt that we should be able to discover records concerning the mineral wealth of Nova Scotia and of New Brunswick, such as we found concerning the minerals of Lake Superior while preparing a report on the mines of that wonderful region for our government a few years since. It seems to be the duty of the historian of mineralogical science to search the records made by the first explorers of the country, as much as it is the duty of the histo- rian of civil and political movements to look back to the origin of facts and data, and to the actions of his predecessors. Unfortunately, we have not the means at hand to enable us to perform this dutyo Leaving the ancient history of our mineralogy to be explored at some future time, we hasten to our. task of developing what is now known concerning the geology and mineralogy of these important provinces, remarking, at the outset, that it is only proposed to give a s3mopsis or brief outline of the facts, without going into minute details of a techni- cal nature. Nova Scotia is a most remarkable peninsula, bearing geological evi- dence of its having been formerly an island of the ocean; the low strip of marshy land between the head of Cumberland bay and Bay Vert appearing to be the silt deposited at the meeting of two counter-cur- rents—one from the present Bay of Fundy, and the other from the St Lawrence river, and its opposing tidal wave.' Exploring this neck of land farther^ we find the underlying rocks COLONIAL AND LAKE TRADE. 469 consist of the gray, red, and buff-colored saridstones of the coal rneas- ures, filled with the stems of the ancient forests that formed the coal beds 5 and containing innumerable seams of good bituminous coal, many of which are of sufficient magnitude to prove valuable to the coal miners. Lofty cliffs abutting upon the seacoavSt, at the South Jog- gins, present to the observer the most beautiful sectional profiles of the coal-bearing strata, with their curious and instructive fossils, both of vegetable and animal origin. Large trunks of trees, such as are at present unknown in a living state, are seen at various points standing at right- angles to the sandstone strata, indicating that they were ori- ginally per pendic alar to the horizon, and have been since tilted with the stratified rocks from their original position, to an angle of about fifteen degrees from the vertical line. Beneath the great masses of coal formed from the stems of Sigil- laria, we find a thin bed of black shale filled with shells, resembling the genus Dreissena, a fresh-w^ater shell ; but they have not been fully determined and described, having been mistaken probably for the genus MyfihiSo Above this, the rocks are filled with beautiful stems of the Stigmaria, and of numerous species of Calamites. Alternate beds of excellent bituminous coal are seen cropping out along the shore ; and the British North American Mining Company has already opened, and is now working, extensive mines in one of these coal beds. This coal is peculiarly fitted for forges, and is sought with eagerness by the smiths, both of New Brunswick and of Maine. A visit to these mines will well repay the traveller who wishes to see the relics of the primeval forests which formed the coal. We have spent hours beneath the ponderous piles of rocks which form these massive cliffs, and have beheld with amazement the huge trunks of trees, mostly of the Sigillaria group, spanning the vault of rocks over our heads — one, forty feet long and from two to three feet in diameter, lying directly across the ceiling of shales which forms the roof of one of the chambers of the mine. In other places we walked beneath the spreading roots of these ancient trees, and measured tlieir expansions in the shale of the . roof of the mine. Here and there the scaly stems of the Lefidodendron were seen stretbhing their tall forms through the rocks, or procumbently reposing, like huge serpents, partly encased ia the rocks. Now and then a bunch of coal black fern-fronds is seen, representing the foliage of the ancient tree-fern ; and broad, flag-like leaves remind us of the spreading palms of the tropical islands of the South Pacific ocean. To the geologist the South Joggins coal mines, in spite of its uncouth name, is like enchanted ground, and is to the phytologist a classic land. The enterprising miner sees there the never-failing signs of a coal deposite ; and the quarryman finds excel- lent materials for buildings and for grindstones. It is from rocks of this very coal formation that the grindstones which are in use over nearly all our Atlantic coast are derived; and the places known as Grindstone island, Cape Merriaguin, and the whole coast of Chigenecto bay, afford abundant strata which yield the very best material from which these useful tools of trade are formed. So on the Peticodiac river, both quarry-stones of superior quality, and excellent grindstones, are ob- 470 Andrews' report on tainecl in abundance. Cape Rorier is now explored also by enterpri-- sing quarrymen, and yields valuable returns. It is not perhaps generally known that our Atlantic cities, as far south at least as Philadelphiaj and perhaps also Baltimore, receive large quantities of beautiful and compact graj^-, buff-colored, and blue sandstones from the Bay of Fundy. The myriads of grindstones which are brought to our market employ an immense amount of ton- nage, and give employment to a great number of merchants in all our towns. Who does not know how much our success in agriculture is due to gypsum ? Yet, how few stop to inquire whence it is procuredc It is nearly all brought from the quarries of Nova Scotia and New Brunswick, and belongs to the coal formation of those provinces. It is used to a truly wonderful extent in the United States, and finds its way, by railroads, canals, rivers, and lakes, into every part of our country where the hand of the farmer is employed in raising grasses? wheat, and corn. A vast amount of tonnage is sustained upon the waters by this traffic in gypsum, taken from nature's inexhaustible storehouses in the rocks of the provinces which now occupy our attention. The coals of Nova Scotia are of various kinds, and are wholly differ™ ent from those of the United States ; at least they differ from all the coals which are found on the eastern side of the Appalachian chain of mountains, so that they do not enter into competition with the coals obtained from mines in the United States, which supply our coast. They are some of them suitable for the smith's use, others for steam- boats, others for gas-making, &c., and will be always required, what- ever may be the supply from our own mines of Pennsylvania, Mary- land, and Virginia ; the mine near Richmond, Virginia, furnishing the only bituminous coal that will serve in the place of the coals of Nova Scotia. Hence, we shall not fear that any evil can come to our own coal trade from the competition of the British provinces. Coals are found most abundantly in Pictou, at New Caledonia, Glasgow, on East river, and in various parts of the great coal-basin which lies on the northern coast of Nova Scotia. The island of Cape Breton also fur- nishes an abundance of excellent bituminous coal. In the province of New Brunswick recent explorations have brought to light a most beautiful, and before unknown, variety of highly bitu- minous coal, containing sixt}^ per cent, of gas-making bitumen and forty per cent, of coke, which yields but half a pound of ashes per hun- dred weight. This coal is in the true coal formation, and is found in a highly inclined bed running nearly northeast and southwest, with the trend of the enclosing strata. This coal mine is one of the most re- markable in America ; not only on account of its beautiful, clean, glossy, and highly bituminous characters, so admirably adapted for gas making, but also on account of the abundance, beauty, and perfection of its fossils, and especially of its embalmed fishes of the PalcBoniscus genus~-fishes of the true coal formation of America, and analogous to those of the same formation in Europe. Six or more new species of this genus Palceoniscus we have described in a printed memoir on this coal mine. TimiC and labor doubtless will add many more to the list, and the Albert county coal mine will become the Mecca of pilgrims in COLONIAL AND LAKE TRADE. 471 search of fishes of olden time. This coal, as already suggested, is a new variety, particularly adapted to the uses of the gas-house. It fur- nishes a very rich gas, highly charged with carbon, consisting mostly of olefiant gas ; and hence, is the very material that is wanted by gas man- ufacturers to enrich the products of our semi-bituminous coals of Mary- land and Virginia. It is not used alone in any gas-works, but is mixed with other coals in the proportions of from one-fifth to one-third, and thus gives the best product that can be obtained; and at the same time, it gives greater value lo the coke of our more ash-bearing coals. The importation of the Albert coal into the United States does not, there- fore, in any way interfere with the sale of our own coals ; but, ou the contrary, enables us to use coals that would not otherwise find any market for gas-making. It also saves much outlay in apparatus required for making oil-gas from whale and fish oils, used to enrich the pale or bluish flame produced by gas from many of the coals employed at our gas-works. With the progress of geological research more deposites of this valuable coal will undoubtedly be discovered, and the trade with the United States will tend to draw it within our borders, by the ex- change of commodities with our provincial brethren. Thus far v/e have called attention mostly to the rocks of the coal formation and to their contents. But Nova Scotia is a country rich in geological resources ; all the rocks, fi^om the crystalline granites up to the new red sandstone series, being, as it were, drawn together in this pro- vince, as are still more extended groups in the island of Great Britain. It is obvious that America has been cast on a most expanded scale, and that our rock formations are so wide and deep as to separate to great distances the various deposites ; and, although Vanuxem has in a most patriotic manner declared, that '' in proportion to the magnitude of the geological scale is the greatness of nations,^' we cannot conceal the fact that it would be much more convenient to have our coal a little nearer to our metalliferous deposites, somewhat as they exist in England, Scotland, and Wales. In Nova Scotia the coal is very near to her vast beds and veins of iron ores, and to her copper- bearing rocks. The slate hills furnish good roofing slates, and are full of ores of the metals. Her trap*rocks are of the same age, and contain the same minerals as those on the south shore of Lake Superior, at Keweenaw Point, on the On- tonagon river, and on Isle Roj^^ale, which are known to be so rich in mines of native copper and silver. Native copper and silver are found in the trap breccia, and amygdaloid of the north mountains of Nova Scotia, in numerous places from Digby Neck to Cape D'Or ; and there is reason to believe, that when there shall be the same amount of scien- tific labor, and of mining skill and enterprise, expended in searching these rocks in Nova Scotia, that there has been on Lake Superior, there will be exposed many deposites of value to the country, affording to our provincial brethren new means of extending their traffic with our people. There are beds of sandstone in Nova Scotia which also contain rich ores of copper ; but they have been but little explored, on account of the peculiar condition of mining rights in that province, which are not open to general competition and to private enterprise. Ores of lead are also found near the Shsebinacudie river, and in other 472 Andrews' report on limestone rocks of that province, which belong to the upper Silurian or to the Devonian groups. Hones of superior quality are furnished frona some of the slates of the coal series, where the argillaceous strata have been acted upon by the igneous trap-rocks. Sandstones suitable for the hearths of iron furnaces are abundantly obtained upon the borders of Cumberland bay, and ores of manganese are abundant as shore pebbles at Quaco and other parts of the Bay of Fundy, and veins of this ore are found in the limestone rocks of the province. Iron ores of the very best quality are abundant near the Basin of Mines, and near Anapolis, at Nictau, and Clements, on Digby Neck, and also near the cold mines of Pictou. These rich iron ores cannot find an American market so long as England furnishes iron to her provinces free of duty, and no market is offered here for Nova Scotia iron except under the same duties as are imposed on that brought from England. We have not described the beautiful agates, amethysts, chalcedonies, jaspers, cairugorms, and the entire group of zeolite minerals which abound in the amygdaloidal trap of Nova Scotiay and tempt the min- eralogist to wander beneath the frowning crags which overhang his head along the Bay of Fundy, rising in mural precipices of from 100 to 600 feet in height, and dropping, after each winter's frost, large heaps of precious specimens ready for the collector ; for such things are not looked upon by every one as matters of economic value, though they are reall}^ such when they induce travel from distant shores into Nova Scotia, and cause the expenditure of wealth among the people of the province-— the inevitable result of inducing travellers to pass their time among them. They are also valuable beyond what most persons sup- pose, v^hen they add to human knowledge and to the means of instruc- tion in science, for all parts of science are in some way connected with each other, so that the advancement of what appears to be at first a~ useless branch of learning may open the way to more profound knowl- edge of the laws of the universe, and brings about results not at first anticipated. No one knows how useful a stone, at first sight apparently useless, may become by the hand of science. What beautiful laws were opened by Sir David Brewster, and others? by the study of the polarization of light by crystals of these very min- erals, so that these discoveries are now reduced to real pecuniary value in every well conducted sugar plantation of the world. Again, the polarization of light is now turned to account not only in detecting the intimate structure of bodies, so as to learn their nature, however masked? but even the light of a wandering comet, or of the flitting aurora borea- lis, is caught between the polarizing crystals and made to confess whether it is intrinsic, or is borrowed from some other source^ We HoTE,— We refer to the memoir of Messrs. Jackson and Alger on the mineralogy and geology of Nova Scotia^ published in the American Journal of Science and of the Arts, for 1828, republished in the Transactions of the American Academy of Arts and Sciences, for 1832, for fall descriptions of the interesting minerals and Rocks of Nova Scotia. Also, to sundry papers published in the Quarterly Journal of the Geological Society of London, by James Dawson, esq., of Pictou. Also, to Sir Charles Lyell's Travels in America, and to, sundry communications published by him in the Quarterly Journal of the Geological Society of London 5 for remarks on the geology of parts of this interesting province. COLONIAL AND LAKE TRADE. 473 shall, therefore, claim some attention to the curious minerals of Nova Scotia, though their uses may not be all at once apparent. The topographical features of Nova Scotia are not less remarkable than the geology of that province. We have along the Bay of Fundy a long ridge of mural precipices, excavated by the action of the sea, which wears away the softer amygdaloid and trap breccia lying at the line of junction of the trap rock with the new red sandstone, and forms an overhanging mass of columnar trap rocks in numerous places on that coast. This trap ridge runs ENE., and WSW., and extends one hundred and thirty miles in length from Briar's island, at the extremity of Digby Neck, to Capes Split and Blomidon. There cannot be a more picturesque coast than this. These frowning crags, Avlth their crowded forests of fir and spruce trees, first meet the eye as we cross the Bay of Fundy. Their height serves to protect the interior from the driving fogs of the bay, which melt into thin air as they pass up the sides of these mountains and disappear. Beyond this barrier we come to the rich and beautiful valley of the Anapolis river, which takes its rise in the Garden of Acadie, Cornwal- lis, where the teeming soil bears abundant produce. Passing this valley as we wend our way across the country, we come to the South mountains, the great Silurian ridge of slate rocks^ containing the rich iron ores of Nictau and Clements, so remarkable for their abundant Silurian fossils, such as the asafhus cryj)UiTns, del- thysis, and other well known fossils of the Silurian rocks. Beyond this,, we come to the granite rocks which were elevated subsequent!};^ to the deposition of the strata of Silurian slates, and have lifted them at a bold angle with the horizon. This is a cross section of Nova Scotia. If now we travel to the north- eastward, we soon change the scene and find ourselves on the Permean sandstones near Windsor, and soon come to the gypsum rocks in the coal series of the province, where we wander over extensive hills of gypsum, and see the quarries wrought by the busy miner and quar- ry man. Riding over a fine road to Halifax, we come to the flinty slates of that town, so remarkable for their hard sterility. Travelling north- ward to Pictou, we traverse extensive beds of Devonian limestone, and soon come to the rich deposites of coal and of iron ore in the district of Bictou, and on the East river, in New Glasgow. This whole region is rich and beautiful, and is settled mostly by Highlanders from .Scotland wdiile in other parts of Nova Scotia, as at Halifax and in the valley of Anapolis, we have English and Irish ; and on Digby Neck, Hessians, American refugees, and French. The French population is mostly on the other side of St Mary's bay, on Sissaloo river — an old French col- ony, the remains of the French neutral colony. Nova Scotia is remarkably temperate, considering its northern lati- tude, the almost insular position of the province, and the proximity of the gulf-stream serving to render the climate more mild than that of Canada. The tides of the Bay of Fundy have always attracted much attention, on account of the great ebb and flow, and the manner in which the tide enters the narrow bays and runs up the rivers both in • New Brunsv/ick and Nova Scotia. It is obvious to the hydrographer, that the great tidal wave enters the Bay of Fundy at its wide tunnel* 474 Andrews' report on like mouth, and is kept from spreading by its rocky walls, and is forced into a narrow compass as into a tunnel's neck. Hence the impetuous waters, compressed into a narrow space, rise with fearful rapidity, rushing up in what is called a bore^, sometimes four or six feet in height at the heads of bays and up the river channels. On the Peticodiac, at the bend of the river, this bore is seen to the greatest advantage. The tides rise, at the highest, to about sixty feet at the head of the bay, while the rise is not more tha.n thirty feet at the mouth of the bay. The fishermen know how to make use of these rapid tides, and always manage to go with the current.' Hence the Peticodiac is sometimes called '' lazy-man's river," since rowing is quite unnecessary, the tide bearing the boat whither the boatman wishes, he only having to guide her course. Every one knows that the rivers of the Bay of Fundy are full of fine shad and salmon in their season, and the herrings of Digby are known all the country over for their excellence. Ohservations on the geological resources of the province of Neiv Bi^unswiclu V/e have already given a brief sketch of the valuable mines and quarries on the New Brunswick side of the Bay of Fundy, though much more might have been stated had time been allowed for a minute in- vestigation of that importamt district. We shall now extend our observations inland, and point out some of the more prominent features of this province, so far as our personal observations will permit. Leaving the township of Hillsboro', we travel towards St. John, and find rocks of the coal formation, gray sandstones, snowy-white gypsum, and other rocks of that series, which are hero and there found resting upon hills of sienite, hornblende rock, and other crystaUine aggregates of hypogene origin. On the borders of these ex- tensive rocks we find novacuhte of a green color, which appears to be an altered slate rock and a conglomerate of its broken fragments con- solidated by an argillaceous cement. Reaching Sussex vale, we come to some of the richest and purest salt springs known in this country, and witness the manufacture of the finest flavored and purest table salt — an article justly prized above any kind of salt made in the countr}^, on ac- count of its freedom from deliquescent salts of lime and magnesia. Now on the borders of the beautiful Kennebekaris river, we followed its meanderings through one of the most picturesque valleys of the province, and find on the steep flanks of the hills the continuous out-cropping of red sandstones of the Devonian group, which support the coal formation of the more eastern district before described. This valley is obviously one of denudation, and the deeply scored rocks evince the passage, in olden time, of currents of water and floes of ice loaded with imbedded rocks and frozen soil. The broad and beautiful Kennebekaris bay spreads before us, and is bordered by limestone rocks of the Devonian group. We next en- ter the city of St. John, the great mercantile entrejjot of the province, where ride large numbers of great ships, lading and unlading, and carrying on an extensive commerce with the mother country. The city of St. John is surrounded by excellent limestones ; and some of the gray sandstones are found to contain large fossil trees, indi- COLONIAL AND LAKE TRADE. 475 eating that they belong to the rocks not very far below the coal series ; while the slates of the Great Falls, a mile or two from the populous portions of the city, contain the largest bed of plumbago known in America—a kind approaching, in some degree, to a metamorphosed coal, but still sufficiently pure for the manufacture of lustre, and for the preparation of moulds for iron castings. Masses of igneous rocks of the trappean order are seen at Indiantown, a part of St. John city, and this igneous rock is supposed to underlie the metamorphosed limestones and slates of the town. It is remarkable that no remains of fossils are found in this limestone to denote its geological age. As- cending the river, we find, along its banks, the most curious display of the strata of the country. Red sandstone, slates, and limestone are the common rocks which meet the eye until we reach Fredericton, where the coal formation crosses the river to its southern bank. There is an extensive deposite of the coal-bearing rocks around Grand Lake, on the northern side of the St. John, below Fredericton, and mines have been opened in many places along its borders, from which excel- lent coals have been obtained. They are especially prized for use in the forge, since they are of the coking variety, useful in making a hol- low fire. No spot thus far examined has furnished such beautiful specimens of fossil plants of the coal formation. They are chiefly of the tribe of fern8 and of Lepidodendra ; and the perfection of these remains of ancient vegetation cannot but excite the admiration of geologists and botanists; for the substance of the plants is perfectly preserved, and is of a perfectly black color, while the shales in which they are found are of a light neutral tint of gray, giving great relief and distinctness to the conserved and charred foliage. Even the fructification of the ferns is perfectly distinct on their fbhage, and every scale and leaf of the Lejpidodendron is found entire. The beds of coal thus far opened have not been found of much thickness — most of them not being more than from a foot to eighteen inches thick — but some are of greater magnitude ; and we are informed that new beds of ample dimensions for profitable working have been found within this district, and are now opened by mines. There is every reason to believe that important coal mines will be found on the borders of this lake, and the time wdll come when their fue] will be required in St. John and along the borders of the river. It will serve admirably for fuel in the furnaces of steamboats which ply on the waters of this magnificent river. Still ascending the St. John by steamboats, we come to Wood- stock, on the western side of the river ; and here, on the borders of the Meduxnekeag river, a few miles above the town, we come to one of the most extensive deposites of red haematite iron ore— a perfectly in- exhaustible bed. This, though so highly charged with manganese as to make white and brittle cast-iron, resembling antimony in its fractured surface, fur- nishes the very toughest kind of bar-iron, having eminently the proper- ties required for making the finest cast-steel. It has been for many years exported to England for that purpose; but owing to the late re- duction of price in English iron, caused by the glut of the European market, the furnace-fires have ceased at Woodstock for the present^ 476 Andrews' report on but will probably, as the price is now rising again, soon go into blast for the production of pig-iron to be used in making bar-iron in the pud" dling furnaces of England. Ores of manganese are also found around Woodstock, though they have not yet been sent to market. Still ascending the St. John, we come to the Tobique river, which enters the St. John, on the eastern side, a little below the Aroostook. A few miles from the mouth of the Tobique we find the red sandstone rocks, like those of Nova Scotia, full of excellent gypsum. Springs of salt water are also said to have been found therein. This gypsum will prove valuable to the farmers on both sides of the St. John, and will save the expense of bringing that mineral up the river. A tribe of In- dians still dwell on the borders of the Tobique, and have" their princi- pal camps at the mouth of the river. They still find occupation in the chase, and even to this time take many beaver, otter, and sable, besides hunting bears, moose, and caribou, in the forests. A few miles more of canoe voyage brings us to the upper falls of the St. John — -a magnificent cataract of 70 or 80 feet perpendicular de- scent. This is one of the most picturesque spots on the river, and will in due time become a favorite place of resort in the summer season. Here the river is closely confined between lofty crags of slaty lime- stone, and makes a sudden turn in its course as it bursts through its rocky barriers. Its beauty is not destroyed by the great saw-mills that were built upon the edge of the falls by the late Sir John Caldwell; but the business created on the spot has brought a sufficient number of settlers to make the place more cheerful. Above the falls the river ex- pands, and is as tranquil as a placid lake. We followed its windings in our canoe for many days, stopping at night among the hospitable and naturally polite French people who live in humble simplicity on the borders of the river, pursuing their quiet mode of life, undisturbed by the thirst for gain that torments dwellers in the great mercantile cities of the coast. The people of Madawaska are descendants of the French neutrals of Acadie, and very much resemble, in their mode of life, the people of Sissaloo, on the St. Mary's river. They have few wants, and these are easily supplied by means of their own skill in the chase and in rural laboro For forty miles above the falls of the St. John, the French settle- ments of Madawaska are scattered along both sides of the river, the principal settlements being on the provincial side of the river. Some fifty miles farther up, the St. John divides into numerous branches, which extend into Canada on the north and into Maine on the south. The St. Francois is its most important Canadian branch, and the Allagosh, with its numerous lakes, and the Aroostook, ex- tending almost to the northwest angle of Maine, where it nearly reaches the corners of New Hampshire and of Canada, are the longest tributaries of this great river. That portion of the river is but little known to this day except to the Indian hunter ; and it is not, so far as we can learn, very inviting to the canoe voyageur. The whole region of country above the falls of the St. John is based upon a blue slaty limestone, probably of the Silurian group of rocks ; but it is not rich in COLONIAL AND LAKE TRADE. 477 fossils or in minerals of value. The soil is excellent all over these rocks, and bears good crops of the cereal grains and large burdens of grass when cleared and cultivated. Having no personal knowledge of the eastern coast of the province^ the Bay of Chaleur, of Miramichi, or of any part of the shores of the Gulf of St. Lawrenccj we must leave that portion of the province to be described by others. The province of New Brunswick is known to contain an abundance of the very best kinds of timber for ship build- ing, and for sawing into boards, plank, and deals. Much of her com- mercial intercourse with the mother country is sustained by this trade. Ships of the largest class of merchantmen are, therefore, nearly as fre- quent in the harbor of St. John as in the ports of the United States, for this class of vessels is adapted more particularly for the transportation of bulky timber, spars, and masts. Most of the ships which sail from St. John are built and owned in the province. New Brunswick, as has already been observed, contains some very remarkable deposites of coal, accompanied by a series of most perfect fossils. The most remarkable of these deposites is the Albert coal- mine, in Hillsboro', near the banks of the Peticodiac river. This coal- bed is included in shales, with an underlying mass of soft slate, equiva- lent to the under-clay of most bituminous coal-beds, and the coal is directly overlaid by strata of highly bituminous shales, filled vvdth scales of ganoid fishes, and with the entire embalmed remains of beautiful species of the genus Palceoniscus fishes of the ganoid order. These fossils were originally discovered by the writer of this article in the spring of 1851, and descriptions of them were read by him before the Boston Society of Natural History at their second mieeting in May of that year; and that paper was subsequently incorporated into a report to the Albert Coal Company, from which report we now extract the following : ^'Descripdofis of the fossil fishes of the Albert Coal Mine* *^PL I., Fig. 1. This fish is the first one that was discovered by me at the Albert mine. '^Description: Fish, four diameters of its body long; head, obtuse or blunt, as if obliquely compressed on upper and fiont part ; whole length, 3i\ inches ; width in middle of body, -rro" ii^^'h ; fins, one dorsaly opposite anal, small triangular, i% of an inch at base, jointed, drooping, as if the fish was dead before it was enclosed in the mud, (now shale.) Anah small, triangular, a little larger than dorsal ; peclmrd, small, com- pressed into mass of scales of body of the fish ; iailj bifurcated, un- equal, very long, and tapering in upper division, which extends to a fine point. The scales run down on upper division of tail, and become gra^dually smaller to tip ; caudal rays come exclusively from under side of upper, and from lower division of tail. Scales of body briUiantj rliomboidal, wavy, serrated on posterior margins, color light brown. This fish is embalmed and not petrified. No ridge of bone is seen to indicate the vertebral column; hence the bones must have been carti- laginous and compressible. The gill plates are too confusedly com- pressed to be dissected. I cannot find in any published book any REPORT ON figure of a fossil fish identical with this. It is evidently a Palgeoniscus, and is probably a young individual, as seems to be indicated by its small size and the deUcacy of its scales. We will name it, provision- ally, Paloioniscus Alberti, in commemoration of its being the first fossil fish discovered in Albert county, in New Brunswick. *^PL I., Fig. 2. This beautiful fish was found by Mr, Brown, the captain of the mine, subsequent to my first visit to Hillsboro'. It is one of the largest, or full grown species. It was unfortunately broken in the operation of extracting it, but it still is a very valuable specimen. This being the first fossil fish found by the chief miner, I have named it PalcRonisctts BrowniL ^* Description: Fish nearly whole. It is one of the largest species yet found, and its length is three times the greatest width of its body; whole length, S^fo inches; breadth, 1-^ inches; head broken off' just in fi^ont of pectoral fin ; extremity of tail broken ; abdominal fin missing, it having been broken in getting out the specimen. Dorsal fin, a little behind middle of body, opposite, or rather a little in front of anal. ''PL I., Fig. 3, represents a perfect fish of the genus Palaeoniscus, which was found on the 3d of June last. In its general form and ap- pearance it resembles the Palaeoniscus Elegans of Professor Sedgewick, (Lond. Geol. Trans., 2d series. Vol. iii, PI. 9, Fig. 1,) and Agassiz, (Recherches sur les Poissons Fossiles, Vol. ii, Tab. 10, Fig. 5,) but it differs fiom that species in the striation of the scales, the striae of the Hillsboro' species being parallel to the anterior and lower margins of the scales, and the shape of the scales differing essentially from Mr. Sedgewick's species. ''Description: Fish, long and slender, 4|- diameters of its body long; length of head, a little less than the largest diameter of the body; the head has the shape of an equilateral spherical triangle; tip of nose, or snout, curiously tuberculated and dotted; gill-plates cannot be dis- sected, ihey are so brittle and confused with the head ; Jins, pectoral a little behind gill plates, and extend below ihe fish 1% of an inch— it is a narrov/ pointed fin, well marked with its ra3^s. Dorsal fin far back towards the tail, a little anterior to anal ; it is half an inch long and -to of an inch high, and is w^ell marked wdth its rays. A7ial Jin somewhaX larger than dorsal, a little posterior to it. Abdominal fin very small, situated a very little in advance of the middle of the body; tail un- equally bifurcated or heterocercal; scales run down on it becoming smaller and more and more acutely rhomboidal or lozenge-shaped as they recede; caudal rays come exclusively from under side of upper division of tail. Scales obtusely rhomboidal on anterior and middle of bod}^ and are distinctly striated parallel to anterior and lower margins, while they are smooth and very brilliant towards and upon the tail; dorsal scales large, and in form of obtuse spherical triangles, pointing backwards towards the dorsal fin. This species is not described in any book I have examined, and, believing it to be new, I shall take the liberty of naming it Palceoniscus Cairnsii, after the fiighly intelligent superintendent of the Albert coal-mine, William Cairns, to whose active and unremitting labors I am indebted for so many specimens of these interesting fossils. *'PL L, Fig. 4. This large and elegant fish was most unfortunately COLONIAL AND LAKE TRADE. 479 broken in splitting it out from the rock, only the posterior part of it having been saved in a fit condition for delineation. The whole length of the fish was originally fifteen inches. That portion which remains entire, is 5J inches long ; it was broken off through the posterior edge of the dorsal fin. It was an old fish, as is evident from the ap- pearance of the scales, which are thick, heavy, and have their stria- tions in part obliterated, while the serrations are extremely sharp and deep. The scales are elongated rhomboids, and have many strijB upon their surface, which run parallel wath their upper and lower margins. Caudal scales, acute lozenges. They run down on upper division, which is long, and covered with scales. Rays of tail come off very distinctly, exclusively from under side of the upper division, and the tail is unequal or heterocercal. Until we obtain an entire spe- cimen, perhaps it will be prudent to abstain from giving a specific name. (See PL I., Fig. 5, now named P. AlUsoni^) h is a species of the genus Pateoniscus. '* PL 11. , Fig. 1. This species so nearly resembles the Palcsonisais decorus of Sir Philip M. de Egerton as on first view to pass for it ; but on examining the lines of strise, we are forced to regard it as another species. The four great dorsal scales, anterior to the dorsal fin, ex- actly resemble in form those represented in Sir Philip M. de Egerton's plate. (See Quarterly Journal Geological Society of London, for 1849.) The scales of one specimen are striated, parallel wdth the superior and inferior margins, and are deeply and acutely serrated on their posterior edges. The lines of striation are worn away consider- ably, indicating, perhaps, that it was an old fish. It was, when entire, about eight inches long, and it is two inches in diameter from the anterior edges of the dorsal and anal fins. The lithographic delinea- tion gives a sufficiently full exhibition ofthe'characters of this specimen, which appears to be of the same species, or very near the species, last described. '*Fig. 2, 2 bis^ are delineations of specimens of shale, representing a fish and its counter print in the rock, just as it w^as split open. It is a small species of Palaeoniscus, compressed vertically, and is contorted as if the fish had struggled to extricate irimself when imprisoned in the mud that now forms this rock. The line of dorsal scales, in the middle of this fish, proves its position to be as I have stated, and this opinion is still further confirmed by the shape of the head, and by the open gill covers. This fish must have been caught in the mud alive, since it was in an upright position. " Fig. 3, represents a beautiful and perfect fish, found at the new pit of the Albert coal mine, by Mr. Wallace, deputy collector of Hillsboro', who kindly presented it to me. It is compressed vertically, or from the back towards the abdomen, and the head is also vertically com- pressed between the strata. The large dorsal scales, so characteristic, are seen along the middle of the fish. There is a coprolite seen pro- jecting from near the middle of the fish, and it is not certain whether it is included partially in its body, or was in the mud before the fish was deposited or caught. The body of the fish curves over the copro- lite as if it had been a hard substance. *' Description : Fish is 4J diameters of its body long ; body 3J 1 0 480 Andrews' report on inches long ; head in form of equilateral spherical triangle ; gills open; back of head beautifully marked by tuberculations, or striae and dots ; dorsal scales oval-shaped and striated, the most pointed part of the scale being towards the tail ; they run along the entire back to the tailj excepting at the place where the dorsal fin is compressed ; scales of body serrated on posterior margins, and striated parallel with their upper and lower edges, and wavy in middle. I am disposed to regard this individual as belonging to the same species as the one before de- scribed. '* Fig. 2, 2 to.— Figure 7 represents a lower jaw of a Pafeoniscus from the Albert mines. It is interesting as showing the mode of den- tition of diese ancient fishes ; the teeth are here seen to be in a line fixed in regular sockets in the jaw, like those of salmon ; the jaw is beautifully marked with little raised dots, visible under an ordinary lens ; the teeth agree with those observed by Sir Philip M. de Egerton. (See Quarterly Jour. Geol. Soc, Lond., 1849.) *^Fig. 8.-"-This specimen was discovered by me in the shale of the nev/ shaft of the Albert mines. It is peculiarly interesting on account of the entire preservation of its abdominal fin, and also on account of its association with a coprolite which seems to have belonged to this individual. *' Description : Fish, entire ; length, Spo inches ; width of the body, of an inch ; length of the head, equal tot he greatest width of the body ; fish, four diameters of its body in length ; fins, one dorsal, op- posite anal, situated in the posterior, third of body ; anal fin little larger than dorsal; abdominal fin small, situated a little in advance of the middle of the body of the fish ; pectoral fin a little larger than abdo- minal ; scales, large and brilliant, having a light-brown color striated parallel to anterior margin^ transversely, and longitudinally in middle, but finer than on anterior margins ; tail, more regular than the before- described species, but still unequal; has scales in upper division* This specimen also presents another curious feature ; its tail having been amputated by a shift of the strata, and the fracture being polished and recemented a little out of place. Head more acute than any of the before-described species, and very perfectly preserved, having the fine markings of the gill covers and the stria3 and markings distinct, and also what appears to be the impression of the tongue of the fish. The orbitar ring is also preserved, and is a horn-like circle, or ring, filled with bituminous shale or clay. A coprolite under the abdomen of the fish is a cylindrical mass, rounded at each end, -ro of <^n inch long, and "To of an inch in diameter. It is of an ash-gray color, and includes what appear to be small black scales of fishes." Descnj)tio7is of the scales of foml fishes from the Albert coal mine^ with analysis of the scales. Owing to the perfect preservation of the body of the fish, and of ganoil fish-scales in the rocks, it is as easy to identify them as if the fish were still living ; for the substance of a genoid fish-scale is of the nature of bone, as will be shown by the following analysis of the scales of Pal(£oniscus, from the Albert coal mines ; 0.62 gramme of the scales COLONIAL AND LAKE TRADE. 481 irom the middle of the body of the fish (PL I,, fig. 4,) submitted to analysis, gave the folio wing results : Animal matter^ ........... 0.0800 Carbonate of hme. .„„...-„..» .0.0980 Phosphoric acid„ .....„„.».„..- 0.2452 "1 Phosphate of hme and of Lime ..„_„.„...„.-„-..„-.- .0.1234 y maoriesia, 0.4309. Magnesia. -_„„...„„„„.„„..„. .0.0623 ! Silica„„. .„„___„.-..„.-. ..0.0040 " 0.6129 By analysis of another portion of the sam_e fish, it is proved that the fibrinous and albuminous matter composing the fish is still unchanged in composition, so far as its elements are considered. The important element proving the presence of animal matter is ni- trogen, which is separated b)^ anal3^sis into the state of ammoniac This by two determinations, was found to be in one 15.56 per cent., and in the other 16,64 nitrogen ; the mean being 16.05 per cent., which is the amount of nitrogen in fibrine and albumen. Description of the scales of Fcdcdoniscifrom the shales of the Albert coalmine^ Plate I, A. Portion of shale, with impressions of F alceonisciis' scales of three varieties, seen enlarged in a, 6, c; a is one of the scales from, the middle of the body of the fish, and shows the articulating process by which it is attached to the lower edge of the scale next above it on the fish. The striations of the scale, and the serrations of its right ex- tremity are distinctly shovv-n. h represents one of the lulcre or scales near the fhis of the fish ; a group of three of them, are seen in specimen A. c is a broad scale from the lower part of the body near the tail. B represents twofulcre or fin scales from the back, at the dorsal fin. The enlaro'ed vievv^s of them oive a full explanation of their structure. They have been mistaken not unfrequently for teeth, since the larger scales bear some resembla.nce to the teeth of placoid fishes, and to .sauroid fishes' teeth. C represents a specimen of another species of Fal(^oniscus scale. It is, in the origiucil specimen, the most perfect that has been seen at the mine ; above it is a correctly enlarged figure of this scale. The reader is perhaps aw^are that geologists have adopted the divi- sion of fishes, as proposed by Agassiz, as classified by their scales, which are of four orders : 1. Placoid, (broad plate,) of which the sharks' scales are iUustrative. 2. Ganoid, (resplendent,) hard, bony scales ; example, the American gar-pike. 3. Ctenoid, (comb-like ;) example, scales of the perch. 4. Cycloid, (circulars) examples, herring, salmon, cod, pollock scales. These divisions suffice for most purposes in identifying fishes ; and it fortunately happens that most of the fossil fishes— all of those of an ancient type— belong to the bony-scale group ; and the character of the scale of one of these fishes remains unaltered in the rock where it was originally imbedded at the time of its deposition. 31 482 ANDREWS^ REPORT ON Plate lej Fig. 5^ represents the head and part of the body of a very- large fish of the genus Palcconiscus. It appears to belong to the same species with fig. 4 oi same plate, and figo 1 of plate IL Description : Width of body offish, 3 inches ; length, probably from. 15 to 18 inches; head, strong, firm, and miore bony than, usual with, fishes of this group ; length, from 2|- to 3 inches ; width, 2 inches ; gill- plates distinct, but crushed together, so that they cannot be dissected, since the}/ adhere firmly together ; pectoral fin, short, strong, and has a rounded and heavy shoulder of ^Teat streno-th, covered vvith a lono- armor, striated obliquely backw^ards and downvv'ardso Other fins were broken fromi the specimen before I received it and lost ; but those want- ing are seen on fig. 4 of this plate, and fig. 1 of PI. IP Prints of five of the Qfreat dorsal scales distinct in therock-~-sca!es broken off.' Scales of body perfect, serrated, and distinctly striated with w'avy lines hori- zontally, and slightly curving tov/a.rdsthe posterior upper angle of scale. A marked sw^Tdling in the place of the stomach shows that the organ is filled with the food of the fish. Color of the fish light clove brown, or a little more inclined to cinnamon brov\m. This fish I propose to name in fionor of the enterprising projector of the mine, who presented me with the specimien : FalcEonisciis AIliso?u. in honor of Edward Alhson, esq., of St. John^ List of the Fossil Flcmts found in the shales of the Albert Coal Mine. The fossil fishes alreadv described belono- to the o:enera knovvui to characterize the coal formations of Europe ; but, as might be expected from other analogous facts, the American species are not identical with an}^ Imown in the Old World, though they closely resemble theroo The}' are of the samxO genus, but of new and before undescribed species. The plants found associated wdtli these fishes concur in proving the formation at the Albert mine to be in the true coad series, and thus set at rest those doubts which were hastily expressed by other geologists, who made a cursory examination of this mine, who knew not the facts contained in this paper. Plate III, Figs. 1 and 2, represent a specimen of Lepidoelenclrouj an- alogous to the L. Gracile of Ad. .Brogniart, though not identical with that species. Figs. 3 and 3 bis represent the fruit of the Lepidocleiidronj or Lejyidostrobiis, found in the shade of this mine. Figs. 4, 5, and 8 represent a plant about v/hich some doubt still exists, but wdficli was supposed to be some species of Spheraeelra ; but it differs from that plant in several respects, as wdll be discovered on comparing it with the plate in the w^ork of Lindley and Hutton. Figs. 6 and 7 are broad flag-like leaves, supposed to belong to the palm tribe. Fig. 9 is the common calamite of the coal formation, and was found in the gray sand-stone below the coal bed at the Albert mine. These plants are similar to those found in the coal mines of ?^ova Scotia cUid of other parts of New^ Brunswick, and are like those found in tire anthracite mines at Mansfield, Massachusetts, and in the semi-bituminous coal mines of Maryland and of Virginia, Figs. 4, 5, and 8, represent the only plant that I have not before discovered in our coal formationo COLONIAL AND LAKE TRADE. 483 This plant is evidently a succulent annual, as evinced by its con- torted and drooping stem, and was probably an aquatic plant, such as are found growing in marshy places or bogs. Its association with fishes indicates its being an aquatic plant, or one growing on the borders of a lake or river. It is not a fucoid^ as has been alleged, for it has alternate branches. The following is an elementary analysis of the Albert coal, m_ade by C. T. Jackson : Carbon.. __.. 75.2 Hydrogen 7.6 Oxj^gen and a little nitrogen 17.2 Total „ 100.0 The coal yields. ..... - 60 per cent, of volatile matter* do 40 do. of coke. Total 1.00 And the coke leaves 0.47 per cent, of red ashes. The coal cokes readily, and cements closely, if compressed ; but it does not melt, though it softens if slowly heated to redness in close vessels. It yields 20 per cent, of soluble bituminous matters to benzole, and from 12 to 15 per cent, to oil of turpentine. The solubility of a portion of its bitu- men led most persons, at first, to suppose that it was a kind of bitumen ; but the discovery of organic structure in the coal itself removed this error, and chemical researches proved the coal to be a little more bitu- minous than the cannel coals of commerce. There can be no doubt of the fact that this coal is in the true coal field of the provinces. The discovery of other beds of this valuable substance is highly de- sirable, and the field has been as yet but little explored. Agricultural Resources of New Brunswick and of Nova Scotia* Viewing the rocks which have, by their decomposition, produced the mineral matters of the soil of the provinces of New Brunswick and of Nova Scotia, w^e see that every mineral ingredient requisite for the for- mation of good soils must be contained in them ; and the drift agencies, whether of ice or water, in olden time, have duly commingled the detri- tus, so as to diffuse the different mineral substances. Vegetable mat- ters— the foliage which drops from deciduous trees ; the peat mosses, which grow in humid places, and decayed trunks of trees — have added the matters which produce humus, or vegetable mould ; and thus we have formed, by the hand of Nature, the soils which we cultivate. From geological considerations we should a, priori regard the soils of New Brunswick and of Nova Scotia as capable of bearing any of our usual crops of cultivated plants, as wtJI as the usual forest trees of northern climes. Such we know b}^ observation to be the fact ; and 484 ANDREWS' REPORT ON the only influences which prevent the soil of these provmces trom bear- ing any and all kinds of plants are those of chniate. The cold of long winters limits the growth of crops to a few months ; and only those which are hardy, and are adapted to the climate, can be raised advan- tageously. We have, then, to inquire what are the crops which expe- rience has proved to be the best for the countries in question. It is known that the northern portions of America '^possess an excessive climate,"* viz : one of extreme heat in summer, and of great cold in winter. Such climates produce a most rapid growth of vegetation ; for the heat of a summer's sun hurries forward the processes of vegetable growth, and an early autumn brings the ripening to a close. Plants, which ripen more slov/ly in temperate climes, have to be gradually acclimated before they can accommodate themselves to the short sea- sons of the north. Hence the variety of zea maize (Indian corn) which grows in Canada differs in its habits of growth from the southern corn, and ripens, where corn of a more southern-raised seed would perish, in the milk, by frost. There are many of our usual plants that will bear this acclimatit)g process above referred to ; others we had not been able to subdue to our short seasons. The potato is much improved by being hastened in its growth in the way above alluded to, and the provinces of New Brunswick and Nova Scotia produce the best potatoes known in this country. The smaller cereafs— such as oats, rye, barley, and summer Vvdieat- — ripen perfectly in these provinces, and the grain is of excellent quality and of remarkable sweetness. Turnips of every variety grow well, and pease, beans, and other leguminous plants are known to thrive admirably. In short, we may say, from observation of the fact, tha,t all the usual culinary vegetables which grow in the States of Maine and New Hampshire, thrive equally in the soil and climate of the two provinces we are describing. Fruit trees, also, with the exception of the peach, (which does not bear well the intense cold of winter,) produce good fruit in these provinces. The most highly valued crop among the farmers of New Brunswick is grass, which, with the least labor, is the most profitable crop ; for good hay is not only required for keeping of the stock on the farm, but is also extensively in demand among the timber-cutters of the forest, for the supply of food to their teams of cattle. Large quantities of pressed hay, in bundles, are also exported from the provinces to the cities of the United States. Four-fifths of the land on ever}^ large farm may be advantageously laid down in grass and be kept for mowing land, until it is so old as to require to be taken up by the plough ; and this is done gradually, so as to keep but a limited portion of the land in tillage, for there are few farmers in the province who can cultivate more than thirty acres of tilled land to advantage, and therefore they have to keep the rest of the farm in grass, which it is also advantageous for them to do, on other accounts, as above specified. It is well known that little progress has been made in agriculture in the provinces, for the forests, full of heav}^ timber trees, tempt the agri- cultural portion of the community to engage in the heavier and more immediately profitable enterprises of lumber cutting and sa.wing. This * Humboldt Isothermal Lines. COLONIAL AND LAKE TRADE. 485 business, although not so beneficial to the character of the people as the more civilized life of farming, has its advantages, not to be over- looked. It produces a hardy set of men, and encourages, to some ex- tent, the establishment of manufacturing operations, by familiarizing the people with the machiner)^ of mills, and with the various mechani- cal operations connected with the business. Thus far the demand for food in the provinces is vastly beyond the supply raised on the soil, and no exports of grain, or indeed of any agricultural produce, save of potatoes and of hay, takes place from either of them. Oats of superior quality are raised on Prince Ed- ward's island, and brought to Boston, where they command a higher price than the kinds raised in the States. This is probably the only grain that we can expect to receive from the Lower provinces. Immense quantities of flour from the United States find its way to these provinces ; but there is now growing up in Canada West a powerful competition with us in this trade; for the soil of that por- tion of Canada is of the same quality as that of the neighboring State of New Yorkj and will produce wheat equally well and of as good quality. In the course of time the province of New Brunswick will become more successful in the cultivation of her soil. The improvements of science will gradually extend themselves among the farmers there, as they have done, and are still doing, with us ; but still it may be more advantageous for the people of New Brunswick to obtain their chief supply of flour and corn from the United States, provided they can furnish, in the course of trade, other products of their own soil, as they do of their w^aters and of their forests. Mines of coal and of iron they have in abundance ; building-stones, grindstones, roofing slates, gypsum, and salt, and manganese, they already, export, and can sup- ply in as large quantities as may be required ; and the time will come when ores of lead and of copper will be added to the exports of the provinces of New Brunswdck and of Nova Scotia. C. T. JACKSON, M. i>., Assay er to the State of Massachusetts, Sfc, Sfc> COLONIAL AND LAKE TRADE, 487 PART Yll. NOVA SCOTIA. The province of Nova Scotia now includes Cape Breton, which at one period was under a separate government. Nova Scotia proper is a long peninsula, nearly wedge-shaped, con- nected at its eastern and broadest extrenaity with the continent of North Anaerica by an isthmus only fifteen miles wide. This narrow slip of land separates the waters of the Bay of Fundy from those of the Gulf of St. Lawrence. The peninsula stretches from southwest to north- east, fronting the Atlantic ocean ; its extreme length being about two hundred and eighty miles. The singular and valuable island of Cape Breton lies to the east- ward of Nova Scotia, from which it is only separated by the strait of Canso. This strait is in length about twenty miles, and in breadth about one mile. Cape Breton is more particularly described under a separate head. The most remarkable feature in the peninsula of Nova Scotia is the numerous indentations along its coasts. A vast and uninterrupted body of water, impelled b}^ the trade-wind from the coast of Africa to the American continent, strikes the Nova Scotia shore between 44^ and 45^ north latitude with great force. A barrier of fifteen miles only (the strip of land already mentioned) between the Atlantic ocean and Gulf of St. Lawrence seems to have escaped such a catastrophe, while a space of one hundred miles in length, and upwards of forty in breadth, has been swallowed up in the vortex, which rolls its tremendous tides of sixty and seventy feet in height up the Bay of Fundy. This bay bounds Nova Scotia on its northwest side, and separates it from the continent. The combined influence of the same powerful agent and of the At- lantic ocean has produced, though in a less striking manner, the same effect upon the southeastern shore. Owing to the operation of these causes, the harbors of Nova Scotia, on its Atlantic coast, for number, oapacit)^ and safety, are perhaps unparalleled in any part of the world. It is stated that between Hahfax and Cape Canso there are twelve ports capable of receiving ships-of-the-line, and fourteen others of suf- ficient depth for merchantmen. A broad belt of high and broken land runs along the Atlantic shores of Nova Scotia, from Cape Canso to Cape Sable. The breadth of this belt or range varies from twenty miles, in its narrowest part, to fifty and sixty miles in other places. Its average height is about five hundred feet; it is rugged and uneven, and composed chiefly of granite and primary rocks. The peninsula of Nova Scotia is supposed to contain 9,534,196 acres ; and it is estimated that nearly two-thirds of its entire surface is 488 ANDREWS RE POUT ON covered by the formation above described. The country is undulating throughout, and abounds with lakes of all shapes and sizes. The scenery is everj^where beautifully picturesque, owing to the great variety of hill and dale, and the numerous rivers and lakes scattered eveiywhere. The soil of Nova Scotia varies greatly in quality ; some of the up- lands are sandy and poor, while the tops of the hills are frequently highly productive. On the Atlantic coast the country is so rocky as to be difficult of cultivation ; but, when the stones are removed, the soil yields excellent crops. The portion of Nova Scotia best adapted to agricultural pursuits is its northeastern section, which rests upon the sandstones and other rocks of the coal formation. Its most valuable portion is upon the Bay of Fundy, where there are deep and extensive deposites of rich- alluvial matter, thrown down by the action of the extraordinary tides of this extensive bay. These deposites have been reclaimed from the sea by means of dikes; and the ''diked marshes," as they are termed, are the richest and most wonderfully prolific portions of British North America. Nothing can exceed their enduring fertility and fruitfulness, to w4iich there seems no reasonable limit. The highest land in Nova Scotia is Ardoise hill, which is only 810 feet above the level of the sea. The navigation returns of Nova Scotia present the following state- ment of the ships inward and outward in 1849 and 1850, as the aggregate of all the ports in the coUony. Countries. In ware in 1849. Outward in 1849. Ships. Tons. Ships. Tons. GrGtit Britain. ........................... 176 1,770 2,806 287 75,843 123; 084 259,974 26,685 183 1,930 2,606 102 77 174 British colonies 148 777 United States 247,154 Foreign States 9,749 Total . 5,039 485,586 4,821 482 854 Seamen : inward, 34,210 ; outward, 32,375. The following is a return of shipping for 1850 : Countries. Inward. Outward. Ships. Tons. Ships. Tons. G-reat Britain... 139 1,963 2,896 254 65,864 136,992 281,340 25,509 164 2,184 2,595 157 71,589 167 915 British colonies United States 245 726 Foreign States., 15,907 Total 5,255 509,705 5,102 501 237 Seamen : inward, 34,475 ; outward, 32,135, COLONIAL AND LAKE TRADE* 489 The aggregate value of the imports and exports of Nova Scotia in the years 1849 and 1850 is thus stated : In 1849. In 1850. Imports. Exports. Imports. Exports. G-reat Britain , P, 489, 615 68,350 852,165 22,035 ■ 1,764,785 727,240 $260,785 951,375 420,140 24,090 894,425 253,920 P, 892,020 73,115 1,192,605 214,955 1,612,575 295,815 P62,945 1,179,590 634,190 53,595 British colonies — West Indies North America. . » . . . Elsewliere United States 988,065 foreign States ............ 238,045 Total 4,924,190 2,804,735 5,281,065 3,356,430 The following return shows the quantity and value of all articles, the growth, produce, or manufacture of the United States, imported into the colony of Nova Scotia during the year 1850, as also the rate and amount of duty paid thereon : Articles, Apples barrels . Butter cwt . . Beef. .do. . . Crackers do. . . Clocks number. Clocks .do . . . Candles pounds. Candles , . » . .do . . . Cheese .cwt . . Chocolate pounds. Flour barrels . Hams cwt . . Leather (sole) pounds . Leather (upper) do . . . Lard cwt. . Onions do, .- Pork. do. .. Rum gallons. Sugar (crushed) cwt. . Sugar (refined) do. . . Tobacco pounds. Articles paying 2| per cent. . . . Articles paying 6| per cent. . . . Articles paying 10 per cent. . . . Articles paying 20 per cent . . . . Total . Quantity. 211 26 6 159 141 9 26,138 465 107 241 62,891 183 54,914 3,448 380 1,208 3,330 1,291 44 37 248,540 Value. ^632 336 31 1,590 352 180 3,267 232 1,253 25 314,455 1,837 8,008 1,292 3,805 3,021 24,730 968 450 470 46,601 33,653 210,847 13,720 1,621 673,376 Rate of duty- ling. Total duty. 45. per barrel .... 88. per cwt 6s. per cwt 3s. 4fL per cwt. . . 5s. each .... .... 10s. each Id. per pound,. . . 3d. per pound.. . . 5s. per cwt Id. per pound.. . . Is. per barrel .... 9s. per cwt Id. per pound.. . . 2d. per pound,. . . 8s. per cwt .*..... 2s. 6d. per cwt. . . 6s. per pound. . . . Is. 6d. per gallon 10s. per cwt 14s, per cwt l^d. per pound... 2| per cent.. . . . . 6| per cent.. . . . . 10 per cent 20 per cent #211 53 8 132 176 22 544 28 133 5 15,722 413 1,143 143 761 755 4,996 483 111 131 7,766 841 13,177 1,372 323 49,464 490 ANDREWS REPORT ON The following returns give an abstract of the trade of the province of Nova Scotia during the year 1851 : No. 1.- — Return showing the shiys and tonnage inward, and the value of imports into the province of Nova Scotia, during the year 1851. From what countries. Vessels, Number. Tons. Value of im- ports. Great Britain British North American colonies British West Indies United States Foreign West Indies Spain Colonies of France and Spain . . Foreign Europe Portugal. China Guernsey and Jersey St. Pierre, Newfoundland Foreign States Total 109 1,249 128 1,480 179 12 3 3 2 3 4 44 12 3,228 48,988 82,613 13,565 209,304 17,542 3,497 231 736 191 487 474 3,183 1,291 382,102 P, 133,035 1,022,415 40,590 1,390,965 757,565 16,015 2,520 i;520 13,890 125,000 21,605 1,110 1,410 5,527,640 No. 2o~Retur7i showing the ships afid tonnage outward, and the value of exports from Nova Scotia, during the year 1851* To what countries. Great Britain British North American colonies British West Indies Guernsey and Jersey United States of America Foreign West Indies Mauritius. « .. Spain Batavia * Pernambuco Foreign Europe Brazils and colonies of Spain. . . South America French North America St. Pierre Total .,, Vessels. Number. 75 1,258 355 1 1,433 104 2 1 1 1 3 5 1 18 7 3,265 Tons. 40,164 97,153 39,414 206 121,212 10,008 469 189 400 203 407 604 283 928 419 311,059 Value of ex- ports. #142,245 1,346,595 911,355 13,200 736,425 304,080 12,155 8,265 8,930 16,460 35,845 1,905 3,925 925 3,542,310 COLONIAL AND LAKE TRADE. 491 The imports aad exports of Nova Scotia for 1849, 1850, and 1851 are shown comparatively as follows : Imports . Exports . 1849. P, 924, 190 2,804,735 1850, $5,281,065 3,356,430 1851. 15,527,640 3,542,310 The various articles of the growth, produce, and manufacture of the United States imported into P^ova Scotia in 1851 were of the estimated value of $886,940, and they paid provincial duties amounting in the aggregate to $64,727. The principal articles of colonial produce, growth, and manufacture exported to the United Slates of America in 1851 were of the following description and value: Articles. Cods Fish — Dried cod . . . Mackerel. . . . Salmon Herrings .... Alewives . . . , Pickled fish. . Oil Freestone Gypsum Hides Lumber and plank . Oats Potatoes Skins • Wool "Wood and bark .... Miscellaneous Total. Quantity. 47,375 chaldrons 5,571 quintals 59,750 barrels 4,444 barrels and 238 boxes, fresh. 17,499 barrels 1,490 barrels 2,692 barrels 603 casks and 4,716 gallons 955 tons 40,592 tons 2,422 257,700 feet and 466 pieces 13,877 bushels... 1,385 bushels 48 packages 51 bales 21,584 cords Valu ^145,180 13,800 290,225 46,245 62,140 3,875 16,405 11,715 12,840 28,145 6,860 2,815 2,650 1,580 1,745 2,040 38,875 17,930 *705,045 * See notCi end of Part IX. During the year 1851, one hundred and six American vessels, of the aggregate burden of 15,901 tons, entered inward in the various ports of Nova Scotia, of which number 91 vessels, 13,032 tons, cleared- again with cargoes for the United States, and the remaining 15 took cargoes for foreign ports. The number of vessels owned and registered in the province of Nova Scotia, on the 31st December, 1850, is thus stated: 2,791 vessels, 168,392 tons. The fisheries on the colonial coasts have been prosecuted to a greater extent by the people of Nova Scotia, except Newfoundland, than by those of any other colony. The following table, compiled from official 492 Andrews' eeport on returns, is of some importance at tiiis time to the fishing interests of the United States. The number of vessels employed in the fisheries of Nova Scotia in 1851 was 812, of the burden of 43,333 tons, manned by 3,681 men. The number of boats engaged was 5,161, manned b}^ 6,713 men. The number of nets and seines employed was 30,154. The catch of the season was as follows : Dry fish.__ » 196,434 quintals. Salmon - . 1,669 barrels. Shad 3,536 '' Mackerel „ 100,047 '' Herrings , 53,200 " Alewives 5,343 Smoked herring. _ , - - 15,409 boxes. The total value of the above products of the fisheries is stated at $869,080 ; to which must be added 189,250 gallons of fish oil, valued at $71,016. The total value of the fisheries undoubtedly greatly ex- ceeds a million of dollars. The census taken in this province during the past year (1851) gives the total population at 276,117 souls. In this total are included 1,056 Indians, and 4,908 colored persons. The number of births in 1850 v/as 8,120 ; the number of deaths 2,802; of marriages 1,710. It appears that there are in the province 1,096 schools, with an ag- gregate of 31,354 scholars-. The religious denominations are thus classed : Churchfof England 36,482 Roman Catholics 69,634 Presbyterians — Kirk of Scotland. „ 18,867 Presbyter}" of Nova Scotia. - - » . 28,767 Free Church of Scotland. 25,280 Baptists . ..- 42,243 Methodists „ 23,596 Congregationalists 2,639 Universalists - 580 Lutherans 4,087 Sandinians 101 Quakers , 188 Other denominations 3,791 The whole number of churches in the province is 567. The number of inhabited houses is stated at 41,453; of uninhabited houses 2,028; of houses building 2,347 ; of stores, barns, and outhouses, 52,758. The probable value of real estate is stated by the census return at $32,203,692. It appears that there are in Nova Scotia no less than 40,012 acres of diked land. This is chiefly on the upper part of the Bay of Fundy, and is celebrated for its enduring fertility. It is estimated to be worth, COLONIAL AND LAKE TRADE. 493 on the average, about $60 per acre. The quantity of improved upland is stated at 799,310 acres. The quantity of live stock is thus stated : Horses . _ _ „ 28,789 Neat cattle . „ 156,857 Milch cows 86,856 Sheep 282,180 Swine 51,533' The grain and other crops, in 1850, were as follows : Wheat bushels. . 297,157 Barley .do 196,097 Rye .*^ do 61,438 Oats .do 1,384,437 Buckwheat ...„..,.. do. . . . 170,301 Indian corn . . . « .do. . . . 37,475 Hay. .tons . . . 287,837 Peas and beans bushels . . 21,638 Grass seed „ . do. . . . 3,686 Potatoes. do. . . . 1,986,789 Turnips do 467,127 * Other roots .do. ,. . 32,325 The products of the dairy, in 1850, are stated at 3,613,890 pounds of butter and 652,069 pounds oi' cheese. There are 1,153 saw- mills in the province, which employ 1,786 men. There are also 398 grist-mills, which employ 437 men. There are, besides, 10 steam-mills, or factories, 237 tanneries, 9 foundries, 81 carding and w^eaving establishments, 17 breweries and distilleries, and 131 other manufocturing establishments of various kinds. The whole quantity of coals raised in the province, in 1850, is stated at 114,992 chaldrons. There were 28,603 casks of lime burned and very nearly three milHons of bricks manufactured. The quantity of gypsum quarried v^as 79,795 tons ; the quantity of maple sugar made, 110,441 pounds. THE PORT OF HALIFAX. Latitude, 44^ 39' north; longitude, 63° 36' west ; magnetic varia- tion, 15^ 3' west ; rise and fall of tide, 7 to 9 feet. It is alleged that the harbor of Halifax has not, perhaps, a superior in any part of the world. It is situate nearly midway between the eastern and western extremities of the peninsula of Nova Scotia, and, being directly open to the Atlantic, its navigation is but rarely impeded by ice. From the Atlantic the harbor extends inland for fifteen miles, terminating in a beautiful land-locked basin, where whole fleets may ride in good anchorage, The entrance to Halifax harbor is well lighted, and buoys are placed upon all the shoals. A fine, deep channel stretches up behind Halifax called the Northwest Arm, which renders the site of the city a penin- 494 ANDREWS REPORT ON sula. The town is built on the declivity of a hill, which rises gradually from the water's edge ; its length is more than two miles, and breadth nearly a mile, with wide streets crossing each other at right angles. As the port at which the Cunard mail-steamers touch, on their voyages to and from Europe, and as the proposed terminus of the great railway from Q_uebec to the Atlantic, in connexion with those and other steamers, Halifax bids fair to become a place of very consider- able commercial importance. The nature and extent of its trade and commerce, at the present; time, will be best understood by the tables which follow. The value of imports and exports at the port of Halifax, in 1850, is thus stated : Countries Value of im- ports. Great Britain I P ,675,150 C West Indies | 44,785 British colonies < British North America ! 935,200 ( Other colonies ! 48,275 United States of America 1 , 109 , 000 Foreign States 267,990 Total 4,080,400 Value of ex- ports. $75,780 790,150 124,780 18,945 469,000 187,960 1,663,615> The ships inward and outward, in 1850, are thus stated : Inward. Outward. Countries. Sailing vessels. Steam vessels. Sailing vessels. Steam vessels. No. Tons. No. Tons. No. Tons. No. Tons. Oreat Britain, 61 587 259 174 28,986 36,619 27,518 18,081 36 42 35 24,834 7,798 32,768 17 674 169 92 2,878 51,659 19,273 10,408 28 43 39 32,354 British colonies .......... 8,258 United States 36,249 Forpio'n States. ......... * Total , 1,081 111,204 113 65,400 952 84,218 110 76,86] COLONIAL AND LAKE TRADE. The following is an exhibit of the various descriptions of merchan- dise imported into Halifax from the United States in the year ISSO, with the value of each description : Articles. Ale and porter Agricultural implements Bacon and hams Beef and pork Books and stationery. Beans and peas Brandy. Brooms Bread and biscuit, Bran Butter Burning fluid Corn , Corn-meal Cordage Cotton manufactures Cocoa Candles Coffee , Drugs and medicines Wheat flour Rye flour Dried fruit Fresh fruit Glassware Hardwa-re Hides Hemp , Leather Leather manufactures, Lard Onions Rice Rum Sugar Soap, , Tallow Tar and pitch Tobacco Tea Vinegar Wheat Miscellaneous Total Value. 36 23', 4 25 k 21, 93, S; ?; 10, 224, 77, i, 3, 30 4 4 7 9 2 2 11 1, 5 1 76 8 1 23; 106 i565 135 485 170 ,670 715 395 460 505 270 040 280 400 660 085 630 755 640 620 070 050 440 370 410 255 420 315 915 180 990 385 490 070 020 290 455 780 425 785 280 405 935 270 938,985 The staple exports of the port of Halifax are the various products of the sea fisheries, in which a large number of the inhabitants of Nova Scotia are regularly employed. The extent of this business at Halifax is thus stated : 496 ANDREWS REPORT ON 00 ^< t- CO 0^ •00 (X) , • t^ t- ^ CD . 11 Ph cq O •r' O '— f s^ • . to • ^ 02 CD C5 CO CO • CO • CO O^COG'^ . CO . • G^J^ II O G^ * * CO '^ ^ 1 rH • . G>i CO '—' * . r— ( • c? M qrj o 9 p & 1 • • C c o * o • CO *co •CM • Q^ -HG^ . to . O 'd . . c ■j^co '. CO O 0 . . ( M CO ^ t- -— 1 '^ o o • • t-o CO W3 O O rH O LQ T^ • rH en: CM poo CO I -^ cd Oi \ I CO o m • CO CD G o O 0? t- • CM ; CM 1 CQ^CTi • CM CO \ -^ ^ pq CO m • iC Oi O O 1— 1 • CD . cn _a • g • '^ c:) o t- CM •00 . uo • CO r-H O crs CO • CO . ' • ^ 1 * CO CM cT -^ : ; CO CM . . -^ H*-l ^ M ■^ ^ C?5 CO CO -^ • CO • CD c5 7-i CZ) --^ a) r-^ r-i .lO . • • to CM CO G^ CO en .CO • • • CO o CM I-^i-H cooo * ', CO c5 p:^ G^^ lO • . en r^ lOrH-^OOlOCOCDCOC >Q0 Ol «« ^ cot-u^jo-'^cccMiriC > XO O ■13 ^ OSrHCMrHOCOO r- H-!3^ 00 .2 'B O COG . : • 2^ : : > ^ r. . . . o • (D 0) M .n-1 • • • M '*-' -rl o • . • o . W C3 .t^ S-i • . 03 0.' :o ' rS T * fl 0 0) • cd ' 'w 0) 1. « fS "^ i OT § • O * '?! : S n CD T* 1 1 ci cd.2 '.2 '^ II f bj] o COLONIAL AND LAKE TRADE. 497 The following return exhibits the number of ships, and their tonnage, which entered inward at the port of Halifax during the year 1851, as also the value of imports by such vessels, distinguishing British from foreign. This return furnishes a good general idea of the import trade of Halifax as at present existing : From what countries. Number. Tons, Vessels. Value of imports. British. Foreign. Total value. Great Britain , British N. American colonies, British West Indies United States , St. Pierre , Foreign West Indies , Spain Portugal Azores ,...., Hong Kong.. Mexico Holland ..«.«.. , Total , , 97 528 101 264 4 152 9 3 3 1 1 1 1,164 53,920 33,051 11,366 60,284 216 14,224 2,157 337 548 186 113 400 1,482,095 921,710 45,075 ^193,255 19,165 1,450 938,985 587,080 29,555 20,600 2,470 48,425 5,550 176,802 2,448,880 1,846,535 11,675,350 940,875 46,525 938,985 587,080 29,555 20,600 2,470 48,425 5,550 4,295,415 The Coal Trade. Besides its staple export arising from the fisheries, the province of Nova Scotia also sends abroad a very considerable quantity of bitu- minous coal. A notice of the abundant mineral wealth of this colony is given in my form.er report to the Treasury Department, published by order of the Senate ; but some portions of this it may be necessary to repeat at present, 'in order to point out clearly the existing state of the coal trade of Nova Scotia. The coal mines at present opened and worked in this colony are four in number. They are as follows : 1st. The Albion mines, near Pictou, on the Gulf of St. Lawrence. 2d and 3d. The Sydney and Bridgeport mines, in Cape Breton. 4th. The Cumberland mines at the head of the Bay of Fundy. The mines near Pictou are about eighty miles by water from the western extremity of the strait of Canso, w^hich separates Cape Breton from Nova Scotia. Here there are ten strata of coal ; the main coal band is thirty-three feet in thickness, with twenty-four feet of good coal. Out of this only thirteen feet is fit for exportation ; the remaining part is valuable for furnaces and forges. In consequence of a general subsidence of the ground, to the extent of six feet, over all the old workings, new pits have recently been opened at the Pictou mines, which are only 150 feet deep ; the main coal band being struck at a higher level than in the old pits. The average cost of mining coals here is thirty cents per chaldron ; the various expenses of the mines, engines, &c., increase the cost of coals at the pit mouth to sixty-two and a half cents per ton. The cost 32 498 Andrews' report on of screening, transporting to the loading-ground by railway— a distance of nine miles — with other incidental charges, adds seventy-five cents per ton to the cost of the coals. The shipping season commences at Pictou about the first of May, and continues until the middle of November, after which the northern harbors of Nova Scotia are frozen up. At Pictou, coals are delivered by^lhe single cargo at three dollars and thirty cents per chaldron. Purchasers of one thousand chaldrons, or more, obtain a deduction of thirty cents per chaldron. The slack, or fine coal, is dehvered on board at one cloUar and a half per chal- dron, with a discount of three per cent, for cash payment. The average weight of a chaldron of Pictou coal is 3,466 pounds. The average required in the United States is 2,940 pounds the chal- dron. One hundred chaldrons of coals, Pictou measure, are equal to 120 chaldrons, Boston measure. The usual freight from Pictou to Boston is $2 75 per chaldron, Boston measure. Pictou is in latitude 45° 41' north ; longitude 62° 40' west ; rise and fall of tide 4 to 6 feet. The Sydney coal field occupies the southeast portion of the island of Cape Breton, and is estimated to contain two hundred and fifty miles of workable coal. The thickness of the coal-bed worked at Sydney is six feet. It is delivered on board vessels, after being trans- ported three miles by railway, to the loading-ground, at $3 60 per chaldron, with the same deduction to large purchasers as at Pictou. This coal, as a domestic fuel, is accounted equal to the best Newcastle ; it is soft, close-burning, and highly bituminous. The Bridgeport mines are fifteen miles from Sydney. The coal- seam at these mines is nine feet thick, and contains two thin partings of shale. The coal is of excellent quality, of the same description as at Sydney, and not at all inferior. The coals from Cape Breton overrun the Boston measure from 18 to 20 per cent. Sydney is in latitude 46^ 18' north ; longitude 60^ 9' west ; rise and fall of the tide 6 feet. The Cumberland coal mines are on the coast of Chignecto, which forms the northeastern termination of the Bay of Fundy. These mines have been but recently opened. The seam worked is about four and a half feet in thickness. The coal is bituminous, but is alleged to con- tain more sulphur than any other description in Nova Scotia. The principal exportation of coals from Nova Scotia and Cape Breton is to ports in Massachusetts and Rhode Island, with a small quantity to New York. Many American vessels in this trade, espe- cially since the change in the navigation laws, obtain freights for Nova Scotia, Newfoundland, the French islands of St. Peter, Prince Edward island, and the New Brunswick ports on the Gulf of St. Lawrence, and load with coals as their return cargo. The mean price of Sydney and Pictou coal for the chaldron, of 48 bushels, weighing 3,750 (nominally one ton and a quarter) is $3 10, which is equal to $2 32 per ckaldron of 36 bushels. The freight to Boston is $2 75 per chaldron ; the duty under the tariff of 1846 (thirty COLONIAL AND LAKE TRADE. 499 per cent, ad valorem) is seventy cents per chaldron, amounting in all to $5 77 per chaldron. To this must be added : insurance, two per cent., and commission, two and a half per cent. The price paid in Boston by actual consumers for this same coal is about eight dollars per chaldron. Anthracite coal does not exist in any of the colonies, and they bid fair to become consumers of Pennsylvania anthracite, the importation of which has already commenced, to some extent, in New Brunswick for steamboats and foundries. Under liberal arrangements on both sides, the consumption of anthracite coals would greatly increase in the colonies, and even in Nova Scotia, it being for many purposes better fitted and more economical than the bituminous coal of that colony. The following return shows the quantities of coal, in chaldrons, shipped to the United States from the different mines in Nova Scotia, in the years 1849 and 1850 : Years. Pictou. Sydney. Joggins, (Cumberland.) Total. Coarse. Slack. Coarse. Slack. Coarse. Slack. Coarse. Slack. 1849 48,812 51,436 7,110 6,932 12,090 10,796 1,210 1,586 403 722 61,305 62,954 8,320 1850 8,518 The foregoing return was furnished by the Hon. S. Cunard, the general agent for all the mines of Nova Scotia. No return has been received for the year 1851 ; but Mr. Cunard states that the quantity fell off about twelve thousand chaldrons in that season. CAPE BRETON. This valuable island is in shape nearly triangular, its shores in- dented with many fine, deep harbors, and broken with innumerable coves and inlets. Cape Breton is almost separated into two islands by the great inlet called the Bras D'Or, which enters on its east side, facing Newfound- land, by two passages hereafter described, and afterwards spreading out into a magnificent sheet of water, ramifies in the most singular manner throughout the island, rendering every part of its interior easily ac- cessible. The Bras D'Or (or " Arm of Gold") creates two natural divisions in Cape Breton, which are in striking contrast ; the northern, portion being high, bold, and steep ; while that to the south is low, intersected by water, diversified with moderate elevations, and rises gradually from its interior shore until it presents abrupt cliffs toward the Atlantic ocean. ^f|The whole area of Cape Breton is estimated at 2,000,000 of acres ; its population somewhat exceeds 50,000 souls. In the southern division of Cape Breton, the highest land does not exceed 800 feet ; but in the northern division the highlands are higher, 500 ANDREWS^ REPORT ON bolder, and more continuous, terminating at North Cape, whicli i& 1,800 feet in height, and faces Cape Ray on the opposite coast of New- foundland. Between these tw^o capes, which are 48 miles apart, is the main entrance to the Gulf of and river St. Lawrence — -a pass of great importance. The Bras D'Or appears to have been an eruption of the ocean, caused by some earthquake or convulsion, which admitted the water within the usual bounda^-y of the coast. This noble sea-water lake is 50 miles in length, and its greatest breadth about 20 miles, The depth of water varies from 12 to 60 fathoms, and it is everywhere secure and navigable. Sea-fisheries of every kind are carried on within the Bras D'Or to a very considerable extent, as also a salmon fishery. Quan- tities of codfish and herrings are taken on this lake during winter through holes cut in the ice. The entrance to this great sea-lake is di- vided into two passages by Boulardrie island ; the south passage is 23 miles long, and from a quarter of a mile to three miles wide ; but it is not navigable for large vessels, owing to a bar at its mouth. The north passage is 25 miles long, from two to three miles wide, with a free navigation, and above 60 fathoms of water* The shores of these en- trances are settled by Scotch Highlanders and emigrants from the Hebrides, who prosecute the fisheries in boats with much success. These fisheries are most extensive and valuable, not exceeded in any part of America ; but, from their inland position, are at present wholly inaccessible to our citizens, who have never yet participated in them in the least degree. In several of the large bays connected with the Bras D'Or, the large timber ships from England receive their cargoes at 40 and 60 miles distance from the sea. The timber is of good size, and of excellent quality. The rich coal deposites of Cape Breton occupy not less than 120 square miles, all containing available seams for working of bituminous coal of the best quality. The extensive and varied fisheries; the rich deposites of the finest coal, with the best iron ore; the superior quality of the timber, and ex- traordinary facilities and conveniences for ship-building ; the rare ad- vantage of inland navigation, bordered by good land lor agricultural purposes; the existence also of abundant salt springs, lofty cliffs of the best gypsum, and the finest building stone of all kinds; with the geo- graphical situation of the island as the key of the St. Lawrence, and the position which commands the entire commerce and fisheries of the northeastern portion of North America — all combine to render Cape Breton one of the most important and most desirable possessions of British North America. The possession of Cape Breton is of the utmost consequence to Great Britain. The naval power of France, it is well known and admitted, began to decline from the time that nation was driven out of the North American fisheries by the conquest of Louisburg. It has been said by Mr. John MacGregor, M. P., late secretary to the Board of Trade, that the possession of Cape Breton would be more valuable to our people, as a nation, than any of the British West India islands ; and that if it were once obtained by them as a fishing station ^ COLONIAL AND LAKE TRADE. 501 mid a position to command the surrounding seas and neighboring coasts, the American navy might safely cope with that of all Europe. By the treaty of Utrecht, in 1713, France ceded to England the country called "L'Acadie," now known as Nova Scotia and New Brunswick, but reserved to itself the *'Isle Royale," since called Cape Breton. . In order to maintain their position in America, the French took formal possession of the harbor of Louisburg soon after this treaty, and in 1720 commenced there the construction of the fortress of that name, so well known and celebrated in history. Upon this fortress the French nation expended thirty millions of livres- — a very large sum in those days. It was captured in the most gallant and extraordinary manner by the forces of New England, in 1745, but was restored to France by the treaty of Aix-la-Chapelle, in 1747, in return for Madras. It was recaptured by the British and colonial forces in 1758; and after the treaty of 1763, by which the French gave up all their North Amer- ican possessions to England, the British government demolished the fortifications of Louisburg, at an expense of $50,000, fearing they might fall into the hands of some hostile power. Since then the famous harbor of Louisburg has been deserted; although previously — during its occupation by the French — it exported no less than 500,000 quintals of cod annually, and six hundred vessels, of all sizes, were employed in its trade and fisheries. Cape Breton was formally annexed to Nova Scotia, by royal declar- ation, in 1763 ; but in 1784, a separate constitution was granted to it, and it remained under the management of a lieutenant governor, coun- cil, and assembly, until 1820, when it was re-annexed to Nova Scotia. Owing to the returns of trade for Cape Breton being mixed up with those for Nova Scotia, it is now difficult to obtain an accurate account of the value of its products annually. The products of the fisheries of Cape Breton, in 1847 and 1848, were as follows: 1847.— Dried cod„ _„„...-„„- .41,364 quintals. Scalefish, dried. .„....._.._ .14,948 Pickled fish — MackereL » „ . » . _ , „17,200 barrels. Herrings ..„.„.. 2,985 ** Salmon „ 335 Other pickled fish„ ...__._.._ .12,399 Seal-skins.- .--.-.- 12,100 in number. Oil of all kinds 415 tuns. The estimated value of the foregoing articles was $302,616. 1848.— Dried cod. - .32,553 quintals. Scalefish, dried... „..._ 6,783 Pickled fish — Mackerel .14,050 barrels. Herrings 3,700 Salmon 295 Other pickled fish 18,862 Seal-skins 2,200 in number. Oil of all kinds 543 tuns. The value of the above estimated at $282,772. 502 ANDREWS* REPORT ON There is reason to believe, however, that the above gives but ao imperfect idea of the extent of the fisheries at Cape Breton. It has been ascertained that, from the portion of this island within the strait of Canso, the following quantities of fish were exported in the year 1850: Codfish - . . - - , - » .28,570 quintals. Herrings- .--.. = 8,750 barrels. Spring mackerel -..».. ..51,600 " Fall mackerel. - . 7,670 '^ No returns can be procured from the northern and western portions of this island, the fish caught near which being generally carried direct to market from the fishing-grounds by the fishermen themselves, with- out reference to any custom-house. It has been ascertained, however, on good authority, that the quantity of herrings and mackerel caught and cured at Cheticamp, (the western extremity of Cape Breton,) during the season of 1851, was not less than 100,000 barrels. It is alleged that the banks in the vicinity of Cape Breton are thickly covered with shell- fish, and consequently are the best feeding-grounds for cod found anywhere in those seas ; hence, also, the superior quality of the cod caught and cured there. The total quantity of coals raised in Cape Breton, and sold during the year 1849, amounted to 24,960 chaldrons (Newcastle measure) of large coal and 11,787 chaldrons of fine coal; of this quantity. 12,090 chaldrons of the large coal and ],210 chaldrons of fine coal were shipped to the United States in 1849; in 1850 the quantity shipped to the United States was 10,796 chaldrons of large coal and 1,586 chald- rons of fine coal. The entries and clearances of trading and fishing vessels at Cape Breton in 1850 were as follows : Inward in 1850. From what country. Vessels. Tons. Vessels. Tons. At Arichat— . From TjHocland .... ... .....«•••■•.. 2 59 98 5 349 3,196 8,105 1,663 157 351 From British colonies >..•«..•«...«.... From, the United States ...•••• From foreign States Total 13,313 At Sydney — From England 6 216 104 25 1,859 21,017 10,956 1,516 From British colonips ........................ From the United States From fbrGiPTi Dorts. ••■•••••««•••••«•••••••••• Total 35,348 Whole number of vessels inward. . . . . 508 48,661 COLONIAL AND* LAKE TRADE. Vessels outward in 1850. 503 To what country. Vessels. Tons. Vessels. Tons. From Arichat — To Great Britain 66 339 48 14 4 2,961 1,283 633 To the United States To foreign States. •«..«...••.•..<>•.... •« Total, ^., , 4,877 From Sydney — To Great Britain 5 217 69 48 837 20,615 6,883 3,712 To British colonies To the United States To foreign States ..^o... *..... .•......•.<...« T^taL . . . , * 31,591 W^h^le number of vessels outward . . . 405 36 , 468 The value of imports and exports at Cape Breton, in 1850, is thus stated in the official returns made to Halifax : Arichat. Sydney. Total value. From Great Britain.. ..,•... From West Indies. From British North America. From other British colonies . . From United States From foreign States. p,575 1,355 23,585 15,695 43,380 1,355 #18,335 16,860 13,645 1,690 86,945 50,530 P37,475 To Great Britain. To British West Indies To British North America., To other British colonies. ,. To United States. ...... . . To foreign States 38,400 38,620 9,650 35,335 32,475 10,850 2,745 119,265 44,470 7,200 154,480 184,530 339,010 It is believed that the foregoing statements do not give a correct account of the whole import and export trade of Cape Breton, as much is imported and sent away through Halifax, to and from which there is at all times an extensive coasting trade. But sufficient has been stated to show that Cape Breton possesses a very considerable trade, which might be very largely increased with our country under a system of free interchanges, inasmuch as Cape Breton greatly needs, and will always continue to purchase, many products of the United States, the quantity being limited solely by the power of paying for them in the 504 Andrews' report on produce of her forests, mines, and fisheries, the exports from which could be increased very considerable. SABLE ISLAND. This low, sandy island, the scene of numerous and melancholj^ ship- wrecks, lies directly in the track of vessels bound to or from Europe. It is about eighty-five miles distant from Cape Canso. Its length is about twenty-five miles, by one mile and a quarter in width, shaped like a bow, and diminishing at either end to an accumulation of loose white sand, being little more than a congeries of hard banks of the same. The sum of $4,000 annually is devoted to keeping a superintendent from Nova Scotia, with a party of men, provided with provisions and other necessaries, for the purpose of relieving shipwrecked mariners, of whatever nation, who may be cast upon its shores. Of late years it has been found that mackerel of the finest quality can be taken in great abundance, quite close to the shores of Sable island, during the whole of every fishing season ; and this fishing is every year becoming of greater importance. Several of our enterprising fishermen have found their way there of late, in schooners of about ninety tons, ^nd have succeeded very well. By observations of Captain Bayfield, R. N., the well known marine surveyor, made in the autumn of 1851, the eastern extreme of this island has been found to be in latitude 43^ 59' north, and longitude 590 45' 59" west. Two miles of the west end of the island have been washed away since 1828. This reduction, and consequent addition to the western bar, is reported to have been in operation since ].811, and seems likely to continue. There has been no material change in the east end of the island within the memory of any one acquainted with it. The western bar may be safely approached by the lead, from any direction, with common precaution. The length of the northeast bar, it is said by Captain Bayfield, has been greatly exaggerated ; but still, it is a most formidable danger. Its real length is fourteen miles onlyj instead of twenty-eight, as heretofore reported. For thirteen miles from the land it has six fathoms of water, with a line of heavy breakers in bad weather ; in thp fourteenth mile there is ten- fathoms of water, and not far from the extremity, of the bar 170 fathoms, so that a vessel going moderately fast might be on the bar in a few minutes after in vain trying for soundings. Captain Bayfield has recommended to the government of Nova Scotia to establish a light-house on the east end of this island, and measures are now in progress for its erection. -^ Sable island lies eighty miles to the southward of Nova Scotia, and in the immediate vicinity of the gulf-streafn^ Throughout nearly its whole length of twenty-five miles, sable island is covered with natural glass and wild pease, sustaining by its spontaneous production, five hundred head of wild horses, and many cattle. The Hon. Mr. Hbwe, principle secretary of Nova Scotia, visited this island in 1850, and reported favorably as to the extent and value of the fishery upon its coast. The superintendent informed Mr. Howe that, a few days before his arrival, the mackerel crowded the coast in such COLONIAL AND LAKE TRADE. 505 numbers that they almost pressed each other upon the sands. Mr. Howe himself saw an unbroken shoal, extending from the landing place for a mile, within good seining distance, besides other shoals at various points, indicating the presence, in the surrounding seas, of incalculable wealth. It*is believed that a good boat fishery for cod might be carried on here. Seals are numerous all around the island, being very little dis- turbed. Hitherto the government of Nova Scotia, to which this islapd belongs, has not permitted any fishing establishments to be set up upon it. It has been feared that discipline would not be maintained at the govern- ment establishment for the relief of shipwrecked mariners, if persons not under the control of the superintendent were allowed to land upon the island, and that the obligations of humanity might be disregarded by mere voluntary settlers, or that the temptation to plunder the unfor- tunate might prove too strong to be resisted by such a population when the hand of authority was withdrawn. The natives of Nantucket,* if permitted, would soon build havens and breakwaters at Sable island, and make what is now but a dreaded sand bank amid the solitudes of the ocean, a cultivated centre of mechanical and maritime industry; and, as population increased, em- ployment would be found for the hardy race which this stern nursery would foster and train, to draw w^ealth from the deep. * A writer in that valuable work, Hunt's Merchant's Magazine, thus describes Nantucket, which, in many respects, is very similar to Sable island : " Nantucket — A small crescent of pebbly soil, just lifting itself above the level of the ocean, surrounded by a belt of roaring, breakers, and destitute of all shelter from the stormy blasts which sweep over it, there is nothing about it ' but doth suffer a sea change, ' Its inhabitants know hardly anything but of the sea and sky. Rocks, mountains, trees, and rivers, and the bright verdure of the earth, are names only to them, which have no particular significance. They read of these as other people read of angels and demi-gods. There may be such things, or there may not. But, dreary and desolate as their island may seem to others, it realizes their ideal of what the world should be ; and probably they dream that Paradise is just such another place— a duplicate island, where every wind that blows wafts the spray of the sea in their faces!" COLONIAL AND LAKE TRADE » 507 PART YIII. THE ISLAND COLONY OF NEWFOUNDLAND, INCLUDING LABRADOR. In order that a correct opinion may be formed as to the natural re- sources and capabilities of the island of Newfoundland, and the value of its fisheries, it will be necessary to give a brief notice of the geo- graphical position and physical conformation of that island. A brief description will also be given of the Labrador coast, which now forms part of the government of this colony. Newfoundland hes on the northeast side of the entrance into the Gulf of St. Lawrence. From Canada it is separated by the Gulf; its south- west point approaches Cape Breton within about 46 miles ; to the north and northwest are the shores of Labrador, from which it is divided by the Strait of Belleisle ; its eastern side is washed by the Atlantic ocean. Its form is somewhat triangular, but without any approach to regularity, each of its sides being broken into numerous bays, harbors, creeks, and estuaries. Its circuit is not much less than one thousand miles. Its width at the widest part between Cape Ray and Cape Bonavista is about 300 miles ; its extreme length from Cape Race to Griguet bay is about four hundred and nineteen miles, measured on a curve through the centre of the island. From the sea, Newfoundland has a wild and sterile appearancCj which is anything but inviting. Its general character is that of a rugged, and, for the most part, a barren country. Hills and valleys continually succeed each other, the former never rising into mountains, and the latter rarely expanding into plains. The hills are of various characters, forming sometimes long flat- topped ridges, and being occasionally found and isolated, with sharp peaks and craggy precipcies. The valleys also vary from gently slopr- ing depressions to rugged and abrupt ravines. The sea-cliffs are for the most part bold and lofty, with deep water close at their foot. Great boulders, or loose rocks, scattered over the country, increase the general roughness of its appearance and character. This uneven surface is covered by three different kinds of vegetation, forming districts, to which the names of ''woods," ''marshes," and " barrens," are respect- ively assigned. The whole occupy indifferently the sides, and even the summits, of the hills, the valleys, and the lower lands. They are generally found, however, clothing the sides of hills, or the slopes of valleys, or wherever there is any drainage for the surplus water. For the same reason, probably, they occur in greatest abundance in the vicinity of the sea- coast, around the lakes, and near the rivers, if the soil and other -cir- cumstances be also favorable* 508 Andrews' eeport on The trees of Newfoundland consist principally of pine, spruce, fir, larch, (or hackmatac,) and birch ; in some districts the mountain ash, the aider, the aspen, and a few others, are also found. The character of the timber varies greatly, according to the nature of the sub-soil and the situation. In some parts, where the woods have been undisturbed by the axe, trees of fair girth and height may be found. These, how- ever, are scattered, or occur only in small groups. Most of the wood is of small and stunted growth, consisting chiefly of fir trees, from twenty to thirty feet in height, and about three or four inches in dia- meter. These commonly grow so close together that their twigs and branches interlace from top to bottom , and lying indiscriminately among them are innumerable old and rotten stumps and branches, or newly-fallen trees. These, with the young shoots and brush-wood, form a tangled and often impenetrable thicket. Embosomed in the woods, and covering the valleys and lower lands, are found open tracts, which are called " marshes." These marshes are not necessarily low or even level land, but are frequently at a con- siderable height above the sea, and have often an undulated surface. They are open tracts, covered with moss, sometimes to the depth of several feet. Thi&- moss is green, soft, and spungy ; it is bound to- gether by straggling grass, and various marsh plants. The surface is very uneven, abounding in little hillocks and holes, the tops of the hil- locks having often dry, crisp moss upon them. A boulder or small crag of rock occasionally protrudes, covered with red or white lichens, and here and there is a bank, on which the moss has become dry and j^ellow. The contrast of these colors with the dark velvety green of the wet moss, often gives a peculiarly rich appearance to the marshes. This thick coating of moss is precisely like a great sponge spread over the country. At the melting of the snow in the spring it becomes thoroughly saturated with water, which it long retains, and which every shower of rain continually renews. Numerous small holes and pools of water, and in the lower parts, small sluggish brooks or gulleys, are met with in these tracts ; but the extreme wetness of the marshes is due almost entirely tp the spungy nature of the moss, the slope of the ground being always nearly sufficient for surface drainage ; and when the moss is stripped off, dry ground or bare rock is generally found beneath. The "barrens" of Newfoundland are those districts which occupy the summits of the hills and ridges, and other elevated and exposed tracts. They are covered with a thin and scrubby vegetation, consist- ing of berry-bearing plants and dwarf bushes of various sorts. Bare patches of gravel and boulders, and crumbling fragments of rock, are frequently met with upon the "barrens," which generally are altogether destitute of vegetable soil. These different tracts are none of them of any great extent ; woods, marshes, and barrens frequently alternating with each other in the course of a day's journey. In describing the general features of the country one of the most re- markable must not be omitted, namely, the immense abundance of lakes of all sizes, which are ipdiscriminately called "ponds." These are found everywhere, over the whole face of the country, not only in COLONIAL AND LAKE TRADE. 509 the valleys but on the higher lands, and even in the hollows of the summits of the ridges, and the very tops of the hills. They vary in size from pools of fifty yards in diameter to lakes up- wards of thirty miles long, and four or five miles across. The number of those which exceed two miles in extent must, on the whole, amount to several hundreds, while those of smaller size are absolutely count- less. Taken in connexion with this remarkable abundance of lakes, the total absence of anything that ca,n be called a navigable river is at first sight quite anomalous. The broken and generally undulated character of the country is no doubt one cause of the absence of large rivers. Each pond, or small set of ponds, communicates with a valley of its own, down which it sends an insignificant brook, that pursues the nearest course to the sea. The chief cause, however, both of the vast abundance of ponds and the general scantiness of the brooks, and smallness of the extent of each system of drainage, is to be found in the great coating of moss that is spread over the country. On any great accession of moisture, either from rain or melted snow, the chief portion is absorbed by this large sponge ; the remainder fills the numer- ous ponds to the brink, while only some portion of the latter runs off by the brooks. Great periodical floods, which would sweep out and deepen the river channels, are almost impossible ; while the rivers have not power at any time to breach the barriers between them, and unite their waters. In dry weather, when fi^om evaporation and drainage the ponds begin to shrink, they are supplied by the slow and gradual drainage of the marshes, where the water has been kept as in a reser- voir, to be given off when required. The quantity of ground covered b}^ fresh water in Nev/foundland has been estimated, by those acquainted with the country, at one-third of the whole island, and this large proportion will not probably be found an exaggeration. The area of Newfoundland is estimated at 23,040,000 acreso LABRADOR. Of the coast of Labrador less is known than of the island of New- foundland, to the government of which it was re- annexed in 1808, having for some time previously been under the jurisdiction of Canada. It mav be said to extend from the fiftieth to the sixty-first degree of north latitude, and from longitude 56^ west, on the Atlantic, to 78^, on Hudson's bay. It has a seacoast of about 100 miles, and is fre- quented, during the summer season, by more than 20,000 persons. This vast country, equal in extent to France, Spain and Germany, has a resident population of between 8,000 and 10,000 souls, including the Esquimaux and Moravians. The climate is very severe, and the summer of exceedingly short duration. It is believed that the mean tepiperature of the year does not exceed the freezing-point. The ice do^s not usually leave the coast before June ; and young ice begins to form again on the pools and sheltered small bays in September, when frosts are very frequent at night. Situate in a severe and gloomy climate, and producing nothing 610 ANBREWS' REPORT ON that can support human life, this is one of the most barren and desolate countries in the world. But, as if in compensation for the sterility of the land, the sea in its vicinity teems with fish. There would be little inducement to visit the desolate coast of Labrador but for its most valuable and prolific fisheries, which excite the enterprise and reward the industry of thousands of hardy adventurers who annually visit its rugged shores. In general, the main land does not exceed the height of five hundred feet above the level of the sea, and is often much lower, as are all the islands, excepting Great and Little Mecatina. The main land and islands are of granitic rock, bare of trees, excepting at the heads of bays, where small spruce and birch trees are met with occasionally. "When not entirely bare, the main land and islands are covered with moss or scrubby spruce bushes ; and there are many ponds of dark bog- water, frequented by water-fowl and flocks of the Labrador curlew. . The main land is broken into inlets and bays, and fringed with islands, rocks, and ledges, which frequently rise abruptly to within a few feet of the surface, from depths so great as to afford no warning by the lead. In some parts, the islands and rocks are so numerous as to form a complete labyrinth, in which nothing but small egging schooners or shallops can find their way. But although the navigation is everywhere more or less intricate, yet there are several harbors fit for large vessels, which may be safely entered, with proper charts and sailing directions. The Strait of Belleisle, which separates Newfoundland from Labra- dor, is about fifty miles long, and twelve broad. It is deep, but is not considered a safe passage usually, owing to the strong current which sets through it, and the want of harbors. There are no harbors on that part of the Newfoundland coast which faces this strait ; and those on the Labrador coast are not considered safe, except the havens near the northern and southern extremities of the strait. During the winter months the resident population of Labrador does not exceed eight hundred souls of European descent. Many of the white men have intermarried with the Indians. The few widely-scat- tered families reside at the establishments for seal and salmon-fishing, and for fur-trading. Seals and salmon are very plentiful ; the latter are of a larger and better description than those taken on the coast of New- foundland. The furs of Labrador are very valuable. There are four kinds of foxes ; with otters, sables, beavers, lynxes, black and white bears, wolves, deer, (caribou,) ermine, hares, and several other small animals, all bearing fur of the best description. The Canadian partridge, and the ptarmigan, or willow grouse, are also plentiful. A number of small schooners or shallops, of about twenty-five tons, are employed in what is termed the " egging business." The eggs that are most abundant and most prized are those of the murr; but the eggs of pufiins, gannets, gulls, eider ducks, and cormorants, are also collected. Halifax is the principal market for these eggs, but they have been also carried to Boston, and other ports. One vessel of 25 tons is said to have cleared $800 by this egging business in a favorable season. DOLONIAL ANB LAKE TRADE o 511 THE COD-FISHERY* In Newfoundland the term ^^ fish '' is generally understood to mean eodfish, that being the great staple of the island. Every other descrip- tion of fish is designated by its particular name. The cod-fishery is either prosecuted in large vessels in the open sea, upon the Grand Bank of Newfoundland, or else in boats or shallops near the coast of the island ; and these modes of fishing are respect- ively designated the ^'bank fi.shery5" and the ^' shore fisher}^^^ The Grand Bank is the most extensive sub-marine elevation yet discovered. It is about six hundred miles in length, and in some places five degrees, or two hundred miles, in breadth. The soundings on it are from twenty-five to ninety-five fathoms. The bottom is gen- erally covered with shell-fish» It is frequented by immense shoals of small fish, most of which serve as food for the cod. Where the bottom is principally of sand, and the depth of water about thirty fathoms, cod are found in greatest plenty ; on a muddy bottom cod are not nu- merous. The best fishing grounds on the Grand Bank are between latitude 42° and 46o. Those perpetual fogs which hang over the Banks, and hover near the southern and eastern portions of the coast of Newfoundland, are sup- posed to be caused by the tropical waters, swept onward by the Gulf steam^ meeting with the icy waters carried down by the influence of the northerly and westerly winds from the Polar seas*, This meeting takes place on tlie Grand' Bank. The difference in the temperature of the opposing currents, and in their accompanying atmospheres, pro- duces both evaporation and condensation, and hence the continual logo The cod-fishery on the Grand Bank began a few years after the discovery of Newfoundlands In 1502, mention is made of several Portuguese vessels having commenced this great fishery. In 1517, when the fi.rst English fishing vessels appeared on the Banks, there were then on the fishing ground no less than fifty Spanish, French, and Portuguese ships, engaged in the fisheries. The great value of this fishery was not fully appreciated by the English until about 1618. In twelve years after, there v/ere no less than one hundred and fifty vessels from Devonshire alone engaged in it. At that period England began to supply the Spanish and Italian markets, and then a rivalrj^ in the fishery sprang up between the Eng- lish and French. Its importance to England was manifested by the various acts of Parhament which were passed, and the measures adopted for its regulation and protection. Ships of w^ar were sent to convey the British fishing vessels, and protect them while prosecu- ting the fishery. In 1676, some of the large vessels engaged in the Bank fishery carried twenty guns, eighteen small boats, and from ninety to one hundred men. This arose from the hostile position as» sumed b}^ France with reference to this fishery. The. Enghsh fisher- men had much annoyance and trouble from those of France; notwith- standing w^hich, the British Bank fishery continued to prospero Owing to the confusion created by the French revolution of 1792^ their bounties on the Newfoundland fisheries were discontinued, and they immediately fell off greatly. In 1777, no less than 20,000 French 512 ANDREWS' REPORT ON seamen were employed in the Newfoundland fisheries ; but that num- ber dwindled down to 3,397 in 1793. From 1793 to 1814, the British fishery at Newfoundland prospered greatly. The price in foreign markets w"as very high, and the value of fish exported from Newfoundland in 1814 was estimated at nearly fifteen millions of "doUarSo At that time the western and southern '^ shore'' fishery sprung into importance, and offered stronger inducements for its pursuit by the in- habitants of Newfoundland than the Bank fishery. The latter was then chiefly carried on from St. John, and to a limited extent from Bay Bulls, Cape Broyle, Termense, Renew^s, and Trepassy^ It was prose- cuted by parties from the west of England, who were the last to abandon it. Their '^ bankers, '^ as vessels which fish on the Grand Bank are termed, generally carried tw^elve men, whose catch for the season was about one thousand quintals of cod; yielding, also, about four tons of oil from their livers. After the peace of 1814, the British Newfoundland fisheries suddenly declined, owing to the competition which sprung up with the French fishermen, and our own citizens engaged in the business. Many of the chief merchants of Newfoundland engaged in the trade, as also num- bers of the principal fishermen, were wholly ruined; and it is stated, on good authority, that bills of exchange on England, to the extent of one milhon of pounds sterling, were returned protested in the years 1815, 1816, and 1817. So great was the extent of the depression in the British fisheries of Newfoundland, that it was at one time proposed to remove the settled population from the island. This, however, was not carried out, temporary measures being adopted to relieve the pros- ure which bore with such excessive severity upon the staple trade of the count r}^. The bounties granted by France were higher even then than at pres» ent, and were so arranged as to exclude all fish of British catch firom the French, Spanish^ and Italian markets. The effect of this has been to break up the fishery on the Grand Bank by British vessels, alto- gether ; and that fishery is now prosecuted solely by the vessels of France and of the United States, under the stimukis of bounties, which have never been given to this fishery by the British. THE SHORE FISHERY. The inhabitants of Newfoundland prosecute the shore fishery for cod in boats, shallops, and schooners, according to the ability of those who fit them out. In the small boats the fishery is pursued on the coast by the poorer portion of the inhabitants, wdio generally abandon It for the large-boat fishery so soon as they acquire sufficient means. In the small boats the people are confined to their immediate localities, whether the fishing is good or bad ; with the larger boats they can avail them- selves of such of the fishing grounds as offer the greatest induce- ments, A fair average catch for small boats is fi'om forty to fifty quintals per man for each season ; for the large boats, from eighty to one hundred quintals per man. The expense of the large boats is about fifty per COLONIAL AND LAKE TRADE. 513 eent. beyond that of the others. In the small boats there are two men only, and sometimes but one ; in the large boats, four to six men. At most of the fishing stations on the coast of Newfoundland the cod-fishery commences early in June, and by the 10th of August may be said to be over, for, although the people continue it for two months longer, the proceeds sometimes fail to pay even the expenses. The want of other employment is the principal reason wh}^ it is not aban- doned in August. On some parts of the coast, however, the cod-fish- ery is pursued with much success during the whole year. The sn:iall boats land their catch every night, when the fish are split and salted on shore. The large boats, when fishing near home, gene- rally land their catch and salt it in the same way ; but when at a dis- tance from home they split and salt on board from day to day, until they have com.pleted their fare. Four times the quantity of split fish, as compared with the article when caught, may be stowed in the same space. The '' shore fishery " is the most productive, both of merchantable fish and oil. The cod-fishery being generally the most certain in its results, has hitherto been followed as the staple and prevailing fishery at Nev/- foundland; while the seal, the herring, the salmon, the mackerel, and the whale fisheries, have been prosecuted but a comparatively short time, and to a limited extent, in those localities where they w^ere first commenced. They are considered of such minor im.portance (with the exception of the seal-fishery) that no permanent arrangements have j^-et been made for their development throughout the whole fishing season. THE HERRTNO FISHERY. Great shoals of herrings visit the coasts of Newfoundland in the ^early part of every season to deposite their spawn, when a sufficient quantity for bait only is taken by the resident fishermen. On the southern and western coasts of Newfoundland, however, herrings are •caught to some extent for exportation, but not by any means in such quantities as might be expected, considering their w^onderful abundance. The inhabitants do not pursue the herring fishery as a distinct branch of business : so many as are required by themselves for bait in the cod-fisherj^, and to supply the French ''bankers," appear to be about the extent of the quantity taken in general. It is no, uncommon thing on the south and west coasts of Newfoundland for hundreds of barrels of live herrings of good quality to be turned out of the seines in which they are taken, the people not deeming them w^orthyof the salt and the labor of curing. This fishery might be made almost as productive as that for cod, and perhaps more valuable, by the adoption of an improved system of curing and packing, which would render the fish fit for those m.ar- kets from which it is now excluded by reason of being imperfectly cured. 33 514 ANDREWS^ REPORT Olf THE SALMON FISHERY. This is a valuable fishery in Newfoundland, but it is not prosecuted so extensively as it might be, nor are the fish so valuable, when cured. as they ought to be, from the manner in which they are split and salted. This branch of business, under better management, could he rendered much more extensive and profitable, THE MACKEREL FISHERY^ Although mackerel are said to abound on the southern shores of Newfoundland, as also north of Cape Ray, and thence up to the Strait of Belleisle, during the summ.er season, yet this branch of the fisheries- is neglected by the residents of the island. They have no outfit for the mackerel fishery whatever, and this excellent fish seems to possess perfect impunity on those coasts of Newfoundland which it frequents, going and returning as it pleases, without the least molestation. THE WHALE FISHERY. It is believed that the whale fishery might be much more exten- sively pursued from Newfoundland than at present, particularly on the western coast, and in the Gulf of St.. Lawrence, v/here it is prosecuted to a limited extent by the hardy fishermen of Gaspe, without compe- tition, THE SEAL FISHER¥» About fifty years since, the capture of seals on the ice in early spring, which is popularly called ^^ the seal fishery,^' first began at Newfoundland. It languished, however, until 1825, since which it has gone on increasing, year by year ; and when successful, it is the most profitable business pursued there^ The mode of prosecuting this fishery is as follows i The vessels equipped for the seal fishery are from sixty to one hundred and eighty tons each, with crews of twenty-five to forty-five men ; they are always prepared for sea, with the necessary equipment, in March every yean At that season the various sealing crews combine, and by their united efforts cut the vessels out of the ice, in which they have firmly frozen during the v/inter. The vessels then proceed to the field ice, pushing their way through the openings or working to windward of it, until they meet it, covered with vast herds of seals. The animals are sur- prised by the seal-hunters while sleeping on the ice, and killed either with firelocks or bludgeons, the latter being the preferable mode, as firing disturbs and frightens the herd. The skins, with the mass of fat which surrounds the bodies, are stripped off together; these are carried to the vessels and. packed closely in the hold* The sealing vessels during storms of snow and sleet, which at that season they must inevitably experience, are exposed to fearful dangers. Many vessels have been crushed to pieces by the tremendous power oi vast masses of ice closing in upon them, and in some instances whole COLONIAL AND LAKE TRADE. 515 crews have perished. Storms which occur during the night, and when the vessel is entangled among heavy ice, are described as truly terri- ble ; yet the hardy Newfoundland seal-hunter is ever anxious to court the exciting yet perilous adventure. The vessels having completed their fare, or having failed to do so before the ice becomes scattered, and all but the icebergs has been dis- solved, by the heat of the advancing summer, return to their several ports ; and it sometimes happens that vessels which are successful im- mediately after falling in with the ice, make two trips in that season. The fat, or seal-blubber, is separated from the skins, cut into pieces, and put into frame- work vats, where it becomes oil simply by exposure to the heat of the sun. In three or four weeks it flows freely ; the first which runs off is the virgin or pale oil, and the last the brown oil: under these respective designations they are known as the ordinary seal-oil of commerce. The seal-skins are spread out and salted in bulk ; after which they are packed up in bundles of five each, for shipment to foreign markets. Besides the mode of seal-hunting on the ice above described, seals are also caught at Newfoundland and Labrador, on the plan first adopted — that is, by setting strong nets across such narrow channels as they are in -the habit of passing through, in which they become entangled. THE SYSTEM OF CARRYING ON THE FISH AND OIL TRADE OF NEW- FOUNDLAND. Tlie persons connected, with this business are — Fii^st. The British merchant, or owner, :residing in some cases in Great Britain, but in general on the island, who is the prime mover in all the business of the colony. Second. The middle man, or planter, as he is absurdly termed, pro- bably from all the original English settlem.ents in America having received the official designation of plantations. Third. The working bee, or fisherman, the bone and sinew of the country, the main-stay of its fisheries, and chief reliance of its trade and commerce. The merchant finds the ship or vessel, provides nets, lincj provisions, and every other requisite for prosecuting the fisheries ; these he fur- nishes to the planter. In some instances the planter owns the vessel, and provides his own outfit. It is his duty in all cases to engage the crew and to superintend the labor of catching and curing. In the seal fishery prosecuted in vessels, one-half the profit of the voyage goes to the merchant or owner who provides and equips the vessel, the other half being divided among the crew. Besides the pro- fits on the extra stores or clothing furnished to the crew, the merchant or owner deducts from each of them from six to eight dollars as berth- money. To this there are occasional exceptions in favor of experienced men, who are either charged less, or get their berths free, in conse- quence of being able marksmen ; and then, by way of distinction, they are called *' bow-gunners." A^fishing-servant usually gets from seventy-five to one hundred dol- 616 ANDREWS' KEPORT ON lars for the season, commencing with the first of May, and ending with the last of October. These wages are usually paid one-half in money and one-half in goods. The Labrador fishermen are in general shipped or hired on shares, or, as they call it, on *' half their hand," being fully found by the planter in everything necessary to prosecute the fishery during the season. This is also the case, in some instances, with the fishermen engaged for carrying on the shore fishery of Newfoundland. The following return of the vessels equipped for the seal fishery, from the port of St. John only, and the number of seals taken by them during the last ten years, will give some idea of the extent and value of this branf^h of business in Newfoundland : Year. No. of ves- sels. Ag-gregate ton- nage. Men, No. of taken 1842, 1843, 1844 1845 1846 1847. 1848. 1849. 1850 1851. 74 106 121 126 141 95 103 58 71 92 6,035 9,625 11,088 11,863 13,165 9,353 10,046 5,847 6,728 9,200 2.054 3; 177 3,775 3,895 4,470 3,215 3,541 2,170 2,574 3,480 232,423 482,694 347,904 302,363 195,626 334,430 389,440 206,338 340,075 382,083 The whole outfit for the seal fishery from the island of Newfound- land in the spring of the year 1851, amounted to 323 vessels, with an aggregate of 29,545 tons, manned by 11,377 men. The average take of seals in the whole of Newfoundland during the last seven years, is estimated at 500,000 per annum. The following is a comparative statement of the quantity and value of the staple articles of produce exported from the island of Newfound- land in the years 1849 and 1850 : Articles. 1849. Quantity. Value. 1851. Quantity, Value, Dried fish quintals . . Oils gallons , . Seal skins number. . Salmon tierces. . Herrings barrels. . 1,175,167 2,282,496 306,072 5,911 11,471 §2,825,894 1,025,961 162,144 51,912 27,220 1,089,182 2,636,800 440,828 4,600 19,556 12,558,251 1,487,654 318,480 44,160 46,939 COLONIAL AND LAKE TRADE. 517 The total value of the imports and exports of Newfoundland, in the years 1849, 1850, and 1851, was as follows : 1849. 1850. 1851. Imports.. Exports.. P, 700, 912 4,207,521 14,163,116 4,683,696 14,609,291 4,276,876 The extent of the foreign commerce of this colony is manifested by the statements which follow, showing the numbers, tonnage, and men, of the vessels which entered and cleared at Newfoundland in the years 1850 and 1851: No. 1. — Vessels inward and outward in 1850. Countries. Number. Inward. Tons. Men. ' Number. Tons. Outward. Men. Europe — Great Britain, » Guernsey and Jersey Gibraltar Ionian islands.. ........... Spain » . . e . Portugal Denmark Germany Italy France - Madeira America — British North American col- onies British West Indies.. United States Spanish West Indies. . . . Danish West Indies .... St., Pierre Brazils.. 196 13 28,446 1,516 104 81 12 30 14 14,701 10,035 2,002 4,797 1,795 508 30 130 66 44,853 4,189 15,622 9,022 Total . 32 4 1,220 412 838 138,228 1,662 102 870 602 104 252 116 2,800 260 787 631 95 50 8,333 114 4 8 2 81 76 67 1 2 542 75 41 15 1 58 1,087 15,597 664 1,152 259 9,371 9,427 9,641 89 221 35,536 10,180 3,770 1,915 118 11,055 108,795 890 28 50 14 800 647 550 7 3,280 620 241 111 7 609 7,^ 618 Andrews' report on No. 2. — Vessels imvard and outward in 1851. Countries. Inward. Outward. Number. Tons. Men. Number. Tons. Men. Europe — Great Britain.. 212 11 29,994 1,352 1,660 95 148 4 11 15,731 664 1,132 892 Guernsey and Jersey. T. . . . Cxibraltar •■....«•> 42 67 Ionian islands ....•*...•«. Spain .................... 105 70 6 41 4 14,932 8,825 1,541 6,822 604 875 548 73 348 37 50 88 1 5,789 11,312 107 422 Portugal 723 Denmark ................ 7 Italy " '50 6,998 477 France Madeira 1 503 70 33 18 2 51 4 62 55,162 10,135 3,569 20,202 388 10,256 71 4 America — British North American col- onies ....>....*....•... 524 29 131 39 47,450 3,598 16,481 4,603 2,911 230 869 201 3,172 British West Indies United States 603 211 Spanish West Indies 130 Danish V^est Indies . « <> 19 St. Pierre 43 7 675 1,488 90 75 568 Brazils 19 Total 1,222 137,465 8,012 1,034 141,578 7,356 The following comparative statement shows the total shipping of Newfoundland inward and outward in 1849, 1850, and 1851 : 1849. 1850. 1851. No. Tons. Men. No. Tons. Men. No. Tons. Men. Entered 1,156 1,074 132,388 126,643 8,060 7,901 1,220 1,087 138,228 108,795 8,331 7,868 1,222 1,034 137,465 141,578 8,012 Cleared c 7,356 The ships built in Newfoundland during the period of four years. from 1846 to 1850 inclusive, are as follows : Years. Vessels. Tons. In 1847 17 19 30 30 854 In 1848 : 794 Ill 1849 1,055 Ill 1850 1,497 COLONIAL AND LAKE TRADE. 519 The population of Newfoundland, by the last census, in 1845, wa^ 96,295 souls. On the 1st of January, 1852, the population was esti- mated at 125,000, of whom 30,000 were engaged directly in the fisheries. In 1845 the number of fishing boats^ &c., was as follows: Boats from 4 to 15 quintals. . » „ - „ » „ . . » = 8,092 Boats from 15 to 30 quintals > - » 1,025 Boats from 30 quintals upwards. ..., „,»-.-. . 972 Number of cod seins . . - »-.--.... » « - = 879 Number of sealing nets„ .„„„,.„«-«..»„ . . . . . . . . , . 4,568 The value of the annual produce of the colony of Newfoundland has thus been stated, on an average of four years, ending in 1849, by the British colonial authorities: 949,169 quintals of fish exported. .„„...._„...»»» . $2,610,000 4,010 tierce of salmon .»-»..„... - - 60,500 14,475 barrels of herrings - - . 42,500 508,446 seal-skins. 254,000 6,200 tons of seal-oiL ......__...„.........„.»-..» 850,000 3,990 tons of cod-oil _. . . „ _. . 525,000 Fuel and skins» . » . „ . „-..---» 6,000 Bait annually sold to the French^ , . . . . . 59,750 Value of agricultural produce „....- 1,011,770 Fuel . . „ ....„..„.. 300,000 Game — venison, partridges, and wild fowl. » 40,000 Timbei^ boards, house- stuff, staves, hoops, &c 250,000 Fish, fresh, of all kinds, used by inhabitants « . - ~ 125,000 Fish, salted„ , . .do» do 175,000 Oil consumed by inhabitants -.„-.--..-- » ........ 42,500 TotaL _........„ ................ 6,352,020 The average value of property engaged in the fisheries, during the same period, is thus stated : 341 vessels, engaged in the seal fishery. „.....„ $1,023,000 80 vessels, engaged in coasting and cod-fishery 80,000 10,089 boats, engaged in cod-fishery „ . . . . . . . 756,675 Stages, fish-houses, and flakes . - » 125,000 4,568 nets, of all descriptions. 68,500 879 cod seines 110,000 Vats for making seal-oil 250,000 Fishing implements and casks for liver 150,000 TotaL „ 2,563,175 520 ANDREWS' REPORT ON TRADE BETWEEN NEWFOUNDLAND AND THE UNITED STATES. The ibllowing statement furnishes a full account of the quantity and value of the staple products of Newfoundland, exported from that colony to the United States in the years 1849, 1850, and 1851 : Articles. 1849. 1850. 1851. Quantity Value. Quantity Value. Quantity Value. Fish, herrings , . .barrels. . tongues and sounds. . .do. . . . capiin. do ... . salmon, do. .. . dried cod quintals. . Hides .number. . Oil. seal .tons . . . 686 16 29 3,374 21,428 245 $1,690 75 60 34,180 56,935 600 1,860 37 19 1,192 14,119 1,431 4 29 $4,040 ^ 45 25 19,055 31,770 3,445 535 4,355 2,329 46 18 4,163 15,431 619 1 19 750 $5,510 230 25 41,630 38,495 1,245 15 cod .do. . . . Sk'ns, seal .number, . 22 2,220 4,375 560 Total .... o 95,700 63,270 92,220 The whole of the foregoing articles were exported from Newfound- land to the United States in British vessels only, no other vessels what- soever being employed in their transport. The character and extent of the imports into Newfoundland from the United States is shown thus : Return of the quantity^ value, rate, and amount of duty paid on fjincijpal articles, the growth, produce, or manvfacttire of the United States, im- ported into the colony of Newfoundland, during the year ending hth January, 1852. Articles. Quantity. Value. Rate of duty. Total duty. Arrowroot Apothecaries' ware o Bacon and hams cwt. . Beef, salted barrels. . ^eep and ale do .... Blacking Bran qrs. . Bread cwt . . Bricks No. . Butter cwt. . Cabinet ware Candles, tallow pounds. . Chocolate and cocoa .cwt. . Clocks and watches Cheese cwt. . Coffee cwt. . Coloring gallons . . Confectionary Corn, grain, meal, flour, viz : Indian corn qrs . . Indian meal barrels. . Flour .do. . Oatmeal do . . Peas , qrs . . Oats do . . 180 2,098 346 $2,370 2,007 1,980 24,690 1,906 5 per cent. . 5 ...do 5 ...do 2s. perbbl. . 10 per cent. lOO 232 1,048 190 29 5,357 2 524,703 3,633 3 47,920 23 555 2 682 148 284 6,293 87,410 97 36 25 70 25,923 3,895 43,987 715 5,600 350 1,620 4,775 8,325 45 153 1,650 24,318 475,330 500 405 100 5 per cent. . 3d. per cwt. 5 per cent. . 2s. per cwt. 10 per cent. 7 1 per cent. 5s. per cwt. 10 per cent. 5s. per cwt. 3 334 190 1,816 71 420 28 162 693 5 per cent. . 5. . . .do.. . . 5.... do.... 6d. per bbl . Is. 6d. per bbl '^i. per bbl . . . per cent . . , . . . .do 6d. 2 ■7 82 786 32,778 12 20 5 COLONIAL AND LAKE TRADE. STATEMENT— Continued. 621 Articles. Cotton manufactures .... Earthen and Chinaware . Feathers Fish, viz : oysters , Fluid Fruit, viz : Apples Raisins, currantg ., Oranges, lemons . . Preserves Ginger, preserved Glassware Grape vines Hardware and cutlery . . . Hats, Hay and straw Hops Iron manufactures Juice, lime and lemon. . . Lard , Lead Leather manufactures. . . Lime Musical instruments Molasses Oakum. Onions Perfumery Pickles and sauces Pitch and tar Pork, salted Potatoes and vegetables. Rice Robes, buffalo Rosin Salt Salseratus Slops , . . . . cvvt. .bushels. . barrels . . . . .cwt. .barrels . . . . .cwt. .pounds . . dozen. , . .tons. . .bales. .cwt. .cwt. . bushels . .cwt. .bushels . , .barrels . , .barrels . .bushels . . . . .cwt. Quantity. .barrels . . . . tons . Sausages Soap Spirits, viz : rum Stationery , Straw manufactures Stone, grave Tea Tobacco, viz : Leaf Manufactures. . . . Cigars. , Stems Tobacco pipes Tongues Turpentine, spirits of . . . Vinegar Wine, in bottles Wood, viz : Staves and casks. Timber Board and plank. Wooden ware Woollen manufactures. Total . ,. .cwt. do. .gallons . ...No... .pounds. .pounds. ....do .. ...No .. . . . cwt . . , ..barrel, .gallons. ....do .. ....do .. .packages. tons. feet. 24 96 1,493 399 2 251 1 2 14 157 10 20 25 0 3 11 Value. 515 28,184 196 2 30 8 1 14,480 745 419 2 60 1 4 20 1 430 6,122 1 51,390 3,358 329,156 54,050 30 I 118 563 2 4,472 I 10,000 Rate of duty. Total duty. ^465 36 190 100 308 3,785 4,195 760 50 10 510 15 3,610 397 150 610 960 5 297 16 6,291 98 740 7,045 1,077 21 25 40 3,333 183,085 785 1,877 300 31 55 25 845 581 85 2,000 3,655 525 35 7 14,518 780 54,535 925 75 2 12 41 122 15 3,950 15 100 7,696 11,736 954,266 5 per cent. 5.... do.... 5.... do.... 5....do...«,. Is. 6d. per bbl. 5 per cent . . . 5. . . .do, . . . . . 5 do 5....do..»... 5.... do. 5.... do. . .do. . . . ..do.... 5 do.. 5 do.. 5 do., 5.... do.. .do .do .do .do .do..... l|d. per gall. 5 per cent. . . free 5 per cent . , 5 do 5.... do . 3s. per bbl. . . free. 5 per cent.. 5 do„ 5 do 6d. per ton . . 5 per cent . . 5 do free 5 per cent.. 5 do 9d. per gall.. . 5 per cent. 5 do 5 do 3d, per lb . . 2d. do.... 2d. do.... 5s. per M . . . 2s. per cwt. . 5 per cent,. 5.... do 5.... do 5.... do 3s. per gall . . 5 per cent Is. 6d. per ton 2s. 6d.perM. 5 per cent. , 5...,do.«... in 1 9 15 559 209 38 2 25 1 180 19 7 30 48 14 1 314 4 37 881 53 1 2 166 10,860 93 15 1 1 42 4 100 1,147 26 1 3,211 139 13,714 3,378 15 2 6 1 197 6 384 586 ^75,665 522 ANDREAVS REPORT ON An examination of the preceding table shows that the principal articles imported into Newfoundland from the United States are precisely those which give greatest employment to our people. The value of salted beef imported in 1851 was $24,690; of bread, $25,923; of bricks, $3,895; of butter, $43,987; of cheese, $4,775; of Indian corn, $1,650; of corn meal, $24,318; of wheat flour, $4,75,330; of apples, $3,785; of pitch and tar, $3,333; of salted pork, $183,085; of rice, $1,877; of tobacco, $54,535; of staves, $3,950; of wooden wares, $7,696; and of woUen manufactures, $11,736. The total value of articles imported into Newfoundland in 18503 being the growth, prod ace, or manufacture of the United States, was $767,550; the value of such articles imported in 1851 was $954,266, showing an increase in the latter year of $186,716. The following abstracts of the trade of Newfoundland show, com- paratively, the relation which the trade with the United States bore to the whole trade of the island with all countries in the year 185].. The first abstract which follows, shows the number and tonnage of the vessels entered inward in the colony in 1851, with the value of the goods imported in such vessels, distinguishing British from foreign : Countries from whence entered. Vessels. No, Tons. Value of imports. British. Foreign Total. Europe — Great Britain Guernsey and Jersey Spain Portui^al Denmark Germany Italy America — British North American colonies British West Indies United States Spanish West Indies — Cuba Porto Rico Brazils St. Peter's, (French Total 212 11 105 70 8 41 4 524 29 131 27 12 7 43 29,994 1,352 14,932 8,825 1,541 6,822 604 47,450 3,598 16,481 3,368 1,235 1,4"" 675 P, 410, 265 57,155 847,060 86,100 p32,770 560 62,620 90,165 80,810 399,875 1,970 94,640 "998,* 735 139,610 53,300 95 1,450 M, 543, 035 57;715 62,620 90,165 80,810 399,875 1,970 939,700 86,100 998,735 139,610 53,300 95 1,450 1,224 138,365 2,400,580 2,054,600 4,455,180 This table shows, that next to great Britain and the northern colo-* nies, the largest amount of imports into Newfoundland is from the United States. It exceeded the importations from the neighboring colo- nies last year by $59,000, and amounted to nearly one-half of all importations from every foreign country. COLONIAL AND LAKE TRADE. 523 The succeeding abstract exhibits the number and tonnage of the vessels cleared outward from Newfoundland in 1851, with the value of the articles exported in such vessels, distinguishing British from foreign: Countries for which cleared. Vessels. No. Tons. Value of exports. British. Foreign. Total. Europe — Great Britain Guernsey and Jersey Gibraltar Spain Portugal Denmark Sicily Italy Madeira America — British North American colonies. British West Indies United States Spanish West Indies — Cuba Porto Rico West Indies, (Danish) Brazils St. Peter's, (French) Total 118 4 11 50 88 1 5 50 1 503 70 33 18 2 51 4 15;731 664 1,132 5,7 11,312 107 582 6,998 62 55,162 10,135 3,559 20,202 388 10,256 71 ,040,960 22,260 60,035 273,810 575,360 11,625 31,380 357,370 2,490 345,930 340,095 99,720 50,325 21,920 $98,655 16,920 570 250 450,560 230 1,013 142,176 4,684,070 117,275 2,139,615 23,140 60,035 273,810 575,360 11,625 31,380 357,370 2,490 362,850 340,665 99,970 50,325 21,920 450,560 230 4,801,345 From the preceding statement it will be seen that the exports from Newfoundland to the United States have but a small value, as com- pared with the articles imported from this country. For the staple products of Newfoundland exported to Spain, Portugal, Italy, and the Brazils, amounting, in the whole, to $1,667,100, that colony receives a considerable proportion of its payment in ready money, a large share of which finds its way to our country for beef and pork, pitch and tar, breadstuffs and tobacco. The balance of trade being so largely against Newfoundland, in its dealings with us, creates much difficulty in that colony, and forces it to deal more extensively with European countries which purchase its products, than it would do if the trade with us were more nearly upon an equality. In 1850 the number of vessels which cleared from the colony of Newfoundland was 1,102, of the burden of 129,832 tons. The total value of the various articles exported in these vessels is thus stated: British $4,761,260; foreign, $117,590; total, $4,878,850. The total value of exports in 1851 being $4,445,180 only, shows a decrease from the preceding year of $433,670. The value of imports at Newfoundland in 1850 was $4,336,585, and in 1851 was $4,455,180, being an increase in the value of goods im- ported in the latter year of $108,595. There was, therefore, an in- creased importation, with diminished exports, during the past season in Newfoundland. 524 ANDREWS' REPORT ON VALUE OF THE LABRADOR TRADE AND FISHERIES, The exports from Labrador are cod, herring, pickled salmon, fresh salmon, (preserved in tin cases,) seal-skins, cod and seal-oil, furs, and feathers. No accurate account of the value of the exports of Labrador can be furnished, because there are no custom-houses or public officers of any description on that wild and barren coast ; but the following estimate is given as an approximation to the annual value of the exports. It has been carefully made up from the best and most perfect information that can be obtained : In American vessels » » . . - „--..-.„-- $480,000 In Nova Scotia vessels „ -..-»- 480,000 In Canadian „ .... do , 144,000 In vessels owned or chartered by English and Jersey houses having establishments on the coast. .....--. 480,000 In vessels owned or chartered by the people of New- foundland » „ - „ 1,200,000 Total. ._„...........-_.» =^2,784,000 The number of fishermen emploj^ed on the Labrador coast every season is from ten to fifteen thousand. The salmon fisheries average, annually, about thirty thousand tierces, not more than two hundred tierces of which find their way to New- foundland. The salmon exported from Newfoundland are almost ex- clusively the catch of that island. The herring fishery at Labrador is carried on by fishermen from Nova Scotia, Canada, Newfoundland, and the United States, and are shipped directly from the coast to a market. Of the seal-oil, seal-skins, furs, and feathers, a very small share finds its way to Newfoundland. Merchants and traders on the coast buy them in exchange for their goods, being less bulky and more valuable than fish. The trading vessels do not buy many cod on the coast, preferring the other commodities named. Since the treaty of Paris, in 1814, the Labrador fishery has in- creased more than six-fold, in consequence of the fishermen of New- foundland Deing forced by French competition from the fishery on the Grand Bank, and also driven from the fishing grounds, now occupied almost exclusively by the French, between Cape Ray and Cape St. John. The imports of Labrador have been estimated by the authorities of Newfoundland as of the value of $600,000 per annum. THE FORT OF ST. JOHN, NEWFOUNPLAND. The chief town in Newfoundland is its capital and principal sea- port, St. John, in latitude 47^ 34' north, longitude 52^ 43' west. *The total exports are by some persons estimated at ^4,000,000, COLONIAL AKD LAKE TEADfi. 525 It is the most eastern harbor in North America, only 1,665 miles distant from Galway, on the west coast of Ireland, being the shortest possible distance between the continents of Europe and America. As it lies directly in the track of the Atlantic steamers between the United States and Em'ope, public attention has naturally been directed towards its harbor as a position of prominent and striking importance on this side the Atlantic. It therefore deserves something more than a passing notice. It has recently been proposed that St. John should be established as a port of call for at least one line of Atlantic steamers, and that the inteUigence brought by this line from the Old World should be thence transmitted by telegraph to the whole of North America. The route for the line of the proposed telegraph from St. John to Cape Ray, the southwestern extremity of Newfoundland, was explored during the latter part of the season of 1851, in a very energetic and successful manner, by Mr. Gisborne ; and it was found, that beyond the question of expense, there were no unusual obstacles to prevent the construction of the line. From Cape Ray to Cape North, at the northeastern extremity of Cape Breton, the distance is forty-eight miles, across the great entrance to the Gulf of St. Lawrence. It is proposed that telegraphic communication shall be maintained across this passage b}'^ a submarine cable, similar to that now successfully in operation between England and France. From Cape North to the town of Sydney, in Cape Breton, the distance is but short; and Syd- ney already communicates by telegraph with every place in America to which the wires are extended. Another proposition is to carry the submarine cable at once from Cape Ray to the east cape of Prince Edward island; then traversing a portion of that island, to pass across the straits of Northumberland into New Brunswick, there to connect at the first convenient station with all the telegraph lines in North America. It is alleged that a fast steamer, having on board only the small quantity of coals which so short a trip would require, might cross the Atlantic from Galway to St. John in five days ; and, if so, information from all parts of Europe could be disseminated over the whole of our Union, even to the Pacific—from Moscow to San Francisco— within six days. The harbor of St. John is one of the best in all Newfoundland, where good harbors abound. It is formed between two mountains, the east- ern points of which have an entrance called ''the Narrows." From the circumstance of this harbor being only accessible by one large ship at a time, and from the numerous batteries and fortifications erected for its protection, St. John is a place of very considerable strength. There are about twelve fathoms water in mid-channel of the entrance, which, although but one hundred fathoms wide, is only one hundred fathoms long; and, when the Narrows are passed, the harbor trends off to the southwest, affording ample space for shipping, with good anchorage, in perfect shelter. Some very interesting testimony was taken before the Legislative Assembly of Newfoundland in 1845, with reference to the advantages of St. John as a port of call for Atlantic steamers. Among othar 526 ANDREWS' REPORT ON witnesses who were examined was Captain John Cousins, an old and respectable shipmaster, who stated as follows : ''I am a master-mariner, and I have been engaged in the trade forty- four years. I have arrived at Newfoundland from England and foreign countries during each month in the year. The coast of Newfoundland, from Conception bay to Cape Race, is a fine, bold shore ; there is not a rock or shoal to take up a vessel in making the land. The harbor of St. John is safe and commodious ; it is as fine a harbor as any in the colony ; the water is deep enough for a line-of-battle ship. There are no ijerceytihle tides. The hght-house on Cape Spear affords a fine light, which can be seen upwards of twenty miles at sea. There is a good harbor light, also. " The northern ice along the eastern side of Newfoundland is gene- ralty to be found in greatest quantities during the months of March and April. The ice in April is softer, more honey-combed, than in March ; b}^ April, the great body of field-ice has generally passed to the south- w^ard, and is found as far as the bank off Cape Race. I have, as a master, made several voyages to Nova Scotia, the coast of which is a very dangerous one, from the shoals that lie off it at a considerable dis- tance. ''Fogs prevail along the coast of Newfoundland and Nova Scotia chiefly during the months of May, June, and July; they are thickest on the Banks. Those that are acquainted with the navigation of New- foundland boldly run through the fog for the land, and find the atmos- phere clear within a mile, or a mile and a half, of this shore ; and the safety and boldness of our coast permit the running close inshore with impunity. ''Between St. John and Cape Race,^ a distance of about fifty miles, there are seven harbors, into which vessels of any size could enter easily and lie safely. A straght line from Liverpool to HaUfax would cat St. John harbor. From St. John to Cape Clear is 1,700 miles, or thereabouts." In a representation made very recently by the people of St. John to the imperial government, it is set forth that the geographical position of St. John is the most eastern land on the American side of the At- lantic, situated on a promontory directly in the route between the other North American provinces and the United Kingdom, and distant from Ireland 1,665 miles only, obviously points it out as a port of call for Atlantic steamers. That in addition to its favorable position, the har- bor of St. John possesses the advantages of being capacious yet land- locked; of having a depth of water and absence of tides which enable the largest ships that float to enter and leave it at all hours ; of being easy of access and free from shoals or hidden dangers, as none exist * A beacon has recently been erected on Cape Race, on the southern coast of Newfound- land, by the imperial government. The total height of the beacon is 65 feet. It stands on the rising ground, 140 feet high, immediately behind Cape Race rock ; so that the top of the beacon is at an elevation of 205 feet above the level of the sea. It is of hexagonal shape, 22 feet in diameter at the base, and 11 feet on each face. It tapers upwards to a height of 56 feet, where its diameter is but 2 feet 9 inches, and is then surmounted by a skeleton ball 9 feet in diameter — making the total height 65 feet. The faces of the beacon are painted alternately white and red, and the ball at the top red. The Cape Pine light-house is also painted white and red, but in horizontal alternate stripes; whereas, Cape Race beacon is painted in vertical alternate stripes. COLONIAL AND LAKE TRADE. 527 along the line of bold coast between Cape St. Francis and Cape Race, which may everj^ where be approached with safety. It is, therefore, said to be manifest that the port of St. John presents facilities and conveniences for steamers which cannot be surpassed in any port in the world. There is said to be less fog on the coast of this part of Newfoundland than on the Atlantic coast of Nova Scotia ; and often- times when the fog is thick on the Banks of Newfoundland, this coast is free from it. A good land fall is of great value to the navigator, and it is asserted that none bett:r can be found for trans- Atlantic steamers than St. John, as the royal mail steamers for Halifax usually endeavor to make the land about thirty miles to the southward of St. John. Hence it is argued that their call at St. John would detract nothing from their safety, and but little from their dispatch. All history and experience prove that the necessities of commerce seek out the nearest and shortest routes for travel and business. Calais and Dover have been the points of embarkation between England and the continent of Europe ever since the invasion of Britain by Caesar, and for the sole reason that they are the nearest points between the island of Great Britain and the continent. Where Csesar crossed the straits of Dover, the submarine telegraph now transmits inteUigence from every portion of Europe, on its way to North America. A glance at the map of the world shows that in all time past, the points of islands or continents which approach the nearest have become the highways of their -intercourse and commerce. Cape Surium was the point of concentration for the trade of Greece, because it was the nearest point to Egypt. The Appian Way was extended from Capua to Brundusium, on the Adriatic gulf, because that was the nearest good harbor, near the narrowest part of the Adriatic sea, in the most direct line from Rome to Constantinople. In modern times, that most wonderful and costly work, the Britannia tubular bridge across the Menai strait, has been erected at vast expense, simply because it is in the most direct line from London to Dublin and Ireland. Under the impulse given to communication between Europe and America by the fast ocean steamers now traversing the Atlantic with speed and certainty, and the quickening influence of the electric tele- graph, spreading its network of wires over the length and breadth of the continent for the instant communication of intelligence, it is but rea- sonable to beheve that the nearest points between the continents of Europe and America — between the west coast of Ireland and the east- ernmost point of Newfoundland — will be established as the highway for communication between this country and Europe, to insure the transmission of inteUigence in the shortest possible space. Nature ap- pears to have decreed this ; and it only remains for man to carry out, in the most advantageous manner, what has been thus decreed. The legislature of Newfoundland appears to be fully ahve to the im- portance of the geographical position of the harbor of St. John, and firmly impressed with the behef that, by means of steam communica- tion with Ireland, it must be the point from which, without dispute, the earliest and latest intelligence will be transmitted between Europe and America. Influenced by this impression, it has made liberal offers to 628 ANDREWS' REPORT ON parties who will undertake to make St. John a port of call for trails- Atlantic steamers, and will establish a line of electric telegraph from thence to Cape Breton, within a given period. Besides other advan- tages, it has voted to pay a bonus of $7,500 for each one hundred miles of telegraph line, and $12,500 per annum for five years to a line of steamers, calling twice each month at the port of St. John. LIGHT-HOUSES ON THE EASTERN COAST OF NEWFOUNDLAND. These light-houses are said to be as good as any in the world, and are thus described : At Cape Bonavista there is a powerful light, revolving every two minutes, red and white alternately ; elevation, one hundred and fifty feet above the sea ; seen at a distance of thirty miles. This fight is in longitude 52^ 8' west, latitude 48^ 42' north. At Cape Spear, distant from Cape Bonavista seventy-three miles, there is a powerful revolving light, showing a brilliant flash at. intervals of one minute : elevation, two hundred and seventy-five feet above the sea ; seen in all directions seaward at the distance of thirty miles. In longitude 52° 37 5" west ; latitude 47^ 30' 20" north. At Cape Race is fixed a beacon-tower, in longitude 52^ 59' west, latitude 46° 40' north ; distant from Cape Spear fiity-six miles. This beacon-tower is hexagonal, painted in vertical stripes, red and white alternately. It has a skeleton ball at the top, painted red ; its height is sixty-five feet, and it stands on ground one hundred and- forty feet above the level of the sea. At Cape Pine, distant from Cape Race thirty- two miles, is a power- ful revolving light, three times a minute ; its elevation above the sea is three hundred and two feet, and it can be seen from all points to sea- ward at the distance of thirty miles. Longitude 53° 32' 12" west ; latitude 46o 37' 12" north. In addition to these lights, there is a good fixed light at the entrance of the harbor of St. John, on the southern head, in longitude 52^ 40' 50" west, and latitude 47^ 33' 50" north. In foggy weather a heavy eighteen-pound gun is fired by day every half hour, thus enabhng ves- sels to run at all times for the Narrows, the water being deep and the shore bold. The greatest distance between any two lights on this coast is eighty-eight miles ; and as each light can be seen thirty miles in clear weather, there would be but twenty-eight miles to run without seeing a light. The cost of the best coals for steam purposes, at the port of St. John, is as follows : Coals from Sydney, Cape Breton „ .,.......«..,. $4 90 per ton. Coals from Pictou, Nova Scotia . „ - . 4 60 do. Coals from Troon and Ardrossan, Scotland. --..----„ 4 96 do. The duty on coals at Newfoundland is 30 cents per chaldron, equal to 25 cents per ton, which is included in the above rates. The trade and commerce of the port of St. John is very considerable, as will be seen by the various statements which follow. COLONIAL AND LAKE TRADE, 529 In the years 1850 and 1851 the number of vessels which entered inward at the port of St. John, Newfoundland, was as follows : 1850. 1851. Countries from which vessels entered. No. of Tonnage. Men. No. of Tonnage , Men. vessels. • vessels. Europe : Great Britain ...... . » o 131 go, 281 1,121 138 21,114 1,143 Guernsey and Jersey, .,..,., 3 221 14 4 385 23 Spain » o 0 ,o », . . . 65 . 8,817 521 6G 9,635 522 Portugal .......... a ,.,.... . 46 5,533 530 46 5,515 325 Denmark 5 808 41 4 853 38 Germany.. 25 4,108 211 37 6,281 318 Italy ,. 12 1,539 95 3 420 27 America : British N. American colonies. 380 36,552 2,192 377 37,773 2,183 British West Indies o 26 3,527 218 26 3,144 199 f Tnited States. .............. 105 64 12,978 8,796 729 612 99 38 12,552 4,512 645 Spanish West Indies .......... 300 Brazils. . , 3 657 36 4 872 51 Total.,... ....... ......... 865 103,817 6,120 842 103,016 5,774 The number of vessels which cleared from. St. John in the same years was as follows : 1850. 1851. Countvios from which vessels Tonnage. cleared. No. of vessels. Men. No. of vessels. Tonnage. Men. Europe : Great Britain Gibraltar Ionian islands , . Spain. .....,...,..<,.....,., Portuc^al-i^ 78 6 1 58 31 11,173 809 104 7,005 3,750 623 47 6 541 235 82 8 57 1 31 1 1 343 61 27 17 2 11,148 733 °*"4",097' 7,390 107 3,642 147 62 41,898 8,718 2,865 2,099 388 617 41 303 451 Denmark. .»... ............ 7 Italy Sicily........... Madeira, ...«..,.,,........, Franco .»,..... America : Bi-itish N. American colonies. British W^est Indies. ......... 48 o 2 1 389 62 31 15 1 1 42 6,366 352 221 89 42,517 8,429 2,971 1,915 118 95 8,149 398 13 14 7 2,478 514 194 11] 7 5 445 252 7 4 2,335 514 United States , Spanish West Indies , Danish West Indies.. St. Pierre, 369 120 19 Brazils. ...................... 38 7,897 429 Total... 766 94,063 5,638 703 91 3 191 5,268 34 530 ANDREWS REPORT ON As furnishing an insight into the general character of the trade and business not only of the port of St. John, but of Newfoundland gene- rally, the following statements of imports and exports at that port are here submitted. The first is a statement of the quantities of each description of im- ports at the port of St. John in 1850 and 1851, with its increase or decrease. Articles. Weight or measure. 1850. 1851. Increase. Decrease. Bread Flour dorn-meal Pork Beef. Butter... Rum Molasses Brown sugar Coffee Manufactured tobacco. Tea Soap Candles Salt Coals Pitch and tar Potatoes Oats Lumber Oxen and cows Sheep cwt barrels . . .do .do .do cwt. . . . puncheons ..do.... cwt. .do. .do. pounds, boxes . . .do.... tons . . . .do.... barrels . , ,,do.... bushels. M , 58,556 82,488 9,716 19,253 2,410 12,056 901 9,856 17,571 888 1,890 254,404 12,163 4,598 19,948 18,025 3,240 6,726 24,225 3,778 2,718 3,541 80,143 106,084 3,869 13,309 2,522 13,370 722 7,313 23,035 1,926 3,087 359,334 11,707 3,159 22,570 16,613 3,029 10,856 34,449 4,263 2,562 2,836 23,596 5,847 5,944 112 1,314 269 2,543 5,465 1,038 1,197 104,930 454 1,439 2,622 1,412 4,130 211 10,224 485 156 708 The following statement exhibits the quantities of the various de- scriptions of goods exported from the port of St. John in the same years, 1850 and 1851: Articles. Weight or measure. 1850. 1851. Increase. Decrease. Dried fish : To Portugal Spain Italy British West Indies Brazil British America England , Scotland Ireland Other ports Seal and whale oil Cod oil Blubber Seal skins : To United Kingdom United States and British America Salmon Herrings quintals . ...do... ...do... .do. .do. .do. .do. .do. .do. ...do. tons . . ...do. ...do. number . ...do.. tierces . barrels . 85,243 123,040 114,665 117,750 108,684 25,391 6,990 5,025 7,635 69,258 4,868 2,447 578 339,075 1,000 1,9.50 8,457 160,905 70,113 68,533 116,731 114,757 11,389 7,425 2,623 7,272 69,523 5,411 2,273 265 381,333 750 3,129 14,079 76,562 6,073 '"435 52,937 46,130 1,019 14,002 2,402 363 265 643 174 313 42,258 250 1,179 5,622 COLONIAL AND LAKE TRADE. 531 In addition to the quantity of cod mentioned above as having been exported during the year 1851, there were in store at St. John on the 20th of January, 1852, no less than 181,000 quintals ready for exporta- tion the coming spring. The value of the imports into the port of St. John from the United States during the year 1851 was as follows: In British vessels, $660,685; in American vessels, $75,650; total value of imports from the United States in 1851, $736,335. The following statement comprises an account of the various de- scriptions of articles imported into the port of St. John from Canada in the years J 850 and 1851, wdth the quantity and value of each article : Description of articles. Ale and porter ., barrels. . . Apples .barrels. . . Bacon and hams cwt . . . . . Barley bushels . . Beef barrels. . . Bread cwt Bricks number . . , Butter cwt Candles pounds. . . , Carriages number . . , Clocks Indian corn bushels ., , Flour barrels. . . Furniture Horses • Indian meal barrels . . . Lard pounds Laths^ number . . , LumKer., feet Malt Oatmeal barrels. . . Oats bushels .. , Pease *. barrels . . . Pork barrels. . . Potatoes and turnips barrels. . . Shingles .thousands Soap pounds.. . . Timber. tons Tobacco pounds. . . . Undefined spirits gallons. . . . Vinegar gallons. . . . Wine gallons. . . . Onions .barrels . . . Staves number . . , Miscellaneous Total.. 1850. Quantity, 402 52 122 2,606 294 862 8,000 2,479 6,485 2 2,084 29,180 69,133 4,187 40,800 224,561 660 1,188 730 120 147 1,245 67,678 162 565 586 441 60 173,823 Value. P,025 110 1,735 1,360 2,305 2,275 45 37,160 665 210 100 2,750 156,400 40 50 1,750 345 50 2,250 495 3,110 400 1,445 1,450 165 3,115 1,910 825 95 730 125 150 5,670 940 233,250 1851. Quantity. 236 107 46 15 239 2,845 3,117 3,874 10,226 37,487 461 20 273,028 359 4,149 486 2,035 520 815 10,000 265 3,146 20 185 369,599 Value. #1,842 255 530 22 1,455 7,050 46,600 606 4,876 185,800 1,550 15 2,720 1,710 1,295 1,185 28,250 600 2,050 387 1,385 750 90 325 8,787 187 300,322 The imports into the port of St. John in 1851 from the British West Indies are thus stated: Molasses, 20,063 cwt.; value, $49,950. Rum, 49,411 gallons; value, $21,595. Brown sugar, 2,188 cwt.; value, $10,780'. Total value from British West Indies, $82,325. 532 ANDREWS REPORT ON From Spain, the imports at St. John in 1851 were as follows : Corks^ 11 cwt.; value, $115. Feathers, 5,936 lbs.; value, $430. Dried fruit, 36 cwt. ; value, $255. Ohve oil, 424 gallons ; value, 210. Salt, 482,504 bushels; value, $38,655. Whie, 3,325 gallons ; value, $4,700. Total value of imports from Spain in 1851, $44^365. From Portugal the imports in 1851 are thus stated: Articles. Quantity. Value, Candles Corks........... Corkwood ....... Dried fruit. ..... Green fruit ..... Feathers ... Olive oil. Onions Salt..,.., .... .... .pounds .... .cwt., , »....,. do....... ., .....do....... .... .boxes pounds .... .gallons .... .bushels . . . do 1,640 48 78 6 282 2,988 1,005 828 185,854 33,379 |150 155 130 45 535 205 1,010 1,035 17,065 Wine ,. imports at S. John, in 1851, .... .gallons.,. . from Portugal . . 47,880 Total value of 68,218 From Germany, in 1851, the imports at the port of St. John were as follows : Articles. Bacon and hams , cwt.. Salt beef ^ , .« do.. Bread and biscuit. . , , do.. Bricks. , ,cwt., Butter. o .o Cabinet wares , .,,.,..,, Cordage .cwt.. , . Oatmeal.. .barrels. Pease (round), , , . ., , .do.. . . Pease (split) cwt.. . <. Glass and glassvi^are Leather manufactures. ,.. ..... , Oakum. . , , .cwt.. . . Pitch and tar , barrels. Pork , Wine ., . Woollen manufactures , . ,cwt.. . . , .e^allons. Total value from Germany in 1851. Quantity. 796 3 372 296 ,633 ,100 ;043 803 499 337 250 3 50 266 ,173 32 Value. |4,985 1,650 198,645 2,495 35,615 2,260 6,060 2,315 2,875 595 4,635 10,535 285 1,215 25,670 70 10,295 310,200 COLONIAL AND LAKE TRADE. The imports from Denmark in 1851 were as follow : 533 Articles. Quantity. Value. Bread and biscuit .cwt. . Bricks o M. . . Butter , cwt.. Pork « « .do.. . Glassware Cotton manufactures Leather .....>. Wooden wares Woollen manufactures . Total from Denmark in 1851.. 9,627 36 297 348 $35,435 190 4,455 2,625 115 1,160 2,025 690 4,065 50,760 From the Spanish West Indies the imports in the year 1851 were as follows : From Cuba* Articles. Quantity. Value. Coffee . , cwt. . 122 26,586 586 • 2,775 47,750 $625 66 465 IVIolasses ............ , .do.. B,um , gallons, . 290 Brown sugar - p.'wH- . 11,475 Ciffars ,- - » 615 ■v>Jj^«,iO , 79,470 From Porto Rico, Articles. Quantity. Value. Coffee .......... .cwt. . . 20 5,403 180 1,269 30,250 #200 13,755 Molasses do... Rum ....... .gallons. . 95 Brown sugar .f'Wt- . 6,400 Cigars -... 375 Total value .... 20,825 Total va,lue of imports in 1851 from. Spanish West Indies. P00,295 The change in the navigation laws of Great Britain came into opera- tion on the 5th January, 1850 ; and our vessels immediately availed themselves of the new description of freights which the new arrange- ments offered to them at Newfoundland. It will no doubt be interesting to observe the course of traffic which our vessels have adopted with respect to this colony during the past year, when the business became better understood. The following statement, showing the number of our vessels which arrived at the port of St. John during the year 1851^ with the places whence they came, and the nature of the cargoes they brought— as, also, the ports for which they sailed j and the nature of 534 ANDREWS REPORT ON the freight they took away — may therefore prove both Interesting and useful, not only to the department, but to commercial men generally i El Dorado.. Poultney. . Exporter. Charles "William Charles Henry . Atoh Panama Phenix Water Witch . El Dorado T. M. Mayhew T. M. Mayhew Andrew King. . 182 231 179 140 144 147 158 149 167 182 176 176 198 ^ ^ Baltimore ...do.... ,...do.... New York Matanzas. Boston . . . . . . .do. . . , ....do..., Baltimore, ....do..., Montreal . Sydney. . , Boston... , Pork, flour, and meal. Pork, flour, meal, and bread. Flour, bread, butter, pork, beef, candles, tobacco, corn, tar, cheese, and rice. Flour, tea, soap, hats, clocks, dried apples, oatmeal, and cheese. Molasses. Bread, flour, butter, and pork. Ballast ...do , Flour and corn meal. . Flour and pork Flour, tobacco, and butter. Coals Molasses Pernambuco , . . .do St. Jago de Cuba. Sydney, B. Pictou Sicily Pernambuco Gibraltar , Pernambuco . . . .do, . . , Sydney, B. Pictou . . . .do. . O Dried fish. do. .do. In ballast, to receive coals at Sydney mines. In ballast, to load coals at Pictou mines. Dried cod. do. do. do. do. Ballast, (for coals.) .do. .do. Except occasionally in the months of February and March, when in severe seasons the ice is on the coast of Newfomidland, the harbor of St. John is always easy of access. In order to show the number of vessels which have entered and cleared at St. John in every month of the year during the years 1848, 1849, and 1850, the following state- ments have been published in the colony : Months. Inward. Outward. 1848. 1849. 1850. 1848. 1849. 1850, 35 31 21 28 31 28 16 14 26 12 14 20 9 19 18 11 11 11 35 64 27 25 32 23 102 78 118 94 71 61 70 65 86 97 89 122 98 84 81 66 61 73 102 115 138 70 75 71 116 105 115 122 138 159 85 102 82 78 101 95 81 88 72 69 72 64 28 40 44 45 44 42 777 805 828 717 739 769 January . . . February . . March April May June July August . . . , September . October. . , November . December . , Total . COLONIAL AND LAKE TRADE. 535 II is believed that the returns of the trade and comnnerce of this im- portant colony are more full and correct than ever before presented to Congress. They were compiled from trade returns of the customs, which are annually made up, in a very correct and comprehensive manner — as much so as those of any commercial port on this conti- nent. My thanks are presented to honorable Mr. Little, member of the Provincial Assembly, for much valuable information relating to the trade, resources, and great importance of the fishing interest of this colony ; to the honorable Mr. Kent, the collector of the port ; and to several other gentlemen. COLONIAL AND LAKE TRADE. 537 PART IX THE COLONY OF PRINCE EDWARD ISLAND. Charlotte Town, the capital, is in lat. 46^ 14' north, Ion. 63o 8' west. The island of Prince Edward, formerly called St. John's island, is situated in a deep recess on the western side of the Gulf of St. Law- rence. It is separated from New Brunswick and Nova Scotia by the straits of Northumberland, which, at their narrowest part, are only nine miles wdde. This island is somew^hat crescent-shaped; its length, measured on a line through its centre, is about one hundred and thirty miles ; its greatest breadth, thirty-four miles ; in its narrowest part, near the centre, it is only four miles wide. The east point of Prince Edward Island is distant twenty-seven miles from Cape Breton, and one hundred and twenty-five miles from Cape Ray, the nearest point of Newfoundland. Owing to the manner in which this island is intersected b}^ the sea, there is no part of it distant more than eight miles from tide-water. The whole surface of the island consists of gentle undulations, never rising to hills, nor sinking to absolutely flat country. The soil is a bright reddish loam, quite free from stone. The entire island is a bed of rich alluvium, elevated from the sea by some convulsion of nature, or else left dry by the gradual recession of the waters of the gulf. There are many beautiful bays and safe ha^rbors ; and wherever a brook is not found, good water can always be had within eighteen feet of the surface, by sinking a well. The soil is admirably adapted for agricultural purposes ; it is easily worked, and there is abundance of sea-manure everywhere at hand. There are no stones to impede the plough ; in fact, stone is so scarce that such as is required for building purposes is imported from Nova Scotia. Wheat, oats, barley, and potatoes are staple products, and are produced abundantly. The area of Prince Edward Island is estimated at 2,134 square miles, equal to 1,365,000 acres. According to a census taken in 1848, the population amounted to 62,678 souls, being in the proportion of one soul to ever}^ twenty-two acres of land, or nearly thirty souls to the square mile« The climate is neither so cold in winter nor so hot in summer as that of Lower Canada, while it is free from the fogs which at certain seasons envelope portions of the shores of Nova Scotia and Cape Breton. Its climate is ver)^ nearly the same as that of Cape Breton, but more equable ; the seasons are very nearly the same. It is exceedingly healthy in every part* 538 Andrews' report on This island was discovered by Sebastian Cabot, on St. John's day, (24th June,) 1497, and thence received the name of St. John. The English took very little notice of this discovery, although made under their own flag ; but the Gulf of St. Lawrence was very soon visited by the Basques, Bretons, and Normans, on account of its fisheries. So early as 1506, J^an Denys, a pilot of Honfleur, pubhshed a charfi of the gulf, and of this island. It continued to be the resort of French fishermen until 1663, wheo it was leased by authority of the King of France to the Sieur Don- blette, and his associates, as a fishing-station. As the French did not encourage settlements near their fishing- stations, any more than the English, very little progress was made in its colonization, until after the treaty of Utrecht, in 1713. Its settlement and agricultural improve- ment were then encouraged, in order that the island might form a granary for the supply of the fortress of Louisbourg, upon which so much money was expended. At the taking of Louisbourg, in 1758, was stipulated in the articles of capitulation, that the French of St. John's island should lay down their arms. The island was shortly after taken possession of b}^ a body of British troops. It then contained ten thousand French inhabitants. After the treaty of Paris, in 1763, by which France ceded this island, with her other North American colonies, to England, the French inhabitants were driven olF, as on all occasions they evinced great hostility to the English. A survey of this. island was completed in 1766, when it was divided into sixty-seven townships, of about twenty thousand acres each. The whole of these townships (with the exception of two, then occupied by a fishing company) were disposed of in London, in one day, by way of lottery, the tickets being distributed among officers of the army and navy who had served in the proceeding war, and other persons who had claims upon the government. In 1770 Prince Edward Island was separated from Nova Scotia, and erected into a separate colony, with a lieutenant governor, an executive and legislative council of nine members, and a house of assembly of fifteen members. It has since continued to enjoy representative insti- tutions ; the executive and legislative council has been divided into two distinct councils, and very recently the principles of responsible gov- ernment have been established in this colony. The crown has very little land for sale in this colony — merely the residue of the two townships that were not disposed of by the lottery. The price at which small lots are sold is about three dollars per acre. The proprietors rarelj sell any of their lands ; but when they do, the price is about five dollars per acre. Farm lots are usually leased at twenty cents per acre per annum, for terms of sixty-one and ninety- nine years — the tenant paying all charges and taxes. Some proprietors concede to their tenants the privilege of converting the leasehold into freehold, at twenty years' purchase ; but a majority of the landholders do not grant this privilege. By the census return of 1848, it appears that the number of acres held in fee simple by occupants, was 280,649; underlease, 330,293 acres ; by written demise, 31,312 acres ; by verbal agreement, 38,786 COLONIAL AND LAKE TRADE. 539 acres ; and by squatters, 65,434 acres. The quantity of arable land then under cultivation was 215,389 acres. The crop of 1847 was as follows : wheat, 219,787 bushels ; barley, 75,521 bushels; oats, 746,383 bushels; potatoes, 731,575 bushels; turnips, 153,933 bushels ; clover-seed, 14,900 pounds; and hay, 45,128 tons. The quantity of potatoes in 3847 was much smaller than in pre- vious years, owing to the prevalence of the potato rot that season. The stock of the island in 1848 was as follows : horses, 12,845; neat cattle, 49,310; sheep, 92,875; and hogs, 19,683. In that year there were in the island 109 churches, 182 school houses, 13 breweries and distilleries, 116 grist mills, 27 carding miUs, 139 saw mills, and 246 threshing machines. In 1849 there were 88 new vessels built in this colony, of the burden of 15,902 tons; in 1850 there were 93 new vessels built, of the burden of 14,367 tons ; in 1851 there were 89 vessels built, of the burden of 15,677 tons. A large proportion of the vessels built on this island are intended expressly lor sale in Newfoundland, where they find a ready market, being well suited for sealing and the fisheries. On the 31st December, 1850, the number of vessels owned and re- gistered in Prince Edward Island was 310, of the burden of 27,932 tons. On the 31st December, 1851, the vessels owned and registered in the island amounted to 323, of the burden of 31,410 tons. The extent of the import and export trade of this island will be best understood by the following comparative statement of the value of im- ports and exports in 1849 and 1850 : 1849. 1850. Countries. Imports. Exports. Imports. Exports. United Kingdom #192,030 300,280 1,140 82,580 #83,890 174,940 2,535 32,410 $279,898 '308,409 565 41,603 $84,99S 181,343 4,165 British North American colonies British West Indies United States 55,385 Total 576,040 292,775 630,475 325,98^ The wide difference between the value of imports and that of exports is made up by the sale of new vessels in Great Britain and Newfound- land— an account of which cannot be ascertained. By a return published at Newfoundland, it appears that in the year 1851, the number of new vessels built at Prince Edward Island, and sold in Newfoundland, was 16, of the aggregate burden of 1,921 tons; and that the sales of such vessels amounted to $55,316. 540 ANDREWS REPORT ON The vessels inward and outward at Prince Edward Island in 1850 and 1851 are thus stated : No. 1. — Vessels entered and. cleared in 1850. Inward. Outward. Countries. No. Tons. No. Tens. Oreat Britain 18 498 34 7 4,523 17,691 2,578 225 64 518 49 7 12,454 British colonies 23,605 4,038 United States Foreign States 225 Total 557 25,017 638 40,322 Number of seamen inward, 2,082 ; number outward, 2.301. No. 2.- — Vessels entered and cleared in 1851. Inw ard. Outward. Countries. No. Tons. No. Tons. Oren t Britain ...........*.*........ 18 470 43 2 4,140 18,042 2,724 87 45 488 86 2 10,951 25,374 5 427 British colonies. ................... United States Foreiffn States 71 Total 553 24,993 621 41,823 Number of seamen inward, 2,370 ; number outward, 3,631. The value of the exports of this Island colony in 1851 was as fol- lows : To Great Britain. . _ _..._..«..„..,_. $68,925 British North American colonies „ . 172,304 United States. . _ 119,236 Total. .... - „ , „....„ 360,465 COLONIAL AND LAKE TRADE. 541 The following is a statement of the quantity, rate, and amount of duty paid on all articles the growth, iiroduce, or mamfacture of the United States, imported into the colony of Prince Edvjard Islands in 1851. Articles. Apples and ©iiions Stationery Boots and shoes BreadstufFs Burning fluid Candles and soap Corn and corn-meal . . . . Dry goods Drugs and medicines . . . Flour... '. Hardware Leather. « . .. . Molasses. « , Nails and spikes Oranges and lemons. . . . Pitch and tar Kice Spirits Seeds » Stoves Sugar Tea Tobacco Varnish and turpentine . Wooden ware ......... Sundries Total . Quantity 728 barrels... 104 packages. 154.... do 334....do. ... 26.... do.... 421.... do 844 bbls. & 1,006 bag 128 packages ....... 59 do..... 655 barrels o . . . 80 packages ,112 pounds.. ,423 gallons.. ....... 189 packages 89..,. do... ....... 257 barrels 11 packages,. . . ., . ,800 gallons.. 202 bags...... 282 349 cwt ,103 pounds ,487....do. 25 packages 62.... do Rate of duty. 5 per cent. . . . .do. . . . . 10 per cent. 5 per cent, do..... .do, .do. .do. do |1 25 per barrel.. . . 5 per cent. . , , . 2 cents per lb . . , 3 cents per gall , 5 per cent do... 2 per cent. .... 5 per cent. .... 62 2 cents per gall free 5 per cent |1 50 per cwt 8 cents per lb . . . 6.... do 5 per cent 10.... do, 5. . , .do Total duty. P22 ' 81 206 65 20 82 231 261 52 818 142 312 1,325 35 19 16 8 4,875 165 523 3,505 717 11 212 207 14,020 The total value of the articles on which the above duty of $14,020 ■was paid v/as $77,858, the whole of which v^as imported into Prince Edward Island in British vessels, with the exception of nierchandise of the value of $3,200, in an American bottom. In 1850, the value of articles, the growth, produce, and manufacture of the United States, imported into Prince Edward Island, w^as only $42,113, upon which duties were paid amounting to $6,420. The wide difference between the value of imports from the United States in 1850 and 1851, arises from the fact that in 1851 the duties on imports were greatly reduced from the rates of the preceding year, and hence the increased value of imports in 1851. With the high rate of duties in 1850, only $6,420 was received on articles of American production ; while in 1850, with diminished rates, the duties on Amer- ican production wa^re increased to $14,020 in tlie aggregate. It is a fair inference, from this state of facts, that Prince Edward Island v/ould take a much larger amount of American goods if the duties were still further reduced, or if no duties whatsoever were levied on their importation. The articles exported in 1851 to the United States, of the growth or produce of the Island, were as follows : Barley, 17,929 bushels ; boards and plank, 12,000 feet; iron, 60 cwt.: cattle, 9 head; firewood, 20 cords; dry fish, 650 quintals ; pickled 542 ANDREWS REPORT ON fish, 1,786 barrels ; hard wood, 74 tons ; horses, 3 ; hacmatac knees, 2,215; oats, 222,109 bushels; potatoes, 45,942 bushels; turnips, 3,090 bushels ; wool, 1,700 pounds. The value of the foregoing, with the value of sundry other articles not enumerated, amounted together to $119,236. The value of similar articles exported to the United Slates in 1850 was only $55,886. It is obvious, therefore, that the increased import from the United States in 1851 was coupled with an increased export to the United States in that year. The following is a statement of the American vessels and their car- goes which entered and cleared at Prince Edward Island in 1851 : Name of vessel. Tons. "Where from. Cargo. Whence cleared. Cargo Denmark 63 115 74 73 72 64 115 72 70 86 78 Gloucester Newburyport., . United States... do do do do do do do do Flour and meal. do Gin, molasses, and flour.. . . . Flour, tea, &c. . do do do do do Dry goods do Gloucester Newburyport . , . United States. . . do do do do do do do do Oats .... Native American . . Iowa Oats and potatoes. do Daniel P. King.. . Bold Runner Solon ....do.... ....do.... do Cadmus ......■•«. do Bold Runner Diana. ....do.... do Linda do Commerce ....do.... COLONIAL AND LAKE TRADE. 543 The following abstract gives a very satisfactory view of the trade and commerce of this colony for 1851 : Exports. 89 vessels, 15,721 tons, at .€4 (island currency) per ton. Barley, 30,581 bushels Boards and deals, 1,497,629 feet, and 6,316 pieces Beef, 39 barrels Butter, 150 tubs Cattle, 363 head Carriages, 5 Dry fish, 7,687^ quintals Pickled fish, 3,624 barrels Furs, 3 cases Hides, 2 casks , . Horses, 97 '- 1 Lathwood, 649 cords Oil, 484 gallons Oats, 365,695 bushels Oatmeal, 51 tons — 34 sacks, 125^ barrels Oysters, 4,311 h bushels Pork, 46 barrels Potatoes, 158,569 bushels Spars, 796 Shingles, 220,772,000 Sheep, 245 head Sundries Turnips, 27,343 bushels Timber, 1,282 pieces ; 6Q tons scantling ; 7,580 tons of timber ; 1,865 knees. Wheat, 1,970 bushels Wool, 2 bundles Imports, including ship chandlery, which is exported again in the building and rigging of ships, and not estimated in the value of the shipping ^538,755 Less — say, for ship chandlery 62, 884 Amount. $251,536 ' 18,348 41,346 616 1,182 7,823 188 19,235 19,544 280 40 8,124 871 252 109,708 1,143 1,243 552 47,568 1,230 732 717 25,736 4,901 42,060 2,400 14 607,389 fc475,871 COLONIAL AND LAKE TRADE. 545 PIRT X. INTERCOURSE BETWEEN GREAT BRITAIN AND HER NORTH AMERI- CAN COLONIES. The industry of the inhabitants of the British North American colo- nies is principally engaged in agriculture, the fisheries, mines, and for- ests; in exporting the products of which to the United Kingdom and other British possessions, and to some foreign countries, and importing from thence, in exchange, the various requisites whose growth or man- ufacture is ill suited to the climate or condition of these possessions, consists their ^ trade, and the great extent of employment it gives to British shipping. The most important object of industry in British North America, as well as the most striking physical feature of the country, is the forest — lofty, wide-spreading, and apparently illimitable — all unplanted by the hand, and, for a large part, yet untrodden by the foot of man ; where, without having planted or sown, he may enter, and- reap and gather in what nature for many centuries has been bountifully preparing for his use. The importance and value of the North American timber trade to England is so fully established, as to be beyond a doubt. The mari- time supremacy of England has been maintained by it, new markets have been created for her manufactures, and a home, with remunera- tive employment, has been found for her surplus population. To show the rise and progress of the trade between Great Britain and the North American colonies, the following statements are offered. These have been carefully compiled from Parliamentary returns, and may be relied upon. Total official value of goods ex^ported from Great Britain to the British North Amei^can colonies in the years mentioned. Colonies. 1800. 1805. 1810. 1815. §2,208,528 849,998 389,904 $2,030,313 591,000 121,409 $4,701,220 1,682,937 464,220 99,043 $8,821,003 TVova Scotia ...o.... *>•■■.•••••>•« 2,195,592 984,676 62,155 ............ 15,864 1,053,115 1,213,565 1,813,128 2,721,993 Total 4,501,545 3,956,287 8,760,548 14,801,283 35 546 ANDREWS^ EEPORT ON As marking the progress and extent of the trade between the United Kingdom and the North American colonies, the following return is pre- sented, showing the ships and tonnage inward and outward in Great Britain and Ireland, to and from those colonies, distinguishing British from foreign, from 1840 to 1850, both years inclusive : Years. 1840. 1841. 1842. 1843. 1844. 1845. 1846. 1847. 1848, 1849. 1850. British. Ships. Tons. 2,416 808,222 2,461 841,348 1,555 541,451 2,215 771,905 2,284 789,410 3,018 1,090,224 2,887 1,076,162 2,459 953,466 2,279 886,696 This re turn wanting 2,036 798,080 Foreign. Ships. 170 Tons. 3,274 67,580 OUTWARD, British. Shi|>s. Tons. Ships. 2,099 1,937 1,333 1,996 2,060 2,510 2,666 2,]74 1,766 1,337 Foreign. 694,094 652,725 446,842 710,608 722,299 917,423 978,590 829,809 668,087 480,279 43 Tons. 2,213 384 1 180 2 882 1 414 7 2,418 29 6,331 15,930 The official value of the import and export trade between Great Britain and the North American colonies, for the years 1818, 1819, 1820, 1832, 1838, 1843, and 1848, is thus stated : Imports . . . Exports . . . 1818. 6,610,215 3,976,320 1819. $7,740,905 10,005,165 1820. }6,064,225 8,381,580 1832. $11,779,260 9,544,785 1838. $12,114,765 11,696,035 1843. 110,691,415 11,287,250 1848. $11,279,135 11,240,150 The amount of tonnage inward and outward between Great Britain and the colonies, in 1800, 1805, and 1815, was as follows : 1800. 1805. 1815. Colonies. Inward. Outward. Inward. Outward. Inward. Outward. Canada .............. 14,293 232 6,072 10,366 4,149 3,424 15,076 9,742 3,687 1,121 12,386 14,139 7,934 3,679 1,100 29,669 31,405 21,087 72,790 5,985 14,181 27,839 29 284 Nova Scotia. . ..!••••• New Brunswick Prince Edward Island . 50,901 3,107 Newfoundland 5,271 19,780 60,795 COLONIAL AND LAKE TRADE. 547 The following statement, compiled from official returns, exhibits the total tonnage inward in Gieat Britain from the British North American colonies, as also the total tonnage outward to the same colonies, in 1845 and 1850, distinguishing British from foreign tonnage : 1845. 1850. Inwatd. Outward. Inward. Outward. i fcD o i i 1 I 1 i 5 1 England Scotland Ireland ..><>•••• Tons. 1,480,807 268,329 210,136 3,082 Tons. 7,045 Tons. 1,373,724 226,482 149,095 7,138 Tons. 12,370 230 • Tons. 1,258,478 178,574 90,012 3,498 Tons. 72,178 3,778 6,129 Tons. 1,135,734 171,626 68,626 9,482 Tons. 73,323 3,029 16,082 Channel Islands. . Total 1,962,354 7,045 1,756,439 12,600 1,530,562 82,085 1,385,468 92,434 It will be borne in mind that on the 5th of January, 1850, the change in the navigation laws of England came into operation ; and the fore- going table, therefore, shows the extent to which foreign tonnage was engaged during that year in the trade between Great Britain and the North American colonies. The extraordinary increase of the timber trade between Great Britain and her North American colonies is presented in the following statements, which commence with the year 1800. In that year there were imported into Great Britain, from the North American colonies, the following quantities of timber : 34,017 loads of fir timber. 843 do oak timber. 850 masts. 424 (standard hundreds) of deals. 7,214 hundreds staves. In 1819 the timber trade with North America had greatly increased, as will be perceived by the following statement of timber imported into Great Britain from the colonies in that year : 266,297 loads fir timber. 9,482 loads oak timber. 14,170 masts. 9,868 (standard hundreds) deals. 359 do do battens. 42,998 hundreds slaves. The statements which follow give the quantities and value of the North American timber trade in 1840, 1845, and 1850, distinguishing the quantity entered for home consumption from the whole quantitv imported: 548 ANDREWS REPORT ON Timber iTrfported into the United Kingdom for home consumjytion. 1840. 1845. 1850. Description. s 1 Is II §0. Mi ii 11 Sawed lumber, sup. ft . Square timber, cubic ft. Timber, sawed or split, cubic feet .>>>••••« 311,935,800 31,950,700 331,650 74,250 8,440,200 24,944,550 39,874,500 17,148,250 14,101,400 23,386,500 31,150,000 18,365,750 Lumber, not sawed or split, cubic feet. * . . 13,696,100 To^ftZ timber im'ported. Description. Sawed lumber, sup. feet , Square timber, cu- ' bic feet , Timber, sawed or split, cubic feet. . Timber, not sawed or split, cubic feet Staves, cubic feet Official value . 1840. ^313,442,250 *32,336,100 o o 8,557,500 3,281,075 1845. ■^ 2 ■^212,850 *24, 691,300 *39,315,750 ^4,417,350 fciO . si 28 fa 19,526,350 14,765,650 ^7,936,020 1850. ri '^ go *56,100 *21,8a3,950 *31,015,400 *4, 129,400 S§ 17,971,450 12,513,150 §6,326,340 Note. — Quantities marked thus * may be considered as wholly from the British North American colonies. Remark. — The above tables are compiled from the Annual Trade and Navigation Accounts and the pearly Treasury Finance Returns. To those acquainted with the timber trade, these returns will very- likely explain themselves ; but, in order to present in more precise form the state of the North American timber during the last three years, the following statement, compiled from the returns of the Board of Trade, is submitted: Coloniai timber and deals imported into the United Kingdom, in loads of 50 cubic feet: In 1849, 1,054,246; in 1850, 1,056,987; in 1851, 1,119,000. In 1847 there was a large reduction in the duties on Baltic and other foreign timber; and in the North American colonies, great apprehen- sions were entertained that the remission of those duties would be highly injurious, if not almost fatal, to the colonial timber trade. COLONIAL AND LAKE TRADE. 549 Such, however, has not proved to be the case. It is true, as will be seen by the following statement, that the quantity of foreign timber im- ported into Great Britain since the remission of duty, has considerably increased ; but the quantity from the North American colonies has like- wise increased, as shown in the preceding statement. Foreign timber and deals imported into the United Kingdom, in loads of 50 cubic feet: In 1849, 578,468; in 1850, 690,692; in 1851, 868,000. The effect of opening the market to foreign timber by a reduction of duties, and consequently an increased importation, has not, as was greatly feared at the outset, proved injurious to the colonies by dimin- ishing the price of their timber. The increased consumption of timber in England has caused a demand for greater varieties of wood. The use of Baltic timber more extensively than heretofore, has caused a greater demand for colonial wood to be used in connexion with it ; while the change in the navigation laws has so reduced freights, that the producer of timber and deals in the North American colonies now receives more for his articles than he ever did before the reduction of the duties. Besides timber, there are other products of the forest, such as ashes and furs, which form no inconsiderable item in the sum total of colonial produce imported into the United Kingdom. The total value of all colonial products to the United Kingdom, in- cluding those derived from mines, agriculture, and the fisheries, is fully set forth in the various tables to be found in this report under head of each colony respectively; and to these, reference is made for more particular information. England possesses no nursery for seamen at all equal to her North American colonial trade. Besides training her own hardy and burly sons to the dangers and hardships of the sea, that trade fosters and raises up, from among her active, well-built, enduring, and intelligent subjects in the northern colonies, as fine seamen as ever trod a deck, afraid of no danger, and perfectly fitted to sustain any reasonable amount of cold, hardship, and fatigue. The vigor of their frames, their sound constitutions, and the habit of facing severe cold, violent gales, and stormy seas, in a high northern latitude, aided by quick percep- tions and ready intelligence, eminently qualify them to navigate her ships to any quarter of the world, either to uphold the honor of their country in fighting her battles upon the seas, or, better still, to extend and enlarge her commerce to every part of the habitable globe. To her colonial seamen, England may well look with honest pride. Save our own citizens, they have few equals, and none others are their superiors. Whether in war or in peace, these British North American sailors, cradled on a stormy deep, and roughly nursed amid storm and tempest, are in every way fitted to fulfil their duty, and do honor to the country which claims their allegiance. COLONIAL AND LAKE TRADE. 551 PART XL TRADE OF THE PRINCIPAL ATLANTIC PORTS OF THE UNITED STATES WITH THE BRITISH NORTH AMERI- CAN COLONIES BY SEA. The direct trade by sea between the principal Atlantic seaports of the Union and the British North American colonies has, within a few years, become of such extent, value, and importance, as to demand more than ordinary attention. Probably the most remarkable and interesting feature of the age, is the rapid increase and constant activity of the world's commerce. Its great agent and promoter, navigation, to which such enormous annual contributions have latterly been made by England and the United States, is more firmly establishing it on a more extended basis, for .still greater and more universal achievements. The great addition to the navigation interest of the world furnished by the British colonies is not generally considered ; nor is its import- ant and influential character fully understood, save by a small por- tion of the leading statesmen of Europe and America. The great maritime resources of the North American colonies, and the advantages of their geographical position for an extended com- merce with all mankind, will contribute more effectually to accelerate their onward progress to wealth and power, and unquestionably give them a commanding position in all future commercial developments. The extent of seacoast and abundance of excellent harbors in these colonies, is most remarkable. Commencing at the river St. Croix, the boundary of the United States, there is much coast, and many fine ship harbors, within the Bay of Fundy and the islands it encloses. Next comes the Atlantic coast of Nova Scotia, with its numerous indentations ; then the sea-shores of Cape Breton, and its beautiful and extensive interior coast surround- ing that large arm of the sea known as the Bras D'Or, or " Arm of Gold;" next, the eastern or Gulf coast of Nova Scotia and New Bruns- wick, the Bay of Chaleur, the shores of the whole colony of Prince Edward Island — of the Magdalen islands and Anticosti, and all the Labrador coast from Mt. Joly to Davis's straits ; in the aggregate, about 3,500 miles of coast-line, everywhere teeming with fish, in greater abundance and excellence than in an}^ other part of the world. To this great extent of seacoast, admirably provided with large and excellent harbors, must be added the coast of Newfoundland, more than 1,000 miles In extent, whose harbors and fisheries. have been known and constantly frequented for more than three centuries. The handsome and elaborate map of the Lower Colonies, hereunto appended, was prepared expressly for this report by Mr. Henry Fe 552 Andrews' report on Perley, of St. John, New Brunswick, a young engineer of much proniise. The original surveys, maps, and charts, from which it was prepared are of the most recent date, and of the highest authority ; they were obtained with some trouble and at much expense, from England and from the provinces. These have been carefully collated and compiled? and the result is the present map, which is recommended as one of the best yet presented. It exhibits the peculiar configuration of the Gulf of St. Lawrence, and of the colonies which are washed by its waters, with their infinity of rivers and harbors, and endless variety of creeks, coves, inlets, estuaries, straits, bays, and arms of the sea. There cannot, perhaps, be found elsewhere the same extent of coun- try possessing in a greater, or even an equal degree, all the requisites for constructing a mercantile marine, nor the like extent of seacoast so profusely furnished with the finest and most capacious harbors, as the colonies of New Brunswick and Nova Scotia. A glance at the map at once shows that those colonies are but a mere extension of New England, and that an interchange of theb respective products must not only exist, but will of necessity be mutually bene- ficial, if not absolutely essential to the prosperity of either country. The wise and truthful spirit of commerce will be opposed to any policy, whether British, American, or colonial, that restricts in the slightest degree the entire freedom of commercial intercourse between countries in such immediate proximity, and whose best interests are so closely interwoven. The island colonies of Newfoundland and Prince Edward Island, ly- ing contiguous to New Brunswick and Nova Scotia, with similar char- acteristics in almost every particular, are rapidly becoming convinced of the value of their material interests in connexion with the necessity for a more liberal commercial intercourse with the United States. Although the tables which follow show that the trade of the four lower colonies is chiefly confined to Boston and New York, yet they also prove that commercial intercourse with them is becoming more general with all the towns and seaports of the Atlantic States, and that Baltimore and Philadelphia also participate in its benefits. To encourage the intercourse thus springing into existence and at- taining great value from the natural course of trade, and the relative position of the parties with reference to certain natural products of each, would seem to be the bounden duty of the governments of these re- spective countries. The first object of every commercial system should be to create and uphold a great commercial marine. Mr. Huskisson laid it down as a principle, that ''the only true and durable foundation of a large com- mercial marine is to be laid in the means of aflfording it beneficial em- ployment. Without such employment — without, in short, extensive commerce, and great capital to sustain and invigorate that commerce, no laws merely protective will avaiL Strict navigation laws have not always created a marine. Does not naval and commercial superiority depend on the habits, pursuits, inclinations, associations, and force of character, rather than on any code of laws whatever?" In spite of the prohibitions and restrictions which yet exist, and serve to prevent the rapid increase of commercial intercourse between the COLONIAL AND LAKE TRADE. 553 United States and the lower colonies, yet that intercourse has already attained great valne and importance from a very small beginning. The tonnage inward from the United States, in all the British North American colonies, during the years 1787, 1788, and 1789, amounted on the average of those years to 15,524 tons annually. These were all British vessels. In 1816, the tonnage inward from the United States was as follows : British 18,378 tons; American, 75,807 tons: total, 94,185 tons. The average of the years 1820, 1821, and 1822, was: British, 10,464 tons ; American, 66,029 tons : total, 76,593 tons. In the year 1830, the tonnage inward from the United States was : British, 20,755 tons ; American, 54,633 tons : total, 75,388 tons. The tonnage inward from the United States in 1831 was : British, 41,367 tons ; American, 16,567 tons : total, 57,934 tons. The decrease of tonnage in this year was owing entirely to commer- cial restrictions, embarrassing to trade and injurious to both parties. The falUng off in tonnage between 1816 and 1831 was no less than 36,251 tons, or more than one-third of the whole inward tonnage. The absurd and injurious restrictions having been removed, trade and navigation between the colonies and the United States at once revived ; and in 1840 the inward tonnage from the United States was as follows : British, 401,676 tons ; American, 357,073 tons : total, 758,749 tons. In the short period of nine years, owing to enlarged freedom of trade, the tonnage between the United States and the colonies increased more than thirteen- fold ! Following up this increase, the tonnage inward from the United States in 1850 was: British, 972,327 tons; American, 994,808 tons : total, 1,967,066 tons. \ ' The astonishing increase in the nine years which preceded 1840, was followed in the ten years which succeeded that period by another surprising increase, amounting to more than 250 per cent. ! And now commences the year 1851. The first table hereafter presented exhibits the description, quantity, and value of the various articles of domestic production exported from twenty-three Atlantic ports of the United States to the colonies of New Brunswick, Nova Scotia, Newfoundland, and Prince Edward Island, during the year 1851. 554 ANBREWS EEPORT ON S^ '-^s ^^ S r-o !-^ ^ "T^ !^ ^. "-< •SA 53^"^ fc; 1^ g •KS se ?* • ^ !»^ ^ Ps '^ 5^ ^ O ?^^ ^ S^ ^ 5^ ^ ^ p s. ^ .^ ?^ >o c^ ^ ^ ^ g ^ ^ f^ •^ r4:^ ^^ o. •c"^ * '^ o l-^ 5e ^ s^ o lo 5g (>1 «:n • OS Oi to •ooo^qoi .■&©• ! : : ; :^ • J>.OS(MTt< •aoia • • • • JCO •O5C0Q0 O • 05 CO «0 CO ••pHtH CO •pT?9.ia S^ i s; i '1^91X1 9iC.I PU^ l-89ra XI-IOQ (N iO ■ cToco lo" •T-l 05 COi— 1 s IS : '. ^ '. :i ] ^2 : 11- ill tc !h 0 ■11 J 1 11 : : : : :>j !> : : : • : o • i ; 1 si 3p 5 5f? 5'ci ■1 '?: u 3 ; 1 n3 cS o a ■II ■S m.S o o P^ TO « ft >^ o COLONIAL AND LAKE TRADE. 555 l^^ox CO t- • • o en rH • • CM OOCO • -00 OfTrH • • rH * : : :::::: :^ ! I ! ; ! I ;^ •lOCMOO • 050 rH • COGS! rH CO o •po^'ejaumuaufi rH 19,263 334 ^. rH rH -OTJjnuTjm uo;:^OQ • "* CO "^ • • • • • • • coooo • • • • • • • lO t-00 . -^ lo" ..!!.. '.^m= ! I . . I I rH ?— < rH •duioq -3^ eSupiOQ co • tH -<:tl •sapiH ; . COrH • (T? rH • CO IT- CO paijp putJ suisi'B'jj cno • • • OD CO • • • ■rf • « . •;;•;; ;co • CO rH O •rHCOrH . 00 CO :::;•.: * co'cT I i I . . . • T— I 1 o CM •s^iJidg ... (7:, ....... . • • • 00 I I t"^ * ! ! ! r r ! r • 00 t- •••••• • , CO tH ••'••• • ; en CO ;••«•• • •cToo" • t ' I I I I CO «••••• • •sasssi3[0]^ coi>-»«o (M »OCO»»rH CO rH»» 25,082 1,920 1,317 'jivSuQ : ^..^.......CT> 0««T--< lO e8= 20,869 21,913 299 CO •SOgOQ ••••••• 'iO 11,321 10,608 354 ?2 ••BOJL coc^ • • O lO • • rH rH • • co" • ! ::::;:::§ r I * '"' • O CO • COr-l . j:^o • CO»J-J TH •:^'B8qAV puB ^no{j ocT i S 1 cr a i f2 Portland and Falmouth Penobscot .* .•»,..•.. Machias Newport Providence Fall River Fairfield Middletown New London Marblehead Salem and Beverly. u Off I J: rniiaaeipma Baltimore Wilmington , Elizabeth City Camden Edenton , Savannah 1 i 556 ANDREWS REPORT ON (D S o ^ (D CD ■*" O •^ a CD 03 ^---' on rH O '^ o S -^ bo 0 a ■ 13 jij CD (D <0 ^ ^ ^^ o cti d *^ -§ ctf O .a ^ o -O^ P^ ^ rj S=3 n^ 0^ 4J 03 '^ a .■a £•" M ^ g fl o 0 ;^ 0 0 2^^ ;:^*a^ ~ r-H 0 0 ^w COLONIAL AND LAKE TRADE. 557 To exhibit irl a more condensed form, and place the value of this colonial trade in a position to be better understood and appreciated, the following statement is submitted, showing the total value of domestic and foreign exports, and the value of colonial imports, in 1851, deduced from the preceeding statements. Districts. Exports. Total ex- ports. Imports. Total exports Domestic. Foreign. and imports. Passamaquoddy Portland and Falmouth . Penobscot.. ■>>■...•■•* #429,669 32,973 492 #28,893 1,617 #458,562 34,590 492 #107,402 22,668 #565,964 57,258 492 Machias. 494 12,251 1,432 15,886 10,221 4,020 128 2,122 6,774 32,703 11,259 949,241 271,681 50,083 25,962 494 Portsmouth ..••••..... 2,331 1,820 4,151 16,402 Newport .*•.......... 1,432 Providence.. .......... 334 334 16,220 Fall River 10,221 4,020 Fairfield Middletown 128 New London. 2,122 IVIarblehead ........... 6,774 Salem and Beverly. . . . Gloucester 14,068 549 14,617 47,320 11,259 Boston and Charlestown New York 876,183 954,087 125,350 172,530 1,118 13,100 297,395 732,202 3,118 1,173,578 1,686,289 128,468 172,530 1,118 13,100 2,122,819 1,957,970 Philadelphia ....••.... 178,551 Baltimore 198,492 'Wilminp'ton .......... 1,118 Elizabeth City Camden 13,100 2,053 610 2,053 Edenton , 610 Savannah ...... .... 12,271 12,271 12,271 Total 2,634,506 1,065,594 3,700,100 1,526,990 5,227,090 The preceding table shows a trade which has, almost without attract- ing any portion of public attention, already sprung up, and been ex- tended to the amount of nearly five milhons and a quarter of dollars during the past year. To show further the importance of this same colonial trade in en- couraging our mercantile marine, the following table of shipping, in- ward and outward, during 1851, to and from nine ports of the United States only, and the colonies of New Brunswick, Nova Scotia, New- foundland, and Prince Edward Island, distinguishing American from British shipping, is also submitted : 558 Andrews' repori^ on CX) 1 •So O i ^C5 W O o CO -^ "^ }>• CO crTocT^ -^ CO rH G^ O lO r-1 CM r-1 iOiOOOOCOC^J'«*'tOtO oooc£)di)OcoT-itDG^ lO 1— ( CO OD to 1^-t-rHC^OOG^OOCO CTSrHlr-OCOiOOrH'* ^t-'^cooocncoco ootoj^'-^t-crst^co ^OJlOCOOOSOO'^fOO "^001r-<^'=*iO^OOCO OiOOCSfOOCOCDi-HCO ot-t-cncoco-^GstrH UO »-H CO to c^ 0?-<=:t0CritDOa5 CvJ'^COCOiOtOCOG^rH T^ TJ |_^ >4 cr* 5 -^ -- '^ £D • S^ g g t^ fl^^s « d a s 5:2 K^^ B cd O O^ceO M^^^3 Ph pt^ (L, 02 w piH ;2; Ph pq COLONIAL AND LAKE TRADE. 559 This table shows that, during the year 1851, 341,372 tons of ship- ping entered inward from the lower colonies in nine Atlantic ports only, and that 588,658 tons of shipping cleared outward from those ports for the same colonies ; making, in the whole, an aggregate of 930,030 tons of shipping engaged in the colonial trade with nine ports of the Union alone in that year. In order to show the relative total amount of tonnage inward and outward to and from the principal seaports of the United States and the North American colonies, the following comparative statement has been compiled, showing the whole tonnage inv/ard and outward at the ports named, in 1851 : Ports New York Quebec Boston » - ISew Orleans St. John, N. B Halifax, N. S Philadelphia ... - Baltimore. St. John, Newfoundland Inward. Outward. 1,448,768 1,230,082 533,8^1 586,093 504,501 503,101 328,932 421,566 282,450 324,821 176,802 178,079 159,636 140,174 113,027 105,789 103', 016 91,191 The foregoing comparative statement v/ill, no doubt, excite some surprise as to the relative amount of shipping and navigation to the principal seaports of North America. It proves, beyond a doubt, and without reference to any other statement comprised in this report, that the British North American colonies have industriously improved the extensive facilities and abundant resources they possess, and have already achieved the high position of being the fourth, if not the third, commercial power, in poin^^ of tonnage and navigation, in the world. The character of colonial vessels has improved within a few years very rapidly, and they are selling very readily in England at remunera- ting prices, and are found to be as good vessels as are built in the world. The St. John and Quebec ships take the lead in colonial ship ping. COLONIAL AND LAKE TRADE » 561 P ART X i I . REVIEW OF THE PRESENT STATE OF THE DEEP-SEA FISHERIES OF NEW ENGLAND. PREPARED BY WILLIAM A. WELLMAN, ESQ., ASSISTANT COLLECTOR OF THE PORT OF B0ST03C, UNDER THE DIRECTION OF P. GREELY, JR., ESQ., COLLECTOR OF THAT PORT. The fisheries of Massachusetts, and of the other New England States, were prosecuted successfally, and to a great extent, long prior to the revolutionary war ; and it will be seen by the treaty of 1783, that they occupied a prominent point in the negotiations for peace. By the third article of that treaty it was stipulated, ^* that the people of the United States shall continue to enjoy unmolested the right to take fish of every kind on the Grand Bank, and on all other banks of Newfoundland ; also in the Gulf of St« Lawrence, and at all other places in the sea, where the inhabitants of both countries used any time to fish ; that the inhabi- tants of the United States shall have liberty to take fish of any kind on such part of the coast of Newfoundland as the British shall use, (but not to cure or dry them on the island ;) and also on the coasts, bays, and creeks of all other of his Britannic Majesty's dominions in America; and that the American fishermen shall have liberty to dry and cure fish in any of the unsettled bays, harbors and creeks in Nova Scotia, Magdalen islands, and Labrador, so long as the same shall remain un- settled ; but so soon as the same, or either of them, shall be settled, it shall not be lawful for the said fishermen to dry or cure fish at such settlement, without a previous agreement for that purpose with the in- habitants, proprietors, or possessors of the ground." This article secured to us the 7ight of the coast fishery, which, as colonies, we had used and possessed in common with the mother coun- try ; and under its provisions the cod fishery recommenced at the close of the war, and continued to increase with the encouragement granted by the government. At first a bounty was allowed on the exportation of salted fish, as a drawback of the duty on imported salt ; and subsequently, the present system of allowances in money was established to vessels employed for a certain specified time in the Bank and other cod fisheries. The State of Massachusetts alone employed in the cod fishery, from 1786 to 1790, five hundred and forty vessels annually, measuring about twenty thousand tons, manned by three thousand three hundred seamen, and the value of their products in fish exported to Europe and the West Indies exceeded two hundred and forty thousand dollars. From this period the fisheries increased, and added largely to the trade and commerce of the North, until the beginning of the commer« 36 562 Andrews' report on cial restrictions which led to the embargo of 1808, and the war with England in 1812. The magnitude of our fisheries from J 790 to 1807, the greatest periods of prosperity, can be realized by those only who have studied this branch of American industrVo Beyond what relates to the value of the wealth annually added to the country, and the extensive emplo3UTient it gives to our native seamen, it has claims on the protec- tion of the goverment as a nursery for the hardy and daring mariners who have heretofore manned our fleets and fought the battles of our nav}^ Some idea may be formed of the extent of the fisheries just prior to the mercantile disturbances of 1808, from the fact that, during the year 1806, the value of dried and pickled fish exported exceeded $2,400,000. From this time to the years 1813 and 1814 it dwindled down to less than $100,000o Then it was that the war between the United States and England almost annihilated the fisheries ; but the navy was recruited, from the vessels laid up, with that strength and daring which enabled it to cope so successfully with its adversaries. When peace was concluded, the rights secured, under the treaty of 1783, to carry on the cod fishery on the colonial shores, was reliised by the British government. The treaty of Ghent, and the commercial convention subsequently, are both silent on this important subject ; and it was not until by the convention of 20Lh of October, 1818, that we obtained the privih'ge to take fish " where the inhabitants of both coun- tries," under all former treaties, claimed the right. And by this same convention it will be seen that *M he United States renounced any liberty before enjoyed or claimed by them, or their inhabitants, to take. dry, or cure fish, on or within three marine miles of any of the coasts? bays, creeks, or harbors of any oi' the British dominions of America not included within that part of the southern coast of Newfoundland extending from Cape Ray to the Rameau islands ; on the western and northern coast of Newfoundland, from Cape Ray totheQuiepen islands ; on the shores of the Magdalen islands ; and also on the coasts, bays, harbors, and creeks, from Mount Jolly, on the south of Labrador, to and through the straits of BeUisle, and thence northerly along the coast." We have, by this agreement, the liberty to dry and cure fish in any of the unsettled bays, &c. ; and when settled, with the grant of the proprietors of the ground. Some of our vessels have attempted to carry on the fishery as they had been in the habit of doing; but the prescribed limits of three miles from the shore the imperial government decided should be measured from the headlands, and not from the interior of the bays, and excluded our vessels from the passage or strait of Canso, and denied our right to land on the Magdalen islands ; thus driving off the American fishermen from the usual fishing grounds, and in many instances seizing and confiscating their vessels. These proceedings have naturally excited much ill feeling, especially with those who have for so long a time resorted to those shores ; and these onerous restrictions ai'e still in lull ibrce. The advantages thus secured to the colonial fishermen must be ap- parent ; for while our fishermen are compelled to go out to the banks in large vessels, fitted at great expense, and with crews averaging nine men to every schooner of ninety tons burden, and extending their COLONIAL AND LAKE TRADE. 563 voyages for many weeks, the colonists carry on their fishing entirely in small boats, with perhaps not more than two men in each, who return to their shores at the close of each day's work, and land and cure their iish, which at the close of the summer are laden on board their ships for a foreign market. Our vessels return to our ports, when laden with fish, to wash out, dry and cure their "fares," and they are necessarily much behind their more favored competitors in seeking a market for the produce of their toilsome labors of the fishing season. In consequence of these unequal privileges, and the change of policy of our government with regard to a reduction of duties, from specific rates to a uniform ad valorem rate of twenty per centum on the foreign cost of imported fish, our colonial competitors now supply our own markets, as they did formerly the principal markets of Catholic Europe and the West Indies. And not only our own markets are flooded with foreign-caught fish for consumption and for transportation to other American markets, but the Atlantic ports, since the year 1846, have become depots of vast quantities of dry and pickled fish for exportaimi to foreign countries. Prior to the enactments of the tariff law of December, 1846, and the warehousing act of August of that year, no drawback was allowed on foreign dried and pickled fish, and other salted provisions, or fish- oil; and so far as relates to the drawback of the duties paid on said articles, the prohibition of the 4th section of the act of April 27, 1816, is presumed to be in force. But its provisions are entirely nullified by the operations of the warehousing act, which allows foreign fish to be imported, and entered in bond, and exported thence without the payment of any duties* By the statement marked No. 1, appended hereto, of the imports of fish into this port, from J 821 to 1851, it will appear that during the first-named year only six quintals of dry fish and eighty- seven barrels of pickled fish were imported; and that, during the first fiscal year after the passage of the tariff^ of 1846, nearly fourteen thousand quintals of dry fish and forty-two thousand barrels of pickled fish were imported; the foreign cost of which was a fraction short of $200,000. Statement No. 2 exhibits the exports fi'om 1843 to 1851, by which it appears that in 1843, 1844, 1845, and 1846, not any foreign- caught fish w^as exported; and that the value of the exports of American fisheries averaged half a million of dollars annual^. The same statement shows, that from 1847 to 1851, there were exported from this port 63.816 quintals of dry fish, and 92,524 barrels of pickled fish, all of which were entered under the provisions of the warehouse act, and consequently exported without paying any duties. These facts most strikingly illustrate the hard lot of our fishermen, who are denied equal competition on the fishing grounds, and are like- wise deprived of the discrimination in their favor, extended to them for more than half a century, by the general government; consequently, the results of their adventures are diminished from year to year, as the home markets, as well as the foreign markets, are being supplied by foreigners with foreign-caught fish. Statement No. 3 exhibits the quantity and value of dry fish imported 564 ANDRE WS' REPORT ON and warehoused for the fiscal years 1847 to ISSlj inclosive, and the disposition made of the same. Statement No. 4 shows the same lor pickled fish. By the first it will be seen that twenty-seven thirty-fourth parts of the whole importation were exported; and by the second, that fifty per cent, of the imports were shipped out of the country, to the exclu- sion of American fish. These facts are so very striking, that comment is deemed unnecessary. Statements Nos. 5, 6, and 7, exhibit the quantity and value of each kind of fish imported into the United States from 1843 to 1850, inclu- sive, and also the exports for the same years, of both foreign-caught and American fisheries. In the table No, 5, the increase of imports will sufficiently appear ; and I have to call your particular attention to table No. 6, in which will be seen that in 1843 no foreign dry fish was exported from any port in the United States, and only one hundred and three barrels of pickled fish ; and even down to 1846, the small amount oiteii quintals only were exported. The following year, 1847,. thirty-five thousand quintals of dry and fourteen thousand barrels of pickled fish were exported, and the annual exports have gone on in- creasing from that time to the present; the quantity of pickled fish for 1850 being over fifty-7iine thousand barrels. Table No. 7 shows the quantity and value of American-caught fish exported to all countries for the same years. I also append table No. 8, which shows the whole quantity of pickled fish inspected at the various fishing towns in Massachusetts from 1838 to 1850, inclusive. This document is compiled to exhibit the magnitude of this branch of the fisheries in this Commonwealth, and the interest Massachusetts citizens have in the proper regulation of the fisheries. I also append hereto statement No. 9, of the tonnage of vessels employed in the fisheries of the United States for the years 1843 to 1850, inclusive, designating the tonnage employed in the cod fishery, mackerel fisher}^ and of vessels under twenty tons burden in the cod fishery, and also register tonnage in the whale fishery, together with the aggregate tonnage of the whole country for each period, by which a comparison can be made, at a glance, of the relative tonnage in each employment, with the entire tonnage of the United States. In the year 1815, the year after the termination of the late war w^ith Great Britain, the fishing tonnage of the United States did not exceed fifteen thousand tons; in 1835, twenty years afterwards it reached one hundred and fourteen thousand tons ; in 1845 it was two hundred and eighty-seven thousand tons; and from 1846 to 1850, it increased about nine thousand tons only, including the whale fishery* Although the cod and mackerel fisheries were each regarded a trade or employment within the true intent and meaning of the 32d section of the act of 1793, the authority to issue licenses lor the mackerel fish- ery was first granted by the act of Congress of 24th of May, 1828, by which it was proposed to keep the two employments distinct. But every year's returns show that vessels so hcensed have been engaged in catching cod fish ; and the owners of such vessels have in many dis- tricts obtained the bounty allowed to vessels in the cod fishery, by de- COLONIAL AND LAKE TRADE. 565 ducting the time employed in mackerel fishing, if the time required for bounty was otherwise made out between the last day of Febuary and the last day of November, in the year employed. The consequence has been, that within the customary range of a fishing voyage both cod and mackerel liave been taken, without regard to the tenor of the license, and the collectors generally have paid the full bounty allowed by law to those employed exclusively in the cod fishery. It would therefore appear from the legal history of the fishing bounties and allowances, and from the constructions and understanding of them by the various offi- cers whose duty it is to execute them, that the whole system requires revision. The regulations for dividing the proceeds of the fishing voy- ages, instead of paying monthl}^ wages to the crew, are too frequentl^f evaded by a large number of vessels ; and notwithstanding all the vigi- lance of the ofticers of the revenue, it is quite doubtful if the actual fish» ermen now derive much if any benefit from the large sums annually paid out of the treasury for fishing bounties. I regard it of great im- portance to cherish this branch of industry, ancV would not recommend that anything should be adopted which would impair its prosperity; but I am so strongly impressed with the conviction that those most inter- ested in the business would be benefited by a more thorough supervision of bounty claims, that I do not hestitate to urge its consideration upon the departmentc The second act passed by Congress after the establishment of gov- ernment—July 4th, 1789— allowed a bounty on dried and on pickled fish j and on salted provisions, exported to any foreign country ; and this act continued in force, with the m.odifications contained in the acts of Au- gust 4th and the 10th of August, 1790 ; of the 18th of February and 8th of July, 1792; 2d of March, 1799; 12th of April, 1800; and finally re- pealed by the abohtion of the salt duty, March 3d, 1807. From 1807 to July 29Lh, 1813, there were no bounties or alloivances to fishing vesselso This last act restored the fishing bounties w^ithout granting any allow- ance or drawback on the exportation of salted beef and pork; and the rates allowed were increased by the act of March 3d, 1819, according to which all payments are now made, I have thus summarily traced the history of legislation in regard to this subject, in order to shov/ the share of public attention given to it, and as preparatory to giving a comparative view of the sums paid by government as bounties under the various acts of Congress. It appears that for the year ending December 31, 1791, the sum of $29,682 11 was paid as bounties on salted provisions and pickled fish, but nothing was paid to vessels employed in the fisheries prior to 1793, when, the sum paid was nearly $73,000. For the year 1806, the Rim of $37^000 was paid on salted provisions, &c., and $163,000 to vessels employed in the fisheries, making a total of about $200,000. During the years 1812, '13, and '14, no payments were made. In LSlSjOnly $1,800 were paid; but in 1820, the first year after the opera- ion of the act of 1819, the sum paid amounted to $209,000. The imount now paid annual^ is not far from $320,000. B}^ the abstract lerewith, number 10, it will be seen that at this port alone there have )een paid more than two raillions of dollars for bounties since the year .841. The sums paid to vessels licensed at Boston I have separated 566 Andrews' report on from the amounts paid for drafts drawn by collectors of other districts, designating the particulars and the aggregates for each year and for the whole period. It will be seen, likewise, that while the allowances have condnued to decrease at Boston, at almost every other place they have increased. At this port, for several years past, an inspector has been detailed at the commencement of the fishing season, whose whole duty it is to look after vessels engaged in the fisheries, and to note, from day to day, every vessel in port, and all the particulars relating to her busi- ness, and at the close of the season the facts collated are communicated in detail to the collectors of the respective ports whence licenses were granted. Under the instructions of the department of February 22d, 1842, a certificate has been required previously to the vessel's depart- ure, setting forth her seaworthiness and a description of fishing gear? &c., and such a certificate has been regarded here as a necessary pre- requisite to the obtaining the bounty. The journal of the vessel, to be sworn to by the master, has also been required, as directed by instruc" tions of 22d of December, 1848; and the last circular on this subject, of September 17, 1851, as modified by circular of December 11, 1851, will be strictly enforced, and applied in the liquidation of all claims for the bounty during the past season. If tinae permitted, other matters might be examined and stated, bear- ing on this subject, but they would little aid or strengthen the infer- ences to be drawn from the facts submitted. The extent, character, and value of the fisheries, in connexion with the trade and commerce of the British North American provinces, w^ill appear in an examina- tion of the statistical tables which form a part of this report; and from an examination of the existing treaties bearing on the fisheries, the re- strictions and inequalities under which American fishermen pursue their business will be apparent. It follows, therefore, that to secure anything like reciprocal trade between the United States and those provinces, a more liberal policy on the part of the British government in regard to the fisheries must first take place. , So long as our citizens are compelled to conduct the fishing business from their vessels in the open sea, and the colonists are permitted to land on any of the shores, inhabited or uninhabited, and set up their fishing stations, and carry on their employment from the land, and American vessels are denied the free navigation of the St. Lawrence, the Gut of Canso, the shore fishe- ries, and other advantages claimed by the colonists, under the sanction of these treaties, it is believed that our government cannot adopt any measures tending to additional benefits to the commerce of the colonies. I also transmit abstract (No. 11) of fishing vessels lost during the past season, their tonnage, loss of life, &c., as returned by the collectors of the several ports therein named. Custom-house, Boston^ January 7, 1852. COLONIAL AND LAKE TRADE. 567 The following statement shows the allowances to vessels employed in the fisheries and bounties on pickled fish exported from January 1, 1820, to Jane 30, 1851 : Years. Allowances to ves- sels employed in the fisheries. Bounties on pickled fish exported. To 31st December. 1 820 . . . ., ..o . $197,834 63 170,052 92 149,897 83 176,706 08 208,924 08 198,724 97 215,859 01 206,185 55 2.'^9,145 20 261,069 94 197,642 28 200,428 39 219,745 27 245,182 40 218,218 76 223,784 93 213,091 03 250,181 04 314,149 49 319,852 03 301,629 34 355,140 01 235,613 07 169,932 33 249,074 25 289,840 07 274,942 98 276,439 38 243,432 23 286,703 77 287,988 75 328,265 01 pi, 168 71 11,107 80 1821 .o 1822 1893 11,158 30 10,988 50 10,162 80 1824 0 o. 1825 1826 0 10,560 60 13,640 40 1827 0 , 8,879 20 1828 1829 ,. 1830 1831 ...o 1832 1 833 .... a , 9,026 23 9,007 60 9,073 10 13,406 20 14,392 00 13,284 43 10,802 21 9,536 80 1834 1835 1836 1837 ...„,.... 1838 6,731 80 7,360 42 5,474 30 1839 1840 4,743 50 4,953 90 4,760 40 1841 1842 5,629 30 3,315 05 Six mos, to June 30, 1843 1844 6,663 60 4,174 20 5,540 60 Year ending June 30, 1845 1846 .... 1847 ,. 1848........ 1849 6,488 20 747 80 68 40 1850 , 1851 30 00 7,725,373 13 241,936 35 M. NOURSE, .Ming' Register. Treasury Department, Register's Office, August 11, 1852. No. \.~Impons of dried and jncMed fish into the port of Boston during the fiscal yeai's ending June 50^ from 1821 to 1851. Year Dried fish. Pickled fish. Quintals. Value. Barrels. Value. 1821 1830 1840 1843 1844. 1845 , 6 37 575 169 125 684 430 13,822 20,774 723 7,013 3,424 §13 389 3,937 1,989 1,340 3,933 2,798 22,424 48,262 2,851 15,244 8,463 87 351 7,845 9,667 26,047 21,322 17,598 41,456 72,419 34,597 55,886 92,312 $245 2, .591 76,194 39,796 170,585 194,948 155,264 199,171 .^22 7.^0 1846 1847 1848 1849 ,o 189 695 1850 301,904 1851 , 473,005 47,782 111,643 379,. 587 2,126,128 Collector's Office, Boston, December 17, 1851. P. GREELY, Jr., Collector. 568 ANDREWS REPORT ON 6 ^4 CO 00 ^ ^ «5 , ^•1 go i- Co ^ t3 Of COiOOO'tj^COOJGOO CO 6 lOGOOJLOt-tOOO CD d COC£)»O»O»O00t— IrH O od CO CO ct: ir: f>} (TQ 00 "^ C5 > CD t- Oi C? 00 O r-i CO '^ U-5 "^. tQ '^ (TO CC Ci tr: a =?^ •i-i CO o [«^ • • • -H en CO C3 00 CO • . 0 1- ^ o cr. '^^ CO aj • - . -^■' r~) G^ CO CO OD • • . -^ CO '-H ■'^ (X) •<^=' > • • • "^ o LO CO en >o : : l"^^ 0-3 nd P^ r^ O " • • CO CO O -^^ lO ^ P^ • • • c^J cf^ to OJ 5^ • « • T-l G^J rH T-H C^» en '1= A : : : ci O • • • r—i CO !:-=• Oi 00 CO • • • CO C- G^J CO t- I- '5 6 . . . CO »o -—1 1- CO "^ & !:s • . ■' 00 00 C^ CO t- o 'd « . . ^ r^J rH r-H . . . a^. r-H >■ r^ Q • • ■ 00 CO O T— < -rpi CD ^ • • • o^ o LO r^ cn . . . CO en o CO '?f' S ci -«-3 . . . en CO CO ^- CO co" • S ; ; ;^'-* CO *s O* I * ° iOt-OCTit'UOCOOO r- CO O QO CO C- 00 T-t C5 o GJ JOCOCTlOOT-fUOOr-j c^ d f^.^lo'c^<:^^co'■^"co^G^^ o ^ C0C0r-H- -Td r2 ri^ O S-O '^ rH rH 00 CO C^i i— r-H P^ CO CO O CO CO CO O CO C^ -f-J' oasG'Jocoococo CO ir- est CO T-H lO {>■ CO -^ ^JD f-c rH i=H C-i f^ a-i rt ^ o g OOGOOOOO'^t-r-HCO to rH t- '^-^ ao o -^f c-i CO ■=r^ s 1-i O U^ 00 I- C5 CTi CO 00^ co" T-^T-Too'cri'^W^^coirs' < "rt O '-I 00 .» (>? .-H CO »o rH -'^i^ lo CO c>:! CO G^3 c^j T-i CO b t> •te-- C^ Q CO CM O CO O G^? T-H to en w r-H lO CT3 rH t- r-1 CO O 00 r— 1 CO CO t^ C- t-l 'cj^ Oi 00 •^ .s I— CTi CO GS5 LO O v'Tj T-H o" to •^ lO u-J O O O CO CI '3 (^ rH r-H r-t t— i rH T—i en G^ I : : l .2 Q PV •^"p : I : GO I ! ! o . . . • CO to CO t-^ CO en O -H ■^'^■^-^•^'t^itoto 00 00 00 00 CO 00 CO GO rH r-H T-i rH !— p-H T=H r-4 o COLONIAL AND LAKE TKADE. 569 GO lO "^ ^ CO . t-' 1-- CO CO Oi a> CO ^ as r-l CO 3 ^^r CO 13 f-H > .2 ex, ■ O CO QOO CO S ;§ ^'' '"^ T— ( p g ^ CO* O CO f 0 o CO 6 "^ ^CO r-M T-H G^> a •K^ 03 05 J— lO c t- •^'^ ■^ 3 ^ ta S^ ii"^ c^; T-H rH C\! 0 CI ^. w '1^ 5, 1 'O 0 0 o> < *^ GS( C>? 0 -<^-< CTi f4 0 lOr^^So^ tr^^ ffl G^ H ^ . -^ti t- G^l £> y <^ . t- CO t- S ^1c? UO C73 t- Id P GSJ r-l CV3 t- d > q .2 ci fH ^:Go 000 CO O ^ Oh d is* CoG^ O^r-i c^ d CSH H 3 . t^ Gn? "S 00 co-^ CTi O' 6 cf CO 10 -^ »« '^(^ GO CD f- (X) 10 Oni GO S ^ 00 f-O i-- 10 OD > 3 o.rt-'^^'^cr i-o" C^ U-5 ^ ^ 00 JJ c,: c^ "^ --f 0 cyj o ^- r^o- c^ 0 f~H f-< <-H 0 ^ P g ^'ph -^ 0 o-:) uo ^ I- CTJ GSf GC) r- & C? CO 0 ** >— ( c:; 0 ^'^^-^t^-^-^^ ■^ G^ CO I ■C3 rt O) ^ rt CD >^ COCT 0 T-( bJ) <«* -^ iri Ll-3 00 O) 00 00 0 S^ T-H r— f r~( r-H ^ fH d 0000 ::t CO CO -^O CO 0 0 © 0 ^ 0 ^ p a ::i 'J ^ ^»^ >~5 •-> 00 O CO 00 o CO S g o ' ^ o ^ s If ^ '^ ^ o t-O OOCD 0 •^ ^ CDr-i 0? -^1 00 t- ^ ■^ 0 p "^ CO 01 00 <03 li 1-- -^ CM rH LO ^Q^ rH G^ > d 0 ■-+3 M CQCOrHlO 1—4 P^ § •G^ Gvl rH Oi !0 s tOCM r-i-^ CO s CfL, f_^ ?H P! ki-i r9 0 m CY5 I— -^ 0 r-( CO CNJ -^ '^ UO 0 r-H t- '^ '* CrS -^03 l- cd !— f r-H ^ w cq •^Oi t- LO 10 CO '<*< CO -— f CO t3 0 ^ C^CTQCOCO 0 "d > CT5 00 Cti t^ ■^ S P- 03 CO CYi 00 CO d .2 CO r-i UO 00 0 o5 3 CO CM G^ CO »o 0 1— 1 GNl P3 fa d ^ o-. f^ ? M w 00 00 CO CO 10 A rH 03 1— 1 00 i-H f^ "^ CO CO t— uo 0 p ^ M Eh 5— -=** 'tti C^? OS C^ CI r-^r-iC-l t- c pq '^ ifO CO 0 cn 0 CO crj COCO CO r2 00 00 CM £- t- Id UO {— CO 0 o? C<1 r-iOl r-i 00 d .2 ^ cd f-H CO CO rH ^ 0 3 ''^ CO CO CO g-^ G C4i( c^ H 0 COG^J 0 i-O 00 00 O^J l-- to '^ coo 0 en t- CO 10 t-ci r-H 3 0? pq COG^OCO '^ C^ '^ to T-H CO 0 r3 •^ CO 0 t^ ot 13 > rH CO uo en CO 0 0 CO GN? -^ 0^ T-l 1-H G^ CO =©?: ft w r^ CO I- CO c^ 00 t3 3 ,J2 CO 00 00 T-H ■^ p •^ CO CO 0^ rH U ^ CnJ^ Pi ^Tl «0 t- O G^ • cz:> ^^ CO ' »0 GO 7-H • lO O CO t- CO CO T^f o S5 o • • UO CO • • -G^J z6 o r-i :s : : ^ -to • CO 00 - UO • CO - oo " rH 0 • • }._..... CO as o r-H ° -^ • r— i « • GO . 0 ^ Ci • ; • ; ; 00 n3 o 1 6 1 'rto t- o • o • c^i rH -* • • • • C75 CO CO rH 1-- r-i G-J • » rH . . . , =@5t ,. ,. .^ .N . . . . . . (TQ --t tH CO . . . , , , 1^ . o . . . , CNJ . . . . 0 . QO«-r5CicrJCDiOt-t- -CO '^00000 • • • CS! t- LO o-J CO • r-t • r-i ' ' ' T-HGNjrH t-^ ; : III C^ * o III oj ; : : : I CO o lO o" CO -6 CD Q d 3 2 • CO lO 00 " cn • • c:> • CO • c^ • • • 'CO 'r-i • tH • • . . rH ■> • • • «o CO l'^ f : • • ci -CO ° o • " CTS rH o SI ^ 3="" a^ r-H t- ) OO CO f-i I— J COr^SJCOCOCD-^O " • ° ' • r-i 00 00 G"^ r-i O ■>•■>• - ■^ O? G^i . CO <" • • ' • oT ° ; o ' ; lO C^ ..... CO O^ tH CO GO TO rH ^ CD vnC^ CTJ CO rH f-( CO i-H O • • • • • C-i T-i rH jrj . . o . • 00 ..... ^ : : : : : uo CO 'd CD oi S 3 • --S©: 'CO S?;:S : : crs • • • o • • • • ' o? • • • • CD co" : . . o CO C^ t-H • ' • CS rH • " C.0 • • :^ : : : : g CO 'd o oot-crsooococoiro ' • »— o oi CO CO CO C^ en • • r^QT^OO f-1 T-l CO c^ » ° eo C3^ -—I CO "^ GO t- vH r- -^ riH CO CO era r-H • • G^! CO^ • • to" • • G . rH pH O > :}5 If 21 a 1 • fH GO 00 ;-< O a © c E- c 1 o . , J. * • r • • Q : ! ^ • '-^ 1 . 2 o c ^!^§ c 3 c J C - }■ Gibraltar . . . Mexico ........... o Sweden and Norway — . . . Trieste.. .- TVTol + o • < I f . c COLONIAL AND LAKE TRADE. 571 -^ rH C^? 1-- CO Ci t~- O '^ 'tt CT C^ VO O? -<=P CO r-t f-H ilO 'C^ f— ( t- en 1-- CD CO -< o o^ • X3 CO t^ t- 00 CO t^ CT^i • r-^ CO -^ 1—1 tH '^ Oi • m CD o o I 6 o pi! ^ O t-H CO lO •«* 1.(0 CO »r5 O rH O CO O ^ CO O -^ l^ rH O lO r-H r- GO =$^co • CO lO • T-H V— ( • CM l:— CO CO r-f ■^ CO o »o CO t- CMC? o CO i— CO CO CO CM iO 1--00 LO CO — t I- CO CM c? CO OS -= oco t^ 00 -^ "^ t- >-0 LO c^ OOGOCJCOCO-^C^G^ CO CO O? rH UO rH -^^ OrHCOOlrHCOa^'^ !>■ CO CO r-H O 05 lO CQ CO CO r-HC^ cr) t- lO CMOO O rH CO o ^ -a* ^ "^ ^ M CD '^ CD II 2 a J^ ci o cH fd ^ ^ ■, rt 2^ 2 d,±^ o s © ' ee» t3 o w 572 ANDREWS REPORT ON O QO 00 o CO ^ 1^ s o 00 G0<^ "* t- "^ • • • • ' rHQi ' "050 'O 00 rH O '^ »0 00 • • ' • "cooo • •-*'?^ '00 O C^ O CO '^^ri CO • • » • 'OOO • •COG^^ "t- "13 -^ ^r-i^i cn^ . . . . . r-H i-H . . "Tf . > ^^5: lO . pisl ^ lO « --^ '^ o • • • • 'Oto • '-^O "O o »0 t- rH lO ^ O) ° • • • • 00 o • » oi-^ • O (C 3 CO G^ CM CO G^J ^ • . . . . o:) CO • • 'tf' . (TO o P5 r-Tr-T r-Tc^rco" I . . . . . . rH 00 CO'* •COt"-!-^ "r-f • » • • 'CO • • •05 03 . • -=:}< o "^O "GOiOCO °rH • • • « GO • 0 • I- -^ • • o? CO CO » "^-^ t- U-3 • -^ « • «■ • lO • . • '^tt^ t- . . -^^ r£^- , rv ^ . r. . « o , TS ,1-HQO . t- . . . . . . rH CO . . r-i .2 . O) . rH . . . . 00 CO • 00 O LO • r-^ • • • • GSi • • - -^ r:f< ' • o Q ■^(^ »T-(0>?cr:i -c?: • • • • lO • « ' en 05 • • uo ^ rH » t- OJ G^? • O » " • ' • GNJ ° 0 • to lO • • GSS O . (X) CO . 1-' . . . . . 0 T— ( (TQ CTj r-K '^ '^ en ° • a^ • • o °GS! • ° • to ^ O t- UO C£! i-H ■^^d'l • 'CO • 0 ir^ • o . . « (-3 r3 CO a:i o o 00 so > • i-O • • I— . T-H . • . lo ■rj 1e > c CX) '^ti rH O t- lO • . . , H^ r,^ ^H — * -rw . t^ -^ -^ crj cfj GO • • o • • o • CO • • • G^ CO Ol Ol O -^ CTi • • CO • • u-s . .^^ • • • t- s 3 t- CO -^ -^i !>■ 1^ • . ,~s . . CM ' l'^ . . . '^'^ 05 P G^r-T Co'o't-^ ' *. ^ t r-T 00 T— ( 0 f-i • to CO -^ o - o • ° • • 05 ' • ° - CO ° o o o o » cnoi-^i^ ■■ o ' - • • to • • • • ir^ • lO u^ s (X) « c^ c:> t- ^ ' c. ■ lO-H ^ i>. o p^ ^ o t-l » -^ • o • » Qi ' ; • «C^ • fH < O ! i-T-^ I to" I ! * I : : : t- t- •^ t- -^ ' . . . • lO CN! --H O rH O O "O ^ S CO CO coo ^ • • • • • GO C^ to GNJ to CO lO >0 F-=f »-H I- •^GO • , . , . -i OJ CO 00 r^ GO PP T-H 1— i .-^"■S^^ : CT5 " CO Oi -—t ° c- • • • " 00 • - • • OOO lO o -^ . lO CO CTi "CO • • ° • • o • • • '^C^lt- s ""l. • CO CO lO • »o • 0 • ■> GO « ... t-, c^ ■Td I lo" ' CtT'^'^ I r-T I ! ! I . . . r-i .2 ___^%_. '^ r- iGf f . rH . . . . c:> • ° ^ ir ) " to • " • ' ■■ ~tO~' ' ' • G■ » ' • • ilO • • • • rH LO l- ^ o ■> • o crj i- -co » • • • • GN • . . . a^ifi O Gv? . t-T-:!?^ ° Co" I . . . I T-H . ..... "co"" rH to t— O • i-O O 00 >0 CTi O i_0 ' . o • Oi • Ti^COCOCO •QOOGOrHCrjG\lCO • S • 1— i T-llOUOrH «CQ^f~)C\l>-H!~iO 'd . CO GO ^ CO . y-^ r-^ Tp > . =e& CO . o r-f 05 i-. o • O O O O l- O i-O • ... o • CO « p-l CO LO C^J • CO O CO i^ C-S CO o? • 0^ 3 o CX) • 05 O CO . pH a-0 O 00 -^ f-H Ci • • • -T^ C^i Oi G^l G^ ...... 0 . CO . OCO^tOOt-ODGNJ Q O'^iOCTiOOtOG-^'^ <■ >• G^i T-i G^} O C^ t- r-( . . o . . . . . 6 O" t=H . . 0 . . . . . CO . ] I I I 1 5- : * • • ^ , ^ . 02 • . . • . CD « , C . : K • O c < • ° • cd • » ^ : : .2 : : S : ^^ . ^ ^ 3 -^ 15 ri-vJ b .p- wH ' d S . » c: . d „ ^ "t^ Tq pj & Danish West 1 Dutch West In British Americ; * 'B • c :«: d a. c3c 1l 3i '^ ^ '^ '■"^. ^ S -J § 'r- /, t> British Hondur British Guiana British West Ii TeneriiFe and o COLONIAL AND LAKE TRADE. 573 '"'go CO ^v':: - o • GnJ o •CD • r- ( irj . o • CO CO ■r-i • '00 • i-H r »0 t- G^ CO C^ O 00 r-t o t- O CO 00 "*.< ■^ ei 55 . o . ♦ . . • fH ' z : : * ^ 13 : : : • :.^ O) • • • • • CD o • • * • * 5 ^ : d g : :^ rf cd^a^ • ' -^ CO " ^^ .-.'^ do So fl^ fU „ ri ^ lO rr> 1— t ^=^ o> fl-^ Oi •'-tC i^ §1 g bsra ■ o ■*i -M i:^ o ^ ij" o o !:?» ?s. u ^^ O 00 o^ ^ fl w o -^ cd ..< o ^^ O o^ ^ ^ t>,co o "^ rT o cj m W St« ^■'^ M o H.H K 1 ^ ?? a 1—4 o 2 .^. t> 1?;^ O -574 Andrews' report on o 00 CO -^ 00 O CO »4 Jo CO J ^55 o o CD o PP t— lGNJtOiO»/i ' to ^ <7^ CZ> COt^ -^ co-0Q0iOl:^Ol0CO5 • CO t^ (— . ^e*! uo VO GO rH CO 05 C<1 CJ OO t- r-lO 05 lO O UO iC CD 05 -^ p-H to CO CO «coa50?toCTotoocococ^to .Oa5t-G^iOt-t-(?iC5COOCO . CO 05 "* I— i O 'JT* to t^ ■^ COO) t- oo ^ 00 05 »-o to to CO 05 00 CO t- >0 00 to 00 05G^JG^?Wr-,t--050 rHO5tOt-)uOC0O5'^ CO 05 to CO C- C^ >o I- to ' C^ G^ 05 ' rH 05 to OrHt-(?>Cr5O00-^ 00 OJ to t- C75 CO t- rH rH to O '=J* •^ 05 O O? CO rH i-H 05 --^ 00 "^ I-- 05 00 t— rH •<::}< CO tH rH O C "o ^ cd S 03 rf • -M ■■g-gll 00 to O to rH • 00 O CO O '^ o I— I en »o 00 CO • oo o m c>j o e^ tOtO O"^ • C^tOl-iOrH OCOCOi-HCN • O O Jr- CVJ t- t- CnJI— GStt-'tO •COiOO'«^COuO OV t- to -— I • O G^ C< . n3 .2^ :o.: M q; g (5 Q O pS — I CO CO r-i Oi rH t- c?i c^ r.^ ^ CD -^ r-( ^ GN} QOO O CM f-* CD — < CO coco LO GS! O L(0 "^^ ^ C- r-i "OOO-^iOCOOr- (CO y-l O? 00 GN! "^ CO '^ 00 (^? lo CO -^ i-H '^ lo i-vfOOr-t-^COr-l-rP rH rH GO rH CO T— I J~- O '^ coc? CO CO "^ s :< 8 g o aj CD ^ s ^ s S « ^' W2 ^ in « a) o ■ ~ :2 o ^ r. O J^ CD f3 fH o . . . ^^ c ^ B J3 d o '" 576 ANDREWS REPORT ON ^ O* CD O O d fu, pq c3 lO CO GOOD OO JO CO 00 o o -* <:r) (^ r-f to O en '^ CO -^ !>> to rH G0 rH lO LO el's IlO r— I CO O t- f-H CO UO (McoQOcoO'^fo^c^a:) ocot-»ocoaD'-- 1-1 o i-i c? CO t- (7* lo -H >-( CO CO (M "^ CO "^ 00 GS! !-H 00 O CO 00 t- UO xo t^ 00 OS C^ lO lO O r-l T-H LO t^ -^ OG^ to O G^ ^ t^ ^ r-i uo G^ a:i 05 t- O CO lO G^! uo o:) 00 '^ O t-- »0 CO — 1 COG^OOGSf CO ir-cnot-t"^<^ooaiococo G^C0G^OC0i0OrHO000Dt--O lOt^G^rHlOCOT-tJ— lCOCO'*G^«-H O^ t- t- -"ti -rh rH CO t- ^COO-^r-tOOCOFHiOCOCTsCX) a5GV{QOOo:iG^"«:iou:)crjt^>o rHiO COCOCO >OC-010iO O CO CO •^ CO t- r-H O^ lO -^ G^? lO 1-- ^ G^ pH '^ t- G^l CO rHOO QO VO O? !>• CO OJ Oi CO >0 CO GS! C7i '^ r-ia)0 lO o CO O 00 CO COO^ OG^ rH --^G^? O OJ CO too o »o »0 CO o o O 05 "^ o o^ o CO CN o o? T-H C-? lO rH 05 05 CO '?f G^J rH f-. CI t- CO Ir-'^OOO O O v-H CI 00 to CO CO 00 CO J>- t-* OQOOOO? C? ^ kO CO •Oc?: 00 00 rH t^ rH CO"^ 05t- OC< o.a 03 Ph Ul ^ IIO SH:^ gj^^tl" o o o -(J -^J +J ^ QQQOpq k. C M ^ u w ^ -^ O c^ o «?^ COIiONIAL AND LAKE TRADE. 57? e?t rH '«*' 00 CO CM fO CD CO "^ r-t i-H ffOOO ^ Oi O UOOOO-HiOCOO'^iO ■^ rH 00 ^ 00 CM ii"5 GO I— I CO O CM CM I-) CO G^J r-H toco t-CQ 30 to CJD cr3 CO CO CO lO irH C5 T-H "^ £- T~t io "^ en '^ rH CO »o ■^ o? ^ GO to to CM r-l '-T COl^ >^ CO OOtO o »>• rH CO coo vf5 CO u:) -^ j— o CM CO CO CO f- ^O CO CM — lO to (?«a5CM'-iooa50'*coi>"-H gNJ -Ji^ CO >-M O^ —* 00 CO 00 f-l ''J^ .r-tcocMcoa:)CDCMuocM— i lO C c^ »^ (^ r-f OS C^ C£> LO- 00 C^ 00 t-' too i-t CO t- CO coo O t- CMOO- OO rH CO CO coio o? o couo t- cs> © 05 t> © -1-3 oj ra CQ COOO CTQ CO-^ O »0 <0 CTJ CO GS? t- OS t- ^ GNTir-^ Co't-T rH-G^ CO -TJH L.O- O O ^Gvl O '^ -^ T— I 00 CO^ C75 !— I t-- OS t— I 00 5^ UO CQ CO c:i to- CO 00 cyj ■^ci^^OO CO^i-TcO t- --H- 00 CO CO t-- CO r-^- 1- CO »J0 r-'.'O &- CO O CO CO CO- 00 00 O -^ CO- LO COG^ O CO LO i-H CO t- COCTJ'rJ^COT-iiOCOiOCOCO OOOt-OiCOt-iOCOM^OO t-to-^CQt-iOrM coco G<1 lO CC •^r-Tr-H" ^o" O^COOOr-ll^t^OtO-^t-- G^OOOLOJ>.a>-^- GN?i-H ilOi— i-ioOiCOC^l 1-Ht^ CO 'Tf LOO COOiO? GO G^ l^ O? O) CO- CO 'St' CO 00 00 O t^ CO lO rH 1-H .to !>• G^ -^ CO Lo o 00 Lo cn o CO O CO 00 CO GSt CN{ TO t> 5 CO 00 00 CO GvJ O CO LO CO CTiOO 1 ^ ""S !"S ► ^ 0^ 5 . S . O Pi +J -l-J ^-3 _g ,*J 02 Q Q Q Q O pq <5 M oq pq fc Ph pq fl rt ^ (U o P '^ 'm Jh tn O O n3 '^ ^ -^-^ ^ rt ni o kS COLONIAL AND LAKE TRADE. 579 « 00 jr- pH » O? CD CO GO J>^ 1^ !>• C?5 CO to I- lO CO id to 00 (TO O r-HCO CO rH t- COCQO O 00 i-H CH) GO -^ rH O t- 00 O CO J— i CQ to lO -^00 G^l CTJ O CO CO to to - !>• CO . CO CO r-l CO i-H Oi '^ 00 O '^^ Gvi CD CM I— I CO T-H to 00 00 CO t- ^ C7^ C^ 00 COrHCOOiCOOOOCO COi— iCOr-Hi— ItOGStGOtO '^ CO too to COCO OO 00 '^ O c (M coo to CM 00 en CO t- O^ r-l 00 !>• r-( CO CO en ■^ to to 00 T-( CO OJ ooc^ o •^ oo 10 en . to r^ C£> O CO . O CO r-i C^? O . rH to CO en ' co^-^ co'o" toococD .iO'~< oocn COOG\!t- .C30 ''fC- o to to ''^ 000 O CO 00 f>'» en to • C to QO -^ t- O » O i^ 00 CO I-- o CO CO t-» 00 en o o to 10 o CO -^ (X) to c^ o O t- '^i « oj 'O tr> r-( CO • l^ rr: '^ t^ O • cnto :o tocxj • 10 to vr5 o es • --H -?j< to GO t— . t- — f-< 00 (7J O (5^ C^ o to rH 00 t- 10 »o CO —* 000? I— I T-H CO i>- »r5 ^ •^(^i LO O Oi to to C3 CO 10 ir^ "^ c:»o to to rH •^ t-H t- c^ 00 t-* to CO CO -^ 05 r-lOO 0^0 CTlG^ i-OOO '^ CO UO ^ fe ^* ^^ III 5?r ,0^ c^ ^^^-?5"ci-S 5^^-S'^'^'Si-n^ i? ^ .S CO 3 g ^ pq < Xf^ f^ r^fe f^ H ^ Q ■*-^ d cd fi 2 ^ CD ^ COLONIAL AND LAKE TRADE. 581 ao ^ tJi) o o^ us o o CTi en lO o JlO CT) 00 o O Cf^GO o r-l iO OS 1^ "<*'=*' CO 40 CO to CO -=* CO t- C£> f-^ t-- CO GO CO O t- r-< ^ coco H7-~t rH . ^ • »r5 ^ (?? O o r-H '^ LO —< o t- CO QOO - O CO O'* ' — loo ^' • CO t^ O CO CD «>> t- O ^ * 00 o? o crs c^J CO . o c^ CO. G>i C^ CO c to ,-H -^ ^00 05 lo CO 00 ■^ t- - o ooo > lO CM cn> . XO CO i0i IlO r-f CO 40 Jr- O 05 to r-H r-1 O? 00 C5 CO CD CO O I— < 05 -^ 05 Oi '^^i O i-H O 1-1 U5 t-- to O? 05 ■CO 00 CO CO r-l t-- CM rH C?G^ 1— to ^ CO ^ C5 COCO t- rH£- O CM •Kj « ^ ^ S OJ o > g .a a • QJ O © t3 o o •■^fe -5^ o M O <^ QO ^ 02 <^ pq PQ g )i^ 02 P^ O^ P=i 02 lin <^ ^ w 02 f=^ ^ Ph ffl O E^ hC^ %« J:i^ JT! ^ '^ -^ f^ ^ w2 (d ^- -q 'p;- „ jh i:^ ^ 582 ANDREWS REPORT ON 00 6 o 00 00 CO 00 ^ « '^ pq pq PQ pq pq 12; COGS{00»OtOlOCOkOOOOrHOOr-|r-HGO'X'a5 C^ »0 C\! i-( i-H »-H CSl G^ OCliOG0CN?OaiOG^G^i--(0?Oirilr-a0i0 lOcocoo^iio-'^coo-^crs'^otor-icnG^iro Cr5'<:fC£>COJ0Cr>0:)G^00CD!>-OC0»OO00J>- rH10OTlLO'^OOQOG^a50?o-^'*iriT— tcoc^cTQ oo "^ CO t' CO lO >0 CO CO CO r-t C^ T-{ aiOt-CQOJcTir-i^cocoococrs-^'^i-H COi>'(T?iOi>'"^COi:-OO^COiOOOOOOOG^ i--oo T-i rH O ''^i s 1 lO otT ocT co" irT co" rH 00 iO •^ CO r-i to ^ CfT co" ^c* o ■c^ C\} en C5 t- o o ■CO CM CM CM c? ■c^ CO CO to cn cri •^ t- 00 rH en ^ iyi CD r-i O 00^ 00 ?i rH CO CR t^ O ''^ go" •^ t- -^ 00 CO CO r^ CO CO CO CO J o? 00 CM to to !>. OJ GO ir-. CO CO 00 00 T-H 00 ^ OJ T-H CO 00 lO lO en O -TtH to ^ e^ CO ■»o CO o o 00 ^ oT ■CO i-^ cm" '^^ cd" ^ 00 ^^ CJ5 to OO rH r-i '^ CO CO i o? CO o CM t- '^ OS lO r-i •CD t- t- 00 l:- T-H (M 00 to to t^ t- iO •to ^ CO ^ • r-i -^ i-O 00 o o 00 rH o rH I^- CO 05 CM e5 It- CO en CO '=:f< rH 00 rH (M CO CO i:^ CO ■^ CO rH cn tH rH r-i 00 ■^ lO Oi CD CO CM O ^ CO to I— i CO O OO GO '^ "^ lO '^ OD^ o o . 00 00 §S !— 1 C^ CO •crT CO CM -^ H? t' CO CX> CO CO r-i to 00 cm" cm'" i CO CO i—i to CO Ol en CO rH o CO o ■ ^tO »o CO iO to CM _J IlO r-i CO OS O o "^ -^ rH CO o tH 00 s^ T-H ^ rH t- o t- CO S CO CM en r-i o r-i ^ I- ctT cm" 1 en CO CO CO CO t- CO 00 CO GO CO o CM 00 o lO CO to ''i^ ■^ t- 3^" -^ Oi a:, GO •^ rH pH o CM O t- 00 rH .e5 00 CO t- 00 o c^ b- ■rH -co 00 ■ ^ rH CM ■to cm" cm" i CO O -* CO CO ■^ en CO I- 00 00 en 00 rH lO CM -^ CM t- CO o t- CM t- o t- ^ 05 t- CO CO CD en^ 00 ^H ''t^l rH CO CM 00 co" 5? to rH to to 00 rH r-t CO CM (M •S I .s • O as cd . 'tj '-d CD M rCi r; . :^ • O * CM -d O CO H • 3 t> cp! § . O • o n3 CD o -^ ' 'a I'd. bS ^^ s a : s 11 o;z:; o o :2 o in the wh; .mount 0 ited Stat CD 1j ^ ^o ^ o Co on ^rH •-■ts ^. ^ rs r^ ^ ^ 00 tH ^^ s ^■) M § o ^ f^ f^^ LaCOr^CO<^r^y^ tr^ CO 05 r-H O r- GO 00 .-( Cr> G^ GVJ rH rH ^m^CO -^ CO t-H i-t r-1 T-i r-i cr50cooc:y:>— t^QOT-H'^CTicOLOto-=foa^ CO>rS^t-t-.-'QOOt-GOtOG>iO?-^CO'VO^ c^coT--G^'^-rt« CO00C^»^05t-CC!C0OJ»OO0^i— l'^* C^ r-i O t- C0"t- t-OiOOOOJCOi-^r-T =Q^iO -^^t* CO rl r^ r-f coco'^'^oicojr-toosooDcciiO'^.— looo5• cr'<:£5rHcr>t^c^^''Hcoc^GOococoGOcoG^c^^ CSf(XlCDC£>t-r-(C00500r-(r-tt-05COG^COr-H »-H fe- O i:^ 1— I 00 ■^^ t- 00 OOOOG^COi— l>iOOl>OrH T-tCOOOCOiOOO-^'-O-'* COCOCOC^lr-COT-HCS-H OirHU0OC0(7^05C0'-H OOCM<7?05COr-i^G^CO .CD05(^OQ0t-G^C0 ■^ CO CO r-t r-1 T-H- r-l (MCni— lOOf-I^C^^G^OO t-OCQ»Ou0t-05C£)C^ OS^OC^r-^t-CNi-^Ci? COCOt-iOt-vOOi— iiO C0'=**(^?O5C0Ol'X>iOC£> LOOOtOCvfOiOCO'OO '^lOOi— It-Ht-HCOCOOI CO^^CO^OOiOt^rHU^ '*OCO'y3'=t*T-HOrH<^ 00 I- G^ O G^ rJH O to rH- co^c^TccTorcroo^ocrio'Qr ^^=C0 CO GSl t-1 rH r-f G^^ •rJ^ CO 00 G<1 G^ C^ rH ^^ O !-H OJ- GO O t— CO 00 C- T-1 a^ rH dG^rHt-OOiOtOC^OS ■^10 05 05 CO-G^ JO -A ^ 0 r^. fo ^ o ^ H 5i O .r s H r^ rn «o ^ Q ^ t! 5^! ?». ■»o t-cS ^ m nd nd "7^ 03 ^0) 5> m f* ^6 6-^6'^666 0) 03 CD S ^ ?; o o o U-i o !»■ '^00000000-!=* CO tOCQOOOOOOt- CO c:ioa5iocoooG^oo»o co^ <2 rJii OJ r-^C^C^CM pHCO £3^ ^««5: r-< <^ €^ 0 CO »3 en oi o 'a I I t 0 to '^ "^3 ^ CO i— o ^ . . . o i- 00 CD O ^^^T-l o o O O C^J c^ GSJ^ O O -— " -a n3 -O '^ o ;h ,•••,__( cT 2^ s : : : Ph o . . . ^ : : : ooooooooo 0 (TO rH coco OJ 1-1 lO =^©: CM o i^* ! ' « t ! I ^ . . ^ . . . 03 d f3 O . .'^O o . . . •^ g , . _ ,— ( c • • • ^ O O M o o o CM oil o I I I 12; "^11 ^ I I I 6 C^CO—'cS^OO— lOOOt- en "^crscocou^-^t—O"^ ^ § COiO^lOLO'-Hr-iCOr-l 0:1 £^C£)0000eoiO^r-liO (^J o I—f CO H r^ o m o ^ tw o M P! • .t 6 c 060666 d &l]'^n: -O no T3 rq T3 r^ ^ o ! !2 m r— t Q o > t+H o m a> s d fl S : -d . i=i ! J ! fciD I ' g f^S ^ i g -.s-^^ >> .2 1 ;h;h>h;-4!-a3Q3CD O pjsflfloflflcifl s ooooooooo o ooooooooo Q ooooooooo » :imu 27 immmuim 586 ANDREWS REPORT ON Fh , o 'XS o (L> rn :=) pq a O "'P ^ fl \A u Ph O 1 fe O O O f:^ ^ r2 ^ i:1 S5 a a :S M bn oi W 'OOOCOOOOOOOOO OOOOOOOOL0OC5O oooooooooooooo oooocDOooocriOoio^ -=tGO-^OC*OG^OaOOC^CO(MrH Oi00iQ03>"?>'C0rMT-lQ0»0-=^C0........•■.■.... 66 District of Barnstable <... 43 District of Portsmouth 47 District of Passamaquoddy 17 Total....... o... .............. 49 2,730 53 83,266 219 P. GREELY, Jr., Collector. 0oi.lector's Office, District of Boston and ChcirUstown^ Jmiuary 1, 1852. COLONIAL AND LAKE TKADMe 689 PART XIII THE FRENCH FISHERIES AT NEWFOUNDLAND. The recent movements in France in regard to bounties on fish caught at Newfoundland, and exported to foreign countries, are singularly interesting at the present time, because it will be found, from what fol- lows, that the changes which take place during the present year in the allowance of those bounties are calculated to exercise a powerful effect on the deep-sea fisheries of the United States. Hereafter we are to have fish, caught and cured by citizens of France, entering our mar- kets, under the stimulus of a large bounty, to compete with the fish caught and cured by our ov/n citizens. This altogether new and unex- pected movement on the part of France has already attracted attention and excited much interest among the fishermen of the New England States. As affecting an important branch of the industry of our people, this change in the policy of France will be reviewed somewhat at length, in order that the whole matter may be fully understood. The law of France which granted bounties to the sea fisheries being about to expire, the project of a new law was submitted to the National As- sembly on the 20th of December, 1850, by Monsieur Dumas, Minister of Agriculture and Commerce, and Monsieur Romain-Desfosses, Min- ister of Marine and Colonies. At the same time, these ministers sub- mitted to the National Assembly an able report on the deep-sea fisheries of France, and a variety of interesting statistical returns, translations of which are embodied herewith. It is set forth, among other things, by the Minister of State, that the bounties paid by France during the nine years from 1841 to 1850, inclusive, for the cod fishery only, had amounted to the mean annual average of 3,900,000 francs. The number of men employed in this fishery annually amounfed to 11,500 on the average. The annual ex- pense to the nation was, therefore, 338 francs per annum for each man. France trains up, in this manner, able and hardy seamen for her navy, it is said, who would cost the nation much more if they were trained to the sea on board vessels-of-war. The proposed law and report of the ministers of State who intro- duced it having been submitted to a committee of the National Assem- bly, a report thereon was presented by Monsieur Ancet, the chairman^ on the 3d day of May, 1851, a translation of which is as follows: Report rendered in the name of the commission for the inquiry into the projected law relating to the great sea fisheries, by M> Ancct^ re].}rescntative of the feoide. Session of May 3, 1851. Gentlemen : The commission to which you intrusted the examina- tion of the projected law in relation to the great sea fisheries, presented 690 ANDREWS' REPORT ON by the Ministers of Marine and Commerce, has devoted itself to the said examination with all the attention which its importance demanded. It has heard delegates from all the ports out of which the vessels are equipped. It has consulted the attested reports of the remarkable dis- cussions held by the Counsel of State, as well as the deliberations of the commission formerly appointed, under the honorable Mr. Duces, its president; deliberations which served— if one may so speak — -as the basis for this project^ and to conclude, it is only after coming to a per- fect understanding with Messieurs the Ministers of the Marine and Commerce, and the Director General of Customs, that we lay before you the result of our labors. Your commission, messieurs, has not thought for a moment that the encouragement granted to the great fisheries can be regarded as any exclusive favor or protection to any one form of industry. Unquestion- ably, the industry exerted in the fisheries, and the commercial activity arising from it, becomes a very considerable element of employment and comfort to a numerous class of people, but this consideration ap- pears to us entirely secondary and insufficient to justify the favors of especial legislation. We conceive that such industrial employments as can prosper only at the expense of the public treasury should not exist ; and that the intervention of the State, in the form of aid and bounties, can be justified only by considerations of general and public interest. It is not, there- fore, a commercial law that we have the honor to propose to the As- sembly, but rather a maritime law — a law conceived for the advance- ment of the naval power of this country ; for it is in this point of view only, that, in our opinion, the encouragement granted to the great fish- eries ought to be maintained. France, seated on the three most im- portant seas of Europe, must continue a maritime power. The mem- ory of her history, the genius of her inhabitants, the variety of her prodoctiqns, the easiness of her communications with the rest of the continent, and, yet more, the interests of her greatness and of her pre- ponderance in the world, command this. Nevertheless, the loss of her most magnificent colonies has occa- sioned irreparable injury to the commercial marine, which is an essen- tial element of naval power. Treaties, which became inevitable in the course of time, have successively robbed her of the most valuable ob- jects of freight. Cotton belongs to the Americans, coal to the English ; and at the present moment, the shipments of sugars, our last resource for distant navigation, seems to be daily growing less and less. The great fisheries still remain to us ; and in order to preserve them, we must continue the encouragements they have received, even at pe- riods when a commercial and colonial prosperity, infinitely superior to that now existing, multiplied our shipping, and created abundance of seamen. It is on our fisheries that at this day repose all the most seri- ous hopes of our maritime enlistments. In fact, the fisheries give employment to a great number of men, whom a laborious navigation, under climates of extreme rigor, speedily forms to the profession of the sea. No other school can compare with this in preparing them so well, and in numbers so important, for the service of the navy. COLONIAL AND LAKE TUABE. 591 Thus it appears from the crew hsts of our marine, that the average numbers of men employed by the one hundred kilogrammes of tonnage, in commercial vessels, are as follows : For long coasting. --„-„-„„..-»---.„.» .„.»»..--„». 6 men. For foreign voyages . „ - - » - . - - 8 For short coasting. . . „ . „ « ..„.„-«. 11 For fishery on the Grand Banks „ „ , , „ . . .13 For fishery at Iceland. . - - ......... „ „..„,. 17 For fishery at St. Pierre and Miquelon- - „ 18 For fishery on the coasts of Newfoundland, „ . . . . » 30 These figures clearly prove the considerable share which cod-fishing bears in the development of our maritime enlistments. If it were ne- cessary to confirm the fact yet more strongly, we should say that table No. 2, appended to this report, estabhshes that the increase of the maritime population in the districts in which these vessels are fitted out has been, on the average, during the ten years under the prevalence of the law which we call upon you to maintain, not less than twenty- six per cent. ; whereas, in the other districts the progress has not ex- ceeded fourteen per cent. England, notwithstanding the immense resources of her insular posi- tion; the United States, where fisheries are both economical and easy, inasmuch as they are carried on upon their own coasts, and Holland, had always favored this description of shipping, and have proportioned their encouragement to the chances of profit or loss, as they appeared to predominate. Less than any other maritime nation ought we to refuse support to this admirable school for our seamen, for the French shipmasters are at present in a condition very inferior to that occupied by their rivals. There was a time when France possessed all the principal fishing grounds in Acadia, Canada, Isle Royal, the isle of St. John, and lastly Newfoundland. The treaties of 1713, of 1763, of 1783, and finally of 1814, have reduced our possessions in those seas to the two islets of St. Pierre and Miquelon ; that is to say, of two sterile rocks, destitute of all resources, and on which we are forbidden to raise any fortifications. The same treaties reserve to us the right of fishing along the coast, but only at determined points and distances. We are only permitted to establish ourselves on the northern part of Newfoundland during a few months of the year, and that without constructing any permanent habitations. Thus, while the English are in exclusive possession of the best fish- eries— while they are enabled to found numerous permanent habita- tions on the southern coast of Newfoundland, favored by the mildness of the climate and the fertility of the soil — our fishers are obliged to carry out with them yearly, to the north shore, salt, fishing utensils, materials for the construction of places for shelter, and, in a word, all that is necessary for subsistence and for the operations of the season. That portion of Newfoundland is, moreover, as the honorable Mr. Duces observes, in reporting the laws of 1841, uncultivated and sav- age ; its climate is stormy and severe ; its waters far less fruitful m 592 Andrews' report on fishes. As regards the Americans, we have already said that their fisheries are easy and economical along the vast range of coasts they possess, near the most favorable fishing grounds. The consequences of such inequality in position can be readily ap- preciated. On all sides, the cod taken in the English and American fisheries can be sold at prices greatly inferior to the rates for French cod; and the great marts to which we carry our productions will be very soon closed against us, if we do not counterbalance the disadvan- tages of our situation by means of prudently considered encouragements. Your commission, gentle m^en, has shown, then — - 1. That commercial navigation having lost its best elements of trans- portation, the preservation of the great fisheries assumes a degree of importance more serious when they are viewed as being in fact the nursery of our military marine. 2. That the increase of the enrolment for the navy arising from the vessels used in ihe fisheries, has justified the hopes which induced the legislation to impose certain sacrifices on the treasury. 3. That in the disadvantageous position to which the treaties have reduced our shipmasters, the fisheries can be maintained only by means of encouragement which will in some degree diminish the ad- vantages possessed by our rivals. It remains to examine what has been the importance of the sacrifices to which the State has submitted, and to consider whether we may look for results proportionate to the assistance asked for from the new clauses of the proposed law. BOUNTIES ox VESSELS FITTED OUT. We fish for cod-— On the Grand Bank of Newfoundland j On the shores of the same island; On those of the isles of St. Pierre and Miquelon ; In the Icelandic seas; And on the Dogger Bank. We fish with or without drying. Fishery without drying is carried on in the Icelandic seas, on the Dogger Bank, and on the Grand Banks of Newfoundland. The fish so taken is salted on board the fishing vessels, and each vessel brings it to France as soon as the cargo is completed. This is the green codfishj which is consumed entirely in France. This description of fishery employs far fewer men than the fishery with drying, and yet its returns are far more abundant. Fishery with drying is practised on the Grand Bank of Newfoundland, on the shores of that island, and on those of the isles of St. Pierre and Miquelon. The cod there taken is dried on shore, either at St. Pierre and Miquelon, or on those coasts of Newfoundland where that privilege is reserved to us. This day, cod is not sparingly consumed in France. It is principally exported, with the aid of bounties, to French colonies and foreign countries, either directly from the fisheries by the fishers themselves, or by transhipment from France. It appears from the official tables which have been furnished to us, that during the period from 1841 to 1849 the returns of the French COLONIAL AND LAKE TRADE. 593 fisheries have been annually, on an average, about 44,000,000 kilo- grammes : of this gross amount;, 27,000,000 have been consumed in France, 17,000,000 have been exported to the colonies or to foreign countries ; and that the exportation has been made in nearly equal pro- portions from the seats of fishery and from the ports of France. Thus about two-fifths of the returns of our fisheries are yearly exported to markets from which the competition of our rivals would very soon ex- clude us, were it not for the aid afforded by means of bounties ; for the prices of the English and American cod must always be lower than the rates of our fish, owing to the different positions in which we are placed. We shall proceed to show that, should this be the case, and this exportation be stopped, our equipment of vessels for the fisheries would be reduced to a most insignificant number, and our enrolment of seamen would be deprived of one of its most precious resources^ The encouragements given to the cod fishery are divided into bounties on the numl>er of men in every crevs^, and into bounties on the exporta- tion of the produce, counted b)^ the quintal of cod, but the amount of bounty Vccrying according to the destination of the cargoes. It follows that the bounties on the crev\^ are beneficial to the vessels employed in both kinds of fishing — -that v/ith, and that without drying. The average annual amount of bounties to the crew for the last ten years has been 530,000 to 540,000 francs. The bounties on exportation apply only to the 17,000,000 kilo- grammes exported, whether to our own colonies or to foreign countries, and have amounted, on an average of years since 1841, to 3,800,000 francs; that is to say, during the nine years elapsed since 1841, the expenses of the State on the cod fisheries have annually reached the average of 3,900,000 francs. The cod fisheries employ 332 vessels, 47,000 tons burden, and manned, according to the government returns, by 11,500 men. Each of these men, therefore, is an annual charge on the nation of 338francs« But it has been said that if the bounties paid on the exportation of fish were discontinued, the fisheries necessary for the provisioning of France itself would still remain; and it is, in reality, for only about one-third of the produce of our fisheries that the budget is charged yearly with so heavy a sum. It is not, therefore, 12,000 sailors, but the third part of that number, which costs us three millions. Messieurs, this reasoning has been seriously discussed by your com- mission, and it appears to us that it is actually the 12,000 fisher sailors? and not the third of that number, who profit by the sacrifices of the treasur3r. In fact, the operations of the fisheries are indivisible, and form a single whole. It is the elasticity given by exportation to the price in our markets which alone induces the fitting out so many ves- sels. Is it not true, if the bounties did not aid in the shipments to the colonies, and to foreign ports, of a considerable proportion of the pro- duce of the fisheries, those external markets would be closed against us, and that consequently thereupon the French m.arkets would be em- barrassed, and prices lowered? The consequences which must follow from such a state of things can be easily foreseen. The produce of the fisheries seUing in France only, because all exportation would be impossible, two-thirds of the outfits 38 594 Andrews' report on would cease. It may be said that there would be even a greater reduction than this, and that France, after the loss, too great to be ap- preciated, of a large part of her naval enrolment, would have either to pay very dearly for French fish, or else admit foreign cod. As we have observed, messieurs, the fisheries without drying, the nperations of which are more simple and the returns larger, employ a much smaller number of sailors. But, again, the vessels in use for this purpose employ only the actual number of hands necessary for the navi- gation of them; and it may be said of this fishery, that if it prepares fewer men for the sea, it forms better sailors, the elite of the navy. It is pursued principally on the Grand Bank of Newfoundland, and in forty fathoms of water. The vessel lies at anchor, and sends out her boats every day, in the heaviest seas, to set, and again take up the hues. Of all kinds of fishery it is the rudest and most exposed. It would seem at first that the encouragements given to it should be equal to those given to the fisheries with drying and the island fish- eries, since, on the one hand, its products are abundant, and more capa- ble, owing to their quality, of sustaining competition against foreign pro- duce ; and on the other, it furnishes excellent sailors for the naval levies. But to the powerful considerations of economy wliich liave continually governed us, and led to reduce rather than exceed the amounts of tlie encouragement given in past times, is added this reflec- tion—that the law cannot adopt as its end the encouragement of the trade in codfish. This branch of industry, as we have already stated, could have no title above any other to require sacrifices on the part of the state, if it did not, in a ver}^ advantageous proportion, augment the number of our sailors. In this point of view — the oni}^ one which can be admitted by the legislator — that fishery which furnishes the most sail- ors is that which best j ustilies the highest encouragement. Now, the fishery on the Grand Bank, without drying, is the best school for sailors ; but it is incontestable that the fishery on the coast of Newfoundland, as well at St. Pierre and Miquelon, offer a readier and more efficacious means of recruiting the navy. As to that which is carried on upon the coast of Newfoundland, with drying, the bounties on the outfit which it enjoys have not been altered since 1816. It has always been fixed at fifty francs per man for each of the crew. The law, moreover, im- poses on all vessels fitted out with this destination, the obligation of embarking at least twenty men in every vessel of less than one hundred tons burden; thirty men for a vessel from one hundred to one hundred and fifty-eight tons; and fifty men for a vessel from one hundred and fifty-eight tons upward. It is this fishery which employs the largest number of vessels, and which is most favorable to enlistments. In it, 5^oung men from fifteen to eighteen years, who other Vvdse would never have thought of navigation, go on board as cabin-boys or green-hands, and make several voyages. They are employed in the work ashore, and in drying the fish. The second year they go out in the fishing boats every morning, and return every evening ; by this means they are formed gradually to continued navigation. After three years, these young men, if the}^ have passed the age of sixteen years, are classed, and belong lor the remainder of their lives to the maritime lists. Beyond question, these recruits who so largely swell our lists are, at COLONIAL AND LAKE TRADE. 595 first, but very imperfect sailors ; there are even some who, after the three voyages required previous to being entered on the lists, give up the sea as' an employment; but the number of these is much smaller than has been stated. And is it not evident that our population on the sea-board would enter less readily upon the career of seamen, if, in place of the excitement and interest which their engagement in the fish-* eries offers, they had no prospect but that of embarking in the vessels of state ? The government proposes to you to continue the bounty of fifty francs a man for the crews of vessels employed in the fisheries, with drying, whether carried on upon the coasts of Newfoundland, at St. Pierre, and Miquelon, where the conditions and method of fishing are analogous, or upon the Grand Bank. We have alluded to the difficult- ies of this mode of fishing, even when it is prosecuted without drying the fish caught. We give entire approbation to these propositions. The bounty on the fishing without drying in the Icelandic seas, is fixed at fifty francs per man for each of the crew, since the law of June 25, 1841. We have retained this also, on the recommendation of mes- sieurs the Minister of Commerce and the Marine. No fishery, in truth, is more suitable for the formation of intrepid sailors. On the coast of Newfoundland the ship is laid up and dismantled; on the Grand Banks it is at anchor; in Iceland it must needs be under sail among floating ice, and on a sea continually stormy and agitated. The fi.shing is prac- tised with hand-lines, from a hundred to a hundred and fifty fathoms in length; the fish, instead of being salted in bulk, is prepared and salted in tuns brought from France. The cod coming from Iceland are not dried ; this fishery oiilj furnishes the green cod consumed in France, and thus it receives no benefit on the bounties for exportation. The number of vessels fitted out not having increased of late years, it is reasonable to conclude that the profits of this fishery are not consid- erable. Six vessels only have been sent to the Dogger Bank since 1841. We retain the bount)^ of 15 francs per man for each of the crew, which is given to this fishery, carried on in the North sea. Bounty on the produce of the fisheries, — According to the law of 1841, the bounty on dry codfish sent to the French colonies, whether from the place where the fish is caught or from the warehouse in France, is fixed at 22 francs per quintal. The law^ proposes to reduce this amount to 20 francs per quintal; and we approve the reduction. The same law of 1841 assigns a bounty of 14 francs the quintal to all codfish sent into trans- atlantic countries. A decree of August 24, 1848, raised this bounty to 18 francs. The present pi'oject proposes to render it equal to that accorded to fish sent to the French colonies. We believe this new proposal to be wisely conceived, and likely to produce very beneficial effects on our fisheries. In fact, the diminution of two francs per quintal in the bounty on exportations to our colonial possessions, together with an augmentation of two francs in favor of exportation to foreign transat- lantic countries, will tend to open new foreign markets to us, at the very moment when the political and commercial situation of our colo- nies leads us to apprehend a decrease of their ordinary consumption. 596 ANDREWS' REPORT ON The sacrifices on the part of the treasury will not be augmented ; for a considerable quantity of codfish was re-exported from our colonies, after having enjoyed the bounty of 22 francs. The shippers would no^ longer have an interest in overstocidng our colonial markets with their produce, since the bounty will be no higher when sent there than when -sent to Cuba or Brazil; and, at the same time, the exemption from all duties in our colonies guaranties that they will always be sufficiently supplied. The prohibition to send codfish to ports at which there is no French consul forms part of the law of 1841. In order to prevent abuses, the shippers are obliged to furnish a certificate proving the good quality of their fish, and its exact weight. It is important to the interest of the treasury that these certificates should be made by a government officer, who would be under the influence of responsibility not felt by men completely unconnected with the administration. There is, moreover, no port of any consideration at which there is not ■ a French consular agent. This commission has considered it its duty to admit our colonies on the western coast of Africa to the benefit of the same bounties accorded to the West India colonies, and has especially had Senegal in view — a colonj^ too often overlooked and forgotten. The government has accept- ed this addition to the proposed law. The present project establishes the bounty of 16 francs on exporta- tions to European countries and to foreign States on the Mediterranean, which the law of 1841 had estabhshed at 14 francs, and a decree of 1848 had raised to 18 francs. This reduction in favor of the treasury we do not consider likely to militate against oar exportation to those countries. In concurrence with the government, we include Tuscany in this category ; but we except from it Sardinia, where ancient and well-assured relations permit us to reduce the protection to 12 francs. Upon the whole, messieurs, the scale of bounties which we above propose to you promises the treasury a saving of 300,000 francs, pro- vided that, in spite of our fears of its decrease, our exportations of cod- fish remain equal to what they have been during the last ten years. The second article of the proposed law retains the obligation that each vessel shall have a minimum of crew proportioned to the size of the ship. This measure, which was established in 1832, on the request of the shipmasters themselves, is at once preservative of their interests and those of maritime enlistment, the essential object of all the protec- tion to the fisheries. The Minister of Marine has declared to us that the minimumiS ap- peared to him to be judiciously regulated, and that there was no neces- sity for modifying them, the administration having had, thus far, no reason to complain of any abuses. The commission has therefore ap- proved the minimums as they are now estabhshed, adding, that if, in the course of the term which you propose to fix for the duration of the law, the necessity of augmenting them shall become evident, the gov- ernment shall have the power to provide for their increase. The vessels sent to the fisheries without drying, having salt on board — that is to say, in Iceland and on the Grand Bank — are never subjected to the ordinance respecting minimums; they embark at their own pleasure to- COLONIAL AND LAKE TRADE. 597 such number of men as their crew as they deem advisable for navi- gating and fishing. Their crews are less numerous, because they have no need, like the vessels fishing on the coast, to employ hands in the operation of drying fish ashore ; but all the men being mariners, all contribute alike to the naval enrolment. These vessels are compelled to bring back to France the entire produce of their fisheries. Several ports on the channel, which fit out especially for the fisheries without drying, have many times complained of the absolute prohibition to sell any part of their cargoes at the seat of the fisheries, or to store them at St. Pierre, in order to be forwarded thence to colonial or foreign markets. It is understood that the object of this prohibition is to disallow the great bounty (formerly 22 francs, henceforth 20 francs) to vessels, which, not being subject to the regulations respecting a minimum n amber of crew, do not contribute so largely to the naval enrolment. It may be observed, on the other hand, that these vessels form the best sailors; and there are circumstances under which the absolute compulsion to bring back the produce of their fishery to France may prove ruinous to their operations. Messieurs the Ministers of Commerce and the Marine have enter- tained this view of the case, and have stated that it is the intention of the government to grant the liberty desired, under /certain conditions, wdiich will prevent the abuses that might otherwise creep in. Your commission proposes to you to provide by law that a regulation, made and pubhshed by the government, shall declare under what circum- stances the warehousing of fish at St. Pierre shall be permitted, and the conditions which shall regulate warehousing. The fishery at the Grand Bank, without drying, decreases under the bounty of 30 francs. Not being able, however, to ask further sacrifices of the treasury, we wish to reanimate the outfit of these vessels, which it is so important to preserve, by other means. The third article stipulates that the bounty on the crew shall be paid but once during the season, even if the vessel should make several voyages. This wise disposition pre- vents the possibility of having the same m.en counted twice in the same year. This same article prohibits the payment of the bounty to any men but those who have arrived at the maritime enrolment through the gradations required by law, or to those who, having been inscribed therein, conditionally, shall not have attained the age of twenty-five previously to the date of sailing. The men who have passed the age of twenty-five without being- classed — that is to say, without having made three voyages— are less easily trained to the habits of the sea. The profession of a mariner is one which must be adopted while young ; and if the bounties were ac- corded to men of above tvv^entj^-five years, and not classed, the law would fail in one of its most important ends — that, namely, of creating a class of men especially suitable for enrolment in the navy. It is light and fit, therefore, that the projected law should exclude such men from the receipt of the bounty. The fourth article requires that, in order to obtain the bounty, the cod shall be in fit condition for consumption as food. This provision of the law cannot but obtain general approbation. The fifth article admits simple coasters to the right of carrying codfish, and receiving the boun- 598 Andrews' report on ties allowed on the exportation of tiie same to ports and markets. This right is accorded by the laws now existing. At present the law permits every mariner who shall have made five fishing voyages on the coasts of Iceland, the two last as an officer, to be deemed capable of com- manding a fishing vessel in the same seas. The sixth article of the government project abrogates this privilege, and reserves the command of such vessels exclusively to captains in foreign voyages, and the masters of coasters ; this provision to date from January 1, 1852. The chamber of commerce at the port of Dun- kirk, where vessels are specially fitted out for the Iceland fishery, has protested strongly against this provision. Its adoption~~so they say — - would act runinously on the Iceland fishery. Of one hundred and twenty vessels annually sent to sea, fifteen, at most, are commanded by the masters of coasters, who quit that hard and laborious navigation when they find an occasion to take command of merchant vessels. In truth, it is our opinion messieurs, that the difficulties of the Icelandic fisheries require practical experience, and the endurance of privations of all kinds to which mariners, who have become masters of fishing craft, are accustomed from their childhood, and we are of opinion that it is not advisable to deprive these devoted and gallant men of the hope of reaching a station which more experienced mariners are for the most part indifferent to acquire ; and in order to reconcile the security of navigation with the facilities required by commercial interests, and asi^ed for by a whole class of sailors, we propose to you to suppress all conditions with reference to date, and to add to the first article these words : '' if he shall prove himself to have such knowledge of his pro- fession as will be sufficient for the security of navigation." A ministe- rial decree of 1840 has already made an examination of masters of fishing vessels obligatory ; the new law will only confirm, by rendering legal, a usage already established. The fourth article reproduces the provisions of the twelfth article of the law of April 22, 1832, adding to it a provision by which the government will have the power of fixing the period during which each vessel shall remain on the fishing grounds. Your commission is of opinion that it is ndvisable such periods should be lawfully determined ; but while admitting the article, it desires that such period should be so limited as to throw no obstacle in the way of the fisherman's operations, in regard to the bounties. SECOND HEAD. The second head of the project presented by the government relates to the salt to be used in the fisheries. Your commission, messieurs, has carefully examined the provisions under this head. It has examined many individuals representing the manufactures of the different kinds of salt, and several delegates from the outfitters of vessels interested in the matter ; and, after mature de- liberation, the commission has come to the opinion that, pending the existence of a special inquiry into the manufacture of salt, with which a committee by you appointed is at this moment engaged, it is our duty to strike out of a special law on fisheries, any propositions which might thereafter be modified by general legislation. We limit our- COLONIAL AND LAKE TRADE. 599 selves, therefore, to affirming the legislation which actually directs the use of the various kinds of salt to be employed in the curing of codfish, without anticipating, by any particular definition, the final conclusion at which the Assembly may arrive in regard to salt. We are the more convinced of the propriety of holding ourselves to this reservation, since the government has declared to us, since the presentation of the project, that it was its intention to strike out the exemption which the — — article seemed to insure to the codfish im- ported into France from the fishing places, and that it shall be neces- sary to prove, as well for such iish as for that exported to the colonies or foreign markets, that it was cured with salt of French manufacture, or with salt which had paid duty as at present. The second head is, therefore, merely a re-enactment of the law of 1848, which is useless. But you will agree with us, messieurs, that if the existing legislation on the character of the salt should be modified unfavorably to the cod-fishing interests, the scale of bounties which we have calculated on deductions from facts now existing, must be estab- lished proportionably to the reduction which the augmentation of the duties of salt may occasion. Upon the foregoing report the National Assembly of France passed the law therein mentioned on the 22d July, 1851, \Vhich was officially published on the 22d August last. This law provides that from the first day of January, 1852, until the 30th June, 1861, the bounties for the encouragement of the cod-fishery shall be as follovi^s : BOUNTIES TO THE CREW. 1. For each man employed in the cod-fishery, (with drying,) whether on the coast of Newfoundland, at St. Pierre and Miquelon, or on the Grand Bank, 50 francs. 2. For each man employed in the fisheries in the seas surrounding Iceland, without drying, 50 francs. 3. For each man employed in the cod-fishery on the Grand Bank, without drying, 30 francs. 4. For each man employed in the fishery on the Dogger Bank, 15 francs. BOUNTIES ON THE PRODUCTS OF THE FISHERIES. 1. Dried cod, of French catch, exported directly from the place where the same is caught, or from the warehouse in France to French colonies in America or India, or to the French establishments on the west coast of Africa, or to trans-atlantic countries, provided the same are landed at a port where there is a French consul, per quintal met- rique, eqtial to two hundred and twenty and a half ])ounds avoirdupois, twenty francs. 2. Dried cod, of French catch, exported either direct from the place where caught, or from ports in France, to European countries or for- eign States within the Mediterranean, except Sardinia and Algeria, per quintal metrique, sixteen francs. 600 ANDREWS' REPORT ON 3. Dried cocl, of French catch, exported either to French colonies in America or India, or to trans-atlantic countries, from ports in France, without being warehoused, per quintal metrique, sixteen francs. 4. Dried cod, of French catch, exported direct from the place where caught, or from the ports of France, to Sardinia or Algeria, per quintal metrique, twelve francs. BOUNTY ON COD LIVERS. 5. Cod livers which French fishing vessels ma);^ bring into France as the product of their fishery, per quintal metrique, (twent}^ francs.) From the foregoing state of bounties, it vvill be seen that there are some grounds for the fears entertained by the fishermen of New Eng- land, that the cod caught by the French at Newfoundland will be in- troduced into the principal markets of the United States, with the ad- vantage of a bounty of twenty francs on the French quintal metrique, which is two hundred and twenty and a half pounds avoirdupois, very nearly equal to two dollars per American quintal of one hundred and twelve pounds— -a sum almost equal to vv^hat our fishermen obtain for their dried fish when brought to market. In order to show the extent to which the French prosecute their deep- sea fisheries, the following returns are presented. They are translations from the official returns annexed to the report of the com.mission of the National Assem^bly, and have, therefore, the highest official authority. COLONIAL AND LAKE TRADE. 601 O GO rH o GO ^ ^ 1 •now t- -^ xo en ^- CO r-H O O '^ GNJ CO GSI C7:i O O! t- rH rH CD rH 1-H rH G-o:> oTckTocT ■^ CO -^ •scfiiig r-H -rfl O^ J>- O I— O 0:100 t- CO 00 ■^ CO CO CO CO o-i CO CO -rH -^ rH 10 G^l CD CO CO CO O •n^M O^ c- . • oStjuug J^ s ' uo CO • •sdiqg CO C<1 r~i • o o H-1 •iioi;^ "^ CTl 01 CO CO '* C>} tr:) r^H (7Q 10 vO C=j Qiin CO '^^ -^ rH rH i-H r-i rH vH CO t-H CD CO rH ■^ CO t- G^ 0 CO 1^ rH T-H •oScunox CO -^ 0^. CO O CO ■ 0 00 C7i CO uo >^o 10 CO CO CO rH 0 co't-^Vo't-^Go'ar OS IT- CO I-- Oi -^co C^i rH rH '^tl 0 JlO I— CO t- 'sdii^g CO t— CJ LO ^ UO 00 0 0 era 0 0 r-i r-H rH 03 05 ^1 0 T-H 0 O-D r-H 02 1- 0 •nan CO t- 'Tf<.t-.<^{ 'd'* Cr^ -^ -^ -^ rH ^jO t- CT5 CO -^ -^ rH rH i-H rH rH r-i r-S 0 CO 10 1 r-H t^ Oi CO •8gi3unoj^ CO 10 CO t- 000 CO 00 r-i r- vo CO 00 L— CO £-- 10 c:> '^co'-^c^^c^'o C5 2 1 CO t- G'? (X3 CO GO 03 t- -=ti ^ 5-H T-H •sdlTTQ 00 CH) 0 00 -^ CIS 0 rH 0 00 GO t- 1.0 05 T-H t- CO CO .p fci] no R •«SH iO 10 crs GO 0 01 00 c^J CO "^T* '^h U-: I- CO oj CO t~! 0 CO 0 0 co^ GvJ CO >0 LOOO r-H or.-HGr •Q.o'BUUOJj t- 1— r~( CO 0 c:> CNf C?:i t- iLf J CO CT5 a) uo c^i a CO i.- CO "^-^"iTi CO^!^- CD rH 00 rH co' r^H t- CO OD GO CO C- 10 CO oTco t-^ •sdiL^g CO r-- CO T-H 0 CM «0 CO Ct-j 't^ xrj 0 CO 0 >rjOOrH CO ■^'1 10 si •UGJ,^ Cr: Oi 0 '-"* rH CO c:^ c-i uo CO uo CO Cr^ rH CO i-H rH CO CO rH r-H ci 0 '^^l rH r-H •o.^Buaoj^ G• CO CO CO -'^ G^ <^ r-i u:-^ 7—\ r-^ —1 rH uo CO 1 — 1 CO 0 CO 00 rH -HGnJ rHCT^CO •sdiqg O-i UO Ci -=^ rH rH 10 00 r-H T-HG\J 00 i •n^M 00 t^ CO 0 CO 00 It- irj CO 1-- CO cn ■^ 1-h gnj co co co co'co^co'cd'co'i-^ 0^ o-j uo 8 CO co" 00 Oi >o UO U"5 rH 0 CO t- crTcD^ccT •G^cniioj^ 00 0 0? CO -^H irs CO io 00 G^J ^ -^ rH C?> en 0 r-H ''^ CNl rH rH CTQ GNJ 0? rH 0^ G^ C^ CO oc rH r- 3 -^ H r- ■1 ir ) a I cc H r- xx ) 1 ci a < p .2 CD 0 OhCV J? ■+J <: Cm + 0^ rt c^ cdCX 5 a a H T" i c )0' H r- H 602 ANDREWS REPORT ON No. 2. The account of the sums ijaid as bounties to the crews of vessels emfloyed in the cod fishery of France in the years 1842, 1843, 1844, 1845, 1846, and 1847e Place of fishery. 1842. 1843. 1844. 1845. 1846. 1847. Coast of Newfoundland. . St. Peter's and Miquelon Grand Bank, (dried fish) Grand Bank, (green fish) Iceland Francs. 323,650 10,450 89,250 51,780 51,200 Francs. 307,850 • 9,600 66,250 58,410 62,950 360 Francs. 311,500 17,500 63,450 49,320 75,600 Francs. 333,500 3,050 82,400 43,410 66,150 Francs. 333,300 2,550 107,000 42,360 72,900 Francs. 369,900 3,300 102,600 35,520 72,700 DoP'p'er Bank >......... 135 Total 526,330 505,420 517,370 528,510 558,110 584,155 Annual mean of above six years . . Do preceding period. Total paid in the year 1848. Do do 1849. Do do 1850. Francs. 536,649 485,190 531,110 505,275 554,730 Annual mean of eight years~1842 to 1849 , 532,035 COLONIAL AND LAKE TRADE. 603 CO 6 •{'Bio; IVJiQUQJQ •SiCog *spiim{ uaai^ OOCrS'^^OrHlOCQOQO'^ i-H rH rH pH 1-H rH -"^ t-iCDOCOOOCDG^r-iiOCOi-O r-l r-T^C^ rH r-Tr-i rH CO ^5ta oc^OrHcOf-firticoco-^t- LOo->ooc^-^oo«-OQOjr5 co^^c^rcrTr^ to' CO cT-^rH oo — lr-G^t-rHcoaiOt— lO ■^COOCOrHOrH(7^t-OQ-^ CO^CrTcTTcrri:^ lO CO GSl •^ rH oo p:;y3 pu-B sui-b^cIbq iC'r^co"^a:>cn)i>-0'=^coo? vOOCO^t^QOaiOOGS^OiCO r-irHOCMCO C^C CD t- c^j o CM o o !>• C? t— i I— t r-1 pH CO CO CO a CD CO CO if I C>i OD ^ CO iO »0 lO -ri^ rH CT) -^ LO o C>? O o 05 ao io «— u:i ^ CO Gsj U15 rH 1-HpH •^CN!rHrHr-Hr--i CO -«* so ■^ CiD -^ CO (^! C^? O !~H t- i—l aD 'O CO CM ^O CO C- C^'^ vo ■^ C^{ CD a; CO CTi t^ O^ CO CiD >o o "^^C^rHl>.-oococ^ rH '^•1 CO CO 00 O CO 03 t~ CO OO 1— i lO CO c^? io CO 00 o lO ^^ o^ ■^ '^ C^ O t- CD CO CO ^' pHCOUO-- fC>-5'"''^u0G^00iO o>rooo-^co-^ouor--—! -—f c:, ^ (^j CO T-( CO CO f-K CO c^ >o OO I- t^ CO ^G^iOt-CDO'-Ht'-OrHcr: kH t-' -"^f t- CO ^ O? T-H t^ (0^ i-O Cr5U0'*C0l--C0OOCDi--O COi>-CO^COO>-^COOt^CO CO^GO^-^OcTG^fo^-^CD^OD'l^Cr cricncorHt-cocOf-i-^cDcr^ •^ CJ Ci::^ i~~- ^-• o i-H o co i-o oo OOOiOOLOt— OrHOrHCO •■-H CN rH I— < r-( ~H 7-H CO CO o^ CO CD CT5 r-i CO rH crs en cr^ Cfi CO CTi UO •^ CO OO O t- --I CO o a:i 00 uo -^ uo -^ r>j c^? LO cTvj rHr-l -^OJi"-0 O O CO CD C73 1- r-i c^j GO en cr? r-< c^^ c^t o O ^ X> T-i OD uo QO CM i>^ >^i 'X* -^i^'^^Cr'-H^t-^Co'co'cO '^J^'r^'o" lOCO-^COCTi-^COOC^fCDt- O CO GnJ Crj -^H r::f^ C73 r- ! CO rl \0 O ^ CO O UO r- ^ CO OT "-^^ p-i C— '^ '^'"c^To t- CO CO C? -^ r-i 00 lO C/D r-,' t- O CO CM O 00 GO CO GOCOOiCrscO'^OOOOO'^ 1-H r-l O CO ^4^ '— ! CO CM --^ O HO »0 O CO OO 00 CO en -^ pH rH r-iCDC-'^^COt-CMGOCOt-t-- •^ G^J to i.- C75 O f-i t- C: t-l CTJ I 2 ^^ b § ^^ i g § ■'=;^r ^ ^ ^ ..^- ^ f3 C7 c ci' b COLONIAL AND LAKS TRADE. 606 o O CO 6 4 'ITHOI pjaii8-K) •SiCog; •spumf uoQ.if) ^ (^m ■S'BUI T^ smv%diBQ^ •l'2'^O']. \-^XQUdf) •SiCog; •spuTsq U09JJ3 m P^ -SHUI 1f^ SUl-B:}d'BQ Q O Oi •^ >0 r-l r— i Cj:; CO lO CD C'? C;i r-< r^ GN2 >0 O G^ O^ C^ -^ r-i L-"^ O t- r-i a T-\ rH rH Ci-^ lO C^ r~H r-~i rH rH t'iO'^t-.-?t-G^^Ol--t-it- CO C5 O) CO CI t- CT5 O Oi vO G^! ''^ ^ G^ G^? t~- to CoVr^'^r-^ r-4^ rHloooococD^-^-oocr5^- 0"i CD GO (O CO! CO CO "^ r-s crs CO T-Ht-iOGvjiLOC'Ot^COt- CO r-i ■^ -«:}< G-i r-^i:^^<:oc^^T-^<:n i-H UO O t- t- -^ C75 r-( U-2 G^ CO T-^ r-H Qi vi Q'-i ^ r-i CO Q^ r-( r-i T— l'^ Oi L-- QO (oa:>j:-oo'5fT-H->^cooocor- tOl:^a5'<^CDCTir-4(r0-^CO-^ Ir-'^-'Ot-crsiOOOt-ais/JG^ COOSlLCjCJGlrHt-CDt-G^r-l G^i cr5 CO 00 '^ 00 to CO o^ "^ Ci oooot-oocooot-t-o a;>C- I— I G^ r-H r—l rH r-H ff-^ 00 t- T-< t^ 00 O-J i-H CO UO V— I LO COCTi■^^:^COCOOi>■G^Ja5iO OCr500tOt-CO»OG^irHuOf-H i-Hi—f -^G^r-li-Hr— li— ( CO COQOO^COr— IrHlOCOOOCO"^ OOC^iOiOLOCOOOO-^COOJ cocrjcno^ooot-H-^cnuO'^ ^'^G<>i-HC--t-^CO'=^r-(rH rHt-uOT-HOiOG^rHO^CDO t- t- to O CO CO LO t^ 00 "-^-K G^^ G^ t- t- CO to to Oi r-( CO "■'.'W CO -rHd"^T— fOOCTS (;ou:)«^r-,'cocDC^'--icriiooo T—i CO rl i~l i—t I—I "^ r-TcsT t- CO r-n r-( T-i rH CO ^ P^Sfi O^t-iO-^rHtDCOaiC^i— lOi cotT-tooooOfoai'-'-^oouo UOOOlCOrHOlr— tOiO^CO '^unrcTco'Qo'lr' •^ CO to rH CM OOCOCMi— ItOrHiOOOCTtOO'^ ■^"^C^C^t^ <^ -^ CO "^ 1-H o r-l'-^COCOtOiOOOT-ICO-OVO OJCOi— I'^t-rHOO'^J^CDr-HQO r-ir-iC^jCMCO'^i— ICOGSJr-tr-l ''^GNJ'XJOOaiOCMt-OrHO ^ O ^ G O o I CO 6 •{'G^o; pjouajc) 'Sifog •SpiI'Bq U83J^ ^ COCO'^OO'— (OU^OG^t-UO CMOOCOOOOiC^O'^COCn^* r-HOOCOCOCD-rj^CMOQOOt- a5Cot^r-(coa5o:)G^jj COOOOOT-(-rfOO'=Jr-Hcoa5r-ia:)-<*t^co-^c^ '':*< rH C^ CCt-SOi— It^ClLOOO x^LirrcrGvroo"t-^'<*~'co^^^"p-r'-H' CM^aito-^cooGOOiCot^ COOit^uOt^'^Ci^t-'^^^X) "^'=:ta500 crTo'io ITS ''^ COCN?'^00rH '=:^UOGOCD'^OOCOC^T-H00<^ -=*'CTU^00C:iOGSJl--T-Hr-tC:i rH rH r— I G^ -^-*cr5G^oot--^ot-uoc? t— Or- (ODCOGOOOi— (CritC't^ CrjOOrHrHOiOO^-^a^QOC^ OOiOOO»Ot— icnCTlCOiOCO'-H C5G^coco"^ooo<:^^t-G^Ico uooo-^r^k-oocTiG^iocQC^ t^CDCO-^OtOCOO'— It-lO Oi— -'^CO r-iCQ <:M?r>>JoocTi-«0-^C0'*r-fO OCOO^OCOCTiCO-^Oit^O C^COr-ilCt— QOOO-^-^T— IrH i-H rH C^oio?lO00a:)rHCN!J— r-irHr-^ t fi H 9 : S.2 a; 0) g f:1 g ^ +2 - .«^ q o cd _o ^=^^ ^^-«^ O o cd O o 688 ANDREWS REPORT ON No. 4. — 'Return of the quantity of dried cod exported direct from the place where caught to the colonies of France, ivith the rate and amount of bounty 2Jaid thereon^ in the years 1842 to 1850, inclusiveo Years. m o o CD 1 o ■ o O o "S § -^^ -o C+-, •^- < is. < 1842 83 110 88 120 115 126 Francs 22 22 22 22 22 22 Kilogrammes . 6,366,042 7,943,377 7,591,477 9,538,033 9,869,153 9,366,996 Francs. 1,400,529.30 1,747,542.94 1,669,684.94 2,098,367.26 2,171,313.61 2,051,760.72 Kilogrammes. 76 669 1843 72,213 86,380 1844 „ 1845 79 , 483 1846 ,..•.«. 92,443 1847 o.. 74,150 Total 642 107 GS 84 91 107 102 50,673,078 11,139,098.82 481,368 Annual average, .o 22 22 22 8,445,846 6,466,024 5,838,692 5,275,637 5,544,399 7,723,550 1,856,516.33 1,808,099.94 1,284,512.35 1,160,640.14 1,219,767.86 1,698,030.35 80,228 Average of preceding period .... 1848 104,234 69 508 1849. 57,974 51,816 1850 Average of 8 years— 1842 to 1849 76,100 No. 5. — Return of the quantity of dried cod of French catch exported from the warehouse in France to French colonies^ in the years 1842 to 1850, inclusive, and the amount of bounty paid thereon* Years. m a, 12; O C a o 5 cd O o < «j o < 1842 121 146 173 202 Francs 22 22 22 22 22 22 Kilogrammes. 3,759,988 4.380,036 4,382,355 5,372,286 3,696,354 2,977,965 Franes. 827,156.76 963,607.92 964,118.10 1,181,902.92 813,197.88 655,152.30 Kilogrammes. 31 072 1843 SO'OOQ 1844 25 331 1845 o ». 26 590 1846 a . .. 109 82 33 911 1847 36 61 fi Total , . 833 24,568,804 5,405,135.88 183,220 Annual averaf^e 139 68 87 119 94 129 22 22 22 4,094,800 3,580,050 2,456,812 3,162,766 1,936,387 3,773,547 900,855.98 914,434.00 536,098.53 695,808.52 426,005.14 829,630.00 .SO 53.S Average of preceding period. . . . 1848 1849 52,646 28,239 26 611 1850 Mean of 8 years— 1842 to 1849. . 29,758 COLONIAL AND LAKE TRADE. 609 No. 6. — Return of the qtiardity of dried cod of French catch exjported from the yorts and curing ^places of Fra.nce to French colonies^ in the years 1842 to 1850, inclusive^ and amount of bounty thereoiu Years. Cw 0) S C4-. 0 Quantity of cod exported. Amount of bounty paid. |i g 0 > < 1842 44 31 47 19 23 2 Francs 16 16 16 16 16 16 Kilogrammes, 766,913 385,027 634,872 231,287 761,863 47,909 Francs. 122,240.96 61,604.32 101,579.52 37,005.92 121,898.08 7,655.44 Kilogrammes. 17,429 1843 12,420 13,507 1844 1845 12,173 1846 ...o., 33,124 1847 23,954 Total. , . 166 2,827,871 451,984.24 112,607 Annual average ■ 17 31 41 27 29 16 16 16 471,312 276,423 556,504 863,679 661,838 .531,007 75,330.70 50,688.00 89,040.72 138,188.72 105,894.16 84-902.96 18,768: Average of preceding period, 1837, 1838, 1839 14,515 1848 17,951 1849 21,065 1850 Average of eight years — 1842 to 1849 18,953 39 610 ANDREWS REPORT ON fe^ s- 5:: ?e • (-0 • ^ •Si 00 o 00 ^ rH s 2 m iJOOO O O eD CO O^ O — ' t- CO rH ^ '^ '^ OS I- U^ 00 ^ r~l rH G^l rH rH CO -^ CO rH . 00 t- . 00 CO . CO CO • crTiLrT • en OS • G^ CO H f-< •SOU'BiJ m A'lunoQ Til X!;i^[i'Bn^ •soirejj S8L[IlUT3jSojI5f ui iC^ji^uun'^ •SDTI'BJJ UI iC:).nnog; saaiin'BjSo[T5[ Lll X'^Il^U'Bn'^ ^H rH CD C5 >-ri ^ Oi o t- r.^J o t- I- ^ '^ crs t- CO uo CO CO O t- (!M •^ Oj r- t^ C75 'tj^ t- Cv! ^ CO CO cni o rH t- CO en 00 CO CQ t^ to 1-- CO CO l:^^ o O? t- O^ l^ t^ C^ cool CO 00 en tH (^o CO i-O GO iTi Oi ^ r-< o LO CO -^ t- t- rH -^ O CO ^ 'd" t- t^ ci CO o '^ 00 r-Tc^'co^c^r O 00 rH CO to (7^ to 00 rH -H O CO O "^ CO o co"en t- "^ 00 CO en CO en l- O CD "^ to rH CO rH (^ samui'BjSoypi UI iC:^i;u^u'^ O I— GO CD to CO to O CO rH CO G^ '^ CO 00 CO CO en . I- CO . -=:t^ rH • rH O • 00 t- ^ • O -^ ^ ; t- CO'^ • en to c^ • 00 o en • coc^ . O "^ . to c^j • CO 00 • 00 to • CO CD • GO GO e^ ■^ 10 CO t- 00 00 00 GO 00 00 .£^'en COLONIAL AND LAKE TRADE. en 00 5^ O 5$ J^ .^0 S ?y^ ^ t O s ci^ s? «^^ • «s> ?i g ^ ■s ^ • CO 5^ •^ O ^, ^ =>> CO to o g f<^ ^ ^ ^ ?:; <;3 ;:s 1 ^ ^ ^ ^J?' f^ ^ 1^ ^ ^ • OS ^< <5r <0 ?^ s:: To § P^ &.^ •rt* -r^ LO CO lO Ci OO r-H CQ J>- o CO "^ »o rH CO lO "^ O O OJ -^ -^ -=^ lO CO CO t- in -^ iTi en -^ r-i en CO O -^ -=*! 00 CT5 "^ Cico lo en OS i— <^} ocTo CD to t- ^ G^ O CO CO t- C5 r- G^ t- C-i 70 CO CO ^ Ol lO >— I en ur^i CO o CO r~< en "^ 1-- CO CO t- lO G^rt-^r-TcrrccT rH CO J>- CO t^ to r-i l- 00 to CO CO -^tl -^ rH saraui'Bi.ooiny • SOU'S JJ UI yC^^unog SQvauivjSoim ui i:ji;u'GTi^ 'SOUVIJ m iC:;unog S8UILU'B.TSo{n[ UI i{:^r:^u'Bn'^ o to rH Cn C^ CO co''^ 1:- CO C^J CO en a:i CO CO CO to '^t^ CO 00 rH ^ O "c£ri-rco"crr CO t- -^ to 00 r-H 00 en CO -^ to CO t- CNi t- i-H t- 1—1 to CO "^ '^ ccTcn o CD CO 00 t— 00 OJ t- to o G^ t-- CO "^■' O rH 00 rH fO CO rH to CD t- -^ CO to rH tO-^ £^ rHOO to G^erTo^t-^crro" GS! 00 t^ en to t- G^ '^ en CO 00 en t- 00 en CO G^ t- t- O to COG^ CD C^fJ:) Ol 00 CO CO CD CO >— ( O r-( CD r-l CD G^ '^J^ GO to t- CO to O CO -^ CO "^ CO G^J t- 00 00 to 03 00 GSJ CD ^ Ol Cfi G^! GSJ COG^J -^ CO CQ !>> T-iO CO trTcTio' en "^ CD 00 ^ o CQ 00 CO CO CT3 en to to G^J CfJ O t-^oo"ii>r o c- o to to G^ .—I CO to G^? CO -^ O^i CO CO O? CD 00 OO ^^ O r-i t- CD GVJ to CO co"co~co"t-reD"cr CO -<* O G^ CO to r-H CO CO G^ CO r-H t- CO CO CD CO CD t- CO GSJ r-i i-H cn 00 '^ 00 ■^CO^OOQO OO to t- CO CD ^ G^ COG^r-1 OD O CD -^ r-( r-l o -^ -^ en CD ir- tO CO CO GS! -^ to to CO xfi G^7 t- G^ ■^ 00 -^ OS en 00 CO ■^' O CO GNJ O ctTg^ccTco co"-^'^ hccj ^ 9. .^«en G•...*<>>.•...••>>•••••>•• 119,859,534 143,976,864 25,971,907 28,795,373 1847 . . . 23,747,864 31,757,070 28,346,738 39,668,686 49,017,567 47,339,326 52,025,989 1848 56,693,450 1849 59,663,097 1850 47,421,748 1851 52,312,979 1852 49,728,386 Per cent, increase in custom recei'pts. Year. Customs. Per cent, increase for ten years. 1810 ^8,583,309 ) 15,005,612^ 21,922,93n 13,499,502^ 39,668,686 to 1820 78i + to 1830 ( ....46 1-11 + to 1840 Decrease. to 1850 ( ....193 5-6 + . 616 ANDREWS REPORT ON Statement showing the valuation, area, and jjopidation to the square mile in 1850, with the indehtedness of the several States in 1851. Valuation. States. Alabama Arkansas California* Connecticut Delaware Florida Georgia Illinois Indiana Iowa .. o Kentucky , Louisiana Maine Maryland Massachusetts. . . Michigan Mississippi Missouri New Hampshire.. New Jersey J New York North Carolina. . Ohio Pennsylvania . . . Rhode Island. . . . South Carolina . . Tennessee Texas Vermont Virginia Wisconsin , Assessed value. True or esti- mated value. $219,476,150 36,428,675 22,123,173 119,388,672 17,442,640 22,784,837 335,110,225 114,782,645 152,870,399 21,690,642 291,387,554 220,165,172 96,765,868 208,563,566 546,003,057 30,877,223 208,422,167 98,595,463 92,177,959 190,000,000 715,369,028 212,071,413 433,872,632 497,039,649 77,758,974 283,867,709 189,437,623 51,027,456 71,671,651 379,561,660 26,715,525 5,983,149,407 1228,204,332 39,841,625 22,161,872 155,707,980 18,652,053 22,862,270 335,425,714 156,265,006 202,650,264 23,714,638 301,628,456 233,998,764 122,777,571 219,217,364 573,342,286 59,787,255 228,951,130 137,247,707 104,652,835 200,000,000 1,080,309,216 226,800,472 504,726,120 722,486,120 80,508,794 288,257,694 201,246,686 52,740,473 92,205,049 389,731,438 42,056,595 7,068,157,779 50,722 52,198 188,982 4,674 2,120 59,268 58,000 55,405 33,809 50,914 37,680 46,431 30,000 9,356 56,243 47,156 67,380 9,280 8,320 46,000 45,000 39,964 46,000 1,306 24,500 45,600 237,321 10,212 61,352 53,924 1,486,917 15.21 4.01 Inward. Outward. 696,097 684,398 1,599,859 1,396,194 257,388 355,492 602,305 865,859 1851. Inward. 3,779,526 717,909 Outward, 3,491,786: 995,87ls Whiskey , . . , , . . . . .barrels At Cincinnati, Portsmouth 5 & llarmar. At Cleveland and Toledo. 468,462 66,32) 21,897 74,000 711,125 98,873 1,598,567 56,567 33,945 4,761 3,561,020 58,777 In reference to the public works of Ohio, therefore, the greater quantity of flour and grain is exported from the lake ports ; but the larger proportion of live stock, animals, provisions, and whiskey pass through the river ports. As hogs are chiefly driven to Cincinnati, the above table expresses but a very small portion of the animal food re- ceived from the interior at the ports of Cincinnati and Portsmouth. The export trade of Cincinnati will be shown in another table. By examination of the arrivals and clearances of domestic produce on the Miami canal, it appears that flour and other products are shipped to Cincinnati from Piqua or its vicinity — -about 100 miles to the north- ward. The hne of separation, in regard to the productions of Ohio, will, therefore, be found very near to the centre of the State. Nothing of domestic produce, in the immediate Ohio valley, except, perhaps, tobacco, wool, and manufactured articles, go to the lake ports. In the articles of tobacco and wool the trade ahuost altogether tends lake- wards. The following table of the imports of lumber, from the exterior to the interior ports, will show the tendenc}^ of that article at the present date. It must be observed, however, that the amount is a mere frac- tion of the whole, because the lumber imported into southern Ohio is almost exclusively brought from the Alleghany region, down the Ohio; though recently lumber has found its wa}^ through Toledo and Cleve- land. Lumber. Lath. Timber. (^Ipvplniid feet . . . . 9,574,435 8,610,951 2,860,453 29,850 169,195 97,321 Tnlpdn - do 1,915,200 3,131 456 Total 21,234,884 1,915,200 100,908 632 Andrews' report on It seems from this that six-sevenths of the lan:iber imported into the State b}^ the public works for the use of the interior comes in by the lake ports. It follows, then, irom the above facts, that two-thirds the coffee and six-sevenths of the lumber passing over the public wT)rks for consump- tion in Ohio are imported through the lake ports ; but that three- fourths the sngar and molasses, cind nearly all the tobacco, are imported through the river ports. Sugar and molasses, the products of Louisiana, are distributed from Cincinnati through the Northwest, even, to the shores of the lakes. Of the produce of Ohio, three-iburths of the flour and grain are ex- ported through the lake ports, but more than three-fourths of the pork, lard, and whiskey through the ports of the Ohio river, as will be seen by reference to the principal exports of Cincinnati, as connected with the above canal receipts. Should the question now arise as to the comparative value of the exports of Ohio, it appears from the foregoing tables that the exports of flour, and v/heat reduced to flour, amount to 2,067,029 barrels, or, re- duced to grain, 10,335,145 bushels of wheat. But the exports from Sandusky, derived from a very fertile region of country, and from Milan, have in some years amounted to 600,000 barrels, including wheat reduced to flour ; while there are also large exports of grain by the Pennsylvania aaid Ohio conal, and from various small ports on the Ohio river. The total export of wheat may therefore be set down as equivalent to fifteen milhons of bushels, or to three millions of barrels of flour. In the years 1850 and 1851, the wheat crop of Ohio was equal, in the aggregate, to 65,000,000 bushels. The consumption of two millions of people, at seven bushels each, is fourteen millions per annum. We have, then, as the result of these two years : Consumption „ 28,000,000 bushels. Exported „..„_...._..„.. „ 30,000,000 " Stock on hand ....,._.. 7,000,000 '' Total ..,,,.„.„.. .....„.„.,.„,.. 65,000,000 ^' It is possible that the quantit}^ consumed may exceed, and the stock on hand fall short of, the figures assumed ; but there is no time when, with an average crop of wheat and corn in Ohio, there is not a large surplus on hand to meet the demands of an export trade. If the above export of flour and v/heat be compared with the results of our exports to foreign countries in 1850, it will be seen that the State of Ohio alone exports a quantity of wheat and flour equal to double the whole foreign export of 1850. On an average of seasons, Ohio now exports an amount nearly equal to the entire export of the United States ! The flour exported by the lakes is largely consumed by the manu- facturing population of the Eastern States, the amount received in New England from the West being about equivalent to a million of barrels per annum. Of corn, Ohio probably exports five millions of bushels, and of oats also a large quantity. COLOlSriAL AND LAKE TRADE. 633 Of animal provisions? the following table exhibits a general summary, viz : Pork, of all descriptions. . , _..„„„ 300,000 barrels. Lard. . ..... .do ..„...„„.•,»» 100,000 ^^ Lard oiL . . . „ .do „.„„.„....„„. 30,000 '^ Beef .... do , 50,000 ^^ Considering the agricultural or strictly domestic produce of Ohio ex- ported as a whole, the annexed table very nearly exhibits the entire exports of the m^ost important articles ibr 1851 : Flour, and wheat reduced. ..„...»..„ =. - - 3,000,000 barrels. Corn 5,000,000 bushels. Small grain . . „ „ 500,000 '' Wool ...„,..- „..„.. 7,000,000 pounds. Pork .,,....„...„ 300,000 barrels. Lard „..„... .....„.„„........„ 100,000 ^ ' Lard oil.......... ................ ...„..,... 30,000 ^^ Beef ....„....„....„..-.. 50,000 ^' Cheese. ..........„_.„... „ .10,000,000 pounds. Butter ._._„... ............_.„...... 8,000,000 " Candles „„_..._.„..... 1,500,000 " Sonp _. „„..„...„..„.„... 300,000 '' Whiskey ..„„.„....„ 300,000 barrels. The market value of the above articles amounts, in round numbers, to twenty-five millions of dollars. The smaller articles^ not enumerated, would bring up the total to full thirt}^ millions^ The manufactures of Cincinnati and other towns exported to foreign countries may be set down at ten millions in addition. So thcitthe aggregate export of things produced wholly within the State, and sold abroad, may be safely estimated at full forty millions per annurao The trade of a State, how™ ever, consists not only of its own produce, but likewise of all the articles imported, and of the local trade from port to port. The aggregate trade of the various towns and ports of Ohio, import and export? probably amounts to one hundred and twenty millions per annum. Some idea of this may be attained by consideration of the following- table of exports in the most material articles for the port of Cincinnati : 634 ANDREWS' REPORT ON Exports of Cincinnati for 1845 and 1850, with the per cent, of increaseo - _ . ,- - ., ^ 1845. Beef. . . c ,.,..». .barrels . . Butter , kegs. , . . Candles .,.,,. , .boxes . . . Cheese » boxes .. . Coffee o sacks , . , Flour .. . o , . . , .barrels. . Iron tons.. . . . Iron ^ , , . . . , .,..». .pieces , . . Lard .... kenfs. . . . Lard oil. , , . . ..barrels . . Pork ..barrels. . Pork in bulk pounds . . Soap o . ..boxes .. . Sugar hhds. . . » Salt ,....,,..,...,... 0 barrels. . Merchandise, . . , packages Merchandise tons. . . . Molasses. tons. . . . Manufactures pieces . . Tobacco o bhds, . « . Whiskey and liquors barrels. . 31,489 28,510 3,757 47,539 13,037 194,700 1,238 2,937 248,753 1,650 71,633 404,426 2,708 23,603 2,106 9,046 7,975 3,950 133,578 1850. Increase. 33,871 7 per cL 52,475 90 113,412 2.900 " 122,005 140 " 38,158 200 390,131 100 '^ 9,776 800 '' 152,365 500 *^ -223,245 26,110 1,400 224,254 200 '^ 4,753,953 1,000 '* 21,533 700 13,000 35,729 349,181 1,400 " 10,350 400 "' 25,080 180 '^ 22,103 175 '' 11,978 200 250,611 90 '' ■Decrease. This table demonstrates that the export trade of Cincinnati has in^ creased more than two hundred per cent, in the last five years. Its power and tendency to increase no less rapidly for many years to come is undoubted. There are many smaller articles not included in the above. The total value of exports from Cincinnati is therefore estimated at above thirty millions of dollars, a,nd the aggregate value of its trade lo be sixty miUions per annum. COLONIAL AND LAKE TRADE. 635 Of the exports from Cincinriatij a large part are manufactured articles, in which Cincinnati exceeds, proportionably to its population, any town of the United States. The following table of manufactures in Cincin- nati for 1840 and 1850, w^itb their increase per cent., will show what a mass of products there are there which afford a surplus for other markets : 9. 10. IL 12. Manufactures of iron, viz: Boilers, engines, machineryj sugar-mills, grates, stoves, rails, &c Manufactures of cloth and clothing, viz : Bagging, sheeting, clothing, hats, caps, shirts, bonnets, &c Manufactures of leather, viz : Leather, boots, shoes, hose, harness, &c, . . . Manufactures of wood, &c., viz : Furniture, boxes, blinds, buckets, trunks, re- frigerators, &c Manufactures of grease and oil, viz : Soap, candles, stearine, lard oil, &c Alcohol, wines, rectified spirits, &c. Manufactures of copper and tin, viz : Bells, tin-ware, copper-plates, &c Manufactures of animal meats, viz : Beef, pork, hams, pickled meats, &c Books and book publications Cars and carriages Flour and feed.. , Miscellaneous manufactures, viz : Chemicals, tobacco, white lead, steam- boats, &c 1840. 11,288,199 1,940,450 748,000 937,715 353,940 145,000 313,300 127,000 816,700 1,138,300 1850. f|5, 547,900 4,427,500 2,589,650 2,356,890 4,545,000 4,191,920 515,000 5,895,000 1,246,540 355,937 1,690,000 2,488,000 35,739,337 Increase. 330 per t4. 130 250 *^ 150 '^ 1,300 3,000 '' 65 "■ 200 100 220 300 per ct. The above classification does not include the merely mechanical work, such as carpentering, bricklaying, painting, &c., where the result is wholly local. It includes only those manufactures of which part may be exported. At Cincinnati, the destination of the principal articles of export is as follows : Beef Corn Flour Lard Pork and bacon Coffee Sugar Molasses "'-' New Orleans and Up- river ports. Northward. down-river ports. 97 per cent. 1 per cent. 2 per cent 96 1 (( 3 97 2 '* 1 83 8 9 79 16 li 5 32 20 '« 48 ( 10 30 cs 60 10 ( 50 " 40 636 Andrews' report on This table demonstrates that of the produce of Ohio—beef, pork, iard, flour, and corn— nearly the whole quantity, as exported from Cin- cinnati, goes down the river ; a small portion only up the river ; and but a small iractional part northward by canal or railway. On the other hand, coffee, sugar, and molasses—productions of the South— -tend northward. Sugar and molasses are carried, through Cincinnati, to the borders of the lakes ; while coffee, as we have seen, principally im- ported from Boston, Philadelphia, and BaJtlmore, finds its way by the lakes to Cincinnati. The result of the tables hereinbefore adduced is to prove that the trade of the Ohio valley originates in and is controlled by itself All the produce of Ohio, from a line running through Piqua, Newark, Dresden, &c., tends to the Ohio valley. All the tobacco, hogs, cattle, salt^ and lumber of Kentuck}^ and Virginia, for one hundred and fifty miles south of the Ohio, tend to the Ohio river, and by that route mostty to Cincinnati. iVU the produce, of whatever kind, concentrated in the Ohio valley, looks for transport to the Ohio river, instead of passing- northward by canal or raihvay- — in the ratio of ten to one. The arti- cles of sugar and molasses will, in future, be supplied to Ohio and In- diana almost exclusively by way of the Ohio river. The construction of railroads, by facilitating distribution, is augmenting that tendency, and thence the business of distributing in Cincinnati is greatly on the increase. For the same reason, much of the coffee which has hereto- fore been bought in the North will hereafter be imported, at first hands, from Brazil and Cuba, entered at the port of Cincinnati, and distri- buted by the jobbing houses of that city. Cincinnati, being the most prominent cit}^ in the valley of the Ohio, deserves a more specific notice. CINCINNATI, OHIO. This is the largest cit}^ vvest of the AJleghanies, and is situated on the northern bank of the Ohio, in latitude 39^ & 30'' north, and longi- tude 70^ 24' 25" west firom Washington. Its site is j List opposite the mouth of the Licking river, which comes into the Ohio between New- port and Covington, Kentucky. It is distant from New Orleans about 1,450 miles ; from Pittsburg, 455 miles ; from Louisville, 132 miles ; and from the mouth of the Ohio about 500 miles by the course of the rivers ; from Baltimore, 500 miles ; from Philadelphia, 600, and from New York, 650 miles, by post-route. The population in 1800 was 750 persons ; in 1810, 2,540 ; in 1820, 9,602 ; in 1830, 24,831 ; in 1840, 46,338; and in 1850, 116,108. This exhibition of increase in popula- tion has rarely been equalled by any city on the globe ; and there is very litde doubt that the same, or a greater ratio of augmentation will be preserved during the present period often years, to elapse previous to 1860. The numerous railways in process of construction, and already in operation, v/hich will be tributary to her business, must have a very beneficial and prospei^ous effect upon her growth. The Ohio and Mis- sissippi road, which wdll connect her with St. Louis, the next great western mart in point of size, by almost an air-line, cannot but be very C0LO?^IAL AKD LAKE TRADE. 637 advantageous to her business interests, by opening to her trade a sec- tion of country which has heretofore had no access to markets of such importance as these two cities. A fall description of this and all other rail waj^ and canal routes lead- ing to or from Cincinnati will be found in another part of this report, devoted especially to such improvements. The commerce of Cincinnati^ as has been seen by the preceding notes on Ohio commerce, and will be more fully illustrated by the fol- lov/ing tables, is immense, embracing almost every variety of produc- tion and manufactures. The river, at the point where the city is located, is about six hundred yards in width, and its mea.n annual range from low to high water is about fifty feet. In the midsummer the water is sometimes so low as almost to prevent the navigation of the river by steamers above the city; generall}^, liowever, boats of light draught can proceed to Pittsburg withoat much difficulty, except they ma}^ be prevented a few" v/eeks in midwinter by floating ice. The succeeding tables, prepared by direction of the Chamber oi Commerce of Cincinnati, exhibit the commerce of the port in detailj giving the quantity and character of the articles entering into its com- position during the period of five yeaxs past. Tmjports into Cincirmatijrom all sources, for 1847-'4B, 1848-'49, 1849~%50, 1850-'5J., 1851-^52. Articles. Apples, green .bbls. Beef do. . Beef. . o .tierces. Bagging pieces. Barley bush . Beans do . . Butter bbls. Butter kegs. Blooms tons . Bran, &,c sacks. Candles boxes. Corn .bush , Corn-meal ^ « ........ . .do . . Cider bbls . Cheese casks. Cheese . . . , boxes. Cotton bales . Coffee , , sacks . Codfish , , drums . Cooperage pieces. Eggs .boxes and bbls . Flour,... ..bbls. Feathers sacks . Fish bbls. Fish , kits. Fruit, dried .bush. Grease ...» .bbls. Glass. , . . o .boxes . Glassware pkgs Hemp bundles and bales . Hides -,....,.,.,. .loose. , Hides, green.. lbs. . Hay bales. . i847-'48. 28,674 659 79,228 165,528 8,757 6,625 6,405 2,203 1,941 133 361,315 29,542 2,289 164 138,800 13,476 80,242 311 179,946 4,035 151,518 4,467 19,215 725 27,464 585 20,281 15,025 15,349 33,745 10,829 8,036 i848-'49. 22,109 348 27 2,094 87,460 3,067 7,721 7,999 9,513 21,995 414 344,810 5,504 4,346 281 143,265 9,058 74,961 515 147,352 4,504 447,844 4,908 18,146 1,059 38,317 878 33,868 19,209 11,161 23,766 22,774 12,751 1849-'50. 1850- '51. 1851-'52. 6,445 16,934 71,182 801 1,101 1,609 15 18 1,145 324 71 137,925 111.257 89,994 5,565 31,037 14,137 3,674 8,259 10,203 7,487 11,043 13,720 2,545 2,727 4,036 49,075 50,976 131,014 718 697 653 649,227 489,195 6.53,788 3,688 5,508 8,640 453 1,047 874 97 74 46 165,940 205,444 241,753 8,551 7,168 12,776 67,170 91,177 95,732 464 441 431 201,711 146,691 135,118 2,041 5,956 10.544 231,859 482,772 511,042 3,432 2,858 6,716 14,527 19,826 20,076 1,290 2,694 1,075 11,802 41,824 24,847 1,169 876 1,936 34,945 37,099 44,004. 25,712 28,619 36,602 12,062 13,254 18,334 30,280 8,132 54,647 14,181 25,424 54,905 14,452 12.691 9,27« 638 ANDREWS REPOKT ON STATEMENT— Continued. Articles. Herring .boxes . . Hogs , . . . .iiead. . Hops bales . . Iron and steel „ pieces. . Iron and steel bundles. . Iron and steel tons . . Lead pigs. . Lard bbls . . Lard kegs . . Leather bundles. . Lemons . boxes . . Lime bbls. . Liqnor hhds. and pipes. . Merchandise & sundries. .. .pkgs Merchandise & sundries. . . .tons Molasses bbls Malt bush Nails. kegs Oil..... bbls Oranges boxes . . Oakum bales. . Oats bush . Oil cake lbs. Pork and bacon hhds. . Pork and bacon tierces. . Pork and bacon bbls Pork, in bulk lbs. . Potatoes. „ . . bbls. , Pig metal tons . . Pimento & pepper bags. liye bush . Rosin, &c bbls . . Raisins .„..,. .boxes. . Rope, twine, &c pkgs Rice tierces. . Sugar hhds. . Sugar bbls Sugar „ , , boxes . . Seed , flax bbls . . Seed, grass do . Seed, hemp do Salt sacki Salt bbls.. Shot kegs Tea pkgs. . Tobacco hhd Tobacco bales. . Tobacco boxes and kegs . . Tallow bbls. Wines bbls and qr. casks. . Wines baskets and boxes . . Wheat bush . . Wool bales Whiskey bbls Yarn, cotton P^gs. . Yarn, cotton .bales 1847-'48. 4,191 49,847 645 197,120 34,213 827 39.607 37,9' 41,714 6,579 3,068 63,364 3,115 381,537 7,308 51,001 7,999 59,983 6,618 5,007 1,486 194,557 2,822,793 4,420 140 69,828 9,643,063 22,439 21,145 3,455 24,3; 11,668 22,795 7,806 2,494 27,153 11,175 2,928 32,060 4,968 214 65,265 94,722 809 2,931 4,051 1,229 14,8!5 2,473 2,251 2,272 570,813 1,943 170,436 6,403 288,095 1848-'49. 2,960 52,176 238 187,864 29,889 1,768 45,544 28,514 48,187 6,975 4,181 61,278 4,476 68,582 837 52,591 29,910 55,893 7,427 4,317 1,423 185,723 1,767,421 6,178 465 44,267 9,249,380 17,269 15,612 1,257 22,233 3,298 14,927 3,950 3,365 22,685 7,575 1,847 22,859 5,928 510 76,985 76,496 818 7,412 3,471 1,311 12,463 1,829 2,683 2,101 385,388 1,686 165,419 5,562 262,893 1849-'50. 3,546 60,902 799 186,832 55,168 2,019 49,197 34,173 63,327 9,620 4,183 56,482 5,802 308,523 4,540 54,003 41,982 83,073 5,049 6,819 1,799 191,924 27,870 7,564 2,358 43,227 13,257,560 3,r- 17,211 2,558 23,397 12,349 11,936 3,061 3,556 26,760 13,005 2,467 15,570 4,432 314 110,650 114,107 1,447 9,802 3,213 887 17,772 1,225 6,874 4,296 322,699 1,277 186,678 3,494 174,885 1850-'51. 1851-'52. 3,832 111,485 756 225,039 66,809 2,570 59,413 36,848 31,087 10,399 3,377 57,537 1,465 175,138 3,370 61,490 21,356 83,761 6,764 9,302 1,739 164,238 194,000 6,277 1,183 31,595 14,631,330 19,649 16,110 2,027 44,308 12,511 15,648 2,007 4,783 29,808 18,584 3,612 20,319 4,104 68 5a,474 79,358 1,567 7,821 3,701 1,697 19,945 3,682 3,401 5,060 388,660 1,866 244,014 5,577 124,594 5,149 160,684 1,591 194,107 54,078 10,111 54,733 36,047 32,283 11,384 4,434 64,817 3,162 458,703 1,958 93,132 33,220 64,189 8,305 4,547 1,843 197,868 247,400 10,333 1,987 22,501 16,532,884 20,739 22,605 1,425 58,317 14,184 28,417 3,203 3,7.^2 39,224 15,237 2,259 48,074 10,819 304 91,312 58,020 1,688 12,810 11,410 1,996 23,000 5,930 4,482 8,322 377,037 4,562 272,788 10,836 167,002 the f()re.Q:oing W'lt will be observed that the articles enumerated in table comprise the whole importations into Cincinnati, whether from up the river, down the river, by canal or railway, by land or watero The value of these imports, independent of the item of merchandise and sundries, was estimated for the year ending August 31, 185 2, a COLONIAL AND LAKE TRADE. 639 the sum of $245715,331. Estimating merchandise uyjon the basis of valuation used in the Miami and other districts on the lakes, would give a farther amount of $32,146,400^ — making the aggregate import com- merce amount to $56,861,731. Statement of the ijrinciyal articles of ex'port from Ciiicmnati by all land and water routes for the years 1847-'48, 1848~'49, 1849-'50, 1850-'51, 1851-'52. Article Apples, green bbis. . Alcohol , . .do . . . Beef do... Beef. tierces . , Beans bbls. . Brooms dozen. . Butter bbls. . Butter kegs. . Bran, &c sacks. . Bagging pieces. . Corn sacks. . Corn-meal bbls . . Cheese ..«,.. casks. . Cheese boxes. . Candles , do . . . Cattle head. . Cotton bales . . Coffee .sacks . . Cooperage pieces . . Eggs , bbls . . Flour do . . . Feathers sacks. . Fruit, dried bushels. . Grease o « . . .bbls. . Grass seed bbls. Horses head . . Haj. . . * bales. . Hemp , , .do . Hides lbs Hides o .No. . Iron .pieces . , Iron .bundles. . Iron tons. . Lard bbls. . Lard kegs Lard oils .bbls Linseed do . Molasses do , Oil cake tons . . Oats .sacks. Potatoes bbls . Fork and bacon hhds. . Pork and bacon tierces . . Pork and bacon bbls Pork, in bulk lbs Pork .boxes Rope, &c pkgs Soap boxes. . Sheep head. . Sugar hhds. . Salt bbls.. Salt sacks. . Seed, flax.. bbls. . Merchandise .pkgs . . Merchandise , tons . , 1847-'48. 8,5lJa 1,771 14,811 3,615 1,097 3,760 2,937 28,315 3,761 12,632 53,021 19,999 30 59,374 29,189 733 6,123 18,581 36,924 9,450 201,011 3,736 5,074 4,268 2,431 1,268 94 5,659 60,880 9,024 127,193 17,351 6,916 81,679 208,696 8,277 3,878 18,322 4,397 41,675 15,687 37,162 8,862 196,186 1848-'49. 759,188 5,556 11,095 1.400 11,559 39,656 5,057 2,785 341,363 16,848 5,824 3,022 12,523 9,332 1,680 3,333 1,272 24,398 233 15,910 7,176 3,060 121 55,134 39,640 97 4,009 18,909 55,617 5,229 267,420 3,824 8,317 6,922 2,387 378 1,040 2,198 73,209 7,731 43,025 7,081 6,270 37,521 130,509 9,550 3,020 17,750 2,274 '212 7,073 39,470 10,930 186,192 1849- '.50. 1850-'51. 924,256 4,369 11,303 522 8,443 .39,990 5,403 808 210,049 21,466 3,519 3,302 7,558 6,625 2,469 7,355 964 24,393 4,322 9,353 57,248 1,179 106 86,902 67,447 30 1,896 22,030 73,637 4,246 98,908 5,380 1,850 7,597 2,528 468 564 1,164 62,865 11,225 54,075 36,245 5,767 38,192 170,167 16,984 4,879 25,878 743 5,023 5,283 23,529 22,477 193,581 13,448 2,310,699 3,451 17,443 ''"9,*650 29 ',509 8,301 333 615,641 11,109 1851-'52. 8,064 7,223 5,038 7,607 19,937 20,015 9,356 9,023 1,832 1,611 8,735 7,934 3,258 3,006 36,185 31,395 5,789 10,543 8,212 12,918 20,137 51,231 2,148 928 25 71 121,755 150,689 113,412 121,727 440 1,840 5,132 8,810 38,158 43,654 63,804 64,279 7,258 9,160 390,131 408,211 4,095 7,876 17,480 6,413 4,426 4,732 2,830 7,587 599 944 638 554 3,112 3,616 48,079 142,823 12,459 31,775 108,255 172,409 44,110 36,368 9,776 11,323 30,391 47,862 71,300 115,845 26,110 24,830 7,881 9,377 25,090 48,866 963 1,601 11,707 2,718 19,823 23,844 30,220 43,933 20,762 34,398 122,086 131,560 2,974 3,912,943 ,753,953 2,372 6,272 9,365 31,553 28,033 460 45 13,000 20,360 28,585 27,022 7,144 16,314 443 3,520 349,181 656,793 10,359 11,241 640 ANDREWS REPORT ON STATEMENT—Cootinued. Articles. i 1847-'4B. 1848-'49. Liquors. . . . c , . . . <. . . .bbls. . Manufactures , . , .pieces. . Produce ...<...,.... .pkgs . . Starch ..<,.,., .boxes. . Tallow .bbla . . Tobacco .,kegs and boxes. . Tobacco 0,0 = . .hhdso . Tobacco ... o .,..,,..,,. . .bales . . Vinep"ar .bids . . Y/hiskey ...........,..,..bbl8.. Wool .bales . . Wool o ......... , .lbs . . Wbite lead o . . . , . •keg-s , . Pieces of castings. ........ .No. . . Pieces of castings. .,.....» .tons. . 9,. 364 42,413 28,892 8,177 5,689 9,352 3,812 123 2,753 186,509 2,298 7,037 10,913 94,904 17,609 7,904 4,975 7,497 3,309 126 1,288 136,911 1,109 10,230 1849-'50. 11,798 56,810 10,327 9,491 4,311 6,905 4,847 77 2,404 179,540 2.156 16;841 40,294 54; 399 2,385 1850-'51 19,297 22,103 13,958 14,109 6,927 18,345 2,856 160 3,756 231,324 2,725 4,836 50,857 36,266 1,121 185i-'52. 49,348 66,200 42,333 18,293 3,039 24,761 10,821 629 5,965 276,124 3,404 2,972 65,514 33,942 1,629 A glance at the table of exports v/ill satisfy the observer that the exports are of the same articles as the imports, and that the major part of the property here noted is merely in transitu, passing through the commercial houses of Cincinnati on its way to a northern or souther ti destination. Many articles^ it will also be observed, are much modified in their shape during their stay-— such as pork, lard, whiskey, tallow, &c^ These tables possess much interest, as showing the course of trade at this point, as w^ell as exhibiting its nature and character more fully than can be otherwise done. PITTSBURG, PENNSYLVANIA. The cit}'^ of Pittsburg is situated in the western part of Pennsylva- nia, at the head of navigation on the Ohio river, which is foraied at that point by the union of the waters of the Alleghany and Monongahela.. It is in 420 30' north latitude, and 80^ 2' west longitude ; 230 miles from Baltimore, and 297 from Philadelphia; 200 miles from Harris- barg, and 226 from Washington. It had a population, with its suburbs, in 1800, of 1,565 persons, and in 1850, of about 83,000. The enu~ meration of the inhabitants of the city proper w^as, in 1810, 4,768; in 1820,7,248; in 1830, 12,542; in 1840, 21,115; and in 1850, with its suburbs, 83,000. This number for 1850 includes Alleghany city, of upwards of 20^000 inhabitants, and some smaller places in the vicinity. Alleghanv county, of v/hich Pittsburg is the principal town, had a popu- lation, inl850, of 138,098, having gained, since 1840, nearly 57,000. In this covmty a larger capital is invested in iron manufactures than in any other county in the State, which is pretty good evidence that, at present at least, it oS^ers greater inducements to that branch of industry than any other point. Except at short periods of very dry seasons, the Ohio is navigable to Pittsburg by boats of light draught. It is not, however, navigable for boats of tine largest class during any consider- able portion of the season. When the spring freshets occur ther© COLONIAL AND LAKE TRADE. 641 is deep water ; but the boats built at Pittsburg are adapted to the lowest possible draught, so that they may transact business nearly the wliole year. At times, in severe winters, there is sufficient floating ice in the upper Ohio to impede navigation for a few days. The principal harbor is furnished by the Monongahela river, which has a better depth of water than the Alleghany. The city lies chiefly between the two. It has rather a pleasant site, and is surrounded with hills of bituminous coal, which can be quarried and delivered in the city at a trifling ex- pense. It is to this fact, and the close proximity of good iron ores, that Pittsburg owes her great growth in manufactures. Pittsburg is the great e7itrej)6t of western Pennsylvania, from the Ohio and Missisippi basin and from the lakes. The Ohio river gives her an eligible con- nexion with the first, and its trade ; while the Beaver and Erie and Ohio canals give her access to the latter; and the Pennsylvania canal from Johnstown, gives her the command of the principal portion of the trade of the State west of the AUeghanies. Besides these connexions, however, Pittsburg is about to reap great benefits from numerous rail- way projects, which will soon be in operation in various portions of western Pennsylvania. These are spoken of pretty fully in another department of this report, and it is therefore unnecessary to describe them under this head. One of the most important of all these projects is the Pittsburg and Olean railway, which will pass through some of the best agricultural counties in the State, but which heretofore have not had access to a market, sufficiently expeditious to develop their rich and varied resources. To connect with the route just mentioned, a road is about to be built from Buffalo, at the foot of Lake Erie, to Olean. This road will connect the western termini of the Pennsylva- nia canals with the western termini of the New York canals, and the head of Ohio navigation with the great lake port at the eastern terminus of navi- gation on Lake Erie. Buffalo will have access also to the coal and iron of Pittsburg and other portions of Pennsylvania by a direct route, and by a mode, too, which enjoys superior advantages over all others in carry- ing coal. Railway tracks may be laid direct fi^om the city to the mine, and follow up the quarry indefinitely, perhaps, so that by such a mode no transhipment or cartage is required ; but, with water communication, it cannot be done so easily. There, coal must be carted from mine to boat, and when arrived at the place of destination, instead of being dumped right from the cars into the coal-yard, as upon railways, it must be raised out of boats and carted away to the yard. Perhaps coal and other minerals or ores are the only kind of heavy articles of which it can be said, with truth, that they may be transported more cheaply by rail- way than by water. The manufactures and commerce of Pittsburg are immense; but no returns, later than those of the census of 1850, are at hand, by wdiich to exhibit the exact value of the former, and the com- mercial returns are but indifferently kept at any time. Below, such authentic data are presented as could be procured indicative of the cha- racter and extent of each. In 1840 there were in operation in Pittsburg and Alleghany city thirty-two furnaces and forges, with a capital of $1,437,000 ; the total capital employed in manufactures was stated at $2,784,594. The ton- nage of the port, in 1840, was estimated at 12,000 tons. 41 642 ANDREWS REPORT ON In 1850, according to the returns of the United States census, Alle- ghany county had manufactures of all kinds employing capital, and yielding annual products as follows : No. of manufac- tories. Capital in- vested. Value of ma- terial. Hands em- ployed. Value of an- nual product. Pittsburg ., , 819 120 328 15,944,383 1,469,790 3,441,721 $5,677,890 1,156,018 2,590,498 8,436 1,817 4,400 pO, 038, 721 1,844,706. 4,802,605 Alleghany city. . . • e Alleffhany county. ........ Total 1,267 10,855,844 9,424,406 14,653 16,686.032 The great bulk of the above aggregate of nearly seventeen million dollars of the product of industry is made up of manufactures of various kinds of iron, steel, nails, glass, cotton, clothing, boots and shoes, cabi- net^ware, whiske)^ flour and provision-packing. Iron, of course, takes the lead, and enters into almost all kinds of manufactures to a greater or less degree. It is proper to remark here, that httle reliance is to be placed upon the accuracy of census returns, generally, in matters of business which re- late to the actual substance of men so intimately as the above queries indicate. Various motives instigate different persons to give replies susceptible of constructions very wide of the mark aimed at by the government — sometimes above, perhaps, but generally yery far below the real value of the property or business undergoing investigation* Business men are proverbially jealous of all intermeddhng in their af- fairs ; and so, however good the object of the meddler may be, or how innocent soever the instrument employed, the replies are usually so colored, as it is supposed will best subserve the interests of their maker. Hence, such returns should be used under a full view of the circum- stances and with many grains of allowance. In the case of Pittsburg and vicinity, all commercial returns, lately compiled, present very dif- ferent results from those of the census. That city is well known to be one of the most prominent in all the western valleys for the construction of steamers — both of wood and iron— an interest which does not fully appear in the census returns. It is said that the number of steamers built at this place, during a series of years, will average about one per week. Supposing this statement to be correct, and that the value of the machinery and joiner- work was included under those heads, which is hardly probable, there is still the cost of material and labor required to construct fifty-two hulls, unaccounted for, which, at the moderate aver-- age valuation of ten thousand dollars each, would amount to five hun- dred and twenty thousand dollars. This is but a single item ; and it is not at all improbable that many more might be cited, less important to be sure, but still capable of adding their quota to the general aggregate. In western Pennsylvania— thai is, in the twenty-two counties west of the Alleghanies — there were diflFerent varieties of iron works in thirteen of the counties, to the num- ber of one hundred and forty, involving the investment of $6,887,376. COLONIAL AND LAKE TRADE. 643 The principal, and, in fact, almost the only accessible market for the products of this immense capital, is Pittsburg. During late years, it is well known many of them have remained idle, owing to the low, un~ remunerating prices of iron» But the late advance of prices in Europe, and the present high rates, are stimulating this important interest, and, inviting capital, and labor to engage in it, with good prospects of an adequate reward. Pittsburg must, therefore, soon reap a rich harvest in the augmentation of her traffic from this source. Pittsburg, however, is not entirely dependent on the suburban counties for her iron manu- faetureso There are in the city fifteen rolling-mills, having a capacity for making 49,200 tons of bar, rod, hoop, sheet, and boiler iron, nails and spikes, and bar and sheet steel, annually. Of the above fifteen works, six are employed in the conversion of steel; of which they made, in 1850, 6,078 tons. In the same works there were 205 nail machines, capable of turning out 1,000 kegs of 100 lbs. each, or an aggregate of 10,250 tons. The aggregate value of the products of these fifteen works is estimated at $3,425,000. The pig-iron consumed in these and similar manufactories is supplied by the foundries located upon the several rivers which communicate with the mountainous districts. The ore is principally furnished to the foundries by the neighboring farmers during the winter season, when their labors are not required in agricultural occupations. Digging the ore, and delivering it to the furnaces, felling trees, and converting the wood (which is unfit to transform into lumber) into charcoal for the use of the furnaces, and raising produce for the subsistence of the laborers employed in the manufacture of iron, afford abundant and profitable employment to the agriculturists of the surrounding country, and con- tribute largely to the trade and commerce of Pittsburg. The manufacture of glass is carried on by thirty-three different es- tablishments in this city, which is scarcely less noted for the quantity and variety of this article, annually classed among its exports, than for the larger and more valuable interest just described. These remarks are intended to convey some idea of the principal manufacturing, and consequent commercial, interests of Pittsburg, as now in progress; but it may be well to add that they may be extended almost indefinitely. There is no known limit to their capacity, or to the elements necessary for their augmentation. Wood, coal, ores, and agricultural resources, all abound in the utmost profusion, and at the greatest possible convenience. All that is wanting to constitute Pitts- burg the ^^ Birmingham" of the American continent is labor. The commercial interests of Pittsburg are hardly less important than the manufacturing. The enrolled tonnage of the port in 1851 was about 17,000 tons, consisting of 112 steamers, employing officers and crews of 2,588 persons, and carrying 466,66] passengers. Of the property carried on the river steamers, either as to amount, character, or quan- tity, no returns are at hand, and there is no very satisfactory mode of ascertaining its value. The best mode of ascertaining its character which now presents itself is by the examination of the returns of the canal commerce of Pittsburg, as made to the commissioners of the State works. 644 ANDREWS REPORT ON Com])aratwe statement') exhibiting the exports by canal of some of the leading articles duriiio; three seasons. Articles , 1852. 1847. 1846. Cotton lbs. Hemp do. Tobacco, unmanufactured do. Groceries .do. Hardware, cutlery do . Iron — pig do. castings do. blooms do . Cast steel do . Lead .do. Nails and spikes do . Bacon do. Beef and pork bbls. Butter lbs. Flour bbls. Lard and lard oil lbs . Tallow do. 1,670,922 1,165,057 20,490,918 1,724,@70 433,669 16,557,572 607,995 411,620 7,364,436 5,000 3,033,036 39,586,694 10,367 434,495 5,995,693 865,509 1,056,138 3,311,618 14,777,059 1,978,822 246,897 65,537 250,910 13,836 549,416 188,078 51,760 12,713,427 41,225 747,645 297,940 5,319,378 62,946 1,000,971 1,287,886 24,696,742 1,571,889 239,353 2,675,341 333,702 319,736 325,085 82,732 21,661,236 19,620 800,265 156,412 2,929,286 291,313 This and the following tables include the amount of the articles spe- cified, moved from and received at Pittsburg on all the public improve- ments during the years named. Comjnirative statement^ showing some of the leading articles imported into Fittsburg by canal during the years named, each ending December 31. Articles. Produce not specified pounds. , Oats bushels , Leather .pounds. , Coffee do . . . Dry goods do . . . Groceries do . . . Hardware .do. . . Iron, pig. .do. . . castings do. . . blooms do . . . bar and sheet do. . . Nails and spikes <. do. . . Fish barrels. 1852. 358,231 43,087 237,616 17,102,061 36,117,244 17,885,702 17,457,753 20,225,558 814,300 14,232,693 15,292,015 156,500 32,644 1847. 1,257,620 21,360 312,239 9,927,605 23,201,074 7,833,925 14,501,693 21,979,3.53) 124,662 ( 14,942,390 4,397 15,886,711 19,926 1846. 871,500 19,080 386,225 10,290,993 12,651,818 6,923,856 10,522,463 15,410,661 13,890,707 2,833,879 575,402 19,600 On the average, these figures indicate a very gratifjnng increase in the canal commerce of the city, but especially in the iron trade for 1852. In this fact, and in the greatly increased importations of dry goods and groceries, maybe seen the evidence of the stimulation which the advanced prices have already imparted to the iron manufactures. COLONIAL AND LAKE TRADE, 645 Statement shoiving the imports and exports hy canals at Piitsb^irg, during the year ending December 31, 1852. Articles. Agricultural products, not specified pounds. , Barley bushels . Bran and shipstufFs do, . . . do. . . . Rye. Corn. do. . . . Cotton pounds . . Hay c. tons . . . , Hemp pounds.. Dried fruit do Oats bushels . Ginseng and beeswax pounds . . Hogs' hair do. . . . Seeds bushels.. Tobacco, unmanufactured pounds. . Wheat bushels. . Deer and buffalo skins pounds . . Feathers. , .do Furs and peltries do. . . . Dry hides. do. . . . Leather .do. . . . Wool do Bark cords . . . Boards and plank feet. . . . Hoop-poles No. . . . Laths, less than 5 feet do. . . . Shingles do. . . . Staves do. . . . Wood. ... I cords . . Boots, shoes, and hats pounds. . Drugs and medicines do. . . , Dry-goods , do. . . . Dye-stuffs do. . . . Earthenware do, . , . Glassware do. . . . Groceries do. . , . Hardware and cutlery do. . . , Liquors, foreign gallons. . Paints pounds. . Cordage and bagging do. . . . Salt bushels . Stoneware pounds. . Tobacco, manufactured do. . . , Whiskey gallons. . Ashes pounds . . Coal, mineral tons.. . Copper , pounds , . Iron, pig do. . . . castings do. , . . blooms and anchors .do. . . , bars and sheets do. . . , Lead , bars and pigs do. , . , Nails and spikes do, , , , Steel do. . . Tin do. . . Bacon do. . . Beef and pork barrels. Butter pounds. Cheese do. . . Fish barrels. Flour barrels. Lard and lard oil pounds. Dried beef .do. , . Tallow and candles do. . . 5,106,651 1,906 1,951 902 400 1,607,922 58 1,165,057 13,262 311 277,633 494,064 3,270 20,490,918 9,839 288,048 390,835 197,319 190,258 522,412 4,108,694 170 235,272 6,500 149,400 60,000 5,000 22 2,836 186,988 412,986 5,385 68,731 1,075,705 1,724,070 433,369 3,164 33,728 82,883 158,437 6,753 17,000 779,877 285,957 9,415 91,653 16,557,572 607,995 411,620 7,364,436 5,000 3,033,036 23,221 Imports. 39,586,694 10,367 434,495 399,571 169 236,904 5,995,628 30,143 365,509 358,231 1,475 19,670 4,309 1,137 73 542,600 43,087 817 75,800 26,000 237,676 29,540 813 144,030 21,500 6,000 6,250 2 2,603,066 424,900 36,117,244 140,400 4,746,790 800 34,987,763 17,457,773 4,965 200,200 150,500 96,450 2,132,400 6,929,875 4 131,600 20,255,558 814,300 14,232,693 15,292,015 4,500 156,500 341,500 1,663,800 5,000 3,700 32,644 1,048 646 ANDREWS REPORT ON STATEMENT— Continued. Articles. Brick number . Burr and mill-stones pounds . Lime .bushels. Marble pounds. Slate for roofing do. . . Stone.. perches. Agricultural implements pounds . Furniture do . . . Oils (except lard) gallons . Paper and books pounds. Rags. do. . . Sundries do. . . Soapstone do . . . Brimstone do. . . Spanish whiting do . , . Boats cleared number. Passengers. « miles travelled. Amount of tolls collected dollars . Exports. 600 8,600 4,625 5,276 1,741 21,401 234,052 . 24,299 137,152 951,005 10,117,893 4,826 1,142,192 208,933 Imports, 345,395 222,706 1,217,600 1,440,800 125 65,580 447,103 34,970 1,087,093 20,717 1,964,308 32,000 1,750,500 339,600 2,787,179 It must be remembered, that while these tables embrace all articles imported and exported on the State works, they show nothing of the exports of manufactures or receipts of goods and produce by the Ohio river. Pittsburg has virtually a canal connexion with Cleveland and Erie, on the lake, which contributes largely to her trade, and opens to her iron manufactures the lake markets. She is also in communica- tion with Cleveland and Chicago by railway. But her river commerce is also of immense value. Some idea may be gained of its magnitude from the fact that, during the year 1852, no less than sixty-nine steam- ers were constructed at that point, of an aggregate of 15,000 tons, or an average of 213 tons each. And all this tonnage, besides that built at other points below, finds sufficient and lucrative employment; if not in the Pittsburg trade directly, then at points below. LOUISVILLE, KENTUCKY. Louisville is situated on the southern bank of the Ohio river, near the falls, in latitude 38^ 3' north, and longitude 85° 30' west, 52 miles from Frankfort, 1,400 from New Orleans, 600 from St. Louis, 650 from Pittsburg by water, and 596 from Washington. This is the commercial city of Kentucky, and one of the five great places in the valley of the Mississippi. Situated at the falls of the Ohio — the only great obstruction in a navigation of 2,100 miles from the Alleghany river to the Gulf of Mexico—it has, in this very circum- stance, some great commercial advantages. One of these is, that, except at high water, which occurs but at short periods, the largest class of steamboats seldom ascend above that point. It is also natu- rally the mart of an extensive and fertile country southwest of it, and also of a portion of Indiana on the north. The country immediately around the 'Malls" is also fertile, supplying an abundance of market products for a large population. Its growth has been more moderate COLONIAL AND LAKE TRADE. 647 than that of Cmcinnati and St. I^ouis, but it has been steady; and the same causes which resulted in its rise will continue to operate for a century to come. The following are the most important statistics of this city: 1. Growth and "poyidatioiu Years. Population. Increment. Ratio. In 1800 600 1,300 4,000 10,090 21,000 43,217 700 2,700 6,090 10,910 22,217 In 1810 115 per ct. 208 per ct. 152 per ct. 109 per ct. 105 per ct. In 1820 In 1830 In 1840 In 1850 The population of Louisville (in 1852) is 5J5726, showing just about the same rate of increase — 10 per cent, per annum. In 1860, at this rate, Louisville will contain about 90,000 inhabitants. The neigh- boring town of New Albany (Indiana) is quite a large place, and will, doubtless, continue to grow. So, also, Jeffersonville (opposite Louis- ville) will be a town of considerable importance. 2. Commerce. In Mr. Casseday's History of Louisville, the commercial business of Louisville is represented thus: 1. Groceries. — The principal imports of Louisville, in groceries, &c., were : Sugar. » 15,615 hhds. Molasses « 17,500 bbls. Refined sugar 10,100 packages. Coffee »..._ 42,500 bags. Rice 1,275 tierces. Cheese - 25,250 boxes. Flour . . . , „ 80,650 bbls. Salt 110,250 bbls. Salt, Turk's island. ..„ 50,525 bags. Bagging 70,160 pieces. Rope „ - - - - - 65,350 coils. The value of these was estimated at ten million six hundred thousand dollars. 2. Dry goods. — The aggregate annual sales of dry goods are esti- mated at five million eight hundred and fifty-three thousand dollars. 3. Hardware^ queensware, saddlery^ ^c. — The aggregate of other sales of merchandise amounts to thy^ee nfiillion eight hundred and sixty-six thou- sand dollars. 648 ANDREWS REPORT ON 3. ForTc business. The number of hogs put up this season in Louisville, New Albany ^^ and Jeifersonville, round the '^ falls," is estimated at 275,000, which shows a large and increasing business. A large number of the farmers of Kentucky drive their hogs to the Louisville market ; and, in the last two or three years, the business has been extended. 4. Steamhoats and navigation, Louisville embarked in the steamboat business at a very early day, and still employs a large number of steam vessels. In the year 1851 {vide United States Steam Report) there were sixty-one steam-vessels registered at Louisville, carrying 15,180 tons. A large number of steamboats are annually built at Louisville and New Albany. 5. Manufactures. Louisville is a commercial and not a manufacturing town. Hence ? its manufacturing establishments are small as compared with Pittsburg and Cincinnati. Yet they make, in the aggregate, a large amount. The following are the principal : Foundries Soap and Candles . . Bagging Breweries Cotton and wool . . . Clothing Feed and flour-mills Furniture Glass Oil Paper Rope Tobacco, &c Leather Number. Hands. 15 930 6 59 3 120 6 30 3 135 45 1,157 9 47 25 446 1 50 3 16 1 36 11 166 82 1.050 9 64 Product. ,392,200 409,000 184,000 108,600 173,500 941,500 283,800 638,000 50,000 140,000 113,000 460,000 ,347,500 176,000 The manufactures of Louisville (exclusiveof mere mechanical labor) probably amount in value to six millions of dollars per annum — cer- tainly a very good foundation for more extensive operations. 6. Railroads, Louisville will, in the course of two or three years, have an exten- sive system of railwa5^s. The principal lines will be as follows, viz.: 1. Lexington and Louisville railroad, finished ; and will connect at Lexington with numerous other lines. COLONIAL AND LAKE TRADE. 649 2. Louisville and Nashville line. This will connect her with the entire net- work of southern railroads. 3. LoLiisville and Cincinnati railroad — which will connect her with all the northeastern railroads. 4. JefFersonville and Columbus line; which will connect at Indian- apolis with all the northern, Indiana, and Michigan lines. 5. New Albany, Salens, and Michigan city line. This will connect, at Orleans, with the Ohio and Mississippi railroad, and thus make a continuous line to St. Louis, and will be continued north to Michigan city and Chicago, Illinois. These railroads, when completed, will connect Louisville with the most distant parts of the Union, and enable her to avail herself of her great commercial advantages. Louisville is situated in the centre of a large district of level and rich land. Its site for building is almost indeJfinite. Provisions are cheap; and its position for commerce one of the best in the interior of the United States. Its growth is not so rapid as that of some places, but is very uniform ; so that the growth in future may be very cer- tainly counted upon at the same rate. Allowing for some decrease in the ratio of growth, and it will probably, in half a century, have half a million of inhabitants. A statement recently published shows that there are navigating the Ohio and Mississippi rivers an aggregate of 269 steamers, measuring 60,792 tons, and which are valued at $3,895,000, that can pass through the present locks in the canal around the rapids at Louisville. There are also navigating the same rivers 76 steamers, measuring 48,052 tons, and valued at $3,714,000, which are too large to pass through those locks, and therefore cannot participate in the trade of the upper Ohio, being nearly one-half the valuation of the steam stock engaged on those waters. VaIuatio?i, in 1850, of the cities named. St. Louis . Cincinnati. Louisville. , Estimated. ^27,968,833 41,848,536 31,533,904 True. ^50,000,000 49,310,925 31,533,904 ST. LOUIS, MISSOURI. Lying upon the bank of the finest river on the continent, in latitude 38o 37 28" north, and longitude 90c> 15' 30" west from Greenwich, and backed by untold acres of lands, rich in all the elements of agriculture, forests, and mines, which may be made tributary to her commerce, St. Louis is entitled to important consideration in the investigation of com- mercial affairs on the western rivers. Having already reached an en- viable position among her sister cities, she is looking westward with a system of railways intended not only to bring all the rich agricultural and mineral treasures of the Missouri basin into her markets, but event- €50 Andrews' report on ually to extend beyond the Rocky Ridge to the valley of the Great Salt lake, and still further onward to the golden shores of the Pacific ocean. Though these ultimate results are some years distant, yet a glance at the accompanying map will satisfy any one that a full development of the immense resources of that portion of the Mississippi valley north and west of St. Louis, and most of which has not as yet been reduced to the first stages of culture, but must sooner or later pay its tribute to the trade and commerce of St. Louis, will be sufficient to gratify the most sanguine expectations of those engaged in pushing forward the improvements tending to such an end. Whether these railways are extended beyond the Rocky mountains or not, therefore, there is a ter- ritory belonging to the great valley which can scarcely avoid becoming- tributary to the business of this city, much larger and more prolific of all the elements of wealth than can be found adjacent to any other city in the West. This fact alone is decisive of the future greatness of St. Louis, provided she puts forth her energies towards the progress of the means for the exhumation of the resources of this country. Her con- nexions with eastern cities, through Cincinnati and Chicago, are already decided upon and secured beyond contingency, as will be seen by refer- ence to the description of canals and railways. This is now one of the most important of the river-ports. Surrounded by an extensive back country of unsurpassed fertility, well watered and endowed with all the advantages requisite to support a dense and thriving population, St. Louis bids fair to become, at no distant day, one of the first cities in the United States in point of population and commercial wealth. It is situated on the Western shore of the Missis- sippi river, about 196 miles above the mouth of the Ohio, 20 miles below the mouth of the Missouri, its principal affluent, and 40 miles below that of the Illinois. Still further northward the Fever, the Wis- consin, and other rivers from the country eastward, and the Des Moines and Iowa, with some less notable streams from the west, fall into the Mississippi, conveying the rich products of the extensive prairie lands on their borders to the markets of St. Louis. Here these products are usually exchanged for merchandise and supplies necessary to the set- tlement and subsistence of a new country. Many furs are also brought down these various streams to St. Louis, and exchanged for the goods and supplies which constitute the stock in trade of the western trapper and the Indian trader. Above that city these waters are navigable only by the ligliter draught or smaller class of boats, while below it the large and splendid New Orleans packets find their rapidly increasing trade. These facts involve the necessity of a transhipment of almost the entire bulk of produce and merchandise arriving at St. Louis, and intended for points either above or below that city, before it can proceed to its destination ; and St. Louis is thus constituted the great receiving and distributing depot for all the upper country of the Mississippi and Mis- souri basins. To the vastness of this country, therefore, the immense fertility of its soil, and its rich mineral resources, inducing an inex- haustible tide of immigration, does St. Louis owe her late rapid growth in population and prosperity. The city is one of the oldest French trading and military posts in the Mississippi valley, and has been looked upon for many years as the key COLONIAL AND LAKE TRADE. 651 to the great territory to which we have referred ; but, until the last twenty years, its progress was very slow. In 1840 it could claim but 16,469 inhabitants, whereas in 1850 it numbered a population of no less than 82,744 souls, showing an increase of 66,000 souls, and an average rate of duplication once in four years. She has, moreover, grown much more rapidly during the last ten years than at any former period. Thus, in 1800, St. Louis had 2,000 inhabitants. During the last fifty years her population has been doubled once in 9J years ; during the last 40, once in 9 ; the last 30, once in 7 ; the last 20, once in 5J ; and the last 10, once in every 4 years. Such has been the almost un- precedented growth of St. Louis from natural causes. What, then, may not be expected as the result of the construction of her numerous railways now in progress, or projected, in connexion w^ith her natural advantages ? The opening of these artificial routes will give her easy access to numerous deposites of lead, iron, coal, and copper ores, within a circuit of 90 miles, equal to the wants of the whole Missis- sipi valley for centuries, which have not, to this time, been brought to use. The lack of necessary means of transportation has heretofore precluded the successful working of these numerous mines, though they have been known to exist in richness rarely if ever excelled. The completion of the *^ Pacific," the ''Hannibal and St. Joseph," the ''St. Louis and North Missouri," and other projected railways, which is now determined, and will open easy communication with these mineral re- gions, besides developing the resources of large tracts of country second to none other in agricultural richness. Owing to these promising natural features, the hidden wealth of which will be brought to light and ren- dered available through these stupendous lines of internal improve- ment, the people of St. Louis confidently anticipate a continuation of their present rate of increase during the next ten years, when her ca- pacity will be equal to the support of nearly 500,000 inhabitants, when her mines may vie with those of Sweden and Great Britain, and her manufactures and agricultural productions, her railway and river ton- nage, and her aggregate commerce, may not be- exceeded by those of any other region of the world. A more detailed account of the different lines of public improvement in progress will be found under the proper head, in another part of this report, and their situation may be ascertained by reference to the accompanying railway map. The following tables, compiled from annual statements, will exhibit something of the growth and character of the commerce of St. Louis during a term of years. 652 ANDREWS REPORT ON Com/parative statement of some of the princijml articles landed at St. L during six years- — ending December 31, 1852. iOms Articles. Wheat bQsh. Flour bbls . Corn bush . Oats do . . Barley, &c do. . Pork. . .casks & tierces. Pork boxes & bbls . Pork, bulk pieces. Pork, bulk tons . Salt sacks. Salt. .bbls. Hemp .bales. Lead pigs. Tobacco hhds. Beef. . .tierces & casks. Beef. bbls. Hides pounds . Whiskey bbls . Sugar hhds. Sugar bbls . Sugar boxes. Coffee .sacks . Molasses bbls . Lard do. . Lard tierces . Lard kegs. Bacon . . casks & tierces . Bacon boxes . Bacon .pieces . Lumber M feet. Shingles .M. Lath M. 1851. 1,700,708 793,892 1,840,909 794,421 101,674 15,298 103,013 768,819 147 216,933 46,250 65,366 503,571 10,371 5,640 8,872 90,736 47,991 29,276 20,854 15,833 101,904 40,231 14,465 37,743 14,450 16,701 1,564 6,629 16,280 7,805 1,265 1850. 1,792,074 292,718 968,028 697,432 69,488 2,969 101,762 449,556 261,230 19,158 60,862 573,502 9,055 2,586 6,049 94,228 25,959 25,796 5,035 11,328 73,673 29,518 61,525 17,925 11,549 30,035 1,320 49,321 14,676 4,316 283 1849. 1,792,535 306,412 305,383 252,291 46,263 13,862 291,709 23,553 46,290 590,293 9,879 10,867 12,336 68,902 29,085 26,501 7,348 67,353 29,214 58,279 15,801 18,845 16,280 3,245 24,188 7,334 1,290 1848. 2,194,789 387,314 699,693 243,700 55,502 97,642 204,741 38,809 47,270 705,718 9,014 9,369 7,806 62,097 29,758 26,116 14,812 78,842 21,943 67,339 6,579 14,180 29,423 6,622 22,137 15,851 2,598 1847. 2,432,377 308,568 1,016,318 202,265 57,380 43,692 106,302 41,380 72,222 749,128 11,015 5,735 4,720 71,877 22,239 12,671 20,111 77,767 21,554 32,021 2,150 8,595 14,425 1,289 16,017 13,098 2,817 1846. 1,838,926 220,457 688,649 95,612 10,150 48,981 177,724 58,948 33,853 730,829 8,588 1,716 63,396 29,882 11,603 5,752 65,128 14,996 26,462 14,730 11,803 1,648 Over and above the articles here enumerated there are mentioned some fifty-one others, including nearly all articles of produce and mer- chandise prominent in the trade and productions of the West. The above, however, have been selected as showing the bulk of the com- merce of the river at this point. Below are presented tables exhibiting the number and tonnage of boats arriving at St. Louis in the prosecution of this trade during a series of j5ve years : Whence. 1851. 1850. 1849. 1848. 1847. New Orleans ^ , Ohio river 300 .457 634 639 301 119 175 301 493 788 635 390 75 215 313 406 686 806 355 122 217 446 429 690 697 327 194 396 502 430 Illinois river 658 UDDer MississiuDi ................ 717 Missouri river , 314 Cairo .......................... 146 Other points 204 Total number 2,625 2,907 2,905 3,179 2,969 COLONIAL AND LAKE TRADE. 653 Tonnage of steamboats and barges was, in 1850 681,256 Do do do do 1851 683,140 Wharfage collected in 1850 „ $41,195 Do do 1851 - . . „ 48,156 Showing, that while the number of arrivals has fallen off, the loss is more than compensated by the enlarged capacity of the boats, as ex- hibited by the increase of tonnage. The foreign conimerce of St. Louis, consisting of importations, is as follows : Sugar and molasses $289,753 Hardware, &c „ , 133,401 Railroad iron , 100,211 Earthenware 98,786 Tin plates, tm, copper, iron, &c 81,482 Dry goods and fancy goods 24,287 Brandy, wines, gin, &c 24,712 Burr-stones 2,259 Drugs 2,618 Total 757,509 Amount of hospital money collected at the same port $2,941 Amount of duties collected 239,318 Hospital money expended in relief to sick and disabled. boatmen „ „ - . „ 3,441 No estimate of the total value of the commerce of St. Louis for 1851 has been made, nor, indeed, would it be an easy task to prepare such with any degree of accurac}^ Enough, however, is here shown to exhibit the importance which it must soon attain, and the power and influence it will ultimately exert on the commerce of the Atlantic cities. Note. — St. Louis and Cincinnati, as already noticed, are being connected by the Ohio and Mississippi railroad. This road is all under contract, and crosses the Wabash river at Vincennes. From this point a railroad is under contract to Evansville, and finished from Evansville to White ri\rer, about thirty-six miles ; the whole will be completed the present year. Henderson, in Kentucky, is on the Ohio river, twelve miles below Evansville. From this point a railroad has been surveyed through the State of Kentucky, passing Madisonville, Hopkinsville, and Trenton, striking the Tennessee State line about twelve miles north of Clarksville, and the whole distance in Kentucky is aoout ninety miles ; and sufEcient funds have been subscribed to grade, culvert, and bridge it. Henderson is at a point about central to that portion of the great Illinois coal field lying south of the Ohio river. This road passes over these coal beds for about fifty miles. The best workable vein, near Madisonville, is 8| feet thick, good roofing and drainage ; and the mines are so situated that the coal cars, when laden, will descend with grades on lateral roads of about thirty feet per mile ; and the coal can be carried on a good road for about one cent a ton per mile. The citizens of Nashville and the county of Davidson are now deeply interested in securing the stock to connect the residue of the distance in Tennessee, about fifty miles ; and the Kentucky and Edgefield company have taken |205,000 of the stock. This road will secure to Nashville her fuel at the cheapest rate, and open a direct communication between the southeast and Atlantic sea- board from Florida to the Capes of Virginia ; and as it starts at Henderson, opposite the centre of the great Vf abash valley, from which the States of South Carolina, Georgia, East and West Florida, now get their supplies by way of New Orleans and the gulf, this com- munication will supply ail the northern portions of those States with all their breadstuifs, stock, &c., at about as cheap a rate as it can be done when the articles arrive at Charles- ton or Savannah, so fiir as carrying is concerned ; and the road must, necessarily, be one of the greatest thoroughfares in the United States, embracing, as it does, every variety of cli- mate and agricultural production, and the shortest communication to the seacoast ; and the attention of the public is now being anxiously turned to this great work. The country over ■which it passes is nearly " champagne" in Kentucky, and all highly agricultural. 654 Andrews' report on steam marine of the interior. As the rivers of the great valley west of the Alleghany ridge-— the Mississippi and its tributaries— constitute the most important portion of our river navigation, a full report of the business transacted upon those waters is very desirable, especially in this connexion ; as it would show not only the relative value of the commerce of the rivers, as compared with that of the lakes, but also the exchanges among the several dif- ferent points upon the rivers. Regrets have before been expressed that returns have only been received from a few of the more important river cities in detail. It is thought best, however, to state the amount of ton- nage employed in that trade, as the best means at hand of submitting proper approximate statements of the commerce of the great rivers. The character of the trade, and the principal articles of produce enter- ing into it, will be sufficiently shown by the detailed statements of the commerce of the largest cities. This trade has long been considered of the highest importance by our most distinguished statesmen, who foresaw the necessity of making provisions for its prospective augmenta- tion, as well as by the highest commercial authorities who have ever advocated a liberal policy of internal improvements, and also by private individuals engaged in commercial affairs* Mr. Calhoun, in his able report to the Memphis convention, convened for the purpose of considering the valuable interests involved, amount- ing to more than three hundred millions, and to concert measures for improving the navigation of the ^'western waters," says: *' Looking beyond, to a not very distant future, when this immense valley— -con- taining within its limits one million two hundred thousand square miles, lying, in its whole extent, in the temperate zone, and occupying a position midway between the Atlantic and Pacific oceans, unequalled in fertility and the diversity of its productions, intersected by the mighty stream, including its tributaries, by which it is drained, and which supply a continuous navigation of upwards of ten thousand miles, with a coast, including both banks, of twice that length — shall be crowded with population and its resources fully developed, imagi- nation itself is taxed in the attempt to realize the magnitude of its com- merce." The trade on the Mississippi and its tributaries is now a matter of great public concern. By its rapid advance and its great future it claims equal notice with the foreign trade and the trade of the lakes, and perhaps more than either as one of the main sources of the wealth of the confederacy. The following remarks from De Bow's Review show the interest that is felt in this matter : '' The free and uninterrupted navigation of these great inland waters must, of course, be a matter of prime interest to the country. They are to the populous nations on their banks as the ocean itself, over which commerce, not kings, presides. No construc- tion of State powers, as contradistinguished from Federal, can exclude these arteries of trade from the pale of government regard and protec- tion. They are points of national concern. No State, nor alliance of States, can apply the remedies which their exigencies require. No narrow views of economy, no prospective expenditure, however vast^ COLONIAL AND LAKE TRADE. 655 could be allowed to deter the legislature of the Union from approaching the solemn act of duty which is involved here." The following resolutions were, with others, adopted by the Mem- phis convention: ^'That safe communication between the Gulf of Mexico and the in- terior, afforded by the navigation of the Mississippi and Ohio rivers, and their principal tributaries, is indispensable to the defence of the country in time of war, and essential also to its commerce. '' That the improvement and preservation of the navigation of those great rivers are objects as strictly national as any other preparation for the defence of the country ; and that such improvements are deemed by this convention impracticable by the States or individual enterprises, and call for the appropriation of money for the same by the genera,! government." The following statements, compiled chiefly from a valuable and useful report, already referred to, on the steam marine of the inland waters, are presented here to exhibit the necessity for secure inland navigation, and as having a special bearing on the trade of the Mississippi valley and the St. Lawrence basin : *^ The order in which the several collection districts on the lakes and rivers of the interior are shown, commences on Lake Champlain, from, which it extends up the St. Lawrence river and Lake Ontario to the Niagara river ; thence up Lake Erie, the Detroit river, and Lake Huron, to Michilimackinac ; thence up Lake Michigan to Chicago ; thence across the Mississippi river, and down that stream to New Orleans ; thus extending on a natural line of interior navigation, which has but two shght interruptions, from the waters of the Gulf of St. Lawrence to those of the Gulf of Mexico, a distance of not less than 2,850 miles? upon which is employed, for purposes of trade and travel, a steam ton- nage of 69,166 tons.* The Ohio basin forms of itself a cross-section some 1,100 miles in length, embracing simply the districts on that river and its tributaries. ** Immediately west of Lake Superior lies the Minnesota district, with a collector at Pembina, on the line between our own and the British possessions, and a deputy at St. Paul, on the Mississippi, within the Territory of Minnesota. This is a new district, and steamboats em- ployed on its waters have hitherto been enrolled at St. Louis. During the years 1850 and 1851, three or four good steamers ran regularly be- tween St. Louis and St. Paul, and Fort Snelling, two of which took several large pleasure parties almost two hundred miles up the Minne- sota (St. Peter's) river. A small boat (the only one yet built in the Territory) has been running the past year above the falls of St. An- thony, 1,700 miles from the mouth of the Mississippi. Steamers run earlier and later on the waters of the Minnesota than those of the region of the northern lakes, in the same latitude. **Follo wing the water-flow south fi'om the Minnesota district, we reach the Gulf of Mexico by the Mississippi river, along which another inte- * This distance is traced from Montreal to Lewiston on the regular line of steamboat navi- gation ; thence by land (the first interruption) to Buffalo ; thence on the regular line of steam- boat navigation to Chicago ; thence by the Illinois and Michigan canal (the second interrup- tion) and the Illinois river, to the Mississippi ; and by that river to the Gulf. 656 ANDREWS' REPORT ON rior section may be constructed, to show separately the strength of that division of our steam-marine. This section presents the following re- sults : Steam-marine of the Mississippi Valley. Districts. Minnnesota*. . St. Louis Memphis Vicksburg.. . . Natchezf New Orleans. Total. No. of steamers. 131 3 6 113 253 Tonnage. Tons. d5ths. 31,833 92 450 00 937 87 34,736 00 67,957 84 No. officers, crews, &c. 2,340 15 101 3,958 ,414 367,793 34,000 46,800 434,000 882,593 * New district. , f No enrolment. Steam-marine of the Ohio basin^ Districts. No. of steamers, Tonnage. No. officers, crews, &c. Passengers Pittsburg. . . . ■ Wheeling . . . Cincinnati.. . . Louisville . . . , New Albany* Evansville* . , Nashville . . . . 112 46 111 61 Tons. 95ths. 16,942 68 7,190 67 24,709 07 15,180 66 2,588 651 2,789 1,913 466,661 243,170 2,460,726 270,000 18 3,578 13 397 24,340 Total . 348 67,601 31 8,338 3,464,967 * New districts. ^'By a summary of aggregates, it appears that the entire strength of the steam-marine of the lakes and rivers of the interior is comprised in 765 vessels, measuring 204,725^ tons, and employing 17,607 persons as officers, crews, &c. Of this aggregate, 663 are ordinary steamers, measuring 184,262fl tons, and employing 16,576 persons; 52 are pro- pellers, measuring 15,729^ tons, and employing 817 persons ; and 50 are ferry-boats, measuring 4,733-||- tons, and employing 214 per- sons. Of the lake steamers, 56 of the ordinary, and all but two of the propellers, are moved by high-pressure engines, and 48 of the or- dinary by low-pressure. All of the river steamers, and all of the ferry- boats, have high-pressure engines. Low-pressure engines have at sev- eral periods been partially tried on the western rivers, and abandoned. In the year 1818, three hoais of this description were built on those wa- ters; in 1819, seven boats ; in 1820, two ; in 1822, 07ie; in 1823, 07ie; in COLONIAL AND LAKE TRADE c 657 1824, two; in 1825, six; in 1826, eight; in 1827, four ; in 1828, two; in 1829, three; in 1830, two; in 1831, four; totsl, fortij-sevcn ; of wiiich thirty-three were built at Cincinnati, five at Louisville, three at New Orleans, and the remaining six at different points on the Ohio« On the lakes, except for propellers, high-pressure engines have novv- compara- tively few advocates, and within the last four or five years very few of them have been built. '' The highest of the navigable waters of the United States is Lake Superior, which is embraced in the district of Michilimackinac, with the St. Mary's river, Green Bay, and the Straits of Mackinac. Follow- ing the water-flow from this district, we reach the Gulf of Sto Lawrence through Lakes Huron, Erie, Ontario, and the St. Lawrence river ; and the Atlantic coast by Lake Chanlplain and the New England improve- ments in one direction, and in another by the Erie canal and the Hud- son river. Tabular statement of steamers on the rivers. Places. No. Tonnage. No. officers, crew, &c. Passengers carried. Average distances. St. Louis. . . . Memphis . . . . Vicksburg.. . . Natchez New Orleans. Nashville . . . . Evansville . . . New Albany. Louisville.. . . Cincinnati . . , Wheeling.. . . Pittsburg .... Total. 131 3 6 81,838 450 937 S,340 15 101 367,793 34,000 46,800 113 18 34,736 3,578 3,958 397 434,000 24,340 61 111 46 112 15,185 24,709 7,190 16,942 1,913 2,789 651 2,588 270,000 2,400,796 243,170 466,666 601 235,661 14,752 4,287,555 892 750 1,001 220 280 In order to show correctly the currents of actual travel by the waters of these several lines of interior collection districts, with the local move- ment at the principal port of each, the following statement of the seve- ral lines is presented : Lines of travel. 1. By the St. Lawrence and the lakes. . . 2. By the Mississippi and Missouri rivers 3. By the Ohio and its tributaries Total 42 Number of passengers- 1,514,290 882,593 3,464,967 5,861,850 658 ANDREWS REPORT ON Statement of the total 7mmher of fersons who arrived at and departed from the principal port of each collection district q/^ the interior, by steamers, railroad cars, stage- coaches, co/iial boats, and steam ferry-boats, during ■the year enddng June 30, 1851. LINE OF THE NORTHERN FRONTIER. Ports. By steam- boats. By railroad cars. canals. By stages. By steam ferry-boats. Total. Burlino'toii Vt. . 155,000 ^ 3,500 60,562 81,816 236,816 PlattslHirp' N. Y . 3,500 Ogdensburg do . . Sackett's Harbor do. . 79,408 ... 104,620 1,240 244,590 5,952 7,192 i - /. Oswego do . . 22,830 210 22,987 171,557 60,630 33,615 277,139 4-5,944 381,586 230 . 56,675 277,349 i 2,466 26,280 71,331 Buffalo do. . Erip Pa 43,000 '21,920* 622,423 82,550 Sandusky City do. . Toledo - . - .do 2,190 31,842 369,430 41,212 85,800 157,751 1 159,941 31,842 1 Detroit Mich 197,399 1 . 352,000 918,829 i 41,212 Chicago 111. . 71,253 42,770 1 198,823 ! *• • Total 1,027,750 1,325,911 86,000 27,872 486,540 2,953,073 LINE OF THE MISSISSIPPI. *S5t Paul Minnesota 318,713 18,582 49,080 34,000 36,000 386,375 34,000 Vicksburg, Mississippi 10,800 46,800 New Orleans, Louisiana. . . 419,000 j j 15,000 434,000 ! j Total 748,513 i 18,582 134,080 901,175 ! LINE OF THE OHIO. Pittsburg, Pennsylvania ...j 428,745 Wheeling, Virginia | 139,170 •Cinrii^nali Ohio 270 796 i 37,911 104,000 2,190,000 466,656 271,168 2,620,083 70,149 306,500 1 27,998 159,287 70,149 36,500 Madison, Indiana, in the Louisville, Kentucky | 120,000 *New Albany, Indiana ....'.......... i5o*,666 *EvansvilIe Indiana 775 775 Nashville, Tennessee ; . 24,340 ° 24,340 Total o 983,051 265,936 ^ 28,773 2,481,911 3,759,671 "' New districts. t No enrolments. COLONIAL AND LAKE TRADE. RECAPITULATION. 659 Line&. By steam- boats. By rail- road. By ca- nals. By stages. By steam ferry-boats. Total. Northern frontier 1,027,750 748,513 983,051 1,325,911 86,000 27,872 18,582 28,773 486,540 134,080 2,481,916 2,953,073 Mississippi valley 901,175 Ohio basin 265,936 3,759,676 Total 2,759,314 1,591,847 86,000 ■ 75,227 3,102,536 7,614,924 It is not surprising that a first attempt to collect and embody this information should have fallen short of complete success at all points. The wonder is, rather, that so many facts should have been obtained, of a reliable character, as are given in the preceding tables. The de- ficiencies are few in number ; and had more time been devoted to the collection of this particular class of facts in the Cuyahoga, Miama, and Vicksburg districts, they would have been hardly worth mentioning. There are several centres of interior commerce and navigation, at which it would seem of interest to know the radiation of trade and travel, as shown by natural and artificial channels of communication, and the boats and other descriptions of conveyance in or upon them. One of these centres is at the head of the Ohio river, another at the foot of Lake Erie, a third at the head of Lake Michigan, and a fourth on the Mississippi, below the outflow oF the lUinois and the Missouri rivers. The heavy commerce that centres midway of the Ohio valley, though reaching up the Muskingum, the Wabash, the Cumberland, and the Mississippi, by natural streams, and back into Ohio and Indiana by artificial channels, is more direct in its main lines, which extend to Pittsburg in one direction, and to New Orleans in another. In the first and last of the four districts named, the number of boats and men, and the amount of tonnage, employed on each of the several streams to which the trade of those districts extend, as well as the travel u^ow each, are shown b}^ the following subdivisions of the whole number of boats therein severally enrolled. Suhdiv isio?i of the St^ Louis district. In what trade. Tonnage. O tc B " Pressure. 1 o a > < ra o B^ High. Low. 26 27 28 To New Orleans To Illinois river 12,575 4,527 6,148 7,038 ■ 658 885 628 412 495 716 54 35 All. None. 64,008 48,799 57,284 140,822 7,800 49,080 Miles, 1,195 320 1,780 42 3 To Upper Mississippi . . To Cairo 960 200 5 Ferry-boats 1 131 31,833 2,340 366,793 660 Andrews' report on Subdividon of the Piitshurg district. ^^ 7 16 2 2 2 3 3 42 13 11 11 112 In what trade. Cincinnati Monongahela river Youghiogeny river Beaver river. . . . « Wheeling Alleghany river Zanesville, St. Louis, Nashville, &c Transient boats. Coal steamers Ferry steamers. ........ Tons. 2,451 1,332 294 203 371 334 370 8,817 1,500 674 594 16,942 ^ 6 470 224 29 30 34 42 44 1,296 292 84 44 2,589 Pressure. High. All. Lov/. None 89,828 112,142 9,862 70,600 19,600 7,000 2,890 110,323 6,500 37,911 466,656 479 56| 33 29 93 56 257 1,133 150 494 The main trade of each of the other four districts named is in a direct line from the second, nearly north and south, by Lake Michigan and the lUinois river, and the Ilhnois and Michigan canal ; and from the third in a direction indicated by the course of Lakes Erie and Huron and that of the Erie canal. The points embraced by the rami- fications of travel, however, are more numerous ; and hence the fol- lowing subdivisions are intended only to include them, and show the total number of passengers who arrived at and departed from the prin- cipal port of each of these districts, by the several descriptions of con- veyance mentioned, during the period included in all the preceding tables — the year ending 30th June, 1851. Buffalo subdivision. Conveyance. No. of passengers arrived at and departed from Buffalo. By ordinary steamers By propellers , By ferry-boats , By the Buffalo and Rochester railroad .... By the Buffalo and Niagara Falls railroad By the Erie canal , Total. 157,251 14,300 26,280 262,386 119,200 43,000 622,423 COLONIAL AND LAKE TRADE. Chicago subdivision. 661 Conveyance. No. of passengers arrived at and departed from Chicago. By ordinary steamers. . . « By propellers By the Galena and Chicago Union railroad By the Illinois and Michigan canal Total 81,960 3,900 71,253 42,770 199,883 RECAPITULATION AS TO TRAVEL, Principal ports. To and from St. Louis To and from Pittsburg To and from Buffalo . . To and from Chicago. . Total Number of pas- sengers. 367,795 466,656 622,423 199,883 1,656,757 Showing a recorded movement at these four commercial centres of the interior, (of the Northwest, indeed,) of one million six hundred and fifty-six thousand seven hundred and fifty-seven persons in the course of a year, where the resident population is but 217,946. No fact can better illustrate the activity of our people. By the national census for the year 1850, the population of each of the four cities at which this movement is shown, is stated as follows : St. Louis- 77,860 Pittsburg, 46,601 ; with Allegheny city. 67,862 Buffalo...... .„... 42,261 Chicago 29,963 Total of the four commercial centres 217,946 662 ANDREWS REPORT ON l^ O ^ CO o Q^ ^0 5S <»>. >! Ci *^. ^ 5S .1 ;2^ r^ ^:^ '^li CO !^ ^ ^ I - « ^ • ^i ^ ^ C• CO o cc CO uo 1 o i o • o • o • o • LO • o o • OGS? . OD ^ o oo o o o • O ' CO o • CO CD • coo ' COiO . lO CO • to^ j o • o • o \ o a^ T— 1 o • o • t- . c^ • '^^ ; CO CO ; o • o • 00 \ \ : CO ' rH • '^ ' CO • co" • 00 • rH • o oooooo o -^o en OOO Oi "^t O CM oo CO cO'^Jh OS -^ •riH !>• T— i CD CO lO CO (M to o G^^ trT 05 05 m o o o • o « o o O CO 1—1 rH o o o o o g : o 1 CO . 1— t • o o o CO T-i rH Oi CO 00 00 O CO COOlGsJ O 00 l~- rH tH CO 00 rH CO 13 o^ GO G^ 8 • O I- • o I-- 'ooco O CO o o C^co" r-HCO C=) o § CO o « CO o • o o t- en CO CO 00 CO CO O:) !>• 05 CO CO I- -'^ t- CO OO'-^G^ CO CO G<1 O t-OO t- '^ r-H o rH rH CO o O o o 00 §1 . CTJ O OOOO . lO o oo o o • G^ Cr? 00 CO O 00 • C^ <0 CT5 -— ^ O CO : '-^00 ^c^^o co^ • Crs rH CO CO UO. t^ • r-< I- OJOC^ . i-H CO rHGNJ • o . o !io , ^^ CO Oi CO o o cooo G^ -^ CO 00 CO CO o c:5 05 o^coo^ 05 00 to" CO id o o o o s ^ o o o o o o- .oooooo ! O G^l CO O O O • OCO p lO o o • to CO CO CO ^ w . CO "* UO CO O C3^ 00 t- CO CO . CO l-H is ! o • o • o oT . 00 > c i C 03COCO ■^ CO CO }^ CO CO lO CO tH Cr-S 00 -^^ CO cTco . »O00 1-H . CTi 00 T— 1 UO SI 05 trT CM o c 5 c c a 5 7 > Q n ^ 2 c :3 c y ■5 c : ^ " "a ;7 J c • 'a : I H 5^ r2 5P 3 ^ 3 * c : J i. ■5 C h I'i 5 2 H ^ c h12 0 D C 3 b "a. J3 1 COLONIAL AND LAKE TRADE. 66S The total amount of property thus shown to have been destroyed on the lakes and rivers of the interior, in the course of the year which ended on the 30th day of June, 1851, is much below the common esti- mate- But it is here presented only as an approximation, to receive just so much respect as statements made up in the manner of this are generally entitled to. It is perhaps quite as likely to be near the truth, however, as the exaggerated estimates usually made in such cases by interested parties who have a particular purpose to subserve. And with reference to it, must be steadily borne in mind the fact, heretofore mentioned, that the year embraced was one of unusual exemption from serious disasters on the lakes and interior rivers of the United States. A list, containing the names of 618 steamboats lost on the rivers of the Ohio basin and the Mississippi valley, from the period of the first introduction of steam navigation thereon to the close of the year 1848, has been prepared by Captain Davis Embree, one of the oldest steam- boat masters ever engaged upon the western v/aters. This list shows the place where, and the time when, each of the boats so lost was built; the amount of its tonnage; the date of its loss; the length of time it had been running when lost; its original cost; the depreciation of its value by use ; and the sum finally lost in its de- struction. Of the 618 boats it embraces, 45 were lost by collisions, 104 hjjires, and 469 by S7iags and other obstructions to navigation. The following statement shows aggregate results : Causes. Number of boats. Tonnage. Original cost. Depreciation of value. Final loss. Lost by collisions Lost by fires 45 104 469 7,769 22,058 79,261 $730,286 2,064,512 7,104,950 P46,762 1,096,143 3,733,852 P83,524 968,369 3,368,088 Lost by snags Total 618 109,088 9,899,748 5,176,757 4,719,991 The losses sustained through explosions, collapsing of flues, and bursting of steam-pipes, are not included in this statement. With reference to losses of those descriptions, some interesting information is given at the close of Captain Embree's list, ?.s also concerning the average life of steamboats on the western waters, the subjects of marine insurance thereon, the monthly and yearly cost of running boats, &c. The history of the rise and progress of the steam-marine of the United States is one of the most interesting and VvT/uderful things in our national advancement. Although one steamboat was built at Pittsburg as early as the year 1811, and although eleven other boats were built on the Ohio river and its headwaters within the next five 5^ears, it w^as not until the 3^ear 1817 that steam navigation could be said to have been fairly introduced upon the Mississippi and its tributaries. Previous to this year, there were twelve steamboats upon these waters, having an aggregate carrying capacity of 2,235 tons. From 1817 to 1834, the number of boats increased to 230, and the aggregate of tonnage to 39,000 tons. In 1842 there were 475 boats on the same waters: in 1851 this number had been increased to 60]. 664 ANDREWS REPORT ON Official reports made to the Treasury Department in 1842, stated in detail the steamboat tonnage on the Mississippi and its tributaries in that year. The following table shows the increase fiom 1842 to 1851. Comparative StMement. Districts. New Orleans. Saint Louis. . Cincinnati . . . Pittsburg . . . . Louisville . . . . Nashville . . . . Wheeling . . . Vicksburg.. . . Memphis . . . . Total. Tonnage, 1842. 28,153 14,725 12,025 10,107 4,618 3,810 2,595 76,033 1851. 34,736 31,834 24,709 16,943 15,181 3,578 7,191 938 450 135,560 Increase. 6,583 17,109 12,684 6,836 10,563 4,596 938 450 59,759 Deere 232 232 The year following the real commencement of regular steamboat navigation on the waters of the Mississippi and its tributaries, (1817,) the first steamer employed on the upper lakes was built and launched on Lake Erie. In 1819 the waters of Lake Huron were first ploughed by the keel of a steamer, and in 1826 those of Lake Michigan. In 1832 a steamboat first appeared at Chicago, and in 1833 there were but eleven small steamers on the three lakes named. This date may therefore be fairly taken as that of the real commencement of steam- boat navigation on the upper lakes. Ten years later (February, 1843) a report was made to Congress of the number and tonnage of steamboats employed on those waters, ^'from January 1, 1841, to January 1, 1843." Though this is a very loose way of stating a matter of this kind, and does not give the true amount of the steam tonnage enrolled and employed in either oTie of the tw^o years included— necessarily overstating it — yet the facts thus pre- sented are used for the purpose of comparing them with those now ascertained, as showing correctly the steam tonnage of the year which ended on the 30th June, 1851, Comparative Stateineni. Districts. Tonnage. 1841-'43. 1851. Increase. Buffalo creek. Presque Isle. . Cuyahoga . . . . Miami Detroit Mackinaw.. . . Chicasro. 6,773 2,813 1,855 887 2,053 Total. 14,381 25,990 5,691 6,418 1,745 16,469 1,746 652 58,711 19,217 2,878 4,563 858 14,416 1,746 652 44,330 COLONIAL AND LAKE TE.ADE. 665 These comparative statements show that in a period of nine years the steamboat tonnage of the Mississippi valley has nearly doubled itself, and that in a period of eight years that of the upper lakes has more than quadrupled itself: very significant facts touching increase of popu- lation, production, and trade. The average size of steamboats now running on the lakes is found to be 437 tons; that of the steamboats of the Ohio basin 206|-f tons; and that of those of the lower and upper Mississippi, the Arkansas, the Missouri, and the Illinois rivers, 273-H'' On the Mississippi and Ohio rivers there are many steamers of from 300 to 500 tons each, and a number from 600 to 800 each ; but the large number of light-draught boats, built to run in periods of low water on those rivers, and in all seasons on the smaller streams emptying into them, carry the general averages down to the figures given above. Several of the passenger steamers of the lakes are of eleven hundred tons and upwards each. Comparative Statement, Number. Tonnage Northern lakes of the United States ••>*.* 164 253 348 Tons and 95ths, 69,165 87 Mississippi valley do 67,957 84 Ohio basin. .do 67,601 31 Total for interior of the United States 765 204,725 12 The cost of steamboats on the lakes and rivers of the interior, varies from eight to ninety and from ninety to one hundred dollars per ton. Taking the lowest price, which is that attainable in the Ohio basin, as the standard, we have as the original value of the 204,725^f tons of steam tonnage engaged in the transportation of passengers and the carrying trade on the lakes and rivers of the United States, for the year ending June 30, 1851, an aggregate of sixteen million three hun- dred and seventy-eight thousand dollars ; an amount of capital that goes entirely out of existence, and has to be re-invested every three and a half to four years — the period of the '^natural hfe" of a steamboat on the waters of the interior. This fact indicates very clearly the immense extent of the employ- ment provided and of the material consumed, in keeping up the steam tonnage of the United States to the standard required by the travel and trade of the country. 666 ANDREWS REPORT ON Statement of the numher of stecun and sail vessels enrolled^ registered, or licensed, in the several collection districts of the United StaMs, tha,t were lost on the Uikes and rivers of the interior in the year ending June 30, 1851, vjith the cause and nianner of loss, and the number of persons who perished thereby. Number of vessels lost. Number of persons lost. Districts. By tem- pest. By lire. Ey col- lision. By snags. Total. 0 0 0 1 i > i > CD 3 > 'A 1 Vermont, Vt ClifLmDlain Npw ^ork . . . . Osweo*atrliie New York . . . . Sackett's Harbor, New York . 2 15 2 1 4 20 Oswego, 'Nqyv York » . . . Genesee. New York 4 2 2 23 ^3 Niao"ara, New York Buffalo Creek, New York . . 8 1 2 8 1 2 1 . . . . 11 4 8 . . . . n Presque Isle, Pennsylvania . . Cuyahoga, Ohio, 4 R Sandusky, Ohio 1 Miami , Ohio Detroit, Michigan. ......... 3 2 3 " "2; 1 1 Michilimackinac, Michigan. . Milwaukie. Wisconsin ...... Chicago, Illinois 2 1 3 20 ^0 Minnesota, Min St. Louis, Missouri 4 5 11 97 97 Memnhis. Tennessee. . . Vicksburg, Mississippi ...... Natchez, Mississippi , New Orleans, Louisiana.. . . . .11 1 5 1 17 1 51 51 Nashville, Tennessee Evansville, Indiana New Albany, Indiana Louisville, Kentucky 3 11 4 15 7 34 29 451 99 Cincinnati, Ohio 7 -151 W^heeling, Virginia. ........ Pittsburc, Pennsylvania 1 1 2 1 Total 33 2 3 28 6 13 .... 33 42 33 67 628 695 In this table we find, at three periods, the following number of boats, with their tonnage, which have been built, worn out, and lost by dis- asters, in the w^est, prior to the year 1849 : Boats. Tonnage. Average tonnage. Average number of years they lasted. 684 552 420 106,135 90,791 80,220 155 164 191 4s 31 1,656 277,146 167 3.! COLONIAL AND LAKE TRADE. 667 RECAPITULATION. Boats built prior to 1849 1,656 Boats lost by disasters (nearly 44| per cent) 736 Losses on boats, as per tables §5,643,791 Losses on cargo , 12,698,529 Total loss 18,342,320 GENERAL AVERAGES. Of the 765 steam-vessels on the waters of the interior, 164 run on the lakes, and 601 on the rivers. Of the aggregate tonnage of these 765 steam-vessels of the interior, (viz : 204,725 tons) 69,165 f-J- tons is upon the lakes, and 135,559^ upon the rivers. Of the 164 steam- vessels on the lakes, 105 are ordinar}?- steamers, 52 are propellers, and 7 are ferry-boats. Of the 601 steam-vessels on the rivers, 558 are ordinary steamers, and 43 are ferry-boats. The average tonnage of all the steam-vessels on the lakes (ferry- boats excepted) is 437 tons. The average tonnage of all the steam-vessels on the rivers (ferry- boats excepted) is 235|^f tons. The average tonnage of the ordinary steamers on the lakes is 503-|f tons, and that of the propellers 302tf tons. The average number of persons employed on the ordinary steamers of the lakes is 19^- to each ; and the numbers employed on the propel- lers is 15J to each. The average number of persons employed on the ordinary steamers of the rivers is 26 to each ; the boats of the Ohio basin averaging a fraction tmder 26, and those of the Mississippi valley averaging a frac- tion over 26. • The 7 steam ferry-boats enrolled on the lakes measure 555-11- tons ; the 43 steam ferry-boats enrolled on the rivers measure 4,177f|^ tons. Of the 558 ordinary steamers on the rivers, 317 are enrolled in the districts of the Ohio basin, and 241 in those of the Mississippi valley. Of the 157 ordinary steamers and propellers on the lakes, 31 are enrolled on Lake Champlain, the St. Lawrence, and Lake Ontario ; 66 are enrolled on Lake Erie ; and 60 at Detroit and on the lakes above. Of the 43 steam ferry-boats on the western rivers, 31 are in the Ohio basin, and 12 in the Mississippi valley. A remarkable equality is found to exist, at the present time, in the distribution of the steam tonnage of the interior among the several lines of navigation heretofore specified : The line of the St. Lawrence and the lakes has 69,165|^ tons of it ; The line of the Mississippi valley has 67,95714 tons of it ; and The line of the Ohio basin has 67,601|~§- tons of it. 668 ANDREWS REPORT ON The 17,607 persons employed on the steam-vessels of the interior, as officers, crews, fee, are distributed as follows: On the lakes and the St. Lawrence 2,855 On the Mississippi river and its tributaries = 6,414 On the Ohio river and its tributaries „. 8,338 The tabular views of vessels lost on the waters of the interior, shows a total loss of 118—76 on the rivers, and 42 on the lakes. Of this whole number, 35 were lost by tempest, 31 by fire, 19 by collision, and 33 by snags. All the losses on the rivers were of the class of boats denominated *^ ordinary steamers" in this report. Nearly all the losses on the lakes were of sail- vessels, schooners and brigs. The loss of lives, as shown by same tabular view, amounted to a total of 695 for the year — 628 on the rivers, and 67 on the lakes. This statement is probably under the truth, except as to the Cincinnati dis- trict, which is thought to have more assigned to it in the table than its real proportion of the fatal calamities of the year. But this information is always difficult to obtain, and can hardly be had in an entirely re- liable form without a more determined and longer-continued effort than was possible in the present instance. GRAND RESULT. The entire steam-marine of the United States, employed on the coast and in the interior, separate and combined, is shown in the following tabular view, with the aggregate tonnage thereof, the total number of persons engaged upon the same as officers, crew, &;c., and the entire number of passengers, distinguishing between those conveyed upon ferry-boats and those conveyed upon steam-vessels of all other descrip- tions. United States steam-marine. Description of vessels. No. Tonnage, No. of officers, crew, &c. Pressure. Passengers- carried annu- High. Low. ally. Coast. Ocean steamers 96 382 67 80 Tons. 95ths. 91,475 60 90,738 40 12,245 73 18,041 13 4,548 6,311 542 369 3 152 50 10 93 230 17 70 190,993 Ordinary steamers ..•«>.<>*>..<. 3,782,572 JrroDellers. .>>•.....<••.•.*•■••■ 53,705 Steam ferrv -boats 29,315,576 Total cocLst *••••••••••••• 625 212,500 91 11,770 215 410 33,342,846 Interior. Ordinarv steamers ..••..••<•■■.■ 663 52 50 184,262 32 15,729 12 4,733 63 16,576 817 214 615 50 50 48 2 2,714,874 ProDellers .•••.«*•.•■•.•••••.... 44,440 Steam ferry-boats 3,102,531 Total interior 765 204,725 12 17,607 715 50 5,861,845 COLONIAL AND LAKE TRADE. RECAPITULATION. 669 No. of vessels. Tonnage. Steam-marine of the United States — Coast ,...., Steam-marine of the United States — Interior. » o 625 765 Tons and 95iks. 212,500 91 204,725 12 Total 1,390 417,226 OS By ferry-boats. By all other- steam- vessels,. Pnssenofprs of tliG con st division ...•••••. .a.-a.^^.t <»«••«•• 29,315,576 3,102,531 4 027,270 PassGii^'ers of tliG interior division •4*««4fl«a**e««««««a 2,759,314 Total .' o 32,418,107 6,786,584 The strength of the steam-marine of the United States is thus shown to be comprised in thirteen hundred and ninety vessels, measuring four hundred and seventeen thousand two hundred and twenty-six and -f^ tons, and manned by twenty-nine thousand three hundred and seventy- seven-men. MARINE DISASTERS ON THE WESTERN WATERS IN 1852. The annual statements of marine disasters on the western rivers and lakes, during the year ending December 31, 1852, exhibit serious re- sults. On the rivers, 78 steamers have been lost : 48 of which were snagged, 16 destroyed by explosions, 4 by fire, and the remaining 10 by various other mishaps, such as collisions, wrecks, &c. By these disasters 454 lives were lost. In addition to the above losses to the steam-marine on the rivers^ there were lost 4 barges, 73 coal boats, 32 salt boats, and 4 flat-boats. The aggregate loss of property attending these casualties is not ascer- tained. On the lake or northern frontier, the annual statement of Captain G. W. Rounds exhibits the loss of life for 1852 at 296, and of property at $992,659. He recapitulates the losses as follows : Amount of loss by collisions $261,950 Do. by other casuahies ., . .* « -- 730,709 Do. by steam vessels has been „ - 638,620 Do. by sail do do 359,039 Do. by Amer'n do do 907,487 Do. by British do do 65,172 Do. on Lake Ontario by steam ... $49,350 Do. on do by sail . 29,589 78 939 670 ANDREWS REPORT ON Amount of loss on Lake Erie by steam - - - $543,470 Do do by sail 197,830 -$741,300 Do. on Lake Huron b}^ steam „ 16,000 Do do by sail . „ 53,600 Do. on Lake Michigan by steam „ . . 800 Do do by sail 78,020 69,600 78,820 Do. on Lake Superior by steam 24,000 Of the 229 disasters here detailed, 7 occurred in the month of April, 19 in May, 24 in June, ]5 in July, 16 in August, 21 in September, 27 in October, 85 in November, (55 in one gale of the 11th and 12th,) and 15 in December. Six steamers, 7 propellers, and 35 sail vessels have gone out of existence entirely. In many instances the amount of losses, as above stated, have been matters of estimate, as many must neces- sarily be ; but much pains and care have been taken to procure, in each case, the opinion of competent men who were most familiar with the circumstances. These statements show the whole number of lives lost on the western waters in 1852 to have been : On the rivers , 454 On the lakes .296 Total... ..750 NEW ORLEANS, LOUISIANA. The city of New Orleans is situated on the left bank of the Missis'- sippi river, about 100 miles from its mouth, in latitude 29° 57' 30'' north, and longitude 90^ 8' west. It is 953 miles below the mouth of the Ohio ; 1,149 below the mouth of the Missouri, by the course of the river ; 1,397 miles in a direct line, southwest from New York 5* 1,612 from Boston ; and 1,172 from Washington by post-route. The popu- lation of the city in 1800 was about 8,000; in 1810, 17,242; in 1820, 27,176; in 1830, 46,310; in 1840, 102,193; and in 1850, with its suburljs, 125,000; showing a duplication of inhabitants during the last half century, on the average, once in twelve years. This, considering the character of the climate, and the fact that only about six months of each year are devoted to active business, is very extraordinary. The business population has always been somev/hat migratory ; many per- sons going there for the transaction of business during the winter season, and returning north to spend the summer months. For commercial purposes. New Orleans occupies a very superior and commanding situation. It is the natural entrej)ot for supplies destined to all parts of the Mississippi valley, as well as the dejiot for those pro- ducts of that salubrious region which seek a market seaward. By means of the Mississippi river and its tributaries, an inland trade is opened to her grasp, the magnitude of v/hich has never been equalled. Steamers may leave her wharves and proceed on voyages of several COLONIAL AND LAKE TRADE. 671 thousand miles without breaking bulk. The Mississippi and its affluents are flanked on either side by extensive territories, unsurpassed in rich- ness of soil, which readily yield a harvest to the labors of the agricul- turalist, whether it be of cane, corn, or cotton. These are the principal staples of the valley, and the receipts of each of their products at New Orleans are rapidly increasing. Heretofore, the river has been the only channel depended upon for then^ transportation. Several lines of rail- way are in process of construction now, however, to facilitate the trans- portation o[ cotton and sugar, produced at a distance from the river, to market, and thus enlarge the area of production. These bulky pro- ducts will not bear an extensive land carriage by the old mode, and result in wealth to the producer; but the construction of railways for their cheap transit to the river, even, will not only change the prospects of the interior planters for the better, but will add greatly to the wealth and commerce of New Orleans, which is eminently a place of exchange ■and distribution. It is the great depot of the southwestern plantations, where cotton and sugar crops are bought and sold while still in the field, or " advanced" upon prospectively if necessary. It has also an extensive trade with Texas, Mexico, and the Gulf ports, as well as a very heavy foreign export trade. These facts will be fully illustrated b}^ the accompanying tables. She has, besides, a large coasting trade with the Atlantic ports, the value of which can only be known generally by its results. Since the acquisition of California by the United States, and the dis- covery of its mineral w^ealth, and the consequent opening of important trade to the Pacific, the relative importance of New Orleans to New York and other Atlantic cities has not been as well maintained as it was before. The Atlantic cities, but particularly New York, have received most of the California trade and commerce, owing to the establishment of lines of extensive ocean-steamers via Panama and Nicaragua, and the many steamers, and clipper and other ships, engaged in such trade from those ports, sent around Cape Horn. Sanguine expectations are entertained in New Orleans of the favorable results to that city, in respect to the Pacific trade, when the Gulf or Tehuantepec route is opened, either as a route of passage for ships by canal or a route of transit by railway. Doubtless, these anticipations would be realized; but, at the same time, the advantages of such route, it is believed, would accrue in an equally favorable degree to the Atlantic ports. The capital, shipping, and seamen, supplied b}^ those cities to the whaling, Pacific, China, and East India trade, could not readily be transferred to New Orleans, even with the great advantages such route would afibrd that city. As the recipient, however, of the vast and in- estimable resources of the Mississippi valley— which natural advantage •can never be destroyed by artificial communications from that valley to the Atlantic- — New Orleans w^ill maintain its rank as one of the largest commercial cities of the world. To present some of the advantages enjo3^ed by New Orleans as a commercial city, the following extracts are made fromi an article pub- lished in Be Boiv^s Review in 1846, prepared hj the present Assistant Secretary of the Treasur)?-, William L, Hodge, esq. Mr. Hodge having been for many j^ears a resident of New Orleans, intimatety and person- 672 Andrews' report on ally connected with the business interests of the city, was fully compe- tent to do justice to the subject which he has discussed. Mr. Hodge says : ''No city of the world has ever advanced as a mart of commerce with such gigantic and rapid strides as New Orleans. ''Her commercial life may be said to date after the cession of Louis- iana to the United States, in 1803, as previous to that her commerce was insignificant; and yet, in this short period of about forty years, she already ranks as the fourth city of the world for the magnitude and value of her commerce, being exceeded only by London, Liverpool, and New York, The forein importations of New York greatly exceed those of Nev/ Orleans ; but if the whole of the foreign and coasting trade of both ports are taken into view, it might be a matter of doubt whether the halk^ and possibly the value of merchandise that enters and leaves the mouth of the Mississippi, is not fully equal to that which enters and leaves Sandy Hook. At any rate, if it is not now, it will in a very few years not only equal but exceed it, and place New Orleans the third in rank of the commercial cities of the world. * * '^ " The facilities and convenience of transacting business at New Or- leans are fully equal to, and in many respects superior to those of any other place. It is the centre of immense exchange operations,' and any amount of funds can at all times be obtained at the shortest notice under good letters of credit, and bills negotiated with great readiness and facility on any prominent point in the United States, or any of the commercial cities of western Europe; and the banking institutions afford all reasonable accommodations to the local wants and trade of the city. "Some European cities can show more splendid quays or magnifi- cent docks for the accommodation of shipping, and the landing and loading of cargoes, far exceeding in appearance and durability anything of the kind in New Orleans, but in no way superior in point of actual convenience to the unpretending wharves of the city. "As is generally known, the surface of the alluvial soil of Louisiana, including, of course, the site of the city, is considerably below the river in ordinary stages of high-water, and the country is protected from in- undation by a raised and solid embankment called the ' Levee,^ ex- tending on both sides of the river below, and a: great distance above the city. Outside of the levee the bank of the river is called the 'Bat- ture,' which in many places is increasing from the continual alluvial deposites, while in other places the river has what is called ' a falling bank,' and the water gradually encroaches on the land. In the former case the levee is advanced as the batture increases, and this has been, the case in a large portion of the front of New Orleans, where in some parts the levee has, in the last 25 years, advanced full 1,000 feet ; and: the front warehouses now stand for a long extent that distance from the water, affording a splendid space for the vast bulk of produce that is annually landed and shipped. The wharves are constructed outside the levee on massive piles, driven with a heavy iron ram into the mud, and extending over the river into the water sufficiently deep to admit the heaviest steamboats and ships to lie up against them; heavy sleepers connect the piles at their tops, and on these piles the platform is laid COLONIAL AND LAKE TRADE <. 673 of thick planking, the edges of which are separated about one inch, to prevent the "accumulation of dirt which falls through these interstices into the river flowing below, and in five minutes after the heaviest storm, the whole surface is in perfect condition to receive any description of merchandise. These wharves are thus planked back until they join the crown of the levee, in some places 150 to 200 feet, which is made firm and solid by a constant coating of shells, and alwa5^s kept in good order. One of these wharves presents an unbroken front on the river of 1,500 feet, and others 600 to 800 feet, and in the business season it is usual to see these fronts entirely occupied with steamboats lying bow on, and each with her stage rigged out to the wharf, actively en- gaged in loading or unloading. The wharves intended for sea-going vessels are detached from each other wdth an intervening dock, and each w^harf accommodates a tier of vessels, which, unlike the steam- boats, are moored up and down the river, one outside the other, three, four, and five tiers deep, with a broad common stage communicating with the levee, and extending on the bulwarks of the vessels to the outside one; the timber, plank, and all the conveniences for this staging? being furnished by the city, who even also supply tarpaulins to protect the goods in case of rain. *' These details are given to show to those who are familiar to ship- ping, the very great facilities and convenience that are afforded here^ and without which it would be impracticable to get through the vast amount of business that is transacted in the city, except with great in- convenience and enormous expense." Having thus sketched the commercial position of the city, as it then was, and the advantages and facilities which it possessed for a rapid continued advancement, Mr. Hodge proceeds to predict the future greatness of this depot of the commerce of the Mississippi valley and the Gulf of Mexico. He alludes to the dispatch given to the discharge of steamers and other vessels, and then passes to the question whether New Orleans will probably retain her immense trade, and how she will be affected by the constant augmentation of population, and the inevitable development of the resources of the mighty West. But as these speculations with respect to the future of New Orleans have been for some time past in a rapid course of realization, it is considered unnecessary to reproduce them here. The tables herewith exhibited, presenting, somewhat in detail, the commerce of New Orleans at different periods, will show that Mr. Hodge, in his most sanguine predictions, did not over-estimate the effect which time would produce, through the facilities he then enumerated. 43 674 ANDREWS ilEPORT ON The following table will show the value of some of the principal articles imported into New Orleans from the interior, at several periods, daring the last ten years: Articles. Apples. . . Bacon.. . . BaggiDg. . Bale rope . Beans . . . . Butter . . . Beeswa^x . Beef Buffalo robes . Cotton Corn-meal . . . . Corn Cheese Candles Cider Coal, western Dried apples and peaches., Feathers Flaxseed Flour Furs Hemp Hides » . . . . Hay Pig iron Lard Leather Lime Lead < Molasses Oats o , Onions Oil, linseed Oil, castor Oil, lard Potatoes Pork Porter and ale Packing yarn Skins, deer Skins, bear Shot Soap Staves , , Sugar Spanish moss Tallow Tobacco. Twine Vinegar - . . Whiskey Window-glass Wheat Other various articles, estimated. Total. 1851-'52. 1845-'46. 1841-'42. #61,068 ^53,550 #46,274 6,348,622 1,671,8.55 521,912 780,572 917,710 783,991 677,040 255,051 443,149 65,980 66,340 21,986 411,628 203,580 50,572 7,695 54,000 10,981 669,657 580,784 86,511 95,500 56,705 156,100 48,592,222 33,716,256 24,425,115 7,452 9,762 7,528 1,790,663 1,556,181 357,434 253,543 114,784 37,940 323,616 31,383 14,372 900 405 3,390 425,000 131,400 55,292 4,020 2,134 3,956 72,275 115,175 10,422 5,190 6,584 9,588 3,708,848 3,770,932 2,198,440 1,000,000 900,000 250,000 257,235 309,800 18,165 247,374 135,495 32,461 160.302 213,810 65,540 1,860 37,905 7,084 3,925,845 2,729,381 1,138,919 189,300 51,750 16,920 52,881 8,387 415 880,332 1,982,087 1,053,815 4,026,000 1,710,000 450,000 347,454 202,039 337,969 34,368 13,958 66,676 19.708 31,780 10,675 120,148 45,201 183,300 395,192 49,514 456,190 160,587 39,302 5,250,541 3,666,054 1,542,467 4,060 1,270 4,112 14,651 5,900 4,552 24,950 87,280 32,194 240 960 2,500 67,600 49,648 51,240 15,924 9,082 5,796 278,122 147,654 35,000 11,827,350 10,265,750 3,600,000 34,976 8,832 12,192 26,140 148,590 76,065 7,196,185 4,144,562 3,699,160 18,728 4,404 10,790 552 675 1,563 1,097,640 936,832 360,070 48,127 11,324 11,044 129,836 807,572 337,215 5,500,000 5,000,000 3,000,000 108,051,708 77,193,464 45,716,045 COLONIAL AND LAKE TRADE. 675 The annexed table exhibits the total valuation of property from the interior during the last eleven years. 1851-'52 1850- '51 1849-'50 1848-'49 1847-'48 1846- '4 7 P08,051,708 106,924,083 96,897,873 81,989,692 79,779,151 90,033,256 1845-'46. 1844-'45. l843-'44 1842- '43 1841- '42, $77,193,464 57,199,122 60,094,716 53,728,054 45,716,045 Statement sliowirig the value of exports and imports at Netv Orleans^ anmi- ally J from 1834 to 1851, inclusive. Year, Value of exports. Domestic pro- duce, &c. Foreign mer* chandise. Total. Value of im- ports. 1834, 1835, 1836, 1837, 1838, 1839, 1840, 1841, 1842, 1843, 1844 1845 1846 1847, 1848 1849 1850 1851, ft22 31 32 31 30 30 32 32 27 26 29 25 30 41 39 36 36 53 ,265 ,226 ,546 ,077 995 998 865 427 653 442 841 ,747 ,788 ,350 ,957 ,698 ,968 ,995 ,015 ,565 ,275 ,534 ,936 ,059 ,618 422 ,924 ,734 ,311 533 303 148 118 277 013 12,797,917 5,005,808 4,953,263 3,792,422 1,424,714 2,185,231 1,238,877 1,521,865 958,753 736,500 1,055,573 1,316,154 528,171 233,660 1,617,229 654,549 407,073 445,950 $25,646,912 36^270,823 37,179,828 35,338,697 31,502,248 33,181,167 34,236,936 34,387,483 28,386,175 27,390,424 30,498,307 27,157,465 31,275,704 42,021,963 40,967,377 37,611,667 38,105,350 54,413,963 P3, 781, 809 '17,519,814 15,113,265 14,020,012 9,496,808 12,064,942 10,673,190 10,256,322 8,031,190 8,170,015 7,826,759 7,345,010 7,222,941 9,222,504 9,380,439 10,050,697 10,885,775 12,958,294 Statement of the receipts on account of duties collected at Neiv Orleans from 1835 to the 30th of Juncj 1852, inclusive. 1835 1836, 1837, 1838, 1839, 1840, 1841, 1842, 1843, $857,131 12 1,218,435 24 988,973 48 734,578 82 2,115,219 69 1,565,845 34 1,961,869 71 2,319,370 21 2,282,082 28 676 ANDRE V/S' REPORT ON ^ ^ .^ • Is 00 ^ ^ •^ -s? ^ ?i --^ ^ CO ij^ •C^ • S^ ^><> S o •^ ^D ^ ,>^ ^ o H OOOOOCOCOQOCOOOr-^ C^^O^C^J^O^C0 O l-^rH rH rH -^GO -^co C^^XO^ f'^rN)OJOJ->?iH».ft'^-5^GO<:jJC75(MiOCOiOi — ii — It-^CO t—^ "^ CO GO c^ Q fl H .Cr5CDC«JiOCOOOr-iOtOCQOl:-r-lCOC2CO^tO • t-^CTiOOOOcricrjrHooooocTJCTii-HOi-HGoa:) co-*Gsjuoco^o^o?oot-ioco»ot-t-Locoi:;-t;-c^«:Ocoa^asCQ JJJ<^i::5^cot-i-•G^^co^'C^^cooco^'COi>•oGooo^'COo^^co J^;a5rHo^cY^G^!co(^:)u^^coooooLo^lO»;Or-^cDr-^o^c^;^c^ )-H ?-H r— i T~H rH '■— < rH rH • i^t-otoGOOO'oa^ooocrj'-H'^t— CMt^oi^ • corHo:iCXDcr)OCOLOrHC^oocot^a:)'*^^a5cr5o:)•^oor-^oocoo^»oo^-^t-l5t-ooo^ COa?t-0(rOiOaJCOrH:OGSlCO»-ICOr--000 CO^C>^GO^T-H^ c^coc^cocouou:^cocooo-^'=*»o^-•t^^'C?3aiC^^rHJ:^coc:l^--co • Gocoo-^c^a:)C^':7:iGsjcorHOtocoo(M"*co • GS>r-(rHt-CDt-H^iOCQC^GOC^?tOCrit-t-tt-2? •Cr5COGNjT-irHG^GS!GS{GS!GSlGS(C0CMCOCO'=*COCO -^COrHt-l>.COtOT-iC3'— iQ0ir0'X)t^rH00OC0OC000C^tr-<^O-^ "^o^■^u^^Hu^■(^0(T^coc^5Cocx^c^tlOGS(OOTM^-Ll-5•<^■<^Io:)GO^r51--lC^JOa5r-H■rl^OlO^T-lGO■^000^ •COt^C^OO'^'^OrH'^OOrHCSCrirHt-'^COlLO •lOOOCQCO'tOCOLQ-^'rtHOr— iCOCO-^tOrHCTi"^ r-Hl--rHOC0'-Ht-C0rHOC0O0?t^C^C^0l:^C0C^000CJ>'00l0^t0 c:)u^c^co'*cocot^co(5Dcoa5(^^o:iOJ>-ioootoa5i--c^'^cct^ cocoocc£>c^l<^^co■^T-HtoQO^^-^-lOC^^o^'0<^lc^loO'«:t^'*c^lo^^-. aD"ccrto^t-^c«^co'ocrr--rart-^irr'-H oj to cs! CO OS r-Hr-Ht-coc^oasto-^ "*c^?^:^o rHr-trHrHrHGS!CQCriC^(7<(7JC^T-ir-( •r--ooaiO>-HC.jco"<#>ocr)t-coa50r-HGSfco"*^uotcsi-oocnorH C^OlOtC^ CO CO COCOCOCOCOCOCOCO'^-<*''^-i'>*'^-*'^'^-^-^in)iO 00 00 00 00 00 oooooooooooooooooooooooooooooooooooooooooo COLONIAL AND LAKE TRADE « 677 MOBILE, ALABAMA. Mobile is situated on a bay and river, beating the same name, just at the point where the latter enters the former, and about thirty miles from the entrance of the bay into the Gulf of Mexico. It is in latitude 30o 40' north, and longitude 88° 21' west. The city is on the west side of the river, distant from Pensacola, Florida, 55 miles ; from New Orleans 160 miles ; from Tuscaloosa 217 miles ; and from Washington 1,013 miles. It had a population in 1830 of 3,194 persons ; in 1840, of 12,672 ; and in 1850, of 20,513 ; showing, from 1830 to 1840, a duplication about once in five years, and from 1840 to 1850, a rate of duplication once in about sixteen years. About forty miles above the city, Mobile river is formed by the junction of the waters of the Tom- bigbee and Alabama rivers. These latter are both navigable for steam- ers, and a portion of the distance for vessels. Steam navigation on the Tombigbee extends to Tuscaloosa, Alabama, and Columbus, Missis- sippi. Vessels requiring five or six feet draught of water can ascend to St. Stephens, about ninety miles from the bay. The Alabama river is navigable by steamers to Montgomery, three hundred miles ; and by vessels drawing five to six feet, one hundred miles, to Claiborne. Mobile bay is about thirty miles in length, with an average breadth of twelve miles. The principal channel from the gulf has a depth of eighteen feet water at low tide, and on the upper bar, near the mouth of the river, there is about eleven feet at low tide ; and eighteen to nineteen feet at high water. Owing to this fact, vessels of heavy draught, when laden, have to proceed to sea at high tide. The tonnage registered and enrolled at this port, in 1840, was 17,243 ; in 1841, it was 15,714 ; in 1846, 22,537 ; and in 1851, it was 27,327 tons. The tonnage entered and cleared from and to foreign ports in those years was as follows : Years. Entered. . Cleared. Total. 1843 Tons. 60,548 77,190 55,684 Tons. 83,276 97,051 121,265 Tons. 143,824 174,241 1846 1851 176,949 The region of country around Mobile, and flanking Mobile river and its various auffluents, possesses a soil of the most fertile character, which, being reduced to a high slate of culture, must look to Mobile as the depot for the shipment of surplus products, as well as the entre])ot for all foreign supplies, or necessaries not produced in that section. The face of the country is level, and remarkably adapted to the cheap con- struction of railwa5^s. It will be seen by reference to page 289 of this report, that this feature in the topography of the country has not been overlooked, and that several very important lines of railway are already under contract, and in progress toward completion, which must largely increase the commerce of Mobile, not only with the surrounding coun- try, but with foreign ports. The following statistics of the trade and 678 ANDREWS REPOKT ON commerce of the port during several years past, compiled from various authentic sources, vv^ill show, that with only some live or six hundred miles of river navigation by which to re?cch the interior, her business has reached a very enviable position, both in imports and exportSo It should be remembered, moreover, that Alabama is, comparative!}^, a new State, and more sparsely settled than many others, all parts of which are more directly accessible by natural channels. Mobile can hardly be said to have commenced her growth till since 1830, since which period she has grown in a more rapid ratio than any other south- ern city. The agricultural resources of the State of Alabama are sup- posed to be second to those of hardly any other for the production of the staple articles of that climate ; and when, three years hence, nearly every portion of the State wdll become directly connected with Mobile by the completion of her system of railways, it may well be expected that the growth of that city will increase beyond all previous periods of her history. Statement showing ike exports and destination of cotton from the port of Mo- bile during the last ten years ending August 31. Years. Great Britain. France. Other foreign ports. United States. Total. 1852 Bales. 307,513 250,118 162,189 290,836 228,329 131,156 206,772 269,037 204,242 385,029 185,414 Bales: 95,917 46,005 39,973 63,290 61,812 39,293 66,821 68,789 49,611 53,645 49,544 Bales. 27,048 26,373 11,927 44,525 29,070 19,784 26,824 52,811 18,885 26,903 6,919 Bales. 144,626 96,029 111,452 140,993 120,350 116,674 115,164 130.601 195;714 113,668 77,161 Bales. 575,104 418,525 1851 .".. 1850 325,541 1849., 539,642 1848 439,561 1847.. 306,907 1846 415,581 1845 521,238 1844 465,462 1843 479,245 1842.. 319,038 This statement exhibits very little evidence of an extension of the area cultivated during the series of years presented, which is a cor- roboration of the necessity for easy communication with a market. After the opening of the railways, no doubt a rapid gradual increase in the exports of cotton will be observed. Besides cotton, a large quan- tity of staves, lumber, and naval stores are shipped from Mobile sea- ward. The business in staves and lumber, during the last three years, w^as as foUws : Articles. 1852. 1851. 1850. Staves ....... .No . . 228,481 10,189,655 360,779 6,816,054 677,943 Sawed lumber. . ffip.t. . 7,293,896 COLONIAL AND LAKE TRADE. 679 Statement showing the quantity of some of the principal articles of imports into the port of Mobile during the last five years ending August 31, 1852o Articles. 1852. Bagging Bale rope Bacon . . Coffee .. Corn. . . . Flour . . . Hay.... Lard. . . . Lime . . . Molasses Oats Potatoes Pork.... Rice . . . . Salt . . . . Sugar . . . "Whiskey 17,012 16,585 11,500 28,538 83,380 74,329 26,852 22,481 31,027 18,095 20,985 22,014 15,589 1,491 154,351 6,083 15,597 1851. 30,402 30,926 16,637 25,236 98,086 95,054 27,143 20,021 23,745 23,673 29,121 16,248 23,949 1,832 128,700 6,634 28,868 1650. 24,901 22,460 9,269 18,928 79,038 70,570 23,189 10,562 19,322 18,042 12,429 20,243 8,016 1,387 154,183 7,760 21,440 1849. 29,200 26,679 6,482 26,104 25,573 52,311 17,470 8,044 21,155 10,647 15,290 19,041 5,282 1,169 131,273 5,528 17,895 1848. 27,275 27,011 11,392 26,415 21,505 33,069 11,787 10,914 9,893 15,245 13,160 29,059 11,595 1,227 70,710 7,G73 21,345 The total value of the foreign imports at Mobile, during the last two years, ma}^ be seen by the figures annexed : Years. Value of imports. Duties collected. 1852 $701,918 440,404 $131,249 96,276 1851 - Increase . 261,514 34,973 This shows an increase of about sixty per cent, in one year, which is certainly very handsome, and augurs well for the future prospects of Mobile in the direct import trade. The present may well be termed the railway era ; and, perhaps, there is no other place in the whole confederacy likely to experience greater benefits, in proportion to its present population, from such im- provements than Mobilco The railways now in progress, terminating at that point, must constitute her the entrepot of foreign supplies for a very large extent of country. The annexed table will show the tonnage entered from and cleared to foreign ports, in the district of Mobile, during a long series of years— from 1826 to 1851, inclusive. For reasons explained elsewhere, the tonnage cleared best exhibits the amount engaged in the export trade of that citv. 680 ANDREWS REPORT ON • u:ii»Oi000t-^^iOf-( O 00 |5 ^ 55 ^ ^ i. O • T-H I— ( I— 1 rH <:nO'<:rO(:^?'^^Hr^OLOC^G^^a:)OCDQOco'rtlt->ococ£)c^5rHOOT lO O? CO t- C^ lO i-H as "«* CO CjD t- 05 OS CO r-H OJ CT) • •co-^'^CNlco'^cocococnoor-iGOi-t-Oi-Hai •». r-i pHrH oocr5iocnc'-ococoi--a5'^GNfG^ooJOOo-^oa5CO'^oi>"CQco"^ OC^'^CO'^O'— ICXi«0 0"^OOt-COaiCOCT> CXiC^lOCOOCOOCDiO'^U^rHr-lir-OOiOCOGN?iO'*C^CDiOOO"^CO rH00C000^rHl^G^C0G0ai(:^J^-^00G^}O:)t^CDOC0^-lr5rHC0a^T-^ V Sp w ^COOOCDCOGO 00 00 00 OOOOGOOOOOOOQOOOOOCOOOOOOOOOaDCDOO T-H.p-^T-(rHTHi-lrHrHrHr-HrHrHrHj-(rHrHi-H>-Hi--ir-(»-Hr-ii--(T~(i-- Carrington GabclL City of Washington, House of Ilepresenmtives, August 29, 1852. Dear Sir : I cheerfully comply with the request in your favor of the 10th inst., to furnish you memoranda of the works of internal improve- ment, and for the improvement of rivers and harbors, heretofore under- taken in Florida, and which it is anticipated are to be undertaken by the general government, or by the State, or associations in it ; and like- wise as to the general resources of the State. You can use these notes in any manner 3^ou please in your forthcoming report to the treasury. There is not, perhaps, any State of the confederacy that can be more benefitted hj the construction of judicious works of internal improve- ment, and by the improvement of its harbors, than Florida. Thirty-one years have elapsed since the provinces of East and West Florida were taken possession of by the United States, under the treaty of cession concluded in 1819. No w^orks of internal improvement, except the ^'King's road," in East Florida, and a short and small canal (never •completed) near Lake Ohechobe^ and De Brahme's surveys, in 1765, &c., were commenced b}^ the British or Spanish governments whilst the provinces were under the control o^ either of those powers ; and since their transfer to the United States, various circumstances have combined to retard the development of their valuable commercial, agricultural, and other resources. The fortifications then near Pensacola, that at St. Mark's, the fort at St. Augustine, and an old defence called Fort George, near the mouth •of the river St. John's, were all the military defences worth mentioning existing in the provinces at the cession. The United States have since established a navy-yard and w^orks for the repair of vessels of war, and erected other forts, and built a naval and marine hospital near Pen- sacola; are buikling fortifications at the Tortugas, and at Key West, and near tlie mouth of the St. Marj^'s river, and have placed the fort at St. Augustine in good condition ; but no other part of the extensive and exposed gulf and seacoast of the State is in any* degree fortified; nor are there proper preparations made for the construction, at an early pe- riod, of such defences. The entire Athintic and Gulf coast of the United States, from Passamaquoddy to the Rio del Norte, is about 3,600 miles, and of this extent the coast and reefs of Florida, from St. Mary's, around the Tortugas, to the Perdido, comprise upwards of 1,200 miles, extending over 8° of latitude and 7-jo of longitude ; being more than one-third of the whole coast. Within a few years past, our '^ coast survey'''' has been commenced, but with meagre and inadequate appropriations, not at all in just pro- portion either to the necessities of the w^ork, or to the amounts yielded for such surveys in other sections less important to the whole country. No canal or railroad has been constructed by the federal government in Florida, but the expenditure of a few thousands of dollars (whilst Flor- ida was a TerrUory) for the removal of obstructions in some of the rivers and harbors, and for two or three partial surveys of important routes of a national character, has given rise to allegations that profuse grants have been made for her benefit. She has, too, been unjustly re- 688 Andrews' report on proached as being the cause of the immense expenditures so profitless^ made in the Seminole war ; and by some she is held responsible for all the folly, waste, extravagance, impositions, peculations, and frauds committed in that war by the employees of the federal government, though not citizens of the State. A similar class have had the infamous au- dacity to impute to her people the purposed origination of the war, and a desire for its protraction, as a source of pecuniary gain. A devastated frontier of several hundred miles, and the butchery by the savages of hundreds of men, women, and children, throughout the State, and the utter ruin brought upon many of her citizens by that war, ought to be sufficient to prove the falsity of this accusation. Those who have prop- agated or countenanced such unscrupulous slanders against the people of Florida have not, when challenged, exposed a single case in which any citizen of the State has obtained payment of any demand against the United States, founded on fraud ; and the public records of Con- gress and of the federal departments will verify the declaration that scores of Floridians have been refused payment of just claims, or post- poned on the most frivolous pretexts and discreditable suspicions. If attempts have been made in any instance, by individuals claiming to belong to Florida, to obtain from the federal treasury claims not founded in strict justice, such dishonorable exceptions do not excuse wholesale imputations against the citizens of the State generally, nor justify the excitement of prejudices against them, and the withholding payment of just demands. Both of the provinces, when acquired by the United States, (excepting only a small portion of country around the city of Pensacola, at the western extremity, and the region contiguous to the cit}^ of St. Augustine, and to the lower part of the river St. John's, in East Florida,) were in the possession of v/arlike and hostile bands of savages. The territories, when ceded, were covered with British and Spanish titles to lands, some for tracts of several thousands of acres. The *' Forbes grant" — - extending from the St, Mark's to the west side of the Apalachicola river, and including also the site of the city of Apalachicola, and several thousands of acres contiguous thereto, further west, and the adjacent islands of St. George and St. Vincent, and Dog island, and reaching upwards of sixty miles from the coast into the interior — covered an area of upwards of one million tw^o hundred thousand acres. Most of the- lands which had not been previously granted were included in the con- cessions by the King of Spain to the Duke of Alagon, the Chevalier De Vargas, and the Count of Punon Rostros, clandestinely made whilst the treaty of cession was being negotiated, and which, though annulled by a codicil to the treaty, are still claimed by the grantees, and those to whom the grants have been assigned, to be valid and in force. A decision has recently been given by the United States court in Florida, in a suit brought upon the Alagon or ''Hackley grant," against its va- lidity. The procrastination since 1821 of the definitive ascertainment and confirmation or rejection of alleged Spanish titles, has been a serious^ evil to the State, and aided to retard its settlement and progress. The removal of many of the Indians from the upper and middle sections to below 28^ (N. L.) on the peninsula, was effected about 1825, under the treaty made with the chiefs at Camp Moultrie in COLONIAL AND LAKE TRADE. 689 1823. Though this measure opened a large portion of the country to settlement, and when adopted was generally commended, expe- rience has proved that it was injudicious policy. It has been the prolific cause of subsequent troubles, and of great sacrifice of life and property by the people of Florida, and of immense expenditures by the federal government; the responsibility for which, as before staled, has been most unjustly attributed to the inhabitants of the State. The measure referred to has put back the State at least a fifth of a century. Four large bands or towns of Indians, located on the Apalachicola, remained there till 1834, when they were removed peace- ably, in conformity with treaty stipulations, to the Indian territory west of the Arkansas. In 1835 the Seminoles, Miccossukies, and other tribes, {concentrated] as above stated, near the fastnesses of the peninsula,) in resistance to the enforcement of treaties stipulating for their emigration west of the Arkansas, commenced predatory hostilities that soon ripened into open war, which lasted for seven j^ears, and was attended with but limited and partially creditable success to the federal government, or to its officers, either in arms or in diplomacy. The best measure adopted by the United States during the war was the ''armed occupation" act of 1842; though the policy pursued by the federal government, in the execution of the law, until the act of July 1, 1848, was passed, de- creased its benefits. The contest was abandoned by the United States in 1842, an ''arrangement^ with the yet unsubdued Indians then being made (similar to two others after 1835, which they had violated) by the general officer commanding the United States regular forces in Florida ; and which last " arrangement," in disregard of the previous treaties, stipulated that those Indians, headed by the chiefs Arpiarka and Bowlegs, might remain on the peninsula. Their whole number, it is estimated, cannot exceed eight hundred, and they are on paper restricted to prescribed limits, embracing many hundreds of square miles in area. Since that *' arrangement," repeated disturbances, attended by blood- shed and the destruction of property, have occurred, owing, it is alleged by the citizens, to the depredations of the Indians outside of the country reserved for them ; and, on the other hand, asserted by those inimical to the people of Florida to be occasioned by the encroachments of the frontier population upon the Indian reservation. The officers of the federal government have not restrained the Indians to the limits of the '' reservation i^ and while this duty is neglected, collisions and conflicts be- tween the savages and the settlers near to the lines are inevitable. Means are now being adopted to effect the removal of the few hundred war- riors and women and children yet remaining (and it is said in a state of destitution) on the lower end of the peninsula, and which efforts it is hoped may be successful ; but if they fail, prompt and efficient measures will certainly be taken by the State government to abate this evil, so blighting to the prosperity of Florida. It is a striking fact in the history of the provinces of Florida, that since their first discovery by the Spaniards, nearly three centuries and a half ago, they have never enjoyed twenty successive years of peace and tranquillity, undisturbed by domestic warlike conflicts or foreign hostile invasion. They have changed owners and masters several times. The late disturbances with the Seminoles brought destruction 44 690 ANDREWS' REPORT ON and ruin upon many Floridians, and the insecurity to life and property since 1835 not only deterred emigration to Florida, but hundreds of worthy and valuable citizens abandoned their plantations, and, with their families, went to other southern States, where they would not be daily liable to massacre and devastation, owing to the neglect, by the federal government, of the duty of protection. The creation by the territorial legislature of some ten or a dozen banks, to three of which were given territorial bonds or guaranties to raise their capital, and the failure of all these corporations prior to or in 1837, the inability of any of them to retrieve their credit, and the liability imputed by the foreign holders of the ''faith bonds" and ''guar- anties" to the State of Florida, since organized, for several millions of dollars, have been a serious drawback to the settlement and growth of the State. The State constitution expressly inhibits the State legisla- ture from lev5dng any ta,x for the redemption of these imputed obliga- tions; those who effected the adoption of such restriction contending that the people of the State are not justly responsible for the improvi- dent acts, allowed by Congress, of the territorial authorities, who, they insist, were the creatures solely of federal legislation and federal execu- tive power, and also that the bonds were purchased by the holders in disregard of the conditions of the acts of incorporation, and with full knowledge of all the facts. Some contend, also, that the territorial banks were created without any competent legal power in the terri- torial legislative council therefor. The annexation of Texas first, and the subsequent acquisition of California, and the discovery of gold there, also diverted emigration from Florida to those States. These events have greatly retarded the growth and prosperity of the State ; and the present backward condition of her internal improvements should not be mentioned without also adverting, at the same time, to them as her apologies. Her people are as public-spirited and as enter- prising as those of an}^ other section, but their energies have been stifled by the series of untoward circumstances alluded to. Blessed with a genial chmate and a fruitful soil, and advantages for improvement, with facihty and cheapness unsurpassed by any country, it is believed Flor- ida is destined, in time, to become a populous and one of the richest and most prosperous States in the Union. The severe restrictions imposed in 1832 and 1834 upon our Cuba and Porto Rico trade are ably and fully exposed by Senator Mallory in his recent pamphlet on that subject. They are a serious grievance to the State. But for those restrictions, we should sell annually to those islands many thousands of dollars worth of agricultural products, stock, &c. The restrictions should be forthwith abrogated, if the com- mercial and agricultural interests of the Gulf and Atlantic southern States are entitled to any consideration ; and, indeed, the dictates of sound policy and equal justice to every section of the Union impera- tively demand the repeal of those laws. It is proper, also, to state here that the failure of the federal govern- ment to fulfil in good faith its obligation to indemnify Spanish inhabi- tants for the spohations of 1812, 1813, 1814, and 1818, when the prov- vinces (then belonging to Spain) were invaded by the troops of the COLONIAL AND LAKE TRADE. 691 United States ; and the withholding of protection to the citizens of Flor- ida during the protracted Indian hostilities, which commenced in 1835 ; and the refusal to indemnify the many hundreds of citizens whose prop- erty was devastated by the savages, owing to the flagrant neglect of the federal government to fulfil its duty of affording proper protection to them ; and, likewise, the refusal to pay others their just dues for supplies furnished to troops in service, and for services rendered the federal gov- ernment— are all matters that have been severely felt in Florida, and have all materially retarded its prosperity. The only railroad in Florida now in operation is the Tallahassee and St. Marks road. It was built about 1834, by an incorporated company. It now runs from Tallahassee to the seaport at the site of the ancient Spanish fortress of St. Marks, at the junction of the St. Marks and Wakulla rivers, a distance of about 23 miles, and is in good condition. Between twenty and thirty thousand bales of cotton, and large amounts of other produce and of merchandise, are annually transported over this road. It originally crossed the St. Marks river, and run to a point on the bay of St. Marks, or Apalache, a short distance below its present terminus, where a flourishing village soon sprang up, but which was in 1843 totally demolished by an unprecedented hurricane and flood from the Gulf, by which many lives were lost. This railroad is now owned chiefly by General Call. The cost of construction, of rebuilding it, and of repairs, has probably been $250,000 ; but it is generally considered to be a good investment. If it is intersected by the contemplated great Central road, hereafter spoken of, it will increase in value. The Georgia *' Brunswick Company," hereafter alluded to, it is understood desire to connect with this road ; and projects have been in contemplation to ex- tend the Tallahassee road to Thomasville, Georgia, and to other points in Georgia, without reference to the Brunswick Company. Such ex- tension will add to its importance. Playili roads are being projected at several detached points in Florida, for short distances, and one several miles in length is now in course of construction from New Port (a rival town to St. Marks, situate a few miles above it, on the St. Marks river) to the Georgia line. A small private railroad was constructed a few years ago, leading to Forsyth & Simpson's extensive manufactories and mills, near Bagdad^ on Black Water river, West Florida ; but it became useless, and has been taken up. In 1835, a company was incorporated to build a canal or railroad to connect the Apalachicola river (through Lake Wimico) with St. Joseph bay ; at which it was intended to establish a shipping port for the produce brought down the Chattahoochie, and Flint, and Apalachicola rivers, and from the surrounding country, and for receiving and for- warding merchandise to the interior, and as a rival to the city of Apa- lachicola. A road about nine miles long was put in operation, but, in consequence of the difficulties attending the passage of large steam- boats through the shoal waters of the lake, it was abandoned in 1839; and another road running from St., Joseph, north, about thirty miles to lola, a village established on the west side of the Apalachicola, a mile above the Chipola river, was constructed at an expense of upwards of $300,000. A bridge of superior construction, several hundred yards in 692 Andrews' report on length, was thrown across the Chipola, and the raHroad continued upon it. A town was soon built, at the southern terminus, on the bay of St. Joseph, which bay has an excellent harbor, easily accessible to mer- chant vessels of the first class usually employed in southern trade. In 1841, the railroad, in consequence of pecuniary embarrassments of the companj'-, occasioned by its immense expenditures, was abandoned, and soon after, the rails were taken up and sold to a railroad company in Georgia. Many persons contend that the site has superior advan- tages, and that with judicious management it would have succeeded, and that it may be resuscitated at some future period under favorable auspices. The proper and judicious improvement of the harbor of Apalachicola would, of course, prevent this, and especially if the inland communication along the coast (hereafter mentioned) from South Cape to the Mississippi is undertaken. Apalachicola now ships to foreign ports and coastwise upwards of $6,000,000 worth of cotton and other produce annually ; and receives a corresponding amount of merchan- dise for transportation into the interior; and has, besides, considerable trade. Some miles of the Florida, Alabama, and Georgia railroad, near Pensacola, were graded as hereinafter stated several years ago; but that work has been suspended for the present. Excepting some local improvements at the city of St. Augustine, made by the federal government, and which were necessary for the preservation of its property there, the foregoing, it is believed, comprise all the works of the character you inquire of heretofore constructed or partially constructed in Florida. Florida has several capacious and secure harbors, and of easy entrance. No less than twenty-six important rivers — the Perdido, the Escambia, the Black Water, and Yellow rivers, (through St. Mary de Galvez bay,) the Choctawhatchie, the Apalachicola, (into which flow the Chattahoochie and the Flint,) the Ockolockony, the St. Marks, and Wakulla, through St. Marks or Apalache bay,) the Wacissa and Os- cilla, the Suwanee or Little St. John's and its tributaries, the Withla- coocy, and Alapahau, and SantafFei, the Weethlockochee or Amixura, the Hillsborough, the Nokoshotee or Manatee, the Tala^.hpko, or Peas creek, the Caloosahatche, the Otsego, the two Caximbas, the Galivans river, Harney's river and Shark river ; besides other streams of lesser note — flow from or through the State into the Gulf of Mexico. The five first named rivers extend into the State of Alabama. They already bear upon their waters to the Florida Gulf shipping ports valuable products, which could be greatly increased by comparatively trifling artificial ''internal improvements," and the value of the public and private lands in Alabama, contiguous to them, much enhanced. The Chattahoochie river is the boundary between Alabama and Georgia, and is navigable for steamboats for upwards of 150 miles northward from its junction with the Flint, where they form the Apalachicolao The Flint extends upwards of 100 miles, into one of the most productive sections of Georgia. The Ockolockony, the Oscilla, the Suwanee and the two first named of its tributaries, all extend into Georgia; and if all of them are not susceptible, by artificial improvement, of being made navigable for steamboats of a large class, thej^ can be made equal COLONIAL AND LAKE TRADE. 693 to most of the ordinary canals in operation in the middle States, to within a few miles of their respective sources, in affording facilities for the transportation of produce to the coast, and of merchandise into the interior. Every one of the rivers named, not only at their respective outlets to the gulf, but with reference to their navigation in the interior, is susceptible of artificial improvement, the beneficial effects of which would be commensurate to the expense incurred. The country at large would not only be benefitted by the promotion and extension of the agricultural and commercial interests of the contiguous region, and the development of new sources of wealth and prosperity that the improve- ment suggested would cause, but the facilities for cheap and ready defence of an extensive coast frontier (now greatly exposed to a foreign maritime enemy) that such improvements would afford would be of incalculable national advantage. In fact, the federal treasury, as to most of them, would be more than reimbursed for all outlays (if it undertook the works) by the enhanced value of the public lands in their vicinity, and their consequent increased sales ; and if undertaken by a State or States, or by corporate associations, and a proper portion of the lands were granted in aid of the works, the United States would be remu- nerated by the increased value of the portion retained. The States of Alabama and Georgia are directly interested in the improvements referred to to an extent quite equal to the interest of the State of Florida. Some years since, the legislature of the last named State directed an examination of the Ockolockony river with a view to its improvement ; and it has, also, at different times, made examinations with a view to the improvement of the navigation of the Chattahoochie and Flint rivers ; and it has expended some money on both. Alabama has as yet done but little to promote the interests of her southeastern counties in obtain- ing facilities for the transportation of produce to the gulf through Florida. It is behoved that the improvement of the bays and harbors, and of their outlets, to the gulf or sea, can be rendered easier, less expensive, and more substantial and permanent, by the adoption of the system of closing unnecessary delta or outlets ; and, instead of removing bars or deepening channels by excavation^ making portions of them positive and immovable obstructions ; thereby confining the waters to as few channels as possible, and causing them to force and deepen those chan- nels for their debouchement to the gulf or sea. Especially on the southern Atlantic coast, and in the gulf, is this plan deemed to be the most eligible. Several different examinations, reconnoissances, or surveys have been made of some of these rivers, and their outlets, and reports fur- nished as to their susceptibility of advantageous improvement ; which can be found by reference to the public documents, of which a list is annexed in note A. That an inland water communication from the Mississippi river to South Ca,pe, in Middle Florida, could be obtained for steamboats of a medium size, and coasting craft, was many years ago maintained by high authority. The expense necessary to obtain such inland communica- tion, by canalling between the nearly continuous line of bays or sounds running parallel with the gulf coast from South Cape to the Mississippi, and by closing the mouths of one or two streams, and stopping a few shoal inlets, is really trifling when the immense advantages to flow 694 Andrews' report on from such work are estimated. But I will not dilate on diis undertaking. The public documents enumerated in note A afford full information on the subject, and demonstrate to my judgment, the entire practicability of effecting results especial^ beneficial to the western States, and to Alabama and Florida, and, when such communication is extended across the peninsula to the ocean, important to the Atlantic States. On the Atlantic or eastern coast of Florida, above or North of Cai^e Sahle^ there are several important streams, which could also be im- proved by widening, straightening, and deepening, and by removing obstructions in the navigation, at comparatively trifling expense, con- sidering the benefits that would result therefrom in the same way above mentioned. The sound behind the tongue of land terminating at Cape Florida receives the Miami river, Little river, Arch creek, Rio Ratones, and Snake creek, and extends several miles north, parallel with the sea-shore. New river inlet, Hillsborough river and inlet, Jupiter inlet, St. Lucia river and inlet, Halifax river and inlet, Mosquito river and inlet, Man- tanzas river and inlet, St. Augustine harbor. North river, San Pablo creek, St. John's river, Nassau bay and river, and the river St. Mary's, (the latter being the boundary between Florida and Georgia,) are all important points on the ^ Atlantic coast. As is heretofore stated, in re- spect of the gulf coast between South Cape, in Middle Florida, and the Mississippi, a nearly continuous hne of inland *' sound navigation," for coasting craft and steamboats of the medium size, drawing six or seven feet, it has been suggested, (and with great plausibility,) may be effected from Cape Florida to the mouth of the St. Mary's river by closing se- curely and permanently some of the inlets mentioned, and by excava- ting less than thirty miles of canal,- and by widening and deepening, in a few places, the natural channels of the interior communications now existing; being the ''sounds," and also the ''lakes" and rivers, adjacent to, and extending, (with but trifling interruption,) along the entire eastern coast of the State, and running parallel with the sea- shore, at a short distance therefrom, in the interior. And it has been pre- dicted that, after such improvement, the natural effect of the tides from the sea, through the "inlets" remaining open, and of the accumulation of the waters flowing into the sounds from the interior, and restrained to such outlet to the sea, and the currents ca,used thereby, would be, not only to increase the depth of the channels of the sounds, but t'o deepen several feet and keep open the entrances from the ocean at St. Augus- tine, and St. John's, and to such extent as always to admit large ves- sels adapted to foreign trade. The entire expense of such improve- ments, it is estimated, would not exceed two hundred and fifty thou- sand dollars. But if it should be three or four times that sum, it would not equal the value of the benefits resulting in a nodonal point of view, and to other States besides Florida. Such improvements would ren- der the entire coast from St. Augustine to Cape Florida forever im- p^egnahle to any enemy, and even exempt it from annoyance ; without the necessity of fortifications, except at the outlets to the sea, left open, and deepened, as suggested ; and many coasting vessels from the east- ward, going southward, might, by such inland communication, avoid the necessity of stemming the strong current of the "gulf stream;" of COLONIAL AND LAKE TRADE. 695 crossing the Bahama banks; and also the other hazardous experiment of hugging Cape Carnaveral, and keeping close to the Florida coast, in trying which so many such vessels bound southward are wrecked. The documents referred to in note A will give you valuable informa- tion on all these points. The clearing out of the small streams emptying into the sounds at the southern part of the peninsula, and the connexion of the sources of those streams by canals with the interior and fresh waters of the Pahhayoke or Everglades, covermg an area of at least eighty by thirty miles, and with the large and deep fresh-water lake Okechobe, further north, and with the interior river Kissimme, running into said lake from Tohopekaliga lake and other lakes, (the waters extending ninety miles north from the mouth of tlie river,) would not only reclaim vast quantities of rich sugar lands, now submerged by the overflow of the waters, at certain seasons, but would be the means of facile interior communication, and also between every part of the interior region and the seacoast, and afford easy and cheap trans|)ortation for all the pro- duce intended for exportation to foreign ports or shipment coastwise. The extensive swamp called Halpatioke would become dry and culti- vatable. And the character of the country is such, that the cost of such improvement would not be great. The upper soil is light and easy of excavation ; the substratum of clay with which it is underlaid is tenacious, and prevents the difficulties so often caused b}^ caving or sliding. The face of the country is level, and no material obstructions arising from rocks will be found. The principal obstacle to the under- taking is, that it is of a character which renders it necessary that every portion of it should be commenced and carried on to completion simultaneously, and speedily, requiring a large laboring force and united, combined, and concurrent action. So, too, on the western coast of the peninsula, the deepening of the outlets, and the connexion of the rivers emptying into the Gulf with the same interior waters above mentioned, would be equally beneficial. The vast swamp called the Big Cypress, or Atseenhoofa, could be reclaimed. And the completion of such works on both sides would probably effect a means of passage for small coasting vessels and steamers across the peninsula, thereby avoiding the perilous navigation of the keys and reefs farther south, and extending southvv^estwardly, upwards of a hundred miles from Cape Florida and Cape Sable, into the gulf. The improvements suggested in the two last paragraphs are subjects of comment in the valuable documents annexed to a report made by Senator Breese, of Illinois, from the Committee on Public Lands of the Senate, at the 1st session, 32d Congress, August 28, 1848, Doc. No. 242. Other important information as to the agricultural capabilities, and products, and trade, and fisheries, and other resources of Florida, is to be found in these documents. On the peninsula a railroad from Tampa Bay to the navigable waters of the St. John's, near the head of the navigation of that river, has been spoken of, and will probably in a very few years be undertaken. When the adjacent country becomes more densely populated, such work will certainly be constructed. 696 Andrews' report on Another road from Tampa, running northwardly up the pemnsulay avoidmg the water-courses on both sides, and extending as far up as Jacksonville, has been strongly urged, and has many advocates. Above Tampa, on the peninsula, various projects have been sug-- gested to connect the lower with the upper region of the peninsula,' and and to connect the Gulf of Mexico with the Atlantic. It is said that the head waters of the Kissimme can be connected with those at the sources of the St. John's river, so as to be navigable for boats transporting produce. A canal for boats or barges drawing four or five feet, has been spoken of as practicable, at small expense, from the Ocklawaha, a branch of the noble river St. John's, to the navigable waters of Weethlockochee, or Amixura. A canal from the sound near Smyrna, on the eastern edge of the State, to lakes which are the head waters of the St. John's river, a few miles west of the seacoast, or from a point on the sound to the same waters, some distance farther south, has also been suggested. A railroad from Pilatki, on the St. John's river, to such point as may be ascertained to be the most eligible, on the gulf coast, near Cedar Keys, or near Waccassah bay, has likewise been spoken of; as has also a similar work from Jacksonville, on the St. John's ; and also one from the mouth of the St. Mary's to the same points on the gulf In fact, several different railroads from the west side of the St. John's river, farther down to the gulf, are in contemplation. One from Picolati, intended to extend east to St. Augustine ; one from the head of navigation on Black creek ; and one from Jacksonville, or a point near that town, to some point on the gulf, or on the Suwanee river, have been spoken of; and, likewise, a railroad, from St. Mary's river to the Suwanee. Charters have been obtained in past years, from the Florida legislature for some of the last-mentioned works, to be un- dertaken by corporate associations ; but none of them, it is believed, have as yet had any route properly surveyed, preparatory to carrying out their charters and commencing such work practically. The routes of two of these contemplated works are laid down on the map enclosed to you, of one of which it is understood some years since a reconnois- sance was made by an officer of the United States army (Captain Blake,) since killed in battle in Mexico. The same officer made a par- tial survey of the harbor of Tampa, and of a portion of the eastern coast of the State, and of the sounds contiguous thereto, which are re- ferred to in the said list of documents, marked A. The ''thorough-cut," or "great ship-canal," or "ship-railway" across the head of the peninsula, has been written about a great deal within the last thirty j^ears. It has formed the subject of congressional speeches and reports, and of newspaper essays ; and, many years since, a board of United States engineers, at the head of which was General Bernard, made a partial survey, with a view to ascertain its practicability and its cost. His report and maps of his surveys are to be found in vol. iv. Ex. Doc, 2d sess. 20th Cong., 1828-'9, Doc. No. 147. Different termini have been indicated on the gulf side for this work. The St. John's river has generally been mentioned as the most eligible terminus of said work on the eastern side. An appropriation of $20,000 will COLONIAL AND LAKE TRADE. 697 probably be made at this session of Congress for the completion of the survey for this work. Whilst the certain practicability of effecting the completion of this stupendous and magnificent project to the full extent anticipated by some of its advocates has by many been deemed questionable, (and it seems General Bernard did not believe in its favorable success,) yet other disin- terested and impartial persons, of a high order of intelhgence, and possessing accurate knowledge of the location through which the canal must be constructed, and of the soils to be excavated, confidently con- tend that it is entirely practicable. The immense cost of the construc- tion of a ship-canal is an insuperable obstacle to its being undertaken by the State of Florida, or by any association of individuals there. The State constitution contains provisions virtually restraining the legis- lature from borrowing money on the faith and credit of the State, even for such purpose. Therefore, if such work is undertaken, it must be by the general government, and upon the most considerate estimates, founded upon previous examinations and accurate surveys by scientific and impartial engineers. The same observations apply to the con-^ struction of the ''ship-railway^^ that has been suggested. If the construc- tion of either of these works is ascertained to be feasible, it will be beyond all question the most important undertaking of the kind in the United States. No one can deny that its beneficial results will be emi- nently "nationaV^ Whensover any route inside of the Gulf of Mexico, whether through Texas, through eastern Mexico, or by Vera Cruz, or by Tehuantepec to the Pacific, may be established, a passage across Florida, as a means of speedy and safe travel, and for the transporta-^ tion of merchandise, will become imperatively necessary, t© enable the eastern and middle Atlantic States to participate fully in the benefits of such route. The proposed canal or road may be located on a direct and straight line drawn along the coast, from Cape Hatteras (to pass which, in saiHngfrom New York, a considerable deflexion east must be made) to the mouth of the Rio Coatzacoalcos, on the gulf side of the isthmus of Tehuantepec. The legislature of Louisiana, smothering all selfish local considerations, at a recent session adopted resolutions asking Congress to institute examinations as to the Florida "ship- canal;" and patriotic and enterprising citizens of eastern and western States, with wise forecast, look to the ascertainment of its practicabihty as a result of the highest importance to the general interests of the whole confederacy — as well to the Atlantic, southern, northern, eastern, mid- dle, and interior States, and those on the Pacific, as to the gulf and Mississippi States. Our Atlantic merchants see that it wdll greatly facilitate our future trade, not only with the Pacific generally, but with China and with the East Indies. Whatever doubts may be entertained as to the practicability of the construction and successful operation of a ''ship-ca/naV^ or ''shijp-railway " across the peninsula, it is not doubted that canals for hoa,ts drawing six or seven feet water may be made, either from the head of navigation on Black creek, or from one of the two southernmost prongs or branches of the St. Mary's river, or from the St. John's river, directly to the capacious, deep, and never-failing lake, called '' Ocean pond,^^ about thirty miles westwardly of Whitesville, on Black creek, and about forty 698 Andrews' report on miles from Jacksonville, on the St. John's river. From this lake it is supposed such canal can be continued to the navigable waters of the SantafFee, and, by the improvement of the navigation of that river and of the Suwanee to the gulf, can also, without doubt, be constructed ; and the expense is not estimated to be so great as to render it an inju- dicious investment. It is believed also by some persons, that a similar canal for hoats^ commencing at the head of navigation near the great southern bend of the St. Mary's river, and running across near to the southern margin of the vast lake or swamp called Okefenokee, and directly to the head-waters of the Suwanee-, with proper improvements to the navigation of the St. Mary's and Suwanee rivers, is practicable, and would be highly beneficial as a meansof transportation of produce, lumber, naval stores, and merchandise, and that it v/ould also drain and reclaim tens of thousands of acres of the richest lands in that region. Such work would be greatly beneficial to the State of Georgia, which State has heretofore made examinations and surveys, with a view to its construction. A railroad has been ^jrojected from Brunswick, Georgia, to the gulf coast, on which coast different points for its termination have been in- dicated. It is stated that an association is now being organized to raise funds and commence such work. Some years since, partial re- connoissances, and some unperfected surveys, were made of such work, from Brunswick, on two different routes entering Middle Florida ; but, from circumstances not fully understood, the commencement of the work was postponed, and the results of the surveys have never been made public. Unless the proposed work should enter Florida much farther to the east than has been stated is intended, and become connected with the great trunk or Central railroad hereafter spoken of, so that it would result to some benefit to East Florida, it will be re- garde.d with disfavor in that section of the State, and meet with such opposition as probably will prevent its extension into the State at all. It would certainly be a competitor and rival of the Central Florida railroad, if allowed to abstract from it the southwestern travel and transportation, for the benefit of southern Georgia, by leaving the State of Florida in the western section. To all the suggested improvements terminating on the gulf coast, near to the delta of the Suwanee, some persons have objected that for- midable difficulties will be encountered to their successful operation, owing to the want of a safe and good harbor there, of easy access near to the shore for vessels drawing over seven or eight feet, and owing also to alleged hazards attending the approach of that part of the gulf coast. I do not, however, hesitate to say that I regard these objections as fallacious, and that safe and good harbors for vessels of twelve or fifteen feet draught can be found, and which can also be greatly im- proved by artificial means. The first great work to be undertaken by the State of Florida, is, in my judgment, unquestionabl}^ at the present time, the trunk or Central railroad, commencing at Pensacola, and running eastwardly from Deer- point, at the opposite side of Pensacola bay, along or as near the route of the old Bellamy or Federal road as is practicable to the river St. John's ; the distance being about three hundred and fifty miles. A road can be run from St. John's to St. Augustine, from Jacksonville, thirty-eight COLONIAL AND LAKE TRADE. 699 miles, and from Picolati, eighteen miles. All the different sectional interests of the upper portions of the State would be promoted by such work. Lateral railroads to necessar}^ points on the gulf coast, and to the towns where the country trade is carried on, north of the main road, can be made. These lateral roads could be extended into Ala- bama and Georgia, and, when it may be deemed advisable, connected with the railroads in those States ; and in a few years not merely Florida, but her conterminous sister States, will be interlaced and bound together, and mutually strengthened by bands of iron. The sugar, cotton, tobacco, rice, Sisal hemp, tar, turpentine, rosin, and resinous oils and lumber, and othei products of those fertile regions, can be speedily, cheapty, and safely transported to market, either on the gulf or Atlantic, or for exportation to foreign ports or shipment coastwise, in time of war or of peace ; and in time of war material aid for the defence of the coast against foreign assault from any quarter of the State, can always be at once furnished from the interior. Yet in the construction of such work, the just share of the general improve- ment fund of the State due to that section detached from the immediate and direct advantages and conveniences of this road, and lying farther south than its effects would be felt, should not be expended, but should be scrupulously retained for the benefit of such section. The facilities such road w^ould afford the federal government for the cheap and rapid transportation of the mails in times of peace, and the hke facilities given for the transpoitation in time of war of troops, munitions of war, and subsistence, would be of incalculable national benefit* The river St. John's, which is generally spoken of as the eastern terminus of the Central railroad, extends from its mouth three hundred miles south, running nearly in the middle of the peninsula, its sources being chains of large lakes extending south beyond the sources of the Kissimme. The bar at the entrance of the St. John's cannot ordinarily be passed by vessels drawing over thirteen feet, but inside it is navigable by vessels of twenty-five feet draught as far up as Jacksonville, and by those drawing twelve feet up to Lake George, and two feet water can be had to Lake Poinsett. The tide seems to have Influence at Volusia. The trade of the river at present is chiefly lumber. More than thirteen large lumber mills (mostly steam) are on the river above and below Jacksonville, the principal town upon the river. About three hundred and fifty vessels annually are loaded with lumber and produce on the St. John's. The quantity of lumber annually shipped from the St. John's river is estimated at 50,000,000 of fiset. An effort will be made this fall to deepen the water on the bar, which it is san- guinely anticipated can be done, so as to admit vessels at low water drawing twenty or twenty -five feet, and by an expenditure of about twenty thousand dollars. Should it be effected, though it should cost twenty times such amount, it would be a wise disposition of the money. In case this w^ork succeeds, so soon as the great Central road is fin- ished to the St. John's, a large and flourishing commercial city is sure to spring up in a few years at the terminus on the river, wherever it may be. Partial surveys of the eastern part of one proposed route for this road, terminating at Jacksonville, the prominent point on the St. John's, were made some years ago by an association of eastern capitalists, 700 Andrews' report on chiefly from Boston ; but they have never been made public, and it is stated the association was prevented by the Indian war from pro- gressing with the undertaking. A railroad has been contemplated from Pensacola, across the south- ern corner of Alabama to Montgomery, Alabama ; or to Columbus, Georgia ; or to some point in Georgia, lower down on the Chattahoochie river ; and to unite with some of the Georgia roads running to the At- lantic seaboard. Great interest is felt in the completion of this road at the city of Pensacola, and throughout the surrounding country, and on the different routes proposed for it; and the federal government is also deeply interested in its being finished, insomuch as it would afford cer- tain means for the defence and protection of the valuable pubhc prop- erty at Pensacola — worth many millions of dollars, and as the federal treasury would be benefited by the enhanced value of the public lands in Alabama through which the road would run, and their increased sales. On these points I refer you to the documents specified in note B, hereto annexed. The surveys for the chief part of one of the con- templated routes of this road were, it is understood, perfected some years since, and several miles of the road near Pensacola were graded, and other work done. It has, however, been suspended for some time, awaiting the action of Congress granting the right of way through the public lands, and also grants of alternate sections along the line of the road. Bills making such grants have passed the Senate at differ- ent sessions, but, as yet, the association have been unable to obtain the concurrent action of both houses at the same session to the same bill. Connected as the p^reat Central railroad of the State will be, at Pen- sacola, (or at any of the gulf ports that may be selected,) with the com- merce to distant foreign or American ports in the gulf and elsewhere, and especially with steamships to Tehuantepec as soon as the inter- oceanic communication is made at that isthmus, (whether the Florida road is extended to Mobile and New Orleans or not,) it must soon be- come the principal line of southern and southwestern travel to and from the eastern and middle States, to California and Oregon, and the Pacific generally. It is the natural and direct course of such travel. The sagacious and enterprising merchants of the Atlantic cities engaged in the Pacific trade, and in the trade to China and to the East Indies, will also soon discover that such work may be used to promote their interests. Of its profitable success as a pecuniary investment, little doubt can be entertained. A canal from St. Andrew's bay to the Chipola river has been con- templated for many years, and an association has been incorporated to construct such work. Full surveys have been made, and the feasibihty of constructing either a canal or a railroad fully demonstrated. It is in the hands of citizens of respectability, who possess means to com- plete it, with such assistance as may be afforded by the general gov- erment, and by the State. Extensive tracts of valuable public lands, in the vicinity of this work, have been reserved from sale by the United States for '' naval purposes." These reservations are profitless, and the lands should be sold. Their being held as at present is injurious to the country in which they are situated. Sound and judicious policy ooloMax. and lake trade. 701 demands that the federal and State governments, both, should encourage the speedy construction of the canal or road from St. Andrew's bay. The bay has a good entrance for large vessels, and it is a safe and capacious harbor. Intersecting, as such work probably would, (by an extension for a short distance into the interior,) the great Central State railroad, its completion at once will be a valuable auxiliary to the cheap and speedy construction of the latter. The State legislature, however, (under the advice of the " State Board of Internal Improvements," composed of citizens from each sec- tion of the State,) wiJl, it is expected, this fall, when its hiennial session is held, devise some additional measures for carrying out the most judi- cious plans of internal improvement to those heretofore adopted. The schemes, wiles, and intrigues of speculators and jobbers, pecuniary and political, it may be anticipated, will, in Florida, (as sad experience has proved in other States,) have to be encountered and overcome, and thwarted, by the just and patriotic citizen. Attempts, by means direct and indirect, to appropriate the lands given to the State for purposes of '* internal improvement" — the '' swamp lands" — and every other ■available resource, to objects merely local, sectional, and selfish, will, it may be conjectured, be made ; bat the sleepless vigilance of the :guardians of the public and general weal will be faithfully exerted to ^prevent any combinations for such purposes being successfiil. That digues, having their own interests exclusively in view, have so often elsewhere been able to consummate their designs, will admonish the ex- ecutive and legislature to watchfulness and caution. I place the firm- est reliance on the intelligence, patriotism, and prudence of those de- partments of the government of my State in this regard. The. cost of the great Central Florida railroad, it has been estimated, will not^probably fall short of four millions of dollars. The proceeds of the sales of town lots at the extreme termini, and at several points on the- route where the trade of the surrounding country will be con- centrated, will go far in aid of the work. But unless the federal gov- ernment does, as it should do, grant to the State alternate sections on both sides of the road on its entire line, and for several miles laterally, as the Stat€ has not at present the adequate means for its construction, it wall probably) be deferred. Few foreign capitahsts are disposed to em- bark in such an undertaking, as a permanent investment of their means, especially w^hen the proposed work is in a country distant from them, and the .progress and conduct of which work they cannot personally attend to ; anld. the assistance of those who may subscribe for stoch as a matter , of present speculation by its sale, is generally of doubtful value. J append hereto a statement obtained from the Gen- eral Land Office, (marked C,) exhibiting the number of acres of pub- lic lands in Florida, ''surveyed" and "unsurveyed," on the 30th of June, 1851; also, the quantity "offered for sale," and the quantity "sold,^^ up to the same day, and other authentic and valuable inform- ation as to the federal domain in the State. By a reference to the last annual report of the General Land Office, it will be seen that Ohio, with an area oil 12,354,560 acres less than Florida, has received grants m aid of " internal improvement^'^ for 681,135 acres more than Florida; Indiana, with gin area of/ 16,293,960 acres less^ has received 1,109,861 702 Andrews' report on acres more; Iowa, with an area of 5,346,560 acres less, has received 326,078 acres inore than Florida, and claims (and justly) 900,000 in addition as having been granted, making 1,225,078 acres more than Florida; Wisconsin, with an area of 3,420,160 less, has received 358,400 acres more than Florida; Illinois, with an area of 2,472,320 Z^55, has received 2,246,490 acres (the Central Railroad grant) more than Florida ; and a similar disproportion will be seen to exist with respect to other States. And with respect to donations for schools, &c., a like dispro- portion exists between the allowances to her and to most of the other States ; and, by some process, whilst Louisiana is reported as having 8,877,998 acres of swamp-lands, Michigan and Arkansas, each, up- wards oi four millions and a half, Mississippi 2,239,987 acres, Illinois 1,883,412, Missouri 1,517,287, Wisconsin 1,259,269, Florida is set down as having 562,170 acres! But this, it is understood to be, is be- cause all those lands in the regions yet unsurveyed are not yet officially reported ; nor have the State designations progressed as far as the other States mentioned. The swamp-lands in Florida will probably exceed those in any other State. Most of the lands heretofore offered, and yet remaining unsold, (and sixteen-seventeenths of the lands offered are yet umold,) will remain unsold for many years to come, unless some of the public improvements suggested should enhance their value. At least eleven-twelfths of all the lands in the State are yet owned by the United States. A very large portion of them, even if the principal improve- ments suggested should be made, would not probably for some time afterwards be sold at the present minimum price of the public lands. The fact that of 17,043,111 acres surveyed and offered for sale prior to June, 1851, but 1,000,407 acres have been sold, (and many of them have been offered for sale for twenty-seven, twenty-five, twenty, fifteen or ten years,) proves that in the present state of things they are utterly- worthless to the United States. On the proposed routes of the great Central railroad there are, in different sections of the State, vast tracts of these lands at present of no value to the general government, to the State or to individuals. Rich and exhaustless beds of marl are to be found in several sections of the State. Those at Allum Bluff, on the Apalachicola river, but a short distance from the place where the great Central road will probably cross, are of great value. That road alone will, by the cheap transportation of the marl, afford facilities for fertilizing the lands contiguous to it in every section of the State, but especially in Middle and West Florida; and at the same time the lum- ber, tar, turpentine, rosin, and resinous oils that may be obtained from most of such lands, prior to their being thus prepared for and put in cultivation, could be readily conveyed to market by the same means. Florida is the fifth State in size in the confederacy. Her area is 59,268 square miles or 37,931,520 acres. She possesses an advantage had by no other State of the Union* She alone, of all the present United States, can cultivate and 7'aise advantageously, and for the supply of the other States on this side of the continent, tropical fruits and other highly valuable tropical products! She will have no rival in this respect among her sister States till further ^'extension" and additional "annexation" i& effected. You are referred on this subject to the public documents and other authentic books specified in the note D, hereto annexed. In a COLONIAL AND LAKE TRADE. 703 few years, whether in time of war or in time of peace, not only the Atlantic cities, but the entire valley of the Mississippi, can be supplied by her with most tropical productions with greater facility, and cheaper, than they can be procured from Cuba, or from any other of the West India islands. A tithe of the sum necessary to purchase Cuba, if Spain should be willing to dispose of it, and a fiftieth part of the amount of expenditure necessary to conquer and annex that island by arms, or to obtain it in any other mode, honorable or dishonorable, if expended by the federal government (even as above indicated, by liberal grants of land) in aid of works of internal improvement in Florida, would render that State more valuable than Cuba ever can be to this confederacy. Such policy might also subdue some of the co votings and cravings many seem to have for the *^Qaeen of the Antilles," (as they designate that island,) and obviate in some degree the necessity which they insist now exists of its being forthwith wrested from Spain and possessed by the United States. War and bloodshed would also be thereby averted. The most judicious policy that can be adopted by the federal gov- ernment with reference to Florida, in my judgment is, to transfer without delay to that State every acre of public lands within its bor- ders, stipulating that the proceeds thereof hereafter realized by the State shall be exclusively devoted to internal and harbor improvements within the State ; the United States reserving only the necessary sites for hght-houses, fortifications, and other structures, under the control of the federal government. At any rate, the transfer of all lands that at this time, or hereafter, have been offered for sale at $1 25 per acreybr ten years, and that remain unsold, should be made, and a similar rule could be wisely applied to all the States wherein public lands lie. No one, it is presumed, will deny that the coast frontier of every part of the United States is peculiarly a subject of legitimate concernment for the federal government, or that, to a certain extent, the States have yielded the partial control thereof to the United States ; and that, in some respects, it may be regarded as the common property of the people of all of the States of this confederacy. The lines of jurisdic- tion between the States and the federal government, and between the respective State governments, as to such coast frontier, are distinctly marked by the federal constitution. The federal government has not been invested by the States with any right of property to the coasts. By article 4, section 2, clause 1, of the federal compact, it is stipulated that '''the citize?is of each State shall be entitled to all privileges and immu- nities of citizens in the several States f^ and it has been held that the free right of navigation, of commerce, and of piscary, and in fine of every usufructuary privilege of the coast waters, (not essential and exclusively local,) and that are common rights, as distinguished from exclusive rights of property, in a State, or in individuals, pertain equally to the citizens of the United States of every State of the confederacy, without dis- tinction in favor of the citizens of that State of which such coast is the frontier. Such police regulations as sound policy may render neces- sary can be rightfully estabhshed and enforced by that State, and it may enact laws for the protection and conservation of such common rights, and to regulate their use, so as to prevent their abuse ; but such 704 ANDREWS' REPORT ON laws must apply equally to its own citizens as to the citizens of tlie other States. The general rights of navigation and of commerce by all, and that of piscary in waters not exclusively local, cannot be with- held for the exclusive benefit of its own citizens. But no other State may rightfully legislate as to such privileges on the coasts of a sister State ; nor does the federal government possess any constitutional power to regulate by law the right of piscary on the coasts of a State, nor to cede by treaty, or otherwise, the privilege of using such fisheries to a foreign power, or its subjects, any more than it can regulate by law any other common right in a State, or cede away a part of the territory of a State to a foreign power. To defend and ^protect such coast frontier in which the citizens of the United States in all the States have such common interest, as well as because it is a part oi one of the States ; to "• repel in- vasions,''^ (see article 1, section 8, clause 15, Constitution United States,) is the bounden duty of the federal government. It is, in the clause just cited, invested with full power ; and the national compact twice enjoins the ful- filment of such duty, (see clause last cited, and article 4, section 4;) and the same instrument contains an express constitutional guaranty that ''it shall protect each of them [the States] against invasion,'' '^ &c. The .^ederal government builds fortifications, and navy yards, and ships, and armories, and arsenals, and military, and naval, and marine hospitals, and custom-houses, and it establishes lines of mail steamers to Great Britain and Europe and to the Pacific; it has erected and maintains an Observatory, and a Military and Naval Academy; has a "Coast Survey" establishment; sends ships-of-war on exploring expeditions; and Con- gress, within the last fifteen years, has spent millions of dollars for the making and publication of all kinds of books, on all kinds of subjects. Some of the improvements on the coasts, and leading to the coasts of Florida above noticed, are as directly and immediately important and essential for the ''defence''^ and '' protection ^^ of that section ''against invasion''^ as forts, ships, &c,, can be elsewhere. This, it is true, is owing, in some degree, to the peculiar geographical position, insular forma- tion, and character of that section. Under such circumstances, to deny the legitimate constitutional power of the federal government to " pro- vide for the common defence^'' by aiding and promoting such necessary im- provements in Florida, is to deny to it the power to employ the proper and necessary means of fulfilling such constitutional duty. Whilst the obligation of the general government to " defend" and *' protect" a State "against invasion'^ in time of war is conceded, to object that the federal constitution does not allow prudent and proper and necessary prepaia- tion by it, in time of peace, for the fulfilment of such duty economi- cally, advantageously and successfully, is extending " the salutary rule of strict construction" into absurdity. The attennuated logic by which objections are made to the means of defence and protection as unconstitutional, because forsooth the resort to such means may also, and otherwise, promote other interests of the State, or of the confed- eracy, has little weight with me. But when the aid desired can be yielded in the exercise of the -undoubted constitutional authority of Congress to dispose of the public lands for the common benefit, all scruples with respect to grants of such lands in aid of those improve- ments in the States where the lands lie should be extinguished. The COLONIAL AND LAKE TRADE. 705 impolicy and injustice of the federal government retaining all the lands unsaleable at the present minimum price fixed by it for a series of years after they have been offered for sale, without yielding any taxes for them to ttie States wherein they lie, not contributing anything in any mode for the m.aking and repair of ordinary highways and bridges through them, is severely felt by every resident (whether rich or poor) of a country in which there is a large quantity of unsold public lands. The personal labor the settler is compelled to yield in this way, to en- hance the value of the property of the United States, in addition to his other taxes, is an onerous burden. Difficulties will probably ensue from the granting to one sovereign State the control and ownership of lands within another sovereign State, even if the lands are made liable to just taxation ; and still greater difficulties will arise as to the adoption of any Just rate of distribution among the States. Some proposed rules of distribution are absurd as well as iniquitous. By the rule of popula- tion. New York would at this time receive 33 acres to every one re- ceived by Florida, and yet Florida has 1,200 miles of seacoast to defend, whilst New York has less than 150 on her Atlantic frontier. Florida has 7,671,520 acres more in area than New York. She is larger than New York and Massachusetts or New York and Maryland together ; she is larger than New York, New Jersey, and Connecticut all together ; and, leaving out Maine, more than twice as large as all the other five New England States together. Florida has no mountains ; and properly improved she will have within her limits less waste land, not susceptible of cultivation, than either New Hampshire, or Massa- chusetts, or Maryland, or New Jersey, though neither of those States is one-seventh of her size ; and she would be capable, in a few years, if improved as suggested, of sustaining comfortably a larger population than New York of itself, or all the New England States united. Popu- lation is a shifting rule, and not based on any just principle when adopted wdth reference to grants to the States. If the grant is in- tended to be given to the citizens of each State disposed to emigrate to and settle on such lands, the federal government had better make the grant directly to the occupant. The only true and just rule as to grants in aid of works for coast defence, or any other national objects, is the necessity or importarice of such worJc^ and the advantage that will result to the country therefrom. The policy of promoting the settle- ment of an exposed frontier State by free grants of lands to occupants, and to the State in aid of internal improvements, is, it is conceived, quite as obvious, and fully as strong, as any policy of defence^ as to a future war with a naval power, that can be adopted. The expense in- curred in one such war of three years, necessary to defend the 1,200 miles of seacoast in Florida, would probably exceed fourfold all that is necessary for the government to yield in aid of internal improvements in that State! Our entire national coast should be defended: *' No foe's hostile foot should leave its print on our shore." The dishonor of a successful invasion by an enemy will be as great, if the assault be made at Cape Sable or Apalachicola, as if made at Philadelphia or Wash- ington. Besides, if such improvements are made, the means of defence thereby permanently established in Florida will enable the federal gov- ernment to provide more readily and early for other exposed points, and 45 706 Andrews' report on to furnish troops which could not be withheld or abstracted from Florida^ in her present condition, during such war, without gross dereliction of federal duty. That the scientific and able engineers educated for and in the fede- ral service ought to be (when the federal government has so little appropriate employ for them as at present, and generally in times of peace) assigned to duty in the States, in surveys for pubhc improve- ments, is an opinion becoming quite general ; and if such course is adopted, it will probably prevent the abolition or reduction of such corps. The services of such officers would be most valuable to Florida in her surveys for the various works I have mentioned above. The population of Florida, by the last census, was but 47,167 white persons, 928 free colored, and 39,309 colored slaves ; in all, 87,407. If Congress will encourage and foster the growth and pros- perity of the State by aiding and promoting the works indicated, in the manner suggested, emigration thither from Maryland, Virginia, North Carolina, Kentucky, Tennessee, Missouri, and other States, will speedily commence ; and by the year 1860, her population will be quadrupled, her resources and wealth augmented in still greater ratio ; and the most exposed and defenceless section of the Union rendered impreg- nable. By even yielding to the State merely the lands made valuable by the works she may construct, and with the means thereby afforded for the employment of labor in the construction of such works, she will be enabled to do much. Grant her all the vacant land, and (excepting the '' ship canal") she may effect all that her own interests or those of her sister States demand, now or hereafter. A reference to the map of Florida now sent to you, made at the Bureau of Topographical Engineers in 1846, and to a chart of the light-houses of the United States, also enclosed, will show you that, with upwards of 1,200 miles of dangerous sea-board, there are fewer light-houses in the State than there are appurtenant to the cities either of New York or Boston. Property of upwards of two hundred mil- lions of dollars in value, it is estimated, annually passes along a large portion of the Florida coasts, which are, in many places, as much ex- posed and dangerous as the coast of any section of the Union. In the document referred to in note E, annexed hereto, you will find stated the value of the property annually wrecked on the keys and reefs and coasts of South Florida, and which is carried into Key West for adjudication of the salvage, for each of the ten years last past. A large amount wrecked elsewhere, on the upper coast, and that which is totally lost, is not estimated ; nor is the great loss of human life ad- verted to. The average value of all the property annually wrecked and lost on all the Florida coasts and reefs cannot be less than a million of dollars I You are referred to the statements procured from the Treasury De- partment, herewith sent to you, and to the documents specified in note F, for the tonnage and foreign exports and imports, and other statistics of the State. You will find in some of the documents I send you authentic inform- ation as to the fisheries on the coast of Florida. It is predicted that, before many years, these fisheries will become a source of profitable COLONIAL AND LAKE TRADE. 707 employment to thousands of seafaring men, who will be induced thereby to become residents of the islands and coasts contiguous to them ; and they will be looked to particularly by the inhabitants of the great western valley for the supply of that article of subsistence ; and other sections of the Union, and foreign countries, may likewise be fur- nished from them. They pertain exclusively to the State, the constitu- tion whereof asserts its right 5 and they art regarded as destined to be of as much imijortance and value as the fisheries on the coast of the British colo- nies at the fwrtheast end of this continent. In addition to the documents above mentioned,! enclose you a letter (G) respecting the State of Florida from that intelligent officer, J. C, G. Kennedy, esq», of the " Census Bureau ;" and also a statement, (H,) compiled from the laws, of all the appropriations of money or lands made by Congress since the acquisition of the Floridas, in anywise in aid of public improvements therein. Though hundreds of invalids and valetudinarians annually resort to Florida frooi the North and West, during the winter months, the State has been slandered as being insalubrious. The letter of Mr. Kennedy proves that on the score of health she stands ahead of any other southern State, and is exceeded by but one old State arid but two new States of the Union* Some transient visitors to Florida, ignorant of the ordinances of Providence for the preservation of health in tropical regions, and ignorant of the genial effect of the climate upon the soil, and comparing the soil of Florida with the rich bottom-lands of the western and mid- dle States, denounce the lands of Florida as '^barren sands," as " worthless," &c. Mr. Kennedy's testimony, founded on the unerring test of official statistics of facts, disproves all these notions, and estab- lishes the fact that in ^proportion to the improved lands, and in proportion also to her popidation, her agricultural products exceed in value those of any other State of the Union; and so, also, in proportion to her slave population, they exceed in value those of any other of the slave States. Ver):^ respectfulty, your obedient servant, E. C. CABELL. Israel D. Andrews, U, S. ConsuL 708 ANBREWS' REPORT OW APPENDIX. e.- Statement compiled from reyort of Commissioner of General Land Office a.3' to public lands in Florida, June 30, 1851, and other documents in the General Land Office, Area in square miles - „». ^»».-„ o. .-....»„„.-- »„ 59,268 Area in acres ^ .---..-. - 37,931,520 Surveyed 22,334,689 Unsurveyed » .. „^^. . . .. „. . „„ .. 15^616^831 Offbred for sale 17,043,111 SoJd 1,000,407 Surveyed and not offered ......-....„--.----. 5,271,578' Advertised in fkU of 1851 _..........-........ Iv783,220 Surveyed and not sold ....».........-.-.- 21,314,282- Donations and grants for schools, (16th sections,) and for university -^. , . 954,583 Kentucky deaf and dumb asylum .,,...,... w . , . 20,924 Internal improvements, grant on admission ...... „ . . ... ^. 500,000 Grants to individuals, ''armed occupants," under acts of 1842 and 1848, patented up to June 30, 1851. . . . . 52,114 Public buildings, seat of government. ...,.„..„.. „ . . 6,240 Grants for military services, &c., (general military land warrants located in Florida) ...„.„ ... . 31,240' Reserved for " live-oak" for navy „ . . > ..-..,.„ 163,88& [This does not include sites for forts, light-houses, &c., or town lots of United States in Pensacola and St. Augustine, nor the keys and islands on the coasts, all of which are re- served for the present; the departments having decided that an act of Congress is necessary to release a reservation bj^ the President for any purpose.] Reservation for town of St. Mark's , . . . . 305 Confirmed private claims, (Spanish grants, &c.). . . . 1,939,789 Swamp lands returned to June 30, 1851, not including those in the regions yet unsurveyed, and others not designated, supposed to amount to several millions of acres. . . » 562,170 Reserved- temporarily for Indians under General Worth's arrangement, including " neutral ground" prescribed by War Department, estimated at 3,600,000 Land sold in year ending June 30, 1851, 27,873 acres: receipts same time, $34, 842. The expenses in Florida, of the United States, as tO' the public lands, for some years exceed the receipts. COLONIAL ANB LAKn ^HABE. 709 G. Census Office, Washington City, August 23, 1852. Dear Sir: In compliance with your request, I enclose you sundry printed statements compiled in this office in January last from the offi- cial returns, relating to the population, products, &c., of Florida, and also of other States, so far as is necessary to verify the comparisons made below. The statements are generally correct .; but typographical and other errors which exist to an inconsiderable extent, will be recti- fied in the official publication soon to be made. These corrections will not change materially any of the results given. It seems : 1. That the number of deaths in Florida in the year endii,.^ June 1, 1850, was 933, the population being 87,400. This is but one in 93 (and a fraction) in that year, and is less in proportion than in any other State of the Union, except Vermont, Iowa, and Wisconsin, The Territories of Oregon and Minnesota, it appears, had fewer deaths in 1850, in proportion to their population, than any State. This may in some degree be accounted for by the fact that emigration thither is mostly of male adults in the vigor and prime of life, and there are in these countries comparatively fewer aged and infirm persons, and fewer children, than in the old settled States. 2. The entire area of Florida, in acres, is 37,931,520 ; and of this there were in 1850 only 349,049 acres of improved land. The official average valuation of these improved lands, made by the returning offi- cers, is $18 per acre, being much less than the average valuation of improved lands in any other State or Territory. Florida has less improved lands than any State, except Rhode Island and California. 3. Florida has acres of improved lands .... - » . » - . — 349,049 Unimproved, attached to above. 1,23^,240 Cash value of improved lands $6,32S\109 Value of farming implements and machinery $658;795 Horses 10,848 Mules, &c .„... 5,002 Milch cows 72,876 Working oxen . „ 5,794 Other cattle. 182,41 5 Sheep 23,311 Swine. , „ ... 209,453 Value of live stock. $2,880,058 Wheat, bushels of. 1,027 Rye, bushels of . . . „ 1,152 Indian corn, bushels of ... „ 1,996,809 Oats, bushels of...... „.... 66,586 Rice, pounds of. 1,075,090 Tobacco, pounds of 998,614 Ginned cotton, bales of 400 pounds each 45,131 710 Andrews' report on Wool, pounds of - 23,247 Peas and beans, bushels of 135,359 Irish potatoes, bushels of ----- 7,828 Sweet potatoes, bushels of. „ . , 757,226 Buckwheat, bushels of - 55 Value of orchard products, in dollars 1,280 Wine, gallons of 10 Value of produce of market gardens — . 8,721 Butter, pounds of - „ 371,498 Cheese, pounds of. .--.-. 18,015 Hay, tons of. 2,510 Other grass seeds, bushels of, — „ , . . - . . 2 Hops, pounds of , » - 14 Flax, .ounds of. - — . 50 Silk Cocoons, pounds of „ 6 Cane sugar, bhds. of 1,000 pounds — 2,752 Molasses, gallons of. - 352,893 Beeswax and honey, pounds of, 18,971 Value of home-made manufactures $75,582 Value of animals slaughtered - — - $514,685 4. It seems that, in proportion to the quantity of improved lands, Florida produces more cotton than any other State. So, also, in pro- portion to the slave population, she produces more cotton than any other slave State. So, also, in proportion to her entire population, she produces more cotton than any other State of the Union. 5. She produces more sugar (from cane) in proportion to the lands in cultivation, and also in proportion to her slave population, and also in proportion to her entire population, than any other State of the Union^ except Louisiana and Texas. 6. Florida raises a greater quantity of tobacco than any of the other States, except Connecticut, Maryland, Virginia, North Carolina, Ten- nessee, Kentucky, Ohio, Indiana, and Missouri ; and, in proportion to the lands in cultivation, and to the population, greater than several of those States. She raises a greater number of bushels of sweet pota- toes than any State of the Union, in proportion to the land in cultivatioDj and slave population, and aggregate population. 7. The number of cattle in Florida compares with that of any State? in the same way. 8. No account of oranges, figs, olives, plantains, bananas, yams, or other tropical fruits, or of the coompty or arrow-root, or Sisal hemp, or other tropical productions, can be given at this time from this office. There is great difficulty in estimating the value of the different pro- ducts of the different States, and of the same products in different States ; but, from a general and hasty estimate from the best data I can refer to, and from comparison, I am satisfied the value of the agricul- tural products of Florida, (of course in the State,) in proportion to the area of improved lands, and to the population, slave or free, and both, will compare favorably with the value of the products of any State of the Union. When, therefore, the lower value of the land and of the agricultural implements used is estimated, and also the superior health COLONIAL AND LAKE TRADE. 711 of the Stale is considered, your anticipations of the comparison being advantageous to your State will be realized. Florida is behind many of the States in her corn crop, and she raises but a small quantity of wheat, rye, or oats ; and it appears the value of all investments in the State of Florida in cotton manufactures is $80,000, which is of cotton goods — making 624,000 yards of sheeting annually. It is impossible at this moment to furnish the statistics of the lumber business in Florida, which amounts to a large sum annually. I have the honor to be, sir, with great respect, your obedient servant, JOS. C. G. KENNEDY, Superintendent. Hon. E. C. Cabell. F. Treasury Department, Register's Office, August 25, 1852. Dear Sir: I have caused a clerk to compile the memoranda desired by you of the statistics of commerce and navigation in Florida in 1850-'51, which are as follows : 1850, imports from foreign ports. „ , „ „ » $95,109 1851 ..do. ..... . ..do, 94,997 1850, exports to foreign ports . . . 2,607,968 1851 ...... .do ....... do . „ 3,939,910 Tonnage in 1850, 9,365 tons; in 1851, 11,272 tons. Of the e:sports in 1850, $2,546,471 was from Apalachicola ; and in 1851 there was $3,858,983 from the same port. In 1851 the foreign exports from St. Mark's were $61,755. Much more than half of the tonnage of the entire State is from Key West. Of the value of shipments of foreign or domestic merchandise or products from and to Florida ports, coastwise, to and from other ports of the United States, no returns are made to the treasury. It is pre- sumed that the value of the shipments of cotton, tobacco, rice, sugar, lumber, tar, turpentine, and other products of Florida so shipped coast- wise, vastly exceeds the value of the foreign importations. The exports, foreign and coastwise, from Florida ports, greatly exceed the products of the State. This you will perceive by com- parison of the Census OfSce returns, and estimating them with the statistics you can procure from the chamber of commerce of each port, or merchants, of the coastwise exports, adding the latter to the foreign exports above given. This is accounted for by the fact that a large amount of the products of the States of Alabama and Georgia is sent to the Florida Gulf ports for shipment. I have the honor to be your obedient servant, N. SARGENT, 712 ANDREWS REPORT ON Steam-marine of the United States on the Gulf of Mexico^ from Co^pe Sabh to the Rio Grande, Districts-. 1 S 0) o © O St. Mark'sy FlorMa. , 2 1 78 ........ 5 ...^.. Tons and 95ths. 45 00 98 00 13,146 00 7,410 00 1,588 59 657 00 1 "78" 4 10 5 "*9" 5 Pensacola., ...»» 8 Mobile .................... 2,790 New Orleans.. 12 395 Galveston 20O Brazos St. lago 75 Tota.1 12 95 2 23,244 59 98 10 3,473 The above is taken from Messrs. Gallagher & Maiisfield^s report of 1852. The steamers at Apalachicola are not stated. There are be- tween fifteen and twenty steamers running on the Apalachicola, Chat- tahoochee, and Fhnt rivers, and in St. George sound, and along the coast from that port, the tonnage of which amounts to perhaps 3,500 tons, and the number of hands so employed not less than 350. Messrs. G. & M. say, in a note to their account, "only those vessels at New Orleans which ply on the Gulf of Mexico" are given by them ; the Mississippi river boats being stated in another part of their report* Key West is not given in the above ; but there are not more than two steamers along the coast not included. The Gulf of Mexico and the Straits of Florida. The Gulf of Mexico is the southern boundary of this confederacy from the "Dry Tortugas" to the mouth of the Rio Grande del Norte ; and it is remarkable for the absence of capes and of indentations, in compari- son with other seas. The coast between these points is about 1,500 miles in extent. The streams emptying into the gulf from the State of Florida are mentioned in another part of this report. Proceeding westwardlj^ the following rivers debouch into the same coriamon reservoir: The Ala- bama, Tombigbee, and Mobile rivers, with the waters of their respec- tive tributaries ; some, reaching inland into the States of Mississijipi and Georgia, enter the Gulf through Mobile bay, from the State of Alabama. The Pearl and Pascagoula, firotH the State of Mississippi, and the mighty Mississippi, (appropriately styled '^ Pater Fkiviortim,^^ ) by its different delta flow through the State of Louisiana. Still further west, the Sabine dividing Louisiana and Texas, and the Angelina and Neches ; the Trinity and Buffalo bayou, (through Galveston bay ;) the Brazos San Bernard, and the Colorado, (by Matagorda bay ;) the Navidad and La Vaca (by La Vaca bay ;) the Gaudalupe and San Antonio l^y Pass Cavallo; and the Nueces— all flow into the gulf from the interior of Texas. The Rio Grande divides Texas from our sister republic of COLONIAL AND LAKE TRADE. 713 Mexico, and extends from its outlet, (latitude 25^ 56' north, longi- tude 970 12' west from Greenwich,) northwest, as such boundary, to El Paso, at the 32d parallel north latitude ; and still further northward to its sources in the mountains of New Mexico, more than 1,300 miles in length from its mouth. The cities, towns, or shipping ports of Tampa, Cedar Keys, St. Mark's, Apalachicola, St. Joseph's, St. Andrew's and Pensacola, in Florida; the city and shipping-port of Mobile, in Ala- bama ; the towns of Pearlington and East Pascagoula, in the State of Mississippi; the city and port of New Orleans, in Louisiana; and Sabine City, Galveston, Houston, Velasco, Brazoria, Matagorda, La- vacca, Indianola, La Salle, Saluria and Copano, Corpus Christi, Brazos Santiago, and Brownsville, in Texas — are all situated on or contiguous to the shore of the gulf The Mexican States of Tamaulipas, Vera Cruz, Tobasco, and Yuca- tan, to Cape Catoche, form the southwestern and southern gulf coast. The rivers Tigre, San Fernando, Santander, the Panuca, and the Tula, (by Tampico harbor,) the Tuspan, the Alvarado, and the San Juan, the Coatzacoalcos, the Tobasco, Laguna de Santana, Lake de Terminos, the Rio San Pedro, the Usumasinta, and the San Francisco, with others of less importance, flow into the gulf from Mexico ; and the towns of Matamoros, Tampico, Tuspan, Vera Cruz, Alvarado, Minatitlan, Fron- tero, Laguna, Vittoria, and Campeachy, Sisal and Merida, are all upon or near to the coast. A glance at the map of this continent w^ill show that this great estuary is of an irregular circular form, embracing from 18° to 30° north latitude, (upwards of 750 miles,) and from 81^ to 98^ west longitude, (nearly 1,000 miles ;) that the extent of the coast, from Tortugas to Cape Catoche, is about 2,700 miles ; and that the waters of the gulf cover over 750,000 square miles. Inside the gulf there are none but small islands close to the mainland, except those off the capes of Florida and those adjacent to the coast of Yucatan. The distance from Tortugas (240 3V north latitude, longitude 83^ 07' w^est) to Cape Catoche (lati- tude 210 30', longitude 87^ H') is a little more than 260 miles, and the course about southwest. Projecting nearly between these two points, but several miles nearer to Cape Catoche than to Tortugas, is Cape Anto- nio, (latitude 21^ 52', longitude 84^ 59',) the southwestern extremity of the island of Cuba, which island reaches some 70 miles north and eastwardly, and then some 580 miles further to the east. Cuba on the south, and the reefs and keys of Florida on the north, (betw^een 75 and 80 nautical miles distant,) form the entrance of the ''Straits of Florida." It is more a practical fact than a mere figure of speech that these straits are but a continuance of every river falling into the Gulf of Mexico ; and that the place w4iere their uniled waters, flowing through these straits, mingle with those of the Atlantic ocean, is the true mouth af each and ail of these rivers. The "straits" extend from the Tortugas up to latitude 27^ 50', their entire length being more than three hundred miles; their course from Tortugas to Cape Florida is nearly east, and, after rounding that cape, is nearly north. After this change of course, they are conflned, on the west side, by the eastern peninsular coast of Florida, and on the eas side by the Bahama banks, the Bimini isles, and the westernmost Ba- hama islands, and the Matanilla reef, (to latitude 27^ 35' north, longitude 714 Andrews' report on 79^ ir west,) where their barrier on that side ceases. The distance from the ''west head" of the "Great Bahama" island (latitude 26o 42' north, longitude 79^ 05' west) to the Florida shore, due west, (longitude 80° 3' west,) is less than seventy miles ; and, in the entire course of those straits, at no point does their width exceed eighty miles. The immense waters of the gulf, contributed by the numerous rivers above named, and others of less magnitude, are all forced, on leaving the gulf, by the powerful currents coming into the mouth of the gulf from the south and southeast, through the Caribbean sea, from the coasts on this side of both American continents as far south as the Amazon, and beyond Cape St. Roque, and even from the equator and western shores of Africa, across the Atlantic ocean, through these narrow straits. The vast volume of water thus confined rushes through these straits some- times at a velocity of five miles per hour. After passing the Matanilla reef, the Gulf Stream^ as it is called — gradually spreading till opposite the capes of the Delaware, it is widened to upwards of two hundred miles — continues increasing in width still further north and east ; and its in- fluence as a current, and upon the temperature of the waters of the North Atlantic, is perceptible as high up as the Banks of Newfoundland, and beyond the 44th degree of north latitude. There is no other such sea as the Gulf of Mexico, so entirely sur- rounded as it is by countries of such superior agricultural, mineral, and commercial resources. No similar gulf exists, the natural and ijidis" jmisable outlet for vast interior States, with a population of many mil- lions of republican freemen, unequalled by any people, noticed in an- cient or modern history, for general intelligence, industry, enterprise, and independence, and who are consequently thriving and properous beyond example. These States extend upwards of twelve hundred miles from its shores. Their wealth is exhaustless. Their population may be quintupled, and they can still sustain such number in plenty! Their soil, and especially that of the great valley of the Mississippi, is of surpassing fertility; and their contributions to the commerce of the world, through this gulf, are the varied productions of a region spread- ing over 18 degrees of latitude and the same degrees of longitude, and adapted to the diversified wants of nearly every other coun- try. And this great " inland sea," though easy of egress, is, at the same time, readily susceptible of defence as a mare clausiim^ by the States situate on its shores, against any foreign intrusion they may de- cide to interdict. The Mediterranean or Adriatic is not equal to it, nor the Baltic, nor the sea of Marmora, nor the Euxine, superior to it, in this respect. The realization of the magnificent project, conceived by the genius of Cortez, of making the Gulf of Mexico a great thoroughfare for the com- merce between Europe and China and the East Indies, and the Pacific ocean generally, by a communication through the Isthmus of Tehuan- tepec, will immeasurably augment the importance of this sea. To the benefits which that great man, more than three hundred years ago, foresaw would result to European commerce, must now be superadded the advantages such communication will give to American covcimeYce with Asiatic countries, and in the Pacific, not inferior in value to that of Europe. But especially would such communication be valuable to the United States of America for the facilities and security it would afford to the COLONIAL AND LAKE TRADE. 715 intercourse and trade between those portions of this confederacy border- ing on the Pacific ocean and those on the Atlantic side of this conti- nent. It is not deemed extravagant to estimate that the trade, com- merce, and navigation of the United States, through Tehuanteyec alone^ if a ship canal there be practicable, would, within five years from the completion of such canal, exceed the aggregate value of all the present external trade and commerce and navigation we now have, large as it is. Markets would then soon be open to our enterprising merchants in supplying to the hundreds of milhons of inhabitants of Asia, and the rich, extensive, and populous islands in the Asiatic seas, not only ar- ticles of necessity, but also of luxury, from our surplus but still con- stantly increasing stores ; and our trade with the islands in the Pacific, and to the foreign States on its shores, would, within the same period, increase tenfold. We could then, as to all this trade and commerce, enter into full competition with every other commercial power — and even if all were combined against us— on terms of great advantage, that would soon obtain and secure for us a permanent ascendency. A railroad across the same isthmus would result advantageously to us in the same way, though not to the same extent. A ship canal, or railroad, at either of the other routes of passage or transit to the Pacific, further south, generally spoken of, (Nicaragua, Panama, or Atrato) — and a railroad is already in progress at Panama — • must advance our commerce and navigation in the same way ; but it is not believed they can be as valuable to this countr)^ as the " GwZ/'route" would be, if put in successful operation. These great improvements are alluded to because, whichsoeyer of them is adopted, and if all of them should be put into operation, most of the trade, commerce, and navigation to or through them, or in any wise arising from them, must necessarily pass through the ''Straits of Florida.^^ All of such trade, commerce, and navigation, through Te- huantepec, from the Pacific, not expressly destined for gulf ports, whether bound to Atlantic ports or Europe, or elsewhere, would be obliged, in getting out of the gulf, to go near to Tortugas and Key West. The chief portion of all our trade, commerce, and navigation, with Cuba and the West Indies, and especially with Jamaica and the Wind- w^ard islands, and w4th the eastern coasts of South America, now passes through these straits, and likewise the- trade, commerce, and navigation of Europe with those places, in sailing-vessels, on the home- ward voyage. Steam-vessels, on their outward passage from the At- lantic States, also pass through the straits, and most of our coasting- vessels, even of the largest class, bound for the gulf — they, generally, crossing the Bahama banks. The voyage through the Windward pas- sage, or the Mona passage, going near Jamaica, and round Cape An- tonio, is sometimes pursued ; but it is several hundred miles longer, and is attended with its peculiar hazards, and also delays, that render the other passage preferable. An estimate of the trade, commerce, and navigation of the Gulf now annually passing through the Straits of Florida; and also of the other trade, commerce, and navigation of the United States and of other countries, above referred to as pursuing the same channel, has stated it 716 Andrews' report on as probably amounting to $400,000,000, (four hundred millions of dollars.) That it must increase, and rapidly, and to an immense amount, and particularly that of the United States, if we are blessed with a continuance of peace, no one can doubt. With reference to this trade, commerce, and navigation, the Straits of Florida, and the islands, and keys, and coasts of Southern Florida, and particularly the positions of Key West and TorHigas, are of the highest consequence to this country in time of war and of peace. They are equally as important to the commercial and navigating interests of the Atlantic States, and of the Atlantic seaports as to those of the gulf States and of the gulf ports. They are important to the same interests in California and Oregon. They are important to the agricultural in- terests of the great valley of the Mississippi. They are important as the outposts of the military and naval defences of the entire gulf and southern Atlantic coasts, and as points from which to assail an enemy* They are essential for the protection of all our commercial and navi- gating interests, not merely in, or to, or from, the gulf, but with Cuba and most of the West Indies, and with the eastern coasts of this conti- nent frirther south, and with South America. The prospect of an extensive and valuable trade with the rich countries bordering on the Amazon and its tributaries being soon opened to us, is favorable; and the recent auspicious changes in the affairs of the Argentine Republic promise an increase of our commerce with the La Plata and the States on its waters. Our commerce is extending with Brazil and with the States on the western shores of South America ; and all of the trade, commerce, and navigation, just enumerated, and that in the Pacific, and through it to China and the Asiatic seas generally^ — the anticipated augmentation of which is before adverted to — must of necessity pass within sight of these two positions above designated, and most of it through the entire extent of the '^ straits." Tortugas is to the Gulf of Mexico, to the Straits of Florida, and to the Caribbean sea, and in fact to the entire West Indies, what Malta is to the Mediterranean and Adriatic seas, and the countries on their shores. The position of Gibraltar with reference to the commerce passing through the Gut into and out of the Mediterranean is not as commanding as is the position of Key West, with reference to all the immense commerce of this country, foreign and domestic, and that of foreign countries, passing through the Straits of Florida. The forti- fications at the Dardanelles do not more completely control the entrance to the sea of Marmora and that to the Euxine; or the Castle of Cron- berg that of the Baltic through the sound at Elsinore; than the forts at Key West and Tortugas will, when finished and garrisoned, and aided by the modern naval power of steam frigates — the most formidable ever known — control the entrance to the Straits of Florida and its entire passage. Key West is one of the finest harbors in the United States. The largest ships-of-war can enter it at any time with facility. The anchor- age is secure, and it, and also the Tortugas, are being well fortified. Tortugas protects Key West on the south and west, and the latter is equally essential to the full protection of the former. As Key West has a channel of ingress and egress from and to the Gulf of Mexico, as COLONIAL AND LAKE TRADE. 717 well as from and to the Straits of Florida, and supported as it is by Tortngas, having similar channels, it would require for the blockade of a naval force in either thrice the strength of the force blockaded; and the blockading force must necessarily be so divided as to prevent any junction giving it efiectiye superiority. These two positions will be formidable to any power that may provoke this country to a war, and that has possessions in, or convenient to, the West Indies; for, besides the Gulf of Mexico, and not only the Havana and Matanzas, but the entire island of Cuba, and every other West India island, and the whole Caribbean sea and its coasts, could be successfully blockaded by a vigilant and effective force of war-steamers to rendezvous there. From thence any point in the region named could be assailed in a few hours. Another consideration gives consequence to this position with refer- ence to the interests of the trade, commerce, and navigation, before referred to. From a report made to the Coast Survey office by the agent of the underwriters of our Atlantic and other seaports, it appears that, from the year 1845 to November 1, 1852, the number of Ameri- can vessels wrecked on the Florida reefs, keys, and coast, and brought into Key West, was 252; and the aggregate value of the ships and cargoes was $7,932,000. The salvors were awarded on this property $798,317, or about ten per cent, average salvage ; and the expenses in- curred were $389,380 — about Jive per ceiit. more : amounting in all to $1,187,697, or ^dhoui fifteen jper cent- loss to the owners or insurers. In this statement, the foreign vessels and cargoes wrecked there are not included. It is estimated they equal at least one-fifth of our own in number and value. Those vessels that were supposed to be entirely lost, and the crews of which probably perished, are not estimated in the statement. The system for the regulation of the business of as- sisting wrecked vessels, and for securing the fidelity, honesty, and vigilance of the "m&^r^," now enforced by the admiralty court at Key West, under authority of acts of Congress, is judicious and salutary. The extended introduction and use in navigation of steam power, defying the currents and the storms ; the acquisition of more accurate knowledge of the reefs, and keys, and coasts, and currents, and the course of the winds ; and the improved skill and greater care on the part of navigators, and the erection of further necessary light-housesy beacons, buoys, &c.— it is hoped, may decrease the number of wrecks on those reefs and coasts, and the immense losses sustained thereby, chiefly by eastern merchants, or ship-owners, or insurance offices ; but there will always be many unavoidable casualties attendant upon that navigation. The subject of devising further means, looking to the pre- vention of shipwrecks and consequent loss of human life and destruc- tion of property on the reefs in the vicinity of Key West, commends itself to the consideratfon of every philanthropic statesman. Provision for the destitute mariner cast upon those islands or coasts by shipwreck is also a subject meriting attention. There is no navy or ship-yard at Key West. There are no public estabhshments for the repair or refitting of ships injured in battle or by Storm, or by having been ashore, nearer than Pensacola, on the gulf side, and Norfolk, in Virginia, on the Atlantic side. There is no naval 718 ANDREWS^ REPORT ON hospital at Key West. There are no naval or military magazines or storehouses. There are no supplies of naval or miHtary armaments or munitions ofivar. There are no public supplies of provisions ; no coal for steamers, or other naval or military stores of any kind, or places to deposite tliem in, if taken there. There are no materials for the repair or refitting of vessels. There are no public workshops, or artisans, implements, or tools, or machinery, or tackle, for such object* And the case is the same at Tortugas. The nearest government establishments are at Pensacola, six hundred miles across the gulf, and Norfolk, nine hundred miles up the Atlantic coast. Every dictate of prudent foresight demands a change in these re- spects. At the present session of Congress, an appropriation of twenty thousand dollars is made '4br establishing a depot for coal, for naval purposes at Key West.'" No appropriation allowing further progress in the fortifications at Key West or Tortugas has, however, been made. It is believed, sound economy dictates that such amounts should be given as would enable them to be completed, and the armaments and military stores supphed to them forthwith. Key West will hereafter be more looked to as a rendezvous for our merchant-ships passing near to it. The great utility of a public ship- yard and dock there, must be apparent to all who reflect on the sub- ject. That port should be relied upon as a certain depot for coal and provisions and stores of all kinds, but especially for ship-chandlery and materials for repairing and refitting our ships-of-war and merchant- vessels, injured in any way, if they should put in there, or be taken in by "salvors." The establishment there of a naval hospital would be a just and a judicious measure. If made a stopping-place for the United States mail steamers between Chagres and New York and New Orleans, and all others going to, or returning from the South, the ad- vantage thereby afforded of shipping wrecked goods by the large steamers direct!}^ to New York or to New Orleans would be important to the insurers and others interested. The adoption of the measures suggested could not but result beneficially to the country in every re- spect. To wait till circumstances of necessity force such results — till private interests are constrained or induced to build up private estab- lishments, and provide the means for making Key West a rendezvous and haven and depot, as suggested— is, it is conceived, short-sighted pohcy. Pubhc and general interests are involved, and public govern- mental aid should be yielded. Key West will become more and more essential as a place of depot for American coal as the steam navy and steam mercantile marine increases. If Tehuantepec should be made a good route of transit or of passage to the Pacific, Key West, being in the direct pathway of steamers from thence to the Atlantic ports and to Europe, and about inidway of the voyage to and from New York, will be absolutely indispensable to the steamers in that business as such depot. Cogent arguments are urged in favor of Key West being made a principal naval station, and for estabhshing a navy-yard there of the first class. Besides those arising from its peculiar advantages of posi- tion, before alluded to, in time of war and of peace, the facility of pro- curing all kinds of naval timber cheaply, and also of tar, pitch, and COLONIAL AND LAKE TRADE. 719 turpentine, from the contiguous public domain on the peninsula, is a matter deserving consideration. At any rate, it should be made an auxiliary yard for the repair and refining of vessels-of-war injured in battle or by storm, even if it should be deemed injudicious to construct or build ships there. Large sums have heretofore been expended at Port Mahon and elsewhere in foreign ports, by the United States, for similar limited public establishments. If provision is made by lawj allowing, on proper terms, the use of such works for the repair and refitting of wrecked merchant- vessels, it would be highly advantageous to the commercial and navigating interests of the Atlantic seaboard. The superior eligibility of Key West as a naval station and depots and the sound policy of fortifying it strongly, have long since been urged upon the government by officers of the army and navy at the head of their profession. President Monroe's message, January 20, 1823, and Secretary Thompson's communication referring to Commodore M. C. Perry's report. Am, Sta. Pa., tit. Naval Affairs, p. 871; also Commodore Rodgers's report, November 24, 1823, ibid,, p. 1121 ; also President Jackson's executive order, April, 1829, and Secretary Branch's report in 1829, Sen, Doc. 1st sess. 2lst Cong., vol. 1, No. 1, p. 37 ; and Commo- dore Rogers's report, ibid., p. 236; also President Jackson's message, March, 1830, and Secretary Branch's letter and Captain Tatnall's re- port, Sen. Doc, 1st sess. 21st Cong., vol. 2, No. 3, pp. 1, 2, and 5 ; also Secretary Conrad's report, December, 1851, Ex. Doc. No. 5, p. 9, 1st sess. 32d Cong.; and Gen. Totten's report, ibid., pp. 25-52; and Lieuten- ant Maury's report, ibid., pp. 116 and 179 to 184; and Lieutenant Mau- ry's essays in Southern Literary Messenger of May, 1840, pp, 310, 311^ &c. ; and numerous similar papers to be found in the published docu- ments of Congress since 1821, show this. The late Commodore David Porter, at different times, officially and unofficially, in communi- cations published in the newspapers, expressed his unequivocal concur- rence with Commodore Rodgers in the opinion he gave of the great importance of Key West and Torlugas, and of the policy and measures that should be adopted with respect to those points. And when Com- modore Porter was in the service of the republic of Mexico in her strug- gle for independence wdth Spain, he used Key West, then first being settled, as a point of rendezvous, from which he was enabled to well nigh destroy the commerce of the Havana and Matanzas, though sought to be protected by a superior Spanish fleet under Admiral Laborde. In the celebrated report to Congress, April 8, 1836, (Ex. Docs., vol. 6, No. 243, 1st. sess. 24ctk Cong.,) made by General Cass, then Secretary of War under General Jackson, and which, it has been considered, embodies all the arguments against the general system of coast fortifi,- cations as an economical or as the best means of defence for this coun- try, positions like Key West and Tortugas are excepted from the general objections to the system, insomuch as they are not within the class of ordinaiy coast fortifications on the main land. They are ratlier auxiliary naval works. Ibid., pp. J 1, 15, &c. The opinions expressed as to the value of Key West and Tortugas to the United States, in the documents and papers above referred to, are by no means pecuhar to the eminent men and officers who thus expressed them, nor are they, in the least degree, novel. Similar views, 720 Andrews' report on it is well known, were entertained and expressed, by British engineers and other British naval and miUtary officers, to that government a long time ago. Great Britain took the Havana and the provinces of East and West Florida from Spain, in tlie war of 1762-63, On the restora- tion of peace in February, 1763, she relinquished the Havana and Cuba, but retained the Floridas, which remained in her possession till 1783, when they were retroceded to Spain. Whilst in possession of them, the British government caused partial surveys to be made of the reefs, keys, and coasts ; and the reports of her officers represented the Tortugas, and other islands and keys adjacent to the coast, as com- manding, if fortified and aided by a small naval force, the trade of the Havana, of Matanzas, and of the entire gulf and Straits of Florida* Excepting the Floridas, the whole gulf coast (Louisiana and the vice- royalty of Mexico) was at that time possessed by Spain. The British officers represented truly, that the Tortugas and the other Florida keys were of more importance to Great Britain, in a naval and military point of view, than the Havana ; because, w-hilst they are a check upon it, and, as has been before mentioned, they could effectually blockade it, aided by an efficient naval force, the Havana has no countervailing check or control over them with such naval force to sustain them. It is true, objections have been preferred to these views. It has been as- serted that Key West and Tortugas are *' uuhealthy." The census reports of 1850, as to the number of deaths there, and the official re- ports of army and navy, medical, and other officers, and the experience of the residents of the Florida keys for the last twenty years, disprove this assertion. It has been stated that the isolated position of these two points renders the construction and maintenance of public works there more expensive than at other places. This is not correct to any very great extent, and it is not a good reason for withholding the means if the advantages are superior, or the necessities greater, for such works there than at other places. Besides, these two works will cost for the construction less than the aggregate of the cost of four frigates, (if esti- mated at only $600,000 each;) and it must be remembered that our naval ships ordinarily require in eight years the amount of their prime cost for repairs, refitting, &c. The objection has also been urged that, if such forts were besieged, there would be difficulty in affording them subsistence or other succor. It is not easy to imagine the probable necessity of such succor, except produced by a course of flagrant negligence and want of precaution, with respect to tlrem, that it is not likely would be pursued by our gov- ernment in time of war, nor by our army or navy officers. And it is denied, if such were the case, aid could not be rendered from the ad- jacent coasts, especially if some of the ke5^s (such as Bahia Honda and Key Vacas) nearer the capes are protected by small defences, as should be, and can be done, at trifling expense ; and if it can be supposed that there was no naval force of the United States on the gulf competent to repel the enemy. The assertion has been made in crude essays in pohtical newspapers, and it has been elsewhere re-echoed, that Cuba, the Havana, and the Moro Castle, are ''the true and onl}/ keys to the defence" of the shores of the South, "and to the immense interests there collected," and that Key West and Tortugas were not the con- COLONIAL AND LAKE TRADE. 721 trolling positions stated in the documents referred to. It is believed that but a solitary instance exists where such opinion has been ac- quiesced in by any distinguished naval or military officer. Such peculiar opinion, with respect to the relative value of these po- sitions, and of Cuba, and of the Havana, and of the Moro Castle is unsupported by any sound reasons founded on undisputed facts, and it has generally been urged to sustain ulterior views of policy beyond the mere protection of our commerce. The idea of the Havana being re- garded as a key to the gulf, when Key West and Tortugas are fortified and supported by a small naval force, is preposterous. They are to windward of Cuba, and are located at the centre^ while the Havana is outside the periphery of the circle of the commerce of the gulf and straits ; and they have different channels of ingress and egress to the gulf and the straits, while the Havana has but one, and that to the straits. Vessels bound to or from the gulf, or further south, do not or- dinarily pass as near to the Havana as to the Florida keys. They seek to avoid the iron-bound and generally leeward coast of Cuba, and the currents near it. As points from which to make an offensive or aggressive demonstra- tion by sea, either in the West Indies or to the south, or in the Atlantic beyond the Caribbean sea, as has before been observed. Key West and Tortugas are the most favorable positions in possession of the United States. Foreign statesmen and mihtary and naval officers are not un- apprized of this ; and hence, upon the breaking out of a war between us and any naval power of Europe, a large naval force will be forth- with dispatched by the enemy to their vicinity, and, as was predicted by Commodore Rodgers in 1823, ''the first important naval contest in ivhich this country shall be engaged, will be in the neighborhood of this very island,^ ^ [Key West*'] In confirmation of the correctness of those remarks, it is not inap- propriate to refer to debates in the British Parliament more than thirty- three years ago, in which eminent and sagacious British statesmen, who doubtless received the views they expressed from British military and naval officers, (as is the practice of wise British statesmen on such subjects,) unequivocally attest the value to the United States of these positions, obtained by the then recent cessions of the Floridas, by Spain. [Vide Lord Lansdowne's speech, in May, 1819 Hans, Pari. Deh, vol, 40, p. 291; Mr. Macdonald's speech, June 3, 1819, ibid,, p. 902; Mr. Maryatt's, ibid,, p. 893; Sir Robert Wilson's, ibid,, p. 871; Lord Carnarvon's, ibid,, p. 1413; and Lord George Bentinck's, February 3, 1848, ibid., vol 96, pp, 7 to 42.] This is not the only time similar views were expressed in the British Parliament ; and it has been stated on good authority, that, anterior to die cession of 1819, an eminent, watchful, and far-seeing English states- man called pubfic attention to the importance of the Tortugas, and to the expediency of the British government taking possession of and for- tifying those islands. One of the most useful public undertakings in the Union is the <« Coast Survey." Its labors on the Florida reef, keys, and coasts were commenced in 1848, and are extending up the gulf and Atlantic coasts. Appended to a statement of wrecks at Key West in 1847, (pubHshed 46 722 Andrews' report on p. 105, Sen. Doc. No. 242, 1st sess. 30th Cong.,) is the following printed note, made by one of the then Senators from Florida : [Note by J. D. W. in 1848.]— -'^ It is not a little surprising that, in the twenty-seven years Florida has been held by the United States, no complete nautical survey has been made of the ^Florida reef.^ During such time the British government has had ships-of-war, (among them the brig Bustard,) with scientific officers, engaged for months in such survej^s ; and even in surveying the harbor of Key West, and other of our harbors there! The charts used by our navigators are the old Spanish charts, and those made by the British from 1763 to 1784, and of the recent British surveys alluded to, and compilations of them by Blunt and others — all imperfect in many particulars, and erroneous in others. We have no original American chart of all the reefi and fceys! That accomplished and scientific officer at the head of the ' Coast Sur- vey,^ Professor Bache, has informed me, that if the means were appro- priated by Congress, the entire reef and all the keys, from the Tortugas up to Cape Sable, could be surveyed m one season. The expense, to enable the work to be finished in one season, might not fall short of $100,000 ; as, to effect it, three or four different parties of officers must be employed. But the benefits of such work would greatly outweigh this amount; and it will not cost less, to devote two or three years to it." No intelligent man, after investigation and reflection, can question the great value of the " coast surveys." They have been prosecuted with diligence on this coast, as the results show, since the first appro- priation of $7,500 was made in 1848. The annexed map, showing the coast of the Gulf of Mexico, and also the relative positions of Cape Catoche and of Cuba, and of the Bahama banks and islands, to the peninsula, and to the islands, keys, and reefs of Florida, and also of the Atlantic coast as far north as Charleston, has been furnished from the *' Coast Survey" office, upon request, expressly for this report. It will be found to be highly useful. Some portions of the coasts therein delineated have not as yet been fully surveyed, though the work, as it respects the coasts of the United States, is progressing as rapidly as the limited means yielded will allow. The parts unsurveyed have been laid down from the former surveys alluded to, and from the partial, or preliminary, reconnaissances made by the Coast Survey officers. The beneficial effects of the labors of this valuable public establishment (characterized as those labors are by that perfect accuracy attainable only by the highest degree of science and professional skill) should be conceded by all, though it seems such is not the case. It is to be lamented, as a drawback to these and all similar works for the preve7i- tion of casualties of any kind, and particularly those by shipwreck, that they are not generally appreciated. Their salutary results are silently effected, and therefore unperceived by many. Even the mer- chant, whose property is saved from destruction by the charts of hid- den dangers, and of safe channels and harbors, furnished by the ''Coast Survey," reflects but little to whom he owes its preservation. But the tempest-tossed mariner, when his ship and his life are in peril, from which there is no escape except by the aid these charts give him, then Colonial and lakb trade. 723. feels their inestimable value, and cherishes the guide there found as his best friend. Wretcks. The following statement has been compiled from Sen. Doc. No. 242, 1st session 30th Congress, pp. 25,26, and ibid,, pp. 99 to 105; also Sen. Doc. No. 3, 2d session 30th Congress, 1848, pp. 30, 31, &c.; also Sen. Doc. No. 42, 1st session 32d Congress, 1851-52, p. 11 ; and other documents referred to in the foregoing paper, and in Mr. Cabell's letter, which precedes it. See also Mr. Hoyfs (agent) report to ''Board of Underwriters" in New York, for 1862: Wrecks on Florida reefs from 1844 to December 15, 1852. Year. Number of ves- sels. Value of ves- sels and car- goes. Salv-age. Expenses^ Salvage and expenses. LosSo Per ct. Amount. Per ct. Amount- Per ct. 1845 29 26 37 41 46 80 84 22 $725, 000 731,000 1,624,000 1, 282, 000 1,305,000 822, 000 941,500 663,800 12.7 ^.4 6.7 11.1 11.2 13.2 12.1 8.2 $92, 694 69,600 109, 000 125, 800 127, 810 122^'S31 75, 852 80,112 10.5 ■ 4.9 6.4 9.2 8.5 8s 3 8.4 8.2 $76, 370 3€, 100 104, 500 ^4,260 ■ 91,350 77,1^9 89,148 81, 988 •$169,064 105,700 213, 500 200, 060 219,160 200, 000 165,000 162,100 23.3 1846 ,..., 1847 14.8 13.1 1848 ■ .. . 21.5 1849 v.. 18. T 3850 21.5 1851 ... 20.5 1862 16.4 Total 265 8,194,300 10 803, 699 12.9 630,885 1,434,584 22.9 The foreign vessels are not included in the above, except in the first three years, when there were 17 British, and 84 American, and 6 of other nations. Foreign vessels included, since 1847 the number of wrecks is altogether about 290 vessels. The expenses are distinct from salvage, being charges against vessels, &c., in port, as harbor fees, wharfage, storage, auction commissions, exchange, commissions for advances, support of crews, repairs, refitting, &c. THE COTTON CROP OF THE UNITED STATES. This paper is aot intended to be an essay upon the questions respect- ing which much has been written as to the time when, and by what peo- ple, " cotton-wooP^ was first used for making cloth; or when, or by whom, it was first cultivated for use ,; or when, and with what nations, it first became an article of commerce* Several different and various publi- cations, official and unofficial, readily attainable in most parts of this country, each, afford all the information on these points that can, in any degree, be practically useful to any person. Nor is it intended to discuss in this paper, or even to intimate an opinion respecting those topics of political economy connected with the different " cotton interests," which have divided public sentiment in this country in years past. The sole object is to present data, gathered and compiled from authentic sources, relating to the cultivation and production of cotton — -its past increase 724 ANDREWS^ REPORT ON in the United States as an article of commerce, and its probable still greater importance and value. Two kinds of cotton are grown in the United States : 1. That indifferently called '^ long staple," ''black seed," *' lowland 7" or " sea-island." When raised inland, it is sometimes called " Mains." 2. The ''short staple," "green seed," "upland," also sometimes called "petit gulf," or "Mexican." The first generally commands twice or thrice the price of the latter kind, and superior sea-island often brings a much higher amount. Very choice qualities of sea-island cotton have commanded upwards of a dollar 'per 'pound. Sea-island cotton is prepared for market with great care, being mostly cleaned by hand, or by the "ro&r" gin; the "sai^;" gin, used to separate the wool of the " short staple" from its seed, in- JQiing the fibre of the "long staple." The long staple is usually put in round bags, not exceeding 350 pounds in weight, whilst the short staple is, in late years, compressed into square bales of generally 450 or 500 pounds each, and in some States more. The annual yield of the long staple is generally from 75 to 150 pounds of cleaned cotton to each acre of average good land cultivated, or from one to one and a half and two bags of 300 pounds to each able plantation hand em- ployed ; whilst the short staple yields from 150 to 250 pounds of cleaned cotton to the acre, or from three to seven bales of 400 pounds to each hand. In the best seasons, upon land of the first quahty and with good cultivation, eight, nine, and sometimes ten bales of upland cotton, to the hand, have been produced. The hands employed in the cultiva- tion of cotton, and the product of whose labor is thus estimated, are estimated as if not engaged in the cultivation of corn, potatoes, and other products, &c., for the support of the plantation. The regions in the United States adapted to the profitable raising oi sea-island cotton are not so extensive as those in which the short staple can be advantageously cultivated, and the crop of sea-island has con- sequently not increased in the same proportion as the short staple. And the demand for sea-island is not so great, as it is chiefly used for the manufacture of laces, fine cotton threads, and cotton cambrics of the most delicate texture. It is now also used with sillc in the manufacture of several articles passed off as sillc goods. No country has produced any cotton equal in fineness, length, and strength of fibre, and of such whiteness, as the sea-island of South Carolina, Georgia, and Florida. This superiority is doubtless, in a degree, owing to the peculiar adap- tation of the climate and soil of parts of those States to the favorable production of that kind of cotton; but it is also attributable to the great attention given to its cultivation by intelligent and observing planters, availing themselves of the aid of chemical and agricultural science — making experiments from year to year for improving the processes of cultivation, and for increasing the excellence as well as the quantity of the product ; and who profit by the practical experience of their antecessors of more than half a century. The treasury accounts exhibit the progress of the "sea-island" cotton crop of this country from 1805 to 1852, inclusive, fuller than they do the progress of the crop of "upland" cotton, for the reason that the for- mer has been mostly exported^ whilst a large portion of the latter has COLONIAL AND LAKE TRADE. 725 always been consumed in the United States. Prior to 1805, no dis- tinction was made in the treasury reports between the " sea-island'' and '' other cotton," styled, in a treasury report of 1836, " common tottonP The treasury account show that, during the years 1790-'91, and ^92, about 733,044 pounds of cotton of all kinds, foreign and domestic, valued at $137,737, were exyorttd from the United States. There had been imported into the United States previously, and during that period, foreign cotton to a considerable amount. The importations within the years named were about 889,111 pounds, which, valued at the same price as that exported, amounted to $202,014. The importations of foreign raw^ cotton during those three years exceed the exportations 156,067 pounds ^ and, consequently, either the whole of the domestic crops, and likewise that much of the foreign (and imported) raw cotton, was then consumed in the United States ; or a portion of the domestic crops was exported, and a greater amount than is above stated of the foreig/n raw cotton was consumed in the United States. The quantity of foreign raw cotton consumed in the United States in these three years is, however, estimated in a treasury report of 1801 at 270,720 pounds, which would make the exportation of domestic cotton in those years 114,653 pounds. It is known that some, though limited quanti- ties of domestic raw cotton were sent to Great Britain in the years spe- cified ; but the correct accounts thereof cannot now be obtained, and therefore, with this explanation, it has been deemed proper to state all the exportations for those years as foreign cotton, as in fact most of them were. The only accounts of the entire annual crops of the United States that can be obtained are unoflBcial, except the decennial census state- ments. The '' commerciaV^ accounts are usually stated as from the first of September of each year, to the 31st of August following ; it being presumed that, by the day last mentioned, the entire crop of the previous year will have been received in the home market ; and the amount of such receipts, consequently, affords tolerably correct da,ta for estimating the ''entire crop^'' of that year. The official or treasury accounts, end- ing each year on the 30th day of June, (the last day of the fiscal year of the federal government,) and before the entire crop of the previous year has been received in market, the crops of the two preceding sea- sons are often confounded. Nevertheless, by comparison of the dif- ferent accounts with each other, estimates may be made of the crop of each season, closely approximating to general correctness. The exports of '' sea-island" cotton from the United States, within certain periods, have been as follows : In 1805, '6, and '7 23,809,752 pounds. In 1808 (embargo)....... 949,051 " In 1809, '10, and '11. 25,297,867 " In 1812, '13, and '14 (war) 11,022,993 " In 1815 - 8,449,951 '' In 1821, '22, and '23 34,731,389 '' In 1849, '50, and '51 27,505,378 " In 1852 11,738,075 '' 726 ANPREWS' REPORT ON The annual exports of " sea-island" cotton for the last rdneteen years^ excepting the years 1845, ^46, '49, and '52, were less in quantity than the exports of the same kind in 1805. The fluctuations in the prices of "sea-island" cotton have not been so great as in those of "other cotton." The " embargo," laid December 22, 1807, and which con- tinued in force till March 1, 1809, affected the crops of 1808 and 1809, as to quantity produced, and prices ; and the war with Great Britain (declared in June, 1812, peace being fully restored in January, 1815,) injuriously affected the production and prices of all cotton for the years 1812, '13, and '14. The annual consumption in the United States of raw " sea-island" cotton, it is estimated, is not now more than one-hundredth of the amount exported, being in 1852 estimated to be about 100,000 pounds. Though the treasury accounts from 1805 to 1820 distinguish in the tables of exports between domestic and foreign cotton exported, and the quantities and values of the different kinds of cotton, and that exported in foreign and that in domestic vessels ; since 1820 to separate values of "sea-island" and of "other cotton" are not stated in the published reports. It appears that for many years Great Britain has generally received nearly four-fifths, and France about one- fifth, in quantity, of the " sea-island" cotton exported. It has been stated that a process of dividing, or splitting, the coarser ♦'upland" cotton, and of substituting the divided fibre for the fine "sea-island," in the manufacture of the finer muslins, has recently been, discovered in Europe ; and which, it has been conjectured by some, may cause a diminution of the value of " sea-island" cotton. The account is not fully credited ; but if the fact be as stated, it is con- sidered that the expense and labor of dividing the coarser cotton must exceed the additional cost of the production and preparation of the " sea-island''^ for market, to that of the '' upland ;^^ and more than the ordinary difference between the prices of the different kinds. And it is also believed that articles manufactured from cotton naturally fine, must excel in appearance, strength, and durabihty, any made from cotton the fineness of which is produced by artificial means, like those intimated; and that for a long time to come, markets equally as certain and as profitable as now exist for all the " sea-island" cotton that can be raised m the United States, (as before observed, necessarily limited ia quantity,) may be certainly depended upon. A comparison of the exhortations of " sea-island" cotton with those of " all other" domestic raw cotton will show that, whilst in 1805, '6, and '7 the former amounted to 23,809,752 pounds, the quantity of the lat- ter exported during the same period was 114,182,256 pounds; the proportion of " sea-island" to " all other" being less than a fourth^ and to the entire exportation less than a fifth in quantity. In 1821, '22, and '23 the proportion of " sea-isZaTzd! " to the entire exportation was less than a twelfth in quantity ; and in 1849, '50, and '51 that pro- portion was less than a ninetieth I In the year 1852, the " sea-island" exported was 11,738,075 pounds, and the proportion to tlie entire ex- portation of 1,093,230,639 pounds was less than one ninety-third. The "upland" cotton crop of the United States has increased since 1790, with a rapidity unexampled, in history, by any product of agriculture, in any country. Its augmentation in respect of quantity, as COLONIAL AND LAKE TRADE. 727 well for home manufacture and consumption as for home manufacture for exportation^ and as an article oi foreign commerce in its '^raw^^ state, and likewise the increase of its importance and value as an article of commerce after its manufacture in foreign countries, are also unparal- leled. The consequence it has attained as an article of necessity, in affording the means of employment to the manufacturing classes of Europe (and especially Great Britain) and of this country, is also without precedent. The exhortations of domestic upland cotton anterior to 1805, sepa- rately from '' sea-island," cannot be given for the reasons before stated. The exportation of " sea-island" in certain periods is stated above. The exports of '' other cotton," or " upland," and likewise the '' total exports" of all domestic raw cotton, in the same periods, were as fol- lows: Exports of raw cotton from the United States. Years. Domestic "upland" cotton. Total domestic cotton of all kinds. Official valuation. In 1805, '6, and '7 Pounds. 114,182,256 9,681,394 191,012,086 54,703,407 74,548,796 408,560,381 2,560,715,584 1,081,492,564 Pounds. 137,992,011 10,630,445 206,309,953 65,726,400 82,998,747 443,291,770 2,589,220,962 1,093,230,639 P2, 004, 006 In 1808 2,220,984 In 1809, '10, and '11 In 1812, '13, and '14 In 1815 33,274,408 8,087,628 17,529,244 In 1821, '22, and '23 In. 1849, '50, and '51 In 1852 64,638,062 250,696,900 87,965,732 The official returns show that the increase of the aggregate of the exportations of all kinds of domestic raw cotton, since it has become a prominent article of foreign commerce, (except whilst the embargo of 1808, and the war of 1812, 1813, and 1814, affected our foreign trade, or when adventitious and unfavorable circumstances shortened the crop,) has been unchecked and regular. That increase, since 1805? has been upwards of tweyity-eight-fold in quantity, and more than nine hundred per centum in value, and the steadiness of the augmentation will be manifest by taking the aggregate of each successive three years after 1804, down to and including 1852, omitting only the years when all the commerce of the United States was shackled and reduced, as above noticed. 728 ANDREWS^ REI*OET ON The importations of foreign raw cotton into, and the exportations of foreign raw cotton out of, the United States, (the difference being con-- sumed in the United States) are stated below for certain years, as taken from the treasury returns : Years. Imports of foreign raw cotton. Exports of foreign raw cotton. Difference. Pounds. Dollars. Pounds. Dollars, Pounds. Dollars. In 1805, '6, and '7 In 1821, '22, and '23.... In 1849, '50, and '51 ... . In 1852 7,881,415 1,256,614 584,127 244,548 1,831,327 239,020 29,622 12,521 6,494,439 1,093,362 184,034 1,506,610 203,327 11,340 1,386,976 163,242 400,093 244,548 324,719 25,732 18,682 12,521 The quantities and values for every year have not all been found in the treasury returns ; but the one may generally be estimated from the other, and from the prices of domestic cotton the same year. It ap- pears that the price of some foreign cotton was formerly very high; but the average of medium ''npland^^ domestic cotton is now too great for the foreign cotton imported. As before observed, the entire exports of 1790, '91, and '92, are set down as foreign raw cotton; insomuch as they were less than the imports of same cotton in same years. The total amount of the crops of the United States in those three years has been variously estimated ; but the accounts of the imports and exports of foreign raw cotton, (before stated with explanations,) show that the cotton then produced in the United States was 7iot sufficient for the do- mestic consumption in those years! Our importations have swelled in the aggregate from about $388,000,000, in 1805, '6, and '7, to $542,220,689, in 1849, '50, and '51. In the year ending June 30, 1852, they amounted to $212,613,282. In considering this increase, it should be recollected that this statement does not show the increased consumption in the United States, of the foreign articles, which in some instances is greater than appears by such account. In former years a large portion of these importations was destined for exportation from the United States to foreign countries, and was not consumed here. We received the freights upon such of them as were carried in our ships, in or out; and import duties, less the drawback on exportation, and the incidental expenses of storage, &c. This ''car- rymg" trade has decreased more in proportion than any other. The following account of such aggregate importations and exportations of all foreign merchandise, and likewise the next following account as to foreign cotton manufactures imported and exported in different periods, will illustrate these remarks. The difference is the true amount of such importation eomumed in the United States. The accounts, or general tables, annually published by the treasury, do not direct attention to past changes in the course and character of our trade, commerce, and navigation ; and therefore its true decrease or increase, and its actual COLONIAL AND LAKE TRADE. 729 retrogression or progress, in every respect, is not manifest without close investigation of several different tables. The value of importations and exportations of foreign merchandise, and "difference," (being the amount consumed in the United States,) in certain periods, were as follows : Years. Imports. Exports. Difference, con- sumed in U. S. 1790, '91, and *92i..... 1793, '94, and '95 1796, '97, and '98 1799, 1800, and '1 1802, '3, and '4 1805, '6, and '7 1808 (embargo) 1809, '10, and '11 1812, '13, and '14 (war) 1815, '16, and '17 1818, '19, and '20 1821, '22, and '23...... 1824, '25, and '26 1827, '28, and '29 1830, '31, and '32 1833, '34, and '35 1836, '37, and '38 1839, '40, and '41...... 1842, '43, and '44 1845, '46, and '47 1848, '49, and '50 1851.. 1852 135, 225, 281, 225, 388, 56, 198 112 359, 283 223 261, 242, 275, 384, 444 397, 273 385 480 216, 212, 700,000 456,268 367,270 685,427 999,999 510,300 990,300 200,300 000,000 394,274 325,300 406,502 863,559 486,419 097,310 535,385 686,656 179,828 350,921 491,999 994,685 224,932 613,282 #2,804,295 17,125,277 86,300,000 131,296,598 85,600,640 173,105,813 12,997,414 61,211,616 11,488,141 43,079,975 56,600,408 71,132,312 82,467,412 61,656,631 58,460,478 63,640,041 56,054,117 51,153,918 29,759,102 34,704,611 49,172,988 21,698,293 12,037,043 PO, 895, 705 118,330,991 139,067,270 150,388,829 140,399,359 215,404,187 43,992,586 136,988,384 100,511,859 316,314,299 226,724,592 152,274,190 179,396,147 180,829,788 216,636,832 320,895,344 388,632,539 346,925,910 243,591,819 350,787,388 431,821,697 194,526,639 200,576,239 The "buUion and specie" imported and exported, are included in the above. It corrects some errors (though trivial) in former tables. The value of importations and exportations of foreign manufactures of cotton and ''difference," being the amount consumed m the United States in certain periods, was as follows : Foreig7i cotton goods imported and exported, Sfc. Years. Imports. Exports. Difference, con- sumed in U. S. 1821, '22, and '23 1824, '25, and '26 1827, '28, and '29 1830, '31, and '32. 1833, '34, and '35. 1836, '37, and '38. 1839, '40, and '41. 1842, '43, and '44, 1845, '46, and '47, 1848, '49, and '50, 1851 1852 $26,391,495 29,753,307 28,674,440 34,352,203 33,173,215 35,626,258 33,169,701 26,178,789 42,586,782 54,285,149 22,164,442 19,689,496 $5,863,132 7,112,522 5,646,493 7,540,409 9,069,209 6,602,600 3,287,810 1,550,156 1,661,891 2,214,361 677,940 991,784 $20,528,363 22,640,785 23,027,947 26,811,794 24,104,006 29,023,658 29,881,891 24,628,633 40,924,891 52,070,788 21,486,502 18,697,712 730 Andrews' report on A reference to the more detailed statement appended will show that, for some years past, most of the above specified importations have been of the finer kinds of manufactm^es, made chiefly from the '* sea- island" cotton, or the best qualities of" upland." Our domestic manu- factures, though improved greatly as to quantity, have hitherto been mostly of the medium, or of the coarser or lower-priced goods, made from ordinary "upland" cotton, manufactured with less labor, and more cheaply than the finer goods. A reference to the following compiled account, and to the more detailed table appended, of our domestic cot- ton manufactures, exijorted since 1826, will verify this statement, as to the quality thereof A comparison of these statements with those of our exportations of raw cotton will show that, whilst our exports from cotton have, since 1821, increased nine-fold, the importations of our foreign cotton manufactures have but a little more than doubled. Our exportations of domestic cotton manufactures have nearly de- stroyed the exportations of foreign cotton manufactures, and taken the place of them. The treasury returns of exyorls show to what countries the foreign cotton manufactures, and also to what countries the domestic cotton manufactures, were sent from the United States ] and an investigation as to the facts, in this respect, would be interesting and useful to the merchants and statesmen of this country ; but the limits to which this paper is restricted precludes, at this time, anything on this subject but the suggestion now made. Exportations of domestic cotton manvfactures in certain years and periods. Years. Value. In 1826 In 1827, '28, and '29. In 1830, '31, and '32. In 1833, '34, and '35. In 1836, '37, and '38. In 1839, '40, and '41. In 1842, '43, and '44. In 1845, '46, and '47. In 1848, '49, and '50. In 1851 In 1852 P, 138, 125 3,429,103 3,674,070 7,477,192 8,845,962 9,647,186 9,093,110 11,955,932 15,385,758 7,241,205 7,672,151 Though the quantity oi foreign *' raw" cotton consumed in the United States is readily ascertainable by deducting the exportations of such cotton from the importations; and though the value of the foreign man- ufactures consumed may be ascertained by a similar process, and a tolerably correct estimate made of the quantity of raw cotton (of the United States) used in such manufactures ; yet it is well nigh impossible to ascertain with certainty the quantity of domestic raw cotton consumed in this country. In \he first place, the quantity consumed in ''household" or "home made" manufactures of many different kinds, and that which is con COLONIAL AND LAKE TRADE. 731 sumed in the infinite various uses to which it is applied throughout the country, and especially in the States where it is grown, has to be guessed, without very certain data. So also the quantity destroyed by fire, or otherwise, in its transportation to the southern shipping port, or by sea, before it is taken into the account, cannot be ascertained. The rates of insurance from the Gulf to the Atlantic ports are very high, and should be some criteria by which to judge of the extent of these losses. The last census returns state the value of all the '' home-made^ ^ manu." factures in the United States to be $27,544,679. Of these, the States of North Carolina, South Carolina, Georgia, Florida, Alabama, Tennessee, Arkansas, Mississippi, Louisiana, Texas, and Kentucky, made upwards of $14,635,000 ; being more than half, though the aggregate of their white population is less than a fourth of the whole white population of the United States. In those States cotton is a principal material in such manufactures ; and they are made by every class, and used by every class of the population. It is not considered extravagant to allow for the raw cotton used in "home-made" or *' household" manufactures in the United States, including that applied to other uses, $7,500,000. equalling, at 11.31 cents per pound, 66,372,000 pounds, or 165,930 bales of 400 pounds each. And it is estimated that 7,500 bales of 400 lbs. each, or 3,000,000 of pounds, are annually lost or destroyed, and not put into the account of the crop, as above stated. It is valued at $339,000. The second item is the amount furnished the domestic manufactories of cotton in the United States, to ascertain which, even approximately, recourse must be had to unoflicial statements of manufacturers, and to commercial accounts, that cannot be otherwise than imperfect ; and to the more authentic, but still somewhat uncertain accounts, taken from the last census returns. The census returns of 1849-' 50 of the cotton manufactories in the United States give the following statement : Number of manufactories in the United States 1,094 Amount of capital invested $74,501,031 Bales of cotton used — (at 400 lbs. each, equal to 256,496,- 000 ; at 450 lbs. each, equal to 288,558,000). 641,240 Tons of coal used 121,099 Value of all raw material used $34,835,056 Number of hands employed — (males, 33,150 ; females, 59,136) _...» 92,286 Entire wages per month — (males, $653,778 ; females, $703,414) ..-_., $1,357,192 Value of entire products ., $61,869,184 The quantity of cotton used is stated in bales. A bale is estimated in another part of the census accounts to weigh 400 lbs. It is believed such estimate, as to the cotton furnished our mamifacturing estaUishmentSy is underrated at least 12J per centum. Most of the cotton used in those manufactories is " upland,^^ the bales generally, for the last five years, averaging 450 pounds. That the other census accounts relating to the ^' entire crop," (including '^ sea-island ^^ and ''upland,") though 732 ANDREWS' REPORT ON Stated in founds^ mention the bales as " of 400 lbs. each," does not make the above reduction of these bales to pounds, at 450 lbs. to each bale, incorrect. The estimate of 400 lbs. is carried through all the statements and estimates in this paper, (except in the above,) to enable ready comparisons to be made. The *' products" of these establishments are stated to have been, in 3849--'50, 763,678,407 yards of sheeting, and 27,860,340 lbs. of thread, yarn, &c., and 13,260 bales of batting, and are valued at $61,869,184. The value of domestic woollen manufactures is stated at $43,207,565; that of domestic iron manufactures, of all kinds, at $54,600,000. The value of 1,177,924 barrels of ale, beer, &c., or of the 42,133,955 gal- lons of whiskey and ^' high wines," or of 6,500,500 gallons of rum^ manufactured, is not stated. The annual wages of the hands employed in cotton manufactories, it will be seen by the census returns, amount to $16,286,304. The woollen manufactories employ 22,678 male, and 16,574 female hands— in all 39,252 — ^whose annual wages amount to $8,399,280. The iron manufactories employ 57,017 male, and 277 female hands — in all 57,294 — whose annual wages amount to $15,- 000,000 ; and breweries and distilleries employ 5,487 hands, the value of whose labor is not given ! Deduct from the value of the *' products " of these cotton manufac- tories in 1849-50, stated to be $61,869,184, the value of the exports of domestic cotton manufactures for the same year, $4,732,424, and the balance, $57,134,760, is the value of the domestic cotton manufac- tures, made in our own cotton-manufacturing establishments, and con- sumed in the United States. The value (and afterwards the quantity) of raw cotton for these re- spective portions of the domestic cotton manufactures of the United States, may be ascertained by a deduction of 50 'per centum of the value of the manufactures, for the cost of manufacture, wastage, profits, &c., and calculating the quantity corresponding to such value, at the price for that year, of fair " upland " cotton. The correctness of this mode will be verified, as to the year 1849-'50, by reference to the items in the census account of the manufactures of cotton above given, of the value of raw materials used, and ''bales of cotton" used, and ''value of entire products," and to the expenses of manufacture, as set forth in that statement. The quantity of domestic raw cotton consumed in the United States, in foreign manufactures, has been estimated by a similar calculation with reference to the" difference" between the importations into, and exportations from, the United States, of such foreign manufactures be- fore given. The enhanced value of the foreign cotton manufactures is stated at 100 per centum more than the raw cotton, and includes freight, insurance, duties, and all other expenses ; and the cheaper labor in foreign countries, and the higher value of the sea-island cotton, gen- erally used in such manufactures, and profits, &c., have also been considered. The following estimate of the quantity of domestic " raw cotton" consumed in the United States, in domestic and in foreign manufactures, and in "household" or "home-made" articles, &c., for the year end- ing June 1st, 1850, is believed to be nearly correct. COLONIAL AND LAKE TRADE. 733 Consumption of cotton in the United States in 1849-"^50. In domestic manufactures — deducting value of those exported from value of entire manufactures, and also 50 per cent, for cost of man- ufacture, profits, &c.— about. $29,000,000=256,638,000 lbs. In foreign manufactures, (from domes- tic cotton,) — deducting from imports, ($20,108,719) value of exports of same, ($427,107)=$19,681,612; and 50 per cent, for cost of manufacture, duties, profits, fee, fee 9,840,800= 87,087,000 '' In *' household," or "home-made" man- ufactures 7,500,000= 66,372,000 " Total consumption of raw cotton in the United States in 1849-'50.. $46,340,800=410,097,000 " The total consumption in cotton mamfactures same time — foreign and domestic — including " home-made," amounted to more than $82,000,000, upwards of three-fourths of which were made in the United States. Fractions are equalized in this estimate, and the value stated at the official average valuation of all cotton for that year. The cotton, of which the foreign manufactures consumed in the United States are composed, being mostly "sea-island," its value should perhaps be higher; but in such case, the values of the other cotton ought to be reduced in proportion to quantity and price, to make the correct average. The values of "sea-island" and "upland" should be kept separate in the treasury accounts. The domestic consumption, of course, increases each successive year, equally with the population, and the discovery from time to time of new uses to which cotton may be applied also adds to the consumption ; and a full crop increases it. Similar difficulties exist with respect to the ascertainment of the quan- tity and value of the " entire cro'p^'^ of raw cotton, in each year. Various means of estimating the entire crop are adopted. In one mode, the first item is the quantity and value of expo7^tations of raw cotton. The quantity is furnished quite correctly for this item, by the treasury returns of exports ; except that the value is not always accurately given in them. The value stated in the treasury returns of exports can, how- ever, generally be rectified, if erroneous, by reference to the general "prices current" of the same year, to be found in commercial news- papers. The price stated for 1851-'52 is 8.05 cents ; and it is conceived the average is too small according to the commercial accounts of this country, and of Great Britain and France. It should be at least 9 cents. Nevertheless, in this paper the treasury price is adhered to. The sec- ond item is the quantity furnished the manufactories of domestic cotton. To ascertain this, even approximately, recourse can generally only be had to the unofficial statements of the manufacturers, and to commer- cial accounts, which cannot be otherwise than imperfect. The third item is the quantity used in what are generally called " household" or 784 ANDREWS' RlSl»Olltr ON ^' home-made^' manufactures, before adverted to. The ^^f^A item is the quantity destroyed by fire or otherwise, and not received in market^ or taken in the above accounts. Another mode of estimating the '' entire cfof* is by estimating the number of acres of land in cultivation for cotton, and the number of agricultural laborers employed in cultivating it ; the increase of such arable land, and of the labor by emigration to the cotton States, from other southern States ; and the general yield of the land com- pared with past years ; all derived from inteUigence obtained by cor- respondence, or the public prints, and information generally diffused as to the effects of the season with reference to a full or a short crop, injuries by drought, storms, rains, caterpillar, &c. Of course this last mode is a mere estimate. The m.ost reliable data is that furnished by commercial and manufacturing dealers ; though it has been observed that very often the estimates as to forthcoming crops, by purchasers, are too large, whilst, on the other hand, those w^ho sell are prone to make them too small. The following is an estimate of the entire crop of 1849-~'50, given as an example of the first mode above mentioned of estimating such crop, and it is believed to be nearly correct. The year 1849-50 has been selected, because the entire crop of that year is stated in the "census returns;" between which and the estimate now given a com- parison can be made. Entire crop of 1849-'50. Exportations of domestic raw cotton ... 635,382,000 lbs. =$71,984,600 Used for manufactories in the United States.. 288,558,000 " == 32,607,000 ^' Household,^ ^ or '' home-made^ ^ manufac- tures -. 66,372,000 '' :== 7,500,000 Destroyed by fire or otherwise, and not received in market 3,000,000 " =r 339,000 Entire crop of the United States in 1849-'50 993,312,000 " =.112,430,600 Fractions are equalized in this statement, and the values estimated according to the treasury average valuation, for all cotton, that year. A table, giving an estimate of the entire annual crop from 1790, up to and including 1852, is annexed. The statement in the census returns of the production of cotton in the United States is for the year ending June 1, 1850. The day specified was before the crop of the season of 1850 could have been ascertained. The statement is, of course, of the crop of the previous season of 1849, stated in the treasury returns of '' exports, ^^ &c., for the year ending on the 30th of June, 1850. The treasury accounts of the exports of raw cotton for the year ending June 30, 1849, (the crop of the season of 1848,) state that 1,026,602,269 pounds were exported, being more than the entire crop stated in the census returns ; and the quantity exported in 1851 (of the crop of the season of 1850) COLONIAL ANB LAKE a?RADE. 735 was 927,237,089 pounds. The crop of 1849 was a very short crop* It was also actually less than the crop of the season of 1839, of '42, of '43, of '44, or of '47 ; though its value^ owhig to the high prices received for it, was more than that of any previous crop. The exports of the crop of 1848 were 391,220,665 pounds more than those of the crop of 1849; and yet its value was $5,587,649 less. The exports of the crop of the season of 1840 were, as above stated, 927,237,089 pounds, and they were valued in the treasury eiccounts at $112,315,317 ; whilst the exports of the crop of 1851 were 1,093,230,639 pounds- being 165,993,550 pounds more than the crop of 1850 ; and by the treasury account they were valued at $87,965,732, or $24,349,585 less than the exports of 1850. Besides the census returns of the cotton crop of the season of 1849, given below, a statement from the same returns is given of the area of each State producing cotton for sale ; the area of acres of improved lands in each ; and the population of each ; which may be useM for reference and comparison. 36 ANDREWS' REPORT ON OOiOOOCMOOi-iOCDrHOCOOOl:^ OJOOOJ"'* Ci Cvl 00 lO O CO iX> O) t- QOcoT-Hiocoa5J>'«oco ^^ CO 1^ CO (?«^ '^ to CO CO t-;^ 00 t^ to rH O to O CO O 00 t-^tO G^tOCOO -^to r-i C^ C^ -^ to "^ ---I CO -^ 05 rH 00 -rH CM to CO Cii CM CO CO CO CO 00-<*00'!t'"^C7iOOlO T-Hi—lCOCO-^COOO'^COOOt^CJOt^CO Oi— JOCOCOCO^-'^tOOO^CO"'* ^ »'^OOOOCDOO r^CMCMG^tO '* I^^^OOO o o o o o ^^ oT to to r-^ to CO o trT o o "^ o cm" COtOrHCOCOOOOfMrHCO(Mt-CMCD CD '^'-i^CM '^oo "^'~it^'~icrj^'~i'~l"^ r-T trf "^ cjT ^^ rH CO ctT o^ 00 t-^ cT t-^ of CMCOG^COCOtoCOCMCMC^r-fCOCOCO 5 B oooooooooooooo CDOOOOOOOOOOOOO O C^^ CO 00 (MO 00 (M^ CO O-^ CO -^ CO CM CO i>^ 00 rn' 00 "^ r-H CO "* O en CO rH COt^COt^aS'-HrHiOCOO)COt- CO to O CO OS^G^CM O CO en CD t-;^ rH 00 CM to oT -<*' t-^ o" t^ oT to rHCMCMCOCOt-CMCncnCM tO00CriJr^00iOt^00'rfiiOTH'<:^i-HO^ co^t~--^oocMcocoot^o:>CM CO 05^ o o^ en o o CO en t-^ o^ '^d;;^ rH co^ to t^ '^ 00 CO (M cT 'd^ en -^ •^tocoencoosoo^cnco rH rlCO'* ^ to cq c3 O cdO _,^-.^^ >^ „- o a> o;i3 "P-^ (1^ ;h O Q^ rr* /-v "^ fl ,;? fl *" P o rf 000 00^ O I §^ O !^ TO n. k3 TO O ■*-> - cd o o^ Si £ ^^ H <3 >-> 53 CD >--J CO r— 4 fl ^ as TO .r-< H -^^ 2 fH aj ^ t-i bj)TO .-^^ 43 -^ o rf - TO .'rf rH |3 to +s II o 5 $5 *^ s5 CJ o S ^ - g, -t-j "±3 Ch ■s t! «^ O rj s£ o p fl ^ >-^ TO O kJ Ph o Q O O O- ■T3 8:|s lit cd o ^ TO.b a r-! CO CD TO M Eh CD ■XS 00 6,000,000 10,000,000 3,000,000 3,000,000 2,000,000 200,000 6,000,000 3,000,000 6,000,000 39,200,000 750,000 1,250,000 '375,000 375,000 250,000 25,000 750,000 375,000 750,000 4,900,000 Ph 3,000,000 5,000,000 1,500,000 1,500,000 1,000,000 100,000 3,000,000 1,500,000 3,000,000 19,600,000 * North Carolina, Virginia, and Kentucky, are not included, as they cultivate other pro- ducts more than cotton. In the above estimate of the number of hands employed in the cul- tivation of cotton, it will be noticed that nearly two-thirds of the slave population of the States within the ''Cotton Zone" are excluded. Some are engaged in the cultivation of sugar-cane, rice, tobacco, and other products ; others procure lumber, or superintend mills, or are employed on steamboats; some are mechanics, some domestic servants; and with them must be included those of advanced age, or infirm, and the women and children. Many of these doubtless contribute to the cotton crop, when living on plantations, but more labor is abstracted from cotton in various ways, than is given by them to it. A large number of slaves living in villages, towns, and cities, perform no agricultural labor whatever. It should also be stated, that in portions of some of the States, upwards of fifteen per cent, of the agricultural labor in cul- tivating cotton is performed by white citizens, who cultivate their small crops themselves. This is full proof that " labor ''^ is not "degraded" there. The hands are estimated at an average of four bales for each hand, and the land is estimated at eight acres for each hand, or 200 pounds for each acre. A reference to the table, {ante, p. 736,) sliowing the en- tire area in acres of each of the States within the ''Cotton Zone," and other States, and the area of all the "improved" lands in each of said States, and the population of each free State, is necessary for compari- son with the above, and that both may be considered understandingly. It will be seen that the "Cotton Zone" is, when the necessity occurs, capable of sustaining and of employing in the cultivation of cotton, in addition to the slaves now there, a much greater number than the en- tire slave population of the States of Maryland, Virginia, Missouri, Kentucky, and North Carolina, or the probable increase for a long time. 742 ANDREWS REPORT ON The present free colored population and slave population of those States, and of those in the ''Cotton Zone," is estimated as follows: States. Maryland Virginia Missouri Kentucky , North Carolina , Total Florida Texas Arkansas Louisiana Tennessee South Carolina Mississippi Georgia Alabama Total aggregate Free colored. Slaves. 74,077 53,829 2,544 9,736 27,196 90,368 472,528 87 422 210,981 288,412 167,382 925 331 589 17,537 6,271 8,900 899 2,880 2,272 1 149 711 39,309 58,161 46,982 244,786 239,461 384,984 309,898 381,681 342,892 207,986 3,197,865 These five first-named States are the sources from which the ''Cot- ton Zone" derives additional colored agricultural labor by emigration. If the demand for " raw cotton," or, after its manufacture, for exportation^ should increase,, as some inteUigent persons anticipate will ere long be the case, upon the extension of our commerce to the Pacific, to China, the East Indies, and the Asiatic seas generally, and to our southern sister American republics, the lighter labor required of those engaged in cultivating cotton, and its constant concomitant '^Indian corn," in com- parison with that necessary in the growing of tobacco, hemp, rice, and other crops — the decreased cost of the support of the labor employed in cultivating cotton in the "Cotton Zone," and particularly in the southern portions — the healthfulness of such occupation — the cheapness of the lands — the equal, if not greater, certainty of the crop — the certain mar- ket it always finds, and the greater profit derived from its cultivation — are causes combining to induce large emigration from the five States above mentioned, within the next few j^ears, to the southern portions of the "Cotton Zone." Tliough the cotton crop will thereby necessarily be greatly augmented, it will not recede ; for the labor once removed, and the lands settled, it will remain upon them, and the crops will in- crease so long as the demand justifies such increase. In process of time the annual product of cotton in the United States can be aug- mented to six times its present yield, and it will not be more astonish- ing than its augmentation since 1790. And on this point it should be observed, that when the cultivation becomes more extended, and to all sections of the " Cotton Zone," covering more than eight degrees of latitude, and more than eighteen degrees of longitude, the probability is lessened of any untoward season, or other casualty, affecting the ag- gregate crop injuriously, and consequently the average supply, and the prices, will become more regular and uniform. COLONIAL AND LAKE TRADE. 743 The following table of all the exportations from the United States since 1789, up to and including 1852, will be found useful in estimating the value of the cotton crop. Exportations (specie, <^c., included ) from the United States since 1790. Years. Total. Domestic. Foreign. 1790, '91, and '92 $59,970,295 107,125,277 185,441,400 243,753,227 205,982,267 305,446,134 22,430,960 180,278,036 73,310,674 222,149,764 233,115,323 211,833,799 253,117,367 226,948,184 242,337,034 316,170,983 354,569,032 ,374,966,165 300,238,060 386,783,744 451,685,671 218,388,011 209,641,625 §57,166,000 90,000,000 99,141,400 112,456,629 120,381,627 132,340,321 9,433,546 119,066,420 61,822,533 179,069,799 176,514,915 140,701,487 170,649,955 165,291,553 183,876,556 252,530,942 298,514,915 323,812,247 270,478,958 352,079,133 402,513,683 196,689,718 197,604,582 P, 804,295 17 125 277 1793, '94, and '95 1796 '97 and '98 Rfi ^00 000 1799 1800 and '1 131,296,598 85 '600 640 1802, '3, and '4 1805, '6, and '7 173,105,813 IROR fembar^'o^ 12 997 414 1809, '10, and '11 61 211 616 1812, '13, and '14 (war) 11,488,141 1815, ^IQ, and '17 43,079,975 1818, '19, and '20 56,600,408 71 132 312 1821, '22. and '23 1824, '25, and '26 82,467,412 1827, '28, and '29 61,656,631 1830, '31, and '32 58,460,478 1833, '34, and '35 ... , 63,640 041 1836, '37, and '38 56,054,117 1839, '40, and '41 51,153,918 1842, '43, and '44 29,759,102 1845, '46, and '47 34,704,611 1848, '49 J and '50 49,172,988 1851 ,... 1852 21,698,293 12,037,043 From the foregoing tables, and others contained in this paper, or an- nexed hereto, it appears that cotton and domestic manufactures now constitute- more than one-half of the exports of the United States of agricultural products and domestic manufactures thereof. They con- stitute more than two-fifths of the total exportations of all kinds, in- cluding '' products of the sea," ^'products of the forest," as well as the '' products of agriculture " and '^ manufactures," '^ bullion and specie," &c. The statements from the treasury books show, with reference to '''exportation,'^^ how far behind cotton every other agricultural product is, as to its increase, beyond the necessary consumption of the United States, since cotton has been cultivated for the foreign market. Gen- erally a country does not export any but its surphis productions. Vast as the increase of some of our other agricultural products besides cot- ton has been, such increase has, in but few seasons, exceeded tlie in- creased wants of our population, constantly and rapidly augmenting by emigration. 744 ANDREWS REPORT ON It is important, in connexion with the tables hereinbefore given, to notice the importations and exportations of buUion and specie. The following is a statement thereof since 1821 : Bvllion and coin im^ported and exported since 1821. Years. Value of im- ports. Difference. Value of ex- ports. Difference. 1821 1822 and 1823 P6, 532, 632 21,411,566 23,044,483 21,369,413 38,113,447 41,664,411 19,466,622 32,237,780 31,969,263 17,640,256 5,453,981 5,503,544 P7, 661, 226 20,516,140 21,182,376 16,850,044 11,166,234 13,808,631 27,228,089 11,788,544 14,419,502 28,769,262 29,465,752 42,674,135 Pl, 128,594 1824. 1825, and 1826 $895,426 1,862,107 4,519,369 26,947,213 27,855,780 1827, 1828, and 1829 1 8^0 1 83 1 and 1 832 1 8.^3 1 834 and 1 835 1836, 1837, and 1838 1839, 1840, and 1841 7,761,467 1842 1843 and 1844 ... 20,449,236 17,549,761 1845. 1846, and 1847 1848, 1849, and 1850 11,129,006 24,011,771 1851 1852 37,170,591 A /ToprpQcate. 274,407,398 100,078,892 265,529,935 91,201,429 It is not within the proper range of this paper to comment upon any of the different opinions entertained with respect to the causes and effects of the fluctuations exhibited in the above statement, and in the detailed table annexed hereto of these imports and exports. Some po- litical economists contend that what is called the '* balance of trade" being in favor of or against the United States, as shown by the importa- tion or exportation of bullion and specie, is the best evidence of the prosperous or unprosperous condition of our trade and commerce. On the other hand, others insist that such importation or exportation is no true test on either side ; and that w^hen any country has a surplus of bullion and specie, it is best to export a portion of the redundant sup- ply ; and that then those articles, besides fulfilling their proper func- tions of being the media and regulators and equalizers of trade and commerce, become themselves legitimate subjects of trade and com- merce like other products ; and that this rule especially applies to a country producing the precious metals. The sole object, however, of the reference now made to the importa- tion and exportation of bullion and specie is to notice the fact, equally forcible as respects both of these theories, that but for exportations of raw cotton, according to the treasury statistics, more than forty-eight millions of bullion and specie would have been required annually, since 1821, to have been exported (in addition to all that was exported) to meet the balances of trade against us that would have existed but for those exportations of raw cotton. It is true the treasury accounts of exports are not safe criteria as to values, they being in the United States, as in other countries, generally undervalued ; but without the exporta- tions of cotton from the United States, the balance-sheet would be a sorry exhibit of our condition as a commercial people, and of general prosperity. Our other exports, and especially of other agricultural COLONIAL AND LAKE TRADE. 745 products, are, when separate^ estimated, really insigniificant in com- parison with cotton. A table of the exportations of the principal do- mestic exports, since 1821, is appended. The following statement shows the principal domestic exports in the years 1821, '22, and '23, and in the years 1850, '51, and '52 : Articles. Total exports of domestic produce. Cotton Tobacco Rice Flour Pork, hogs, lard, &c Beef, hides, tallow, &c Butter and cheese Skins and furs Fish Lumber, &c. Manufactures of all kinds ........ 1821, 1822, and 1823. $140,701,381 64,638,062 18,154,472 4,878,774 14,363,696 4,003,337 2,282,318 604,106 1,940,424 2,894,229 4,156,078 9,013,259 1850, 1851, and 1852. §526,005,614 272,265,665 29,201,556 7,273,513 29,492,044 15,683,772 4,795,645 3,119,506 2,628,732 1,391,475 15,054,113 51,376,348 Among other articles not specified in this statement there was ex- ported in 1852 over $1,200,000 of oils, $1,200,000 of naval stores, $500,000 of pot and pearl ash, $2,500,000 of wheat, $2,100,000 of Indian corn and meal, and $1,100,000 of '* raw produce/' kind not stated in returns. The relative importance and value of the cotton crop of the United States to the other leading agricultural products of this country, and other principal articles of our domestic and foreign commerce, is more striking when the circumstances attendant upon the progress of each crop, and the others respectively, are considered. The augmentation of our population — the vast extension of our territory — the great in- crease of the area of our lands in tillage — the immense additions to our agricultural labor in our native population and in foreign emigrants — have given us consequent vastly increased resources and ability for greater production. As before shown, however, the greater portions of most of the agricultural products of the United States, and of the manufactures of them, except cotton, consumed in the United States. The fact that the exportations from the United States of many of its most important products have not increased in proportion to our increase of population, resources, and ability, and that the article of raw cotton is a signal exception, surely is some evidence of its value and of the real position and actual increase of the wealth and prosperity of the cotton region. When it is recollected that very little of the additional labor given hj foreign emigration inures to the cultivation of cotton, (and it is estimated that not more than one in 600 of the agricultural emigrants go to the cotton region ;) and when the extent of internal improvements in the States where cotton is not grown, to transport their produce to market, is considered, it will be seen that this advancement of the cotton region is solely the result of steady industry, regulated by the intelligence to make it advantageous. The increased labor of that region has been almost exclusively derived from those contiguous States that do not cultivate cotton. The disparity between the increase of cotton and 746 ANDREWS' REPORT ON that of other agricultural products appears much greater when these facts are considered ; and the doctrine that labor advantageously ap- plied, and not population merely, is the true foundation of a country's wealth and prosperity, is fully verified. The treasury accounts before referred to show that the aggregate increase of our foreign importations of merchandise has not equalled our increased exportations of raw cotton, and that it, as before stated, has most of all other articles enabled us to keep down the balance against us created by such importations. And it should be noticed, also, that the increase of importations is mainly for the use and consumption of those portions of the country that do not produce cotton. The consumption of imported merchandise and products in the cotton region may be greater than the proportion of its white population to that of other sec- tions, but in the aggregate it is much less, and it is also much less than the proportion of its whole population to that of the other States. Adding the increase of the exhortations of our domestic manufactures of cotton to the exportations of raw cotton, the comparison between it and other agricultural products is still more favorable to it. Prior to 1826, such exportations, if any were made, were not specified in the treasury returns, and all our importations of cotton goods specified in those returns are exclusively those of foreign manufacture that had been imported hither. And the nearly total decrease of the importation of foreign raw cotton, and the manufactures thereof, and the substitu- tion therefor of our own product, and manufactures thereof, should also be estimated. Nor is the supply furnished from the cotton crop for the numerous "household" or ''home-made" manufactures used in the United States an unimportant item constituting its value. The aggregate of the value of all these manufactures was, in 1849, upwards of $27,540,000, and it is estimated, as before stated, that the cotton consumed in them is worth annually upw^ards of $7,500,000. But for our own crop, this would have to be imported. Though it is not intended to express any opinion in this paper upon the policy of a protective tariff, it is proper to say that the increase of our domestic cotton manufacturing establishments, within a few years past, has well nigh been as astonishing as the increase of the cotton crop, especially when the advantages of cheap labor and low interest for capital borrowed, and other advantages possessed by British and European manufacturers, are considered. Against such advantages, our manufacturing establishments already use about one-third of the entire crop of raw cotton of the United States. Prior to the war of 1812, they were of little consequence. They first became of import- ance during that war. They now supply more than three-fourths of the cotton manufactures consumed in the United States. Such supply for home consumiJtion of our domestic cotton manufactures exceeded fifty-seven millions of dollars in 1849-'50. We exported in same year upwards of four millions seven hundred thousand dollars of our domestic cotton manufactures to foreign countries ; and these exports in 1852 amounted to upwards of seven million six hundred thousand dollars. Our im- portations of foreign cotton manufactures in 1852 were $19,689,496, and of this we exported $991,784, consuming the balance of $18,697,712. COLONIAL AND LAKE TRADE. 747 It will be noticed that our exportatioiis oi' domestic cotton manufactures are over two-fifths of the value of foreign cotton manufactures con- sumed in the United States. Deducted from the same consumption, it leaves only $11,025,561 as a balance of the foreign manufactures so consumed. We now paj^ annually out of the avails of the cotton crop in Great Britain and Europe a,bout $10,000,000 to those countries for manufac- turing for us that portion of our raw cotton which is first exported thither, and the manufiictures thereof then imported into the United States ; but they are at the same time the purchasers of two-thirds of our entire crop, and most of the articles they send us could not be manufac- tured here at the same cost to the consumer ; and the cotton producers insist that the foreign market is the most valuable to them, and that they have the right to sell their crops where and to wliom they choose, and to employ and pay whomsoever it pleases them to manufacture it. Our domestic cotton manufacturers are, how^ever, destined to increase still morco Everything indicates that an immense commerce will ere long arise in the Pacific ocean, and through it to China, the East Indies, and the Asiatic seas generally. The commercial nations of the world are now about to embark in a struggle for the control of that commerce which ma}^ perhaps continue through the present decade. But the su- periority of position, the greater diversity of the productions of the United States, and the enterprise of our merchants and navigators, will insure the supremacy to us. The domestic cotton manufacturers of the United States maj^, it is believed, rely upon immensely increased markets for the goods they now manufacture being afforded by the commerce thus opened. The amount necessary to supply these new mar- kets, it has been anticipated by some, will require, in a few years, cotton equal in quantity to the present ''entire crop" of '' upland" cotton of the United States. The superior facilities for such commerce which our merchants will possess with respect as well to the outward as to the return trade, will enable them to sell our domestic cotton manufactures in those markets more advantageously than any other country can sell the same kind of goods. The official statistical tables show that the domestic cotton manufactures of the United States have not only increased in proportion beyond the increase of our aggregate population, and in a proportion be3^ond an}^ other prominent article of manufactures, but, in fact, such increase of the cotton manufactures of the United States since 1826, with reference to exportations, exceeds in value the aggregate of the increme of all our other domestic manufac- tures added together ! A gentleman holding a high position in the legislative department of the federal government, and whose intelhgence on this subject is not surpassed by any, estimates that in 1852 the capital invested in cotton manufactories in the United States is at least $80,000,000 ; that the vakie of the annual products of such manufactories is at least $70,000,000; that as many as 100,000 male and female laborers are employed in such manufactories ; and that quite 700,000 bales, or 315,000,000 pounds of cotton, worth at least $35,000,000, will be spun and sold as thread and yarn, or wove into muslin and other manutac- tures, in this year— 1852. 748 ANDREWS' REPORT ON With reference to our foreign commerce especially, the increased consumption in the United States of foreign and domestic cotton manu- factures, in lieu of articles that must have swelled our importations still more than has been the case, is an important consideration. But for our cotton, until our domestic products of wool, of silk, and of flax, had become sufficient for our necessities, we should have been compelled to rely on foreign countries. Cotton and its manufactures have decreased the demand for the other articles. In this respect the increased con- sumption of cotton and its manufactures in the United States and in foreign countries should be regarded by those who deprecate an excess of importations over exportations as injurious to a countr}^, as having been greatly beneficial to our foreign commerce, inasmuch as it has lessened the importatio7is by us of the other articles mentioned. If the expoi'tations of raw cotton from, the United States should, contrary to general anticipation, decrease from any cause, unless its place, as an article of exportation, could be fully supplied by an equiv- alent amount of domestic manufactures of cotton exported -^ its cultiva- tion and product must, of necessity, also decrease in a corresponding- degree ; and the 787,500 of able agricultural laborers, and the 6,300,000 acres of arable land now devoted to its production, would be diverted, by the same necessity, to the production of other articles, (wheat, rye, corn, barley, oats, and the like,) and the raising of stock for provisions, (beef, pork, lard, butter, &c.) The result, it can be foreseen, would be the cheapening of those articles, and rendering their production in the present grain growing and stock raising States less profitable than at present, and the agriculturists and stock raisers in these States would also then lose their markets in the cotton growing States, besides having to encounter competition from them in other markets ; and besides, some of the surplus labor of the cotton growing States would then be employed in m.anufactures and mechanical pursuits, now chiefly en- grossed by other States, from which the supplies are now received by the cotton growers. The causes of the fluctuations in the prices of cotton have been subjects of investigation and discussion among the political econo- mists of the United States, and others interested, but hitherto their in- vestigations and discussions have not resulted in much practical good. Conventions of cotton producers have been held in the Southern States, and different theories advanced as to these causes, and different reme- dies suggested. Disagreements as to the causes of these fluctuations have produced differences of opinion as to the remedies and preven- tives ; and consequently, heretofore, no measures of a practical character have been adopted. In some instances the causes are widely different from those producing similar effects as to other products. Doubtless the extent of the crop has, ordinarily, no inconsiderable influence on the price ; and yet, whilst the crop of 1850, the exportations alone of which were 927,237,089 pounds, which at 12.11 cents, brought $112,315,317, the short crop of 1848, the exportations of which were but 635,383,604 pounds, brought 11.31 cents, or $71,984,616 ; and the crop of 1848, the exportations of which were 1,026,642,269 pounds, brought 6,5 cents, or $66,396,967; and repeated instances will be found in the annexed tables, where large crops have brought large prices, and short COLONIAL AND LAKE TRADE. 749 crops short prices. The extent of the crop cannot, therefore, in all cases be regarded as governing the prices. The prices of freights have some influence. Much more depends upon the condition of the foreign and domestic cotton manufactories — the general depression or pros- perity of trade, commerce and navigation, and the state of the money market. The manufacturers at home and abroad have to resort to extensive credits to carry on their works, even to purchase the raw cotton; and the scarcity of mono}'' is certain to cause a corresponding depression in the price of cotton. But the primary and chief cause of these fluctuations is to be found in the fact, that very often, so soon as raw cotton leaves the possession of the planter, whether it^is purchased from him or not, it becomes the stake for the most hazardous gambling among those who should be styled commercial speculators and gam- blers, rather than merchants. When it is seen that a rise of cotton of one cent per pound creates a difference in the value of that ex/ported from the United States alone, of te7i millions of dollars (and of course a rise of a mill, one million^ and of a tenth of a milU one hundred thousand dollars ;) and when it is recollected that raw cotton is regarded as a cash article, and used in lieu of exchange for remittances abroad, it can readily be imagined that temptations and inducements exist to the most hazardous speculations in that article, by those who imagine they foresee an advance in its price, and who, so soon as they purchase, exert themselves to effect the results they desire. The estabhshment of '^ Planters'^ Union Depots^ ^ at the chief shipping ports in the South, for the storing of cotton lor sale, and also similar depots at or near the chief Atlantic cities, has been proposed as a remedy for, and prevention of, the evils complained of. And the establishment of similar depots at different points in Continental Europe has also (since recent occurrences in Great Britain, indicating a revival of the ancient hostility to the cotton interest of the United States) been suggested. Doubtless, the estab- lishment of such " Co7Uin€Mal Dejjots^^ would open new, as well as extend the existing markets for our raw cotton, among the continental manufacturers ; and it would greatly encourage and promote the latter, and cause them to become formidable competitors and rivals to the man- ufacturers of Great Britain, and it is not unlikely some practical meas- ures of the kind will be adopted. Direct trade between southern ports and Europe, so far as it respects the cotton exported thither, has been looked to as likely to relieve the planting interest from the effects of the fluctuations as to prices, and at the same time to relieve it from the ex- orbitant and onerous charges it is at present subject to, by shipments to Eastern Atlantic ports before shipment to Europe; but it is strongly doubted Vvdiether the result of such change, without further preventives, would not be merely another illustration of the old iable of the fox and the files. The planter will always be subject to similar exactions to those now made; and they w4ll be increased, till he restrains himself from parting with the plenary and personal control of his crop, in any way, except by absolute sale. He will not be relieved whilst the pay- ment of advances on his crops, or other m.ercantile debts incurred on their credit, constrain him, year after year, as to the disposition of them To be relieved, he must becomes less dependent on the store-keeper, and more self dependent; and then he can constrain the purchaser to come 750 Andrews' report on to his plantation to purchase his crop, and if he is not paid a fair price, refuse to part with it, and keep it in store until he can get such price. V\^hen planters generally adopt and adhere to such systen:!^ it will be of little consequence to them what charges their crops are subjected to after the}^ leave their hands, and they will be unaffected by the fluctua- tions occasioned by speculations and gambling. The foreign and do- mestic manufacturers v/iil also find that it is their interest to get rid of the intermediate commercial agencies, and expenses, betw^een them and the planter, and will unite in the adoption of such system. Appended hereto are tables of the exports of raw cotton in 1852, exports of domestic cotton manufactures, same year ; exports of foreign cotton manufactures, same year ; and imports of cotton manufactures, same year. Particular attention should be given, to them. On such reference, the fact cannot escape observation, tha.t the government of the United States, by liberal and judicious (and judicious because lib- eral) arrangements w^ith the different governments of this and the southern continent of America, by enabling these countries to pay for our domestic cotton manufactures in their products, which we do not raise, may open extensive and profitable markets for us, therebj^ pro- moting the prosperity as well of the manufacturer as of the producer of cotton. And once open and establish such market, the demand would in a few years, it is anticipated, be equal to the whole of our present exportations. The field of commerce before us, and for us, in tliese countries, and in the Pacific and East Indies, is unbounded. These facts fully demonstrate not only the futihty of all the expedi- ents that may be adopted by foreign governments to supplant the cot- ton crop of this country, but also the inefficiency and folly of any measures of restraint or coercion that may be contrived by them to ** counteract" whatever policy the United States may decide to adopt, at any time, to sustain and maintain the great interests involved in the cotton crop. If it should become necessary, the cotton-growers of this confederacy can, of themselves, withhold from any foreign coun- try every pound of cotton ; and the labor now employed in its cultiva- tion could be, in one season, restricted to growing merely enough for our own consumption. It is an error to suppose that such measure would be ruinous, or even permanently injurious to them. Such labor could be emploj^ed in the cultivation of other products—in the rearing of stock, and articles of subsistence, and in the improvement of the lands ; with httle detriment that would not be temporary, and with less loss and inconvenience to them, than a similar revolution in industrial pursuits and productions would cause in any other country. That the cotton-producers of the United States may rightfully exercise the power, which, by union and concert of action, they unquestionably possess, of decreasing or increasing the aggregate annual supply, and regu- lating its price, so as to secure the receipt of its just value, cannot be denied. Owing to the multiplied charges and expenses to which his cotton is subjected before he receives its proceeds, the planter is gene- rally the person who makes the least profit from it. What are be- lieved to be the most practical preventives have been before alluded to. Means and ways of avoiding imposition will suggest themselves to the intelligent planter, and his example will be followed by his neigh- COLONIAL AND LAKE TRADE. 751 bors. Ere long oar manufactories will furnish us with all of the cotton goods we need, at our own doors, and of our own manufacture, from the product we have raised. But whatever we m.ay determine to do, no governmental policy of any foreign country, hostile to our interests — = no combination of such governments — can release or lessen the absolute dependence upon the "Cotton Zone" of the United States, which all who maufacture or use this product are, and must continue to be sub- ject to, till Providence decrees the change by means now unfbrseen and unanticipated. Before 1791, foreign raw cotton was admitted in the United States duty free ; but, after the first of January of that 5^ear5 it paid a duty of three cents per pound, till the double duties were imposed by the act of July, 1812. During the war, and till April, 1816, it paid six cents, and since that day it has paid three cents, till, by the act of 1846, it was made free. Alexander Hamilton, in 1791, recommended the '' re- peal" of the duty as "indispensable" for the security of the "national manufacturers" of cotton. Within two-thirds of a century, this product has become one of the most important of the agricultural products of the world, and an article , of necessity for which no adequate substitute can readily be had. It is now by far the most valuable article of commerce existing between dif- ferent nations. The foreign commerce of no one nation, in wheat, or wheat-flour, or other cereal products for the subsistence of man — or in beef, pork, or other provisions, even if estimated together — has ever been, or is now, as great in value as that of the United States in the article of raw cotton produced in the United States, and in manu- factures therefrom. The articles of tea, tobacco, ardent spirits, wines, silks, and coffee, have ranked high on commercial lists ; but none of them have equalled, in any one country, the present rank of American cotton and its manufactures : and the articles just specified are, too, all luxuries, not absolutely indispensable for subsistence or raiment, and for all of them substitutes may be found. In fact, if the importation or use of every one of these articles were destroyed or decreased by legis- lative enactments, or the equally arbitrary decres of fashion or cus- tom, or by other means, the next generation, would not feel the depri- vation. The abandonment of other articles formerly used instead of manufactures of cotton, and the general use of the latter, and especially of the ordinary kinds, throughout the world, (induced by their cheap- ness and superiority,) renders them indispensable to the comfort of man till something is discovered to supply their place. For half a century, nearly every people — -of every degree of civilization, of every class of society, and in every variety of climate — has adopted the use of cotton manufactures. Such is the character of the product, and so diversified are the articles that can be manufactured from it, that they have taken the place of many other articles widely different from each other ; and they are applied to various and dissimilar uses, in climates of different temperature, and among different races and nations, whose habits and customs are as unlike as their respective countries. The manufactures of this product in the world, now equal the manufactures of animal wool, of flax, and of silk, all combined. The statements now made are of incontrovertible facts, verified by 752 ANDREWS' REPORT ON the official statistics, not only of the government of the United States, but of foreign governments, and by the commerxial accounts of this country and of other countries. They establish, it is believed, the cor- rectness of all the opinions advanced in this paper as to the paramount importance of the cotton crop of the United States, not merely to our own countrj^ but to the world, over every other agricultural product that has been, now is, or is likely to become, an article of commerce between nations. They certainly prove that it is the chief element and basis of the commercial prosperity of this confederacy, and as well with respect to the trade between the States as to the commerce of all with foreign nations. The statistics adduced show the following facts : The cultivation of cotton and its preparation for market in the United States, at this time, employs upwards of 800,000 agricultural laborers. As has been stated, 85 per centum of this number are slaves ; and the residue (120,000) are white citizens, who are found in every part of the Cotton Zone, raising cotton by their own labor, on their own lands — -a practical refutation of tlie slander that '•''labor is degraded''^ in that re- gion. These citizens and their families are sustained in part by the cotton crop. And for every two able-bodied cotton-field hands, it is estimated that at least thi^ee of inferior physical capacity for labor are employed in raising subsistence or in domestic avocations on the plan- tation, or reside in the cities, &c. All these are supported from the avails of the cotton crop. At least $25,000,000 in value of bieadstuffs, provisions, salt, sugar, molasses, tea, coffee, shoes, blankets, articles of clothing, and other articles of necessity or comfort, is annually required for such laborers and others engaged in such production or preparation, or who possess the capital (lands, slaves, &c.) employed therein ; and of live stock, agricultural implements, machines, bagging, rope, &c,, chiefly furnished by the other States of the confederacy from their own products and manufactures, or, through them, from foreign countries who purchase our cotton. Cotton employs upwards of 120,000 tons of steam tonnage, and at least 7,000 persons engaged in steam navigation in its transportation to southern shipping ports. In some sections it pays freights to rail- roads for such transportation. Its first tribute to the underwriter is for insurance against casualties in its transportation from the interior. Cotton affords employment and profit to the southern commission mer- chant or factor, and to the many and various laborers engaged in cart- ing, storing it, &c., in the southern port ; and a second tribute is paid to the underwriter for insurance against fire whilst in store. The ^' com- pressing" and relading it for shipment coastwise to eastern Atlartic cities, or to foreign ports, and insurance against the dangers of the seas, give additional employment, and cause additional charges. The transportation of that portion of the crop sent along the gulf coast to the principal gulf ports, or coastwise to eastern Atlantic cities, employs upwards of I,] 00,000 tons of American shipping in the gulf and Atlantic coasting trade, and upwards of 55,000 American seamen engaged in such trade. As no foreign vessel can participate in the trade, the freights are highly profitable. They ordinarily average from COLONIAL AND LAKE TRADE. 753 the gulf ports to New York not less than five-eighths of a cent per pound freight. In the eastern Atlantic cities, the wharfinger, those who unlade the vessel, the drayman, the storekeeper, the commission m_erchant, the cot- ton-broker, the weigher, the packers who compress the bales by steam power or otherwise, the laborers, and those who charge for ^'mendage," ''cordage," &c., &c., the fire insurer, and the shipper, the stevedore, and numerous other persons in those ports, find profitable avocations arising from cotton, whether destined for a home or for a foreign market. If destined for a home market, it pays the expenses of relading for shipment coastwise, or of inland transportation, by railroad or other- wise, till it reaches the manufcictory. It gives employment at this time to upwards of $80,000,000 of capital invested in such manufactories. It affords means of subsistence to about one hundred thousand opera- tive manufacturing laborers, male and female, whose aggregate annual wages exceed seventeen millions of dollars. The manufactories consume coal, use dyestuffs, employ machinists and other mechanics, and en- courage, because they aid to sustain the carpenter, the mason, the shoemaker, the tailor, and, indeed, all others in their vicinity for whom they create emploj-ment. Calculating interest on the capital invested, and all other expenses, estimated at $62,000,000 annually, (including raw cotton worth $35,000,000,) they furnish manufactures valued at $70,000,000. And there are, it is behoved, at least 25,000 persons in the United States who find profitable avocations in the receiving and sale or shipment of these domestic cotton manufactures, whether con- sumed at home or abroad. More than 800,000 tons of the na.vigation of the United States en- gaged in the foreign trade are employed in carrying American cotton to Europe and elsewhere, and upwards of 40,000 American seamen are given employment in sucli vessels. It is estimated that the foreign tonnage and seamen employed in car- rying American cotton to Europe and elsewhere to foreign countries amount to about one-sixth of that of the United States so employed. An amount of cotton not equal to the average annual crops of Alabama, Georgia, Mississippi, and South Carolina, united, is annually furnished by us, and provides means of employment in Europe for upwards of $300,000,000 of capital, invested in cotton manufactories, and to more than 3,000,000 persons of the '* working classes " a.nd others, who receive, store, sell, transport, or manufacture the raw product, and to many others, engaged in the sale or shipment of the manufactures. And not the least valuable of all the uses of this product to the peo- ple of the United States is, that it affords to the household of the hum- blest citizen, of every occupation — to the husbandman, the mechanic, and the laborer, whether distant from the marts of commerce or with- out the pecuniary ability to resort to them — and to the planters and their dependents, the masters and the servants, the means of supplying themselves, by their own handiwork in its manufacture, with numerous, and various, and inappreciable comforts, which, without it, they would have difBculty in obtaining. In yielding them such comforts, it stimu- lates them to industry and frugality ; it gives them contentment ; and 48 754 Andrews' report on it fosters and cherishes that elevated spirit of independence, and that equally ennobling feeling of seJf-dejiendence, under favor of Providence, which ought to be universal constituents of American character. Not less than ST^SOO^OOO in value of the products of the cotton-fields of the South is annually appropriated to such uses. Every interest throughout the land — at the north and the south, in the east and west, in the interior, and on the Pacific as well as the At- lantic coast — receives from it active and material aid. It promotes essentially the agricultural interests in those States where cotton is not produced. It is the main source of the prosperity of the mechanic, the artisan, and other laboring classes, as well as that of the merchant and manufacturer, in every section- of the Union. Ever3^where it has laid, broad, and deep, and permanent, the foundations of the wealth and strength of the United States, and of their independence of foreign nations. More than anything else has this product made other nations, even the most powerful, dependent on the '^ United States of Amer- ica." More than any other article, nay, more than all of other agri- cultural products united, has cotton advanced the navigating and com- mercial interests of the eastern Atlantic States, and of the wdiole Union. It, more than any other agricultural product, has cherished and sus- tained those interests, not merely by its direct contributions, but by aw^akening commerce in other countries, from which they have received profitable employment. Neither the wdi ale-fisheries nor the mackerel and cod-fisheries have been of the same importance and value to those interests as the annual cotton crop of the United States (since the war of 1812) has been for its transportation coastwise, and exportation to foreign countries. Like the light and heat of the sun, the genial effects of this inestimable blessing, which Providence hath bestowed upon this fiivored people, reach every portion of the land. They extend to every cit}^ and town, and village, and hamlet, and farm-house — to the ship, to the steamboat, to the carral- barge, and to the railroad. Throughout the length and breadth of this vast empire, there is not a tenement in which manufactures of this product are not found. In the sacred temples, in the halls of justice and of legislation, in the count- ing-house, in the workshop, in the stately mansions of the rich and lowdy dwellings of the poor, wheresoever man resorts, may they be seen. Cotton is found in the silken tapestries and decorations of the fashionable parlor, and it contributes more to various articles in less costly furnished apartments. It is used in the luxurious couch of the affluent, and in the pallet of the indigent. Every trade, calling, occu- pation, profession, and interest— all classes, in all seasons, and at all times—in the United States, need and use manufactures of cotton, in habiliments for the person and otherwise, in waj^s as various as their wants. The editor in his gazette, the author in his book, the lawyer in his brief, and all in their correspondence, use paper made from cotton. And not only have cotton and manufactures from it entered into and become indispensable to the convenience and comforts of the people o'i the United States— not only has this boon irom the Giver of all good to less than a third of the States of the Union been the primary and copious fountain from which has flowed the chief portion of the vast aggregated wealth of the confederacy— -not^ onl^^ has it, for at least COLONIAL AND LAKE TRADE- 755 forty-seven years, done more than all else to enable us to attain our present advanced position as a commercial people, equalled but by one nation,— but, unless it is forbidden by a greater than earthly power we shall ere long, chiefly by the increase of the cotton croj)^ hold suprem- acy over her. The aggregate of our ex'portations of raw cotton since 1821, including that year, is upwards of one thousand five hundred and thirty-nine millions of dollars, according to the Treasury returns ; and whenever the increased wants of foreign countries require an increased supply, the quantity of at least one thousand and three hundred mil- lions of pounds, which hereafter will probably be produced annually for foreign and home consumption, can be augmented to meet the full demand, and still further increased for many successive years. We possess the resources in land and labor to supply the whole world ; and, after retaining all that is required for our own consumption, it may be anticipated that hereafter, whilst we are blessed with peace and fair crops and prices, our annual exrporta.tions will not be less in value than one hundred millions of dollars. With this we can in a few years extinguish our foreign debt, both public and private, and amply supply ourselves with all the necessaries, comforts, conveniences, and luxuries of other countries which we do not yet produce cheaply or in abun- dance. There are other important results of the cotton crop of the United States deserving notice. There is one that must suggest and commend itself to all acquainted with the subject, and especially to the wise and intelligent statesman who looks beyond the generation in which he lives, and above the atmosphere of party, upon which comment is omitted in this paper, lest the restrictions referred to in the first para- graph might be considered by some as violated. But there are two influences of this product (both moral and po- litical, rather than pecuniary) which should not be overlooked. The first relates to our own country exclusively, the second to its position with other nations. The influence of the various " cotton interests " in every section of the confederacy in strengthening the bonds and bands of that federal union of the thirty-one States which constitutes our strength, and glory, and pride— -its power in insuring the maintenance of the federal com- pact inviolate, and the maintenance of the laws of the land enacted under it — that influence which unites the promptings and also the re- straints of self-interest with those of patriot is7n — is neither light nor tran- sient. It is potent and permanent. Cogent and satisfying to every true American are its teachings that no '* section '' of this confederacy is the rival of an}'^ other '^ section," except in patriotic efforts to ad- vance the welfare of their common country. Their natural, and right- ful, and legitimate interests do not clash ; and all are best promoted by aiding, sustaining, supporting, and cherishing each other. If any would maintain the ftdse doctrine that a ^' section" or even a single State, may justly have its equality reduced, its rights and interests disregarded and broken down, or that the local interests of one section maybe pro- moted at the expense of any other of inferior numerical strength ; and if, unrestrained by the federative compact, they should attempt the enforce- ment of such principles^r— when the time comes for practical action, the 756 Andrews' report on conservative influences above adverted to, in all sections, may be relied upon for the administration of a rebuke which, though it fails to con- vince the misguided of their error, will not be the less withering in its effects upon them, or the less powerful in upholding right and in the preservation of concord and union. With respect to foreign nations, it cannot be denied that by means of our cotton crop we have contributed to the necessities and wants of millions of the people of other lands ; we have created employment for their manufacturing laborers ; we have done much to ameliorate the con- dition and alleviate the sufferings of all the oppressed and impoverished working classes of the old countries, and added to the sum of human comfort and happiness more than . any other people within the last half century. And it has not been a theoretic principal, a transcendental abstraction, or a Utopian scheme of '^ liberty, equality, and fraternity" — a cheat, like '*^ Dead-sea fruits, that turn to ashes on the lips"— that we have bestowed upon them ; but actual, practical, real, tangible, sub- stantial comforts, apparent to the corporeal senses. And, still more, by it we have been given effective means of check and restraint, and, if need be, of coercion too, as to the governments of those nations who have become, and must continue to be, dependent upon the southern States of this confederacy for the supply of cotton wherewith to provide employment for millions of their working men, women, and children, and wherewith to obtain raiment for all classes — idle and laboring, rich and poor. The necessity for such supply, and the dependence upon the United States for it, is valuable surety for '' the peace and good behavior" of those governments towards this country, and towards all others, in "the peace of God ;" and it is also some guaranty against outrage or oppresssion in their own household. The true policy of this confederacy, dictated alike by interest and by duty, is to cultivate friendly relations with every other people. All that we enjoy we hold from the bounty of the great Ruler of nations and to fulfil his all-wise purposes. Those who suppose our high mis- sion is inconsistent with the sacred precept, ''on earth peace, good will towards men," are in error. Insults may be repelled, wrongs redressed, and justice executed, without violating this rule. Until the people of these confederated sovereignties cease to deserve the blessings of civil and religious freedom, the federal government cannot be transformed into a consolidated mihtary republic, which may, when incited by lust of conquest, wield its mighty power to ravage, despoil, conquer, or sub- jugate other nations. An illustrious chief magistrate years since pro- claimed that '' a fixed determination to give no just cause of offence to other nations" was a cardinal rule in the administration of the federal government; and he also said that ''with this determination to give no offence is associated a resolution, equally decided, to submit to none." lUiberality, displays of hostility, and officious intermeddling in our affairs, may engender ill feelings, and provoke to recrimination and retaliation, and cause collisions ; but in their career to the consummation of the high destiny awaiting the American people, if they do not forfeit it by misconduct, they should rigidly adhere to the rule just quoted, and to the other injunction by the same high authority — to "ask for nothing that IS not clearly right, and submit to nothing that is wrong." COLONIAL AND LAKE TRADE. 757 t-G^OLOG^-^r^cocr 3 CO CD T-HOOiOO-^C^irHCOC 3 Oi 3 rHCs!00>OC7J<:?:)r-l'^l^ J ^=7^ cd COuTi'^Ju-StOGOO-'^ir- H Oi t> (TO O 00 t- O rH r~ ^ GO 05 -^GO CO CO rt r-( LO rH Ci "p =^ f-H H §^ '^ ^< ^ O SO CO '^ Qf J CO d ^ rH CO '* CO r-H i -^ O rH C^ G^? a ) i-O fe3 to CO O H -* G^ !>. CO CO ,-d o =^ ^ »o ~>-J Cj o^ T3 B o 00 O CO COCQ r-( • 1- o =^^ ■^ ^ o . lO f^O O t- CO c 3 '^ o . 00 ^=1^ '^d^ lO Oti _ Ci 3 00 G^ O rH r-i t— =^ O 00 00 ^ ce GO 00 Q O t- lO CO f-( l^ o QC o b l-- CQ ^ OJ }— T-l c: '^ Oi t- LC t- UOO '^ ' CO S O ' t-mco-^^ cfi CT d Qi to ^t; o JO >o r-( O H w G^r ^ O o fe r^ ^ o s s CO *C0Q0CT5 ^ > 00 d r^ ■^ . CO rHO ir- I-- a m ^ 00 . c- coo G\ T-H p4 +2 ^ s O M • LO T-H o > fH ^^5: • (X) T-H OS l^B -G^ GS! >| i-c, -^ !^ • g OTIJ ^ ^ l^ O rHCO J> CO 03 C^O CO ^ -^ 1-i ■?^| OO GS} ITS >J^ "^ ?>• ir ^^ "^ ''d^ 1-iO G^ -^ •^ S*o G^ t- COGS! in r-O ;_, ^m^ CO Q-1 lr~ S-^ § s y—i r-i H O -T^ . ^ cn ^ Q^. c^i CO a CO d ■> CO C '^ rHLO<=*»Or-,UOCOCOOC ) 00 Cd C^ UO r—i ■<^ T-i lO U- > "^ V( o o rH ^ LO r-, -^ !>. SI G^ CO r-i t- t- =S& Crj rH CO G^r OCOGSJCOOt-OOCC CD ^^' -^COGSJCOOCOUOCJC o coG^?c-'=*QO(X).-<'=T^c: CO 'xi o CD ^-( cTT-TcrTG^'^xo^orrar-^'t- CO til ^ lO CO CO T-H lO to •§8 c\? O O lO IlO p; ^ :^ O" 1-H 1 s o 01 T3 .2 05 I.I o '^ p^ fl cd |Z B g o o ^ §.2 §^ ^ •^ s ff ;^ 1^ a p^ c p: c 1 758 ANDREWS REPORT ON Statement of the value of cotton goods of foreign raamfacture exported during the year ending June 30, -1852. Exported to — Danish West Indies. ...... Hanse Towns England Scotland British Honduras , British West Indies British American colonies.. Canada France Cuba Porto Rico Hayti , Mexico Central America New Grenada , Venezuela Brazil Chili Peru China Africa South seas and Pacific ocean. Total FOREIGN COTTON GOODS EXPORTED. Printed & colored. $2,748 4,210 26,344 12,365 95 12,513 23,204 120,383 750 3,176 370 29,983 196,535 1,671 1,003 422 4,783 6,856 White & uncolored. 4,963 452,374 ^22,570 736 22,418 108,711 812 All other. Total value. 223,196 1,222 1,453 9,950 1,699 7,146 1,302 401,215 ^550 225 2,430 326 3,052 5,686 37,889 15,396 1,310 65,095 786 3,936 460 172 882 138,195 p,298 4,435 51,344 12,691 95 16,301 51,308 266,983 750 19,384 370 31,293 484,826 3,679 6,392 422 5,243 16,978 i,m 7,146 882 6,265 991,784 COLONIAL AND LAKE TRADE. 759 1? E fin C C5 lO CD '=^-' CD 'ci' 1— ) CO CO t- >0 Oi CO ooooo Cvi oo oo 7-1 r-H CO C0C0C'?C0OC0C0C0i>-C0-^C?3i>-O 1^1— (CDCOOt^ CO rHt— 00-^rHCOl^ t-CQCOr-liOCOGOt-asiOCOG^-^^ CO CO CM -•^ti CM CO •GO lO CD Oi o O lO £-00 O 00 00 rl ao 00 00 c? CO 'O CO lO (M G^J 00 00 CO lO CO rH ^-^(^^o^co~<:^^ O? GS! t- t- f-f (N CO c^ O GO "^ CO CO OJ r-( GO O^ O 00 rH CO CO 00 t-Tco CO CO CO lO 00 CO >n o? T-H CO "^ CTS rH 00 (^i t- OS ^ o CO t- r— i LO o -^ oTcrT CO c- lOOO CO CTl CO -^ T-H ^ OO C75 t-1 lO 00 GSJ 00 lO COG^J en CD o o ocTcT LO T-H OCM CM c- crfoT CM t- Oi CO ^ O I—i "m "^ ^ m O O 3 ^ ^ o ^ ^n^HP c! fl fl irj 4J +j CD rf ri O C3 a l^ w o 2 o^ .2 c^^ S cd c^'m •T^ w2 ^ ^ O ir!^^::! <: i ^ pj rf o O |I5 (5 c5 O (5 0 ^ cu^jd S^ O^ o o o o Pi d G S cd a> &-I ^H 0,0. PmP^OQCC 760 ANDREWS REPORT GN CD O 1— l' of T o H O O [^ o c« H O ;?; fl o o 0-* t- 00 to '^^ r-1 00 GO "=* t- rH "Tf^ to 00 O -^ C^ LO £- G^J O CO t-t-COCQGNlCOCOO ■^co 00 OS to o c^ cn r-H OOGS? -^ CO CO r-H 00 cn Ci 03 ccT 00 -a en -^ • CO GNi . CO <1; : CO "^ r-l • to CO 03 • OS rH to • i oo CO "CD o C^it-LOClCOOOCOGO^ t-C0C:iCO»^i— l-GOCOrH :^^ c .. ^ ^ cv, ^ 00 O CO rH O 1-H CDrH O0NiC0J^5 O CO Cvi O C^J '^ OcTiO '^^ rH^Cl t-TlO T-TcrTc^ro^t- T-^ rHOa5-<^i--? 00 • I— -^ 00 CO o CO LO to LO t- i-- OJ lO CO G^:> •coGr>jooooocoG- tH r-i n3 o Cm O J c E. a c a n 2 • ^ : c . < c J c 3l i?7 ! ^ : t I - • p ; < .* a I "^ . T I r 1 G I I 4 c i| 1 ? -r- _c a I ■p: a ,^ 1 c a _&■ 5- < )p: • r , 5- , a . ^ . t ' .1 • '^ : ^ 1 c >t7 ID i r 2< r1 3 a ; b J} K J • f: ' c • c :c • c : cp • 'c -p. :^^ ) c c GC 3 ) > i S 3 COLONIAL AND LAKE TRADE c 761 Specification of exports of foreign cotton mamfactures. i a o o 6 6 m 1 f m O ii .s 6 > o < CO o a, CD I 1821 1822 ^79,701 572,626 1,206,502 1,544,231 1,105,252 1,032,381 964,904 1,402,103 751,871 905,028 1,746,442 1,094,412 1,352,286 1,818,578 2,308,636 1,975,156 2,103,527 826,111 945,636 838.553 574^503 502,072 251,808 278,434 281,775 290,282 372,877 640,919 424,941 274,559 440,441 452,374 $320,302 341,371 520,506 608,068 705,339 682,407 495,188 406,623 302,435 475,171 973,774 782,356 710,193 788,031 1,193,391 666,871 352,591 246,312 233,927 183,468 127,228 110,069 33,998 90,381 162,599 357,047 83,715 .487,456 81,690 44,724 132,020 401,215 §6,532 8^817 24,767 8,474 9,412 34,862 63,413 46,736 27,656 58,325 70,254 29,026 134,229 66,403 87,089 78,176 86,756 29,768 34,082 53,030 198,996 208,193 $874,608 741,882 865,518 321,204 443,271 336,295 230,448 324,274 397,033 348,526 237,330 185,945 112,718 105,477 55,201 16,456 24,874 25,380 16,246 5,630 4,404 $1,581,143 1,664,696 1823 2,617,293 1824 2,481 ,977 1825 1826 1827 1828 1829 1830 1831 1832 1833 1834 1835 1836 1837 1838 1839 1840 1841 1842 1843* 1844 1845 1846 1847 1848 1849 1850 1851 3852 §46,311 74,462 46,788 44,988 42,222 57,104 57,015 62,775 45,937 43,649 33,994 16,689 41,360 14,746 12,916 13,632 15,943 4,429 4,881 4,325 2,455 1,780 $94,870 65,683 38,073 18,015 43,723 55,310 144,043 167,573 149,155 48,716 19,526 12,328 74,310 11,189 12,458 9,176 7,982 12,129 2,901 6,550 44,802 15,612 25,735 26,742 46,308 63,858 59,010 138,195 2,404,455 2,226,090 1,838,814 2,242,739 1,564,940 1,989,464 3,228,858 2,322,087 2,504,518 2,866,854 3,697,837 2,765,676 2,683,418 1,153,506 1,255,265 1,103,489 929,056 836,892 308 616 15 028 24,958 10,922 8,482 3,808 40,783 7,718 21,023 20,546 404 648 502,553 673,203 486 135 20,272 10,425 22,943 25,923 1,216,172 571,082 427 107 677,940 991,784 *Nine months. 762 Andrews' report on Domesiic manufactures of cotton exported from the United States. Years. Printed and colored. White. Twist, yarn, &c. Nankeens. Not speci- fied. TotaL 1826 ^68,884 §821,629 Pl,135 $8,903 $227,574 fjl, 138,125 1827 45,120 951,001 11,175 14,750 137,368 1,159,414 1828 76,012 887,628 12,570 5,149 28,873 1,010,232 1829 145,024 981,370 3,849 1,878 127,336 1,259,457 1830 61,800 964,196 24,744 1,093 266,350 1,318,183 1831 96,931 947,932 ■ 17,221 2,397 61,832 1,126,313 1832 104,870 1,052,891 12,618 341 58,854 1,229,574 1833 421,721 1,802,116 104,335 2,054 202,291 2,532,517 1834 188,619 1,756,136 88,376 1,061 51,802 2,085,994 1835 397,412 2,355,202 97,808 400 7,859 2,858,681 1836 256,625 1,950,795 32,765 637 14,912 2,255,734 1837 549,801 2,043,115 61,702 1,815 175,040 2,831,473 1838 252,044 3,250,130 168,021 6,017 82,543 3,758,755 1839 412,661 2,525,301 17,465 1,492 18,114 2,975,033 1840 398,977 2,925,257 31,445 1,200 192,728 3,549,607 1841 450 , 503 2,324,839 2,297,964 43 , 503 303,701 3,122,546 1842 385,040 37,325 250,301 2,970,690 1843* . . .Sn.S 415 2 575 049 57,312 232,774 3,223,550 1844 . . . 385 403 2 298,800 44,421 170,156 2,898,870 1845 516,243 2,343,104 14,379 1,174,038 280,164 4,327,928 1846 380,549 1,978,331 81,813 848,989 255,799 3,545,481 1847 281,320 3,345,902 108,132 8,794 338,375 4,082,523 1848 351,169 4,866,559 170,633 2,365 327,479 5,718,205 1849 466,574 3,955,117 92,555 3,203 415,680 4,933,129 1850 606 6*^1 3,774,407 5 571,576 17 405 335,981 625,808 571,638 4,734,424 1851 1 006 56] 37,260 7,241,205 7,672,151 1852 926,404 6,139,391 34,718 NOTE.- as above. *Nine months. -Previous to 1826 the published treasury statements do not specify these export© COLONIAL AND LAKE TRADE. 763 ■^<35000lCOT-^C5CCO^-Or/)cqcOO--HT-J-,-i^-t<(?10COi~--«3CO'THT-0 'i' t-T-l-rHGOt-xMlOlOTilCOOOiOC^ l^<:0h-10C0C0OCi05051CT-i«505SC:tOC^ ■O CC OV) ^ b- lO — ' «— t— fM Ol O CO -^ C5 CO ^< T-l 1-1 CO 03 OD C3i -^ t- 4i — -~ - -^ ■ — COlOCOt— oio^coco-r-ii-!Ocy5ioooo)t-t-orco"TO~CO~<>fco"^ rHC0OTtlC0CSJt^C0QCb-'^^O-^T:HOOC0C0'-}t--l0b-''-HOb-t— Ti^T-JO OjC0C5C5b-C-1'^«O«Oh— COO-lC3t~>COC5-^COO'T--<-'-^C5»0 10 05t--OCjO-^ 100000t-t-Ci-rtHC!Oi:OCOl--CM«OlOC»OOOXOT-(t-rHC^JOOOGOt--i-IOOOO co"i'd~Hri:0'OT-<10 05 0COO^Cr5'--<<^005T--ir--)OC«JO C50lOT-lC503050C3^t-C»005000cftt-.QOCCt^t-t-^C»OOb-t-"iO-^ri*Ti< lOl^^^^lOC5coolO^-o(»05COT^^co. oiQOior^-osc^t-CiKsiociioocooc- 'OcrjrHicoib-crscoocococDco-^iO'yiJcs-^cocotocoeoc^iiocD-rttQOc^^:?'!': C^COOJ-*^0 COCOC7iO;iO^Xi<«0'*dl0 10t- »^10«5T-«COQOCO(3s <>-|C0l0 0000C0t^^O«0-rHC0-*t— -rHCO-^lOOCDCO^lOOiOh- COlO-1t--T--iT-ICN<;OCOO:>'^CilOC»040COOS«OCSTtl c»"-rH'~art:-rcrco'~o-i"c:r'r{<"b-rcr-^K^id'c»"c5"id"co~T4~o:rT^^ C5T1^coococo^--'--^^-r^o■^^^)OlOcoc500(^^^--c^■lC^■>-^C5lO(^l^--coo>lOo•coo ooot-t-c;t-t-t-ot-cot-cftt-ooioiococoo>fr-r-r-rT-r «OCS(yi'-'050iCOOOiK:i-rt<'jDOOTHO--JTH''-0cocoasioci(:riT-HOc:^i005t--ooo:>T-ii--Oio^t>JO-"jcoG5COCoo-^io<^^lr:!C0t--■ coocol^o^--«^T-^(35coc500l-«■(^^c:^-05Ci050lO<^ocolOoococri7--lC5(^5o•^--^co O0^C0r-^T-^T}^0D^0C:)TH^-r^eC>C0t-10<^1C^1— l<^«OCOOTi^lO«OQO■r-(OOCOT-^ a^cc^(^^c^(^fw~■^"c<^o"(^^"TJ~-r:f^cc^c^T!^<^^^-^co~ld"o^'o^ld"c^ -rH cfs 050«0l0i— ic<)CO(X>OCO«OI— TlHSOOSt-'OOcrKM-^lOI^'^lOCTiySCOOiOOOitMCO C^lT-tCf5t-(?l-r-(ThlC^OT--l'*Oi^lOCOOOS«C'03-rHI>.COlr-t>>CO«?-rHT-(CN0 10 00 ■rfr)o"Tjrid"-5jr-ir^"-^"o"w"crT^"io"^"rjrco"o^"co'«o"o"t-rt-ro5"«o" ^J9. T-l tH THO-T-rH-pHl-lT-f b-(^^lOc^^lOOootoo'*t--T-lGG(^}■^-lo05C500«o^-•b-eoco«o■r--ltOT{^c^^b-^-Ci colO^-•-'05^-OGOc^«ol00505(^^«5lo<^^^- CO-*Oi050^XhC;COOOi:^>COTHC^COt-<>100T-i'OTHCOt--*TlH05000CC0100iO T^^co"o"oTld'^-^cc^o"^«o'to"<^l"r^"c^c^co"o^rJ~o'c^Tc^l^-^ld'cd^o -jco-*^oc't^ -^i1l0000005CfcCO«DJOOSOT-Ht-.-r-JC^iOCOt— ^OiOOiOi-lTHlO«OCOlO<»T-l-<^ c^^oo<^^o«iD<^^b-co-p-lt^■^ 5:>C^f^OCTC:>TtOC505t->t-05 0-'1C0CS)OrH(NiO0^C^ cr-'"^«0~0~ld~CO~(M Crs ld">d"o COlOtMC^COOOOb-OsOOtM-rH-rttT-IOSTH •?JIC-lCOiOrH^T-^Old-<:*^COCOC^Oa«OCOt- lOCOTf^^c^^lOOT^-^-cO(^^<^'^oc»T^^^oco^-co<5^«£coJOT-Ha;^co--|«o ^--^oxs^o^ooocO'*lC«:lC^^-•r-<^05<^JG-^lO(^^coco»o■I-lOt-t--^05coo5COOi <-rT}ro"T-reo")d~o^"cCOCOCOOOOOlGCJ<;5 lOc^■^lO^^-ocscolOOoocolOC5COt-ri^-5T^ooo5C50iO•r ""' -^ ' ^"' ' cot-">*b-Ttt-?C>iOCOT-ieOb- . --. ._ ..^ .. -l^locoo^-oocoooaoo5 «5ooicooob-cooooJicoiot--pHiocoir5cooocoo^ccio:)C^-Tiifc-ico5T- coo ^c:)OTt>oCiO(yjco -ICO^t010OC3-T-H 0t-O-^C0Ol000Q0<«-*i00^Ti1OG0<^ oococ «OlOG Tj<6565cfl»ooio^MOco«ot^cbTHc3T^C5c6oo-^io«o-^ MC^rHTHC0C^C?^.t-t--OTtHCOOt^'^'*COC3S- H-'^^tSlOtOCOCMlOOCiT t-Cn)G0t-10OTH0qoC0(>lt--^0qc0C0i000t- 100qO00OC0 00C>C000OC0OrH00C0r-lO0sOt-l£005«0C0 0tiTHTj1t-THTH^ 5^ ^t^<35O0-"l(^T-lOl:^-*C0 00THT}C0'*OO 100^COCOt-icMQOCC100CO«OCOt}1COtHosOCOCOi0 10 C5 o t-oi T-* 00 )0 0 TtCO500T-l05 1O05t-05ePi— lOCiCOT-i(MO«Ob-cO(MOlOCO'rH THOOC^OKlT-(t-OTHt^'*T-IOt---*C^O'.-lOO-!HaiO^Ot--OT-(THlCiT--iOOQO T4'7-H"oo"o"i-H"io"co"Tf~co"oq"co"o"co"c7r-^ij^-^''o3~crb-"co"b-r«c"^^ r-J^T-lTHC^T-HCqCOTHT-ICOCOCOO:)lOOTt<(Mt-COOO^ 0 0 o «o lo 00 1— CO c-T Tf< tc on o *" ' '" 3 0C*COb-COC5-T^CS10COCOCC^C^GO- " ^ ^ - , ^. ^ t- Ci Tff OOOCO^OCMOOODtr-T-tCOCO -(^OOCOCOlOCOt-C ^t-lO^CiOOt— t— lOCOO^OODt-t^CTiC-IOb- HOOTf^cDCO'^COCOCOCOOq'^OirO^OiCil^-C^OOCN-^v--. . . ^^ <- .^J T-^ .1 0 00i0rtl'*OO0tiC0OOt>.C^C0<»t-00t-C5OC0T-(C0C0rHC0C0K »s^ Si lCb»COOOO^^OK:i'*»0<^lC«C'1COt--COCq^TH10'^10C5WOCr><>lClTMC3 0t-t-.-rHCOCr>C005^COCDOOiO':r50C^t:-»OCOO'^a3 T}^cocOJO<^^OCT5COcoco^-^OlOri^^t^cOTHC5■p^lOcOT-^t--"*THO;)<^■^<:£:'COo^ ,-iT— ItOrtteOOTttTHC^t-OOOt-HCOCOOT-HO-^ T-l O CO lO CM "^ CO lO -^ 00 Cvj lO CO "X) CO O tH CO i£ lOCi"^G>OGOtMVO^(MTi-(O^G^T-tb-t-t^OO-;ir <^^c^"c^"o^"co"c^"<^^c^q"G^fc^"T!^"c^"T-H"^^"oq"(^fT-^' c - CO IC CO O CO N" O b 1 Ci lO H i-< ~"5 00i-0^C:> xJit-^O^rot-lOCOOOJO^OOOt-OiC^iOOOt-OCOCMlOCO^OOOOqTfiCO . . , . , -H T-^ a> CO ^O CO Oi t- iO CC] Oi GO '?f< '^ >;::> COCOOOt:-J>-OCOTHT?CO''0'^CqcOriMO iHC^COTHlOeOJ^COCiOT-JO^CO-^iOOt^GOOSOT- CM CC| OTCM 05 * 5$ t> s M ^ r>^ K t5 § ^ "^ <^ CO fe t^ s 8 D-( O O cii xn ft) 0) ri ^ ;3 O -^ Q T-H-^rMOiOr-l'^OOQOC^aOCDrHait-.OOtOT— I C0Cr3iO0?C0t-0000r-rS'-H COrH crs CO CO '^ o O CT3 lO CT O lO CO O Oi CO COG^ lO CO GO O O O ^ Oi r-H O O '^ oi lO en* cTs CO --H rH t- CO »0 "^ OS 00 CO CO O CO 00 05 o CO o o-: o CD T-i G^} ir- O CO '^ G^J O OJ en en en GO ooo -rH rH O? CO (T* '^ CO 00 CO rH UO '^ "^ GO cooo o (^ o coo CO CO CO CM CO t- cn»^i^coT-H'^t^ooo'^oorHt^cx)t-cococn 00Lf:)C^'^C0U7C0J>-O00'=:t>CnOCO'*-^COrHrHlr^C:)r-)t-H irT'^ocTarirrt-^co'crcrroo'-^crio^arco^LO co go t-lT-'^d^-^lOOOCsfrHaiQOOOCOrHt-OOt-lOO OrHcr^criCoa300<:ni>-t-oocMcoo c£^oc^•^'^^-^G^^!r-^-=*'•x"uo^lr^oo"r-^l^o^^-^(^rf(x^c^ rHrHGNjrHrH»-Hr-lrH'Hr-HrHG^GN!COC^(^C^CO T-lTt?OOOJO rHCOCOvOCnCDQOOOCnCOCOCO-^tCCOOiOOO COCncOGOCJlCOCOrHt-O'^QOOOO'^OCOt— I •^ OTCO^C^TcT'Tj^^Crr-ro^CCrC^CO^OCrccr-^CSJ T-ToO OOrHt— Ir-WOCnCO-^CO-^OG^JOGOOOi'"*'^ OT'^tit-O'^cooi-^corHiocnaicocMcor-.cn 'Tt^cocO'^T-Hcn'^c^c^oo-^ococncnco-^oo coG^jcocooooo'^asco-rj^i— CT)Cocnt-ooc\jco QOrHQOGOrHOrHrHQO-HCnvO'^CnQO'^rHlO OrHOrHrHlOt^t^OOt^Cni— 00CO"^r^000O COJr-00CvJ cooocoG-UOOOUOG^-^GSJ^iOOOiOGCnirHi:^-rt cocnrHooG^ooot^-cocoo^it^uo'^-'^rHioco COLOrHt-.ir--rtil-^Cni-<-c}io»ot--lO»Oir-CiCrjCDrHCv!00t-r-ia5CnCO 3a:'^Ot-'^OCO'DHrH'=:t<->^lO(7?C£5t-GO 5cr^t^'=ticro£-ot-cocc^t- lOLOOOa^iTOOOcOCSIOOOOiOC^J-^'^CO OiOOcocQicocrioocvjcoooooioi—io 3-^t— aiiooo^ooot-'=*cr50i-0'-H aDOOaDOOGOGOOOGOCOOOOOOOa300GO(X)COa) 49 770 ANDREWS REPORT ON Statement exJiihitiiig the value of exjyorts from and impo7'ts into the 'port of Charleston^ anmiallij ^ from 1834 to 1851, inclusive — direct trade* Value of exports. Years ending — Domestic pro- duce, &c. Foreign mer- chandise. Total. Value of im- ports. Sent 30, 1834 $11,119,565 11,224,298 13,482,757 11,135,623 11,007,441 10,301,127 9,956,163 7,970,899 7,477,340 7,733,780 7,393,134 8,856,471 6,804,313 10,388,915 8,027,485 9,672,606 11,419,290 15,301,648 §88,213 113,718 201,619 81,169 24,679 66,604 55,753 31,892 17,324 6,657 3,697 5,878 18,942 3,371 pi, 207, 778 11,338,016 13,684,376 11,216,792 11,032,120 10,367,731 10,011,916 8,002,791 7,494,664 7,740,437 7,396,831 8,862,349 6,823,255 10,392,286 8,027,485 9,673,907 11,420,198 15,301,648 JU, 787, 267 1,891,805 1835 1836 2,801,211 1837 2,510,860 2,318,791 3,084,328 2,058,561 1838 1839 1840 1841 1,553,713 1842 1,357,617 1843 1,294,389 1844 1,131,127 1845 1,142,818 1846 902,427 1847 1,588,750 1848 1,481,236 1849 1,301 908 1,475,695 1850 1,933,785 1851 2,081,312 Note. — It is a matter of great regret that the application for full statements of the trade and commerce of the flourishing city of Savannah was not received in time for this report. Statement of the receipts into the treasury on account of duties collected at the ])orts of Boston^ New YorJc, Fhiladelphia^ and Baltimore^ from 1835 to the 30th of June, 1852, inclusive. Years. 1835.. 1836.. 1837.. 1838.. 1839.. 1840.. 1841.. 1842.. 1843.. 1844.. 1845.. 1846.. 1847., 1848.. 1849.. 1850. 1851., 1852. Boston. $2,612, '2,236, 1,328, 2,239 2,162; 1,820, ■2,307, 2,789 1,311 4,411 4,676, 4,844, 4,098, 5,033, 4,380 6,177 6,520 6,250 486 041 863 554 055 173 848 798 225 372 157 129 226 772 346 970 973 588 New York. Philadelphia. $11,597 13,424 9,679, 8,941, 14,475 7,167, 8,418, 11,273, 4,072 16,792 17,255 16,975 15,524, 20,128, 18,377, 24,952, 31,754. 28,772, 466 90 717 87 756 05 208 80 995 91 968 53 588 60 499 91 296 44 679 41 308 60 972 34 014 27 726 89 814 24 977 02 964 26 558 75 $2,159, 2,637, 1,162, 1,882, 2,326, 1,553, 1,367, 1,659, 559, 2,255, 2,361, 2,136, 1,978, 2,979, 2,329, 3,122, 3,783, 3,715, 111 30 796 28 610 66 613 06 384 71 373 07 259 08 125 67 649 65 860 77 325 72 754 70 430 99 931 31 553 66 660 40 787 32 126 21 Baltimore. $666,937 61 1,127,989 62 704,247 62 1,111,741 85 1,166,548 64 700,315 88 616,025 72 610,880 21 228,367 41 603,574 65 696,724 61 674,548 22 600,497 34 771,708 06 649,402 42 1,004,961 32 1.047,278 67 1,063,530 75 COLONIAL AND LAKE TRADE. 771 ■''^ ^ ^ r g ■ c>- ^ ^ ^ pH <;:> ^ ^ 00 ^ -H tr ?^ O 5S CO C\? (X) ^2S rH ^ ^< ^ •Si o ^ r>? ;^ ^^ ^ ;:^ ^ Sf ^ OS ^ ss^ ^ '^ T^ s:f ^. ^ •;i^ ?S ?s ^ '^ S^ ^ 0 O' c:/^ 0 'JO pq ■g >^ ^ ^ ^ e ^ ri H o rt fy o GO 00 00 i>- 00 O 00 -^ "'f CO •=* Ci CO O O to Oi CO • CD'=*»0':0-^»0^'*J:-''^T-HC>it-e:>'^»OCOLO • •c:)r~(Cocor— (cocou;i>oa;>ooor-HoaoooooGO Cr5C^-^UOOO^-HCO»JOO'^l>'OOCOCOCO«OCOOOC^tOtO'^CDCT3t^ OOCOCOC^!C-'rHCOCOG^aOl-~-CT5UOOOCQCOCOQOtOOOC^l--t^iOrH co-^o^cv:)COOo»oo-^'X>G^GOiocococoLoaicnGO"^corHaoc^ CrTco'l-- (tTcO CO t^ QcTcO^-^ ■^(MG0O>Or-IC0-<^000000L0 0?i-H00CS> cooirHCMi— (c^»ot-oocriC'i-H ^T-HrH^-^rHr^T-H^^r-^?-^(:^^G^rH(:^lG^C^^C^^rHCs!C0C0C0'*'=*^'=i^»O OOOrH-'^U^Ot-Oa^COt-COCvlOCOOC^t- i>-U'0 00'^''C0^OC0rH^Cr5COlr-C^C>?^Q0rH OpHC0l0(7J'*»J0i>-t-0:)00rHrHr-ICrsCr5t-ai cs—'Oitococot-coG^tooir^-^oocooot-coi— uO'--^a:lC^^c:)ai j^-iOrHc^ji-oc^'— |'^co(:^J0O'*'— lc^Jcoooai^-iaiuoo-^oo»oco sOOlOOOOr-i'^^QOiOCOr-fOOCDCQCOr-HXOUOT-HOt^t-'COQOCTJO '^co^'^co'io t-^oTt-- a^zo co"»o a)C^c— I CTi O cr: 00 CT) CQ CO 00 T— I -^ CO G^ CO !?0 -=* Ol • •••••• • CO "^ »o t^ -^ iO CO i:^ 00 ^ o c^ CO CM 00 o o:> 0:1 ••'••• I • ^r-rr-ri-rr-rcTr-rr-r U000^1:^COG^C\?CO'^QOGOOCOOrH->*UO»-HCOrHC75'rt(iOt--CT5t- UOOSOJCMtOrH'^r-C^OCOi— lOCOOOUOGOaJOOCn-^rHt-OOr- i t-t-lOOOCOCO-^Oi— ll:^Oa5 00"^iOCOOOCO'^-^'<*CMCOrHCOOO ■^"^^iHU'O-'^'^aif— iCiOOtOCOCOJr^rHCOCOQOCOC?!'— lOit-COCOOOiO CS!GNlG^C0i0i0C0-*inC0t--=:t^00OOOC0O^t- T-i 1— ( T— ( rH GSJ C^J G^ •t-"-oo^ocMco(Noooaio I— I rH tH t-H i—i CM rH Cr? COOrHCOG^OOrHGSJiOGO'^COO'^COOOOCOir^t^COCOOOOrHCO cOlOi— ICnCOOlOr-iaJlOrHOOl-COir-rHG^JCO'^OOOt^lOrHOa^ i:--=:t<00lOGSll:-l— OG^a5C rH ^t- crcrcrraracrcrroo"crco^ COt-Ht— IrHOrHCO'^J^U'OlOCOOOCOOOCrsCMCiCrxSlCDCOr-lCO'^COCO rHi-HrHrHrHrHrHrHi— IrHi-HrHrHrHrHGNjrHrHrHC-JCMCMCMCMCvJCM CO'^OiCOl'-UO^O^CrsLf^C^THCOCOOOt-t^OO C010t->O^C0C0rH'^L0t-OrHC:>Cri00C0G0 t-t^t-c^t-ooooooo^ooc^ooasooocnGo COt-OOOiOr-HCMCO'^^LOCOt^QOaiOt— iCMCO'^UOCOt^OOOSOrH C^^(M(MO?COCOCOCOCOCOCOOOCOCO-=:f^•^^'*'=*^■^•^^^■^■^UDlO OOOOOOOOOOOOOOOOOOQOOOGOOOOOOOGOOOGOOOOOOOCOQOOOOOOO 772 ANBREWS REPORT ON 55 I ^ i^ to S^OO c^^ n ^ ^ ■i-) *i^ ;-^ r^^ V> • SP^ g « •^^ ^ ':t; «: ^■^ ■^ •Ki f<2 *o " K »< S ^ ^ hV >. ,^ ^ i>H ^J3 ^ ^ l:^^'Xl'=*co'^t-oco(:^?coo1—^^'^oo^QOc^500»r5lnoo(^oooco cr5o^-ooot^ooocriCOl^oa5C?i'~^coa:^-l7-^oD1— (t--coa^ococr) •OQOiOG^iOGOiLOOOt-i— (irOX>CMQOOOO— i(X)-=f ;CrjOGSJC^t0rHa5OCrsT-irHOi-lt-00C^i— (CO JOOCOCOOOOOt^r- lT-HOO--lCOtDCnOOi-HOO«Or-'^c^coioo:ioait-(?^cot-(:r^(^T-Hiocc>cQ'*u:icoa5Cooo(ro T-H rHrH r-tr- (r-lr-i rH — rHG^ CM COiTO^ -^ C^ '^ -^ C\! I— f CO '^ CO T-H (M T-l ^ lO (7? O O t- t^cocQ<:Mt-'-ic:500t-t-CTcococMc?5"^co<:M ' • ; • • • • ♦'=T'^cD^-coou:l■>*lOl:M»o^lOc^io:>T— icM'^f • • »...,. rH rH r-i u:it^-a:>cr5r-Ht^oocr:i>-cocQt^t^oGOuoa5^o(7?c^coQOOoaj ooooi-H-^criOioaiCOcococo<:7ia500c:)cocMC?"^'''^-^ uOOCD-^CMOlCMOOCOtOT-HQO'^OOCOcT-.r-fCrj QOODCOr-U^-iOr-HCMCOt-COUOCO^-^OOOOt-- ; • ; • ; ; ; •'=:J^'=fCOCOCOir5UOiOiu'5CM»0»OiOOO:)G^iCMiO T-H T— ( I— I T-H CMOO-^COiOT-HOMO'*COOOCOCOCOCrjtOOCOCX)-^CX)Cr5Crii— iCMOS CDCM-^'=t*cocMaio:icoc.ococooco^i--»ocfjcoa^aiO'— I'— It— ic>? C^•<:t'COCOUO^>••^COC75GN!T-^C^JC7:CO^HlOa:ll^-aiO■^^OCMt^OOG^^ CO c^^ G^ uo o »o GO o? CM oT'^i^co i:^c^^co^G^(^^t-4^T-^"r-^<:r^lr^l-H'a^cc^cr^ CDcoocDT-fCMr-icocooot--^cccstooo^aiC'jt^-^a2cr3C7iCoo^cn) CMG>^C^CMCMCMO-'JC^CMCMG^gMCMC^iC>JCMCMCMCOCOCO'^'^»OLQt— rH CO CTi O O CT) t- rH t- f— < C7i C^ !>• to 1-H CO OJ 00 rH CM t-- CTi O CO CO 00 C\l O 00 C^ CO t- iO CO t^ UO ;;;;;;• • O OJ O 00 c3^ rH O O O 00 CM rH C^J ^ CO iO CO CO r—tr-H r-i r-i r-* j—^ i—i i-Ht— Ir— IrHrHi-HrHrH cocMooocr)rHt^cnoc^cot-ot^cocn>cooo'Coio»^uocDr— icn J:^CMCOLOG^^-G^ocococ:)>iO•t^ co'crTi^-^arco^co^crrr-r'^co' S;'!£5]SI^£:::^'^'~^"^'^'^'^"^'^'~'|^'-'^|^^o^"^cor-ico»o CMG\JCMGslC>JCMCNtCOCOCOCOCOCO'^'=J<-^'^CM'^'^^^COi>'t^O'5 )-rsOOiO(X)COCflCOO-rJ^iOCMOOOO'^C5G^?00 C0 01'OC0a5CM!>-00C0 '=Tocor-ooa50rH CMC^?C-?G^?C000C0C0C0C0C0C0C0C0'^'=*|•^^^•^•«^•^'^'^'>^LO>O 00GOQOGOGO00000000GO000000GOOD00C3000000000000000QOCO COLONIAL AND LAKE TRADE. 773 V ■^^ ^1 ^00 ?e 00 r«< < ^ g ^ ^ r^ <^ YA ^ ^-> ^ i^ ^ M ^ ht !:S ^ ^ ^ K:e ^ I o O 1 H oiocr^coastct-t-t-cocncncocTjGOcooc^t-Qoajcooot-QO^ a:llOc3^<^G^^^oo■^c^^^-^^oocJ^(^(:^JC'i^'^>•>o^■^^QOC^r-^^- ^^t^Co!obt-l:-c^^^«2^t-OOOOt--?t^t-l:-OO^cJ5C^rH-^ 6 io 00 U^ CO (TO O lO lO CQ t- "O O (71 00 t- CO t- CO COCOCOCOCO^-^'^-^C^^-^^iJ^^^'*^ 'T2 1 O Eh ■^CQO'^toaDo:iO"^fo-^iO(roco(^0"^"-oo'X) t-^OcToO^CO t^OrHO'JCOOO'^r-IOOr-Jt^Crs^t-CriT— IOOaiCT>C^O?(T> cD^-^t-t-ooooojoot-oocnfOOr-Hooc^cTi^ooasooco.-H'^coio i I t I I '. ' '. IrH(:ot-oooorH^ooiotot-oooi-*'^er>i>.i-f -:^ r-( O CO (7? CO ^ CJl <^ UO '^t' C0 CO lO to (-5 s o fa 13 o iO^-OUOOCDr-^OOCr)UOa5-^OOrHOCQG^C3^t^t-'t--OOOOUOG^Ji— I -^a:)OOC^t-(7jcot-cooo'=*ooo?ao'^CQrHa5GN?ooc^irHr-iO'^uo 4o00CO00i0r-HC0(?^C7lC0G^i0C0C0C0t-00C0aiCOC??GS!OC0O '^>^u^-^-?^t-"^c^'^o-^oooocO'-Ha5CoiO(X)(7Ji>'Uooi>-ooo i-HC7^r-Hr-Hi— IrH r— irH t-H r-i COC^^JG^COCO 6 I I I I I ^ I *t-rHoooocooico^oo'^cncot-co-^asoco • en t' ir- OD lO t^ 00 CO OS CO uo CO -^ uo CO t- 1:~- i>- o O Eh COt^O(Ts?l^COi-HCOt-CDCO— ^i—lCOCOOOt^VOOOiOiOOOVOOOi— (Oi CJ^OG^COOC^t-COOr-iOOCOCOOC^CTlxOO?COCOOC7^0a5COtO ^OfOCvJOOOCOCO^OOCOOT-*iOG^OCMiOt-OGSJCOrHC-COJOO'iOO'^G-(::^Jco-^uolOt- O CO t~- C75 >jO Ir- Oi t^ C:> CO $>• t- »jO 00 CO 00 00 t— w d < T3 CD Q 72 1 ^COOii— IcnOCOCTir-lQOOkOiuOOOOOi— IGOCOOrHCT^OOCQCOCO ^iOrH'=d^»ri'^(^CDT— iQ0t--00C:)i--<00OOt--L0t^J:^C0J>-C^t--(^ -^t-OOOOCrir-lt-]-H'^OCOrHO^CO(^GS?G\?iOCO(^JG\lC75QOCOGS!rH 05001— lC^?f^^lOcoc^5col■-o:l»oco-*c^^'^LOrHocot-t-^-co^-^c^i cococoococo'^'?t^'^io^^ocoi:--i:^co"^t--cot-c:)i:^a30oc:> 6 c:^! 00 C^ -^ "^ 1^0 CO O 00 r-( -^ rH t^ O C^ O C?i c— . cot— it^'T^oocrot~-c7iCN!-^cn-^t^co^coouo |Cv2C0C^CMGNlCOCOC0C0Gs!00C0C0'^COCO(rOCO CD o Eh ooLooc^cnc?oo'^t-i:-i-H-^c^ii>--a5r-fOococoG^ioc75J— COOUOGSJOCOCOrH-^t-OOOCJiOOt-t-CTS'— lOi-^-'^t-t-CMOt- UOt-CO(^0(^G\?t-COr-lrHCOO:>QO^Cr5C^'=:^t-C^OOCOt-GOOCO rH^Ot-CQr-H^i:-'ci^OOCnCS!'*COiOOOOG^COt-QOr-HCTiCOOt- oot-oocot-t-cococococot-t-ojir-oooO'^t-t-t-ocriT-HOr-i i G^ 00 OS 1:0 -^ CO CO GO CO '-I CO CO CO UO O r-H CQ ^ * •CO^G^'^t-'iOtOG^iCDC-ll-'^-^COCJ^jCQuOO ••••••• 1 CO CO CO CO CO -^ CO '=:*' CO GS? CO CO CO '^^ CO '^ CO "^ CD cot-^o6c50r^G^cO'^»-ocot-^Q6ajoT-H(:^?co'^lOco^^^c6(:^or^ CN?. ^ J r*o ^ ^ Pq i V §i f^ (T^COU^fTOO'^OOO^t-C^ajOLOCrJOOOOCOtQC^COCOT-Ht— (GO o^-alr-^c^r~^^r5coo^-o:>a5^-GOG^J^H}^-a500G^a50:lOOCD^■» Ot-^O^rHlOCOCOCX)irOCOC^tOrHOQO-^a3COOCOiOOOOOOil>- cn)'XJc;)Oi-HC^oocoo'=*irHGOr-tt^T-it-aiioQOoa50^0)Loo •COOCTir-iOOOOO^OOlOOi'^Oi-Ha^rfCOt- •CMC^'O^CnC^r-f'^OiOOOOCOrHt-OOCOCr) ^ o w T-^rHT-HOtOCOGOOOCC>i:^GOCO<^COGOOir-fLOC5J>'00'— (C^COCO o:lT-^cDooGoc^Loco rHr-Hi-HCNjrHrHi—HT— I COrHrH-«^rHiOiOCO"^C\JC^^-OOOOt-(7^JCr)'^l.-^'rHCO-^OOi:OlO fl H LO rH t- 00 O O r-i T— I -rj^ 00 rH 00 T-H ^ QO lO CO 00 ir- CO i:- >0 Ol 03 O 05 03 C£) rH C7:) T-H lO rH T—( "=:t^ iTO ' • T— I 1— i T-H rH rH rH i—i rH 1-H »Ot--COOOCO(:^!CO'^irsiOiOQGOOQOa)t--CO"*^'*C^0300tOCD O3ir-c^-=t'r-wt>-cv:)O03'*rHa3C0C3i-H00'*t-c0i— iOCDOuticncr) OiOirOC^?'^0005QOU^(7?-^r-HLOC^l^iO"^^ODt--'*t-'l.-^T-HC\J'^ CO 00 '-H O CO rH 05 t- 03 G^ CO •^ lO GSJ CO O O^ OJ • • iTO CO -^ CO CO rH lO -^ 03 C^ "^ "^ O CO O 03 »0 O .•C^CTQC^lGSiC^COCOCOCSSGStCOCO'^'^-^^COCO OC^C^7COCOOCOOCOrHG^'=t-COCO'^COa30000CQt^ OOOOOCOOOi:^03i-H0303t--rHrtf03C^Cr^^rH'<:^03lOOr-l'^'=*t- • • • • • ♦ • 'OOiOCMCOOOOOO^CO-^t-OOCOOlt-rHCrilOCT^ '* CO 00 00 (O CO CO UO rH 00 03 00 rH lO CO O 03 C>J • • • I I I I I G^i GSJ Cr^J CM CO CO CO CO CO rH est C^! CO CO CO CO Cs{ CO c6^^G6c^O'-H(:^^co-^iOco^-^ooo^cO!-HG^co•^lLOc6^-'odo30 G^^GSlC^^(^•C0C0C0C0C0C0C0^0C0C0^^■^^'=^^'<*'=s}^^•^■<^U0»O GO0O0O0O0O0O000OO0000OQOaOGO0Oa:)GO000O00(X)00000O0O0O COLONIAL AND LAKE TRADE. 776 CO ^ s >s r-\ ^ r—i & g'cD $e CN? 5^ 00 rH ?^ se • (Si P r^ '^ J ^ ^ ^ ^ ?s ?i? ?i « ?:i *:s ■^ T? 1=^ ^ o 0 W fl H !2; en t' COrH j>-0)0?00C0'^C30-^cr>'^t-C0OOO00J>-C:) cotot-cooot-t-coocrjr-i-^ococo-^io j:-oc:>t^c^iO-^^f---Cn'^COCOOCOlOCOI>-OrHC7ilOt-CriiOlO CMrOCOaDt-CO-^^COOCiT-HOOOOCOOOrHtO :~(Gco}:-ooJr-oocooa:irHOcrs»OG^io T-l rH rH CQ CO G^ lr'0?«O>OC0ai00'?ff-HC0C0CvJC0CN!>-0C0rHOCOrHl--CO r-Tc^ oo'crj lo lo lo »o ctTlo o oo c "^ rHCOCriC^CQ00G^C^U^CN?l:-e5i^T-H-rfi^COiO !-HOj>0!Er-!:-t^cjoi--GOcoc:Dc;jrHOcrjiOT-iio rH rH 7-1 Cc^-^Loaoi>'00 rH'^tOOCOCOiOC^rHCOCO'rtHO'^lr-Cnr-HCOrHC-'JrHT— ICOC- OOCOCr5 0iOQOOOGO(rOCOC2)t--^t-.t-OOxoa5»r500»OCDrHOOQOai t' (M I-' rH en O -H lO -^ 00 (TJ O to T-f CM t^ CM lO r-( G^ CO CO rH rH t- en CO T-H CO CO 05 en C QO o >o • • ; • J ; • ; OJ CM Cvj G^ GS! (M rH rH rH rH rH rH 1— I rH GSJ rH (?vi CM lr-CO?r-'»CM'-liO'--COOCMCOrHCO'^rHC>?LO tot^co-^^'^ajt-'Oticoiocrit-iocn'rt^cococo'^rHr-.focMcocn co'cT-^o co^co en t- r-Too rH en t-- ir: oo c^r- ocTen co t^ c:^ ocTo^ CD oo COCOCOCOG^COCOCOO•JG^?GS^THG^lG<^rHCMrH T-HCMG^rHO?rHGMC0 coeriCoix>rHcococMi— iG^^or-toosco'^rH'**' iTjcoT-HcncocMcnooo-^o^rHCMcncoGOC'OO rHrH»-H r-H r-^ rH rHrH r-i y—i G^ coi:^aoa50rHCv?co-^iO-0 to t- oo a:> o rn C^CMGv?CMCOCOCOCOCOCf3COCOCOCO^^-^^^-*'=d^'*'^'^w:)LO 0000C»O0GO0®CD0OCO0OQO0O000OGO00O0Q0(XiQ0000O0OGOGO0O 1-HrHrHrHrHrHrHrHrHrHrHrHrHT— frH-HrHTHrHrHrHrHrHrHrHrH 776 ANDREWS REPORT ON ^ ^ ^^ cc 10 nS^ r-^ • ^ •^ f< ' 00 br 0 !:^ ?i T-H §:; o> ^> 00 rH .^ "S ^ •^i 0 0 ^ Co ^ ^^. ^ ^^ s ;^ ^"S ^ ^ MJ 03 ^ ^i ^ j^ rO 5s. •5S ^tg 1* ?^ •oc. ^ .5^ "^1 ^ ^ o oc^iooo'^^i>-^GOrH-Tt<(ror-(t-irocQa5ai!:^'=:j< ooa5ai00o^Hoo^H(:^^coco^-oai00oc^o • • . * . I I I I I ! ! I O 10 CO (TO -^ 00 -OCO'=^rHCOi— ( » • Oi r-To O O Cv! C^ t r-( rH r-i rH t-H rH ^(^■jc:iOrHoo-^G^ir-oocoo?cot^irO'^''cocn CQ'OcooootcJ-oooiCQOco-^fT^cocrjCvjajcriO coiot--^coooa3CocorHascor-(t-CTito-^ooco crToT-* G^Tcro t-^to cocoa:> ^C^coQ^- t^ O -^ CO ^ rH CO ooCTirHcoajascoiococot-oocnit-cot-iLoorHo rHr-i pHrHrHr-iC^JO^'^t'lOCOCOt^COCOl^ H CO o CO rmro CO CO • • O CO ^ >0 O CO 00 •0(^JO>Ot-OtO -^ •^'^'Tl^ CoT''* -^ COrHOOt^t-'^CnCOCOOOCOOlOC^OCOCOO^CO (>J"^COCrQV0(X)C-?^O'^C0Ol0r-HOOrHr-ltO lOLo^cooiCoijOOJr-asasot-ococ^t-rHOOco T-^"c^cr^c^(:^^Lo"t^c:^c^rH^r^^co"c£^oc^^-^cD^lJ-^(:^^•^ ooorHcoo^ocotococoooa^o^iCo-^oococriC^rH rHr-lrH rHrHrHrHrH 0:jC0'^L0COCOt-'»OCO{r- • CO Cn rH O? CO to i-H • • • lO CO O? CO 05 o t- ............ . 05 CQ rH CO CO rH 10 ....... o .... . (j^^^r-rt^crT t:jh"^" r-OOrHCOCOCN2C-COGS!i-H0005 O^'^COt-COrH'ct^OOiCOOCOCOCVJrHG^JG^COCvJO '=d^i>-i>-COC005'5:J^t-J>-l:--=**COOrHCOOt^'* a00000O5OiO5O5G0O5O5CT5O5rHrH'^C0G^-^^CO r-ir-ii—ir-^r-ir—ir-Hr-i '. ' '• . I . 1 '' I . '■> • 'COLOCOCQrHC^JCO 00 00 ■^ -=*! -^ rH 00 • 00 CQ CO 05 ^ CO »0 ifTt-- CO to CO 00 t-^ OOrHrHCO-^COrHrHO^t-G^C^T-HOO'i^O'^OJCO 05C0ir-C0i0OCOCX)^C0 CO uo O O G^~"00 OcTcQ^t- G^oTrH •^G^ tfTcX) CQ rH CcT COOOt->OOO^rHC01r-COCQ'*rHt-»Ol005005i— t-l-J>-0000O5O50000OJO5 05rHOC0G^C^!C0'^tO T-< y-i 1—i ^-< r~A r-i ?^ T-n 00 CO CO "=* 05 CO rH • • • C^J G^? O GVJ t- CO --H • • • • • • ♦ • • • • . 'COOrHOOCOGN! • ..♦..••••••• to I- CO CO CO czTt-^ rHG^C0-^>OC01-C0C5Or4c^C0'^G^G^JG^G^^G^?C.CQlO '^O^CrcO^'^cTo^OO CO -^ lO OO CTi •^cr500ocoooo'=*-ix>G^ >r3CQ'^cnooi--coco^i-HT-H irMOOSJiOLOt-CMCOGOOOt- ■^^crtrrurr^"cD"i-''oo"o^'^o ■^LOC^JG^COCTiCOT-ivOirOrH ■<*t^LOcriCooo-^cnT-HG^CTi -^ 1-- I- oi lo t- cc r-i o e:i o COCOCOr-lT— llOGSJCDr- ll-CTO OOiOCit-Ot^CTlr-KCQOa:) COCOQOt-CrjOCOC\?00T-H ■^CO^OO CDCOr-HCQrHlTOC^'O COCOCOr-itOC^OCOiOCOO COiOG^OCDC^GSf'^t-C£>C\! T-H"r4^T4^c^c>rcrc^"c^c>rcQ"co' c7:iGNia3^aiiLoocrj':ot-t- t^OCMCOf— i-^i— ico^coc;} Jr^l-Tio'oo'oo GO OO^CrTr-i 00 05 airHO':!QOCO-^CT3(73i-HCOa5 CDfHG^JC-OOOrHLOCOC^r-l''* T-rcrco^t-^io^r-T'-rco go o-j -^ COlOf-HCrsCDr-Hi— ICOCDIOO lOcTJCNOOCOi— iOCOOOCQT-H co(rot--^cor-Hco'^Or-Hiri t-CrjrX>rHrHr-lt-COG'^ * "^ § ^ ^^ se Q • cS> ^ rH >o <;i CX) fe rH ^ o CO ^JOO^ ^ ^ §=; 00 .^.s ^ '^ CO ,^ ^ &3 !:3 T-f 00 t- CO -^ CO CO lO • . T-H LO O O CO CO rH ^ P! ^ • MrHC^-^r-HOJOJCOrH . kS t- CQ rH rH rH : *^ p~iB :Q • a t-crs'^fioooiocs^icrs-^io C^i'^frHt-.t-OlOOrHirO O '==f.cr;jio 02 OCTJCOOOOCO-^UOOOOl S '^G^OCOCOt-Ot-GSJCv? < o l-- lO CTi Ci Oi rH -^ CO t- at) H 7. 7,-7. T, T ^ o C5 ^ • 0^00 mOiO-=:)^COOrH C fR s ^ - o . cd • cd . (V ^—i a3>Ot-»OrH(rOC75 :^^^ OlrHC^ fa . CD O Ph.S :Q Q •X3 CD lOC^ic^cocncorHursojrH t-»ocrjcoco'=t 03 •Q Q Q •-d ?-( cd T-HCO-^t-OOCOO^OOOS Q UOGOCvJir-C^OJOOGNJOOrH Q "^^ocno^ococ^t-i-iO C0Q0OC0r-(C^rHC0CS?O fl iTOtOrHVOCQOCOLOCOO H o LO(7QOOCMCM^S:-'X)Oi cis H — iOiir^cocTst^ocou:) .coocooc^■^^^•c^?t-LClG^Jr-1G^^ococ-o^a5 oCOt-C-COCOG^IOOOOCOOiOG^rHLO'^^iOO ^oioG^G^jTiiooc^rocMOc^ast-i-rHi^oco H 00 GV? Crs -* r- LO CO rH rH O rH -"^ CO C^J ?-H rH rH G^J -rj^ »0 rH rH CO CO o^ T-. OS CO 00 O MO 00 o 1^ en ■^ CO 0(?^icouocoaiCocr^c:cocorHt-c^a:iCoooci .cocM-^cj'^'ticn^t-ajiOrHcooococooot- ^COaiCOQOCvJt^C^t-^COOOt-'iOCO'^U^C^!'^ rH OS t- rH rH C;j 00 CO t^ O CO coc^ 00 CO r0r-lC0-**^t-t-C0OC0OC05r-l— rHCOCOOOi^ bn 00 (^^ as ^ CO rH CO rH rH O rn ^ CO C^ rn -H C^J '•^ lO rH rH rHOocorH'>^ai'^'^oocot-cr;cr5i:^'^t^'=tiuorHcn .C750'*OOOi>'tOOCOiOCO'=:t^iO'*ai^Crjt-iCJCr5 coOJt-COasOC^COCOOSOlr-COCOiOCOrHO^C-Cit- CQ O O GSJ CO t- LO coco jHO tHG^ rH to c^co<:^fCM)Loooc:icococM'*torH-^coorH^ .COt-'^COG^'J'^rHrHrHt^COCOLOLOCOQOlO^ coOCOCOiO-^CTS-^C^jCOt-CO-tiCSJUO^OrH-^C^! f.<=)Qo^-'^cococolOrHa5cr5C5'^^■^CMcoG^!<::^)>• t-HOCM C:»-*00 0 1:-rHrHC^CMlO'*COCMrH,-t CO lO -=:}H rH rH coo? OJ CO en »o t- lO CN? ■^ o CO'*C^»riCO'^rHrHCr}COlOC^J>-rH'^COCOC^ .OOGNfCOS^-f-rHrH^UOOO-^OOCOrHCnt--^ ^CNCMC^JcoLoai'^»ococoG^rHCf:)Cn'=ttc:icot~- rH CO iO '^ CNJ CO GN2 rH t- CO o a^ o ^0 0?ai-^C0'^0?C0(MC^aiC0C0rHOrHOairH S^OOC^J O^OOCOCOrHrHrH(^;!JO-^COC2GvirHCiiCO"^QOOrH-5tt^lOCOOC^COOuOrH rH ""^ CO 00 CO t- •^ t- CO CO OD rHOO oocoTfai-<*0"^coc^co'<=^cncococr5cnoo''-o K t^ GNi en -^ GO -* CO O rH O rH rrf CO Oi rH rH C^! '^ -^ r-t r-i Cn-^010rH£--CT5rH'*Cn-^rH-^rHt-COLOO .corH»ouour:)0-^ooc:i-«ro®i>''^uococJirHc:^! coIuOrHrH'CfCOCOrHCOCOO-^O'^CnCOrHCOCO -^ -^ CM en rH CO rH i:- CO CO to t- G^^ CO 00 er3rHCQcn)LOcr5»ococncoco-HrHirjc?oot-en .LOC^iOOO'^lOG^rH'^-^LOLOrH-^OOCOt^CO ^OOC-rHCOCOCMCOiOiOOCO-^fCOt-^C^iCOCO i^ '* en i— rH CO CO t~- CO CO --^ti 00 CO lO 00 ^CXX'OrHOOMO'^t'O'^t-COt-OCOt-rHCOCO tH t- G^ en -^ ir-COlO O rH O rH ^ '^ rH rH G^ ^ ^ rH rH H ^ O H S ^ 03 ^ s ^■ .s s * ^.gooj .2 C^ § o^J ;^phQ j5 .^ ,b o ;^ a . -^ M ri R fl ?, M S -S -o .^ o ;^ rH ;::i o 03 o , o^ ;::i ;r^ rd ;:;: t> ^ c^ ■" ^ ^ -^ COLONIAL AND LAKE TRADE. 779 -+f ,$-(00 o ^ o > ;-< es ■+^ T ^ O a o O Eh H -Hu^loa5Cvoc^THO^o^c^C500QOrHcv:l"^ 0(^-«*^^rD^-rHL0■^CCr-^C:)OC0(^?OC^vr50^Q0^HC0^'■^rH^-•IL0O<^rHrH C^COOC^JCit-OOCnOlr-rHrHasC^OOOOOGOOCOCOOaOG^CMiO C O (^ GO -^ rH '^ CD »0 T-H 03 rH t-. -^ CO G^ rH C^ LQ rH CM (>» CO CO ^lOtOrHOiC^rH C^ c?5(3:)Oa5iOO'--'Oco(^^HCoco^'^:oolOcr)a5a5cr5cocoa5'^ O CO^irTco"^ CO CO t-h"c-l>'-rH f;^ CO C^ CO -^ T-H rH 00 CO r-H i-- J— i r^ '^ CO rH r-H C'— iCOrHLO'=*'C>lTHGOt-'»p c^coa5CooGOc^5^-•■^u:)•^■^oo^H'^co^:^^H^Hlooco■^■^ooco'=t'0(:^^ o (^^co^co'c^^cr^r4'Lr^QC^rH^^^Gf^---^oo'1-H'o(^c^lo"c7^ i-^r-H"crooco"oc-OGS{ CVJ-^rH-rHi:-.— Ir-flOrHCO'^GNfG^rHCM G^ COr-ioooouoco^:-■c^cooot-<:^^C5'^co^HC^JCDOor-•oo^oc^lr-^•^ u^c^co(^{'-^aiCQC<^o:)Coc^lOcoco^-H(^e:»cocricoGoococolOGOuo ouoOGocot-c:icorH'^aia50o>o-^coO'^t-cocoait-^ o-^oc^iooGOGsi^-coc^-^c:jcocnJr-t-r^CJOO f^ QO CM CO -^ C5 CO QO 00 rH CO C^ lO CO CM (^ rH I— I COCMCMOi— ICOOOO r-i r-1 CO »0 (M CM COOOOOOOOCOCOCOOOlr-'COJLOrHiOCOT-fCOt-iLCOO CMo^c-?coc^cn)i-H»i^com>0'=d^c^cO'— icocoiolo ^rHt-OiO-^OCOOOGO-^COiOOJOtJT-HOOiOOG^ oOOO(Mr-HCnCn>»OCOOOr-^OOG^COr-(aiOOrHG^rHT-H Kh LQ G\? -^ -^ CH) VO i:^ -^ r-i C^ (7^ to "^ r-t -H T-H C^ 00 '■^ CO IlO CO 1-H rH T-H OrHaiU0ai00iL0OC^'*^5:^i0(?^^O>J0O»OV0 .COt^— iCrsCDC0t^t~-rHC0C0T-HOC0rH'^>0i-H10CM coOt^COO^jC^LOOOCiOOOlr- iCOt^OOCOrHCOOiOlO ^OOCOCM'^t^T-HtOCrst-rHOOOOCnaitOrHJ-'rHO P-SC^G^ G^'^O^G^CO-^rHT-nC^JLOCOT-HrHr-tT-H t- ■ • ^ m cd ;:3 -ci i-H ^j r^ Cd ^iJj^si;^ioai CO o cn>C^ CO O t- G^ CO r-i^ O^ i-HCO O iO o 00 t- o t^ CO ctjo;) .S -^ -^ fc^'Tj > faDllJ "5 O 'S 'h ^ d ri M ^ «^ ^ ■ ■ _ M W r-( CO G^ CO C75 o »o s.s-B.^ : oq 780 ANDREWS REPORT ON 00 CO CO 00 ^ ^ 00 to COOCDOOt-O-^OO-^COCOO CO rH -rfi ^ '^ OS CO t- "* i-H CvJ CNJa50i^c^cooot--rHiococo^coaD rHOOCOOOC^COiOCOCOGSJO^OiOCO-^ 00 LO I— ( ?>- t- r-i t- t- '=J< Ci QJ CO C'i T~{ i>- r-( ^CO CO OcT T-< i-h" (^ wo 00 C7J I— I CO O GSJ CO !>- O 00 cdcot— ir-io^r-(co^coa:cocO'--( ■^CDt-'iOt^OOG^JajrHGNt'^i'-'^t^OO ''^''^t-ajt^c^jc^Joc^joocO'^oorH -=dH^i-4^crrt^co"cirT-rcrrr-r i-r G^ T— ( r— 1 r- o? as en o CO -=t< T-H Oi GSJCO CO 00 COGS! OOQOOCOt-COCO^OiLOCOt-CO '=:hOOOOOuOOiOCOOOOtfOC-r-i UOr-Ht-COO-^G^'^G^OOOCO-^ -^d^t-T-fot-^^Gstt-ooiocrjoirH c^3G^J(^^ococo"^c^3'^1— (cococot^ i:-^cfi^ot-ocoa5a:icoooaico fe C5 i-K G^ CO o t- CO'^GvJ'^GviiOiLOrHG^W^Oa:) i>-ocDG^iOr-iiroa:)iLOOO»oooir- OJ 00 to en CO O? 05 CO '^ uo ■^ CO OS T~( OQ o '-' ^^ '-' pi 5^ : .^. s 03 ^ fe p i5 ^^ . ^ o b m a; ^ g §&S ^ ^ O ^ bD^ COLONIAL AND LAKE TRADE. 781 O lO G^ T-) i^- T-H O OS 00 rH G^J CD 00 »0 CO I— i CO OCOOOOC?'-Ht-HOO»-Oi— IG^t-'^COT-HG^ ^r-< CO rH -^ t- O CQ O? CO GNl C? CO CO T-H C^ rH G^? >-H t- '^ CO CO G^i 1-- rH -^ O rHLOGQC0<^00'*00i— iLOlOG^r-IOOO G^a:irHio>jOoocor- <»otDOO"«#G^"^Lo CO CO t-- GSJ 00 t^ GSi 00 as -^ 00 CO 00 lO LO G^ 00 t- CO CO lO CO CO o o GQ G^rHQOCOiOCTJCTit-COt-CnOJCOt-O C0COO^C0rH? "^ t- CQ CO G^ CO O C^ ^ r~i cT T-TcrTr-rco CO G^ G^CO coco r-l CO O CO C'G^CiC7SO^G ;^ 782 ANDREWS REPORT ON OO • O Cr:? O O OS CM Oi rH en 00 CM Ci CO c^c^ \ aDco^cii:^r^ cm go t-Tco cm ^■^ •T-l-T)^lOc75GOOOCOO^t-OCMJ>'C^rHGSJ irj t-H • CO T-i C£) t^ CO GO CM »-< C^ 'sti crj CO • T-H T-H rH rH o ^ CO j>> oi CO en 00 T— ( CO rH CM to CO '^ CO rH est CO UO CO t-^CM^rH^GcT cm" H o:)OOrH'*i^«5:tcoto a:)i0<:0(Mi0rHO^CMij0CMC0t-CMCM<^t-i0 COr-ILOCOO"^C»QOCOOO'*t-t-COCOCS!CO )L(0 G^ CO -^ CO CO CO (M CD CD 1-H CO t^ CO C^OO O coo CO '^t-^COCMiOOtiOOUOO-^i-COvOO-^U^ O COf-HCOCMt-Ot-HCOt-G^CO C"? '-H CM CM r-H )2; o Eh G-OCOC>lOCniOCO'=*'CM r- Ir-HC^COGOG^J'^OrH'^^COGOGOiO CM crs 00 LO 00 CO CM -^ 00 Ci CM lO CO COOrHrH^t-'^t-COCOOOO^CO CMrH CMrH^CMVOOOrHUO COCO CO -r-l Q^ r-l r-< -^ O '^ 00 00 T-i CO r-i CM CO CTJ O UO t-H 1-H ■•C0coi-HcoocO'<*irHcocM'=tiiocr5ai'^cMctcM crs lO I— i O^ ^ J>. GO 00 CTi CO t^ CM C^l 00 CO CD cr? r-t ■-COLOC-'Jt-COrHCOt^'^CO-^rH'rfi':^ 3rHUO00!>'a:C0"^r-HC0'<* o^ 53 +J fi p C 1 HH (••) 0> ■-ci rt O fl P^O Q c:3 lis llli-|i!U|iii||ii||ll COLONIAL AND LAKE TRADE. 783 ^ f< CO 5i • ■^ lO ^ 00 <2 c^ /ojO o ■^ ^ ^ ^ ^ o ^■^ f< ^ ^O J.O o G^ "^o '^ o? ... H i^ ^ rH CO :e:>C^?OOtDt-COCOCOrHCOOCniCOi>- t^ 1^ CO C^ '^^^ "^ O t- GO CO f^ LO CO 00 '^ oocoi^i-HCTicoT-Ht-coG^a^jc-t-ai .t-C-O'^^rHOOLOG^OCQiOCO^r-iOiCri ^O OO t- CO CO OJ •^LOOt-OlOOGOCOOCOCO-^OOOO OOt-Cts-^t^LOCOCDOr-H^COuOOC^J .r-lOOait^Cftit-COOOrHrHaiCnG^CiO ^r-. OU0-^C^l(^?r-HC0Ol01-OC0COCr5rH i-ML—Ot-^OJiOGOCOr-nCNJCOCOCOCO .GS}00t-0JG0<:oC0cX)i0T-(CN!r:^aSJOQ0 SiCO^O-^OOCOOr-lCrJOrHlO^rHO o c:) 00 CO CO !— 1 1— I . rH t^cncot^^oticorHLoaico^'^co'— I .OOCOCOOOOlOCOCOO'^^rH'^COO :>G^COCO^UO(^!OOOOG^"^C^COGOl— C75 ^O CO CO CO C? t^ -^ CO C^ UO ^ G^ G^J T-H ^ rH O r-i G^Q 00 lOCOCOOOOCO^'=fCOCriCOG^?)LOCT5CO .OsODCOiT'— it^OT-HCOt^t^iiOO-Ht— coOCOiOCO'^uO'-Hi-^COG^OCOCOCOCO t^a5t-G^^rHa5 0co<:o'^t~-coooai .'*CO»0 00^:-00'OC^^G^?C^J^HCOOC^5 cot-COG^Ji^OlUOG^ODOOiOOOCOOCOt- '^O'JC^OOCrj^-HrHCDOOl-OCO 'rHO . CTi O 00 CO -^ !— ( .-1 O? cr; -—i a; '^ • CTJ 00 cgOOGQuouoCQu^COatirHcriCO-^ .rj^"^ CNJcocot-t^i— icrsoocicoc-CNjiocrs .CDOIt-COl-^l'-G^COGO^t-t-COaS'^ coiot-oooco^-^oocoot^-^cocs •S^,S ^ O.^^.H^ S^ ^^K.^^ 784 ANDREWS' REPORT ON o « ^ ^ ^ ^ CO S^oo 55 .^ e ?$ ^ to o Pi ^OiOrHCMtC^T-) T-*r-lT— I CO CT50-^coaicrirH)LOOCMcoc<}i:-ooc?i COCOC^'-H'>coi:-io O^t-COCOCM ?-H r-i COi-HOOCOGNJ^OS^-OtOCOOOt^G^ coocDOOcococr5airHo:ir-ia:i-rtiOcococni-HrHcoi--iotocoo t^t^t^t-oo^T-Hcocrs-'^i^^tC'COt-T-i ^OCTJ,— |^"rtCOfO-^'*OrHCOCM r-t H O t- i-HC^ rH 00 ■^o:)CO"^oot-o:i"^cot-ai^'!:t^oOrH .^cooooiooc^cocccocMoocoait-i <^OOGSlO'=:t^a5iOOOrHCO'^cr)rH'=tiC\!tO o:)Ttjo»iOir-a:)a:i»^uo>i^»oooco .COr-(tr)OOOCOC£3COC^»OJ^--^CO-«*C^ coCOOOQOairHOOQOrHCriT— liXJCrsiOOCO ^o co^co^jT-^ocTt-^r-rcrr^^ lo cq" r-TirT H »0 lO r-H CO xOI>>"<^C0t— It^COtDOlCOrHO .COt-GOOQOCO-^crJT-l-rtiG^CO r>tocr;jcot--c:icot-c^coco>^cM ' CTiOO OiO'^'^CO'^COOasiOOOrHCOOOt- .uOJ>-CO-^(^OCOi— IOOC1 ooio -^ o t- lO CO — I CO 1-1 O lrH C ■ CO t— t- tH t- lO W 0«5'^OC505CO h- lO CO -rfH T-i Ci CO O -C Ci ▼-* CO, ■^HOlT-iCOOC^JCOTi^t-cOOl^t-O'? - h- CO OS 05 -iH GO '-D T-i CiD (M CO O -ri^ CD ♦ CO CO t- CO CS -? O ri •^ o s 5* •S.S P o „ - . S53 t-'^ tot! -S < J5-.J2 .^ o g c rtHBW^wS^^oo 50 786 ANDREWS REPORT ON Expoj'ts and imports from the ^principal commercial States of the Union for the years 1810, 1820, 1830, 1840, 1850, a.nd 1851. EXPORTS, Year. FLORIDA. ALABAMA. VIRGINL^. Amount. Increase. Amount. Increase. Amount. 1810 $4,822,611 4,557,957 1820 $96,936 2,294,594 12,854,694 10,544,858 18,528,824 1830 1840... $30,495 1,850,709 2,607,968 3,939,910 1 From 1830 to ^1 1851, 12,820 j per cent. !^707 perct. 4,791,644 4,769,937 1850 1851 3,413,158 3,087,444 Year. NORTH CAROLINA. SOUTH CAROLINA, GEORGIA. Amount. Increase. Amount. Increase. Amount, Increase. 1810 $403,949 808,319 399,333 387,484 416,501 426,748 $5,290,614 8,882,940 7,627,0311 9,981,016 } 11,446,892'^ 15,316,578 > 46 per ct, 100 '' $2,238,686 6,594,623 5,336,6261 6,862,959 7,551,943 r 9,158,879J 1820 ( 138 per ct . 71 '' 1830 1840 1850 1851 1 J- 7 per ct . MARYLAND. LOUISIANA* Year. Amount. Increase. Amount. Increase. 1810 $6,409,018 6;609,364 3,791,482 5,495,020 6,589,481 5,416,798 v,v.vy,',\v.\\\\ $2,650,050 7,596,157 15,488,6921 32,998,059 , 37,698,277 ^ 53,968,013J . 1820 > 500 per cent. 1830 1840 1850 135 per cent. 1851 MAINE. MASSACHUSETTS, Year. Amount. Increase. Amount. Increase, 1810 $13,013,048 11,008,922 7,213,194 6,268,158 8,253,473 9^857,537 1820 $1,108,031 670,522 1,009,910 1,536,818 1,517,487 J. 126 por cent. 1830 1 1840 1 1850.. o 1851 [^S6g per cent. 'COLONIAL ANB XAKE ^TRABE. EXPORTS— Cont.nued. ^S7 N-EW YORK. PENITSYLVANIA, Year. Amount. In crease. Amount. Increase. 1810.............. 1820 P7, 242,330 13,163,244 19,697,983^ 11,587,471 41,502,800 f 68,104,542' 14 per cent. 245 per cento 1^10,993,398 ■ 5,743,549 3,791,482 5,736,456 4,049,464 5,101,969 1830., .= 1 :1840....».... 1850 } 33 per cent. 1851.. ....... .•..•... J IMPORTS. ¥ear. 1.830 1840 1850 t851 Amount. $32,^689 190,728 95,709 94,937 ¥ear. 1830... 1840... 1850... 1851... $144,8:^3 574,651 865,362 413,446 ViRGTlNIA-, WORTH CAROLINA. Yeaw Amount, Year, Amount. 1830 ....... 1840 ... . c ^405,739 "545,085 426,599 552,932 1830.................... 1840 ...Co ^221,992 ■^2.52,532 1850.. 1850 •. 1851 323,392 1851 206, aSi S 0 U T H C A R 0 L I N A , CEORGIA. Yea-L'-. Amount. Year. Amount. 1830 1840 c ,. $1,054,619 2,058.870 1,933,785 2,081,312 1830 p82,34« 49], 428 1840... 1850 1850 036,064 1851 1851 721 '547 788 ANDREWS EEPOKT ON IMPORTS— Continued. MARYLAND. Year. 1830 1840 1850 1851 Amount. $4,523,866 4,910,746 6,124,201 6,650,645 LOiriSIANAo Year. 1830 1840 1850 1851 Amount. P, 766, 693 10,673,190 10,760,499 12,528,460 MAINE. — ■- MASSACHUSE" Year. rTs. Year. Amount. Amount. 1830 ,.ao» -.... $572,666 628,762 856,411 1,176,590 1830 PO, 453, 544 16,513,858 1849 1840 0 , 1850... - - 1850 30,374,684 32,715,327 1851 o.o 1851 , ...o NEW YORK. PENNSYLVANIA. Year. Amount. Year. Amount, 1830„.» P5, 624, 070 60,440,750 111,123,524 141,546,538 1830 ..^.,... #8,702,122 8,464,882 12,066,154 14,168,761 1840 • 0 1840 1850 1850 1851. «o »,».... 1851 3....... COLONIAL AND LAKE TRADE. 789 i- V- vjH -* (yj c i CO 00rl<0000C5C0rJHC > tH T-( 00 •^ 10 "* 00 JO c CO b- ^ t- 10 00 0 00 a OS OS t-l 00 to b- b-b-COCC^T- (Jl 0 ^ H to rWOOTHCSJCOt-OOa D 00 CO C5 OOJOOOlT^Hb-JOti 5 b- l-t r-i CO -tJH Cq oo«o oa)« 5 OS Ob-->#tOO><3s'tHO i 00 t- rl^ s ■«* §g^^^s_^^§sg ? b- 0 CO M H CO 00 'd< to 2 orocrco"Qcrto~<0 O1-1 t— c 5 T-t ostoQoootoosJOjr 5 OS 00 OS o S 0 (N G^ )0 «C t- ■ri< '<;J. JO T-< JO T ^ ri OS ">* to 00«C (N 0 ^ ■>-< h -* CO 00 0 10 r-l -* T-l T- ^ JO '^ S N- 05 CO iOCO to 05 10 t- 00 S 05 00 OS r-i eo 10 0 C5 to Of 3 0 ooftcTr-r-r-Torfco''^ h 0 CO >dH ^ t^ ,-^ y-f ^ >^ 0 T-H ^ CO Os^tO b- CO OS «T> " ^*0 r-O 1 10 tcT T-T 0 r-t ^ CO T-4r- i JO iH C5 b- S tH tH 00' p:5 W CO -rf* (JJ 0 0 ^ OS 00 c: of \0 1-1 t— OS rH OOt- 1-1 C5 yh 0 >-l «0 00 "*!-- to »ooioob-.to-<*THa ^ CO JO •^H '^ 0 I- b- 0- t- THtOl 1 < c 0 I 0 790- ANDREWS EEPOUT 0IC .S^.' ^ ^ ^jQ I Eh O O »otoG^Ql-■rH<:^Jr-Hc:;OOCfif-^'— ii^coo ■^ U-i * O (M "-^^^ CO. LO' o uo 00 rH CM CO rH o CO t- crj- o ^- 1— (7? o CO c -^ t-cocNooococo'^cocoG^a^iOOOooo irj-t^oocooooo—iu^'ajt-oocQco-^j-o OOrHCOCO-^COt^t^OOCOCOirSC^OOO C>J luO 00,— ir~t T-Hr- 1 T—ICO Cri-rt^OCOr-MC£J00'*00CT5U0r-+00C0'-H- 00 CO CO CO O r~i OJ to to UO IJO ^ Ci O t^ «OOOt--^COCOCOOJOOT— (UOOnOr-tCO t-'^«£3t-'^r-iir0C0-=:t us --^ O 00 rH r— IQ r-t C^ 00 T-f rH CO t— t— o t- CO o oj' o o^ CO tn- luo ^ c^ t- '^ to LO CTi 1-H O'i O -^ t- CT) '^ C\J t- t-" «>- T-H-!>-->^< co'^o^t--r-Ht-.— )-coascoi>--^ COcTsC^t-^OOI-^QOO coo CO CO CO GO 00 I— CO CO 00 I- t— I CTi IT- 00 CD O 00 QO 00OCOCOt0C0U0 O O t- C^ 00 CO t-» t-'iTD" 00 »«• to CTS. CO (7^- •^ 1— < r-4--^-<:0 CO' ^ O'? 00 O CO CVrH 1-— lO 03' UO O r-l :-=J r-« CO C3^ CO-GO to CO CO CO '^rt* 05 O Cj5- lO O CD C75 Jr-O^OOCO-^COG^C^J-^CMt^OOtO'COCO OOif-Ht-rHO^CnOOCOGOrHCOGSf-^-H ir-COOOi-HOC^OOCOt^t^O^OOr-HiOCO. O? '^'^ GSJ" Cr>i CO CO CO to CO. 00 to rH -"iff crs t^.^t^^t-.QOcOCO'^C^-^f^tOQO. --^O CDCOCDt~-iO'^a5C^CD'=*OCOtOOOt-- a5io^ootot^a5^a5t--^G>?GN!Ooco COG^ to ^ O "^ CD 00 C^ lO CTi to GO r-H ■^00 CO vo '^ en CO' CO' en O 00 CO 00 CO t^ C■ r-+ CO' Ir- to OT 1-- O to 00 CO O '=^C3t^COC:>OOT-H.iOCOCT5COOiOtO r-^CO'TPC^^tOOOOi-HOG^t-O^CO OC000t^C0OC000CJCT)C>iO?t-r-((jJOC--C^COir-- tooo^cncot-oooosuocooocoic^co coo '^d^ to en 00 CO to OO I— ocs en to CO to G^^T-H'StiGv-JC^CO'rHCOCnCOtOGSfOOGO c-irHcntoi— i— co'^^cococnooQOGN^t- toco^coot-ojt-Gsj'^cooocoJ.-^cn (D ^-^ .S ^ ^ ^ g ^ S b'^t "g o -5^ 1 1 a ^ ^ COLONIAL AND LAKE TRADE. 791 o O I 5 o rH l- CO O? G^ GS! Cr? rH rH t- 1— fcooiO'-HCQ'*cnt-ooooa:iCOLCi«o t^cDCO»otor-Hr-it^co(rovr3c^cocN(>o pH CO -^ T— I T-H t~! rH •<:}< T-iCOtOOOt-rHCDOtTiCOOOC^iXJCni ■<# CO G^ CO -^ LO r-i CO CN CTJ "^ CM »0 OJ rH to »>■ rH rH CO t-!X>rH'^*C— (loooooocoooioo:)''^'* CO t^ rH t- CD CO 00 !>> Cf 3 G'-? GO O CO UO O C-) >-0 O (75 CO r-H CD O CN( CO) CO CO CO O CT) COG^!'*CO'^XlC75'^-^•^tOC:lUOrHOt- uocrsQOoO'HCocococoO'Ha^oaio ■^ rH lO CO CO G^l -^ G\? CI J^- O? G^} -^ O 0? CO rH ■^ Oi G^i G-? pH C^ l- J>-CO(^?iLOt-COGOCrjOOGQG^?COCO»r5t^ cO'-Htoc— THcnrHT-Hirico>ocouocDco rHCMCr)'*COOCOOO"o ^*< "^ O t- CO -^ rH en ! uO • to C''i^ f c-J to CO C* l>> rH Cv? -H ^cn OQOOJrHrHC-OOO Qi • G^i 00 CO o g t- O lO t- CO CO CO OOGSl r^ r-Ot-COCOCOtOCO r-i r~* CO to rt '»:»< t- cTirTo^ rH -d^ c- ^ CO^ OfT^QOoTt-'^'ttrocrcO^ t- . t^ rHOO t^ ;h ''^ uo * O C\{ CO CO en ^ CO to o to rH r CO r-i 00 Oi en rHG^i to ; to CO' "to v-H O CO t-' CO o CO en Gv! •rr♦^-o?ocoG^toQO -^ • •^ G-OrHOOCOrH en • en cn-^ »o> 00 CO CO CO O —1 O} en o o cotototo-^oot- to • to Oi o en to 00 t- --^ CO CO CO rH 00 o GS!00r-HtoeOtOt-iC0 00 . 00 ,-H to -^ ^ t-^-W'^CD^t-^^'-^CO COG^" Oi co'^rH t- 00 G^oo^eD^ tS • trT crTto co" d lO ■rt< rH (7^ CO 00 en to ■^ entO^OCXJrHrHtO CO • CO G^ r-< to rH G^J 00 CO "* rH rH CO 00 . 00 co^ O rH pr t^ J>- O }>• CO O CM en (O en ocncototo-^G^t- to • to coot cs nj '^< lO to en f— ( en o to o to ■^ t— en 'tf Gv i-^ t^ t-- o • o CO 00 o rH t- '!*< i-O -* C^l t^ GO CO •^ r-H£— I— tcocncot^"^ co^ : CO ^c"^^ CO CcT G^ '-n'oTco" CO^ J>^ ctTg^ cf G^T'^CO^Co'-^r-rCD^tO^ G^^ • c^r rjj^o" CT)" CVJ r-i Gv? t-< (^ O 00 en to to GOCOG^COCOrHCOtO o • o Go • en c- 00 O GNJ CO C- --< O t-O 00 tOCO'^OiOOtOOOrH r-i . • en ;h o^'^i^cn ^t-Tco CO COG^? to r^coentoenooooc? I- . t-" . CO CO O to ,-( 00 * # CTiO^ OOl- to rHrHrHr— ('^J^t-ltOO Oi • OJ • * CTi fl * r-< -* -1& CO t' % * CM CO ; CO a-j CO O to CO CO rH CO t~- r—i 00 oooG^coooO'^en en • C5 en to ^__, 00 CO OO O O 00 r-i COOi Gv) OtOCOJOtOiO'^f'CO CO • fO O G^} o 13 en to CO CO t- CO o ^1^^ O^ COtOtOiOCOtOCOtO o • o Qi r-H CO o cTcTt-^c^ocTcirt-^ ■^ CO crT t-^to aD^trTirrcrrco G— ( t- t— < Oi o r^^CQ^ CO GO CO C» rH C^0 G^l ■^ rH I- : t- 00^ CO S rococo '^a^ c^cc orc^r r-T COt-tOG^OOrHtOCO crT • cT cxTcT rH^ 'S' c^ "^c^ Oico^ CJ CO CO COtOC000tOrH'^(r5 to • to CO rH O? Ol ^ ■^ to • to O O r-H ^ oT t^ <:^ j-. rH t- OO CO i>. ^ 00 CD^G^-^tOOO-^d^O CO • CO CO CO o T^ O CD c^ {>■ to -^ er^ CO CO en t-o^ocotoooi-- o • o CO en CO en uo -^ GO to Jr- er- r~< ^ to -^ OS t- -^ GQ G\! 00 CO CO . CO CO CD en c'TccTen'croo'co'oc oTi-^ en COir-GSfCOt^QOOCO cd" ' o" t-'^co" CO r-H CO (^ rH CO t- -^ CO t- CO G^^ G^ to CO CO to o • o OS ^ f-H ON} O to^ tO rH -^ • •^ en CO en CO CO t- r-< cc en i— CO t^ to G^j r- o to 00 CO o • o ^ f— O '^f O t- CO o oc 00 CO G\l rHtoooascoototfi uC • 00 CN- CM 13 rH CO "=* GN? -"^ uo ci: ^ CO r-i COrHOC^ir-O-'^CO 00 ■> 00 r^ r-* -M o O -^00 t- CO o cr o "* to ocTorocres^ti-rrHt^cr G^ . CO CJ5 H en oj c^ -"^f -^ i- i- 00 CO t- t- G^? ^ i~H to G^J • G^J GM GN? rH CO tOr- CO CO r~i ^ r-H CO • CO O T-T r~^^ G^ n:? t-H !o to CO to CT5 e= 00 -^ GSJ COO^COrHiOfOOQO (!M • G^ O^ Ci3 00 CO rH G^! en O'J G>! a;, '-t l-rHCnOJ>*GVlCOt- en • en '^ iri rt to O OS OS CO t- oc CO G^ CO oentocococot-co -^ . •^ CO rfi 00 ^ CO^OO^CD^CO^'^ to -^ '* CO r- O 00 -^ -^co o t- >o • to O.-! . 1-? d r-^ lOOiC^t^CC 00 GO t-^'^t-CTv? rHi^ • >o • to t'3 rH rH CM CO CD ^ t CO O o -■t G^ X^< rH ^ O? O? CC rH CO -^ '*coencotoo?ooGO 00 • OD en -. T3 CQ rH as to 1-- 1-- cr Ci CQ '^ Crj CO en 00 00 G^? ^<- aD • CX) i- X) fc! lOCD '^ coo t- C O vti to t-Oi^coGOcot-en CO • CO t- CO rf ^ CO CO^t-^CO^G^f-^OC ) CO rH t- 00 CO G^ to CO CO G^ t- . 1^ 00 CO 1— ( I- rH 1-- G^ G^l en GC ) CTi cn CO GxJ CO 'tf* rH l- CO • CO l~- rH Qi CO CO C\i • Oi i i m a. -. S (D 3 • d c^ S ! i zn GQ i c! CJ i ^ 0) S-i l-^ CD o o Hamps achuset e Islan ecticut. York.. 1 "^ - CD Cm O --c: * S H ' cd oa o so a ? 3 'rf r^ eJ f^ H bsi-^ S -s m 'Id t-1 •:- 3 ^ a 5 12 : 2 5c 3 fe i i 1 1 i ill ^K II ' -e *3 1 o 1 c o Eh COLONIAL AND LAKE TRADE. 793 J3 o 'X3 r:* c o Eh (X! CD c- CV5 O -^ lO "^ Ol CD t- 00 O '^ CN? CO r-H c3^ o en '^ 00 lo o -^ t-' iro !-< CM C^> OT t^ J:^ t- CO r-H o> O 00 -^f dO CM 00 ,C^ lO QC CO lO CO CD ^ I— I 00 '^ CO r-H crs OO O? C^ GNJ CO uo CO as tH CO o to !-< C^ '=^ -* Oi O 00 CO CO t^ !>• CD 00 UO CO r-H i-H VO ir- CD CO O J>- O CT3 Ci C^ CO CO -^ I— i CO '^ rH CD CO 00 t- -^ t- -^ (M CM C7^ 00 00 Oi t- a> ^ cr-0 00 C— T— I CD t^ t- 1— I C? -^ CO Oi 'd^ CD GNt CO "^ lO rH CD t- r-( t^ CO r-H -^ Cv! O 00 00 CO a:i CO lo r-H uo to CO t— I UO '^ lO CD CO t- rH t~- Cr> CO 00 C>J iO O CTi CO T-H 00 CO Ci '^ CO '^ 00 CTJ t~- CO O? LO t— CD 00 CO >— < >0 I- r-1 O^ — ( T— I C? C-J -^ CO O CD (?^ 00 CD CO i— CTi r O ^ r-i CN? ^ " G^ iO rH r CO ^ en C^ CSf o o 00 ^ '^ CrH CO r-{ Qi O tocr^ rH CO lO (>> CO o en -— t GNi O Oi rH rHl— CO'^tOCMCOOO cnooc^!Ot^eniOG3 lO'^rCOCOt-COCDt- COOCOG^iOGO00 r-Hi— (Ot-CDGNJ-^OS oocnt-toootooi^ OOO^iOCOCD'^CDO rHOiCDCOi-HlOl-tO Cr^ CM rH rH t- Oit-oooocncouocD X)'=^OOOOOCOCD t-COCO>Ot-COCJ CO CS OUOCOOOCQCDcrs CO lO OS CO O CD en CO COCDOQOCD-^OG^ O0000CDQ0>0)C0-=ti 01-— 't-cocMT-icn t- CO CTQ O) O CO to o oc^cocoooc^ioen "-^^-^tOOitOi— lot- COCOOrHOJOO^O CTJ. OS L— CM cr^ -^ o> C^J CM GNJ r-H CM l- enoocMG^^cocotot- rH LOCOLOCDtOQOCO oo'^cMotoi—icnai CD to c>j to GNi . ...... .do. . Total other articles. . . . 115,581 2,706,733 OrH^nd tottil .«»««•«••« 1,977,151 53,927,508 Besides this array of tonnage arriving at tide-water on the canals, there was, in 1851, of the same classes of property, to the amount of $8,332,441 landed at Troy and Albany by railwa}^ from the west. There also w^ent west by railway from Albany and Troy 29,112 tons of merchandise, furniture, and other property. From the foregoing statements it may be seen that all the property from the Canadas via Lake Champlain, and all that from the western States via the canals or central line of raihvays, destined for New York or Boston, must pass through these tide-water ports, w^hich it rarely does without being either transhipped or handled sufficiently to pay a tribute to the commerce of some one of them. Albany and Troy are advantageously connected with Boston, New York, and the lakes Ontario and Erie by excellent water and railway routes, and, from present appearances, must continue to increase in commercial wealth and importance so long as the Atlantic cities on the one hand and the west on the other maintain and multiply their present traffic with each other. COLONIAL AND LAKE TRADE. 801 Eh O > m m m 'fe. ^ o r-\ CO ^ §^ ?^ ?$ •=*• • ..■^ ^ <^ hi] rv 5^ ^ ^ 5^ ^JO H co^ '^ co^ i-H o LO^ in c^ j-rT f-H ^ o r-T '^ oT t^ O^ CO O^ Oi^ p-i CO CO c^uo co co lo ^ CO CO CO "^ CO cT oooooooo oooooooo oooooooo CO lO O 00 o o o o CvJC^OOOG^^t-HCO oco'^CQc^J'=i^^^-<^^ OOOOOOOO tOQOimOtOOiOO CO ■ "-^ rH O O O l-^ O t-^ OcT CO cT o o" uo" o C^lt-CDOCDOCOO) GO CO^ CO 00 CO^ 00^ c^o^ rH C^^ C^ 00 cT oT o oT lOOOO'^tfOOG^O cooo)0"s'=*cocoai t-^ CO -^ O]^ »0 '^ lO CO T-H CO CO oo" O '^ ^ t~^ a5cocococoo>'=tio:) G^ t-^ T-H O^ ^ CO^ rH CO^ i-T t-T CO CO CO CO ^ CO irjoooG^coooo CO 00 ^ CO O^ l— o -^ (T^O 00 00 O LQ 00 t-^ t-^G^UOCOOCOcTc^T tOLOCTSCO— ^CDOCO GNJ'^CD-^'^O^CO^ G^ '^hi O Gvj CO UO G^t-^i-H Cq'cO CO crs lO CO to i-^oq^ 00 00 r-H c: '=:?i '^ ^'^ - "=*< UO CO CO GJ 802 ANDREWS KEPORT ON Statement of the comparative value of property sent from the seaboard to tla interior via the St. Lawrence^ the Hudson, and the Mississippi. Years. St. Lawrence. Hudson. Mississippi. 1851. 1850. 1849. 1848. 1847. 1846. 1845. 1844. 1843. 1842. 1841. ^10,956,793 $80,739,899 74,826,999 78,481,941 77,477,781 77,878,766 64,628,474 55,453,998 53,142,403 42,258,488 32,314,798 56,798,447 138,874,782 33,667,325 30,152,091 28,141,317 27,667,512 21,668,823 21,035,030 23,480,217 24,510,045 24,093,570 30,768,966 There should be added to the foregoing table, in order to exhibit fairly the tonnage of the New York or Erie route, the amount of freight carried to and taken from tide-water by the several lines of railwayo The following is the estimated business, in tons, taken from official sources, of the Northern or Ogdensburg, the New York Central, and the New York and Erie lines. These different lines landed at tide- water, in the aggregate, 228,107 tons, valued at $11,405,350 ; and took from thence to the interior 89,112 tons, valu.ed at $44,556,000. DOLONIAL AND jLAKE TRADE. 803 Oomparativ-e siatemcMt showing an estimate of the tons of some of the 'prin- cipal articles landed at tide-water ^ and going from thence to the interior^ via the different routes'^ in 1851. Articles, St. Lawrence. Hudson. N^ew Orleans, Tons up. Tons down. Tons up. Tons down. Tons down. The Forest. 10,220 1,725 76 90 62,351 9,895 217 9,177 711,731 84,755 7,185 77,652 242 7,271 362,714 94,910 221,633 57,509 8,083 43,426 17,949 110 580 5,259 1,838 3,405 1,851 12,215 7,203 ■ 5,452 4,784 • 12,801 5,407 .122^ 13,938 1,204 4,102 Timber .., e, .,,.»..»..». , tShingles Staves .......•■••..•••>•• 2 58,552 .^urs ♦.. 500 Ashes. . o . c a , .^. . c . ^dgriculPure. Flour ........ 7 2,177 821 171 1,501 38 43 110 5,576 70,966 16,867 3,052 1,746 284 69 403 100,138 'Whesit 5^193 Corn .....••. 109,989 Oats *. . „ o 0 . 6,949 Eye , Barley ...<.... ■Potatoes ..........&..... 22 809 Cotton 0 . 321,566 2 74 15 2,858 Wool 'Go'O'S 'Oil cake Tobacco ....a.....*t>«..«. 52 135 89 3,454 164 1,122 37 150 413 649 6 54,187 Beef 9 , 077 Pork 1,399 1,635 2 47,205 Bacon ......S...V......C. ■37,291 Butter. .................. 2,417 Cheese 1,811 Jjard 22-766 Tallow «. . . . 30 230 25 '196 Manufactures. Whiskey ................. Lord oil. .........<>....... 29,97b 2.117 Leather. «. Lead ^ >.. . 8 9,592 Haih'oad iron 27,994 14,179 9,794 1,563 1,745 3,596 398 7,297 9,054 Pig iron . . . QQ 2,958 16,675 1,224 62 Blooms ...... ...as...... 77 J^ails and spikes Sugar , . . r" 118,273 Molasses . > . . . . 1 134 86 91,500 Salt 6,408 13,055 Coal . , 85,000 Furniture ................ 1,465 349,230 117,266 IVIerchandise . 15,295 12,510 923 141,412 4,580 74; 722 Sundries. 152,350 Total tons , . . 120,779 329,621 467,961 1,977,151 1,292,670 These figures show correctly the tonnage arrivmg at and departing from tide-water on the Hudson by canal, and that passing up and down the St. Lawrence canals, during the past year. Upon the Mississippi ANDREWS HE PORT ON routes the estimates are based upon the best data obtainable. There are no means at hand of estimating with any probable degree of accu- racy the ''up" tonnage of the Mississippi. With these additions, the following table would show the comparative movement upon the dif- ferent routes : Comparative statement showing tonnage and value of merckaridise sent from and received at seaboard by way of the Nem York canals and St, Laiu- rence and Mississipj)i rivers for 1851. Value. DoivnivarcL New York canals.. . , New York railroads., St. Lawrence Mississippi Ujnvard. New York canals.. . . New York railroads., St. Lawrence :sippi.. = ........ 1,977,151 '228,107 329,621 1,292,670 467,961 89,112 120,779 |53,727,50B 11,405,350 9,153,580 108,051,708 80,739,899^ 44,556,000 10,956,79a 38,874,782 The movement on the Pennsylvania line is not entered in the com- parative statement, because only the through-tonnage, which is sup- posed to be represented by the amount transported over the Portage rail- road5 is shov/n. The amount of this tonnage gohig east upon this road for 1851 was 13,696 tons, valued at $125,000; total tonnage going west, 10,961 tons, valued at $2,779,731. The tonnage of the public works of Pennsylvania having an eastern direction is derived chiefly from the produce of the State, which is of great magnitude and im- portance. For this trade there are two outlets— one by the Columbia railroad, and one by the Tide-water canal, the returns of the tonnage of w^hich will be found annexed. Tabular statement showing the value of property received at seaboard by the foregoing routes. Years, St. Lawrence, Hudson. Mississippi. 1851.0....O. 1850 19,153,580 $53,927,508 55, 474; 637 52,375,521 50,883,907 73,092,414 51,105,256 45,452,321 34,183,167 28,453,408 22,751,013 27,225,322 P08,051,708 106,924,083 1849 1848... o 81 989 692 1847.. 79 779 153 1846 90,033 256 1845.... 77 193,464 184-4...... 57 19fi 122 1843... 60 094 716 1842 53 782,054 1841..,. .0 45,716,045 484,924,474 857,658,164 DOLONIAL AND LAEE TRADE. 805 The movements for the past year upon the St. Lawrence and Portage routes only are given, for the want of convenient data. The down- ward tonnage upon the St. Lawrence canals for 1850 was 212;,135, against 329,621 for 1851, upon which the above estimate is made. The tonnage is estimated to correspond in value with the estimated value of similar articles on the Erie canal. Statement of fTomftij sent westward from PhiladelpUa by railroad in 1851. Articles. Amount. Agricultural productions not specified. pounds. Earley ...->. » barrels. Ootton ., pounds. Hemp do. . . Hops. o .do. . . Potatoes .......... c bushels. Seeds , do, . . Tobacco, not manufactured , « pounds. Wheat bushels. Hides, dry pounds. Hides, green .do . . . Leather do. . . Wool .« do. .. Boards, plank, &c feet.. . . Ale, beer, and porter barrels. Bonnets, boots, &c » pounds. Chinaware and queensvvare do, . . Coffee ,., , do... Drugs and medicines do. . . Dry goods. . = » do. . . Dyestuffs o .. .do. . . Glassware do . . . Groceries * . .do. . . Hardware and cutlery = do. . . BajDfs'inff. . . » o » o do. . . Liquors, foreign gallons. Paints .pounds. Salt o bushels. Tobacco, manufactured pounds. Anvils o o , do. . , Coal, mineral. .' , tons. .pounds. Copper Gypsum tons. - Iron, pigs pounds. iron castings , . ..do. . . iron, bar and sheet „ do. . . Nails and spikes do. . . Machinery „ « do. . . Spanish whiting do . . . Steel o .do. . . Tin do... Bacon o do. . . Cheese do . . . Fish . . . c , barrels. Fot, pearl, and soda ash pounds. Marble do... Agricultural implements do . . . 'Furniture , do . . . Oil (except lard oil) , g-allons. Paper. .pounds Bags .do. Straw paper do. Tar and rosin. do. Sundries.. do. ,422 7 ,631 347 52 1 213 2 ,178 735 684 196 546 1 ,029 HI 851 ,149 ,514 63 166 ,735 ,071 193 38 465 44 151 232 5 76 1 836 480 801 561 ,089 460 760 ,247 109 257 33 726 656 7 777 350 ,981 530 10 ,526 ,359 ,600 ,248 ,600 ,400 ,000 ,788 661 ,500 ,637 ,500 ,000 ,600 ,600 ,000 ,156 ,500 ,900 ,700 ,200 ,700 ,500 ,100 ,800 ,500 ,900 ,187 ,300 ,558 ,400 ,500 ,162 ,800 ,244 ,400 ,300 ,300 ,200 ,400 ,400 ,600 ,500 ,300 ,700 ,210 ,500 ,000 ,400 ,200 ,377 ,600 ,900 ,200 ,100 ,800 806 ANDREWS' REPORT ON Articles. Amount. Live stock pounds. Nunaber of cars cleared. . . . o • Passengers, miles travelled by emigrants going west Amount of toll received 73,500' 56,755 855,456 &2,764 64 Statement of projierty received at Philadelj)hia by railroad from the West^ in 1851. Articles. Amount, Agricultural productions not specified pounds. . Barley. bushels. . Rye do Corn do Cotton , pounds. . Hemp do ... . Oats , .bushels. . Potatoes do. . . . Seeds » do ... . Tobacco, not manufactured. pounds. . Wheat bushels. . Deer, buffalo, and moose skins pounds. . Feathers do. . . Furs and peltry do . . . Levather do. . . . Wool do Bark, ground do. . . Boards, plank, &c feet .... Drugs and medicines pounds. . Dry goods do. . . Dyestuffs do. . . Earthenware. do. . . Glassware .do . . . Hardware and cutlery do. . . Bagging do . . . Tobacco, manufactured ... .do. . . Whiskey gallons. . Coal, mineral. tons,. . . Copper , . . .pounds. , Iron, pigs do. . . Iron castings do . . . Iron blooms and anchonies do . , . Iron, bar and sheet do. . . Nails and spikes do. . . Machinery i , do. . . Steel do. . . Bacon .do. . . Beef and pork barrels. , Butter .pounds. Cheese. ., do. . . Corn-meal. barrels. Flour , do . . . Lard and lard oil pounds. Sqda ashes do . . . Tallow .do. . . Furniture do. . . Oil (except lard oil) gallons. Paper pounds, Rags , ., do. . . Straw paper do . . . Live stock do. . . Passengers, miles travelled 4,142, 000 21,048 31,193 464,595 581,300 829, 60a 451,768 38,587 26,039 6,324,000 121,656 463,300 432,700 179,600 3,363,900 3,344,200 3,064,600 4,551,100 48,400 1,465,200 377,800 215,800 425,500 589,800 46,300 1,500 632,362 3,104 156,100 2,479,900 156,100 1,335,900 9,071,700 1,759,100 71,600 9,400 11,693,500 4,543 1,917,700 8,000 6,220 315,257 3,817,200 131,000 292,200 638,000 1,862 891,100 811,800 986,700 7,594,700 4,264,463 COLONIAL AND LAKE TRADE. 807 Compm^ative statement of^ipward tolls 07i the Susquehanna and Tide-water canals o Articles. 1849. 1850. 1851. Ale .barrels. Ashes, soda and other pounds. Boats cleared... number. Bacon, pork, beef pounds. Bone dust, guano •> do. . . Bricks do.. . Burr-blocks, cement, mill-stones do. . . Clay, German and fire Cotton pounds. Cheese do. . . Coffee ..,...., do. . . Fish barrels. Grindstones pounds. Glass . . . . ^ Hides o. pounds . Iron .do. . . 292,687 4,676 662,261 564,146 ,245,595 ,927,245 ,328,767 290,125 1,189,017 4,613 1,117,541 765,265 1,478,669 6,738,287 1,437,938 92,396 23,270 185,879 23,193 170,945 Iron ore do, Iron castings do. Leather do, Marble do, Merchandise not specified do Nails Passengers number. plaster , tons^ Salt bushels. Soapstone « . . .pounds. Sand c do. . » ,050,837 264,420 ,009,498 4,658,855 1,072,053 Sundries .... ^ ...... a do. . . Tar, rosin , pitch barrels . Wheat... p .bushels. 29 562,045 ,701,790 4,779 109 10,694 173,050 806,155 569,290 016,229 2,528 19,545 618,487 30,835,069 5,865 89 9,286 138,214 1,448,255 421,061 1,133,393 3,535 461 15,237 5,210 695,070 894,428 936,548 187,642 966,212 132,936 37,295 2,122,062 22,367 219,500 182,236 1,368,293 1,283,130 1,854,261 22,322 656,070 31,944,140 5,415 132 8,103 129,278 ,310,400 563,483 1,098,226 3,658 8,277 1, 808 ANDREWS' REPORT ON Comparative statement of downward tolls on the Susquehanna a?id Tide-' water canals. Articles. 1849. 1850. 1851 Agricultural products not specified .pounds. Bacon and beef » do.. Bark cords . Boats., • number. Bricks, fire and common do.. Butter, cheese, lard, and tallow. pounds. Coal, anthracite tons. Coal, bituminous do . . Charcoal ,. pounds. Corn and other grain bushels . Flour barrels. Ice pounds. Iron, bar and railroad, and nails . ♦ tons. Iron, bloom, tons, 2,464 pounds. Iron ore .tons. Iron, pig and cast.. do.. Leather pounds. Lime bushels. Limestone , . * perches . Liquors, domestic barrels. Live stock.. . . « » pounds. Locust treenails do , . Lumber, sawed , .sup. feet. Lumber, maple, cherry, and walnut do . , Merchandise and manufactures not specified.. . . . . Poles, hoop o number. Passengers , do . , Rags pounds . Seeds, flax, grass, &c bushels. Shingles number. Slate, roofing tons. Staves... , number. Sumac, shaved and ground bark .pounds. Timber cubic feet . Tobacco pounds . Wheat o bushels. Wood , .cords . Wool pounds . 620,003 259,632 3,304 6,173 1,128,193 382,803 107,638 20,640 1,005,000 508,897 86,458 332,242 11,711 2,654 6,169 307,950 388,512 109,611 17,679 30,000 109,691 108,227 3,212 2,095 2,188 25,409 1,260,689 183,970 9,258 24,050 54,375 59,750 52,344,215 270,478 571,916 320,700 1,377 212,479 16,427 9,049,585 646 898,600 472,374 89,417 66,356 840,575 1,436 121,683 6,334 2,188 357 17,839 868,325 290,167 9,300 18,265 15,200 246,180 62,686,416 395,225 1,104,740 326,307 2,009 278,633 8,259 8,850,636 945 952,270 184,322 24,076 49,134 1,131,767 3,218 55,484 1,307,017 2,312,093 3,026 6,861 485,695 783,789 129,276 20,673 591,105 142,362 526,400 4,128 1,984 1,135 17,860 891,811 349,281 5,548 17,312 19,000 280,000 77,182,255 217,618 1,539,971 516,790 818 318,133 14,004 8,775,615 604 755,030 305,742 24,070 633,366 1,032,450 3,573 27,810 Value of prodtice received via canals on the Hudson^ and at Neiv Orleans via Mississippi^ with United States exports and imports. Years. 1840 1842 1845 1848 1850 1851 1852 New York canals, at tide-water. ^23,213,572 22,751,013 45,452,321 50,883,907 55,480,941 53,927,508 66,893,102 At New Orleans. M5, 716,045 57,199,122 70,779,151 96,897,873 106,924,083 108,051,708 Total. $68,467,508 102,651,443 130,663,058 152,378,814 160,851,591 174,944,810 COLONIAL AND LAKE TRADE. 809 INTERNAL TRADE OF THE UNITED STATES. Under this title an estimate will be formed of the aggregate value of the lake and river commerce of 1851, and also an estimate of the value of the entire coasting, canal and railway commerce of the United States for 1852. It will readily be perceived that all our commerce, which is not composed of transactions with foreign countries, properly comes under the head of ''internar' or " domestic" commerce, as it is a trade or system of exchanges which exists among ourselves, and through which we are enabled to consume so large a share of our own produc- tions. It is very probable, especially in domestic trade, that the same mer- chandise or produce may enter into the computation of the aggregate for the whole country several different times ; but the fact that it is obliged to pay a commercial tribute at every point where it is handled, sold, or exchanged, in the shape of commissions, storage, cartage, cooperage, insurance, etc., renders it as appropriately a portion of the commerce of the place where its value is enhanced by these expenses, as though they occurred each time in foreign countries. Thus, a com- putation of the value of the entire commerce of the world would show the value of the imports and exports at each and every port of all countries ; and yet such a computation would scarcely give any definite idea of the true *' money value" or ''quantity" of the property enter- ing into one exchange ; or, in other words, the proportion of the aggre- gate productions of the world which are exchanged or put into a market previous to consumption. In these estimates, therefore, the gross value of the domestic trade will be considered, and if the results arrived at be correct, they should nearly correspond with the aggregate business transacted by all the commercial houses in the country. It has been shown that the domestic or coastwise trade of the lakes in 1851 was valued at $314,473,458. As it is usual for prices of all agricultural produce to fluctuate, it is important to know the quantity as well as value composing the commerce, in order to decide upon the actual increase or decrease of production. The returns of the district of ''Buffalo creek" show the tons of property composing the imports and exports at that port ; and as the commerce of that district is a very fair representation of the character of the whole lake commerce, the tonnage, the value per ton, of the commerce of that port will be used as a basis in ascertaining the tons of the lake commerce. In this way, the average value of exports and imports is ascertained to be $79 19 per ton, which into $314,473,458, as above, gives 3,971,126 tons as the gross imports and exports at all the lake ports. The licensed American tonnage engaged in this trade was 235,975 measured tons, which into 3,971,126 tons, gives a fraction over eighteen gross tons per ton measurement, or eighteen tons, as it may be called for convenience, received and discharged per ton licensed. Applying this rule to the tonnage of the Mississippi and its tributaries, with an addi- tion of twenty-five per cent, in consideration that the river tonnage is employed the whole year, instead of eight to nine months as on the lakes, will show an approximation to the gross tons of the river com- merce. Mr. Corwin's report on the "Steam-marine of the Interior" 810 Andrews' report on states the river tonnage at 135,560 measured tons, which mnltiphed by twenty-four, gives 3,253,440 tons. Adding one-fourth, 813,360 tons, to this anaount for flat and keel-boat transportation, and the aggre- gate is 4,066,800 gross tons. The average value per ton of such prop- erty received at New Orleans during the year ending August 31, 1852, was $83 58, which is assumed as a fair representative value of the whole trade. The gross value of the river commerce in 1851 was $339,502,744; and the total of lake and river, according to these estimates, $653,976,202. None of the enrolled and licensed tonnage of the United States is engaged in foreign trade. It amounted in 1851 to 2,046,132 tons, 87,476 of which was engaged in the cod-fisheries, 50,539 tons in the mackerel fisheries, and 1,854,318 tons in the ** coasting trade." The tonnage of the lakes and rivers is all included in the '^coasting trade," as classified in the treasury returns. The treasury returns for 1852 show that the aggregate registered, enrolled, and licensed tonnage has been augmented since June 30, 1851, by amount ten per cent. If this increase of ten per cent, be added to 1,854,318 tons, an aggregate is arrived at for 1852, of 2,039,749 tons of shipping employed in our domestic "carrying trade" or "exchanges," besides considerable regis- tered tonnage v^^hich frequently enters the coasting trade between the Atlantic ports and those on the Gulf and the Pacific. It should be remarked here that a large proportion of this tonnage is sail, and, there- fore, incapable of as frequent trips as steam. An investigation, how- ever, shows that there is very little difference in the carrying capacity per ton measurement; as the fuel and machinery of steamers take up so much room, and add so largely to the weight, that but a small pro- portion of freight is required to put a steamer in the " passage trade" in "running trim." Hence, the annual "carrying trade" of a large steamer is generally less per ton measurement than that of a sailing vessel. As some of this coasting tonnage is employed only in summer months, but the major portion of it during the whole j^ear, the capacity per ton measurement will be assumed in this estimate at 20 gross tons. This forms an aggregate of property received and discharged, in the transaction of our domestic trade, of 40,794,980 tons; which estimated at the mean value ($81 36) per ton of the lake and river commerce of 1851, w^ould constitute a gross sum of $3,319,039,372. The canal commerce of the United States is prosecuted upon about 3,000 miles of canal, which, excluding the coal trade, cleared and landed an average of about 6,000 tons per mile. The New York State canals averaged, in clearances and landings, about 9,000 tons per mile, but this is above the average for all the canals. At 6,000 tons per mile, 3,000 miles give 18,000,000 tons, valued at $66 the ton, and forming a gross sum of $1,188,000,000. There are also completed in this country, 13,315 miles of railway; but as 2,500 miles have been opened since January 1, 1852, only 10,815 miles can be considered as having participated in the trade of 1852. Several of the longest freight lines have received and delivered an aggregate amounting to an average of 2,000 tons per mile; but as many other lines do a comparatively hght freighting business, the average as- sumed will be, 1,000 tons per mile, or a gross business of 10,815,000 COLONIAL AND LAKE TRADE. 811 tons, which, from the general character of railway freight, as being of a lighter and more costly character than water freight, may be valued at SlOO the ton : this would give an aggregate of gross railway com- merce amounting to $1,081,500,000. This is undoubtedly a very unsatisfactory way of computing the value of our domestic trade, but, until better data can be arrived at, the fairness of this statement cannot be denied ; and it is only put forth as the nearest approximation that can be made to accuracy, under our present system of internal trade returns, in the hope that the startling results here obtained may arouse those interested in this important trade to a fiiU investigation of the subject by the collection of authentic data. It has been customary heretofore, in making up these or similar esti- mates, to call the net money-value of property one-half the gross amount. Though this process may correctly denote the number of tons transported, it will by no means decide that the same property has not entered and re-entered, several times, into the general account? as it moved from point to point in search of a consumer. For conve- nience, however, the following tabular statements, showing the gross and net tons and value, are presented : NET. GROSS. 1851. Tons. Value. Tons. Value. Tiake commerce ..«••••••*•.• 1,985,563 2,033,400 $157,236,729 169,751,372 3,971,126 4,066,800 $314,473,458 339,502,744 Acfcrreflfate. ■•■••>•»• 4,018,963 326,988,101 , 8,037,926 653,976,202 Estimate of 1852. NET. GROSS, Tons. Value. Tons. Value. Coasting' trade •••oaa*******'* 20,397,490 9,000,000 5,407,500 P, 659, 519, 686 594,000,000 540,750,000 40,794,980 18,000,000 10,815,000 P, 319, 039, 372 1,188,000,000 Canal commerce. .......••»•« Tifiilwav commercp ...•• 1,081,500,000 Aggregate 34,804,990 2,794,269,686 69,609,980 5,588,539,372 The returns already made from some of the lake ports indicate an increase over 1851 of over twenty-five per cent, in value of trade, and twenty per cent, increase of tonnage. This commerce and its necessities have occasioned the construction in the United States of nearly twenty thousand miles of magnetic tele-- graph, at a cost of little less than $6,000,000. Comment upon such facts as are here presented will readily suggest themselves to the minds of all intelligent men. It will be seen that our domestic commerce is of incalculable value to us, even as repre- 812 Andrews' report on sented by the '* coasting" trade ; but when to this is added the value of our whale, cod, and mackerel fisheries, and our California trade, that is carried on in registered bottoms, its magnitude will be still more astonishing. The fact that our domestic exchanges amount, by sale and resale, and by the additional value gained by the labor bestowed in transportation, sale, &c., annually to oyer Jive thousand millioii dollars^ as the sum upon which one commission or profit is paid, and that in this tirade is employed actively and profitably over two million tons of ship- ping, which cost not less than one hundred and twenty million dollars, three thousand miles of canal, thirteen thousand miles of railway, and twenty thousand miles of telegraph, costing about four hundred and fifty million dollars, is one calculated not only to astonish, but to excite admiration of the energy, industry, and enterprise which, in so short a period, have achieved this high position. IIBEI, INTRODUCTORY. Page. Instructions from the Secretary of the Treasury, » » 1 Necessity for a well organized system 2 Works containing valuable information on statistics ,.o. ..••.,•.• 3 Progressive emigration from the Old World to the New » » 3 Gross amount of lake trade from 1841 to 1851, inclusive «... 4 Trade of the Erie canal from 1835 to 1851, inclusive 4 Total amount of wheat and flour by the New York canak in 1851 .,«.,,.= ,,,, o 5 Total tonnage on all the New York canals from 1836 to 1851, inclusive 5 Waters of the great lakes and the St. Lawrence 5 Importance of improvement of the navigation of the St. Lawrence and the WeL land and St. Lawrence canals ., • 5 Harbor accommodations on the lakes « » 6 Commerce of Chicago, Buffalo, Oswego, &c 6 Pubhc meeting held at Milwaukie in 1837 » 6 Necessity for the construction of harbors on the lakes « 6 Necessity for marine hospitals at commercial ports upon the lakes. . . » » 7 Chain of communication through the great lakes yet to be supplied » . . . 7 Importance of the construction and completion of canals uniting the lakes and rivers > • • • 8 Railroad interests of the west ..«».« oo. , ....<> 8 Ignorance of the resources of the west to support railroads. . « . « o 8 Artificial channels created by modern commerce. 9 Distances from New Orleans to New York, Philadelphia, Baltimore, and Boston. , 9 Distances from Quebec to Boston, New York, Philadelphia, Baltimore, and New Orleans » c 9 Extent of railroads constructed and in course of construction ; cost of the same , 10 European loans of money on railroads 10 Bancroft and Heeren on ancient and modern navigation . . . » , . 11 THE TRADE, COMMERCE, AND NAVIGATION OF THE BRITISH NORTH AMERICAN COLONIES. Inquiries with reference to the British North American colonies ; their foreign, internal, and intercolonial trade, commerce, navigation, &c 12 Attention invited to sketch of early history of Nova Scotia and New Brunswick, by Dr. Charles T. Jackson and Mr. Alger, of Boston 12 Possessions of Great Britain in North America 13 Area of British North American provinces 13 Population of British North American provinces in 1851 13 Birth-place of Canadian population » <> • 14 Value of exports from the British North American colonies in 1806, 1831, and 185] 14 Outward tonnage, by sea, in 1806, 1831, and 1851 » 14, 15 Ship building in the North American colonies , . . » .,,... ......«..• . 15 814 ■ INBEX. Aggregate tonnage since 1800 ..„.,...,... .o»* t, . ..e * 15 Value of total exports from Canada for 1851 16 Principal articles and values of imports into Canada by the river St. Lawrence j for the year 1G51 * » 6 » .... . 17 Principal articles and values of exports from Canada to other countries^ (princi- pally Great Britain^) for the year 1851. ...»......<> o IT Statement exhibiting the natural products, domestic manufactures, and foreign goods imported into the colonies from the United States for 1851 18 Aggregate of colonial imports from Great Britain > the United States, and other countries, for 1851 « - 18 Aggregate of colonial exports to Great Britain, the United States, and other countries, for 1851 ,. o * » - 19 COLONIAL TRADE IN 1851. Canada — imports, exports, new ships built at Quebec »......, 19 New Brunswick — imports, exports, new ships o * i 19 Kova Scotia — imports, exiports . . . . » <,....,. 6 .. 6 <.».<>... i ......... .i . ..^ * 19 Newfoundland — imports, exports i * ......... .6 .*..-... « 19 Prince Edward island — imports, exports, new shipping. ^ .......*... 20 Negotiations for free trade between the United States and the colonies. • • . • 20 Bill of the House of Representatives, in 1848, for reciprocal free trade with Canada » 21 Agricultural abstract — Upper and Lower Canada . . , . « « 22 Abstract of the cereal produce of the United States in 1851 23 Total quantity and value of cereals exported from the United States in 1851.. ... ' Si- Account of the quantities of wheat, barley, and oats, imported into England, Ireland, and Scotland, from the United States, Canada, France, &c., for the years 1849, 1850 25 Abstract consumption of foreign grain, from 1847 to 1850, inclusive. ........... 27 Abstract of grain imported, from 1848 to 1850, inclusive , . . .. » , 27 Flour and wheat exported from Canada in 1850 and 1851. « 27 Total quantity of wheat, flour, rye, oats, &c., imported into the United States from Canada in the year ending June 30, 1852 , 27 Total domestic flour, &c., exported from the United States to the British North American colonies 28 Greater interest of Canada West in free intercourse with the United States than Canada East — origin, language, geograj^hical position, &c 28 Principal articles and values imported into Canada from the United States in the year 1851 <,,....,. « 29 Principal articles ?aid values exported from Canada to the United States in the year 1851 « ». ^ 6. 30 Inland trade between Canada and the United States — tonnage inward and out- ward » „ 30 Revenue collected in the different districts of the L^nited States bordering on Can- ada, from 1849 to 1851, inclusive « 31 Propositions for reciprocal free trade and free navigation 31 Importance of a free participation in the sea fisheries near the shores of the colo- nies , o .... o a. . 32 Cruisers fitted out by the colonial governments to prevent American fishing within certain limits „ . 33 Necessity of a naval force of the Federal government on the colonial coasts S3 Benefits to the United States from the colonial trade , . . , 34 INBEX. 815 PART I. Page. The deep-sea fisheries— Bay of Fundy, coast of Nova Scotia, Grand Bank of New- foundland, Guif of be. Lawrence, &c , 35 Hardship of the prohibition to American vessels of fishing within three miles of the colonial coasts c 35 Benefits which would result from permission to cure fish on the coasts of the pro- vinces... . . . c » 36, 37 Navigation of the St. Lawrence « « . . . 38 French fisheries at Newfoundland » . , « » «. 38 Law of France granting bounties to the sea fisheries » « . » 38 Law of the National Assembly of July 22, 1851.. .,..»»..,..,. 39 Bounties to the crew ,....«.. 39 Bounties on the products of the fisheries .....<...<,.....,.<> 39 Bounty on cod livers » o 39 Effect of the treaty of Paris of 1824 , c 40 PART IL The trade of the lakes «..,..,.....,.*.,..., .....«.<, .» o . . . Difficulty of obtaining information of the trade and commerce of the lakes Necessity of legal provision for obtaining information Organization of a statistical office recommended , Benefits of reliable statistical data., « Reasons why inland navigation requires aid from the public — its influence on na- tional prosperity ,....,.... Extent of the coast line of lake trade ............. .^ <» Statistics of measurement of the lakes » Whole traffic of the great lakes for 1851 »« , ......<«....... . Difference of amount of traffic in the years 1841 and 1851 Statistics of the steam marine of the United States for 1851 Distribution of steamers in the basin of the lakes » . . . Number of steamers on each lake. Population and tonnage of the N. E. States and the N. W. States, with their per cent, increase Area and population to the square mile of the middle and northwestern States . . . Entire amount of appropriations by government, to 1851, for the benefit of rivers and harbors since its organization c . . . » Loss of life and property on the lakes from 1848 to 1851, inclusive. .....«.<>..... Losses on the Atlantic, Gulf of Mexico, and Pacific coasts in 1851, , o « . , . Losses on the lakes of vessels and lives in 1851 « . Expediency and justice of protection and encouragement to internal navigation and inland commerce Lake navigation and exports from 1679 to 1851 — population, tonnage, &c Commerce of Ohio with the interior by canals, raihvays, &c, Railways to the interior, canals, projected railways, &c Illinois and Michigan canal and Chicago and Galena railroad o Valuation of real estate and personal property in Cook county from 1847 to 1851, inclusive .,,. a . 0.4 ••••..•».>>.• .a •>•••»*» t •»»«»......<.. a ..,•••>•»«• • 4:1 41 41 42 42 43,4 45 45 45 4G 47 47 47 48 48 49 49 50 50 51 52 53 54 54 816 INDEX. Page • Population and valuation of property of Chicago from 1840 to 1851, inclusive. • • • 54 Growth of population of the cities of New York, Boston, Philadelphia, Cincinnati, Buffalo, Oswego, Albany, Chicago, and St. Louis, from 1800 to 1850 54 Katio of increase of population • .«. o .. 55 Effects of railroads and canals in increasing and spreading population 55 THE LAKE DISTRICTS. Statistical statements of the Canadian and domestic trade » . o 56 No. 1. — District of Vermont — Lake Champlain ; its length and breadth, islands, affluents, canals, &c 56 Description of the coasts of Lake Champlain 57 Burlington, the port of entry of the district 57 Aggregate amount of trade and commerce of Lake Champlain in 1851 58 Canadian trade of Vermont for the years 1850 and 1851 58 Tonnage in the Canadian trade for 1850 and 1851 ^ « 58 Value of produce, domestic and foreign, imported from and exported to Canada, . 59 No. 2. — District of Champlain — Plattsburg, the port of entry — latitude, longitude, population, &c • 59 Situation of the district, its towns, villages, harbors, &c 59 Canadian trade of the district of Champlain for the years 1850 and 1851 60 Tonnage enrolled, June 30, 1851 60 Imports and exports in American and British vessels • » 60, 61 No. 3.— District of Osv/egatchie — Ogdensburg, the port of entry — latitude, longitude, population, &c 61 Description of the district, its towns, villages, ports, &c.. , 61 Ogdensburg railroad — important facilities for travel, freight, &c 61 Comparative statistics of imports of the coasting trade of Ogdensburg from 1847 to 1851, inclusive 62 Coastwise exports from 1847 to 1851, inclusive 63 Estimated value of imports and exports for the years above named 63 Inward and outward bound vessels for the years 1850, 1851 63 Abstract of the number of vessels, tonnage, and men employed upon the same, which entered and cleared from the port of Ogdensburg, distinguishing American from British vessels, during the years 1850 and 1851 64 Canadian trade in 1851 — imports and exports in American and British vessels. ... 64 Duty collected on imports in American and British vessels 64 No. 4. — District of Cape Vincent — Cape Vincent, the port of entry — latitude, longitude, population, &c 65 Description of the district, its coasts, ports, &.c 65 Imports and exports to and from Canada in 1850 and 1851 65 Enrolled tonnage of the district in 1850, 1851 65 Canadian trade — tonnage inward and outward 6Q No. 5. — District of Sackett's Harbor — Sackett's Harbor, the port of entry — latitude, longitude, population, &c , 66 Description of the district, coast line, shippnig places 66 Situation of the port of Sackett's Harbor, its advantages, decline in commerce since 1846 , . . . » 66 Values of the commerce of the district from 1846 to 1851, inclusive 67 Reasons for the decline of commerce in the district , , 67 Exports coastwise for 1847 and 1851 68 Coastwise importations for 1847 and 1851 ..• 68 Enrolled tonnage, steam and sail, for 1850, 1851 69 INDEX. 817 Page. Entrances and clearances, American and British vessels, for the year 1851 69 No. 6. — District of Oswego — Oswego the port of entry — latitude, longitude, population 69 Description of the district of Oswego ; its advantages for coastwise and Cana- dian commerce • 69, 70 City and harbor of Oswego ; improvements ; further improvements recommended. . 70 Oswego canal ; Syracuse and Oswego railway 70 Traffic in some of the leading articles of importation by lake during 1849, 1850, 1851 "71 Articles received from Canada, during the same period 71 Capacity of the Oswego flouring mills • • • 71 Canadian commerce for 1851 • "^2 Coastwise imports, coastwise exports, and foreign commerce at the port of Oswego for the year 1851 72 E'irollcd and licensed tonn?-.^9j entr?.nc9S, and clearances^ for the years 1859, i85i;^.z.^^^^.!....r^ 72 Canadian trade in 1851 — imports in American and British vessels 73 Exports of foreign produce and manufactures, and domestic produce and manufac- tures, in American and British vessels 73 Imports at the district of Oswego, coastwise, during the year ending Decem- ber 31, 1851 Exports coastwise, from the district of Oswego, during the year ending De- cember 31, 1851.... » • 75 No. 7.— District of Genesee — Rochester the port of entry — latitude, Icngitude, population 75 Limited commerce of Genesee district • 76 Canadian commerce of the district for 1850, 1851 • 76 Am.ount of tonnage entered and cleared at Rochester in 1850, 1851 «. . . . 76 Foreign and domestic goods exported to Canada 76 Foreign and domestic goods imported from Canada 77 No. 8.— -District of Niagara — Lewiston, the port of entry — latitude, longitude, population 77 Extent of the district and situation of Lewiston 77 Intended suspension bridge across the Niagara river near Lewiston, 77, 78 Commerce of the district during the year 1851 78 Tonnage employed in the district for 1850, 1851 78 Comparative foreign commerce for 1847, 1850, 1851 79 Canadian trade in 1851 ■ 79 Exports of foreign goods and domestic produce and manufacture 79 Statement of men and tonnage employed in the Canadian trade with the district. 80 No. 9.— District of Buffalo Creek- Buffalo the port of entry — latitude, longitude, population. 80 Extent of coast-line ; ports, &c 80 Increase of commerce of Buffalo Creek ; terminations of railwa3^s, &c. 80, 81 Tonawanda ; its situation and facilities for commerce 81 Black Rock' — returns of trade and commerce of the lakes at this point for 1850, 1851 81 Dunkirk — its situation and harbor ; commerce ; 82 City of Buffalo — increase of population ; commanding business situation 82 Harbor of Buffalo ; accommodation and security of vessels 82 Improvements in progress and contemplated 83 Terminus of canals and railways at Buffalo ; dry-dock, &c • 83 51 818 INDEX. Commerce and tonnage of Buffalo. , , o o . o » 84 Increase of commerce from 1830 to 1851 - 84 Articles shipped eastward from Buffalo, by canal, from 1835 to 1851, inclusive. . 85 Actual increase of trade and articles received at Buffalo from 1848 to 1851, inclusive 86' Imports and exports for 1851 ; Canadian trade, &c ...» 865 87 Tonnage for 1851; crews; British and American vessels , 87 Coasting trade for 1851; increase of 1851 c 87 Present population of Buffalo — their occupations, &c » 88 Statement of property shipped westward from the principal ports in the district of Buffalo Creek during the year ending December 31, 1851. 89 Statement of property, moving eastward, received at Buffalo, coastwise and from Canada, for the year 1851; showmg the kinds of property, and quantities of each kind, from each American port and Canada 90—103 Statement showing the estimated value of each aggregate of the several articles received at each of the several ports in the district of Buffalo Creek coast- wise and from Canada, and total values of all, for the year ending the 31st December, 1851 ,......., 104—114 Aggregate quantites and aggregate value of each article received at Buffalo, Dun- kirk, and Tonawanda. 115 — 111 Recapitulation showing the total value and quantity of all property received from and shipped to the westward, in the district of Buffalo Creek, during the year ending" December 31, 1851 IIT An account of the principal articles of foreign produce, growth, and manufacture, exported to the British North American colonies, in British and American vessels, from the district of Buffalo Creek, for the year ending December 31, 1851 118 An account of the principal articles of the gi'owth, produce, and manufacture of the United States, exported from the district of Buffalo Creek to the British North American colonies, in British and American vessels^ for the year ending December 31, 1851 119 An account of the principal articles of foreign produce and manufacture, with the values and amount of duty, entitled to drav/back, exported to the British North American colonies, in British and American vessels, during the year ending December 31, 1851 , 120 An account of the principal articles, quantities, and values, imported into the dis- trict of Buffalo Creek, from the British North American colonies, in Amer- ican and British vessels, with the amount of duty received, for the year ending December 31, 1851 121 Statement of Canadian produce imported into the district of Buffalo Creek, for warehouse and for transportation in bond to the port of New York, for exportation to foreign countries, during the year ending December 31, 1851 12s Statement of Canadian produce imported into the district of Buffalo Creek, dur- ing the year ending December 31, 1851, (being free of duty) „ 12.2 Statement of the foreign and coasting vessels, tonnage, &C.5 entered and cleared from the port of Buffalo, for the year ending- December 31, 1851 123 Statement of the number and tonnage of American vessels trading at the port of Buffalo Creek, during the year ending December 31, 1851 123 A statement of the vessels and tonnage which entered into, and cleared from, the British North American colonies, at the district of Buffalo Creek, for the year ending December 31, 1851, distinguishing British from American, and steam from sailing vessels » 124 m^-EX. SiQ ISo. 10. — ^Bistrict of JPresque Isle — Erie, Pennsylvania, the port of entry— latitude, longitude, population-, c . ., . o . o , 124 Extent of the district of Presque Isle'; shipping points; distance from Buffalo, Cleveland's Harrisburg, and Washington, D, C » 124 Peninsula of Presque Isle, its harbor ; Perry's fleet built there ; naval depot , , . . o 125 Canal from Erie to Beaver connects it with the coal regions of Pennsylvania ; agricultural resources. , . . o o » • . » = « * • 125 Imports and exports, coastwise an, 1846, and 1851 = 126 Canadian trade in 1851, in American and British vessels - 12$ Exports of domestic produce and manufacture, in Amierican and British vessels. „ 127 Tonnage-, inward and outward, of American and British vessels^ steam and sail 121 Lake receipts coastwise at the port of Erie^ Pennsylvania^ in 1851 127 Shipments coastwise at the port of Erie, Pennsylvania-^ in 1851. . . . . » *. 128 No. 11. -^District of Cuyahoga--- Cleveland,; Ohio, the port of entry— latitude, longitude, population. , « 128 Extent of the district. . . . o ,. . . « 128 Back country of the district ; nature of its exports « ■. 129 E^ailways and canals passing through the district ... o ... » c ...,.., o .o. o 129 Ashtabula ; its commerce for the year 1851 129 Cunningham's Harbor ; Madison Dock ; Fairport ; Black River - . - . 130 City of Cleveland ; distance from Pittsburg, Columbus, Buffalo, Detroit, Wash- ington . o o « o • 130 ^rrowth and population of the city of Cleveland from. 1799 to 1851 . . . . ^ . . . » . . . <, 130 Harbor of Cleveland ; its accommodations for vessels ..,...., 131 Comm^erce of Cuyahoga district ; imports and exports, coastwise and foreign. ... 131 Comparative business of Cleveland for the years 1847, 1848, and 1851 , « 132 Imports and exports for 1847, 1848, 1851 132 Whole number of entrances a,nd clearances coastwise, for 1850. and 1851. . .c . . « 132 Canadian trade in 1851 ; imports and exports in American a.nd British vessels. . . , 133 Abstract of duties received from imports or merchandise in Americaji and for- eign vessels during 1850 133 Statement of the foreign trade of the district of Cuyahoga, showing the num- ber of vessel&j tonnage, and number of crew, engaged during the years 1850, 1851 .c. 134 Entrances and clearances in 1850-5 1851 — coasting trade , ., , . . 134 Exhibit of the coasting trade of the district of Cuyahoga, during the year 1851— exports. , ,.., 134, 135 Exhibit of the coasting trade of the district of Cuyahoga:, during tixe year 1851— -imports o « , , . . , 136 ]S^o. 12.~Di3trict of Sandusky, Ohio- Sandusky City, the port of entry — latitude, longitude, population o 137 Extent of district ; ports of Vermillion, Huron, Milan, Sandusky, Venice, Fre- mont, Portage Plaster Bed, and Port Clinton » 137 Vermillion ; its situation and commerce ...-<, e ,. » . . . , 137 Huron ; its situation ; ship-canal ; commerce in 1847 » » 137 Milan ; its commerce in 1851.. o 138 Sandusky, the port of entry ; its bay. ». . » - , . 138 Sandusky City ; distance from Cleveland, Columbus, and Washington ; its situa- tion .c.» 138 Mad River and LrJte Erie railroad ; Sandusky, Mansfield, and Newark railway, , 138 820 INDEX. Fage „ Total commeice of Sandusky in 1851 138 Quantity of wheat shipped from Sandusky to Canadian ports in 1851. ...••• 139'^ Comparative table showing- the principal exports from Sandusky for the yeai*s 1849, 1850, 1851 - 13^ Fremont ; its commerce in 1850, 1851 .-,..... ...o . 140 Venice ; its shipments of flour in 1851 140- Portage Plaster Bed ; shipments of plaster in 1851 140 Port Clinton ; imports and exports in 1851 HO Kelly's, Cunningham's, Put-in Bay ; Perry's engagement in their vicinity., .<,..» 140 Commerce of the district in 1850, 1851 ; entrances and clearances ; increase. . . . . 141 Principal articles of export from the important ports in the district, during the years 1847 and 1851 141 Abstract of value of domestic exports of the district to Canada, during the years 1849, 1850 141 Canadian trade in 1851 ; imports and exports in American and British vessels. . . . 142 Tonnage of American and British vessels, steam and sail 142 Imports coastwise into the district of Sandusky during the year ending Decem- ber 31, 1851 143 Exports coaslwise from the district of Sandusky, during the year ending Decem- ber 31, 1851 — destined mostly for the eastern market 141 No. 13.— -District of Miami, Ohio- Toledo, the port of entry — latitude, longitude, population ♦ 145 Extent of the district ; ports of Manhattan, Toledo, Maumee, and Perrysburg., . 145 Commerce of Perrysburg ; imports and exports c 145 Commerce of Maumee city ; imports and exports .... = .... 1 45 Situation of Toledo ; its advantages » , 14{J Lines of railroad connecting with Toledo » o 146 Commerce of Toledo for 1847 and 1851 » » o . . , 145, 147 Enrolled and licensed tonnage for 1851 147 Canadian trade in 1851 ; imports and exports in American and British vessels. , . . 147 Tonnage, inward and outward, of Americai) and British vessels, steam and sail. » 148 Statement showing the principal articles, their quantity and value, imported coast- wise into the port of Toledo during the year ending December 31, 1851. ... 148 Statement of the principal articles, their quantity and value, exported coastwise from the port of Toledo during tire year ending December 31, 1851 149 No. 14.— District of Detroit- City of Detroit, the port of entry — latitude, longitude, population » , . 150 Extent of coast-line of the district o » 150 Commercial advantages of the State of Michigan <........,.... . 151 Rivers of Michigan; flour and wheat exported 151 Monroe; its population; eventual importance for a large amount of trade 151 Valuable business of the ports of Gibraltar, Trenton, Port Fluron, Newport, and St. Clair 152 St. Clair flats; obstacles to the free navigation of the Great Lakes » 152 Importance of improvement of the St. Clair flats , 152 Port of Saginaw; its exports of lumber «... 153 Ports of Grand Haven, St. Joseph's, and New Buffalo, on Lake Michigan 153 City of Detroit; its beauty and convenience; distance from Buffalo, Mackinaw, New York, and Washington 153 Detroit river; cultivation of its shores; agricultural products; fish; game, &c. . . . 153 Commercial returns of Detroit; imports and exports, coastwise and foreign 154 Tonnage of the port of Detroit; clearances and entrances for 1850? 1851; increase 154 INBEX. 821 Business of the district in 1847 ...««... o J 55 Great Western railway; the Lake Shore road. 155 Enrolled and licensed tonnage of the district for 1851 155 Canadian trade in 1851 — imports and exports in American and British vessels. . , . 155 TonnagCj inward and outward, of American and British vessels, steam and sail. . 156 Imports coastwise into the port of Detroit during the year 1851, with their value 156 Exports coastwise from the port of Detroit during the year 1851, with their esti- mated value , 157 Statement of freight carried over the Michigan Central Railroad during the year ending December 51 , 1851, in tons and thousandths 159 No. 15. — District of Michilimackinac— Mackinaw, the port of entry — latitude, longitude, population. . ................ 160 Coast-line of the district; the most extensive 160 The country explored and mapped by French Jesuits two centuries ago 160 Influence on the commercial affairs of this continent; its facilities for navigation; productiveness of its fisheries; resources of its forests 160 Manitowoc; its population and trade; exports and imports 161 Port of Two Rivers; its productions ' 161 Commerce of Two Rivers in 1851 ; imports and exports 162 Green Bay; improvement of the navigation of Fox river • » • 162 Fort Crawford; distance from St. Louis, Burlington, Iowa, Galena, Illinois, Du- buque,, Iowa, Prairie du Chien, St. Paul's, Minnesota Territory, and the Falls of St, Anthony 162 Advantages of inland steam navigation. o »>. o ...... * 163 Business of Green Bay for 1851 ; imports and exports » 163 Oconto, Peshtego, and Menomonee rivers; course and trade of the river Me- nomonee 1^4 White Fish, Escanaba, and Fort rivers « . . 164 The Monistique river; business of the islands of Lake Michigan 164 North and South Manitous; Mormon settlement 164 Mackinac island; missionary settlement first established by the French Jesuits; Gibraltar of the lakes; war of 1812.. - . . 164 Traffic of Mackinac; imports for 1850, 1851 165 Sault Ste. Marie; distance from Mackinac, Detroit, and Washington. . ......... 165 Importance and advantages of a ship canal across the Sault Ste. Marie , 165 Transportation of vessels by horse power over the portage 166 Facilities and materials for constructing a canal around the rapids 166 Wise and prudent policy should the United States government cause the canal to be constructed 166 Estimated business of Lake Superior for 1851. * 167 Length, breadth, area, fee, of Lake Superior , 167 Streams flowing into Lake Superior » . • » . 167 Places of business on Lake Superior; mineral produce. » «> 168 Vessels taken across the portage, by man and horse power, with supplies, and returning with ores and metal 168 Enrolled tonnage for the Mackinac district; inaccuracy of the returns. . . . o 168 Canada trade in 1851 ; imports ; duty collected 168 No. 16. — District of Milwaukie — Milwaukie, the port of entry — latitude, longitude, population. 168 Coast-line of the district; ports of Sheybogan, Port Washington, Kenosha, Ra- cine, and Milwaukie 169 Imports and exports of Sheybogan for 1851 • 169 822 INDEX. Port Washington; imports and exports for 1851 c . 169 Kenosha; imports and exports for 1851 r , . . . 169 Racine; population; imports and exports for 1851 170 Milwaukie; good harbor; the city and population <. op. 170 Commerce in 1851; imports and exports ..<>.... <> 170 Commerce of the whole district; imports and exports , » o 170 Enrolled and licensed tonnage in 1851 171 Business of the district in some prominent articles of trade; comparative trade of the port of entry for the years 1850, 1851 171 Statement showing the principal articles of export and import, coastwise, in the district of Milwaukie, during the year 1851 ....*. » » » <> • . . 172 No. IT.— District of Chicago- Chicago, the port of entry — latitude, longitude, population. ...•....<> e. 173 Extent of coast-line of the district; ports of Michigan City, Waukegan, and Chicag'o o o 173 Michigan City; its commerce; Michigan Central railway <► . » . 173 Waukegan; fertile country; entrances during the year 1851 » . » . 173 Commerce of Waukegan ; leading articles of import and export 173 Exports ; total commerce of Waukegan o . . . ». . . . » 174 City of Chicago ; its population ; advantages for commerce. 174 Illinois and Michigan canal ; connexion with St. Louis - 174 Galena and Chicago Union railwa}^ ; Chicago and Rock Island road 174 Increase of population of Chicago from 1840 to January, 1852 » « . 175 Commerce of Chicago from 1836 to 1851, inclusive » . . . 175 Leading articles and quantities exported from 1842 to 1847, inclusive, 175 Importations of lumber from 1847 to 1851, inclusive 176 Articles of export from 1847 to 1851, inclusive » 176 Canadian trade in 1851 ; exports of domestic produce and manufacture ; imports. . 176 Course of the Illinois and Michigan canal ; tolls from 1848 to 1851, inclusive.. . . . 177 Commerce of the port of Chicago in 1851 <, 177 Reasons for the difference in value of imports and exports « « 177 Amount of lumber received at and shipped from Chicago in 1851 178 Amount of beef slaughtered and packed in Chicago in 1851 » 178 Wool-growing in Illinois ; exports of 1851 ,, 178 Pork-packing ; hemp and tobacco e 178 Arrivals at Chicago for 1851 ; enrolled tonnage of the district 178 Quantity and value of the principal articles of export and import coastwise at the port of Chicago during the year 1851 , 179 THE LAKES. Difference of characteristics of the various districts ; proposed sketch of the lake region 180 LAKE CHAMPLAIN. Situation of Lake Champlain ; its length and breadth ; principal feeders 18§ New York and Vermont shores of the lake ; opposite characteristics ; lumber and iron ; value of its commerce in 1846, 1847, 1851 180 Avenues and outlets of the trade of Lake Champlain, 181 INDEX. LAKE ONTARIO. 823 181 Length, breadth, and depth of Lake Ontorio ; height above the sea, and area in square miles • , 181 Principal tributaries of Lake Ontario ; its natural outlet 181 Shores of the lake ; populous and productive, 181 Southern shore ; large salt district ; internal communication ; abundant water- power. o Avenues and outlets of the lake 181 Communication with the Gulf of St. Lawrence and important harbors on the Atlantic 182 Value of the commerce of Lake Ontario for 1851 « - • 182 LAKE ERIE. Latitude, longitude, length, breadth, and depth of the lake. . « 182 Situation of Lake Erie ; its character and commercial advantages 182 Description of the country around Lake Erie ; its natural and cultivated products 182 Tributaries of the lake ; the Detroit river its most important affluent. ...» ...... . 183 The Niagara river, the natural outlet of Lake Erie 183 Connexion of Lake Erie with Lake Ontario 183 Artificial outlets of the lake ; the Welland canal, the Erie canal, &c 183 Land steam transportation, connecting with New York, Canada West, Ohio, &c. 184 Estimated value of the commerce of Lake Erie ; licensed tonnage of the lake .... 184 LAKE ST. CLAIR, Description of the lake ; its principal tributaries 184 Commerce of Lake St. Clair ; ship-building, &c 185 Necessity of appropriations by Congress for the removal of obstructions in Lake St. Clair and Lake St, George « 185 LAKE HURONo Situation of the lake : its length and breadth « 185 Numerous islands ; elevation of the surface of the lake ; depth , 185 Great Georgian bay; naval and military station of Penetanguishene ; settlements ; Indian reserves ; fort of Hudson Bay Company -, So.ginaw bay • 186 Harbors on Lake Huron ; Thunder bay and Saginaw bay, ...*... 186 Communication with the Atlantic seaboard by railways « . 186 LAKE MICHIGAN. Situation of the lake ; latitude and longitude ; its length, breadth, and depth, . , . 186 Green bay ; its length and breadth ; principal affluent.. .•••.. 187 Principal tributaries of Lake Michigan 187 Boundaries of the lake ; their products • 187 Internal communications ; canals and railways ...••. 187 LAKE SUPERIOR, Boundaries of the lake ; sterility of lands adjoining 188 Tributary rivers ; abundance of water-power 188 Immense amount of native copper ; first discovered by the French Jesuits 188 Ancient mines rediscovered ; isles Royale and Michipicoton.. 188 824 INDEX. Sault Ste. Marie, the only inlet for merchandise ; great advantages of a channel around the Sault 189 Essay on the geology, mineralogy, and topography of the lands around Lake Su- perior, by C. T. Jackson, M. D 189 Description of the lake ; its latitude and longitude ; length, breadth, and depth, . 189 The coast of Lake Superior ; its coves and harbors - 190 Dangers of crossing the lake in boats or small craft , « ,«......».., 190 Canadian shore of the lake ; the southern shore . , . « « . . » » » 190 Coast of Isle Koyale ; g-ood boat harbors ; Siskawit bay 191 Healthfulness of the climate of Lake Superior ; severity of the winter ; tempera- ture of the waters of the lake 191 Transportation of rocks and native copper by the action of drifting ice ; migration of animals on the ice « , . .„ » . . ., 191 Early French explorers ; mines discovered by the drift ice. ..................... 192 Geological survey of the territory ordered by the government of the United States 192 Form of construction of a canal around the falls of the Sault Ste. Marie 192 Necessity and advantages of a ship canal between Lake Superior and the lower lakes « 192 Connexion of Hudson's bay with Lake Superior c o 193 Public faith in the value of mineral productions , 193 Rocks of Lake Superior land district » . . » <> ..<,.....«. . 193 Sandstones of Lake Superior equivalent to those of Nova Scotia o 194 Chocolate, Carp, and Dead rivers ; mountains of iron ore. 194 Granitic and sienite rocks ; whetstone slate on Keweenaw bay ; red sandstone to BeteGris , o » 194 Trap-rocks at Lac la Belle and Mount Houghton c 195 Description of Lac la Belle and its coasts o »...».» 195 Copper Harbor ; black oxide of copper found there o . .. » 195 Valuable vein of native copper found near Eagle river 195 The North American Company ; South Cliff mine , , 196 The Northwest Company ; valuable mine at Eagle Harbor 196 The Forsyth mine ; specimens to be seen at the Smithsonian Institute 197 Native copper at Keweenaw Point and Isle Hoyale , » . 197 Washington Harbor,. on Phelps's Island ; native copper found there. 198 Siskawit bay ; valuable fishing station 198 Agriculture in the vicinity of the copper mines » 199 Forests on the coas'ts of the lake ; growth of timber « o « . 199 Northern or British shore of Lake Superior ; its mines. ............ a 199 Description of the rocks and minerals of Lake Superior 200 British government surveys in Canada 201 General view of the lakes , 201 Benefit of the lakes to the commerce of the United States ., «..,..« ....... . 201 Commerce of tlie lakes in 1851. ....•* 202 Coasting trade, of the lakes ; exports and imports.. » . 202 Value of t]ie coastwise exports of the lakes 202 Amount of grain transported during the season of 1851 » 202 Statement exhibiting the trade and tonnage, American and Canadian, the tonnage enrolled,, and the amount of duties collected in each of the collection dis- tricts on the lakes, and the aggregates of the whole lake commerce, for the year ending December 31 , 1851 203—205 Statement showing the quantity and value of the principal articles imported into each collection district on the lake frontier, from Canada, during the year ending December 31, 1851 o ,. . . . 206—210 INDEX. 825 Page . Statement exhibiting the quantity and value of some of the principal articles of domestic produce and manufactures exported from the collection districts on the lake frontier to Canada during the year ending December 31, 1851. . 211 — ^215 Statement showing the value of some of the principal articles of foreign merchan- dise exported from the collection districts on the lake frontier to Canada during the year ending December 31, 1851 216 — 218 Statement exhibiting the export trade of the collection districts on the lake frontier with Canada during the year 1851, distinguishing betw^een foreign and do- mestic produce, and showing what portion of the former was entitled to drawback, and whether exported in American or British vessels 219 Statement giving a tabular view of the Canadian import trade of the lake districts, and also the tonnage entering and clearing at each port, distinguishing American from British vessels, and steam from sail, during the year ending December 31, 1851 220—222 Property coming from Canada by way of Buffalo Creek, Black Rock, Oswego, and Whitehall, during the year 1851 223 Statement showing the quantity of some of the principal articles exported and imported coastwise, in the several collection districts on the lake frontier, during the year ending December 31, 1851 , 224 — 229 PART IV. Railroads and canals of the United States 231 IS^ecessity for internal improvements to develop the resources of the country 231 First project for a canal proposed by General Washington , 232 New York the first to open a canal from the Atlantic to the Great West 232 Adaptability of railroads to the uses of commerce, 223 New York; population in 1830, 1840, and 1850 o... 233 Erie canal ; first proposed to the New York legislature in 1816 233 Cost of transportation previous to the construction of the canal 234 Extension of inland navigation through the opening of the Erie canal 234 Influence of the Erie canal on the prosperity and commerce of the country. ..... 235 Comparative statement showing the tolls, trade, and tonnage of the New York State canals, and the progress in commerce, navigation, population, and valuation of the four principal Atlantic cities, and the foreign commerce of the United States from 1820 to 1851, inclusive 236—239 Competition between railroads and canals for the internal trade of the country. . . 240 Enlargement of the Erie canal ; reduction of freight , 240 Champlain canal ; trade of the St. Lawrence 241 Connexion of Lake Champlain with the St. Lawrence river by means of various railroads 241 Railroad from Albany to Buffalo ; difference in cost of transportation 241 Connexion with the railroads of the west 242 Erie railroad and its branches » . 242 Branches of the Erie railroad ; facilities for the trade of the west.. 243 Albany and Susquehanna railroad ; convenience for western freights = 243 Cost of the public w^orks of New York ; canals and railroads 244 Railroads from tlie city of New York to Montreal, Canada 244 Projected railroad upon the west bank of Lake Champlain , 245 Nevv^ route between NeVv^ York and the St. Lawrence river. 245 826 INDEX. Page. Remarkable topographical features of the country 245 Most favorable routes for economical transit 245 Equal adaptation of the routes to railroads and canals 245 Railroads from Lake Champlain to the St. Lawrence. 246 Delaware and Hudson canal, useful on account of the coal trade 246 Railroad lines from Rochester to Olean and Buffalo ; value of the connexion . « . . 246 Complete system of public works in New York * . . . 247 Connexion with western harbors by railroads ; consequent reduction in cost of transportation 247 RAILROADS OF NEW ENGLAND. State of Massachusetts ; population in 1830, 1840, and 1850 247 State of Vermont ; population in 1830, 1840, and 1850 « o 247 State of New Hampshire ; population in 1830, 1840, and 1850 247 The Massachusetts system ; railroads of Massachusetts, New Hampshire, and Vermont . , 248 The Western railroad ; trade of the interior conducted to Boston 248 Cause of the resumption of the construction of the Erie railroad by New York. . . . 248 Productiveness of the Western railroad ; chief instrument in the progress of Mas- sachusetts in population, wealth, and commerce 248 Railroads from Boston to Lake Champlain and the St. Lawrence 249 Difference in cost of canal and railroad transportation 249 Connexion of railroads forming the line from Boston to Lake Champlain and the river St. Lawrence 249 Railroad connexion with Montreal ; western produce received in the New Eng- land States 250 Progress of New England mainly caused by the construction of railroads 250 Cost of the various lines of public improvements constructed for the purpose of se- curing to Boston the trade of the basin of the St. Lawrence and the west. . 251 Connecticut and Passumpsic, and the Boston, Concord, and Montreal roads ; junc- tion with the Atlantic and St. Lawrence railroads . 251 The Boston and Worcester road ; important communication with the central por- tions of the State • 251 The Boston and Providence road ; popular route to New York « 252 Railroads from Boston eastward ; the Boston and Maine and Eastern roads ; junc- tion with the Maine roads » 252 Through routes of the State of Massachusetts, the Connecticut River line, Worces- ter and Nashua, Norwich and Worcester, and Providence and Worcester roads, &c , 252 Providence and Concord railroad, in the State of New Hampshire 252 Railroads in Connecticut and Rhode Island — State of Connecticut— population in 1830, 1840, and 1850 253 State of Rhode Island— population in 1830, 1840, and 1850 253 New York and New Haven, and the New Haven, Hartford, and Springfield roads. 253 The Air-line road ; probability of its completion 253 The 'Nq,^ London and New Haven road ; intended connexion with the Norwich and Worcester and Stonington roads 253 Most popular routes of travel between Boston and 'New York 254 Principal railroads lying in Rhode Island 254 Great line following the Connecticut valley; intended extension of the St. Law- rence and Atlantic railroad 254 INDEX. 827 Page. Railroads in the State of Maine ; population of Maine in 1830, 1840, and 1850 .. , 255 Railroad from Portland to Montreal ; its advantages 255 Public spirit of the citizens of Portland » 256 Cost of railroad ; subscriptions of the city of Portland by acts of the legislature . . . 256 Example of the people of Portland worthy of imitation 257 Portland, Saco and Portsmouth road « .,.....'. » 257 Atlantic and St. Lawrence scheme ; stimulus to new efforts ., . , . . . 257 European and North American project » « o - a 258 Great line of railroad, extending from Bangor, Maine, to Plalifax, Nova Scotia, a 258 Kennebec and Portland road, extending from Portland to Augusta » . . 258 Projected railroad from Bangor to Lincoln, following the Penobscot river 259 State of New Jersey— population in 1830, 1840, and 1850 259 Railroads of New Jersey ; the Camden and Amboy, and the New Jersey railroads^ 259 The New Jersey Central railroad ; proposition to connect it with the Sunbury and Erie road ; about to be commenced 259 The Morris and Essex railroad •, importance of extending the road into the Lacka- wanna valley k^^^ The Union railroad, formerly known as the Patterson, and the Patterson and Ra- mapo roads 260 Canals of New Jersey ; the Delaware and Raritan canal 260 Morris and Essex canal, extending from Jersey city to the Delaware river, at Easton 261 State of Pennsylvania ; population in 1830, 1840, and 1851 261 The great Pennsylvania line of improvement — railroad and canals 261 Utility of the line of improvement to the city of Philadelphia 262 Susquehanna division of the Pennsylvania canal « 263 Delaware division of the Pennsylvania canal 263 Beaver division of the Pennsylvania canal 263 The West Branch canal, from Northumberland to Lockhaven , e . 263 Unproductiveness of State works of Pennsylvania ; causes of failure 264 Statement showing the length, cost, total revenue, and expenditures of the public works of Pennsylvania up to January 1, 1852 o 264 Private works ; Pennsylvan'a railroad ; its extent and cost 265 Advantages as a through route ; favorable character of its western connexions . . , 265 Importance of the Pennsylvania road to the trade of Philadelphia » . . 266 Philadelphia and Reading railroad ; its length and cost. 266 Philadelphia, Wilmington, and Baltimore railroad, 266 Other railroads in operation in the State 267 Important works proposed and in progress 267 The Alleghany Valley road, in progress in the western part of the State • 268 The Hempfield road, in progress, extending from Greensburg to Wheeling 268 The Pittsburg and Steubenville road ; to connect with the Steubenville and Indi- ana road • 268 State of Delaware— population in 1830, 1840, and 1850 269 The Newcastle and Frenchtown railroad 269 Chesapeake and Delaware canal 269 The Philadelphia, Wilmington, and Baltimore railroad. . • 269 State of Maryland— population in 1830, 1840, and 1850 269 The Baltimore and Ohio railroad ; extent ; estimated cost 270 Benefits to the city of Baltimore from western trade over the Baltimore and Ohio railroad , 271 Connexion with the Northwestern railroad and the railroads of Ohio, .....,.••.. 271 828 INDEX. Importance of the local traffic of the road ; the Cumberland coal trade.. 271 The Baltimore and Susquehanna railroad and its connexions 272 Expected benefits to Baltimore from connexion with the Pennsylvania and New York public works. »..«»<, c 272 The Washington branch of the Baltimore and Ohio railroad 273 The Chesapeake and Ohio canal ; its original route ; stock subscribed by the Uni- ted States, Washington city, Georgetown, Alexandria, and the State of Maryland, 273 Difficulties of construction ; Cumberland coal trade ; capacity of the canal. ..... 273 State of Virginia— population in 1830, 1840, and 1850 274 Great advantages of Virginia for the construction of canals from the waters of the Chesapeake to the river Ohio 274 The James river and Kanawha canal 274 Progress of the work ; difficulty of completion , 274 Railroads in Virginia — Central railroad » 275 Virginia and Tennessee railroad 276 Extent and course of the road ; favorable prospects of trade. 276 Important lines of railroad in Virginia « 277 The South Side and the Ptichmond and Danville roads 277 The Seaboard and Roanoke railroad 277 The Orange and Alexandria and the Manasses Gap railroads 278 State of North Carolina— population in 1830, 1840, and 1850 278 Railroads in North Carolina * 278 Wilmington and Weldon road • 278 The Raleigh and Gaston road ; connexion with the North Carolina Central road . 279 The North Carolina Central railroad ; junction with the Charlotte and South Carolina railroad , 279 State of South Carolina— population in 1830, 1840, and 1850 279 The South Carolina railroad . . . , , 279 Extent and cost of the road : junction at Augusta with the Georgia railroad ..... 280 The Charleston and Cincinnati railroad ; difficulty of effecting the original scheme 280 The Louisville and Lexington and the Covington and Lexington railroads 281 Direct line for a railroad from South Carolina to Cincinnati. 281 The Greenville and Columbia railroad 281 The Charlotte and South Carolina railroad 282 The Wilmington and Manchester railroad • - - 282 The Northeastern road ; junction with the Wilmington and Manchester road. . . . 282 State of Georgia— population in 1830, 1840, and 1850 283 Extent, excellence, and successful management of railroads in Georgia 283 Causes of failure in portions of the South 283 Causes of success of railroads in Georgia 283 Principal roads in operation in Georgia 284 The Central, the Georgia, and the Macon and Western railroads 284 The Waynesboro', the Southwestern, the Muscogee, and the Atlanta and La Grange railroads. 284 Object of the Waynesboro' road ; communication between Savannah and Georgia. 284 The Southwestern road ; accommodation to the southwestern portion of the State. 285 The Muscogee road ; connexion Vi^ith the roads in Alabama. 285 The Atlanta and La Grange road ; connecting link with Alabama 285 Other important roads in Georgia • t 285 Railroads proposed and contemplated in Georgia 286 State of Florida— population in 1830, 1840, and 1850 286 INBEX. 829 Page* [For work^ of internal improvement in Florida see Appendix, pp- 681 684.] States of Alabama, Mississippi, and Louisiana. S86 Natural and artificial routes of commerce 287 Advantages of a railroad from the Gulf of Mexico to Lake Michigan o , , o , S87 State of Alu-uama — population in 1830, 1840, and 1850 . . , 288 Mobile and Ohio railroad ; extent and estimated cost 288 Importance of the railroad to the whole southern country 288 The Alabama and Tennessee River railroad ; connexion with the Washville and Chattanooga road .... 289 The Alabama Central railroad, an extension of the Mississippi Southern railroad. 289 Connexion wath the Montgomery and West Point road ; importance as a tln-ough line of travel 289 The Girard raih-oad ; an important extension of the Muscogee and the Georgia system of railroads 290 The Memphis and Charleston railroad •, its rente and estimated cost .»...• 290 Advantages of the Memphis and Charleston railroad as an outlet for a portion of the Tennessee valley 290 The Montgomery and "West Point railroad ; its important position to the great through line of travel between the North and the South 291 State of Mississippi— population in 1830, 1840, and 1850 . 291 The Southern railroad ; its extent and intended route 291 Proposed lines of road in Mississippi ; the New Orleans, Jackson, and Northern railroad : 292 The Mississippi Central railroad ; proposed junction with the Mobile and Ohio road c 292 State of Louisiana — population in 1830, 1840, and 1850 293 Awakened interest of the people of "Nqw Orleans to the importance of railroads. . 293 The New Orleans and Nashville railroad ; intended connexion with railroads South and West 293 The "NoiW Orleans and Opelousas railroad ; country traversed in its route , 294 Influence of railroads upon commerce ; superiority of artificial to natural channels, 294 Constitution of the State remodelled ; extension of aid to railroad projects 295 State of Texas— population in 1830, 1840, and 1850 295 Proposed road from Galveston to the Red river, westward of the New Orleans and Opelousas railroad , 296 Proposed road to traverse the State from east to west 296 Other projected railroads in the State of Texas 297 State of Arkansas — population in 1830, 1840, and 1850. ....«,,,., 297 Inability to construct railroads from scantiness of population 297 Proposed railroads in the State of Arkansas 297 State of Tennessee — population in 1830, 1840, and 1850 d 297 Assistance to railroad companies from the State 298 The Nashville and Chattanooga railroad ; important connecting link between the Northern and Southern States a 298 Railroads of Tennessee ; extent of country traversed by them 299 East Tennessee and Georgia railroad ; its commencement and terminus 299 East Tennessee and Virginia railroad ; its profitable use dependant on connexion with other roads 299 The Tennessee and Alabama road ; to connect with the Nashville and Chatta- nooga, &c .,,..,..,.. o..,.«. .0 ..« 300 830 INBEX. The Nashville and NortliWestern railroad ; essential to the Tennessee System of railroads 300 The Nashville and Southwestern railroad ; to form a junction with the Mobile and Ohio road, &c 300 The Nashville and Memphis railroad ; its proposed line capable of affording a large trade ». t * 300 The Nashville and Louisville railroad ; described with the railroads of Kentucky b 301 Other projected railroads in Tennessee, . . . * , » » *> ^ 301 State of Kentucky— population in 1830^ 1840p and 1850 ., ^ 6 6 .... » 301 Hailroads of Kentucky ; the Louisville a.nd Lexington railroad «. ..<,...» « 301 Kentucky stimulated by the example of neighboring States c » . * » 302 The Louisville and Nashville railroad ; its important connexions ....»..* 302 The Covingtnn and T.-exington line„ connecting" with towns in Tennessee 303 Favorable situation of Louisville with reference to the railroads of the Northern and Eastern States 303 The Covington and Lexington^ and Danville and Nashville railroad ; its route and connexions 303 The Maysville and Lexington railroad ; combination with other roads «, o 304 The Lexington and Big Sandy railroad ; benefit to the country traversed « 304 The Henderson and Nashville railroad ; extension southv/ard of the Wabash Valley railroad 304 The Louisville and Cincinnati railroo.d ; requisite to the public convenience. . . . 6 = 305 State of Ohio— population in 1830, 1840, and 1850 « . 305 Difference betv^^een works of improvement projected in the interior and those con* structed by the Atlantic cities 305 Improvement of the western States by the construction of canals. . . * * * . . c 306 Canals of Ohio— the Ohio canal ; its extent and route ; towns through which it p3.sses . . , , 6 1, ..........<, o c t . * 0. . . . . .. . 6 . o » 306 Branches of the Ohio canal — the Columbus branch ; the Lancaster branch ; the Athens extension ; the ZanesVille branch ; the Walhonding branch. . . . - . 307 The Miami canal ; its extent and principal towns through which it passes 307 Length and cost of the Ohio canals constructed by the State. ...» 307 Private works-^-the Sandy and Beaver canal ; the Mahoning canal * « * 307 Prosperity of the State of Ohio caused by canals , . . 308 Railroads of Ohio— the Little Miami railroad ; its extent and cost. . . . . » 303 The Mad river and Lake Erie railroad ; junction with the Little MiamJ road. . « . 308 The Ma.nsfield and Sandusky railroad , 308 The Lake Erie and Kalamazoo railroad ; junction with the Michigan Southern railroad , . <. _ 309 Causes of foilure of v/orks of internal improvement in the new States. . , * * . 309 Length of railroads in progress and operation in Ohio 310 Through lines running from north to south i .....,....*. * i. . . * 310 Through lines running from east to west .......... ^ <> . » 311 Ohio and Mississippi rciiiroad ; connexion of St. Louis and Cincinnati ; import- ance of the route ^ * , , 312 The Hamilton and Eaton rail-road ; connexion with the Indiana Central and the Cincinnati and Chicago roads «*....*....*......... 312 The Greenville and Miami railroad ; the first to connect with the roads of Indiana 313 The Iron railroad ; probable extension northward 6 * ... ..... , 313 The Cleveland and Mahoning road ; new outlet for the coal fields of the Mahoning valley , , . . _ 313 State of Indiana — population in 1830, 1840, and 1850 ..,.,, 313 INDEX. 831 %stem of internal irnprovernent commenced in 1836. ...««.«.. o...... o ««..<>..». . 313 The Wabash and Erie canal ; its extent and capacity. . . . , <. 313 Benefits to the State from the construction of the canal , . . . « 314 Railroads in Indiana ; increase of traffi.c suggestive of lines of improvement. . . . o 314 Indianapolis the point of intersection of several road^ » . . » o » - .. . . . 315 The New Albany and Salem railroad ; communication between the central and northern portions of Indiana and the city of Chicago . , c ...<,,.. « 316 The Indiana Northern railroad ; communication with the southerly portions of Lakes Erie and Michigan ...<..., « . c « . . 316 Proposed railroads in Indiana ; their importance to the commercial prosperity of the State ..... o , 317 State of Michigan— population in 1830, 1840, and 1850. . « 318 The Michigan central railroad ; its extent and route ; great irnportnnce to tlie State 318 The Michigan Southern railroad ; sold to a private company. , ....«...<. 31B Connexion of the Michigan Southern and Indiana Northern railroads ; favorable prospects of success *. , « 319 Projected railroad from Green Bay to Lake Superior 319 State of Illinois—population 1830, 1840, and 1850 ..» . .......... 319 The Illinois and Michigan canal ; its extent and capacity 320 Impulse to the growth and trade of Chicago by the business of the canal ,,,..... 320 Hailroads in Illinois ; sj^stem of improvements first proposed by the State ....... 321 Commercial advantages of the State of Illinois 321 The city of Chicago, the centre of the railroad system of the State. ............ 321 The Illineis Cental railroad ; its great extent ; grants of lands by the general gov- ernment , 322 The Galena and Chicago railroad ; junction with the Illinois Central railroad. . . . 322 The Rock Island and Chicago railroad ; connecting Chicago with the head of navigation on the Illinois river ,..,..... 323 The Peoria and Oquawka railroad ; proposed extension to Lafayette, or Logans- port o, 323 The Northern Cross railroad ; commencing at Quincy and extending to the In- diana State line, near Danville 323 The Alton and Sangamon railroad ; outlet from the central portions of the State to the Mississippi. . , 324 The Atlantic and Mississippi railroad ; the only link wanting to complete the chain of railroads from the Atla.ntic to the Mississippi 324 The Terre Haute and Alton railroad ; to promote the increase of the city of Alton 324 Proposed railroad from Mount Carmel, on the Illinois river, to Alton 325 State of Missouri— population in 1830, 1840, 1850 325 Aid from the State to construct railroads ; terms on v/hich it was granted.. ..... 325 The Pacific and Hannibal and St. Joseph's railroads ; amount of loans voted to each , « 325 State of Wisconsin— population in 1830, 1840, and 1850 326 TJie Miiwaukie and Mississippi railroad ; its extent and route ; description of country trfiversed 326 The Fond du Lac and Rock River Valley railroad ; contemplated extansion to the western extremity of Lake Superior » 327 Works in progress for uniting the Wisconsin and Fox rivers by a canal 327 State of Iowa— population in 1840 and 1850 328 Probability of the early construction of railroads in the State 388 832 INDEX. Page« Proposed railroads in Iowa ; from Rock Island to Council Bluffs ; from Dubuque to Keokuk ; from Burlington to the Missouri river 328 RAILROADS IN THE BRITISH PROVINCES. Brief notice of the provincial railroads , » 328 The St. Lawrence and Atlantic railroad ; connexion with the Atlantic and St. Lawrence railroad ; winter outlet for the trade of Montreal 329 The Quebec and Richmond railroad ; to unite the city of Quebec with Montreal. 329 Proposed work extending from Montreal to Hamilton 329 The Great Western railroad ; its extent and nature of country traversed 330 The Buffalo and Brantford railroad ; Buffalo the best market for the Canadian peninsula • 330 The Toronto and Lake Huron railroad ; the shortest line to Lake Superior or Lake Michigan » 330 The Lower Provinces — the European and I^orth American railroad « c » 330 Project for a railroad from Halifax to Quebec 331 ECONOMICAL VIEW OF THE RAILROADS OF THE UNITED STATES. Occupied area of territory east of the Rocky mountains 331 Amount of square miles devoted to agriculture ; amount devoted to manufactures and commerce 331 Necessity of internal improvements for the transportation of produce ; economical superiority of railroads.. ,o « 332 Statement showing the value of a ton of wheat, and one of corn, at given points from market, as attected by cost of transportation by railroad, and over the ordinary road «. 333 Increased value of lands effected b}'- railroads .,*... »«.«.....<...».. 333 Saving effected by railroads in the cost of transportation add to the means of the people « 334 Great influence exerted by railroads on the value of property 334 Comparison of the benefits of railroads in the United States with those of railroads in England 334 Actual increase in the value of lands approximately estimated , . 335 Great increase in the value of coal or iron lands by the use of railroads ......... 335 Probable profitable connexion of the coal-fields of Alabama with the Gulf of Mexico 336 INCOME OF OUR RAILROADS. Reasons why railroads are beneficial to the productive portions of the country. . . . 338 Advantages of railroads to new States 337 Cost, expenses, and income of all the railroads in the State of Massachusetts for four years previous to January 1, 1852 « 337 The most productive railroads in Massachusetts are those connecting manufac- turing and commercial towns « 338 Greater profits on the western and southern than on the eastern roads , 338 MODE OF CONSTRUCTION. The construction of a railroad creates opportunities for investment 338 Readiness of foreign capitalists to loan money on American railroads. 339 Credits furnished by municipal bodies the last to be resorted to . , , , . • 339 INDEX. 833 Page 0 Comparison of the earnings of our railroads with the sum necessary to meet the interest on the loans . . . o 340 Gross and net earnings of several new roads 340 Cost of railroads in the United States ; difficulty of arriving at the exact cost of roads, excepting in the States of Massachusetts and New York. .......... 340 Cost of railroads dependent on the character of the country through which they pass. .>.............. 341 Railroads in the eastern States more expensive in construction than those in the southern or western States « S41 Average cost of roads in the eastern States, including New York, New Jersey, Pennsylvania, and Maryland 341 Great extent of railroad in Georgia, compared with other southern States.. . » . . « 342 Statement showing the number of miles of railroad in progress and in operation in the United States . . 343—352 PART V. CANx4.DA. Area in acres ; Canada East, Canada West ; population in 1851. , . . « . 353 Importance of Canada from its geographical and commercial position 353 Extremes of climate in Eastern Canada 353 Eastern Canada the white-pine-bearing zone of North America 354 Western Canada; its mild climate; favorable field for agriculture, horticulture, &c 354 Strong military position of Canada 354 Reference to the map of Thomas C. Keefer, esq., of the basin of the St. Law- rence 355 COMMERCE OF CANADA. The St. Lawrence the only outlet of Canada at the close of the last century 355 Reefer's Prize Essay upon the Canals of Cana,da — extracts 355 — 357 Colonial policy of the British government previous to 1846 358 Legislative union of the two provinces in 1841 » 358 Exports of flour and w^heat from Canada West to New York in 1850 358 Statement showing the relative export of Canadian flour and wdieat inland and by sea in 1850 and 1851 359 Statement showing the amount of Canadian flour and wheat imported, the amount bonded for exportation, and the amount entered for consumption in 1851 c 359 INTERCOLONIAL TRADE. Export of flour from Canada, by sea, to the British North American colonies of Nova Scotia, New Brunswick, and Newfoundland, since 1844 360 Amount exported to these colonies, in bond, through New York and Boston in 1851 360 Substitution of Canadian for American flour in the " lower colonies". 360 Imports of sugar into Canada in 1851 • 361 Value of sugar imported by sea into Canada in 1851 361 53 834 INDEX. Page. Imports of sugar into Canada from the British North American colonies in 1849, 1850, and 1851 361 THE COMMERCIAL PORTS OF CANADA. The city of Quebec — latitude, longitude, and population in 1851 361 Description of the harbor of Quebec 362 Tonnage inward and outward, by sea, from Quebec and Montreal, for 1851 363 Drawbacks to ocean steam navigation 364 Sea-trade of Canada — timber trade of the country inland 364 Number and tonnag^ of vessels inward and outward in Quebec, with the export of white pine timber from 1844 to 1851, inclusive 365 Statement of imports at the port of Quebec from 1841 to 1851, inclusive. ........ 365 Progress of exports inland for^the years 1849, 1850, 1851 366 Increase of the trade of Quebec ; advantages from depth of water 366 Gross trade of the ports of Montreal and Quebec ; imports and exports for 1851. . 367 Ship-building in Quebec ; number and cost of vessels built. 367 Trade and tonnage of Quebec and Montreal for the years 1850 and 1851 367 Value of exports to the colonies by sea and via the United States, for the years 1849, 1850, and 1851 367 Summary of the sea and inland trade of Canada, contracted for 1851 ; imports and exports 368 Imports entered at inland ports compared with those entered at Montreal and Quebec 368 Value of imports from the colonies and " other foreign countries " 368 Arrival of foreign vessels at Quebec in the years 1850, 185] 369 Port of Montreal — latitude, longitude, and population in 1851 369 Advantageous position for inland commerce 369 Description of the quays of Montreal; protection against the ice of winter and spring. 370 Large and fertile islands contiguous to the city of Montreal 371 Sea tonnage of the port of Montreal for the j'-ears 1850, 1851 » 371 Progressive value of imports and duties collected from 1848 to 1851, inclusive. . . . 371 Progressive value of exports, by sea and inland, from 1848 to 1851, inclusive. . . . 371 Countries imported from and the value of imports for 1851 372 Trade between Montreal and the lower colonies ; value of imports and exports. . 372 Imports and exports at Montreal and St. John from the United States for the years 1849, 1850, 1851 373 Trade of the inland ports ; complicated manner of making the imports 373 Statement showing the imports from, and exports to, Canada for the year 1851. . 374 Intercourse between Canada and the United States ; tonnage inward and outv/ard in 1851 374 Comparative values of exports and imports in the years 1849, 1850, 1851 374 Relative trade with the United States and other countries, at the leading inland ports, in the year 1851 375 Progress of the inland ports, shown by the values on imports from 1848 to 1851, inclusive 375 Principal inland ports upon Lakes Erie and Ontario, the St. Lawrence, and in Lower Canada 375 Dutiable imports (principal articles) into Canada from the United States in 1851. 376 Exports (principal articles) from Canada to the United States in 1851 377 Statement showing Canadian produce, &c., received in bond at New York and Boston in 1851 377 INDEX. 835 Value of goods transported in bond to Canada from New York and Boston in 1851 . 378 Canadian wheat and flour received and exported at New York in the years 1849, 1850, 1851 378 Export of flour and wheat from the United States to the British North American colonies 379 Comparative export of Canadian and American flour to the lower colonies from 1846 to 1851, inclusive 379 Statement of the trade of Canada with all the countries for the years 1849, 1850, and 1851 380 Summary ; value of imports and exports 380 Yalue of transit goods for the United States ; value of ships built for sale at Quebec ; gross trade of Canada for 1851 381 Public works of Canada — canals from tide-water to Lake Ontario ; from Lake On- tario to Lake Erie ; cost of navigation 381 The St. Lawrence canal ; rate of tolls per ton 381 Projected construction of a ship-canal from the St. Lawrence to Lake Champlain by the Canadian government 382 Progress of leading articles of up and down freight on the Welland canal in 1850 and 1851 382 St. Lawrence canal ; comparative movement of leading articles for 1850 and 1851; up and down trade 383 Vessels which passed the several canals during the year 1851, British and Ame- rican 383 Total movement on the canals for 1851 and three years previous ; the Welland canal, St. Lawrence canal, Chambly canal 384 Receipts and expenses of 1851; gross tolls of the Welland and St. Lawrence canals in 1851 384 Reduction of tolls on the canals from 1845 to 1852 < 385 Amount of railroad iron which reached Lake Erie by canals in 1851 385 Influence of the Welland canal on western tonnage 386 Effect of the Canadian navigation on the imports of the western States 386 The Magdalen islands — Amherst island ; distance from Newfoundland and Quebec 387 Excellence of the fisheries around the Magdalen islands 387 Statement exhibiting the number of American and foreign vessels, and also their tonnage, employed in the trade between the United States and Canada, which entered in and cleared from the lake ports annually, from 1833 to 1851, inclusive 389 Comparative statement of the total " movement " of property on the Welland, St. Lawrence, Chambly, and Burlington bay canals, and St. Anne's Lock, for the year 1851 and three years preceding 390 Statement showing the value of imports into Canada, at each port, in 1851, with the countries from whence and the route by which imported 391, 392 Statement showing the value of exports from Canada, at each port, in 1851, with the countries to which exported 393, 394 Comparative statement of imports inland, via United States, with imports by sea, via St. Lawrence, 1851, distinguishing the principal articles 395 Value of direct imports from sea at inland ports, via the St. Lawrence, in 1851. . 396, 397 Comparative" statement of imports of leading articles into Canada in 1850- '51, showing the countries from whence imported 398 Comparative statement, showing the total value of imports and exports, at each port, in Canada, in the years 1850 and 1851 399 836 INDEX. Page o Comparative statement of exports inland and by sea from Canada in 1851, show- ing the principal article^ , 400' Statement showing the value of imports, dutiable and free, into Canada from the United States, the amount of duties collected, the total value of exports, and the tonnage, steam and sail, inward and outward, at each port, in 1851 r. 401—403 Comparative statement of the quantity and value of the principal articles of Cana- dian produce and manufacture exported during the years 1850 and 1851, and indicating to what country exported 404 — 411 Statement showing the value of the leading dutiable articles imported into Canada from the United States, at each port, in 1851 412, 413 Statement showing the quantity and value of the principal articles exported from Canada to the United States, at each port, in 1851 414, 415 Exports of the principal articles of Canadian produce and manufacture to the Uni- ted States, by inland routes, in the year 1850 416, 417 General statement showing imports into the port of Gaspe for the year ending Januarys, 1852, distinguishing the countries from whence and the route by which imported . . v 418 General statement shov/ing imports into the port of New Carlisle, district of Gaspe, for the j^ear ending January 5, 1852, distinguishing the countries from whence and the rente by which imported ; 419 Abstract of the trade of the port of Qubec,,jShowing the ships and tonnage em- ployed, and the relative value of the imports, distinguishing foreign goods from goods of British produce and manufacture, during the year ended January 5, 1852 420 Abstract of the trade of the port of Quebec, showing the ships and tonnage em- ployed, and the relative value of the exports, distinguishing foreign goods from goods of British produce and manufacture, during the year ended De- cember 31, 1851 420 Statement showing exports frorn Canada to the United States, at the port of Que- bec, in the year ending January 5, 1852, distinguishing the amounts car- ried in British and American vessels respectively 421 General statement shov/ing the imports into ^the port of Quebec for the year end- ing January 5, 1852, distinguishing the countries from whence and the route by which imported 422, 423 General statement showing imports into the port of Montreal for the year ending January 5, 1852, distinguishing the countries whence and the route by which imported 424—427 An account of the staple articles,' tli© produce of Canada, &c., exported in the year ended 1851, as compared with the year ended 1850, port of Quebec . , 428 An account of the staple articles, the produce of Canada, &c., exported in the year ended 5th January, 1852, as compared with the year ended 5th Jan- uary, 1851, port of Montreal 429, 430 Goods exported in foreign ships from the port, of Montreal, under license from the governor general, in the year ending January 5, 1852 431 Statement showing exports from Canada to the United States, at the port of Bruce, in the year ending January 5, 1852, distinguishing the amounts car- ried in British and American vessels respectively 432 General statement showing imports into the port of Sault Ste. Marie for the year ending January 5, 1852, distinguishing the countries from whence and the route by which imported 433 INDEX. 837 General statement showing imports into the port of Hamilton for the year ending January 5, 1852, distinguishing the countries from whence and the route by which imported 434 General statement showing imports into the port of Toronto for the year ending January 5, 1852, distinguishing the countries from whence and the route by which imported 435 ■General statement showing imports into the port of St. John for the year ending- January 5, 1852, distinguishing the countries from whence and the route by which imported 436, 437 General statement showing imports into the port of Ki^igston for the year ending January 5, 1852, distinguishing the countries from whence and the route by which imported 438 Abstract of merchandise received from the frontier districts adjoining Canada, and re-warehoused in the district of New York, during the year 1851 439 Abstract of merchandise received from the frontier districts adjoining Canada, and re-warehoused in the district of Boston and Charlestown, during the year 1851 •. 439 District of New York. — Abstract of quantity and value of merchandise transported in bond to the frontier districts, to be exported to Canada, during the year 1851 440, 441 Port of Boston. — Abstract of quantity and value of merchandise transported in bond to the frontier districts, to be exported to Canada, during the year 1851 441 Abstract of the quantity and value of Canadian flour exported from the port of Boston to all ports during the year 1851 442 Abstract of the quantity and value of Canadian flour exported from the port of Boston to the British American colonies during the year 1851 442 Flour and wheat, the produce of Canada, exported from the port of ISev/ York to the British colonies, &c., in 1851 ; and also the value of all other Canada produce exported to the colonies and to Great Britain, &c 442 Statement of the value and quantity of Canadian flour and grain received in bond at the port of New York, and the value and quantity exported, during the year 1851 442 Total amount of wheat and flour in store, December 31, 1851 442 A comparative statement of the gross and net revenue received from custom du- ties in Canada, for the years 1848, 1849, and 1850 443 Statement showing the relative amount of business done in American and Cana- dian vessels at the undermentioned American ports, at which separate statements have been obtained, in 1850 443 Statistical view of the commerce of Canada, exhibiting the value of exports and imports from Great Britain, her colonies, and foreign countries, together with the tonnage of vessels arriving and departing, during the year 1850. . 444 PART VI. NEW BRUNSWICK. Description of the province of New Brunswick ; its great agricultural capabilities 445 The bay of Chaleur ; great abundance of fish 446 The river St. John ; the river Madawaska ; the harbor of St. John ; the river Peticodiac 446 Fine harbors on the coast of New Brunswick ; the harbor of Shediac 447 Cocagne harbor ; Buctouche harbor ; Richibucto harbor ; the harbor of Miramichi 447 OOO INDEX. TRADE AND COMMERCE OF NEW BRUNSWICK. Page o The harbor of Great Shippigan ; Little Shippigan harbor ; Bathurst harbor 448 Value of the imports and exports of the whole province in 1849 and 1850 449 Account of the vessels, and their tonnage, which entered inward and cleared out- ward at all the ports of New Brunswick in 1849 and 1850 449 Number of ships built in New Brunswick during the years 1849 and 1850 450 Number and tonnage of vessels owned and registered in New Brunswick in the . years 1849and 1850 45(1 Abstract of the trade of the port of St. John, showing the ships and tonnage em- plo3^ed, and the relative value of the imports, distinguishing foreign goods from goods of British produce and manufacture, during the year ending De- cember 31, 1850 450 Abstract of the trade of the port of St. John, showing the ships and tonnage cleared outward, and the relative value of the exports, distinguishing for- eign goods from goods of British produce and manufacture, during the year ending December 31, 1850. 451 Abstract of the trade of the port of St. John, showing the ships and tonnage en- tered inward, and the relative value of the imports, distinguishing foreign goods from goods of British produce and manufacture, during the year end- ing December 31, 1851 451 Abstract of the trade of the port of St. John, showing the ships and tonnage cleared outward, and the relative value of the exports, distinguishing for- eign goods from goods of British produce and manufacture, during the year ending December 31, 1851 452 Decrease of the imports of St. John and increase of the exports in the year 1851 452 Account of the timber and lumber cut on American territory and exported to the United States in the years 1850 and 1851 459 Account of the principal articles of colonial produce, growth, and manufacture, exported to the United States from the port of St. John, N. B., during the year ended December 31, 1851 453 Statement in detail of the various articles, the growth, produce, or manufacture of the United States, imported into the port of St. John during the year 1850 454, 455 Detailed statement of the principal articles imported from the United States at the port of St. John, in the year 1851 456 Importation of coals, pitch-pine, &c., from the United States into New Bruns- wick 457 Number and tonnage of new ships built and fitted out at the port of St. John in 1850 and 1851.. 457 Number of vessels belonging to the port of St. John in 1850 and 1851 458 An account of the numbers, tonnage, and men, of vessels that entered inward and cleared outward at the port of St. Andrews and its out-bays in 1850 459 Vessels which entered inward and cleared outw^ard at Miramichi during the years 1850 and 1851 460 Exports from Miramichi to the United States in 1851 460 Imports at the ports of Dalhousie, Bathurst, and Richibucto, in 1851 460 Foreign vessels at the port of Richibucto in 1851, not British 461 Trade of the colony of New Brunswick for the year 1851 461 Ships inward and outward in New Brunswick in 1851 461 Ships and vessels owned in New Brunswick, December 31, 1851 462 Number of new vessels built in New Brunswick in 1851 462 Fisheries of New Brunswick in the Bay of Fundy — Grand Manan, Campo Bello ; number of vessels and men 462 INDEX. 839 Page . West Isles ; Harbor of St. John ; Cumberland bay ; number of vessels and men. . 463 The free navigation of the river St. John 463 Extent and navigable character of the river St. John 463 Timber and lumber cut on the territory watered by the St. John and its tributaries 464 Export duty paid on timber and lumber in New Brunswick 464 Statement of the quantities of timber and lumber floated down the river St. John during the season of 1852 465 Method of floating timber down the river St. John 465 Grant by the legislature of New Brunswick towa^rds improving the navigation of the St. John.. 466 Quantities of cattle owned and crops raised in the counties bordering the St. Jolm in the year 1850 466 Value of hackmatac timber for ship building. 466 Sketch of the early history, geology, mineralogy, and topography of the British provinces of Nova Scotia and New Brunswick, by Charles T. Jackson, M. D. 467 — 474 Observations on the geological resources of the province of New Brunswick 474 — 477 Description of the fossil fishes of the Albert coal mine 477 — 480 Description of the scales of fossil fishes from the Albert coal mine, witli analysis of the scales 480, 481 Description of the scales of Palceonisci from the shales of the Albert coal mine . . . 481 List of the fossil plants found in the shales of the Albert coal mine 482 Agricultural resources of New Brunswick and of Nova Scotia 483 Crops of New Brunswick and Nova Scotia ; cereals best adapted to its soil 484, 485 PART VII. NOVA SCOTIA. Capacity and safety of its harbors 487 Navigation returns of Nova Scotia, ships inward and outward in the years 1849 and 1850 488 Aggregate value of imports and exports of Nova Scotia in the years 1849 and 1850. 489 Quantity and value of all articles, the growth, produce, or manufacture of the United States, imported into the colony of Nova Scotia during the year 1850, with the rate and amount of duty paid thereon 489 Keturn showing the ships and tonnage inward, and the value of imports into the province of Nova Scotia, during the year 1851 489 Return showing the ships and tonnage outward, and the value of exports from Nova Scotia, during the year 1851 490 Imports and exports of Nova Scotia for 1849, 1850, and 1851 491 Articles of the growth, produce, and manufacture of the United States, imported into Nova Scotia in 1851 491 Articles of colonial produce, growth, and manufacture exported to the United States in 1851 491 Number of vessels owned and registered in Nova Scotia in 1851 491 Number of vessels employed in the fisheries of Nova Scotia in 1851 492 Quantity and value offish caught during the season of 1851 492 Census of Nova Scotia in 1851 492 Number of births, deaths, and marriages in 1850 492 Number of schools and scholars in the province 492 Number of religious denominations in Nova Scotia 492 840 INDEX. Page . Number of churches, houses, stores, barns, &c., m the province 492 Quantity of live stock in Nova Scotia in 1850 , 493 Quantity of grain and other crops raised in 1850 493 Number of saw-mills, grist-mills, factories, tanneries, &c., in the province 493 THE PORT OF HALIFAX. Superior facilities of the port of Halifax 493 Value of imports and exports at the port of Halifax in 1850 494 Number of ships inward and outward at the port of Halifax in 1850 494 Description and value of merchandise imported into Halifax from the United States in 1850 495 Return of the quantities offish and fish oil exported from Halifax in the year 1851. 496 Number Jof ships and their tonnage which entered inward at the port of Halifax during the year 1851, and the value of imports by such vessels, distinguish- ing British from foreign 497 The coal trade of Nova Scotia 497 Description of the coal mines of Nova Scotia 498 Quantities of coal shipped to the United States from the different mines in Nova Scotia in the years 1849 and 1850 499 CAPE BRETON. Area and population of Cape Breton 499 — 501 Products and value of the fisheries of Cape Breton in 1847 and 1848 501 Quantity offish exported from the Straits of Canso in 1850 501 Total quantity of coal raised in Cape Breton and sold during the year 1849 502 Number of entries of trading and fishing vessels at Cape Breton in 1850 502 Number of clearances of trading and fishing vessels at Cape Breton in 1850 503 Value of imports and exports at Cape Breton in 1850 503 SABLE ISLAND. Description of Sable Island ; its productions , 504, 505 PART VIII. THE ISLAND AND COLONY OF NEWFOUNDLAND, INCLUDING LABRADOR. Description of Newfoundland and Labrador. 507 — 510 The cod fishery of Newfoundland , 511, 512 The shore fishery of Newfoundland 512, 513 The herring fishery of Newfoundland ,...., 513 The salmon fishery of Newfoundland 514 The mackerel fisher}'- of Newfoundland 514 The whale fishery of Newfoundland . . . t 514 The seal fishery of Newfoundland . i 514 The system of carrying on the fish and oil trade of Newfoundland 515 Return of the vessels equipped for the seal fishery from the port of St. John only, and the number of seals taken by them during the last ten years 516 Comparative statement of the quantity and value of the staple articles of produce exported from the island of Newfoundland, in the years 1849 and 1850. ... ' 516 INDEX. 841 rage . Total value of the imports and exports of Newfoundland, in the years 1849, 1850, and 1851 517 Number, tonnage, and crew of vessels which entered and cleared at Newfoundland in the year 1850 517 Number, tonnage, and crew of vessels which entered and cleared at Newfoundland in the year 1851 518 Statement of the total shipping of Newfoundland, inward and outward, in the years 1849, 1850, and 1851 '. 518 Number of ships built in Newfoundland during the period of four years, from 1846 to 1850, inclusive. 518 Population of Newfoundland by the census of 1845 ,. 519 Number of boats, &c., engaged in the fisheries in 1845 519 Value of the annual produce of the colony of Newfoundland, on an average of four years, ending in 1849, by the British colonial authorities 519 Average value of , property engaged in the fisheries during the same period 519 TRADE BETWEEN NEWFOUNDLAND AND THE UNITED STATES. Statement of the quantity and value of the staple products of Newfoundland ex- ported from that colony to the United States in the years 1849, 1850, and 1851 520 Return of the quantity, value, rate, and amount of duty paid on principal articles, the growth, produce, or manufacture of the United States, imported into the colony of Newfoundland, during the year ending January 5, 1852 520, 521 Abstract of the number and tonnage of vessels which entered inward in the colony of Newfoundland in 1851, with the value of the goods imported in such vessels, distinguishing British from foreign 522 Abstract of the number and tonnage of vessels which cleared outward from New- foundland in 1851, with the value of the articles exported in such vessels, distinguishing British from foreign 523 Value of imports and exports of Newfoundland in 1850. » 523 VALUE OP THE LABRADOR TR,ADE AND FISHERIES. Value of the exports and imports of Labrador 524 THE POF..T OF ST. JOHN, NEWFOUNDLAND. Description of St. John, Newfoundland ; its position as a port of call for the At- lantic steamers 524, 528 LIGHT-HOUSES ON THE EASTERN COAST OP NEWFOUNDLAND. List of light-houses on the eastern coast of Newfoundland 528 Cost of coals at the port of St. John 528 Duty on coals at Newfoundland 528 Number of vessels which entered inward at the port of St. John, Newfoundland, in the years 1850 and 1851 529 Number of vessels which cleared from the port of St. John, Newfoundland, in the years 1850 and 1851 ,,. . . 529 Statement of the quantities of each description of imports at the port of St. John, in 1850 and 1851, with its increase or decrease 530 Statement of the quantities of the various descriptions of goods exported from the port of St. John, in the years 1850 and 1851.. 530 842 INDEX. Page. Value of imports into the port of St. John from the United States, during the year 1851 531 Statement of the various descriptions of articles imported into the port of St. John from Canada, in the j^ears 1850 and 1851, with the quantity and value of each article 531 Quantity and value of imports into the port of St. John from the British West In- dies in 1851 531 Quantity and value of imports into the port of St. John from Spain in 1851 532 Quantity and value of imports into the port of St. John from Portugal in 1851. . . 532 Quantity and value of imports into the port of St. John from Germany in 1851 . . 532 Quantity and value of imports into the port of St. John from Denmark in 1851. . . 533 Quantity and value of imports into the port of St. John from the Spanish West Indies in 1851 533 Statement showing the number of vessels which arrived at the port of Si. John during the year 1851, with the places whence they came, the nature of the cargoes they brought, the port for which they sailed, and the freight they took away 534 Statement of the number of vessels which entered and cleared at the port of St. John in every month of the year during the years 1848, 1849, and 1850. . . . 534, 535 PART IX. THE COLOi^Y OF PRINCE EDWARD ISLAND. Description of Prince Edward island ; adaptation of its soil for agricultural pur- poses • 537 Census of 1848 537 Discovery of the island by Sebastian Cabot 538 Separation of the island from Nova Scotia in 1770 538 Products of the island in 1847 539 Number of new vessels at Prince Edward island in the years 1849, 1850, and 1851 539 Statement of the value of imports and exports of Prince Edward island in 1849 and 1850 539 Statement of the number of vessels that entered and cleared at Prince Edward island in 1850 and 1851 540 Value of the exports of Prince Edward island m 1851 540 Statement of the quantity, rate, and amount of duty paid on all articles, the growth, produce, or manufacture of the United States, imported into the colony of Prince Edward island in 1851 541 Value of articles, the growth, produce, or manufacture of the United States, im- ported into Prince Edward island in 1850 541 Quantity and value of articles, the growth and produce of Prince Edward island, exported to the United States in 1851 541 Statement of the American vessels and their cargoes which entered and cleared at Prince Edward island in 1851 542 Abstract of the trade and commerce of Prince Edward island in 1851. » 543 INDEX. 843 PART X. INTERCOURSE BETWEEN GREAT BRITAIN AND HER NORTH AMERICAN COLONIES. PagOo Importance and value of the timber trade. 545 Value of goods exported from Great Britain to the British North American colo- nies in the years 1800, 1805, 1810, and 1815 545 Statement of the number of ships and tonnage inward and outward in Great Brit- ain and Ireland, to and from the North American colonies, distinguishing British from foreign, from 1840 to 1850, both years inclusive 546- Statement of the value of the import and export trade between Great Britain and the North American colonies, for the years 1818, 1819, 1820, 1832, 1838, 1843, and 1848 54(> Statement of the amount of tonnage inward and outward between Great Britain and the North American colonies in 1800, 1805, and 1815 546' Statement of the amount of tonnage inward and outward in Great Britain from the British North American colonies, in 1845 and 1850, distinguishing British from foreign 547 Increase in the timber trade between Great Britain and her North American colo-- nies 547 Quantity and value of timber imported into the United Kingdom for home con- sumption, in 1840, 1845, and 1850 548 Foreign timber and deals imported into the United Kingdom in 1849, 1850, and 1851 549 Effect of opening the market to foreign timber in the United Kingdom 549 PART XL TRADE OF THE PRINCIPAL ATLANTIC PORTS OF THE UNITED STATES WITH THE BRITISH NORTH AMERICAN COLONIES, BY SEA. Direct trade by sea between the principal Atlantic sea ports of the Union and the British North American colonies 551 Maritime resources of the North American colonies 551 Value of the British North American colonies in a commercial point of view 552 Tonnage inward in all the British North American colonies, during different pe- riods 553 Table exhibiting the description, quantity, and value of the various articles of do- mestic production exported from twenty-three Atlantic ports of the United States to the colonies of New Brunswick, Nova Scotia, Newfoundland, and Prince Edward island, during the year 1851 554 Table exhibiting the description, quantities, and value of the various articles of foreign production exported from the ports mentioned to the four lower colonies in 1851 555 Statement of the value of the various articles imported from the lower colonies into the Atlantic ports of the Union during the year 1851 556 Total value of domestic and foreign exports, and the value of colonial imports in 1851 557 Table of shipping, inward and outward, during 1851, to and from nine ports of the United States only, and the colonies of New Brunswick, Nova Scotia, Newfoundland, and Prince Edward island, distinguishing American from British ,,. ,,.,.,....,,, 558 844 INDEX. Statement of tonnage inward and outward, in 1851, at the- ports of New York, Quebec, &c 559 PART XII. REVIEW OF THE PRESENT STATE OF THE DEEP-SEA FISHERIES OF NEW ENGLAND. BY WM. A. WELLMANj ESQ. The fisheries of Massachusetts and other New England States 561 — 566 Statement of allowances to vessels employed in the fisheries, and bounties on pickled fish exported from January 1, 1820, to June 30, 1851 567 Imports of dried and pickled fish into the port of Boston during the fiscal years ending June 30, from 1821 to 1851.. , . . . 567 Quantity and value of dry and pickled fish exported from the port of Boston to foreign countries, from July 1, 1843, to June 30, 1851, inclusive 568 Statement of dry fish warehoused in the district of Boston and Charlestown, from June 30, 1847, to June 30, 1851 ; also, dry fish withdrawn from warehouse during the same period 569 Statement of pickled fish warehoused in the district of Boston and Charlestown, from June 30, 1847, to June 30, 1851 ; also, pickled fish withdrawn from warehouse during the same period '. . 569 Imports of dried and pickled fish into the United States during the fiscal years ending June 30, from 1843 to 1850, inclusive 570, 571 Exports of dried and pickled fish (foreign caught) from the United States during the fiscal years ending June 30, from 1843 to 1850, inclusive 572, 573 Exports of dried and pickled fish ( American caught) from the United States during the fiscal years ending June 30, from 1843 to 1850, inclusive 574 — 581 Statement of pickled fish inspected in Massachusetts from 1838 to 1850, inclusive 582 Statement of the tonnage of vessels employed in the fisheries of the United States on the 30th of June, 1843, 1844, 1845, 1846, 1847, 1848, 1849, and 1850. . 583 Abstract of bounty allowances to fishing vessels, paid by the collector and disburs- ing agent of the treasury at the port of Boston, for the fishing seasons of the years 1841 to 1850, inclusive 584 Abstract of fishing vessels lost during the year 1851. 585 — 588 PART XIII. THE FRENCH FISHERIES AT NEWFOUNDLAND. Movements of France in regard to bounties on fish caught at Newfoundland 589 Report rendered in the name of the commission for the inquiry into the projected law relating to the great sea fisheries, by M. Ancet 589 — 592 Bounties on vessels fitted out 592 — 599 Bounties to the crew 599 Bounties on the products of the fisheries 599 Bounty on cod livers 600 Return of vessels fitted up for the cod fishery from the year 1842 to the year 1850, both inclusive 601 INDEX. 845 Page. Account of the sums paid as bounties to the crews of vessels employed in the cod fishery of France, from 1842 to 1847, inclusive 602 Return of the number of persons enrolled annually for the navy in the several maritime districts of France, from the year 1840 to the year 1850, inclusive. 603 — 607 Return of the quantity of dried cod exported direct from the place where caught to the colonies of France, with the rate and amount of bounty paid thereon, in the years 1842 to 1850, inclusive 608 Return of the quantity of dried cod of French catch exported from the ware- house in France to French colonies, in the years 1842 to 1850, inclusive, and the amount of bounty paid thereon 608 Return of the quantity of dried cod of French catch exported from the ports and curing places of France to French colonies, in the years 1842 to 1850, in- clusive, and amount of bounty thereon 609 Return of the quantity of dried cod exported from the places where caught, by fishermen of France, to foreign countries, in the years 1842 to 1850, inclu- sive, with the amount of bounty paid thereon in each year 610 Return of the quantity of dried cod of French catch exported from the ports of France to foreign countries, in the years 1842 to 1850, inclusive, with the amount of bounty paid thereon in each year 611 Account of the amount of bounties paid out of the treasury of France for the en- couragement of the cod and whale fisheries, from 1842 to 1849, inclusive. . 612 846 INDEX. APPENDIX. Page. Notice of the internal and domestic commerce of the country 613 Statements showing the trade and commerce, population, treasury receipts, &c., of the country for several years 614 Receipts into the treasury from customs and other sources 615 Per cent, increase in custom receipts 615 Statement showing the valuation, area, and population to the square mile in 1850, with the indebtedness of the several States in 1851 616 Valuation of real and personal estate of the inhabitants of the United States for the years ending June 1, 1850, and December 31, 1852, together with the average amount to each inhabitant 617 Comparison of property and wealth among the urban and rural population 618 Total value of real and personal property of the United States 618 Table showing the amount and value of the productions of agriculture in the United States for the year 1852 619 Remarks upon the agricultural table 620, 621 Statement showing the number of manufacturing establishments in the United States, the amount of raw materials used, the capital invested, and the total value of products, according to the census of 1850 622 Statement exhibiting the value of domestic produce and manufacture exported annually from 1821 to 1852, and also the value per capita during the same period 623 Per cent, increase of domestic exports 624 Exports of domestic produce for several years, with amount to each individual. . . 624 Statement exhibiting the value of foreign merchandise imported, re-exported, and consumed, annually, from 1821 to 1851, inclusive, and also the estimated population and rate of consumption per capita during the same period . . , 625 Total imports consumed in the United States for several years, with amount to each individual. 625 Benefits of free trade between the different States 626 Imports and exports, and tonnage inward and outward, of the principal commer- cial or Atlantic States, for the years 1825, 1840, and 1851 627, 628 Advantages to internal commerce from the connexion of the lakes with the Mis- sissippi river by the construction of railroads and canals 628 Notes on the amount and tendency of Ohio commerce 629 Amount of 'leading articles on the Miami canal 629 The Ohio canal, 1851 ; Muskingum improvement, 1851 *630 Aggregates of the receipts, in leading articles of domestic produce, at the lake and river ports 631 Imports of lumber from the exterior to the interior ports 631 Comparative value of the exports of Ohio 632 Consumption of flour, and wheat reduced to flour, in Ohio, in the years 1850 and 1851 632 General summary of animal provisions of Ohio, for 1851 633 Exhibit of the entire exports of the most important articles of domestic produce of Ohio, for 1851 633 Exports of Cincinnati for 1845 and 1850, with the per cent, of incre3.se 634 Table of manufactures in Cincinnati for 1840 and 1850, with their increase per cent , 635 Destination of the principal articles of export at Cincinnati 635 INDEX. 847 Page . Description of the city of Cincinimti, Oliio ; its latitude and longitude : rapid in- crease of population 636 Commerce of the port of Cincinnati; imports into Cincinnati, from all sources, from 1847 to 1852, inclusive » 637, 638 Statement of the principal articles of export from Cincinnati by all land and water routes for the years 1847 to 1852, inclusive «... 639, 640 Description of the city of Pittsburg, Pennsylvania ; its latitude, longitude, and population ; distances from^ Baltimore, Philadelphia, Plarrisburg, and Wash- ington. .. o ... o ...... s ........ .» • . 640 Coal and iron ores ; increase in manufactures and wealth by their close proximity. . 641 Canal connexions of Pittsburg : important railway projects* . o . » . . « . - . , 641 Manufactures of Alleghany county in 1850 .. ..o ......... o <■ ..a ....... . 642 Unreliable nature of census returns 642 Manufactures of iron, glassware, &c , 643 Comparative statement, exhibiting the exports by canal of some of the leading articles during three seasons, viz., 1846, 1847, 1852 644 Comparative statement, showing some of the leading articles imported into Pitts- burg by canal during the years 1846, 1847, and 1852 , 644 Statement showing the imports and exports by canals at Pittsburg during the year ending December 31, 1852 645, 646 Description of the city of Louisville, Kentucky; its commercial advantages .... 646 Growth and population of Louisville from 1800 to 1850, inclusive. . . ,. « 647 Commerce of Louisville ; groceries, dry goods, hardware, &c. 647 Pork business ; steamboats and navigation ........... ...... o ... o . o .......... . 648 Principal manufactures of Louisville ; aggregate amount. 648 Ptailroads connecting Louisville with other cities , » « ,, . « » . ., . , 648 'Valuation of the cities of St. Louis, Cincinnati, and Louisville in 1850 649 Description of tlie city of St. Louis, Missouri ; its great advantages for inland commerce , o ..,..,.. 649 — 651 Comparative statement of some of the principal articles landed at St. Louis during six years ending December 31, 1851 652 Table exhibiting the number and tonnage of boats arriving at St. Louis during the years 1847, 1848, 1849, 1850, and 1851 ...a. 652 Statement of the foreign commerce of St. Louis, consisting of importations., . . . 653 Amount of hospital money collected at the port of St. Louis. 653 Amount of duties collected at St. Louis ...................... o «. o 653 Plospital money expended in relief to sick and disabled boatmen 653 ■ Steam-marine of the interior., , . , »..,....,..„«..,....,....,.....„.. o . 654, 655 Steam-marine of the Mississippi valley . » e 656 Steam-marine of the Oiiio basin . = ,.... 656 Aggregate summary of the entire strength of the steam-marine of the lakes and rivers of the interior 656 Tabular statement of steamers on the rivers ,,.... , . . . . . 657 Lines of travel along the waters of the several interior collection districts 657 ■ Statement of the total number of persons who arrived at and departed from the principal port of each collection district of the interior, b}'' steamers, rail- road cars, stage-coaches, canal boats, and steam ferryboats, during the year ending June 30, 1851 , 658 The several centres of interior commerce, navigation, trade, and travel . 659 Subdivision of the St. Louis district. 659 Subdivision of the Pittsburg district , 660 -Subdivision of the Buffalo district. .....<,...,..............,..,,..<,.......... 660 848 INDEX. PagGo Subdivision of the Chicago district. , e . . .. , . » » ». « , o » ,....« o.,» « 66't Population in 1850 of St. Louis, Pittsburg, Buffalo, and Chicago « .. , , . 66i Statement of the amount of marine risks taken, and of losses paid, on vessels and cargoes of the United States, in the several collection districts of tlie inte- rior, for the year ending June 30, 1851., .,,».,..., o .. o..» o <• , » .. . . . 662 Number of steamboats, Y\ath their tonnage and original cost, lost on the Missis- sippi river, from the period of the first introduction of steam navigation thereon to the close of the year 1848. ........ oo . 663 Increase of the steamboat tonnage on the Mississippi and its tributaries, from 1842 to 1851........ = ... ..,.o. .,......,. ....e, 664 Comparative statement of the steam tonnage of the Mississippi in 1851 . 664 Comparative statement of the number and tonnage of the steamboats on the north- ern lakes of the United States, the Mississippi valley, and the Ohio basin. . 665 Statement of the number of steam and sail vessels enrolled, registered, or licensed^ in the several collection districts of the United States, that vverelost on the lakes and rivers of the interior, in the year ending June 30, 1851, with the cause and manner of loss, and the number of persons who perished thereby • 6Q6 General average of steamers o 667 Grand result of United States steam-marine. .,,..... = .........,. ., . . » o * 668 Marine disasters on the western waters in 1852 ............................... 669 NEW ORLEANS, LOUISIANA. Description of New Orleans ; its superior and commanding situation for commer- cial purposes. ......... o « ... ,.,.». «, ..,...<,..., , ., . 670— 67S Value of some of the principal articles imported into New Orleans from the inte- rior, at several periods, during the last ten years, . o,o ..oo. o .. .......... . 674 Valuation of property from the interior during the last eleven years. . . . . .. . . » . « 675 Statement showing the value of imports and exports at New Orleans, annually, from 1834 to 1851, inclusive » 675 Statement of the receipts on account of duties collected at New Orleans, from 1835 to the 30th of June, 1852, inclusive.. ... 675 Statement exhibiting the number of American and foreign vessels, and also their tonnage, employed in foreign trade in the district of New Orleans, which entered and cleared, annually, from 1826 to 1851, inclusive. ......,.,.», . 676 MOBILE, ALABAMA. Description of Mobile ; character and fertility of the soil in that region of coun- try around Mobile. ...<.., ..o .... e .............. . 677 Statement of the tonnage that entered and cleared from and to foreign ports, at Mobile, in the years 1841, 1846, and 1851. ......................... .677 Statement showing the exports and destination of cotton from the port of Mobile during the last ten years ending August 31 678 Quantity of staves and lumber shipped from Mobile seaward, in 1850, 1851, and 1852 678 Statement showing the quantity of some of the principal articles of import into the port of Mobile during the last five years ending August 31, 1852. ..... 679 Total value of foreign imports at Mobile during the years 1851 and 1852. ....... 679 Statement exhibiting the number of American and foreign vessels, and also their tonnage, employed in foreign trade in the district of Mobile, which entered and cleared annually, from 1826 to 1851, inclusive. , . . . 6SG FLORIDA. Description of the State of Florida •, its various and valuable resources. ......... 681—684 INDEX, 849 Page . Letter from Wm. L. Hodge, esq., Assistant Secretary of the Treasury, relative to Florida 684—686 Letter from the Hon. E. Carrington Cabell, relative to Florida 687 — 707 Statement compiled from report of Commissioner of General Land Office, as to public lands in Florida, June 30, 1851, and other documents in the General Land Office "^08 Letter from Jos. G. G. Kennedy, esq., of the Census Bureau, relative to the pro- ducts of Florida. 709—711 Letter from N. Sargent, esq., relative to the imports and exports of Florida 711 Steam-marine of the United States on the Gulf of Mexico, from Cape Sable to the Rio Grande ^'^^ Sketch of the Gulf of Mexico and the Straits of Florida 712—722 "Wrecks on Florida reefs, from 1844 to December 15, 1852 723 Sketch of the cotton crop of the United States , 723—727 Exports of viiw cotton from the United States, from 1805 to 1852 727 Imports and exports of foreign raw cotton into and out of the United States during different periods 728 Value of importations and exportations of foreign merchandise, from 1790 to 1852. 729 Value of foreign cotton goods imported and exported, &c., from 1821 to 1825 .... 729 Exportations of domestic cotton manufactures in certain 3'ears and periods 730 Value of home-made manufactures in the United States according to the last census returns 731 Number of cotton manufactories in the United States, amount of capital invested, and number of hands employed therein, &c 731 Products of cotton manufactories in 1849- '50 732 Consumption of cotton in the United States in 1849- '50 733 Cotton crop of the United States in 1849- '50 734, 735 Entire crop of the season of 1849, taken from the census returns 736 Cotton crop of the world, of 1851, and exports of all countries in 1852 637 Hostility of Great Britain to the cotton interests of the United States 738 ^ 739 The Cotton Zone of the United States 740 Estimate of cotton crop of 1852, and of crop Cotton Zone may produce 741 Statement of the free and slave population of the Cotton Zone, &c 742 Exportations (specie, &c., included) from the United States since 1790 r 743 Bulhon and coin imported and exported since 1821 744 Statement of the principal domestic exports in the years 1821, 1822, and 1823, and in 1850, 1851, and 1852. 745 Relative importance and value of the cotton crop of the United States 745 — 756 Statement of the value of cotton goods imported during the year ending June 30, 1852 757 Statement of tlie value of cotton goods of foreign manufacture exported during the year ending June 30, 1852 758 Exports of raw cotton and domestic cotton manufactures during the year ending June 30, 1852 759, 760 Specification of exports of foreign cotton manufactures 761 Domestic manufactures of cotton exported from the United States 762 Values of certain domestic products exported, and total value of domestic products exported, including bullion and specie 763 Foreign cotton manufactures imported, and the total exported, consumed, &c. . . . 764 Bullion and specie imported into and exported from the United States 765 Statements of the commerce of the Atlantic States and cities 766, 767 54 850 INDEX. Page. Statement exhibiting the value of exports from, and imports into, the ports of Boston and New York, annually, from 1843 to 1851, inclusive 768 Statement exhibiting the value of exports from, and imports into, the ports of Philadelphia and Baltimore, annually, from 1834 to 1851, inclusive 769 Statement exhibiting the value of exports from, and imports into, the port of Charleston, annually, from 1834 to 1851, inclusive, direct trade 770 Statement of the receipts into the treasury, on account of duties collected, at the ports of Boston, New York, Philadelphia, and Baltimore, from 1835 to the 30th of June, 1852, inclusive 770 Statement exhibiting the number of American and foreign vessels, and also their tonnage, employed in foreign trade in the district of Boston, which entered and cleared, annually, from 1826 to 1851, inclusive 771 Statement exhibiting the number of American and foreign vessels, and also their tonnage, employed in foreign trade in the district of New York, which en- tered and cleared, annually, from 1826 to 1851, inclusive 772 Statement exhibiting the number of American and foreign vessels, and also their tonnage, employed in foreign trade in the district of Philadelphia, v/liich entered and cleared, annually, from 1826 to 1851, inclusive 773 Statement exhibiting the number of American and foreign vessels, and also their tonnage, employed in foreign trade in the district of Baltimore, which en- tered and cleared, annually, from 1826 to 1851, inclusive 774 Statement exhibiting the number of American and foreign vessels, and also their tonnage, employed in foreign trade in the district of Portland, which en- tered and cleared, aanually, from 1826 to 1851, inclusive 775 Statement exhibiting the number of American and foreign vessels, and also their tonnage, which entered from and cleared for foreign countries, including their repeated voyages, from 1821 to 1851, inclusive = 776, 777 Statement exhibiting the American and foreign tonnage entered and cleared at ports of the United States during the years ending June 30, from 1842 to 1851, inclusive, with per cent, increase 777 Statement exhibiting the amount of tonnage belonging to the United States, an- nually, from 1836 to 1852, inclusive 778, 779 Statement exhibiting the number and tonnage of vessels built in the United States annually, from 1836 to 1852, inclusive 780—782 Statement showing the national character of the foreign vessels entered and cleared at ports in the United States, v/itli their tonnage, from 1842 to 1851, inclusive 783, 784 Statement exhibiting the average tonnage of vessels built in the United States annually, from 1836 to 1852, inclusive 785 Exports from the principal commercial States of the Union, for the years 1810, 1820, 1830, 1840, 1850, and 1851 .•. . . 786, 787 Imports from the principal commercial States of the Union,, for the years 1810, 1820, 1830, 1840, 1850, and 1851 787,788 Statement exhibiting the value of foreign imports into, and domestic exports from, the principal commercial States 789 Statement of tonnage entering and departing from the United States to foreign countries , 790, 791 Statement of tonnage entering and departing from Northern and Southern States 792, 793 INLAKD WATER, ROUTES. Information relating to routes, facility of transportation, expense, distance, &c . . 794 INDEX. 581 ERIE CANAL ROUTE. Page. Statement showing the vakie of each class of property reaching tide-water on the Hudson, during a series of years, ending December 31 795 ALBANY, NEW YORK. Description of Albany ; its population, wealth, and enterprise 795 — 797 Tonnage entered and cleared at Albany during a series of years 797 Table of the value of the commerce of all the tide-water ports for a series of years. 798 Table exhibiting the proportion of each class of property coming to tide-water. . . 798 Table showing the character, quantity, and value of the property coming to tide- water on the State canals during the year 1851 799, 800 Statement showing the value of cotton, hemp, tobacco, sugar, molasses, pork, bacon, and lard, at New Orleans, during a series of years, ending Sep- tember! 801 Statement of the comparative value of property sent from the seaboard to the interior, via the St. Lawrence, the Hudson, and the Mississippi 802 Comparative statement showing an estimate of the tons of some of the principal articles landed at tide-water, and going from thence to the interior, via the diiferent routes, in 1851 803 Comparative statement showing tonnage and value of merchandise sent from, and received at, seabord, by way of tlie 'New York canals, at St. Lawrence and Mississippi rivers, for 1851 804 Tabular statement shovv^ing the value of property received at seaboard by the New York canals and St. Lawrence and Mississippi rivers » 804 Statement of property sent westward from Philadelphia by railroad in 1851 805 Statement of property received at Philadelphia by railroad from the West in 1851 . 806 Comparative statement of upward tolls on the Susquehanna and tide-water canals . 807 Comparative statement of downward tolls on the Susquelianna and tide-water canals , 808 Value of produce received via canal on the Hudson and at New Orleans, via Mis- sissippi, with the United States exports and imports 808 Internal trade of the United States , , 809 — 812