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COMMUNICATION FROM THE SECRETARY OF TTIE TREASURY, TRANSMITTING, IK 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; ALSO, NOTICES OF THE INTERNAL IMPROVEMENTS IN EACH STATE, OF THE GULF OF MEXICO AND STRAITS OF FLORIDA, AND A PAPER ON THE COTTON CROP OF THE UNITED STATES. *Kax!A WASHINGTON: ROBERT ARMSTRONG, PRINTER. 1853. mUM- COMMUNICATION FROM THE SECRETARY OF THE TREASURY. 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. 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 ed for, and illustrative of, said report. I am, respectfully, I Hon. Wm. R. King, THO. CORWIN, Secretary of the Treasury. President pro tem. U. S. Senate . HP ■ JWI- iW - ■ ' WM J ' ^ x -r*»*V - h k. SCHEDULE OF DOCUMENTS. General Introductory; comprising a review of the trade of the great lakes, internal commerce, and also of the trade and commerce of the North American Colonies. I. The Sea-Jisheries of British North America on the Ba.y of Fundy, along the coasts of Nova Scotia, on the Grand Bank of Newfoundland, and within the Gulf of St. Lawrence. II. The Trade of the Great Lalces; accompanied by returns exhibiting the rise and progress of that trade, and its present condition and value, with a particular description of each of the lakes, in relation to its extent, resources, tributaries, outlets, and prospective commerce. For Part III, see Appendix. F IV. Review of the Canals and Railroads of the United States, showing I their influence upon, and connexion with, the trade of the Great West; accompanied by a general map of railroads and canals, American and Colonial. Y. The Province of Canada, with a general description of its physical features and resources, intercolonial trade, foreign commerce, transit trade, internal traffic, and public works; accompanied and illustrated by a map of the Basin of the St. Lawrence, prepared specially lor this report. VI. The Province of New Brunswick, with descriptions of its physical characteristics, rivers, 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 Nova Scotia, with a description of its geographical position, its most striking features and various resources; as also returns in relation to its trade, commerce, fisheries and coal mines ; as also special notices of Cape Breton and Sable Island. VIII. The Island Colony of Newfoundland, with a description of its position between the Atlantic 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 Labradore coast, and of the harbor of St. John, in connexion with the proposed establishment of a line of steamships from that port to Ireland, and connected by electric telegraph from thence to the Lhiited States. VI 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 North American Colonies ; accompanied by tabular statements and returns. XI. The Trade of some of the Atlantic forts of the United States with the North American Colonies by sea; illustrated by tables and returns, accompanied by a map of the Lower Colonies; prepared expressly for .this report. XII. Review of the present state of the Deep-sea Fisheries of New 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. XIII. The French Fisheries of Newfoundland , translated from official French documents, obtained 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—Commerce ^ of the Atlantic States and cities, and tables of the tonnage of each State, during a series of years. NOTE. In the progress of the preparation of the report, it was found neces- tsary to change Part III to ah 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., See.; 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 Advertiser, for his very valuable and intelligent services in the preparation of the report, particularly 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, 1 to every portion of the Union, it is presumed will be regarded by all as fa full justification for the copious notices, in the appendix, of the Gulf jof Mexico and the Straits of Florida; and the value of the cotton crop | to the whole country called for the extended and complete exposition fin 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 t'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. CONTENTS. INTRODUCTORY. Page. Introduction to report, setting forth resolution of Senate and instructions. t Imperfect system of managing the lake trade; incorrect returns, and necessity for a correct account. 2 Statistical returns in the United States behind those of other countries. 2 The annual returns of commerce and navigation incomplete and unsatisfactory. 2 In the absence of official returns, the value of works containing statistical statements greatly enhanced. 3 The basin of the great lakes and the St. Lawrence. 3 Influence of emigration upon the West.. 3 Growth of the lalxe trade, illustrated by statistical statements. 4 . Trade of the Erie canal, illustrated by statements of its traffic. 4 The great lakes, and their natural outlet to the sea. 5 Harbors on the lakes; more extensive accommodations needed. 5 The necessity of establishing marine hospitals at principal ports on the lakes. 6 Proposed canal at Sault Ste. Marie. 7 II Elements of wealth on Lake Superior. 7 * Proposal for uniting the waters of the St. Lawrence and the Hudson by a ship canal.. - 7 j Trade and commerce of the British North American colonies. 12 < Area and population of the colonies in 1851. .13 "Exports of the colonies, and tonnage outward in 1806, and at various periods since. 14 Ship-building; its increase, and present extent. 15 Tonnage owned in the colonies in 1806, 1830, 1836, 1846, and 1850. 15 „ Tonnage outward and inward in 1851. 16 $ Several statistical statements relating to the trade and commerce of Canada, the colonies of New Brunswick, Nova Scotia, Prince Edward Island, Newfoundland. 16 The total trade of the colonies of North America in 1851. 16 ■ Negotiations, respecting colonial trade, between the United States and Great Britain— convention of 1830 . 22 Quantity of wheat, corn, and rye raised in the United States and Canada, with several tables showing imports and exports of wheat, &c., in the United States, Great Britain, and the colonies. 22 . Proposition in 1848 from Canada for reciprocal free trade in ceitain articles. 21 The free navigation of the St. Lawrence and St. John. 35 l Remission of export duty on American lumber in New Brunswick. 35 ■' Pree participation with sea-fisheries. 35 f Present state of the fishery question, and its threatening aspect. 35 $ Conclusion; value of colonial trade, and its importance to the United States. 37 PART I. The Sea-fisheries of North America. Limits to which American citizens are confined by fishery convention of 1818. 39 Coasts and places to which American fishing vessels principally resoi-t. 40 Codfish caught in the Gulf of St. Lawrence. 40 Mackerel caught in the gulf. 40 The herring fishery of the gulf. 41 Navigation of the St. Lawrence in connexion with a free participation in the fisheries... 42 French fisheries at Newfoundland, and new measures of the French government. 42 X CONTENTS. PART II. The Trade of the Lakes. Page. Introduction—embracing a general view of the rise and progress of the commerce of the great lakes of North America. 45 Subjects discussed. 45 Relations between inland and maritime commerce. 46 Extent of great lakes. 49 Value of traffic. 49 Number and tonnage of vessels. 51 Dangers of lake navigation. 53 Losses. 54 Effect of canals on lake trade. 55 Railroads and canals connected with lakes. 57 Growth of cities connected with lake trade. 59 No. 1. Vermont district —Described, with summary statements of coasting and Canadian trade, and the amount of tonnage. 60 No. 2. Champlain .—General description, with statements showing the nature, quantity, and value of the Canadian and coasting trade and tonnage of this district. 63 No. 3. Osiregatchie .—General description, and tables showing the nature, quantity, and value of the articles composing the Canadian and coastwise trade of this district_ 66 No. 4. Cape Vincent .—A general description, with tables exhibiting the Canadian trade and tonnage of the district in detail. 70 No. 5. Saclcctt’s Harbor .—A general description, with returns showing in detail the coastwise and Canadian imports and exports, and the Canadian and coasting tonnage of the district. 71 No. 6. Osicego .—General description, with several statements exhibiting in detail the Canadian and coasting trade and tonnage of the district. 75 No. 7. Genesee .—General description, with tables illustrative of the Canadian trade and tonnage of the district. 82 No. 8. Niagara .—General description, with tables exhibiting in detail the Canadian and coasting trade and tonnage. 84 No. 9. Buffalo Creek. —Description, with eleven statements showing the coasting and foreign commerce of this district in detail and with abstracts. 87 No. 10. Presque Isle. —Description, with tables showing the commerce of this district in detail..'. 161 No. 11. Cuyahoga .—General description, with statements showing the imports, exports, and tonnage of the district in detail. 165 No. 12. Sandusky. —Description, with tables giving details of Canadian and coasting trade, imports and exports. 175 No. 13. Miami .—General remarks, with five tables showing import and export trade, and tonnage. 184 No. 14. Detroit —General description, with tables illustrative of the nature and value of the commerce of this district. 191 No. 15. Mackinaw. —Description, with a table showing the quantity and value of foreign imports. 202 No. 16. Milwaukic. —Description, with a table showing the imports and exports of this district. 210 No. 37. Chicago. —Description, with statements showing the commerce of the port and district. 215 No. 18. Summary .—A description of each of the great lakes in extent, resources, tributaries, outlets, present and prospective commerce, with a map. 223 Report on the geology, mineralogy, and topography of the lands around Lake Superior.. 232 General view, with eight tabular statements of the lakes: No. 1. Statement exhibiting the trade and tonnage, (Canadian and American,) the tonnage enrolled, and the amount of duties collected, in each of the collection districts on the lakes, and the aggregates of the lake commerce, for year 1851 . 246 No. 2. Statement showing the quantity and value of the principal articles imported into each collection district on the lake frontier from Canada in 1851. 249. No. 3. Statement exhibiting the quantity and value of some of the principal articles of domestic produce and manufacture exported from the collection districts on the lake frontier to Canada during the year 1851. 255 No. 4. Statement showing the value of some of the principal articles of foreign merchandise exported from the collection districts on the lake frontier to Canada in 1851. 260 CONTENTS. xi No. 5. Statement exhibiting the export trade of the custom-house districts on the lake frontier with Canada in the year 1851, distinguishing between foreign and domestic produce, and showing what portion of the former was entitled to drawback, and if exported in American or British vessels. 263 No. 6. Statement giving a tabular view of the Canadian import trade on the lake districts, and also the tonnage entering and clearing at each port, distinguishing American from Canadian, and steam from sail, in the year 1851. 264 No. 7. Statement showing the produce received from Canada, and transported by the Erie canal, for the year 1851. 267 No. 8. Statement showing the quantity of some of the principal articles imported and exported coastwise on the lakes in 1851. 268 (For Part III, see Appendix.) PART IV. Review of the canals and railroads of the United States, shoicing their influence upon, and connexion with, the trade of the Great West, accompanied by a general map of railroads and canals, A merican and colonial. Introductory. 275 New York. 277 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. 280 Railroads of New York. 290 Railroads of New England. 296 The Massachusetts system. 297 Connecticut and Rhode Island. 302 Maine. 30 «-.» INTRODUCTORY. I Washington, August 19, 1852. Sir : The undersigned was personally honored with your instructions on the 2Sth 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 complete statements of the trade and commerce of the British North American 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- 'ects embraced in the resolution, their intimate relation to many branches of national interest, and the necessity of having such report submitted 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 attention 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 obtained 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, germane to the spirit of the resolution of the Senate, should fall under bis notice, it would not be inappropriate to submit the same for the consideration of the government. These instructions, and 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 certainly is his wish) to notice the questions under consideration in the briefest manner consistent with their proper elucidation. In justification 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 manufactures, and upon its commerce with distant nations. 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 remark, that although the statements as to the internal trade of the 2 S. Doc. 112. 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 modesof conducting the inland trade of the country, that statistical 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 lakes 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 correct 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 the 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 incalculable 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 system 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 unquestionably their natural right. There can be no doubt that a system might be easily devised, under the authority of' the Treasury Department, which would meet every requirement and promote the interests of this trade. In the st}de, character and completeness of our statistical reports, we are far behind other countries, and no authority but that of Congress can supply this deficiency. The public eye has ever been steadily fixed on the foreign commerce of the country as the right arm of national strength. This commerce has increased so rapid!}', and the trade as well as the tariffs have been so greatly changed, that new arrangements of the old returns are demanded to enable the departmental condensations to be perfect and readily intelligible. The reports on commerce and navigation now give the total tonnage of the United States, but do not state the char- S. Doc. 112. 3 acter 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 navigation, 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 public questions, such as the public lands, or the improvement of rivers and harbors, the most meagre statistical statements have been adduced in many cases, and loose hypotheses assumed in others. This is attributable to the absence of authentic official returns, 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, published by national authority, the value of works containing statistical returns upon which reliance can be placed is greatly enhanced; and this opportunity is embraced of commending, as one source of valuable information in making this report, the publications called “Hunt’s Merchants’ Magazine,” “ De Bo w’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 ha.ve 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 developments, are without parallel and historical precedent. It is an American treasure; its value to be estimated less by what it has already accomplished, 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 present 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 genius of an era destined in future times to be designated as the “ age of enterprise and progress 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 4 S. Doc. 112. 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 1S41 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 184S, 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 full exposition of the trade and commerce of the Mississippi, the Missouri, or the Ohio, flowing through that great valley, 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 railroads and canals, opening the wary 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 presented as confirming the above, and justifying farther and full official investigation as to the entire internal trade of the West:* In 1S35 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 tidewater 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 * The facts hereinafter stated with respect to the trade and commerce of the Mississippi 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 commerce, 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 demand, 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. S. Doc. 112. 5 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, a.t $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 commerce of some of the principal Atlantic and interior ports and comparative 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 accommodation of a comparatively southern region, is Lake Erie; while extending 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, xvill 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 ore those who maintain that the improvement of the navigation of the St.Lawrence, and the widening and deepening of the Welland 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 ihe 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 those 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 farther notice. While the commercial connexion 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 he made for adequate harbor accommodation on the lakes, to meet the necessities of their commerce, already rivalling that on the Atlantic, 6 S. Doc. 112. It is a remarkable fact that there are but 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 numerous 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 consideration of the State and Federal governments. At a public 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 sentiment, 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 preservation 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 compact from doing things undeniably needed for the promotion of important national interests and the security of its citizens and their property, some other means of relief should be devised. If it does possess adequate 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 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 huge commercial ports upon the lakes. The casualties of that navigation are little different from those of the sea.; and while the “freshwater sailor” contributes, tiom his monthly wages, to the same “hospital S. Doc. 112. money,” as Tie 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, especially 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 sailing vessels and steamers pass the winter; the number of sailors needing relief from suffering is thus increased. Some of these sapors 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 provided for at a trifling cost to the government, by the expenditure of no more than the montlily 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 uninterrupted 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 half way across the continent. 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. Nature 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 material. It is predicted by acute metallurgists that its silver mines, though as yet undeveloped, will one day vie with those of Mexico. While we behold with wonder the munificence of the gifts which Providence 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, commensurate 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 adequate 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 enterprise and national views of that government; and when a ship canal shall be constructed from Champlain, by way of Whitehall, to the Hudson river—and commercial necessities will not be satisfied with less— 8 S. Doc. 112. when the waters of Superior thus flow into the Hudson, and the shipping 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 ma,y primarily effect them. Commerce, external and internal, by steamships on the ocean or on the lakes, by railroads 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 transportation supplied by nature and art, that the prosperity of each section overflows into the other. This diffusion of prosperity, produced by community 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 transportation ; the former creating the latter. The magnificent systems of railroads in course of construction, or projected, lor 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, ean 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. Ignorance of the resources of the country which will support the roads, and of the progress of the regions through which they pass, causes the depression of these stocks far below their value. The large amount of 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. S. Doc. 112. 9 This ignorance is not confined to foreigners, but exists among a portion of our countrymen. The former cannot understand how railroads 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 afforded 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 American internal commerce is between the agricultural, and the commercial and manufacturing districts, which are not connected by the two great outlets, the Mississippi and the St. Lawrence rivers. Produce leaving Burlington, Iowa, following its natural outlet, is landed at New Orleans; or, leaving Detroit, 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 grea.t consequence to the leading artificial lines of communication, such as the Erie canal, Erie railroad, Western railroad, the Pennsylvania railroad, the Bidt.imore 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 South 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 difference in value, between the points of production and consumption, is owing to the cost of transportation. Hence the necessity of local as well as national channels to the development of our resources, and to the further creation and wider extension of inland commerce. 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 *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 “ “ “ to New Orleans. 7,594 “ 10 S. Doc. 112. 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 ot 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 comparatively 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 yielding 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 wffiole cost of the road, and are consequently perfectly safe investments. They are, notwithstanding, sold, on an average, as low as S5 or 87 cents on the dollar, and the capitalist is alone benefited by the advance. One object wdiich the undersigned has had in view in the preparation 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 borrowers 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 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 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 S. Doc. 112. 11 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 report on lhe*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 i the coasts, or was but a passage from isle to isle; commerce now selects, 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 transactions 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 substitutes 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,! “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 foundation 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 commerce, being the sole work of the nation, only declines with the nation itself.” Bancroft. t Ileeren. 12 S. Doc. 112. THE T RAD E, COMMERCE, AND NAVIGATION OF THE BRITISH NORTH AMERICAN COLONIES. In conformity with your personal directions, and pursuant to your written instructions, the undersigned has diligently 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 interest to citizens of the United States, he submits the same without delay, in the briefest possible form, to the consideration of the government. 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 pointing 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 necessity 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 intercourse, it may be said to appertain. In the beginning portion of this report, the undersigned ha.s replied to one part of the resolution of the Senate in relation to the trade and commerce 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 moment. He most respectfully, but earnestly, solicits the attention of the government, and of the whole commercial community, to the documents and returns herewith submitted, and requests a particular examination 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, mineralogy, 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 Boston, first brought to public notice the important mineral resources of these provinces. That lull 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 S. Doc. 112. 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 northern bounds of Canada to the Arctic ocean, except the districts claimed by Russia. These possessions, viewed merely with reference to their vast superficies, 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 consideration. 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 commerce is susceptible ; and the extensive field they present for colonization 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 superficies 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) . Canada West. New Brunswick. Nova Scotia (proper) . Cape Breton. Newfoundland. Prince Edward Island 128,659,680 31,745,539 -160,405,219 . 22 , 000,000 9,534,196 2 , 000,000 - 11,534,196 . 23,040,000 . 1,360,000 Total area British North American provinces- 218,339,4 15 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 S. Doc. 112. The following table is an abstract from the late Canadian census: Origin. Lower Canada. Upper Canada. Total. 11,230 14,565 51,499 669,528 125,580 82,699 75,811 176,267 26,417 526,093 43,732 93, 929 90, 376 227,766 795' 945 651,673 12,482 474 56,214 4,259 3,785 2,034 79 480 3,114 51 130 47 345 392 4 106 110 159 9,957 1,007 10,116 1,366 359 28 15 43 18 57 75 12 29 41 8 188 196 38 209 247 2 11 13 118 24 142 293 131 424 830 1,351 2,181 178 10 168 2,446 889 3, 335 890,261 952,004 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 conceded 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 increase, 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 doubled in value, for in 1831 they amounted to $16,523,510. In the twenty years which have elapsed since 1S31, 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. S. Doc. 112. 15 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. In 1831 the tonnage outward by sea amounted to 836,668 tons, exhibiting 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 alter 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 launching 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 construction 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 aggregate, 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 farther increase, the new ships built in that year numbering 112,7S7 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 registered 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 oi 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 16 S. Doc. 112. 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 attached to this report, and to the report which I had the honor of submitting 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, lor this report, give a different, but a more correct result, as will be seen by the following statements: The total exports from Canada for 1S51, 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 S. Doc. 112. 17 Imports into Canada by river St. Lawrence , giving only the principal articles and values, for the year 1851. Tea. Tobacco. Cotton manufactures_ Woollen manufactures.. Hardware manufactures Wooden ware. Articles. Values. $168,084 18,924 3,018,332 2,301,816 1,627,208 11,612 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. 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. 3 18 S. Doc. 112. Exports from Canada to other countries, (principally Great Britain,) giving the principal articles and values, for the year 1851. Articles. Values. Apples. Ashes, pot. Ashes, pearl.. Ash timber.. Bariev. Battens. Beef. Birch timber. Biscuit. Butter. Deals, pine and spruce. Elm timber. Flour. Handspikes. Lard. Lath-wood and fire-wood. Masts. Meal, corn and oat. Oak timber. Oars. Oats. Peas and beans. Pine timber, red and white. Pork. Shingles ... Spars. Staves.. Tamarac wood and sleepers. Furs and skins. $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 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. 4,671,048 2,060,156 1,401,212 Total exports by the St Lawrence. 8,132,416 S. Doc. 112 19 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. Natural products. Domestic manufactures. Foreign goods, &c. Canada . $2,024,188 869,683 803,946 817,361 77,858 $3,471,685 335,515 115,397 415,943 $2,712,675 325,702 34,923 157,160 New Brunswick. Newfoundland.... Nova Scotia. Prince Edward Island. Aggregate of colonial imports from Great Britain, United States, and other countries, for the year 1851. Great Britain. United States. Other countries. Canada. $12,876,828 $8,936,236 $1,447,376 Nova Scotia. 2,133,035 1,390,965 2,003,640 New Brunswick*. 2,292,390 1,654,175 954,935 Newfoundland. 1,600,750 998,735 1,655,695 Prince Edward Island. 279,898 41,603 305,974 Total. 18,878,706 12,678,279 6,191,405 Aggregate of colonial exports to Great Britain, United States, and other countries, for the year 1851. Great Britain. United States. Other countries. Canada . $6,731,204 $4,939,280 $1,035,538 Nova Scotia. 142,245 736,425 2,663,640 New Brunswick. 2,909,790 415,140 535,190 Newfoundland. 2,162,755 99,970 2,538,680 Prince Edward Island. 84,966 55,385 184,638 Total. 11,568,925 6,218,060 6,877,831 • * New Brunswick returns for 1851 show an increase in exports of about 15 per cent., and f of 19 per cent, in the imports, greater than in any other colony. 20 S. Doc. 112 COLONIAL TRADE IN 1861. CANADA. Imports—sea. *$15,324,348 inland. 8,681,680 - $24,006,028 Exports—sea. $8,081,840 inland. +3,259,888 - 35,347,756 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. $40,000,000 NEW BRUNSWICK. Imports. Exports. $4,852,440 3,780,105 8,'632,545 New ships, 45,000 tons .. NOVA SCOTIA. 10,000,000 Imports. $5,527,640 Exports. 3,542,310 9,069,950 ... _in all 10,000,000 NE WFOUNDL AND. Imports. $4,609,291 Exports. 4,276,876 8,886,167 .in all 9,000,000 PRINCE EDWARD ISLAND. Imports... $630,475 Exports. 360,465 990,940 .in all New shipping, 15,000 tons. Grand total. 1 , 200,000 70,200,000 This amount includes goods in transitu. t By United States returns, $4,928,888. S. Doc. 112. 21 Although it appears by this statement, that, as in most new countries, the amount of imports greatly exceeds the estimated value of the exports, 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 freights 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 interesting 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 partial character. Time has, however, proved their beneficial operation upon the general interests of the American and colonial trade, thus furnishing 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 period to the present time there has been a constant increase, but by no means to the extent which would have unquestionably taken place if the trade had been wholly unfettered, and allowed to flow freely in its natural course. It is somewhat singular that, notwithstanding the geographical position 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, which has increased the export of foreign goods from $1,363,767 in 1846 to 2,954,536 22 S. Doc. 112. in 1851. For many years after the Revolution, under a wise and sagacious 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 embracing 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, which 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 with 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 was considered by a portion of the people of the United States as strictly a colonial measure, for the benefit of the colonists 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 well 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 accompanying tables, showing the total production of wheat, rye, and corn, in the United States, for the year 1850, with the quantity of agricultural produce in Canada, show that nothing is to be feared from Canadian consumption. Agricultural Abstract — Upper and Lower Canada , 1851. Lands, produce, live stock, and domestic manufactures. Lower Canada. Upper Canada. Total. Number of persons occupying lands. 94,449 99,860 194, 309 Of whom those held 10 acres and under. 13,261 9,976 23,237 10 to 20 . 2,701 1,889 4,590 20 to 50 . 17,409 13,467 35,876 50 to 100 . 37,885 48,027 85,912 100 to 200 . 18,608 18,421 37,029 Over 200 . 4,685 3,080 7,765 Number of acres held by the above. 8,113,915 9,823,233 17,937,148 “ “ under cultivation. 3,605,517 3, 697,724 7,303,241 “ “ “ crops in 1851. 2,072,953 2,274,586 4, 347,539 “ “ “ pasture. 1,502,355 1,367,649 2,870,004 “ “ “ gardens and orchards. 30,209 55,489 85,698 “ “ wild or under wood. 4, 508, 398 6,125,509 10,633,907 “ “ under wheat. 427,111 782,115 1,209,226 H ft. 23 S. Doc. 112. Agricultural Abstract —Continued. Lands, produce, live stock, and domestic manufactures. Lower Canada. Upper Canada. Total. Number of acres under barley. 42,927 29,916 72,843 tl it tt rye. 46,007 38,968 84,975 it it tt peas. 165,192 192,109 357,301 tt tt tt oats. 590,422 421,684 1,012,106 it it a buckwheat. 51,781 44,265 96,046 it tt a maize. 22,609 70,571 93,240 tt a a potatoes . 73,244 77,672 150,916 tt n a turnips. 3,897 17,135 21,032 it a a other crops, fallow and idle. 649,703 600,151 1,249,854 Produce in bushels— -Wheat. 3,075,868 12,692,852 15,768,720 it it Barley. 668,626 625,875 1,294,501 It It Rye. 341,443 479,651 821,094 tt It Peas. 1,182,190 2,873, 394 4,055,584 << << Oats. 8,967,594 11,193,844 20,161,438 (( it Buckwheat. 530,417 639,384 1,169,801 It tt Maize. 400,287 1,606,513 2, 096,800 it tt Potatoes. 4,456,111 4,987,475 9,443, 586 tt it Turnips. 369, 909 3,644,942 4,014,851 U tt Clover and grass seeds. 18,921 42,460 61,381 it tt Carrots. 82, 344 174,895 257,239 it tt Mangel wurtzel. 103, 999 54,226 168,225 tt tt Beans. 23,602 18,109 41,711 “ lbs. Hops. 111,158 113, 064 224,222 “ tons Hay. 965,653 681,682 1, 647, 335 “ lbs. Flax or hemp. 1,867, 016 50,650 1,917,666 tt it Tobacco . 488,652 764, 476 1,253,128 it a Wool. 1,430,976 2, 699,764 4,130,740 tt it Maple sugar. 6,190, 694 3,581,505 9,772,199 “ galls. Cider... 53, 327 701,612 754,939 “ yards Fulled cloth. 780,891 527,466 1, 308, 357 tt tl Linen. 889,523 14,955 904,478 it tt Flannel. 860,850 1,169, 301 2,030,151 Live Stock—Bulls, oxen, and steers. 111,819 193,982 305,801 Milch cows. 294,514 296,924 591,438 Calves and heifers. 180, 317 254,988 435, 305 Horses 236,077 203, 300 439, 377 Sheep. 629,827 968,022 1,597,849 Pigs .. 256,219 569,237 825,456 Pounds of butter... 9,637,152 15,976, 315 25,613, 467 “ cheese... 511,014 2,226,776 2,737,790 Barrels of beef.... 68,747 817,746 886, 493 “ pork.... 223,870 528,129 751,999 “ fish. 48,363 47,589 95,952 The grain crops in Lower Canada are all taken in the minot and not in the bushel, excepting the townships. lleef and pork are very incorrectly given in both parts of the province. The fish in Lower Canada is exclusive of the G&spd and Bonaventure fisheries, of which there is a separate report. W. C. CROFTON, Secretary Board of Registration . 24 S. Doc. 112. Abstract of the cereal produce of the United States in 1851. State. Wheat, bushels of. Eye, bushels of. Indian com,, bushels of. Maine. 296,259 102,916 1,750,056 New Hampshire .... 185,658 183,117 1,573,670 Vermont. 535,955 176,233 2,032,396 Massachusetts. 31,211 481,021 2,345,490 Rhode Island. 49 26,409 539,201 Connecticut. 41,762 600,893 1,935,043 New York. 13,121,498 4,148,182 17,858,400 New Jersey. 1,601,190 1,255,578 8,759,704 Pennsylvania. 15,367,691 4,805,160 19,835,214 Delaware. 482,511 8,066 3,145,542 Maryland. 4,494,680 226,014 11,104,631 District of Columbia. 17,370 5,509 65,230 Virginia. 11,232,616 458,930 35,254,319 North Carolina. 2,130,102 229,563 27,941,051 South Carolina. 1,066,277 43,790 16,271,454 Georgia. 1,088,534 53,750 30,080,099 Florida. 1,027 1,152 1,996,809 Alabama. 294,044 17,261 28,754,048 Mississippi. 137,990 9,606 22,446,552 Louisiana. 417 475 10,266,373 T exas. 41,689 3,108 5,926,611 Arkansas .. 199,639 8,047 8,893,939 Tennessee. 1,619,381 89,163 52,276,223 Kentucky. 2,140,822 415,073 58,675,591 Ohio. 14,487,351 425,718 59,078,695 Michigan. 4,925,889 105,871 5,641,420 Indiana. 6,214,458 78,792 52,964,363 Illinois. 9,414,575 83,364 57,646,984 Missouri. 2,981,652 44,268 36,214,537 Iowa. 1,530,581 19,916 8,656,799 W isconsin. 4,286,131 81,253 1,988,979 California. 17,328 - 12,236 TERRITORIES. Minnesota. 1,401 125 16,725 Oregon . 211,943 106 2,918 Utah. 107,702 210 9,899 New Mexico. 196,516 - 365,411 100,503,899 14,188,639 592,326,612 S. Doc. 112. 25 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 “ . 7,094,319 Com, 592,326,612 “ . 266,546,975 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. 10,524,331 Corn. 3,426,811 bushels. 1,762,549 Indian meal. 203,622 barrels. 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 interests, 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 England, our principal market in Europe, from the United States and other foreign countries. S. Doc ®*‘?o x rf co 53 go oo GO t'» C? OV pH as 0«C5 05 <0 *>^00 lO 05 O* ^ I v> WOQO -p 05 CO CO +i GO O* lO *J 32 S g g a « a 00 X ^ CO CD ^ H QD N C5 05 GO 05 ID CO, CD 00 i> oo oi co i> ® of x~ x~ W5CDCD 05 ^ O CD do CJ 00N 05 O.CD X O X 05 CO i-H U t^.05. g a C2 ffrt (-H cs «• SO S. Doc. 112. Abstract consumption of foreign grain forfour years, from 1847 to 1850. Quantity in quarters. Value. Wheat.14,238,313 at 51s. 9d. stlg. .. .$184,208,170 Other grains.25,031,823 at 31s. 5d. _ 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 quarters. Value. Wheat.16,452,555 at 52s. id. stlg_$210,769,750 Other grains. 27,485,078 at 33s. ... 225,251,885 Totals. 44,067,533. 436,021,635 Yearly average.. 8,813,526. 87,204,375 Table exhibiting the flour and wheat exported from Canada in 1850 and 1851 —year ending January 1. 185a 1851. Exported to and through— Hour, barrels. Wheat, bushels. Flour, barrels. Wheat, bush. Buffalo .. Oswego. -. Ogdensburgh. Lake Champlain_... Total exported inland to the United States. •Montreal and Quebec. Total exported. 19,244 260,872 32,999 90,988 66,001 1,094,444 192,918 10,860 259,875 30,609 11,940 101,655 670,202 18,195 626 404,103 280,618 1,353,363 88,465 313,284 371,610 790,678 161,312 684,721 1,441,828 684,894 951,990 Decrease in inland export to the United States. Increase in sea export from Canada. 90,819 90,992 562,695 72,847 Exported by sea via Montreal and Quebec. S. Doc. 112. 31 Total quantity imported into the United States from Canada ,* for the year ending 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 Of the above, there was exported to England, viz : Wheat, bushels.427,615.value, $455,204 Flour, cwt.343,533 . 924,079 1,379,283 7 4 370,027 Total. 1,749,310 Total domesticflour , fc., exported from the United States to the British North American colonics. TO CANADA. Wheat. 208,130 bushels. Flour. 51,176 barrels. Corn. 88,306 bushels. Othergrain. 388,107 value, $150,288 . 191,750 . 39,158 .. 6,911 To the British North American colonies other than Canada, viz: Wheat, bushels.24,259 .value, $23,132 Flour, cwt.139,661 . 346,895 TO OTHER BRITISH N. A. COLONIES OTHER THAN CANADA. Wheat. 261,971 bushels Flour. 200,664 barrels Corn. 101,169 bushels Meal, Indian. 57,273 barrels Meal (rye) and other grains.. value, $220,319 . 945,387 . 66,199 . 173,537 . 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 colonies; and also, in addition, that the export to Canada and the colonies, for their consumption, is nearly two millions of breadstuffs 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 All from Canada except $68,708. 82 S. Doc. 112. or Canada East. The origin, language, and other distinctive features of the inhabitants of Lower Canada, make their affinities with the United States much less than those of the Upper Canadians. Moreover, 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 of railway, leading from the Atlantic to the lakes, give to the inhabitants 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 produce passing through her canals toward tide-water amounted, in 1850 and 1851, to over $1,000,000 ; and property from tide-water to Canada, through the same channels, probably pays half as much more, making, at the least, $300,000 annually contributed by the Canadian trade to the 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. $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 19,920 278,468 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 S. Doc. 112 33 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 1,181,484 75,596 41,588 135,708 38,004 38,008 1,705,664 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 1851: Dutiable 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 I4f 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: 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, 407 360,031 Total. 1, 364, 390 1,047,628 906,988 770, 450 2,412,028 1,677, 438 * The discrepancy between this and other amounts is explained in a note in table No. 9. 4 31 S. Doc. 112. Inward and outward. Steam—American. $1,977,841 British. 1,409,678 - $ 3 , 387,619 Sail—American. 293,537 British. 408,400 - 701,937 Grand total, inward and outward. 4,089,456 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 will 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. Vermont. Champlain. Oswegatchie. Cape Vincent. Sackett’s Harbor.... Oswego. Genesee. Niagara. Buffalo. Erie, (Presque Isle). Cuyahoga. Sandusky. Miami. Detroit. Michiliinackinac. Chicago. Mem. Gross revenue. Expenses of Net revenue. Excess of collection. expenses. U 4) 4) O $181,915 02 $27, 472 47 $154,442 55 1 133,326 68 22,965 22 *109,751 44 2 42,842 41 16,002 22 26,840 19 3 22,410 78 14,222 58 8,188 20 4 16,603 54 27,000 95 $10,397 41 .... 1 273,173 92 38,210 43 1234,947 50 5 45,324 66 13, 368 47 131,722 66 6 44,076 44 21,277 69 22,798 75 7 148,740 03 49,601 19 ||98,885 78 8 1,155 26 31,924 35 30,769 09 2 126,677 24 13,228 71 113,448 53 9 34, 018 44 5,927 49 28, 090 95 10 244 54 2,470 40 2,225 86 3 47,935 42 32,868 22 15,067 20 11 1,797 42 4,535 02 2,737 60 10, 670 41 10, 360 73 5154 75 12 1,130,912 21 331,436 14 844,338 50 46,129 96 * After deducting $610 02—moiety of sales merchandise distributed per act April 2, ’44, s. 3. t “ “ 15 99—duties on merchandise refunded, t “ “ 233 53—expenses attending prosecutions. || “ “ 253 06—moiety of sales merchandise distributed per act April 2,’44, s. 3 5 “ “ 154 93—duties on merchandise refunded. Total.1,267 53—deducted from net revenue. RECAPITULATION. Gross revenue.$1,130,912 21 Net revenue.$344,338 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 a Doc. 112. 35 The first proposition for reciprocal free trade was confined to Canada Til one, and limited to certain natural products of either country; but the question 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 connexion 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 and lumber cut within the limits of the United States, and floated down the river St. John, for shipment to American ports. The free navigation 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 necessary by the provisions of the treaty of Washington, and it would be of great advantage to the extensive lumber interest in the northeastern 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 government, At present there are no products of the colonial mines exported to the United States, except a small quantity of coals from New Brunswick, 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 Nova Scotia. A free participation in the sea fisheries near the shores of the colonies 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 earnestly call its attention to the critical state of the colonial fishery question, 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 fishermen 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- 36 S. Doc. 112 tion, to which the necessities arising from the nature of their pursuit compelled them. For several years past, the colonists have constantly urged the imperial government to station an armed force on their shores, “ to protect 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 legislatures 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 favorably 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 Majesty’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 collision. The colonial cruisers threaten to make prize of every vessel “fishing or preparing to fish,” within certain limits, which the colonial authorities 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 aright 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 for interference by imprudent subordinates, therefore, imperiously demands that the Federal government should, as soon as practicable, despatch 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 S. Doc. 112. 37 waters of Maine, while British armed vessels often visit our coasts and harbors. In conclusion, the undersigned would respectfully state, that, although the returns and statements herewith submitted furnish gratifying evidences 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 knownjhat in many instances colonial produce is entered at prices much bplow its real value; and on the northeastern and northwestern 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 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 seamen 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 manufa ctures 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 commodities we absolutely require for conducting our foreign trade, and supplying the necessities of home consumption. And iastly, it carries out infinitely more than it brings in, and so adds vastly to our individual and national riches. The undersigned has the honor to be your obedient servant, I. D. ANDREWS, United States Consul. Hon. Thomas Corwin, Secretary of the Treasury, Washington. ■n-'- ■ .vj.Hyoqei • ^-h***^ <» ..= ,Vv - >:‘1 I'*-;-' i y <-:\^ :V !«|*'. A: u;)w>-. ..• .-f ; ,A, r t 'r^T- J-V Uv. r .' ,^.. ’ ” .jSf^ •-' «^W*r7I\!fc4 •* V > |)r' .t5j>v4 ^ I S. Doc. 112. 39 PART I. TEE DEEP-SEA FISHERIES IN The Bay of Bundy, along the coast of Nova Scotia, on the Grand Bank of Neiyfouml land, and within the Gulf of St. Laurrcnce. 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 portions 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 construction 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 ba.yofFundy; 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’^ 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 coast 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 40 S. Doc. 112. on those coasts as are uninhabited, for the purpose of curing and drying 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 advantageous for our fishermen to land for purposes connected with the fishery, are prohibited by reason of their settlement and actual occupation, 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 w hich 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 Mirarnichi, the straits of Northumberland, and George’s bay, within which the greatest quantities of the best mackerel 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 v T ith 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 tlie 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 fill] fare is made in four or five days, when these fish are plentiful. In such case the vessel, being 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, instead of the two fares which they rarely exceed at present. The right of fishing within, S. Dor. 112. 41 three marine miles of the land is very important, as regards the mackerel fishery; because the best and fattest fish are generally found in the largest sckulls , in close proximity to the shores. 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 fresh 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 participate 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 herring 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 vessels 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 largest quantities. By leaving some of the boats and vessels on the coast, the fisheries, especially that for .mackerel, 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 gulf 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 42 S. Doc. 112. which they could resort at all times, and where the crews could he rendered 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 gull, 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. Lawrence, 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 Newfoundland. The recent movements in France with 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 follows, 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 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 uneasiness among the fishermen of the eastern States. The matter at present stands thus: The law of Franee 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 * Translations of recent legislative documents of the National Assembly of France are appended 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. S. Doc. 112. 43 hardy seamen for her navy, who would cost, the nation much more if they were trained to the sea on board vessels of war. 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 1 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- S ment of the cod fishery shall be as follows: j j Bounties to the Crew. \ 1. For each man employed in the cod fishery, with drying, on the 1 coast of Newfoundland, at St. Pierre, and Miquelon, or on the Grand j Bank, 50 francs. 2. For each man employed in the fisheries in the seas surrounding | Iceland, without drying, 50 francs. j 3. For each man employed in the cod fishery on the Grand Bank, I without drying, 30 francs. ! 4. For each man employed in the fishery on the Dogger Bank, 15 t 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 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- 44 S. Doc 112. land, that the dried cod caught and cured by the French at Newfoundland will be introduced into the principal markets of the United States, with the advantage of a bounty very nearly equal to two dollars for each American quintal—a sum almost equal to what our fishermen obtain for their dried fish when brought to market. It must not be overlooked, either, that, besides this excessive bounty on fish exported to transatlantic countries, the French fisherman will enjoy also the bounty of fifty francs (almost ten dollars) per man for each of the crew, a farther bounty of twenty francs per quintal metrique on the cod-oil which he lands in Franee; and farther, an almost entire remission of the d uties 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 pursuing their business which by any possibility can be procured for them. 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. S. Doc. 112. 45 PART II. 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 commerce of the great lakes of America; the character, nature, quality, and value of their imports, exports, and coast-wise 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 statements of the present and past years; the facilities and obstructions to their tree navigation and the transportation of goods; the internal improvements completed, under way, projected, or imperatively required; the character for productiveness, whether of agricultural or mineral wealth, or of that arising from fisheries or the forest, of the circumjacent 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, removal of obstacles, and general improvements of navigation, requisite for the development and exploration to the fullest extent of the inestimable resources of these noble waters, and the vast territories surrounding them. It has been difficult 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 instructions 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 commerce, and in the shipment and transportation of produce and merchandise, and especially incorporated companies or associations, have | frequently furnished the public with useful information on the lake trade I and commerce. The interests of those engaged in such business are ordinarily advanced by expositions of such data. But full and authentic data, in proper form for ready compilation and condensation into intelligible tabular statements, especially those for comparison, cannot be obtained without legal provision to such end, and particular departmental instructions 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 onerous services. And with respect to federal officers, punctuality 46 S. Doc. 112. should be enforced by legal enactments. The organization of a statistical office, the duties of which should include the decennial census, as a permanent bureau attached to the proper department at Washington, 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 other trustworthy sources, and from foreign governments likewise, might prove eminently useful. Properly established, and conducted by intelligent, accurate, industrious persons, it might easily collect cjuarterly all the requisite data of our trade and commerce with foreign countries, of our internal trade and commerce, of our internal improvements and internal transportation, of our growing resources in every quarter, and of our coast-wise trade. And all statistical data that might be wanted, could be advantageously 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 paramount duty of this government is to relieve the people from all unnecessary 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 infinitely 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 gratifying to the enlightened and patriotic statesman, as displaying the immense development and incalculable prospects of the resources of his country, and astonishing to the casual observer, who has, it is prohable, never regarded me lake trade of the West as the right arm of the nation’s commerce, or its area as the cradle of national wealth, prosperity, 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 been thus divided and arranged: A review, general and detailed, of each of the lake districts of collection, 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 S. Doc. 112. 47 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 interest 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 impertinent. In the first pla ce, 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 means and enterprise of individual communities ; and, lastly, of the preponderating influence of the latter on the former branch of national prosperity. It appears, moreover, to have led casual observers to the opinion that, because our maritime commerce has experienced so wonderful 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 1ms 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 markets the surplus productions of our country, whereby to purchase imports 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 commerce 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 export shall be more largely manufactures and articles of luxurv, in lieu of raw produce, the necessity of ra w 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 manufacturing population. That of those articles of raw material which are neither shipped as 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 r material or 48 S. Doc. 112. 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 engiged in commercial pursuits, the largest exporters and the smallest importers 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 seaboard, and in the old and thicld} 7 settled districts. These considerations show the interest which the external or maritime commerce has in the advancement of the lake trade and navigation; and establish 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, swelling the coffers of the older and wealthier communities. 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 any 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 features may be useful for the concentration of ideas and ready perception of results. The coast line embraced in this report includes 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 S. Doc. 112. 49 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 1 southwestern coast of the same lake to the Michigan line; and thence jf ihe whole southern banks of the Detroit river, St. Clair lake and river, the western coast of Lake Huron, along the southern peninsula of Michigan, the whole coasts of Lake Michigan, including the shores of Illinois, Ohio, Wisconsin, and Michigan, and all the southern and southwestern 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 miles 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., Illinois, Wisconsin, and the Minnesota Territory, 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 inferior 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. Miles. Miles. Feet. jPeet. Square miles. Superior. 355 160 900 627 32,000 Michigan. 320 100 900 578 22,000 ! Huron. 260 160 900 574 20,400 Erie... 240 80 84 565 9,600 Ontario. 180 35 500 232 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 rendered navigable from Lake Erie downward to all vessels not exceeding 130 feet keel, 26 beam, and 10 feet draught, and the free navigation of which for American bottoms may, it is anticipated, 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 13S,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 interesting 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. 5 50 S. Doc. 112. Another point should be here mentioned in regard to this vast augmentation of maritime force and tonnage, which is that the increase of business is most inadequately represented by the increase of tonnage; since, by the increased capacities of the vessels, their speed while under way, their despatch 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-folcl. 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 regular, and so rapidly are they growing into favor, that there can be but little doubt that they are destined ultimately to supersede vessels propelled 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 availability of screw-steamers, more perfectly complied with than on the lakes, where the longest voyages do not exceed three weeks, at an extreme 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. 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 1851, will show the comparative force of the steamers employed in the oceanic and the lake trade, and will exhibit a result sufficiently surprising to readers unacquainted with the business of the interior. j S. Doc. 112. 51 Description of vessels. Number. Tonnage. Officers and crews. Ocean steamers, (coast). 96 91,475 4,548 Ordinary steamers “ . 3S2 90,738 6,311 Propellers “ . 67 12,245 542 Steam ferry boats “ . 80 18,041 369 Total coast. 625 212,500 11,770 Ordinary steamers, (lake and river) 663 184,262 16,57 Propellers “ “ 52 15,729 817 Steam ferry boats “ “ 50 4,733 214 Total lake and river. 765 204,725 17,607 Steam marine, coast. 625 212,500 11,770 “ inland. 765 204,725 17,607 Total. 1,390 417,226 29,377 Excess of lake and river. 1406 7,775 dim. 5,837 The distribution of steamers in the basin of the lakes is as follows : District of Burlington.......... 11 Plattsburgh.„. 6 Ogde n sb u rgh... 4 Sackett’s Harbor. 1 Oswego. 9 Rochester. 2 Niagara. 1 Buffalo. 42 Presque Isle. 7 Cleveland. 13 Sandusky. 1 Toledo. 4 Detroit. 47 Michilimackinac. 12 Chicago. — ». 4 The number on each lake is— Champlain. Ontario. Erie.-.114= Straits. 12 Michigan 52 S. Doc. 112 The entire number of vessels and crews of the interior trade amounts to 140 bottoms, and 5,837 men, in excess of the whole ocean and coast navy, though the tonnage employed in the latter 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 seaboard and the entire West is transacted through the lakes, and the channels connected with them; and it is not uninteresting to observe that 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. N. E. States— population. Per ct. increase Middle States— population. 1 Per ct. increase. N. W. States— population. Per ct. increase. Tonnage of lakes. 1790 . 1 009,823 958,632 958.6 1800... . 1 233 315 22 1 1,401,070 46.15 50,240 1810 ... 1 471 891 19 3 2 014,695 43 79 272 ,324 442.04 1820 ...... 1,659,808 12.8 2,699,845 34 792,719 191.09 3,500 1880 . 1,954,717 17.7 3,587,664 32.88 1,470,018 85.43 20,000 1840 . 2,284,822 14.3 4,526,260 26.16 2,967,840 101.89 75,000 1850 . 2,728,106 22.07 5,898,735 30.32 4,721,430 59.08 215,787 S. Doc. 112. 53 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 63,320 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, possess an area of 100,320 square miles, with a population of 5,898,735, or 58.80 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 tributary to the trade of the lakes, of 22,000,000 of souls; and there is every reason 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 twentieth century, this lake country shall be seen supporting a population of so many millions! And what will then be the amount and value of that trade, and the aggregate tonnage of that marine, which has sprung up, in less 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 government, for the benefit of all rivers and harbors, since its first organization, 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 unavoidable disadvantages, in the present condition of the lake coasts and harbors, there is 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 marine disasters on the lakes, which are not only in themselves most lamentable, 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 comparatively 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 oflife and property incurred during the four last succeeding years, which are surely disastrous enough to plead trumpet-tongued with government for the extending some means of security and protection to the navigators of those perilous seas of the interior. 54 S. Doc. 112. Years. Property. Lives. 1848. $420,512 368,171 558,826 730,537 55 1849 . 34 1850. 395 1851. 79 Total of four years. 2,078,046 563 The excess of lives lost in 1850 was occasioned by the explosion of 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, however, of the year 1851 over those of 1848 and 1849, has no such palliation, 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 possibility of entering the place to which they have in vain fled for refuge. It is of little 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 barmouthed 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 3,550,464 tons, being a loss of one vessel to every 10,844 tons of shipping. The lake losses of the same year were 42 vessels, and 79 lives, out ’ of a marine 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 commission, 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 navigation of the lakes, is an end less worthy than the furthering and encouraging any system of post office transportation, and ocean steam- S. Doc. 112. 55 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 expediency and justice are thus shown of extending some meed of protection and encouragement to the regions, with their ports, harbors, 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, are making so great efforts. The policy of doing so cannot but be seen on considering the effect which the construction of railways, the opening of canals, and the facilitation by all means of transportation and intercommunication, has upon the growth of cities, the population, cultivation, wealth and prosperity of districts, which actually seem to grow and expand in arithmetical 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 waters, anything like practical navigation of them for commercial purposes was unattempted until after the commencement of this century. In 1G79 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 commission 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 westward, which continued to be their principal trade till 1835, when Ohio began to export breadstuff’s and provisions to a small extent. In 1800 Ohio had 45,000 inhabitants; in 1810, 230,760; in 1820, 5S1,434; in 1830, 937,903. Daring 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 tw r o 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- 56 S. Doc. 112. ports of the same article over the same waters were equivalent to 3,800,000 bushels of wheat, being an increase, in the space, of five jears, in the articles of wheat and flour, of what is equal to 3,300,000 brshels of wheat, or nearly six hundred per centum. These articles are selected, as being the most bulky, m order to illustrate the effect of cmals upon lake commerce. At this period, 1840, there were not comjleted 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 1S50, there were in operation 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 that 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 equally flattering 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 Waba sh 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 recent 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 aie imported for the use of the interior, into Cincinnati, by the river, than to the lake-board, via the 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. i\ T o ill effect is produced, however, on either commercial route, by this competition, hut 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, moreover, 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 tomrnercial transportation. S. Dec. 112. 57 The southern Michigan and northern Indiana railway terminates both at Toledo, Ohio, and at Monroe, Michigan, on the lakes, and runs westward, through the southern counties of Michigan and the northern counties of Indiana, to Chicago, at the head of Lake Michigan, on the eastern 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 to 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 existence 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 extension 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 communicate 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- tanguishime, ort the great Georgian bay, which will shorten the route to the Saull 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 any 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 Michiga n, lies the upper or northern peninsula of Michigan, and the northern portion of Wisconsin, little known as yet, except to lumbermen, trappers, traders and voyageurs, and naturally hitherto the theatre of uo 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 airy part of the State. These are the works on the Fox river, and the canal connecting the waters of that stream with the Wisconsin, which opens the steam navigation of the lakes to river craft, and vice versa, 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 fret, that by it the steam route from the Atlantic to the upper valley of the Mississippi is incredibly shortened; and thereby 58 S. Doc. 112. the whole trade, springing into existence throughout that vast upper country, is, in a great degree, rendered tributary to the lakes. The junction oi’ the Wisconsin and Mississippi rivers is, in fact, by this route brought nearer to the lakes than to St. Louis ; and the transportation of goods being by an uninterrupted line of steamboat navigation 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 Lake Winnebago, is rarely surpassed or equalled, and towns containing from one to three thousand inhabitants are everywhere springing into existence through her territories, which are probably destined to become, in a few years, great commercial cities. Southward of this route there are no very important channels of communication tributary to the lakes until we reach Chicago, where Lake Michigan is connected with the Illinois river by a canal 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 completed 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, however, the only communication between the northern and southern routes is by the Illinois 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 shallowness 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 previous 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, was 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 S. Doc. 112. 59 internal improvements on the growth of the West, and on the commercial condition of that portion of the country, it will be well to follow up the same train of examination in relation to the growth of certain points to the east of the great lakes, such as Buffalo, New York, Oswego, Boston, and other cities directly affected by the same commerce, through the internal channels of communication in New York and Massachusetts. In 1800, the city of New York, with its suburbs, had a population of. 63,000—in 1850, of. 700,000 Boston. 38,000 Philadelphia city and co. 73,000 Cincinnati. 750 Buffalo. . Oswego. . Albany. 5,349 Chicago. St. Louis. 2,000 212,000 450,000 115,436 42,260 12,205 50,763 29,963 77,860 Hence it appears, that between the years 1800 and 1850 the population 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 6}; Albany, in every 15; St. Louis, in every 9} years. This covers a term of half a century; but from 1810 to 1850, a period of forty years, the population of New York doubled itself once in every 15 years; Philadelphia, in 181; Boston, in 18.}; Albany, in 16; Cincinnati, in 7; St. Louis, in 9} ; Buffalo, in 8}, and Detroit, in 8}. From 1820 to 1850, a period of thirty years, the population of New York doubled once in 13 years; Philadelphia, in 16; Boston, 15; Albany, 15}; Cincinnati, 7}; St. Louis, 7; Buffalo, 6}; Detroit, 8. From 1830 to 1850, a period of twenty years, the term of duplication—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, 17}; Boston, 20; Albany, 20; Cincinnati, 8}; St. Louis, 5}; Buffalo, 8}; Detroit, 6; Cleveland, 5; and Sandusky, 5. And from 1840 to 1850—a period of ten years, during 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; Philadelphia, in 12}; Baltimore, in 13}; Albany, in 16}; Cincinnati, in 6; St. Louis, in 4; Buffalo, in 8}; Detroit, in 9; Cleveland, 6}; Sandusky, 5}; Chicago, 4; Milwaukie, 3}; Toledo, 6; Oswego, 8. Hence it appears, that every new improvement is bound by inevitable laws to pay its tribute to some great channel of internal commerce. The existence of such a channel has indirectly created the 60 S. Doc. 112. necessity for the improvement; and the same law which called it into existence as necessarily requires it, by a reactionary impulse, to indemnify 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 citizens of a confederacy of independent States, united by congenial sympathies and hopes; by a devotion to the principles of political and religious freedom, and of self-government; bound together by a common 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. THE LAKE DISTRICTS, WITH A DESCRIPTION OF EACH J STATISTICAL STATEMENTS OF THE CANADIAN AND DOMESTIC TRADE, AND A GENERAL SUMMARY. No. ].— District of Vermont. Port of entry, Burlington; latitude 44° 27', longitude 73° 10'; population 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 embraces 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 .T*~ 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 Richelieu 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 S. Doc. 112. 61 St. Lawrence, and thereby to the great lakes. From its southern extremity 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 navigation 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- ition, Lake Champlain is included, not improperly, in the great chain fof American lakes ; although, to speak strictly, it is not one of them, Shaving 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 productiveness and fertility, especially adapted to grazing and dairy farms, and to the cultivation of the northern fruits. Its western shores are, for the most part, high, wild, and barren, soon rising 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; jand 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 j 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 outlet to the Hudson, this lake has become the channel of a large and important trade with Canada, especially in lumber, employing nearly two hundred thousand tons of craft and shipping, counting the aggregate 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, however, appear that the opening of new channels of trade is wont usually to affect the interests of those already existing, but, on the contrary, 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 permanent 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, ascending gradually from the head of Burlington bay, on the southern side of 62 S. Doc. 112. 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 increase, in a ratio commensurate with that of the improvements in its vicinity. The only method, within our reach, of arriving at the aggregate amount of the lake commerce and traffic, is by taking the accounts of the canal office at Whitehall, which exhibit the amount and value of merchandise delivered at the lake, and the quantity and value of produce received fiom 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 districts of Vermont and Champlain, we arrive at the gross amount of the aggregate coasting trade of the whole lake, as comprising both the collection 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 125,000 tons, at SI 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, for the years 1850 and 1851, was as follows: Exports of domestic produce.. “ foreign merchandise.... 1850 . ... $651,677 294,182 1851 . $458,006 309,566 Total exports. Total imports. 945,859 607,466 767,572 266,417 Total. Subtract total of 1851. ... 1,552,325 ... 1,033,989 1,033,989 Decrease of 1851.. ... 519.336 S. Doc. 112. 63 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 f 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, 1851, was 3,240 tons ! of steam, and 692 tons of sail. I Tonnage. Tons. 1 Inward.—American. .166 steam. 56,421 338 sail. 17,490 504 73,911 British. .. 122 steam. 9,566 162 sail. 10,758 284 20,324 Outward.—American. . 147 steam. 58,024 318 sail. 17,020 *565 75,044 British. . 119 steam. 9,321 111 sail. 7,602 230 16,923 Value of produce imported from Canada in bond. $311,512 Value ol imports from Canada. 251,211 Value of goods of domestic produce and manufacture exported to Canada. 458,006 Value of foreign goods. 108,712 Value of goods of foreign produce and manufacture exported 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 73° 26'; population in 1830, 4,913 ; in 1840, 6,416; in 1S50, 5,618. ’The Canadian trade of this district, principally, is in American vessels. 64 S. Doc. 112. This district, which is situate on the western side of Lake Champlain, over against that last described, including the peninsula at the lower end between the waters of th it lake and L ake 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 Plattsburgh, 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 which 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, find 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 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 intercommunicat'on between the great lakes and the Atlantic ocean, at Boston. It is on the water communications, therefore, afforded by the lake, that the population of this district for the most part rely lor the prosecution of their commercial enterprises and the transportation of their produce. There are five daily steamers running during the season from Whitehall, touching at Burlington and Plattsburgh, for St. John, Canada East, and lor 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. . 435,383 294,2S4 Total commerce. . 1,074,604 1,043,286 1,043,286 Decrease in 1S51. . 31,318 S. Doc. 112 65 Years. No. Tons entered. No. Tons cleared. 1851. 598 123,229 598 123,229 1S5Q>. 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 number of entries and clearances only, the comparative tonnage being an increase on the preceding 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 Tonnasre. \ Inward. Tons. lAmerican, steam. 90,436 '* sailing. 8,139 t _____ Total. 98,571 'British, steam. 3,899 sailing. 20,759 24,658 Outward. Tons. American, steam. 90,436 sailing. 8,135 98,571 British, steam. 3,899 sailing. 20,759 24,653 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 6 66 S. Doc. 112. No. 3.—District of Oswegatchie. Port of entry, Ogdensburg; latitude 44° 41'; longitude f 5° 32'; pop" ulation 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. Lawrence. 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 Ogdensburg, beside the smaller ports of Massena, Louisville, Waddington, Morristown, and Hammond, and it has become the theatre of a very large and increasing trade with Canada, 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 autumn 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 Hudson 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 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 advantages 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. S. Doc. 112. Imparts coastwise. 67 Articles. 1847. 1848. 1849. 1850. 1851. Flour... .barrels. 5,000 4,500 3,800 158,600 375,000 Whiskey 1,217 1,157 865 452 l,2hl Fork.... 3,000 2,500 1,800 2,612 2,887 2,758 37 6, 034 43 ■Sugar ... ....hogsheads. 325 375 300 Pig iron . 300 350 275 300 100 Coal.... 3,000 3,054 2,500 490 371 Wheat.. .bushels. 15,000 25, 000 18,000 149,310 377,725 Com.... .do-.. 3, 000 4, 000 3, 500 31,934 82, 458 Salt. 10, 000 15,000 10, 000 10, 369 14,287 Tea. .chests. 10, 000 15, 000 10,000 320 78 44 Coffee... .tons.. 320 320 Included in m erchandise. Tobacco .boxes. 2, 000 2, 000 1,200 15 37 Sundrymerch’dise, value. $2,366,200 $2,482,925 $2,106,450 $1,162,668 $426,972 The above statistics clearly demonstrate that the opening of the railway has created a complete revolution in the trade of Ogdensburg, a large demand having suddenly sprung up for coastwise imports of produce, to be exported seaward by railroad, while the call for foreign merchandise, formerly imported coastwise for home consumption, has been entirely superseded, goods of that description being now largely introduced by railway from the seaboard, for distribution through Canada. 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 forwarding, foreign importing, and domestic exporting traffic; nor, in view of the incalculable hourly increase of western productiveness and consumption, can any one pretend to assign any limits to the future improvement of this branch of commerce. The coastwise exports during the same period, of a few leading articles, were as follows: Articles. 1847. 1848. 1849. 1850. 1851. Whiskey. barrels 142 120 140 408 135 Starch . pounds 193,600 180,000 190,000 5,900 18,600 Ashes. barrels 3,758 3,400 3,800 4,544 615 Shingles. ...M... 6,669 4,000 3,000 4,841 1,757 Lumber. . .M ft. 7,182 5,000 4,000 2,052 199 Pig iron. ..tons. 311 250 100 660 776 Cheese. pounds 1,099,280 990, 000 800,000 1,332, 300 40,200 Flour. barrels 3,267 500 100 1,158 129 Eye. bushels 5,688 5,000 3,000 420 1,447 Wool. pounds 18,000 20,510 10,000 28,000 27,800 Hops. 187 200 150 57 6 Sheep’s pelts.. ...No. 20,000 20,000 15,000 140 700 Nails. 796 6,394 68 S. Doc. 112. 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 $2,424,145 918,587 214,520 618, 648 Total 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. 1,002 351,427 242,780 19,538 12,464 973 359,287 242,931 19,341 12,218 1850. 669 655 333 108,647 7,074 318 116,356 7,123 From the above figures it will be readily perceived, independent of the general increase of commerce in the district consequent on the opening of the railroads, that the returns for the years previous to 1850 are in round numbers, and are probably very far from accurate, while 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 steam, 576 tons of sail—employing 125 men. The original cost of the above tonnage was $208,300. Doc. 112 i ^ 70 S. Doc, 112. Canadian Trade in 1851. Imports and exports in American vessels. $3 32,420 Do do British vessels. 500,747 Exported foreign goods entitled to drawback— In American vessels. $74,367 In British vessels. 193,807 --— $268,174 Goods not entitled to drawback. 98,424 366,598 Domestic produce and manufactures— In American vessels. 52,369 In British vessels. 199,681 - 252,0 50 Total exports. 618,648 Imports paying duty— Duty collected. In American vessels. $18,305 $3,732 In British vessels. 63,727 13,742. On the sea. 9,425 1,893’ 91,457 19,367 Produce imported in bond. 115,286 = Free goods. 7,775 Total imports. 214,518 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 line 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 wood, 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 with Canada, carried on principally in skiffs across the St. Lawrence 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 S. Doc. 112. 71 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, 1851. 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 of 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. Entries. Tons. Crew. Clearances. Tons. Crew. 1851. 749 439,930 19,207 749 439,930 19,207 1850. 708 329,545 14,548 708 329,545 14,545 Increase. 41 110, 385 4,659 41 110,385 4,659 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 In British vessels, 53 sail... Same outward. No. 5.—District of Sackett’s Harbor. Port of entry, Sackett’s Harbor; latitude 43° 55', longitude 75° 57'; population of township in 1850, 4,136. This district is composed of that portion of the coast of Lake Ontario! which runs almost in a due southerly direction from Tibbits’ 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 427,457 12,473 72 S. Doc. 112. 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 was 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 adjacent country is a fine agricultural region, and its abundant waterpower renders it well adapted to the growth of manufacturing enterprise, 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 diversion of supplies for the inland home consumption, and of agricultural produce for export, from the coast trade to canal and railroad transportation, 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 1846. The other small towns, mentioned above, are used to a trifling extent as landing-places for imported merchandise, and for shipment of produce, 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 $1,257,823 3,891 841,478 38,253 $497,809 56,118 303,258 21,980 Foreign imports. Coastwise exports. Foreign exports. 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 S. Doc. 112. 73 necessary to seek far for reasons, since the experience of every day teaches us that the places which possess the greatest facilities 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 movement, enterprise, and energy of the times, must needs retrograde; nor can any natural advantages insure to them a long monopoly of prosperity 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 thereby: Exports coastwise for 1847 and 1851 . Articles. Lumber. Staves. Shingles. Ashes. Pork. Oats. Barley. Corn. Wheat. Peas and beans... Potatoes. Flour. Indian meal. Butter. Cheese. Wool. Pig iron. Leather. Domestic spirits... Do. woollens Do. cottons .. thousand feet, thousand ...do . .barrels. .. .do. .bushels. ...do. ...do. ...do. ...do. ...do . .barrels. ...do . .pounds_ ...do. ...do . .tons. .pounds. . gallons. .yards. .yards. Total estimated value 1847 . 1851 . 4,406 2,896 919 25 371 57 420 366 339 145 37,583 34,068 80,678 62,895 41,624 42,581 4,926 5,402 3,553 7,173 1,850 970 788 169 4,141 850,000 161,500 9,706 1,344 64,800 11,400 2,021 732 17,600 1,500 36,240 63,240 56,250 334,000 $ 841,478 $ 303,258 74 S. Doc. 112. For the same years the importations of some few articles of coastwise 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 Importations. Articles. 1847. 1851. Fruit. Salt. .do. 1,369 11,984 1,166 15,265 351 1,501 7,851 1,630 37,890 147 Flour. .do..__ Wheat. Cotton. . . .bales. Wool. ....do. 231 331 Gypsum .... 430 Coal. ... .do. 340 1,280 33,960 Hides. 25,150 The steam tonnage enrolled in the district, June 30, 1851, was 343 tons, and sail tonnage 6,768. Tears. Entries. Tons. Crews. Clearances. Tons. /Irews. 1851 .... 684 34S,438 14,706 679 347,394 14,650 1850 .... 737 328,126 13,624 751 332,433 13,670 Difference. 53 20,312 1,082 72 14,961 975 Canadian Trade in 1851. Imports—American vessels Exports—American vessels $56,118; duty, $16,399 $21,980 S. Doc. 112. 75 Entrances and Clearances, District of Sackett's Harbor, New York, during the year 1851. No. vessels. Tons. Men. Boys. FOREIGN TRADE. Entered—American vessels. 200 163,816 56 6,835 349 British.do... 31 2,994 00 193 Cleared—American vessels. 207 162,760 91 6,834 340 British.do_ 31 2,994 00 193 COASTING TRADE. Entered—Number of vessels. 453 181,626 61 6,982 347 Cleared— .. do.do.... 441 181,639 45 6,936 347 No. 6.—District of Oswego. Port of entry, Oswego; latitude 43° 25', longitude 76° 37'; population 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 Oswego, although they are all-important to the accommodation of their own immediate neighborhoods, for the shipment of produce and the introduction of merchandise of all kinds, can be said to be valuable in regard to the facilitation of trade and the centralization of commerce, as connected with 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 increase of its commercial and maritime power, until the whole territories of the British and American northwest shall have become densely populated ; their fertile soil advanced to the highest state of cultivation; 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 perfectly secure and accessible, at the nearest point on the lakes to tidewater; 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. 76 S. Doc. 112. 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 southern 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 earliest 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 light-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 comparing 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 Oswego 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 Oswego is aptly illustrated by the following table, exhibiting the traffic in some of the leading articles of importation by lake during three years: S. Doc. 112 77 Articles. 1849. 1850. 1851. Flour. 317,758 302,577 389,929 Wheat. 3,615,677 3,847,384 4,231,899 Corn. U 383,230 426,121 1,251,500 Barley. it 65,286 120,652 194,858 Rye. a 31,426 86,439 106,518 Oats. 6( 133,697 113,463 175,984 Peas and beans.. a 24,012 25,068 63,634 Pork. 35,098 26,262 27,950 Beef.. u 20,375 6,789 15,854 Ashes. << 10,872 11,435 4,479 Lumber. 51,101,432 67,586,9S5 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... 198,623 260,874 259,875 Wheat_ 623,920 1,094,444 670,202 Rye . U 16,044 7,499 53,950 Oats. U 55,700 90,156 78,771 Peas.... it 16,322 22,380 60,335 Potatoes. u 6,648 10,372 11,496 Lumber. 44,137,287 50,685,682 62,527,843 Ashes... 2,235 1,580 584 Butter_ 115,759 225,087 75,000 Wool... ii 97,141 77,941 82,908 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 Iree. 1,349,259 Total foreign imports. 1,784,412 78 S. Doc. 112. 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 nearly one-half the entire Canadian commerce with the United States. Owing to the large pro- } >ortion of Canadian produce entered in bond, the amount of duties col- ecled is comparatively small, when contrasted with that received in other districts; but this fact renders the trade none the less valuable 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. $6,083,036 C oastwise 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 lor the year are as below: Years. Entrances. Tons. Men. Clearances. Tons. Men. 1851. 3,318 721,383 28,157 3,198 685,793 26,029 1850. 3,004 656,406 24,032 2,771 604,159 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 for 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, $18,067,819 ; and in 1851, $22,546,330. S. Doc. 112 79 CANADIAN TRADE IN 1851. Imports. In American vessels— In bond. $197,040 Paying duty. 174,212 Free. 9,513 - $380,705 In British vessels— In bond. 1,137,308 Paying duty. 260,941 Free. 5,398 - 1,403,647 Total imports. 1,784,412 Exports foreign produce and manufactures. Entitled to drawback. Duty collected. Not entitled to drawback. In 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, va'ue $423,057 Coffee... 359,512 pounds, v lue 37,220 460,277 Exports domestic produce and manufactures. In American vessels..... $1,190,048 In British vessels ....... 1,100,863 2,291,911 80 S. Doc. 112. Imports at the District of Oswego, coastwise, during the year ending December 31, 1851. Articles. Quantity. Value. Fish. 335 $2,345 Ashes—pot and pearl . .casks. 3,895 97,375 Lumber. .feet. 21,295,574 213,000 Staves and heading_ . ...M. 1,799 8,995 Laths. .M. 1,179 4,716 Shingles. .M. 1,423 3,557 Wheat. 3,561,697 2,849,358 Flour. 130,054 520,216 Barley. 171,347 102,808 %e. 52,568 26,284 Oats. 97,213 29,164 Corn . . do... 1,251,306 625,653 Potatoes . . do... 4,874 2,437 Peas and beans. . do... 3,202 2,402 Apples. 3,327 4,159 Peaches. 451 564 Butter. 4,029 48,348 Cheese. 3,888 38,880 Pork. 27,950 419,250 Hams and bacon. .casks. 10,666 175,000 Lard. 22,208 266,496 Beef. .. .barrels. 15,940 159,400 Tallow . 447 9,834 Hides. 7,090 21,270 Sheep-pelts. 272 20,400 Wool. 42,400 12,720 Eggs. _barrels. 702 7,020 Beeswax. 67 2,6S0 Horses .. 50 5,000 Cattle . 15 400 Grass-seed. 406 4,872 Hemp. 266 7,980 Hops. .do.. 377 18,850 Malt. 7,955 4,773 Tobacco. 282 25,380 Broom-corn. .bales. 300 4,500 Whiskey. 2,619 26,190 Ale and porter. 200 1,200 Dry goods. 251 25,100 Furniture. 245 12,250 Paper and books. ... bundles. 355 38,300 Leather. 1,108 44,320 Paint . 1,275 8,928 Salseratus. 132 1,960 S. Doc. 112. Imports, coastwise, at the District of Oswego —Continued. 81 Articles. Quantity. Value. Class. 2,305 $5,763 Starch. 303 606 Oil cake. .tons. 633 25,320 Lard oil. 2,433 72,990 Candles . 685 2,740 Iron (pia; and scrap)... .tons. 550 16,500 Nails. .kegs. 279 1,116 Grindstones . 1,300 6,500 Coal . .tons. 799 3,196 Lime-stone. .do.. 640 1,280 Corn-brooms. ....dozen. 126 252 Platform scales. 300 6,000 Sundries_ __ 36,532 Total... 6,083,036 Exports, coastwise, from the District of Oswego, during the year ending December 31, 1851. Articles. Quantity. Value. Fish_ $70,752 Oil. .casks. 525 13,125 Lumber. 148,300 1,668 Flour. ... .barrels. 2,727 10,908 Wheat. . .. .bushels. 2,500 2,000 Corn. 7,500 3,750 Apples. ... .barrels. 6,616 8,317 Rice. .tierces. 603 15,075 Horses. 150 12,000 Pork. ... .barrels. 595 8,925 Hams and bacon.... 1,014 20,280 Lard. 144 1,296 Wool. 15,495 3,409 Hides and skins. . do... 100,581 12,189 Cotton. 111,873 10,069 Tobacco. .do_ 97,125 11,655 Spirits. .casks. 650 26,100 Spirits of turpentine .. ... .barrels. 1,350 20,250 Candles. 550 2,200 Starch. 195,285 11,717 7 82 S. Doc. 112. Exports, coastwise, from, the District of Oswego —Continued. Articles. Quantity. Value. F urniture. $29,250 8,900 Pianos. 43 Wagons and carriages. .do... 98 13,360 Tobacco . 850 34,000 Snuff. .-jars- 475 1,900 Ground gypsum....... 5,498 4,811 Water lime. .do... 16,101 16,101 Salt. 376,601 328,941 Leather. 150,000 30,000 Boots and shoes Hats. Drugs, &c. Glass, glass-ware, and earthenware Bar and other iron.. Hardware Sugar _ Molasses . Tea. Coal. 43,429 ...do.. 3,117 ...do.. 1,267 pounds. 415,400 ..do... 3,593,631 1,376 1,050 pounds. 9,961,000 1,440 pounds. 3,380,799 3,213 30,000 16,000 16,000 147,139 ,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 Books and paper Sundries. Total. 18,500 7,073,525 11,471,071 No. 7.—District of Genesee. Port of entry, Rochester; latitude 43° 08', longitude 77° 51' ; population in 1830, 9,207 ; in 1840, 20,191 ; in 1850, 36,403. The Genesee district has a very limited commerce except witli 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, 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 the commerce of the port entirely to Canadian trade. Rochester is well situated on the falls of the S. Doc. 112. 83 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 incorporated 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. $49,04Q Exports. 913,654 Total. 962,694 1850. Imports. 195,283 Exports. 326,899 422,182 In 1851. $962,694 1850. 422,182 Increase. 540,512 The amount of tonnage entered and cleared 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 Canada. 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 84 S. Doc. 112. Imported from Canada. Duty collected. In American vessels. $8,456 $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'; population 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 Creek, Olcott, and Wilson, on the lake shore, Lewiston and Youngstown on the river, and an office of customs at the suspension bridge which crosses the Niagara, at three miles’ distance below the tails. 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 importance; but since art and science have opened new channels of communication 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 as 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 railways, and with Hamilton, Toronto, Oswego, and Ogdensburg, 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; tor 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 railway 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 whether it will be possible to construct a bridge upon this principle sufficiently steady and firm to admit of the passage of a locomotive with a heavy train. But, be this as it may, there will be no difficulty, it is probable, in making the transit in single cars, by horse-power. It seems somewhat remarkable that, while the success of railroad communication by means of sus- S. Doc. 112. 85 pension is so entirely problematical, no attempt should have been made, or even proposed, to throw a permanent arched bridge across the river near the mouth of the Chippewa creek, which could be effected, one would imagine, by means of stone piers and iron spans, without great risk or difficulty. “ Should the suspension plan, however, prove unfeasible, it is probable that the iron tubular bridge system, so triumphantly established in Great Britain on the Conway and the Menai straits, will be adopted. So that it may be almost confidently predicted that the Niagara district will very shortly 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 consumption, was transported by land from Lewiston across the portage around the falls of the Niagara. The noble river itself affords an excellent 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 landing place for steamers. 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 commerce of the district. 1,360,087 86 S. Doc. 112. The tonnage employed in this district for the following years, was: Years. Entrances. Tons. Men. Clearances. Tons. Men. 1851... 990 427,968 21,188 990 427,968 21,188 1850... 903 358,048 16,950 903 358,048 16,950 Increase 87 69,920 4,238 87 69,920 4,238 The enrolled and licensed tonnage of this district for 1851, was: Steam. 100 tons. Sail. 505 “ Total tonnage. 605 “ The increase in this district will be seen by a glance at the following tables : Enrolled shipping for the year 1838.119 tons. “ “ “ “ 1843.112 “ “ “ “ “ 1848.730 “ “ “ “ “ 1851.605 “ The foreign commerce for the years 1847, 1850, and 1851, compare as follows: Exports, domestic... “ foreign. ... Imports from Canada In American vessels In British vessels.., 1847. ..| $166,541 . 18,015 184,556 Canadian trade in 1851 1850. 1851. $260,074 $426,761 65,464 159,023 353,954 103,9S5 679,492 689,767 Imports. Duty collected. . $42,115 $7,854 . 61,870 12,102 103,985 19,957 Cxports—-foreign goods. Entitled to drawback. Not entitled to drawback. ,.. $24,722 $32,052 ,.. 75,242 28,007 In American vessels In British vessels .. 99,964 60,059 S. Doc. 112. 87 Exports—domestic produce and manufacture. In American vessels. $212,924 In British vessels. 213,837 426,761 Total exports and imports in American vessels. $311,813 Total exports and imports in British vessels. 378,956 690,769 Statement oj men and tonnage employed in the Canadian trade with this district. American steamboats “ sail vessels 2,968 men. 66 “ 424 boys. 1 boy. Total Americans in foreign trade. .3,034 “ 425 “ Foreign steam vessels.9,209 men. “ sail vessels. 130 “ 491 boys. 54 “ Total in foreign vessels.9,339 “ 545 “ Statement of crews on hoard coasting vessels. No. entries. Tons. Men. Boys. Steam vessels. 282 203,120 6,930 818 Sail vessels. 19 1,695 80 17 Total. 301 204,815 7,010 835 No. 9.—District of Buffalo Creek. Port of entry, Buffalo; latitude 42° 53', longitude 78° 55'; population in 1830, 8,668; in 1840, 18,213; in 1850, 42,261. This district has a coast-line one hundred miles in extent, commencing at the great falls on the Niagara river, and thence extends southward and westward, embracing the ports of Schlosser, Tonawanda, and Black Rock, on the river; Buffalo, on Buffalo Creek, at the foot of Lake Erie; and Cattaraugus Creek, Silver Creek, Dunkirk, Van Buren harbor, and Barcelona, on the southern shore of Lake Erie; being all the ports between the Falls of Niagara and the eastern State line of Pennsylvania. “Buffalo Creek” has a commerce larger than that of any other lake district in the United States, amounting to nearly one-third of the whole declared value of the lake trade, and showing the astonishing increase, 88 S. Doc. 112. in the single year 1851, of $19,087,832. This increase may partly be attributed to the opening, in May, 1851, of a new avenue of trade to one point of the district, in that noble work, the New York and Erie! railroad. The commencement of operations on this route necessarily increased the competition for the “trade of the lakes;” and, while am excellent share of business has fallen to the lot of the new enterprise, it would appear that the old-established lines have been gainers rather than losers by its opening. Within the boundaries of this district, and, in some sort, all serving as the feeders and receivers of its lake commerce, are the terminations of the following great avenues to the seaboard: the Albany and Buffalo railway, the New York City and Buffalo railway, the New York City, Corning, and Buffalo railway, the Buffalo, Canandaigua, and New York City railway, the Buffalo and Niagara Falls railway, the Buffalo and State Line railway, extending to Erie, Pa., through Dunkirk; the New York and Erie railway, extending from the port of New York to Lake Erie at Dunkirk; and last, not least, the Erie canal, intercommunicating between the lakes and the Atlantic tide-water. The three Buffalo and New York roads, and the State Line road, have been put into operation since the commencement of the present year—1852—and cannot, of course, be taken into account as operating upon the commerce of this district previous to that date. Of the ports above named, as being embraced in this district, the city of Buffalo is by far the most important; of the others, Dunkirk and Tonawanda, only, have any actual claims to consideration. Schlosser, being situated three miles only above the falls, where the current is already so rapid as to be almost dangerous, enjoys few commercial advantages, and is remarkable only as a landing-place for pleasure parties, and the seat of a small Canadian trade, carried on by means of skiffs across the river. The Niagara, to this point, is navigable for steamers and other vessels of the largest lake-class; but, the channel being difficult and the current perilously strong, vessels of any magnitude rarely venture themselves so near the falls. The Canadian port of Chippewa is nearly opposite this point; and. during the summer season, a small steamer plies regularly twice a day between Chippewa and Buffalo, entering the Niagara from the Chippewa creek, by means of a cut, and thence proceeding up the river to the Buffalo harbor. Tonawanda is more eligibly situated for trade, on the Tonawanda creek—a fine navigable stream—the Niagara, and the Erie canal,; the river and creek forming an excellent harbor. It is twelve miles north from Buffalo, on the canal; and, owing to its facilities for the transhipment of produce saving twelve miles’ tolls, its business has increased rapidly during the last three years. This business is principally transacted by Buffalo houses, and the commercial transactions of Tonawanda are, for the most part, made in the Buffalo markets, to which easy access is had by means of the Buffalo and Niagara Falls railway. The commerce of this port in 1850 was valued at $1,205,494, and in 1851 at no less than $3,782,086, consisting of $1,692,423 exports by S. Doc. 112. 89 showing an aggregate increase, over lake, and $2,089,663 imports; the value of the business of 1850, of $2,576,592. Black Rock, the next port in order, is similar in situation to the last described; being situate on the Niagara river and Erie canal, only two miles distant from Buffalo. The returns of the trade and commerce of the lakes at this point are tusunlly included, by the collector, with those of Buffalo. In 1850 and 11851, they were, however, made distinct, and are as follows: in 1850, 1,947,695; in 1851, $2,349,334; showing an increase on the year of $401,641. The principal commerce of Black Rock consists in a traffic |carried on with Canada, by means of a ferry, which plies constantly ^between the opposite banks of the river, and in the manufacture of Hour, for which purpose several mills have been established at this point. Silver creek, Cattaraugus creek, Van Buren harbor, and Barcelona, are, each of them, convenient landing-places for supplies, and for the shipping of the produce of the neighborhood; but the value of their commerce has not been made up or returned, as the small-class vessels, which ply in the trade between Buffalo and these ports, rarely extend their trips beyond the limits of the district, in which case they are not required to report their cargoes at the custom-house. Their imports consist of all kinds of merchandise, and their exports of butter, cheese, pork, wool, lumber, and vegetables, the country behind and adjacent to them being one of the richest and most fertile portions of the whole State of New York. Dunkirk is situate on Lake Erie, about 45 miles west of Buffalo, with which it is connected by railway. It has a fine harbor, with an easy access for vessels of light draught of water, and communicates with New York by the Erie railroad, 464 miles in length. There are some slight obstructions at the harbor mouth, as is the case with most of the lake ports, which if removed, would make navigation perfectly free for vessels of light draught; but the bottom being of rock, it cannot readily be deepened. The commerce of Dunkirk, which previously was merely nominal, amounted in 1851, after the opening of the Erie railway, to the sum ot $9,394,780, being of exports $4,000,000, of imports $5,394,780. The Buffalo and State Line railway, which connects that city with Dunkirk, also connects it with Erie, Pa. The city of Buffalo, the port of entry of this district, had a population in 1810, of 1,508 persons; in 1820, of 2,095; in 1830, of 8,668; in 1840, of 18,213; and in 1850, of 42,261; showing an increase of 113 per cent, from 1830 to 1840, and of 132 per cent, from 1840 to 1850. This would lead to the conclusion, on the average rate of increase on the last ten years, that on the 1st of January, 1852, its population did not fall far short of 50,478 persons. Buffalo occupies a commanding business situation at the western terminus of the Erie canal and the eastern terminus of Lake Erie, constituting, as it were, the great natural gateway between the marts of the East and the producing regions of the West, for the passage of the lake commerce. It is distant from Albany, on a straight line, 288 miles—by canal 363, and by railroad 325. From Rochester, 73 miles; from Niagara Falls 22, SSE.; from Cleveland 203, ENE.; from 90 S. Doc. 112. Detroit 290, E. by N.; from Mackinaw 627, SE.; from Green Bay 807, ESE.; from Montreal, Canada East, 427, SW.; and from Washington, D. C., 381, NW. The harbor of Buffalo is constituted by the mouth of Buffalo creek, which has twelve to fourteen feet of water for the distance of a mile from its mouth, with an average width of two hundred feet; and is protected by a fine, substantial stone pier and sea-wall jutting out into the lake, at the end of which there is a handsome light-house twenty feet in diameter, by forty-six feet in height; there is, however, a bar at the mouth preventing the access of any vessels drawing above ten feet of water. A ship-canal seven hundred yards long, eighty feet wide, and thirteen deep, has been constructed into the place as a further accommodation for vessels and for their security when the ice is running; yet the harbor, which is perfectly easy of access in all weathers, is very far from being adequate to the commerce of the place, and is often so much obstructed by small craft and canal-boats, especially when forced in suddenly by stress of weather, that ingress or egress is a matter not easily or rapidly effected. The extension of the Erie canal a mile to the eastward of its original terminus, and the construction of side-cuts into it for the refuge of boats, will do something to relieve this pressure ; and much has been effected by the enterprise of the city authorities, who have already expended large sums in the excavation of ship-canals inside the sea-wall, on which warehouses for the storing of goods and facilitating the transhipment of merchandise are in progress of erection. Two very large canal basins are also in progress, under the auspices of the State, for the better and safer accommodation of canal-boats. This will tend to attract them from the main harbor, and will materially increase its capacity for lake shipping. One of the above named basins is being constructed near the mouth of the harbor, and the other something more than a mile distant, easterly. The two, being in the immediate vicinity of the creek and communicating with it, and also with each other by canal, will afford ample facilities for transhipment to both sides of the city. More than this, however, is required, to meet the demands of the large and daily increasing commerce of the place, and it is contemplated to open a new channel from the lake to the creek, at above a mile’s distance from its mouth, across the isthmus, which is not above two hundred and fifty yards in width; and this improvement, with the erection of a new breakwater, would render it sufficiently capacious for the computed increase of shipping for many years to come. Buffalo is a handsome and well built city, with streets, for the most part, rectangular and rectilinear, and many handsome buildings. It is the terminus of that stupendous State work, the Erie canal; of three lines of railway connecting it directly with New York ; and of one communicating, through Albany, with both the cities of New York and Boston. It is also the eastern terminus of the Buffalo and State Line railway, which is destined to extend westward, by means of the south shore railways, to Toledo, Detroit, and Chicago. A railroad is also projected hence to Brantford, in Canada West, which will open to the city the whole trade of the rich agricultural valley of the Grand river, with the adjacent lumbering districts, and is destined to connect with S. Doc. 112. 91 the great western road, and thence, via Detroit, with all the West, and by Lake Huron with the mineral regions of Lake Superior. It has a dry-dock of sufficient capacity to admit a steamer of sixteen hundred tons burden, and three hundred and twenty feet length, with a marine railway to facilitate the hauling out and repairing of vessels. There is also near the same ship-yard in which these are to be found, a large derrick for the handling of boilers and heavy machinery. In short, it appears that this city is resolved to keep fully abreast with the progress of the times, and not to lose the start which she took by force of her natural advantages, through any want of energy or exertion. As being the oldest port on Lake Erie, and having taken, and thus far held, the lead in the amount and value of her lake commerce, the commercial returns of Buffalo are fuller than those of most other ports; and as the history of her commercial progress is little less than the history of the rise and advancement of all the commerce west of it, no apology will be necessary for entering somewhat fully into the history of the lake commerce of Buffalo, and its details, at this time. This commerce dates its actual commencement from the year 1825, the year in which the canal was finished and opened, so as to connect the waters of Lake Erie with the Atlantic; though the first craft which navigated those inland waves was built many years anterior to that date. The first American vessel which navigated the waters of Lake Erie was the schooner Washington, built near Erie, in Pennsylvania, in 1797. The first steamer on this lake was constructed at Black Rock, in 1818. In 1825, however, the whole licensed tonnage of all the lakes above the Falls of Niagara consisted of three steamers of 77 2 tons, and 51 sailing craft of 1,677 tons, making an aggregate of steam and sail tonnage entering the port of Buffalo of only 2,449. In 1830 this had increased to In 1835 In 1841 In 1846 “ “ In 1851 “ “ 16,300 30,602 55,181 90,000 153,426 It will be observed that the ratio of increase, during this series of years, was, from 1825 to 1830,113 per cent, per annum. 1830 to 1835, 18 1835 to 1841, 13£ 3841 to 1846, 12 1846 to 1851, 14 “ “ Astonishing and unprecedented as is this increase, it yet gives no adequate idea of the increase of business transacted by it; for the changes which the last quarter of a century has wrought in the construction and models (If vessels—adapting them to greater speed and capacity for burden, together with the improvement in the modes of shipping and discharging cargoes—have increased the availability of the same amount of tonnage more than tenfold. In order to ascertain the real augmentation of the commerce of Buffalo, during the period above mentioned, recourse must be had to the quantities of the articles transported. In 1825, and for many subsequent jmars, all the grain cargoes were handled in buckets, and from three days to a week were consumed in discharging 92 S. Doc. 112. a single cargo, during which time the vessel would, on an average, lose one or two fair winds; whereas the largest cargoes are now readily discharged by steam, in fewer hours, than in days at that time. Again; steamers now require but twelve hours to make trips for which three days were then, at the least, necessary. Up to the year 1835 the trade consisted principally of exports of merchandise to the West. During that year, however, Ohio commenced exporting breadstuff's, ashes, and wool, to some extent. The following table exhibits the quantities of several leading articles of western produce, during the various periods from 1835 to 1851: Articles shipped eastward from Buffalo by canal. Articles. 1835. 1840. 1845. 1850. 1851. Flour. -. barrels.. 86,233 633,790 717,406 984,430 1,106,352 Wheat ... ..bushels.. 95,071 881,192 1,354,990 3,304,647 3,668,005 Com. -...do--.. 14,579 47,885 33,069 2,608,967 5,789,842 Provisions. .. barrels.. 6,502 25,070 68,000 146,836 117,734 Ashes. .... do- 4,419 7,008 34,602 17,504 25,585 Staves.... . No.. 2,565,272 22,410,660 88,296,431 159,479,504 75,927,659 Wool. Butter ) ..pounds.. 140,911 107,794 2,957,007 8,805,817 7,857,907 Cheese >.. Lard ) ....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 imports 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 reliance 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 referent^ to the official tables, following this report, some details will be found very curious, and interesting at this juncture, for reasons which will be adduced hereafter: S. Doc. 112. 93 Articles. 1848. 1849. 1850. 1851. Mour .... 1, 249 ,000 1, 207, 435 }, 088, 321 1,216,603 Pork. .do.... 66,000 59,954 40,249 32,169 Beef.. 53,812 61,998 84,719 73,074 Bacon. -.. .pounds.. included in pork 5,193,996 6,562,808 7,951,300 Seeds .... .barrels.. 22 ,020 21,072 9,674 11,126 Lumber.. 21,445,000 33,935, 768 53,076,000 68,006,000 Wool. 40, 024 49,072 53,443 60,943 Pish. .barrels.. 6,620 5,963 10,257 7,875 Hides. . No.. 70,750 62,910 72, 022 48,430 Lead. .pigs-- 27,953 14,742 17,951 28,713 Pig iron.. - 4,132 3,132 2,881 2,739 Coal. .do... 12,950 9,570 10,461 17,244 Hemp. 865 414 421 3,023 Wheat.... 4,520,117 4, 943, 978 3,672,886 4, 167,121 Corn. 2,298,100 3,321,661 2,504,000 5,988,775 Oats. .do- 560,000 362, 384 347,108 1,140,340 Eye. .do- 17, 809 5,253 50 10,652 Lard. 5,632,112 5,311,037 5,093,532 4,798,500 Tallow ... .do.... 1,347,000 1,773,650 1,903,528 1,053,900 Butter .... 6,873, 000 9,714,170 5,298,244 2, 342,900 Ashes. .casks.. 9,940 14, 580 17, 316 13,509 Whiskey.. .do... 38,700 38, 753 30,189 66,524 Leather... . rolls.. 3, 313 3,870 8,282 8,186 Staves. .No.. 8,091,000 14,183,602 19,617, 000 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 where produced. Thus it will be observed that the small amount of cotton, received, came via Toledo, which may be held to signify 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 will 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 supplies, and what 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 “ exports, 204,536 “ “ . 44,201,720 Making an aggregate of. 76,091,671 In 1850 it was. 67,027,518 Increase on 1851. 9,064,153 94 S. Doc. 112. 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 1850. 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. BRITISH. AMERICAN. Crews, total. Vessels. Tons. Vessels. Tons. 7,227 7,486 601 72,212 71,241 170 30,100 31,927 593 205 14,713 1,194 143,453 149,537 375 69,027 939 528 m, 048 inc. 255 dec. 5, 084 inc. 12,979 5,084 255 102 7,895 Coasting trade for 1851. No. Tons. Men. 3,719 3,762 1,448,772 1, 433, 777 60,374 59,705 7,481 2, 882,049 120, 079 9,050 8,444 3,087,530 2,713,700 134,792 125,672 606 373,830 9,120 S. Doc. 112. 95 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- 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 sailing 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—of230 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 w r ith 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 millions of dollars. The enrolled and licensed tonnage of this district is 22,438 tons, of steam measurement; and 23,619 tons of sail, enrolled. S. Doc. 112 fO CO tCJ ifi "O 3 C © ‘u — S. Doc. 112 97 Statement of pyroperty, moving eastward, received at Buffalo, coastwise and from Canada, for the year J 851: showing the hinds of property, and quantities of each kind, from each American port and Canada. Ports. ' \ Ashes. Ale. Alcohol. Barley. Casks. Barrels. Dozen. Casks. Bushels. 296 31 4,638 66 1 113 478 78 72 1,515 4 125 440 536 100 1,038 17 340 '*>92 Toledo .. 3, 690 5 255 772 38 2, 843 11 209 2 579 507 88,564 27 17,719 42 18, 579 6,368 376 35 10,365 16 ! 13, 458 61 789 146,573 263 39 19,615 \ Total. 13,721 C2 39 789 1G6,188 8 98 S. Doc. 112. STATEMENT—Continued. Ports. Bark. Barrels. Boxes. Bags. Packages. Bundles. 6 17 27 6 21 3 38 11 23 44 21 3 38 23 44 21 3 38 S. Doc. 112. STATEMENT—Continued. 99 Ports. Beef. Beeswax. Barrels. Tierces. Casks. Barrels. Casks. Boxes. 54 1,092 589 2 2 2 1 91 106 3,129 1,325 986 10 11 4,630 46 1 23 11 104 13 5 2 6 6,646 1,109 86 46 310 2 Gibraltar. 290 20 2 1 St. Clair. Saginaw..... Mackinaw. Green Bay. Beaver Islands. Grand Haven. 2 St. Joseph’s. Sheboygan.. 1 Milwaukie. 1,806 2,526 Racine. 3 Kenosha... Waukegan.. Chicago. 34,322 443 1,504 23 1 2 Michigan City Canada. 54,414 6,222 356 4 253 257 9 32 54,414 6,222 356 9 32 100 S. Doc. 112. STATEMENT—Continued, Porta. Bacon and hams. Boxes. Barrels. Tierces. Casks. Hhds. Tons. Silver Creek. 5 6 1 6 1 30 2 7 35 28 141 8 337 24 1,010 7 2 20 1,332 5 99 126 23 12 2J 197 16 1,087 15 52 1 1,600 94 53 1 432 30 H St. Clair. 38 55 14 34 2,008 46 44 26 17 836 1 1,216 236 4,215 1,792 3,560 95 l,284i 236 4,215 1,792 3,560 95 1,284* S. Doc. 112. STATEMENT—Continued, 101 Ports. Brooms. Broom corn. Books. Boots and shoes. Bladders. Dozen. Bales. Tons. Boxes. Boxes. Barrels. 172 11 13 1 71 1S7 1,382 348 59 58 314 • 74 9 69 30 2 2 211 79 529 i 132 5 5 465 52 8 29 194 2 1 2 849 295 8j 5 82 2 . 116 536 1,494 28 13 2, 280 5,238 8i 337 3 84 7 2,280 5,238 81 S40 84 7 102 S. Doc. 112. STATEMENT—Continued, Ports. Butter. Beer bottles. Kegs. Firkins. Barrels. Casks. Hhds. Number. 40 318 3,532 671 149 32 81 1,600 31 684 39. 42 4 61 332 10 22 61 40 52 5 4,496 869 6 667 14 8 Huron and Milan .... '353 2,711 671 54 6 2,064 12 4 229 34 2 209 5 6 256 2 4 109 1,581 787 22 a 30 19,017 234 1,229 1,156 18 8 1,690 19,251 1,229 1,156 1 f 8 1,600 S. Doc. 112. STATEMENT—Continued, 103 Porta. Beer pumps. Bath brick Brick. Bones. Number. Number. Number. Tons. Tons. Hhds. 24,000 26 13,800 30 5 6 2 38 217 11 2 37,800 56 5 272 805 Total.. 2 805 37,800 56 5 272 104 S. Doc. 112. STATEMENT—Continued. Ports. Bristles. Brandy. Buffalo robes. Candles. Sacks. Casks. Hhds. Casks. Bales. Boxes. 20 10 18 990 160 8 1,419 11 13 Rt. Clair. 10 i 12 3,216 959 10 20 3,246 3,551 4 1 10 20 4 1 3,246 3,551 S. Doc. 112. STATEMENT—Continued 105 Creek. Dock. Milan. Carpeting. Rolls. 41 "i ’Carriages. Cedar posts. Number. Cords. Number. 6 *2i 15 3 3 14 72 681 ''32 480 500 500 20 30 Cement. Barrels. 521 City. 55 2 57 156 15 171 29 742 742 1,530 1,530 521 521 106 S. Doc. 112. STATEMENT—Continued. Ports. Cheese. ' Cider. Cigars. Coal. Boxes. Casks. Tons. Barrels. Cases. Tons. 316 134 207 43,465 IS, 648 38, 789 37 16,229 42 14 11 32,780 357 116 26,298 18 Cleveland. 2 25 31 4 788 1 772 9 1 6 10 5 5 St. Clair. 1,864 9 163,099 701 62 77 17 57 17,017 Total. 163,099 701 62 57 17,017 S. Doc. 112. STATEMENT—Continued. 107 Ports. Coin. Copper. Coffee. Dollars. Packages. Barrels. Tor.a. Pieces. Sacks. 3 i 3 2 i3 146 6 1 18 5 4 166j 13 15 5 26 160,400 114 313 76 i 20 2 1 4 i 2 30 2 l 160,400 173 538 2 249| a « 15 53 160,400 173 540 243* 15 53 108 S Doc. 112. STATEMENT—Continued. Ports. Corn. Corn meal. Cotton. Cranberries. Deer skins. Bushels. Barrels. Bales. Barrels. Packs. 13,269 12,121 25 26 84 1,300 2,200 13,201 30,387 458,502 220,051 297,114 43,740 1,828,502 19,615 227 2 33 Huron and Milan. 43 28 61 1,043 310 323 165 264 283 223,204 2,100 1,582 740 13 2 43 20,907 2 5 23,548 9,577 55 1 6| 498 12, 639 2,351,888 318,363 32 8 181 5,938, 738 8 2,929 310 1,417 927 3 Total. 5,938,746 2,929 310 1,417 930 S. Doc. 112. STATEMENT—Continued. 109 Ports. Creek. Dock... River. and. and Milan. Bay. Islands.. Haven.. City.. Earthenware. Casks. Barrels. Crates, 79 68 154 154 3 35 65 13 116 116 Eggs. Barrels. 12 161 170 263 428 1 37 6,380 96 2,140 252 664 64 101 292 47 39 223 11,371 61 11,432 Feathers. Sacks. 12 39 1,152 7 412 9 1,407 34 252 3,331 5 3,336 Felt. Rolls. 695 362 1,057 1,057 110 S. Doc. 112. STATEMENT—Continued. Ports. Fish. Firewood. Flax and hemp. Flaxseed. Barrels. Cords. Bales. Tons. Sacks. Barrels. 7 4 181 73 13 1 Black River.. 173 443 301 460 Huron and Milan.... 6 6 120 347 28 353 852 963 803 i 1,507 4 Trenton ..... 697 Saginaw. Mackinaw. 9, 495 7 973 Beaver Islands....... 1,506 Grand Haven. 7 43 Sheboygan. 728 Milwaukie. 544 4 182 Racine. 266 Kenosha. Waukegan .. 2 1 430 1,133 70 13 9 9,979 2,471 113 1,338 1,848 2 82 9 Total. 9,981 82 2,471 113 1,338 1,857 S. Doc. 112. STATEMENT—Continued 111 Porta. Flour. Fruit, green. Fruit, dried. Barrels. Barrels. Barrels. Boxes. Baskets. Sacks. 5 6 104 93 40 4,079 28 144 8 63 88 2 28 24 7 278 38 filH 18 82 4 558 6 952 1 130 88 Cleveland.. •. • 360,059 97 645 5 153 129 Huron and Milan ... 2,012 5 24 5 2 91,405 519 26 10 619 72 10 218,219 5 123 43 74 78,977 4 i 270,551 209 12 St. Clair. 400 33 8,285 6,461 506 3 80,025 17,721 7 24 1,913 2,118 53 ,151 136 13 6 118 1,204,643 847 2,095 208 153 303 11,960 1,261 Total. 1,216,603 2,108 2,095 208 153 303 112 S. Doc. 112. STATEMENT—Continued. Ports. Furniture. Furs. Boxes. Package?. Lots. Packs. Boxes. Casks. 10 73 1 42 31 57 7 3 2 2 7 14 4 7 28 1 2 2 18 1 24 506 227 24 25 45 50 Sandusky. 3 51 18 467 24 i 9 2 6 Toledo. 93 180 3 425 6 6 2 32 1 160 1 134 a 369 31 4 i i 5 1 4 20 82 47 6 4 Mdwaukie. 44 94 i 83 4 i 59 i 17 7 15 2 1 3 10 Chicago. 32 377 3 546 2 3 317 1,917 37 2,274 115 59 10 8 6 11 Total. 327 1,925 43 2,235 115 59 S. Doc. 112. STATEMENT—Continued. 113 Ports. Ginseng. Glass. Barrels. Boxes. Packages. Boxes. Tons. 2,010 18 5 23 6 24 764 13 143 112 2 1 3 1 St. Clair... Grand Haven. 40 2 Kenosha. Chicago.». 38 IS 1 Michigan City Canada.. 122 7 195 *3,183 18 Total... 122 7 195 3,185 18 * 400 boxes from ©gdensbarg. 114 S. Doc, 112. STATEMENT—Continued. Ports. Glass ware. Glue. Grease. Boxes. Casks. Packages. Tons. Barrels. Barrels. Erie.... 642 302 349 i 14 34 i Cleveland. 1,162 270 325 48 73 422 Iff 10 14 7 12 14 3 28 5 569 Monroe ... 10 4 Trenton. 11 50 6 102 10 125 Canada..... 1,830 610 1 710 49 286 3 1,154 Total. 1,830 611 710 49 291 1,154 S. Doc. 112. STATEMENT—Continued. 115 Ports. Grindstones. Hats. Hair. Hides. No. Tons. Cases. Packages. No. Bundles. Tons. Dunkirk. 2 10 532 54 21 Fairport. 151 82 158 Vermillion. 203 190 4,123 I, 4 20 270 8 Pin 34 Huron and Milan .... 425 18 1 971 6 1 2 9 550 5 Fremont. 51 13 74 7 000 a Monroe. 3 315 Gibraltar. 613 360 Detroit... 86 1,822 * Sr. Clair. Saginaw. Mackrnaw. 18 Green Bay Beaver Islands. 1 St. Joseph’s. 903 19 Milwaukie. 875 1,308 2 17 Waukegan..... 89 21 Chicago. 1 24 550 107 26 JVlichigin City. 397 4, 753 1, 723 180 364 47,963 604 26 Canada... 50 Total... 4,753 1,723 180 364 48,013 604 26 116 S. Doc. 112. STATEMENT—Continued. Ports. High wines. Hogs. Homed cattle. Horses. Hops. Borns and hoofs. Barrels. Number. Number. Number. Barrels. Hhds. 202 348 10 193 10 222 2,149 265 126 2 2 90 19 4 8 399 40 22,183 1 , 5t0 8,313 27,033 582 28,469 3,752 920 100 851 311 10,954 1,033 29,978 833 7 344 5 82 4,156 6,657 594 710 1 Sr Clair... 400 1 12 4 29 1 20 1 2 2 23 2 19 2 19 56 1 2,0S6 61 468 1,307 93 2 20 51,015 96, 182 1,515 8,097 497 2,630 131 7 269 Total. 51,015 97,697 8,594 2,761 7 269 S. Doc. 112. STATEMENT—Continued 117 Ports. Hardware. Iron. Boxes. Barrels. Bundles. Pieces. Pigs. Tons. 62 j9 1,491 23 29 9 8 139 5,320 57 735 1 39 1 19 135 1 16 4 7 9 1 30 385 59 462 609 630 766 4 i 1 33 28 25 8 12 4 32 5 14 4 17 4 io 143 16 46 1 4 13 6 12 1 2 36 3 13 3 10 29 9 5 100 9 643 81 2,210 890 6,050 *2,195 t4,99U 643 81 2, 210 890 6,050 7,186| 335 tons from Ogdensburg. t From England. 118 S. Doc. 112. STATEMENT—Continued. Poits. Iron. Lard. Casks. Bundles. Kegs of nails. Barrels. Casks. Kegs. 207 72 2,694 24 3 6 2, 112 13 374 9 2, 767 13 1 80 ii 133 Cleveland .... ...... 93 503 571 5 44 385 7 1, 401 1 30 2 551 64 2 21 14 St. Clair. 13 23 54 18 7 3,646 329 8 826 529 598 456 84 197 *3,951 9,354 2, 482 2,574 3 540 197 3,951 9, 354 2, 482 2, 577 750 kegs from Ogdensburg, S. Doc. 112. STATEMENT—Continued. 119 Ports. Creek... rk. Dock. River. llion. and. and Milan. *y. .. Bay. Islands. Haven... V,... O '. ' • • • • kic., ha .. City. Lead. Pigs. 8,997 10,964 927 20,888 Tons. 80 80 Lead pipe. Packages. 1 ii 18 Leather. Roils. 33 207 177 267 40 3,127 21 545 121 2,218 134 236 150 28 39 21 300 231 448 8,343 Boxes. 18 4 3 12 20 1 16 28 •••4 121 121 20,888 80 18 8,343 120 S. Doc. 112. STATEMENT—Continued Lumber. Ports. Black walnut* Oak timber. Feet. Tons. Pieces. Feet. Tons. Pieces. 39 10,000 19,677 36 100 27 26 120 33,915 166,870 523 717 160j 1,488 76 386 140, 000 965 2 464 360,469 301,017 153 1,511 10,000 376,957 624i 2,841 661, 479 153 1,511 386,957 624J 2,841 S. Doc. 112. STATEMENT—Continued. 121 Lumber, shingles, &c. Ports. Creek. ula. Dock... River. and Milan. Bay. Islands. Haven.. ’s.... gan. n City. Ship plank. Feet. 151 , 142 71,000 220,000 110,000 86,000 51,000 789,142 789 , 142 Sawed pine, white wood, &c. Feet. 375,998 520,500 9 , 757 , 297 5 , 697,014 2 , 986,118 871 , 400 405,415 256 , 000 193,000 181,143 650,053 304 , 9)0 121,287 1 , 616,814 1 , 745,610 271,000 8 , 953,714 309,192 1 , 989,023 3 , 938,549 982,000 164,000 106,000 42 , 399 , 697 39 , 373,936 81 , 773,633 Shingle bolls. Cords. 36 42 i 268 310 ,i Shingles. M. 447 66 329 425 390 1,192 20 77 2,951 3 , 148 6,099 Laths. Bundles. 1,450 3,874 '”‘80 5 , 404 7,239 12,643 122 S. Doc. 112. STATEMENT—Continued, Ports, Malt. Machines. Mattresses. Bushels. Number. Pieces. Boxes. Number. 5 8 9 1 5 2 i ; 694 23 8 15 160 20 9 2 8 2 14 694 202 73 21 15 182 896 73 21 15 182 S. Doc. 112. STATEMENT—Continued, 123 Ports. Medicines. Merchandise. Boxes. Barrels. Sacks. Boxes. Packages. Barrels. 2 27 3 22 21 i 180 36 63 4 5 58 2 16 93 19 145 641 8 30 4 92 14 3 5 Toledo. 115 24 65 96 34 38 2 8 29 63 392 St. Clair. 1 4 12 3 37 28 86 2 27 3 196 62 127 i 557 43 60 654 1,590 42 5 Total. 557 43 69 654 1,590 47 124 S. Doc. 112. STATEMENT—Continued, Nuts. Oats. Oil. Porta. Barrels. Casks. Boxes. Bushels. Barrels. Boxes. 51 67,107 31 3 18,' 4 06 895 2 6 28 8,000 12,600 4,096 70,891 60,274 73,734 14,644 70,397 6 28 2 47 317 4 14 794 157 6 1 10 231 17 362 18 38 192 33 4, 699 63 51 5,962 47,797 36 St. Clair. 3 385 36,883 62,739 46,453 24,662 479,388 26,120 15 1 33 9 9 978 69 16 1,131,433 2,378 6,023 232 978 69 16 1,133,811 6,023 232 S. Doc. 112. STATEMENT—Continued. 125 Ports. Oilcake. Oilcloth. Oilstone. Paint. Hhds. Tons. Packages. Boxes. Barrels. Kegs. 13 5 50 a 20 2 2 500 210 7 25 5,846 32 14 48 1 62 1,537 4 40 549 56 583 1,845 23 78 6,417 88 583 1,845 23 78 6,417 88 126 S. Doc* 112* STATEMENT—Continued Ports* Paper. Pianos. Wumber. Plaster. Peas and beans. Bundles. Boxes. Rolls. Tons. | Barrels. 5 474 33 2 1 22 68 2 3 j 706 88 200 1 41 2 10 204 48 285 294 1 84 580 1,000 3 42 I 6 39 6 1 12 4 10 3 5,096 122 1,200 18 89 1 753 196 5,096 122 1,200 18 90 949 S. Doc. 112, STATEMENT—Continued. m Ports. Poultry. Pork. Potatoes. Railroad tics. Rags. Pounds. Boxes. Barrels. Bushels. Number. Tons. 1 Sacks. 88 266 2,156 8 9 7 3 503 300 1 113 321 138 2 130 6 50 5,089 480 320 255 229 2 180 15 1,371 145 84 ' 150 9, 259 1,736 8 453 2e9 1,105 2 286 2,746 15 7, 628 St. Clair.. 200 72 6 26 35 121 2 , 124 1, 333 10 493 311 182 96 115 9,215 234 700 4,833 300 75 32,814 10,095 27 10,288 Canada .. 11 1,351 i2,334 6i 20 Total. 300 75 32,825 11,446 12,334 33j 10,308 128 S. Doc. 112. STATEMENT—-Continued. Ports. Reapers. Roots. Rope. Rye. Salaratus. Sausages. No. Barrels. Pkg’s. Bushels. Boxes. Barrels. Barrels. 6 7,534 2,500 144 16 188 26 90 89 197 11 Huron and Milan.... 2 1 3 8,892 27 4 25 6 178 6 105 51 11 12 1 169 203 44 79 175 100 12 3 269 202 138 19,348 87 270 617 46 Total... 617 289 202 138 19, 435 270 46 S> Doc. 112, STATEMENT—Continued. 129 Ports. Sheep. Sheep-skins. Seed. No. Tons. Bundles. Barrels. Boxes. Casks. ! Erie. 162 856 1 1 1 28 101 12 224 801 101 70 25 Vermilion. 5,363 1,197 271 3 ' 1)2 9,075 746 1,091 3 53 1,900 942 358 37 63 14 18 8 70 18 890 606 35 3 Saginaw. Mackinaw,.. Green Bay. 14 Grand Haven........ St. Joseph’s.. 2 Sheboygan .. 8 37 70 51 3 30 Waukegan. Chicago. 125 7 281 1, 722 201 33 j 18,316 i 5,333 3 706 277 112 590 2,043 52 f Total. 18, 906 7 7,376 3,758 277 112 10 130 S. Doc. 112. STATEMENT—Continued. Ports. Stone. Soap. Starch. Tons. Boxes. Boxes. Barrels. Boxes. 1 227 622 460 272 102 2,226 27 52 184 174 35 206 Sf CAair . 1 1 10 117 461 1,711 485 338 227 3,206 2,172 485 338 227 3,206 S. Doc. 112. STATEMENT—Continued, 131 Ports. Staves. Stave bolls. Sundries. Tallow. Tea. Tin. M. Cords. Packages, boxes, &c. Barrels. Chests. Boxes. 67 35 1,117 155 106 28 3 1 754 58 m 55 313 26 29 837 2 584 112 1,246 104 5 38 i, nfio 9 146 1 1 512 566 292 26 265 34 13 9R9 1,012 728 2 1 195 82 616 7 1,431 20 240 45 3 38 3 21 2 8 52 6 JSt. Joseph’s,.. Sheboygan .... 200 162 3 436 44 82 12 12 60 1,464 814 2 26 • 10, 639 6,924 2,432 62 66 57 31i Total. 10,696 311 6,924 2, 432 62 66 132 S. Doc. 112. STATEMENT—Continued, Ports. Tobacco. Tongues. Tripe. Type. Varnish. Hhds. Boxes. Barrels. Barrels. Barrels. Boxes. Barrels. i 5 2 2 1 1 39 i 4 319 203 77 12 3 204 26 179 95 7 3 886 477 17 2 .... 1 54 1 35 1 13 16 10 1 i2 7 36 24 44 7 22 1,417 652 18 217 219 113 10 Total. 1,417 852 18 217 219 113 10 i S. Doc. 112. STATEMENT—Continued. 133 Veneering. Ware. Wine. Wheat. Porta. Boxes. Tons. Packages. Boxes. Casks. Bushels. 1 9 6 600 2 28,619 673, 403 267, 728 619,529 2 83 24 4 17 44, 224 802,564 168, 664 5 4 73 25 512, 759 3 Beaver Islands. 30, 776 20,534 St. Joseph’s... Shebovffan. 2 2 83, 602 104,902 95,894 82, 447 315,598 96,812 Kenosha. 1 Waukegan..... Chicago. i Michigan City. 1 Canada. 39 2 107 116 i 10* 3,948,655 101,655 39 2 107 116 11* 4,050,310 134 S. Doc. 112. STATEMENT—Continued. WOOD MANUFACTURES. Ports. Whiskey. Wool. Sundry articles. Curriers’ blocks. Handspikes. Barrels. Bales. Tons. Boxes. Bundles. No. No. Silver Creek. 21 200 2,484 74 221 156 873 887 180 27, 180 1,098 8,356 25 3,963 1,036 166 585 42 82 Erie. 235 99 1,480 Madison Dock..,.. 88 141 173 Black River. 2,023 6! 145 1,376 825 Huron and Milan.. 3, M3 102 12 356 Fremont.......... Toledo. 4,941 23 Monroe... 2 Gibraltar. Detroit.. • • •. 228 7,817 185 Trenton.. 12 Mackinaw......... Green Bay. Beaver Islands. 166 1 11 1,004 394 150 149 4,728 204 St. Joseph’s. Sheboygan . 6 Milwaukie. 38 2J 27 Kenosha. 1 Waukegan. Chicago. 575 20 Michigan City..... 825 1,480 11,765 61, 290 46 91 39 j 3S7 3,132 7 11,765 61,336 482 387 3,139 825 1,480 S. Dote. 112. STATEMENT—Continued. 135 Ports. WOOD MANUFACTURES. Oars. Wagon woods. Tons. M. feet. No. Hubs. Spokes. Pieces Felloes. 40 413 85,792 38 4,000 400 22,000 600 250 40 413 85, 792 1,250 22,000 38 4,000 40 413 85,792 1,250 22,000 38 4,000 Cdstom-house, Buffalo, February 19, 1852. WM. KETCHUM, Collector. 136 S. Doc. 112. 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 coastwise and from Canada,, and total values of all, for the year ending the 31 st December, 1851 . RECEIVED' AT BUFFALO. Quantities. Articles. Butter. Beer-pumps .. Beer-bottles.., Bath brick.... Brick. Brick. Bones.. Bones. Bristles. Bristles. Brandy. Brandy ...... Buffalo robes . Candles.. Carpeting ..,, Carriages.... Cedar posts.. Cedar posts.. Cement...... Cheese. Cheese. Cheese. Cider. Cigars. Coal. Copper.. Copper. Copper. A]* . Ale. 39 dozen bottle3. 166,188 bushels. TWf. 129 packages .... Bacon and hams. 95 hogsheads... Brooms. ....... 2,2s0 dozen. Butter... 18 casks... Packages. 8 hogsheads... 2. 1,600..... 805. 37,800.. 56 tons. 5 tons. 272 hogsheads ... 10 sacks . 20 casks. 4 hogsheads .., 4 casks.. 3,246 bales.. 3,551 boxes.. 57 rolls . 171. 1,530. 42 cords. 521 barrels. 163,099 boxes. 701 casks. 62 tons. 84 barrels. 57 cases . 17,009 tons. 540 barrels. 243j tons. 15 masses. Pounds. 6.860.500 18,600 720 284,040 7,977, 024 17,412,480 2, 488, 800 178,000 12,900 70, 800 1,348,800 716,800 1,770,000 66.500 2.568.500 38,550 2,700 3.200 22,800 1,047,600 16, 500 102,000 5,040 2,100 1,925, 100 122,900 289,000 7.200 4, 800 100 1,600 3,220 151,200 112,000 10,000 113.500 2,000 600 Valie. 4,200 194,760 106,530 1,140 119,700 97,800 156,300 3,596,280 25,200 11,400 34,018,000 1,311,500 $231,550 388 16,569 116,332 521,894 645 495,765 8,890 3, 420 63,879 8,500 3,360 84 234,859 10 24 64 330 1,820 400 1,480 162,300 21,306 1,710 8,550 858 1,042 346, 256 252 2,850 C8, 036 266,7(SO S. Doc. 112. STATEMENT—Continued RECEIVED AT BUFFALO. 137 Quantities. Packages. Pounds. 53 sacks. . ... 5,300 5,938,746 bushels. 332,469,776 632,664 139,500 1, 417 barrels. 198,380 130,200 81,600 11,43*2 barrels. 15,600,480 3,336 socks. 166,800 10,570 9,981 barrels. 2,994,300 164,000 2, 471 bales. 1,337,950 648,920 1,216,603 barrels. 262,786,248 210,800 528,850 487,100 TJ'ni'Ci 59 casks. . . 245,900 195 packages . 22,710 18 tons. . . ■ 195,250 48 tons .. 533,100 291 barrels . 29,100 1,154 barrels . 259,650 4753 . 1,723 tons . 3,921,300 180 cases . 9,001) 364 packages . 109,200 prirUo 48 013 . 3, 478,950 62, 780 casks . 22 , 600,800 97,697 . 9,769,700 8,594 . 5, 156, 400 2,761 . 2,208,800 . 7 bales . 2,100 . 269 hogsheads ... 201,750 Hardware. . 890 pieces. 209,720 Value. $530 2,672,436 5,858 13,950 8,502 46,500 8,136 91,456 66, 720 528 59,886 246 44, 478 21,609 I 4,258,110 2,108 14, 711 65,400 245,900 6,052 7,810 33,360 4,365 17,310 30,598 4,500 1,092 188,765 627,800 635, OIL 257,820 165,660 784 4,304 18,849 138 S. Doc. 112. STATEMENT—Continued, RECEIVED AT BUFFALO. Quantities. Articles. Packages. 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. Laths. 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 (day)... Paint (lead). Paper. Paper. Paper. Pianos. Plaster. Peas and beans ...... Poultry. Poultry. Railroad ties... Pork. Potatoes .... Rags ... Rags... Reapers. 6,050 pieces ... 7,186£ tons ... 540 casks.... 197 bundles.. 3,951 kegs .... 9,354 barrels . • 2,482 casks.... 2,577 kegs.... 20,888 pigs. 80 tons. 18 packages. 8,343 ro Is. 121 boxes.... 661,479 feet. 153 tons. 1, 511 pieces ... 386,967 feet. 2,841 pieces ... 6, 214| tons ... 789,142 feet. 81,773, 633 feet. 310J cords... 12,643 bundles.. 6,099 M. 896 bushels • 73. 21 pieces.... 15 boxes... 182. 654 boxes.... ], 590 packages 47 bales.... 679 packages .... 978 barrels. 69 casks . 16 boxes......... 1,133,811 bushels. 6,023 barrels. 232 boxes. 23 packages. 583 hogsheads.... 1,845 tons. 78 boxes. 6,417 barrels. 88 kegs . 5,096 bundles. . 122 boxes. 1,200 rolls. 18. 90 tons. 949 barrels. 300 pounds. 75 boxes. 12,734. . 32,825 barrels........ 11, 446 bushels. 33 i tons. 10,308 sacks .. 289. ! ! ! ! Value. Pounds. 15 , 412,260 305,100 3 , 305,150 1 , 622 ," j 60 3 , 600 '" 864 ," 550 3 , 706,500 4 , 643 , 100 851,000 245 , 318,000 465,750 505,720 1 , 219,800 26,880 92,200 5,460 687,300 35,500 I i ! $ 301,436 15,804 282,156 81,100 180 758,130 14,000 74,722 15 , 780 8 , 995,100 3,105 2,928 15,245 806 8,260 1,092 113,550 1,340 160,720 3,444 36 , 281,952 1 . 818.500 6,900 3 . 981.500 3,120 1 , 933,900 340,143 151,503 1,380 30,007 156 22,899 289,200 86,016 9,000 180,000 189,800 1,800 540 2 , 847 4,050 399 3 , 546 , 800 10 , 504,000 686 , 760 4,202 393,900 6,888 2 , 128,100 53,202 231,200 57,800 S. Doc. 112. STATEMENT—Continued. 139 RECEIVED AT BUFFAHO. Quantities. Articles. Value. Packages. Roots. «... Rope ......... Rye. Salseratus. Sakeratus. Sausages . Sheepskins .... Sheepskins..... Sheep. Seed... Seed.. Seed.. Stone. Stone. Soap...... Starch. Starch. Staves. Stave bolls .... Sundries. Tallow. Tea. Tin. Tobacco ...... Tobacco. Tobacco. Toegues .. Tripe. Type. Varnish. Veneeiing. Ware. Ware. Wine. Wine.. Wheat. Wool. Wool.. Wooden ware . Curriers’ blocks Handspikes ... Oars. Oars.. Oars. Wagon woods. 202 bales... 138 packages. 19, 435 bushels. 270 boxes. 617 barrels.. 46 barrels. 7 tons. 7,376 bundles .. 18,906. 3, 758 barrels. 277 boxes. 112 casks . 2 ; 172 tons .. 485 boxes. 338 boxes. 227 barrels. 3,206 boxes. 10, 696,000. 3lg cords . 6,924 packages. 2, 432 barrels. 62 chests. 66 boxes. 1,417 hogsheads.... 852 boxes. 18 barrels. 217 barrels... 219 barrels. 113 boxes... 10 barrels. 39 boxes. 2 tons. 107 packages. 116 boxes.. 1 U casks. 4,050,310 bushels ..... 01, 336 bales. 48£ tons ...*•••* 3,526 packages. 825.. 1,480. 40 tons ........ 413,000 feet . 85,792. 27,288 pieces. Pounds. 3ft,300 20, 700 1,088,360 SI,010 2, 760 11,661 193,210 13, 455 11,500 552 1,489,200 187,900 1,512, 480 47,265 745, 680 49,710 4,373,100 8,456 25,350 1,014 141,580 8,228 99, 144,000 94,500 2,077,200 608,000 5,580 6,600 320, 880 126 311,580 43,776 2,232 660 1,717,900 207,888 69,440 70,080 11,300 4,000 7,800 3,255 3,285 1,017 300 780 36,100 1,497 8,080 2,155 240,018,600 2,835,217 12,364, 700 3,709,410 473,050 33,000 14,800 14,104 825 177 2,346,520 63,840 119,152 1,637 Total pounds Tons of 2,000 pounds. 1,462,923, 246 31,889,951 731,461.1246 140 S. Doc. 112. STATEMENT—Continued. RBCEIVED AT DUNKIRK. Articles. Ashes. •. Ale. Ale. Alcohol. Barley.. Beef... Beef.... Beef.... Quantities. Packages. 147 casks. Pounds. 91,850 Vake. $3,638 9,293 barrels . 487 tierces . Bark. Bacon and hams . Bacon and hams . Bacon and hams , Bacon and hams . Bacon and hams . Bacon and hams . Beeswax,. Beeswax. Beeswax... ... Brooms. li tons.... 833 barrels . 2 casks». 4 barrels. Broom-corn. Broom-corn...... Books.... Boots and shoes. Bladders ....... Butter. Butter .. Butter. Butter.. Butter.. Beer-pumps .. Beer-bottles. • Bath brick... Brick. Brick. Bones. Banes. Bristles. Bristles. Brandy. Brandy. Buffalo robes . Candles. Carpeting .... Carriages.... Cedar posts.. Cedar posts . Cement...... Cheese. Cheese... Cheese. Cider. Cigars Coal... Copper. Copper. Copper. Coffee.. Corn.. Corn-meal,.. 200 bales,. 16 boxes. 4 boxes. 6,230 kegs ... 56 barrels . 30,000. 11 bales.. 8 boxes. 3 rolls .. 3. 10,178 boxes.. 2 casks.. 11 barrels . 3,192,910 270,568 600 40,001 3, 200 200 639, 800 120,000 1 , 100 240 90 2 , 100 766 tons. 6 barrels . 2 masses., ] sack ... 4, 697 bushels. 6 barrels . ^ 204,160 3, 300 ! 1,532, 000 4,000 100 263,032 1,296 81,675 11,922 120 2,400 400 160 63, 700 150 550 48 90 150 20,392 33 3,064 2,800 10 2,113 12 S. Doc. 112. STATEMENT—Continued, 141 RECEIVED AT DUNKIRK. Quantities. Articles. Cotton.. Cranberries. *. Deer-skins .., Earthenware. Earthenware. Earthenware. Eggs. Feathers. Felt. Packages. 545 barrels . 2 bales.., 2 casks.., 2 crates .. 1 barrel.. 1,203 barrels . 118 sacks.. Pounds. 87,200 280 1,400 192,480 5,900 Value. $3,230 100 132 9, f 24 2,360 Fish.. Firewood. Flax and hemp . Flaxseed. Flaxseed. Flaxseed . Flour.. Fruit, green ... Fruit, dried.... Fruit, dried. Fruit, dried.... Fruit, dried Furniture. Furniture. Furniture. Futs. Furs.. Furs. Ginseng. Ginseng. Ginseng . Glass. Glass. Glass ware.... Glass ware.... Glass ware.... Glass ware.... Glue. 618 barrels . 422 sacks. 61,735 136 barrels . barrels . 166 34 26 158 packages . packs .... barrels ... boxes.... packages. 185,400 42,200 13,334,760 21,760 33,200 3,400 380 1,300 9,480 3, 708 1,055 216, 072 136 2,200 3,400 32 52 1,738 Grease . Grindstones. Grindstones. Hats. Hair. Hides. Hides. Hides. High wines. Hogs .. Horned cattle.... Horses. Hops. Horns and hoofs.. Hardware. Hardware. Hardware. Hardware. Iron. Iron. Iron. Iron. 72 barrels , 186. 12 cases.., 18,000 18,600 600 1,080 186 300 ,461 8 485 ,743 ,455 279 bundles , casks .. 173,670 173,800 1,474,300 873,000 223,200 8,238 4,857 95,829 43,650 16,740 casks ... packages. 3,000 1,310 96 224 142 S. Doc. 112. STATEMENT—Continued, RECEIVED AT DUNKIRK. Articles. Quantities. Value. Packages. Pounds. 15,800 $513 ? ],269 barrels. | 342,250 27,380 Lard. I 250 kegs . l 39,000 18,156 ( no m ffw. 3, 000,000 8, 400 Oak timber. 205,000 902 5,000 1,225 Machines.... / 3. | 9,500 950 ( 13 boxes. r 1,073 packages ..... | 242,600 56,450 i 14 tons. 200 48 1,500 27 22 barrels. 6, 600 77 Paper. 2,000 768 3. 2,000 2,000 300 12 1,000. 4,000 415 564,000 120,000 24,204 1,203 Rags. 2,800 70 1. 1,000 200 1,100 1 100 Rye... 260 S. Doc. 112. STATEMENT—Continued 143 RECEIVED AT DUNKIRK. Articles. Quantities. Value. Packages. Pounds. i 13 barrels. 5,000 $260 * Sheepskins. Sheepskins.. 1.400 85,000 | 35,600 4.400 1,500 120 175 2,655 2,461 352 60 8 1,062.. Seed'... ? 220 barrels. 1 6 sacks . Seed. Seed > 88 boxes.. Starch. 162,000 71,000 171,900 4,248 Tin. 92 hogsheads .... | 133,700 2,880 18,588 135 Tvoe. * Ware. . | 100 packages. j 3 boxes. 32,300 300 266,520 658,800 7,460 1,050 15 3,331 197, 640 373 Wool . 29,374,879 959,857 14,687.879 144 S. Doc. 112. STATEMENT—Continued. RECEIVED AT TONAWANDA. 1 Articles. Quantities. Value. Packages. Pounds. 684,000 $23,360 20,160 576,960 294 14,424 ^ 1,803 barrels. Beef... 1,005,592 70, 391 Bacon and hams .... Bacon and hams... 137,817 13,781 Butter.. Butler. Brick. Bones........ Bones. Bristles. Bristles. Brandy. Brandy. Buffalo robes. Candles. Carpeting .... Carnages...., Cedar posts.., Cedar posts.., Cement. Cheese. Cheese. Cheese. Cider. Cigars. Coal. Copper. Copper. Copper...... Coffee. Corn. Corn-meal..., 76, 683 4,600 207, 773 bushels. 11,835,288 83,109 S. Doc. 112. STATEMENT—Continued. RECEIVED AT TONA WANDA. 145 Articles. Quantities. Value. Packages. Pounds. } 11,750 21,606 $1,175 1,240 Eelt. Fish. . 610 48,441,000 3,257 19 32,294 1,746 36, 759,096 595, 633 10,629 1,062 19,031 3,200 1,900 4,000 . j. ' ‘ , Hair. ' ) 13, 940 107,100 69? 2,98a Iron..... Iron... Iron....... Iron... Nails.... 11 146 S. Doc. 112. STATEMENT—Continued, RECEIVED AT TONAWANDA. Articles. Quantities. Value. Packages. Pounds. 1,119,597 $77,883 Leather...••••• ] . 58,856 10,594 Leather... > 1 1,013, 849 feet. 4,516,500 141,960 15, 141,878 feet. 45,425,000 515,856 557 M. 111,400 1,382 lUnlt . .... } 59,553 2,508 s 335,520 3,145 Oil. Oil ... Oil-cake. l . 22,912 170 Oil-cake.. s 4,980 83 Pnrlr . 722,240 14,280 27,084 142 p Tiyp . S. Doc. 112. STATEMENT—Continued. RECEIVED AT TONAWANDA. 147 Articles. Quantities. Valus. Packages. Pounds. \ 33,898 333,890 $ 2 , 233 667 \ Stone. Stone. Soap... > 725, Nn. 62,917,459 201,870 Stave bolls. 861,035 11,150 86,000 669 Tin. 190,401 11,424 Ware. Wine... 9,760,140 142, 721 113,868 42,816 Wool. \ . Wool. s 226, 422,241 2,089,663 Tons of % 000 pounds.... 113,211.241 148 S. Doc. 112. STATEMENT—Continued, Articles. Aggregate quantities received at Buffalo, Dunkirk, and Ton- awanda. Pounds. 7,536 350 A!e. 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 Bristles... 97,800 156,300 3,877,123 28,5u0 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 1,341,207 691,120 312,880,104 232,560 539,419 53,931 252,500 23,090 196,550 542,580 29,100 Fiax and hemp... Flour... Glue. 277,650 3,939,'900 9,600 109,200 Hair,,,..,,,..... Aggregate value of each article received at Buffalo, Dunkirk, andTon- awanda. *318,548 388 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, 700 853 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 S. Doc. 112. STATEMENT—Continued. 149 Articles. Aggregate quantities received at Buffalo, Dunkirk, and Ton- awanda. Aggregate value of each article received at Buffalo, Dunkirk, and Ton- awanda. Pounds. 3,666,560 22,882,700 11,244,000 6,029,400 2,432,000 2,100 204,750 diQ7 7nn 631, 637 730,840 301,470 182,400 784 4, 400 19,173 301,436 16,317 #387, 419 81,110 180 786,680 14,000 225,082 15, 780 9, 511,858 3, 105 4,153 16, 627 806 11,718 1,092 170,000 1,388 3,471 343,478 173, 657 2,280 30,177 156 911,030 15,412,260 410,900 4, 759,997 1,622,160 3, 600 962, 406 3,706 500 12, 159,600 851,000 290,948,000 465, 750 510, 720 1,331,2110 26,'880 161,253 5, 460 929,900 33,700 162, 220 36, 637, 760 9,074, 860 Oil. 11,400 4,004,412 3,120 ^ 1,940,500 22,976 291,200 11,000 182,000 194,780 8,050 3,546,800 11,790,240 821,040 2, 130,900 232, 200 30,300 21,800 1,088,360 Rfi,784 2,100 552 2,930 814 4,202 445, 188 8,213 53, 272 58,000 1,010 3,860 11,661 13,715 552 198,'210 11.500 1,490,600 1,597,480 815,178 4,711,390 26,850 140,700 162, 061,459 94.500 3, 100,235 188,075 49,920 54,596 Seed". 9,475 1,074 8,236 522,750 126 Sundries... 569,480 150 S. Doc. 112. STATEMENT—Continued Articles. Tallow. Tea. Tin. T obacco. Tongues... Tripe.. Type. Varnish. Veneering. W are. Wine. Wheat . Wool. Wooden ware... Curriers’ blocks. Handspikes. Oars. Wagon woods.. Total pounds. Tons of 2,000 pounds. Aggregate quantities received at Buffalo, Dunkirk, and Ton- awanda. Aggregate value of each article received at Buffalo, Dunkirk, andTon- awanda. Pounds. 690,150 5,580 6, 600 2,142,001 72, 320 70,080 11,300 4,000 7,800 68, 400 8, 3bO 250,045,260 13,166,221 480,510 33,000 14,800 2,346,520 119,152 1,718,720,366 859,360.366 #48,729 2,232 660 237,900 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 S. Doc. 112 151 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. Tone of 2,000 pounds. Value. Received at— 731,462 57,138 113,211 $31,889,951 4,000,000 2,089,663 901,811 37,979,614 Shipped at— Buffalo... 204,536 15, 867 5,037 44,201,720 5,394,780 1,692,423 225,440 51,288,923 1,127,251 89,268,53 DiSTEicr of Buffalo Ceees, N. Y., Custom-house, Buffalo, February 19, 1852. WM. KETCHUM, Collector. % 152 S. Doc. 112 An account of the principal articles of Joreign 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. Articles. Tea. Coffee.. Dry goods. Medicines.. Crockery.. Toys. Tin plate. Raisins. Lemons. Nuts -■. Pepper. Oranges. Quantity. pounds. 143,457 -do_ 46,849 boxes.. pounds. boxes.. pounds. 73 10,175 155 4,897 do 3,140 ...boxes.. 83 Pimento...pounds. Logwood.do_ Currants.do_ Cassia.do... Indigo ..do_ Figs ..do_ Madder.do_ Ginger.do_ Bonnets, Leghorn __ No.... 2,122 4,496 2,400 73 149 501 715 799 285 Sundries AMERICAN VESSELS. BRITISH VESSELS. TOTAL. Value. Value. Value. $40,422 $23,458 $63,880 2,604 1,866 4,470 7,920 5,439 13,359 3,701 1,690 5,391 1,013 672 1,685 474 787 1,261 179 672 851 193 865 1,058 280 463 743 357 116 473 119 183 302 271 72 343 115 110 225 31 220 251 105 74 179 11 12 23 58 83 141 41 9 50 35 41 76 32 35 67 355 355 445 1,321 1,766 58,406 38,543 96,949 Custom-house, Buffalo, New York, January 1, 1852, WM. KETCHUM, Collector. S. Doc. 112 153 An account of the principal articles of the growth, produce, and manufacture 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, 1851. Articles. Quantity. AMERICAN VESSELS. BRITISH VESSELS. TOTAL. Value. Value. Value. Dry goods... $51,991 $55,563 $107,554 Groceries........... 25,511 26,891 52,402 Sundries. 43^875 22,970 66^845 Manufactures of iron.. 47^900 46,345 94,245 Manufactures of wood. 12js60 9,884 22,744 F urniture. 8,063 5,724 13,787 Books and stationery. 9'889 7,278 17,167 Oysters. 2,059 871 2,930 Marble and stone.... 1,746 2,511 4,257 Drugs and medicines. 3,082 7,311 10,393 Glass ware. 4,557 5,362 9,919 Spirits. 7,921 gallons 1,047 1,239 2,286 Grain. 8,742 bushels 4,523 876 5,399 Cheese. 44,565 pounds 1,191 1,305 2,496 Fish, dry. 30,391 pounds 600 296 896 Fish, pickled. 120 barrels 546 237 783 Oil. 4,450 gallons 2,260 2,115 4,375 Skins and furs. 57,062 pounds 4,804 5,987 10,791 Boots and shoes. 7,998 pairs 7,736 4,499 12,235 Salt. 2,182 barrels 1,597 675 2,272 Lard. 14,917 pounds 1,070 129 1,199 Leather... 61,164 pounds 4,321 6,871 11,192 Hams and bacon.... 9,638 pounds 322 161 483 Beef and pork. 620 barrels 2,763 4,194 6,957 Tobacco. 49,259 pounds 6,084 4,093 10,177 Sugar. 76,197 pounds 2,820 1,768 4,588 Broom corn. 50 tons 158 1,650 1,808 Coal. 450 tons 1,637 1,156 2.793 Cordage. 10,400 pounds 703 796 1,499 Cattle. 25 number 1,325 480 1,805 Clocks.. 1,129 number 2,334 567 2,901 Tallow. 139,274 pounds 3,931 5,732 9,663 263,305 235,536 498,841 WM. KETCHUM. Collector. Custom-house, Buffalo, New York, January 1, 1852. An account of the principal articles of foreign produce and manufacture, with the values and amounts of duty, entitled to drawback, exported to the British North American colonies, in British and American vessels, during the year ending December 31, 1851. 154 S. Doc. 112. UO 00 © CO O o U0 © rH uo CM o o 01 01 © 01 GO o a CO o r—! uo CO rH i> UO cm (01 CO Cl a uo O i> tH Cl ©^ Cl rH rH rH o o o O o O o o o o o o o O o o o o o o o 05 Cl uo rH rH CO on uo o uo (M uo O o CO uo Cl o rH rH uo rH rH CO rH rH CO © rH CO 00 rH Cl rH • O uo O rH o rH * Cl © Cl 05 on on rH uo CO © (/) © 1 O 05 uo Cl © rH • O o 1 rH cf uo 05 • rH CO GO CO rH • O Cl CO rH 00 rH • rH CO rH O Cl CO 1 CO oT ; © CO on O 05 o i • © CO Cl O 00 Cl 1 • 05 rH 05 rH o 1 i • ?>• (/) on uo Cl uo CO 1 i • CO (/) o rH t i • Cl rH 1 1 • ■ i * • i • Cl o Cl 1> © rH i • o 00 uo Cl Cl uo rH Cl © rH tH rH rH • UO CO CO rH oo m ■ i » i uo o o Cl o o TO o ' 1 ’-1* o ■ • >>3 u ■ "U -JO h, sc. 5 s >1-3 y i _ ■ - flaMflogaa Oh i (V • Custom-house, Buffalo, New York, January 1, 1852. All account of the principal articles, quantities, and values, imported into the district of Buffalo CreeJc, New York, from the British North American colonies, in American and British vessels, with the amount of duty received, for the year ending December 31, 1851. S. Doc. 112. O N CO H M Tf , , CO(CCOQOXiCOCOC£ oncotccjon^i!; N C L* lo n o l-: ooocMCoaD^cD^Tri — CD rt 04 TfPOOP'—I33P CO’TlrtGOCCiO-g"^ 5DHHTI' COCONMO CD P P 3 co rf ,-t 04 a> OOOOP3P'*}«3GOCOC4P®r'-3PT}T-iCOT}

tOCitOt^OOOC0Tt‘®T}«iDCOOiGOaQi>COO’*i< pTFi>PCOCOr-l04C4t'»i-<®30i>r-iOOi-iOCOGO lCON'NQOHCOiOW^W'-tH^WiOlOMnh WOD’tOOO O CO C4 p CO t» O CO t>. to OOCDOODHDiOHDClCO^Dt-cCWCOHacC iflaiflNiCHOJCOOCJrtCOCOOWNOrfrl'iJJ’l'- 3 vO IflMONNCOHb.COHHMlftO'JCOHDOODD -HOOiOkOiOW^HODOlfOOJCCflJNrtMlsNOOaK -- ' •> pi W w ifl 04 p-i 04 ft 04 iflDCOQCJ 3 t> 05 3 C4~ 04 P 04 i-l CO CO CO N O 04 CO o coc 4 oooo*C 4 tH r: t , '' ,: * ,, 3 Q‘ 5 , “< ( ??c^a>copto t?COCO^NO«CON to 04 Tf 04 rr 04 ID 3 04 Ot'CiOMS^OOCl ' 5 , h>OrfQ 0 C 0 t^Hi 03 C 0 ^ , C 0 NC 5 W 00 1> P CO 3 • P P CO CO LOt-<®CDi>T-i®®04CO®04h»©COOOaOC4Ff ®H 3 C!u 5 J 5 Hh. 00 M 00 ’fl>t't »00 04 tO CO p u 5 NC 4 o>ff 5 ®WHNN CO O LO P P P 04 Tf O 00 O CD XCOOrtiOCOHOOK5iClCOiONC5H'itOil5 LO^WOtOffiDHCOOO^HMQiNT# P P 3 tO P ^ P CO CO 4) as +J -w ,00O33C0i-HP33G0P®C004 HrfOXOO® C4Pr-t^tTfODOOCOCO 04 3 p p ® Tj>Oi-H33pPP® P O ^ —4 Tf b- Fi ^ 04 O 00 CO 3 5 i .SS 2 «c « £ S ^ C0 3 o £ STATEMENT—Continued. © © 00 CO © CO CO © CO CO © COQOCrf © © r» CO © --I ^ CO rj- >rj< CO rt © CO CD t>* © © © l>. Tf GO l-» CO CO CO cowo Nrf® 5 } CO CO CO © © CO ri rf © GO rj* iO © © © CO © GO © Tf © Oi © >— 1 © rH CD CO © 00 CO © O* GO © © CO 1 CO CO UO 05 O lO CO CO 05 CO oo CO o CO © t-. CO Doc. 112 lO Ci i> 00 CO CO •» o p "3 5n a 02 £ S. Doc 'S SP S. Doc 112. No. 10.—District of Presque Isle. 161 Port of entry, Erie, Pennsylvania; latitude 42° 08', longitude 80° 06'; population in 1830, 1,465; in 1840, 3,412; in 1850, 5,858. This district embraces the whole coast-line of the State of Pennsylvania on Lake Erie; it contains about forty miles of shore, and has three shipping points—Erie, the port of entry, North East, and Elk Creek; the two latter being principally engaged in the shipment of sta ves and lumber. Erie is a beautiful town of three thousand inhabitants or upward, finely situated on Presque Isle bay, on the southern shore of Lake Erie. It is distant from Buffalo SO miles, SSW.; from Cleveland 100, E.; from Harrisburg 270, NW.; from Washington, D. C., 343 NW. The town stands on a bluff commanding the harbor, formed by the projection of the peninsula of Presque Isle, the mouth ot which was formerly closed by a difficult sand-bar. This has been, however, partially removed, and piers constructed by the United States government, by which means the channel has been so far deepened that most of the larger steamboats and vessels, which navigate the lake, now readily enter it. The peninsula of Presque Isle has been gradually converted into an island, the wash of the lake currents having severed the isthmus ; and, the harbor having two entrances, it is expected that it will be permanently deepened, and the bar at its mouth by degrees swept away. The depth of water on it, at present, is from eight to ten feet, and witlnn the harbor much more. It was in this harbor that Perry’s fleet was built, within seventy days from the time when the trees, of which it was constructed, were yet standing in the forest. Thence he sailed to give battle, and thither he brought back the prizes of Lake Erie, the relics of which may be yet seen rotting and half submerged, near the navy vard. The naval depot is still kept up at this place, and here the one or two small vessels which represent that arm of our service on the lakes are accustomed to go into winter quarters. But the commerce of the port is very limited. A canal from Erie to Beaver connects it with one of the finest coal regions of the State, Pennsylvania, and this coal, being bituminous and of fine quality, is used by nearly all the lake steamers. This causes many of them to put in here, when they would otherwise continue on the direct route; for Erie is ninety-seven miles, more or less, from Buffalo, and, lying at the. southern end of Presque Isle bay, is from fifteen to twenty miles off the direct course from Buffalo to Cleveland. The agricultural resources of the country circumjacent and inland are not yet fully developed, and of consequence contribute but little to the commerce ol the place. It will be seen that last year the supplies of flour for consumption here were received from other lake districts ; but it is certain that this state of things cannot long continue in such form, inasmuch as the mineral and manufacturing resources of the district are in rapid progress of development; and the agricultural productions must rapidly mature under such stimulus as that given by liberal prices and a constant home demand. It cannot be doubted that, before long—the demand for agricultural produce in the mining and manufacturing dis- 12 162 S. Doc. 112. tricts already being considerably in advance of the production of many articles—attention will be so strongly attracted to the resources of the soil as to insure not only an adequate supply for home use, but an ample surplus for exportation. The importations for 18-51, consisting principally of assorted merchandise, Hour, fish, and manufactures of iron, amounted to— Imports coastwise. $1,979,913 “ foreign. 3,455 Total importation. 1,983,368 The exports consist of wool, lumber, wood, bark, glass, stoves, bar- iron, coal, and merchandise received by canal, with a small quantity of grain—the whole amounting to the following aggregate: Exports coastwise. $2,207,5S2 “ foreign. 1-5,415 Total exportation. 2,222,997 The entire commerce of die port amounts to a total value of $4,206,483. The character and quantity of some of the chief articles of export, and their comparative increase and decrease, are exhibited in the annexed tables for the series of years as named: Articles. Coal.tons. Leather.por Wool.c Blitter.c Cheese...c Stoves. i Hemp.tons. Pig-iron.tons. Iron arid nails.do . Staves.M. Lumber.M. Tallow.pounds Tobacco.do. . Beef..barrels. Castings Corn . .. Cotton .. Eggs.... Flour ... .pounds. . barrels. ...do. 1845 . 1846 . 1851 . 8,507 21,534 86,000 46,661 123,370 19,396 65,435 476,922 486,303 ( 989,062 i 1,041,000 1,257,000 5 1,416,695 1,071,694 250 2,052 360 18,500 521,500 573,499 409 15 150 800 944 83 612 661 1,168 1,056 1,492 3,324 3,901 12,899 36,200 31,700 333,602 550 882 4,448 7,581 11,822 550 555 853 10,107 14,389 5,679 25 541 550 14,563 2,050 250 56,760 S. Doc. 112. STATEMENT—Continued. 163 Articles. 1845. 1846. 1851. G insen o’ . 14,075 2,546 Pork and bacon .do._ 520 110 Oats. 4,S00 16,300 54,041 Whiskey. ... 115 35 2,OSS Ashes. 2,184 2,272 323 The Erie extension canal has been in operation since 1S45, and the effect is seen in the increase of business. It is worthy of note, that during some seasons produce goes southward, and at others northward. The licensed and enrolled tonnage of this port is 7,882 tons. The tables following this report exhibit the commerce of the district in detail, with value, tonnage, entrances and clearances, complete. CANADIAN TRADE IN 1851. In American vessels In British vessels .. Imports. Dutv collectel. $419 00 $84 00 16 00 4 00 43-5 00 8S 00 Free goods—plaster in stone. In American vessels In British vessels ... Tons. 671 839 Value. $1,342 1,678 , 3.020 Total imports. $><±t5 ! Exports—domestic produce and manufacture. In American vessels. $12,385 tfln British vessels. 3,C60 15,465 Total imports in American vessels. $14,146 Total imports in British vessels. 4,724 18,870 Tonnage inward. American, steam “ sail.. British, sail. No. Tons. 2 6S0 14 1,039 6 721 164 S. Doc. 112.' Outward. No. Tons. American, sail. 33 3,20-5 British, sail. 6 721 Lake receipts coastwise at the port of Erie, Pennsylvania, in 1S51. Merchandise and sundries. 6,682,600 pounds $1,800,000 Flour. 9,839 barrels 34,436 Water-lime. 984 “ 1,430 Fish. 4,646 “ 27,876 Salt. 21 246 “ 21,246 Salt. 10,200 bags 1,27-5 Railroad iron. 1,816 tons 81,700 Railroad spikes. 564 kegs 1,692 Limestone. 340 cords 1,610 Hops. 66,533 pounds 6,653 Iron ore. 570 tons 1,995 Total. 1,979,913 Shipmetits coastwise at the 'port of Eric, Pennsylvania, in 1851. Wool. 486,303 pounds $145,890 Butter. 989,062 “ 123,633 Cheese. 1,416,695 “ 85,001 Leather. 19,396 “ 4,849 Starch. 102,706 “ 6,162 Stoves and hollow ware. 1,071,694 “ 37,539 Iron, bar, &c. 720,672 “ 21,620 Merchandise and sundries. 2,876,000 “ 1,100,000 . Glass. 351,9S5 “ 12,319 Glass ware. 221,514 “ 51,206 Oil-cake. 116,000 “ 696 Oil-cloth. 37,450 “ 7,490 Saloeratus. 9,662 “ 483 Flax. 30,959 “ 1,857 Malt. 77,800 “ 3,112 Tallow. 31,700 “ 2,536 Fire-brick. 31 M 620 Shingles. 621 “ 1,552 Corn. 14,389 bushels 7,194 Oats. 54,041 “ 16,213 Barley. 11,822 “ 5,911 Dried fruit. 894 “ 1,788 Rye. 10,442 “ 5,221 Coal. 82,000 tons 228,000 Pig iron. 944 “ 23,600 Railroad spikes. 356 “ 21,360, Pork. 110 barrels 1,100 Cider. 206 “ 618 S. Doc. 112. 165 Eggs. $1,760 Rye flour. . 812 “ 2,436 Flour, “fancy”. . 1,237 “ 5,566 Whiskey. . 1,430 “ 8,580 Apples. . 1.018 “ 2,036 High wines. . 658 “ 3,948 Ashes. 12,920 Nails. . 6,097 kegs 24,388 Lumber. . 12,899,762 feet 128,997 Oars. . 831,220 “ 33,248 Bark. 524 Paper.. 11,250 Sheep pelts.. 16,920 Staves. 29,854 Hoop-poles. . 758,500 “ 7,585 Total. 2,207,582 Clearances coastwise ... . 1,561 312,200 tons. Entrances coastwise .... . 1,561 312,200 “ No. 11.- —District op Cuyahoga. Port of entry, Cleveland, Ohio; latitude 41° 30', longitude 81° 40'; population in 1S-30, 1,07(5 ; in 1840,6,071; in 1S50, 17,034. This is a most important district, second in the value of its commerce to none west of Buffalo. It embraces all that portion of the south coast of Lake Erie which lies between the western State line of Pennsylvania and the Black river, a distance of one hundred miles. It contains, beside Cleveland, the port of entry, many minor ports of considerable importance, such as Conneaut, Ashtabula, Cunningham’s H arbor, Madison Dock, Fairport, and Black River. This district has for its back country one of the finest and most varied agricultural districts of the whole lake-shore region. The face of the land is soft and rolling, the soil in great part warm and fertile, and especially adapted to the cultivation of fruits and vegetables, and to the growth of all the cereal crops. Among its most important and valuable exports are wheat, corn, and flour; large quantities of fruit, both green and dry, are sent off annually, together with pork, beef, butter, cheese, and vegetables, in all directions; but chiefly eastward by the lake, with the exception of butter and cheese, large quantities of which go southward by the Ohio canal, destined for Cincinnati, and thence for New Orleans and other southern cities. A railway passing through the entire length of the district on the lake shore is nearly completed, which is destined eventually to become a portion of the continuous chain from Buffalo to Chicago. One railway, connecting Cleveland with Columbus and Cincinnati, and another forming a communication with Pittsburg, are already completed; and many branches of importance, scarcely second to the main lines, are far advanced alreadv in construction. 166 S. Doc. 112. Of cnnnls, Cleveland has two of great value, one connecting her with Portsmouth, on the Ohio, and another uniting the line at Akron with Beaver, on the Ohio—virtually a canal from Cleveland to Pittsburg, inasmuch as loaded canal boats are continually towed by small steamers from the mouth of Beaver river to the latter city. With three different lines of internal communication direct to the harbors on the coast, most of them among the best on the lakes, and these from the centre of the richest of the western States, it will readily be perceived that the district of Cuyahoga must be the theatre of commercial transactions, which have no small influence upon exchanges of produce and merchandise in the great marts of the seaboard. Con- neaut, the easternmost port of the district, is about twenty miles west from Erie, situated upon a river of the same name, which affords a good harbor. No returns exhibiting the commerce of this port, separately, have been received; but it is very considerable, as Conneaut is the entrepot for the landing of supplies and the shipping of produce for a large and fertile agricultural region, not only of the adjacent country in Ohio, but of an important section of Pennsylvania. The next port to the westward is Ashtabula, similarly situated on a small stream bearing its own name, forming a good harbor, with facilities equal to the requirements of the place. The town stands back some two or three miles from the port, upon a rise of ground, forming a singularly eligible site. The commerce of this port for the year 1851 consisted principally of butter, cheese, avooI, leather, beef, pork, ashes, fruit, lumber, staves, &c., for exports, amounting to the value of.. $450,291 And of merchandise, agricultural implements, furniture, hides, and a little wheat and flour, for imports. 504,211 Making the total declared value of the trade of this port. 951,502 The tonnage owned at Ashtabula consists of two brigs, of 280 tons each, several schooners and one scow, making an aggregate of 1,741 tons, employing seventy-six men in their navigation. Cunningham’s Harbor is a port at present of small moment, except for the shipment of staves and lumber. Madison Dock is a pier built out into the lake, in front of the town of Madison, about eighteen miles west from Ashtabula, and twelve east from Fairport, for the accommodation of the neighborhood in shipping staves, lumber, and produce. No separate estimates of its commerce have been kept for the past year. Fairport stands on the Grand river, which furnishes one of the most eligible harbors in the West, and is quite sufficiently capacious for the traffic of any western port. It is thirty miles west from Ashtabula, and thirty east from Cleveland, and is merely a shipping and receiving port—Painesville, on the ridge, three miles inland from the lake, being the principal mart and place of business, as well as the county seat of Lake county. It is to be regretted that no particular returns have been received from this place, indicating the amount of its commerce, tonnage, See., as it is a port of no little consideration, and holds S. Doc. 112. 167 the key to a fertile agricultural district, inhabited by an industrious and enterprising population. Black Liver, the only remaining minor port of this district, lies about twenty-eight miles west of Cleveland, on the river from which it takes its name. Its commerce is of no great, importance at present. It enjoys good harbor facilities for the shipment of staves and lumber, which are its principal exports, and for the receipt of such supplies as are in demand. The city of Cleveland, port of entry of this district, and capital of Cuyahoga county, is situated 130 miles NW. from Pittsburg; 14(i NNE. from Columbus; 200 by water from Buffalo; 130 from Detroit; and 359 Horn Washington. The history of the growth of this city is one of the marvels of a marvellous age and region. Its population in 1799 consisted of a single family. In 1S25, it had risen to 500; in 1830, to 1,000; in 1S34, to 3,400 ; in 1840, to 6,071; and at this moment there are 25,000 souls in the city proper, and at least 7,000 more in Ohio City, across the harbor—virtually one city with itself, though under a different corporate government. It is at this day one of the most beautiful cities, not in the West only, but in the United States; built, lor the most part, on an elevated plain, above the Cuyahoga, commanding a fine view of the hike and river; planted with groves of forest trees, and interspersed with line squares and public places. As a place of business it is of high importance, and its future growth can scarce fail to be commensurate to its unparalleled rise; nor are its inducements as a residence inferior to its commercial advantages. Its harbor is one of the best on Lake Erie, spacious and safe when once entered, but, like all the lake harbors, liable to the formation of obstacles by the accumulation of sand at the mouth of the river which forms it. This bar can be kept down only by continual dredging, and hence the constant demand on Congress for appropriations to this end. The harbor has depth, for a considerable distance, sufficient to accommodate the largest vessels which navigate the lake; it is formed by the projection of two piers, one on each side of the river, for twelve hundred feet into the lake, which are two hundred feet apart, faced with substantial masonry. There is a light-house on the high bank on the shore of Lake Erie, and a lower one near the end of one of the piers at the harbor’s mouth. The commerce of Cleveland, apart from the rest of the district, is not shown by the returns received; and in such returns as have been sent in —showing the business of the district—the valuation of the very same articles is set at a rate so much lower than in the other districts, as greatly to undervalue the real commerce of Cuyahoga, and to exhibit it at the greatest possible disadvantage. It has consequently been judged best to raise the valuation of articles to the same rate adopted in the othei districts, so as to produce and exhibit a uniformity of values in all the districts; since, whichever be the correct valuation, the higher rate is favored and adopted by the majority ; and it can prejudice no one district or port of entry to the wrongful advancement of another, if a uniform rate be adopted. 168 S. Doc. 112 The necessary alterations being, therefore, made in the figures, the commerce of Cuyahoga district, as represented by Cleveland, its port of entry, is as follows: Imports coastwise.$22,804,159 Exports ...-do . 12,026,497 Total coastwise.$34,830,656 Imports foreign. 360,634 Exports..do... 284,937 Total foreign. 645,671 Total commerce, for 1851, of Cuyahoga district. 35,476,327 Whole number of vessels from foreign ports— Entered in 1851.322 Entered in 1850.292 -difference: gain, 30. Cleared in 1851.247 Cleared in 1850.215 -difference: gain, 32. The following table will show the comparative business of Cleveland in some leading articles of its trade for a series of years, as named. All these are exports : Articles. 1847. 1848 1851. Flour... 697,553 472,999 656,040 Wheat. . . bushels. 2,366,263 1,267,620 2,141,913 Corn . .. 1,400,332 690,162 906,653 Oats_ 32,000 254,707 68,464 Pork .... 27,289 28,338 13,580 Beef.... .barrels. 8,246 10,321 26,944 Butter... .pounds. 917,090 1,927,300 1,550,900 Lard ... .pounds. 480,160 1,140,500 1,730,700 Coal . . . .tons. 8,242 11,461 81,500 Ashes_ 2,052 440 1,830 Whiskey .barrels. 12,067 28,450 38,774 T allow.. .pounds. 140,000 19S.000 Bacon . . .pnnnrK 810,900 1,164,600 Staves.. .thousands. 1,378 773 789 Wool ... .. .nonnds 515,933 3,939,100 To this table may be added an export for the year 1851, unknown to former years, of live hogs, 80,000. S. Doc. 112. 169 It will be remembered that 1847 was the memorable year of unprecedented demand for produce, arising out of the famine in Europe, which caused the exportation of nearly all the produce held in the country, so that any difference and apparent diminution on the subsequent years must be ascribed to no falling off' for 1848 and 1851, but to the excess of demand for 1847. The valuation of the commerce of Cleveland for the three years above named, is thus stated : 1847 . 1848 . 1851 . Imports. $4,518,997 $7,003,388 $22,804,159 Exports. 9,728,399 6,713,244 12,026,497 Total. 14,247,369 13,716,632 34,830,656 Whole number of entrances coastwise— For 1851.1,981 For 1850.1,381 Whole number of entrances coastwise— For 1851.1,981 For 1850.1,381 Increase.600 Whole number of clearances coastwise— For 1851..1,963 For 1850.1,378 Increase.581 Total foreign trade— For 1851.$645,671 For 1850.549,549 Increase.96,122 It should be remarked, however, that this increase is more than overbalanced by the quantity of railroad iron imported from England by the St. Lawience via Canada. So that, in fact, as regards direct trade with Canada, in lieu of an increase, there is actually a considerable decrease, more especially in the exports of domestic produce. Below will be found full details of the trade of this district, by the returns so far as received. The licensed and enrolled tonnage of this district for 1S51 was 36,070 tons—11,355 steam, and 24,6l5 sail. 170 S. Doc. 112. Canadian trade in 1851. Duty collected. Imports.—In American vessels. $220,538 $52,444 In British vessels. 140,096 42,154 360,634 94,598 Exports domestic produce and manufacture— In American vessels. $151,758 In British vessels. 133,179 284,937 Total imports and exports— In American vessels. $372,296 In British vessels. 273,275 645,571 Abstract of duties received from imports or merchandise in American and foreign vessels during 1850. 1850.—Amount of duties received from imports in American vessels.... $2 5,960 24 Amount of duties received from imports in foreign vessels. 41,554 01 Total amount received in 1S50. 67,514 25 S. Doc. 112 171 Statement of the foreign trade of the district of Cuyahoga., showing the number of vessels, tonnage, and number of crew, engaged during the years 1850—’51. Years. Number of vessels. Tonnage. Crevr. 1850. American vessels entered.... 192 25,484.75 1,150 Foreign vessels entered. 100 11,832.00 587 292 37,316.75 1,737 American vessels cleared.... 125 14,881.25 719 Foreign vessels cleared. 90 10,327.00 541 215 25,208.25 1,260 18-51. American vessels entered.... 220 28,812.67 1,431 Foreign vessels entered. 102 11,770.00 707 322 40,582.67 2,138 American vessels cleared. ... 153 17,760.69 942 Foreign vessels cleared. 94 ' 10,545.00 639 247 28,305.69 1,581 Entrances and clearances in 1S50-’51.— Coasting trade . 1,381 1,378 l,9St 1,963 1850. —Number of vessels entered Do do cleared 1851. —Number of vessels entered. Do do cleared 172 S. Doc. 112. An exhibit of the coasting trade of the district of Cuyahoga , Ohio, during the year 1851. EXPORTS. Species of merchandise. Quantities. Value. Wheat .. bushels. 2,141,913 $1,499,339 10 Corn. 906,653 362,661 20 Oats. 68,464 17,800 64 Flour. .barrels. 656,040 2,132,130 00 Pork... . . do_ 13,580 190,120 00 Beef. 15,011 165,121 00 Beef.. -barrels. 4,428 26,568 00 Lard. 4,314 69,024 00 Lard. ..kegs.. 8,731 69,848 00 Butter... ..do... 13,575 122,175 00 Butter. .barrels. 967 17,406 00 High wines. ..do... 24,805 210,842 50 Whiskey. . .do_ 13,969 111,652 00 Green apples. 2,926 4,052 00 Dried apples. 2,763 22,104 00 T allow. . i . ..do... 660 9,900 00 Salt. 7,131 7,131 00 Fish. 1,455 10,185 00 Lard oil. 1,263 37,890 00 Eggs. 5,686 34,116 00 Paint. 8,280 74,520 00 Seed. ..do... 944 7,552 00 Ashes. 1,830 45,750 00 Wool. 26,261 1,969,575 00 Glass. 22,930 45,860 00 Gla.ss ware. 8,775 26,235 00 Do. 451 13,530 00 Cheese. .boxes. 40,069 120,207 00 Starch. ..do... 3,397 10,191 00 White lead. . .kegs... 1,176 2,352 00 Nails. ..do... 27,824 97,384 00 Powder. ..do... 518 1,813 00 Candles. .boxes. 2,350 14,100 00 Axes. ..do... 125 1,500 00 Bacon. ..do... 149 2,235 00 Tobacco. ..do... 1,000 12,000 00 Do. ..hhd.. 803 28,105 00 Broom-corn. . .bales. 650 7,800 00 Bar-iron. 2,6S1 160,800 00 Pig iron. ..do... 1,515 45,450 00 Grindstones. ..do... 2,674 13,370 00 ft'gs. 1,956 5,877 00 S. Doc. 112. Exports —Continued. 173 Species of merchandise. Quantities. Value. Coal. ... tons.. 81,500 $224,125 00 Refined copper. _do_ 101 38,3S0 00 Oil-cake. 100 1,920 00 Bacon . 1,294 64,700 00 Lumber. .. M feet. 1,116 10,044 00 Walnut. _..do.. . 165 2,310 00 Staves . . M feet.. 789 14,202 00 Leather. .. .rolls. 2,613 78,390 00 Stoves and furniture. 644 3,864 00 Stoneware. 155,148 12,411 00 Feathers. 920 32,200 00 Green hides. 4,447 13,341 00 Sheep-pelts. 886 22,150 00 Fire brick. _M.. 150 3,300 00 Wrapping paper. 7,616 26,656 00 Live hoifs. _No.. 80,000 400,000 00 Dressed hogs. 6,604 69,342 00 Horses. _No.. 630 50,400 00 Cattle. _No.. 2,889 86,670 00 Sheep. _No.. 6,220 12,440 00 Chickens. _No.. 5,300 530 00 Mattresses. _No.. 169 2,535 00 Hemp. 357 5,335 00 Furs. ...do_ 80,000 00 2,944,800 00 Merchandise. 3,681 Total value. 12,026,497 00 IMPORTS. Species of merchandise. Quantities. Value. Salt. . barrels. 90,607 $90,607 00 Water-lime. _do... 8,383 10,478 75 Lake fish... 22,294 144,911 00 Lumber. 12,263 122,630 00 Shingle-wood. ..cords. 929 8,361 00 Shingles. _M.. 3,988 8,975 50 Railroad iron. 7,383 366,650 00 Railroad spikes. 4,666 27,866 00 Stoves . 540 3,210 00 174 S. Doc. 112. Imports —Continued. Species of merchandise. Quantities. Value. Pig iron. 70 G $19,768 00 Bar iron. 498 20,990 00 Castings. 161 9,660 00 Crude plaster. 1,412 4,236 00 Bloom iron. 212 10,600 00 Lehigh coal. 514 6,168 00 Copper ore. ...do... 815 285,250 00 Marble. 1,213 42,455 00 Molasses. 884 14,144 00 Sugar. 5,082 86,394 00 Do. 775 50,375 00 Powder. 9,535 28,635 00 Nails. 2,980 10,430 00 White lead. 7,050 13,254 00 Leather. 4,550 13,650 00 Do. 1,120 33,600 00 Dairy salt.. . .sacks. 50,947 5,194 70 Coarse salt. 1,663 2,078 75 Shoes... . .boxes. 394 19,700 00 Hops. . .bales. 159 12,720 00 Green apples. .barrels. 8,277 16,554 00 Cranberries. 545 3,270 00 Siscawit oil. 100 3,000 00 Potatoes. .bushels. 11,000 5,500 00 Oysters. 607 3,642 00 Do. 2,066 37,188 00 Patent pails. 358 718 00 Burr-b'ocks. 1,148 1,435 00 Locomotives. ...No.. 22 176,000 00 Limestone. 784 4,704 00 Fire-wood. 424 848 00 Laths. _M.. 1,991 2,986 50 Merchandise, sundries. 25,083 20,066,400 00 Total value. 22,804,159 00 S. Doc. 112. 175 No. 12.— District of Sandusky, Ohio. Port of entry, Sandusky city; latitude 41° 22', longitude 82o 42'; population in 1850, 5,087. The district of Sandusky extends from Black river westward, including the ports of Vermillion, Huron, Milan, Sandusky, Venice, Fremont, Portage Plaster Bed, and Port Clinton, being a distance of fifty miles lake coast, and some fifty more of bay and river. In na tural advantages for commercial progress, probably this district is surpassed by no other on Lake Erie west of Buffalo Creek. Within its borders are several navigable rivers and one of the finest bays in the west, capable of furnishing anchorage to any number of vessels, at which they may safely ride during the most severe gales, and to which they gain access during the prevalence of almost a ny wind. The whole of the back country on which it rests is fertile and rich in agricultural resources, and sends forth annually large quantities of surplus produce over the different railways and canals by which it is penetrated. Vermillion, the easternmost of all the ports in this district, is situated on the lake shore at the mouth of the Vermillion river, about ten miles distant from Black river, and as many more from Huron. It has no remarkable features which require particular notice, but is simply a place for exchange of produce against merchandise, for its shipments to other markets. This statement exhibits the commerce of the port as follows: Imports. $116,295 Exports. 196,712 Total. 313,007 In 1847, the valuation was. $377,000 Huron, the next port in course to the westward, is situated on Huron river, about ten miles east from Sandusky, and has a good harbor, with this exception—that in some seasons there are accumulations on the bar at its mouth, which require removal in order to make access to it easy. A ship-canal has been constructed from this point to Milan, a distance of eight miles, by which vessels ascend, and load at the latter point. A railway was projected from this point to intersect with the Sandusky and Mansfield railroad; but it is not yet in progress. The commerce of Huron is valued as follows : Exports. $581,676 Imports. 877,155 Total. 1,458,831 In 1S17, the valuation amounted to nearly. $3,000,000 Milan is not, to speak with exactitude, a lake port; but an account of its business is necessary to a fuil computation of the lake trade, as no 176 S. Doc. 112. returns of its business are supposed to be taken by the collector at Huron, through which port all vessels pass in going up and returning from Milan. This commerce, according to the canal-collector, amounted last year to— Exports. $435,816 Imports. 690,185 Total. 1,126,901 As no separate accounts of this trade appear to have been kept in 1847, it is probable that they were included with those of Huron. Sandusky, the port of entry, lies on the south shore of a most beautiful bay of the same name, about five miles from its mouth, and contains about 8,000 inhabitants. This bay is about twenty miles in length .and five in width, forming a shelter large enough to give anchorage to the whole lake marine, with an average depth of twelve feet water. The bar at the mouth of the bay is sometimes enlarged, or its shape changed, by the spring-currents. A straight channel has, however, been dredged through it, at the expense of the city, in which there is about eleven feet of water. Sandusky city is the capital of Erie county, Ohio, and lies 60 miles west from Cleveland, 110 miles north from Columbus, 414 from Washington—directly facing the outlet of the bay into Lake Erie, at three miles distance, of which it commands a fine view. The city is situated on an inexhaustible quarry of fine building-stone, of which many of the best buildings are erected. The Bad river and Lake Erie railroad connects this city with Cincinnati and the Ohio, the passage from city to city occupying about ten hours. This road runs through one of the most beautiful and opulent agricultural regions in all the West, literally overflowing with the cereal produce of a young and productive soil. The Sandusky, Mansfield and Newark railway connects it with Newark, passing likewise through a rich portion of the State, and crossing the Cleveland and Columbus road, by means of which it has communication with both those cities. The advantageous relations of this city in regard to the central portions of the State, together with its superior harbor facilities give it an active commercial aspect. The deputy collector has furnished returns showing the imports coastwise to amount— In 1851, to. $15,985,357 Exports same year, to._. 6,459,659 Total trade coastwise. 22,445,016 Canadian imports, 1851. 272,844 Canadian exports, 1851. 99,088 Total commerce in 1S51. 22,816,948 S. Doc. 112 17T Total in 1S51.;. $22,S16,9S2 Total in 1850. 12,111,034 Increase. 10,705,948 Number of arrivals in 1851. 1,998 Number of departures in 1851. 1,990 3,988 The total quantity of wheat shipped from Sandusky to Canadian ports amounted— In 1851, to. 121,672 bushels. Coastwise. 1,SOO,000 “ Also 147,951 barrels flour, reduced to bushels. 739,735 “ Making a total equal to.2,661,407 “ The following comparative table will show the total exports from Sandusky for the following consecutive years: Articles, &c. 1849. 1850. 1851. Wheat. 829,210 1,552,69,9 1,922,069 Flour. 56,686 78,902 147,951 Corn. 98,486 288,742 712,121 Oats. if 9,881 18,634 84,198 Pork. 15,781 8,073 5,564 Hams. 10,800 287,1S7 175,900 Butter. ii 610,951 754,588 382,340 Cheese. u 3,660 545,685 8,100 Lard. ii 695,881 860,798 229,712 Tallow. if 274,712 176,379 115,337 Ashes. 1,908 1,568 2,082 Whiskey. 3,553 2,778 3,978 High wines. ii 2,491 5,278 11,916 Wool. 1,435,360 1,669,677 1,690,557 jTobacco. ii 183,259 316,000 549,046 urs. ii 42,800 61,126 109,125 ^°g s . 11,707 34,751 105,026 Salmratus. 11,000 30,000 20,156 Arrivals. 1,168 1,610 * 1,998 Clearances. 11,136 1,546 1,990 [Duties collected. $11,052 $20,806 $33,834 Fremont, formerly called Lower Sandusky, is situated on Sandusky river, about thirty miles from Sandusky city, and is accessible to ves- 13 178 S. Doc. 112. sels of light draught. Its commerce is gradually on the increase, as will be seen by the accompanying statements furnished by the deputy collector: Imports. $359,419 Exports. 314,530 Total for 1851 . 673,949 Total for 1S50. 217,843 Increase. 456,106 Venice, at the mouth of Cold creek, on Sandusky bay, three miles above the city, is the place of shipment for the products of two large flouring mills; the shipments in 1851 were 34,771 barrels, valued at $121,698. Another shipping point on the opposite side of the bay is at the plaster quarry, known as the Portage Plaster Bed, and its business consists for the most part of shipments of plaster, both ground and crude. In 1851 there were shipped of the ground article from this port 4,051 barrels, valued at. $5,265 Crude, 4,414 tons, valued at... 13,242 Total... 18,507 Port Clinton, the only port in this district not already noticed, is situated on the lake about ten miles west from Sandusky, and having but a narrow peninsula of land back of it, is not a place of extensive trade. The statement of the deputy collector fixes the value of imports for 1851 at. $59,049 Exports for the same year. 67,235 Total. 126,284 Besides the above-mentioned regular ports, there are numerous islands included within the limits of this district, among which are Kelly’s, Cunningham’s, Put-in Bay, and others, some of them affording the best shelter to disabled vessels, in severe gales, to be found anywhere on the lakes. It was in the immediate vicinity of this group, ,-and in fact in the midst of it, that Perry’s engagement was fought, and rthe killed found a burying place on the island last named. .The commerce of these islands is not large. Wood, fish, with some vegetable food, are exported and supplied to vessels, and supplies for Alie inhabitants are imported; but no definite returns on which to esti- cnna.te.fche value of their trade have been received. The following tables will exhibit the trade of the district in detail, •'-by \Vhich it will be seen that the total commerce was— In 1851...,. $22,511,570 Ja 1850,...\ . 14,907,788 Increase. 7,603,782 S. Doc. 112. 179 Years. Entrances. Tons. Men. Clearances. Tons. Men. 1851. 2,843 540,171 19,565 2,840 537,979 19,433 1850. 2,647 472,620 18,459 2,590 464,807 18,095 Increase. 196 67,551 1,106 250 73,172 1,338 The following table will exhibit a few of the principal articles of export from the important ports in the district during the years 1847 and 1851: Articles. Sandusky. Huron. Milan. Vermillion. 1847. 1851. 1847. 1851. 1847. 1851. 1847. 1851. Wheat.bhls. Corn.bush. Flour.bbls. Oats.bush. Fork.bbls. Beef.do.. Ashes.do.. Whiskey_do.. 1,818,754 162,265 113,066 150,000 10,150 610 1,817 2,815 1,800,397 712,121 147,951 84,198 5,564 1,084 2,082 3,978 266,000 1,079,099 1,588,866 11,114 7,082 100,000 22,789 2,644 2,653 1,255 100,000 1,813,058 344,784 266,222 1,973 65,423 248 1,390 492 1,574 698,574 1,364,000 U *8 s . c ■' 7 ' .3 1 3 ’o a i—i 258,778 220,264 1,763 56,033 439 297 535 1,402 718,000 1,456,500 40,000 1,000 2,000 20,000 1,000 500 ' 200 37,362 39,895 6,864 6,860 394 107 101 700,000 700,000 75,000 1,133,000 Staves.No. 67,859 There are enrolled in the Sandusky district 73 tons of steam, and 4,785 tons of sailing vessels; total. 4,858 For 1847, total. 4,322 Increase. 536 Abstract of value of domestic exports from the district of Sandusky, Ohio, to Canada, during the following years, viz: 1849. —In American vessels. $124 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 00 180 S. Doc. 112. Canadian trade in 18-51. 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 Quebec; dutypaid 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. railroad iron; value $49,47*6 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 Total. 174,716 Tonnage. American vessels British vessels_ Inward. 4 steam 1,494 53 sail.. 4,760 2 steam 280 15 sail.. 746 Outward. 10 sail.. 1,396 3 steam 336 9 sail.. 1,300 Total 74 22 S. Doc. 112 181 Imports coastwise into the district of Sandushy, Ohio, during the year ending on the 31 st December, 1851. Species of import. 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. W ater-lime. Cranberries. Lumber. Shingles... Shingle-wood... Fire-wood..... Cheese.,. Wagons. Stone ware. Cedar posts. Ground plaster. F urniture. Whiskey. Ploughs. Apples, green. “ dried. Butter. Pianofortes. Grindstones. Coaches and carriages. Laths. Sand. Timber. Hoop-poles. Quantity. Value. 21,011 tons. $10,505,500 900 “. 3,900,000 17,486 “ . 699,440 480 “ . 38,400 352£ “ . 28,260 1,241 “ . 198,560 192 “. 7,6S0 449 “. 44,900 73 bundles... 282 716 kegs. 2,506 81 boxes .... 889 2 . 700 3 . 3,800 40 tons. 400 12 . 96,000 2,745 tons. 11,100 52,738 barrels . .. 55,902 4,224 bags. 520 7,538 barrels. . . 52,766 2,058 “ . . . 12,348 1,502 “ . . . 2,255 1,099 “ . . . 6,594 6,809 M feet.... 68,090 11,075 M. 27,687 440 cords. 5,328 4,587 “ . 10,320 383,889 boxes .. .. 23,033 10 . 800 6,140 gallons. . . 614 913 . 114 2,690 barrels. . . 4,040 74,900 pounds. . . 7,490 603 barrels. . . 4,824 314 . 2,512 11,284 barrels.. . 22,568 90 “ .. . 317 279 kegs. 2,790 362 .. 72,400 75 tons. 1,350 85 . 17,000 3,976 M pieces.. 7,952 70,000 bushels... 1,400 220,000 feet. 17,600 9,000 ... 90 182 S. Doc. 112. Imports coastwise —Continued. Species of import. Quantity. Value. Marble.... .. .. 44 tons...... §3,525 113 Barley. 256 bushels. .. Lard .. .. 359 kegs.. , . _ 2,154 3,600 93 Powder....... .... ...... .. 950 a Malt. 206 bushels_ Tea. 196 chests.... 4,800 Oil. 60 barrels. .. 1,920 Empty barrels.... 560 2S0 Potatoes. 240 bushels.... 120 Shingle machine. 1 125 Brick.... 30,000 254 120 Miscellaneous goods. tons. 1,062 324 15,985,357 Sundries. 677 articles. .. Exports coastwise from the district of Sandusky, Ohio, during the year ending 31 st December, 1851— -destined mostly for the eastern market. Species of export. Quantity. Value. Wheat. 2,621,224 bushels_ §1,808,645 Corn. 1,282,509 ii 513,004 Oats. 239,936 a 71,981 Clover seed. 203 barrels. .. 2,842 Timothy seed. 740 ii 2,810 Flax seed. 1,859 ii 6,971 Hickory nuts. 643 ii 964 Express packages. 250,000 pounds. .. 500,000 Flour. 194,682 barrels. .. 681,386 Beef.. 3,038 ii 21,286 Pork. 7,196 ii 86,352 Whiskey. 5,552 ii 36,088 High wines. 12,598 a 91,326 Alcohol. 589 ii 12,958 Beans. 11 u 38 Eggs. 2,962 ii 14,810 Cranberries. 4 u 24 Ground plaster. 4,146 a 6,219 Crude “ . 4,414 tons. 132,420 Sweet potatoes. 93 bushels. .. 93 Ashes, pot. 3,214 casks.... 67,494 S. Doc. 112. Exports coastwise —Continued. 183 Species of export. Apples, green.. - “ dried.. Peaches, dried. ... Butter. Lard. Tallow. Feathers. Wool. Beeswax. Ginseng. Leather (in rolls). “ (unfinished). Furniture. Merchandise.. Rags. 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_ Shingles..... Gundstogeo....... ,,,, Quantity. Value 190 barrels.. . $380 86,452 pounds... 3,45S 16,408 “ ... 1,969 382,340 “ ... 3,823 267,337 “ ... 18,714 157,127 . « ... 13,370 36,351 “ ... 10,905 2,340,771 “ ... 795,861 3,295 “ ... 824 3 barrels. .. 100 51 rolls. .. .. 2,550 106,76S pounds... 21,353 188,700 “ ... 18,S70 810,093 “ . .. 162,019 656,101 “ ... 14,963 8,100 “ ... 486 247,026 “ ... 2,470 17,807 “ ... 1,780 113 barrels. .. 175 549,046 pounds... 54,905 187,100 “ .... 41,226 21,565 “ ... 1,078 128,425 “ ... 128,425 72,399 . 434,391 32,827 . 295,44E 1,331 barrels. .. 42,595 425 M feet. . . 5,375 5,947 M. 148,675 2,256 . 6,204 1,035 bundles. . 36,225 54 “ . . 2,700 1,084 . 813 411 bushels_ 205 20,156 pounds... 907 6 barrels. .. 42 42 tons. 1,680 197 “. 15,760 11 “. 880 3 barrels. .. 108 33 “ ... 495 2,046 M feet. . . 20,460 252 “ ... 3,528 530 M. 1,325 1,06$ tons. ., ,, 19,224 4 184 S. Doc. 112. Exports coastwise —Continued. Species of export. Quantity. Ship-knees__ _ _ .._ 60 . ’R.jtilmn.fl ties. .... 2,400 . Thuro'v vvaonns?.. 2 . Flagging stones. 50 M leet. . . 1,000 tons. Block stones. Stoves and furniture. 150 “. Glass ware. 5 boxes.. .. 1 box. Medicine...... ...... ...... Wood. 2,877 cords. . .. 1,494 barrels. .. 139,000 . Fish. Hoop-poles... Timber. 35 sticks.... 5 barrels. .. 10 “ 423,227 pounds. .. Ox-marrow. Neatsfoot oil. Miscellaneous. Total value. Value. $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, Sandusky, Ohio, . January 7, 1852. No. 13.— District of Miami, Ohio. Port of entry, Toledo; latitude 41® 38', longitude 83° 35'-; population 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 Perrysburgh 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 Perrysburgh is returned by the collector as follows: Imports... $264,755 Exports. 41,055 Total. 305,810 S. Doc. 112. 185 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 for an extensive 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 Evansville, Indiana, 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 railway transportation has hitherto been unable to compete on equal terms ■with water for the inland carriage of heavy freight, such as agricultural 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 constantly 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 progress and prosperity. 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 1S51.$22,987,772 Exports coastwise for 1851. 7,847,808 Total coastwise for 1851. 30,835,580 186 S. Doc. 112 Imports, foreign, for 1851. $33,007 Exports, foreign, for 1851 . 60,304 - $99,311 Total commerce, 1851. 30,934,S91 Entrances. Clearances. . 1,603 . . 1,609 . . “ 419,942 Total. .3,212. The total commerce of the district, including all the ports, for 1851, was— Imports. $23,301,741 Exports. 7,985,724 Total. 31,2S5,465 The same for the year 1847 amounted only to— Imports. $4,033,985 "Exports. 4,034, 1 '24 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 3,2S6 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 TEADE IN 1851. Imports. In American vessels. .$8,441. _duty $2,129 In British vessels.... ..18,028. .... do 5,390 Totals..... . 26,469. . 7,519 In American vessels In British vessels... S. Doc. 112 Exports. 187 $2,940 63,364 Total exports.66,304 Total imports and exports— In American vessels.$11,381 In British vessels.81,392 Total Canadian trade.92,773 Tonnage inward. American, sail. 12.1,742 tons. British, sail. 7. 934 “ British, steam. 2. 404 “ 2,080 Tonnage outward. 150 tons. 404 “ 934 “ American, sail British, steam. British, sail.. 1 2 7 1,4SS 188 S. Doc. 112 Statement showing the principal articles, their quantity and value, imported coastwise into the port of Toledo during the year ending December 31,1851. Articles. Quantity. Value. Assorted merchandise. 23,260 $18,608,000 Iron, bar and bundle. .do_ 273 18,200 Iron, railroad. 9,415 423,675 Iron, pig. 113 4,520 Steel. 18,928 2,082 Nails. 6,067 19,354 Spikes....._ .... ..... 10,099 50,499 Castings, iron. 187,558 7,502 Tin. 2,176 20,760 Axes.. 720 7,920 Stoves... .No... 4,199 50,386 Stove trimmings. 20,292 13,190 Hardware. 557 389,900 Hollow ware. 3,619 7,238 Series. 420 27,300 Machinery. 583 52,470 Stoneware. 16,650 1,665 Glass. 3,249 6,498 Cheese. 2,898 7,249 Coffee.. 647 9,058 Sugar. • 3,900 70,200 Molasses. 13,380 47,888 Tobacco. 33,810 5,071 Hides, Spanish. .No... 16,380 2,293 Hops. 23 2,760 Powder.,. 20,242 80,968 Spirits. 481 26,455 Oil. .clo._ 132 3,960 Candy. .boxes.. 677 2,031 Apples, green. 6,364 12,728 Apples, dry. 1,215 1,823 Barley. . do.... 27,505 13,752 Malt.'.. . do.... 3,672 2,295 Ale and beer. 1,554 9,424 Water-lime. 1,828 2,742 Plaster. 467 467 White fish and trout. 10,499 73,493 Mackerel. 150 1,800 Salt. . do.... 102,032 107,032 Salt. 79,080 9,885 Leather. .rolls.. 1,110 33,300 Boots and shoes. 6,098 243,920 White lead. 1,837 6,429 Coal, bituminous. 1,829 7,316 S. Doc. 112. STATEMENT—Continued, 189 Articles. ■ Quantity. Value. Coal, Lehigh. 770 $5,775 Pianos. ...___ .No... 220 44,000 Wagons. 43 2,580 Carriages, &c. 33 6,60 Railroad passenger cars.. .do_ 10 20,000 Do. locomotives. .do... 20 160,000 Do. freight cars. do«.. 150 71,250 Threshing machines. 61 16,775 Reapers. 75 15,000 Iron safes. 22 2,750 Household goods. 1,528 12,224 Marble. 1,777 63,972 Grindstones....No.. Lumber.ieet. Shingles.M. Laths.No... Pine logs.feet.. Horses.head.. Cattle.do_ Sheep.do... Express goods.packages.. Sundries. 1,054 11,837,747 6,277 2,569,715 1 , 000,000 101 29 221 Total value. 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 principal articles, their quantity and value, exported coastwise from the port of Toledo during the year ending December 31, 1851. Articles. Corn. Wheat. .do._ Flour. Bacon. Hams. .No... Pork. Lard.. .do._ Lard oil... .do_ Live hogs. .No... Live catde. .do... Live horses.. Live sheep. Beef. Tallow.. Quantity. 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 Value. $1,110,017 1,082,231 849,369 706,910 5,898 502,554 434,640 182,340 117,735 22,320 27,090 3,518 69,312 28,260 190 S. Doc. 112. STATEMENT—Continued. Articles. 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. Rags. Roofing paper. Carriages. Varnish. Peppermint, oil of.. Merchandise. Express goods. Sundries. Wash-boards. Total value. pounds.. . barrels.. _tons.. ...No... . .bales.. Quantity. 396,400 147 3,026 7,125 193 Value. $19,820 3,822 45,390 21,375 5,190 105,000 _bushels.. .do.... .do._ .....bags.. .. .barrels.. .. .bushels.. _barrels.. __boxes.. .kegs.. __boxes.. _pounds.. _barrels.. .do._ hogsheads.. _barrels.. .. .bushels.. hogsheads.. _boxes.. _casks.. .rolls.. __bales.. .do.. .do.. .do.. .do.. __casks.. _M feet.. .M.. _pounds.. .rolls.. .No... 64,441 199 675 814 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 . .barrels.. ..pounds.. __do._ packages.. __do._ —dozen.. 56 400 403,513 9,081 785 7 , 19,332 398 337 1,221 29,136 8,105 4,068 2,304 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 10,875 121,175 32,011 62,621 943 5,841 2,300 4,368 500 161,405 917,500 302,800 2,355 847,808 S. Doc. 112. No. 14.— District of Detroit. 191 Port of entry, city of Detroit; latitude 42° 20', longitude 83° 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 head ot 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 internal resources, it will not ultimately equal or exceed in all the actual realities of progress and prosperity. She has more natural harbors, involving but little expense or labor to render them available in all seasons to all 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, Kalamazoo, and St. Joseph’s—the six last named flowing into Lake Michigan, and the rest into Lakes Erie, St. Clair, and Huron, and the Detroit and St. Clair rivers. Although scarcely one third of the above area is under successful cultivation, yet Michigan is already known, 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 superior to that of any other State ; her exports of flour amounting to 500,000 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 Buffalo, 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, 192 S. Doc. 112. on the Detroit river; Mount Clemens, on the Clinton river; Algonuc, 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 unrepresented. 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 Illinois, as also St. Louis, and other southern cities, with nearly all their lumber and shingles; besides sending vast quantities to Detroit, Sandusky and Buffalo. The St. Clair, Sandusky and Maskegon lumber is as extensively known in the West 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 importance 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 persons 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 Gibraltar and Trenton in the shipment of staves; and at Port Huron, Newport, and St. Clair, on the St. Clair river, ship-building is prosecuted 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 them, 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 expense, 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 flats of the St. Clair, and carrying 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 F ond du Lac, at the head of Lake Superior, N. latitude 46° 50', W. longitude 92° 20', to the mouth of the St. Lawrence river, in 46° 20' N. latitude, 65° 35' W. longitude. S. Doc. 112. 193 It is not, in fact, too much to say—so imperatively are these improvements 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 bay, 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, since it lies some considerable distance off the direct line from Buffalo to Chicago. The port, however, imports all the supplies necessary for the lumbering population, and exports what may be stated, on a rough calculation, at 10,000,000 feet of lumber annually. At the Thunder Bay islands little business is done beyond the shipment of the produce of the fisheries; and to what extent these are carried on in that locality, owing to the total absence of all returns, it is impossible even to hazard a conjecture. On Lake Michigan, the ports of Grand Haven, St. Joseph’s, and New Buffalo, are places of shipment of produce, and importation of supplies to a reasonable extent; while Grand Haven, Maskegon, and Manistee, are all great exporters of lumber. The commerce of the district, independent of Detroit, which is the principal depot for the commerce of Michigan, cannot fall short of $8,000,000, and may exceed it, though is not possible to state it with precision, for want of the needful reams. Detroit, the port of entry of this district, and capital of the county, is a finely built and beautiful town, 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 27,001) 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 salubrious, 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 varieties of the latter, which can be raised only with great care to the 14 194 S. Doc. 11*2. eastward, as the apricot for example, and some of the finest plums, growing here almost spontaneously. The waters 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, occupying a commanding situation, enjoying all the advantages which arise from a central position, a magnificent river, and a harbor of unsurpassed capacity and security, Detroit has arrived at a stand of commercial eminence from which it can now never be dislodged. The Michigan Central railroad extends to Chicago, via New Buffalo and Michigan city, a distance of 25S miles; and the Pontiac railroad 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. The commercial returns from Detroit are of the most conflicting character; but the following results are believed to approximate as nearly to a true estimate ol the actual commerce of the port as can be attained: Imports, coastwise. $1-5,416,377 Exports do. 3,961,430 Total. 19,377,S07 Imports, foreign. $98,541 Exports do. 115,034 Total. 213,575 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. 27,591,4S2 The tonnage of the port of Detroit alone was— Clearances, for 1851_..,2,611 tons 920,690 men 41,931 Entrances, “ “ ,2,5S2 “ 905,646 “ 41,546 Total lor 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 1S47, however, the business of the district was represented as fol- S. Doc. 112. 195 lows, ill the various ports, and by these some idea may be formed of their comparative value: Place or port. Value of exports. Value of imports. Detroit. $3,883,318 $4,020,559 Monroe. 1,139,476 817,012 Trenton. . 8,425 66,000 Brest. 12,000 St. Joseph. 833” 917 517,056 Grand Haven. 265,06S 220,000 Kalamazoo and Black rivers. ... 100,738 60,000 Ports north of Grand Haven. ... 58,250 45,000 Saginaw. 45,702 18,000 Port Huron. 159,400 100,000 St. Clair. 59,320 30,000 Newport. 14,772 20,000 Algonac . 37,820 15,000 Mt. Clemens. 168,711 123,200 Total. 6,786,957 5,991,827 Add railroad iron. 6,991,827 1,000,000 Grand total. 13,778,784 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 18,370 sail. Canadian trade in 1851. Imports.—In American vessels In British vessels_ Exports.—In American vessels In British vessels_ . .62,685 Duty collected. $6,215 - 16,819 98,540 23,034 .. $74,072 .. 40.960 115,032 196 S. Doc. 112. Total imports and exports.—In American vessels.SI03,927 In British vessels. 103,645 213,572 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. 5S,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 S. Doc. 112 197 Imports coastwise into the port of Detroit during the year 1851, with their value. Articles. Quantity. Value. Merchandise... 18,000 $14,500,000 Coal. 30,106 150,530 l J ig iron. 1,120 28,000 High wines .... 800 8,000 Hogs. 220 1,320 Wool. 81 4,050 Barley. 2,120 848 Marble. 831 8,310 Fish. 4,119 20,594 Flour. 1,827 5,938 W ater-iime. 2,117 2,117 Starch. 101 250 Powder. 721 14,840 Whiskey. 2,301 8,408 Salt. 40,207 40,207 Lard. .kegs ... 3,ISO 15,582- Cut stone. 2,000 800 Building stone .. 421 4,210 Glass. .boxes... 5,011 10,022 Staves. 331 6,620 Lumber. 1,190 11,900 Horses. 237 9,480 Paper. 1,831 3,662 Sheep . 913 2,393 Hides. 1,141 2,282 Wheat. 3,753 2*450 Fruit trees. 900 18,000 Plaster. 7,900 7,900 Do. .(crude).. 1,340 6,700 Sugar . 350 35,000 Castings. 910,000 36,400 Iron. 24,304 121,520 Molasses. 403 6,045 Oil. 500 15,000 Leather. 1,100 22,000 Pork. 620 9,300 Codfish. 7,110 284 Bark. 900 2,700 Nails. .kegs.... 18,300 73,200 Apples. 1,100 2,200 Railroad iron_ .bars._ S,340 93,074 Salt. .bags- 18,700 2,500 Bacon. 10,000 700 Cider. 100 300 198 S. Doc. 112. Imports into the port of Detroit during the year 1851—Continued. Articles. Quantity. Value. Coffee. 1,140 $14,592 Tobacco. .hog-s heads. 61 6,100 Tea.. 610 12,200 Crude potash . ..tons_ 211 12,661 Corn. .. .bushels... 4,500 1,800 Stoves. 3,300 33,000 Shingles. .thousand.. 240 240 Wagons. 43 4,300 Stoneware .... .gallons .. -5S,4S0 5,84S Total. 15,416,377 Exports coastwise from the port of Detroit during the year 1851, with their estimated value. Articles. Quantity. Value- Flour. 460,325 $1,453,596 Lumber. . .thousand feet. 30,717 245,736 Wheat. .bushels... 897,719 618,403 Shingles. .thousand .. 12,944 25,888 Laths. .do. 8,445 21,102 W r ool. .ba les.... 2,977 178,620 Pork. .barrels... 1,704 20,448 Furs. ..._bales.... 420 42,000 Fish...... 4,150 12,450 Hides. _.number... 1,484 2,96S Oats. .bushels... 48,546 14,563 Beef.. 568 4,544 Starch. 248 12,400 Hams. 8,000 640 Leather. 529 26,450 Rags. .tons._ 61 3,660 Salaeratus. .boxes. .. 51 255 Coal. 960 4,800 Nails. .kesjs. .. 34 136 Hay. 1,231 3,693 Sheep. 413 500 Pig iron. .tons.... 343 10,290 Oil. .barrels.. 135 3,240 Cranberries. 1,479 4,437 S. Doc 112. 199 Exports from, the port of Detroit during the year 1851-—Continued. Articles. Quantity. Value. Water-lime... .barrels.. 170 $170 Corn. 378,070 151,228 Corn-meal._ .barrels.. 1,667 4,9S9 Staves . 10,856 217,120 Ashes. 2,207 55,175 High wines.. . 2,783 27,830 Fish. 7,336 43,996 Shingle bolls.. 693 4,851 Salt. 281 2S1 Potatoes. 3,518 1,055 Whiskey. 1,359 10,872 Beans. 179 358 Hogs. 2,375 23,750 Merchandise .. 12,090 453,300 Ale. 70 420 Brick. 893 1,179 Clover seed_ 129 2,580 M.ilt. 150 172 Copper. 277 110,800 Cattle. 256 7,6S0 Butter. .kegs... 1,106 13,212 Horses. So 5,100 Bark. 135 405 Wash-boards .. .dozen .. 50 300 Ice. 1,510 7,550 Broom-corn._ 135 1,350 Apples. 4,S8S 4,S8S Total. 3,961,430 Statement of freight carried over the Michigan Central railroad during the year ending December 31 , 1851 , m tons and thousandths. 202 S. Doc. 112. No. 15.— District of Michilimackinac. Port of entry, Mackinaw; latitude 45° 51', longitude S4° 35'; population 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, from Sheboygan, Wisconsin, 43° 41' north latitude, 88° 01' west longitude, northward, including Manitowoc, Two Rivers, Green Bay, Lake Winnebago, with all its ports, 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 present day, when a systematic and steady colonization may be said to be fairly established, together with a practical and successful development 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 commercial affairs of this continent, though it may be appreciated by a few far-reaehing minds, is litle foreseen 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, bv 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 S. Doc. 112. 203 capable ot supplying lumber for the entire consumption of the Northwest. And, fourthly, the incalculable wealth of the mineral regions of Lake Superior. These lour 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 felt 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 speculation—with a rapidity and steadiness hitherto unknown in the commercial 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 tiir 1839, as regards exports, although the imports are necessarily something inferior, owing to the smaller extent of" country at present looking to Manitowoc lor its supplies. The exports are principally lumber, laths, pickets, ashes, shingles, furs, wood, white-fish, &e., &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. 100,721 Making a total of. 183,843 Entrances, 788; tonnage, 227,940. A few miles norih of Manitowoc is the port of Two Rivers—also in Wisconsin—well situated lor 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, &e.; but, whenever the land shall be cleared, its exports will consist of grain, wool, animals, and other agricultural produce, such as is liirnished’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 supplies, 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 transportation, will undoubtedly prevent any trade west of it from passing to the lake shore eastward. The local business, however, necessarily 204 S. Doc. 112. 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 following results show an excellent commencement: ° __ Imports in 1851. $115,000 Exports in 1851... 112,763 Total. 227,7G3 Of the imports there were for local purposes. $42,5S5 Ditto for home consumption. 72,424 Total. 115,009 Tn 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 head of the great basin of the same name, and the outlet of the Fox river. This port, 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 improved the navigation of the Fox river, flowing from Lake Winnebago into Green bay, as to admit the ascent of small steamers to the former; whence, by a further improvement of the Fox river, and a canal connecting it with the Wisconsin river, the passage is free to the Mississippi, entrance to which is had about two miles below Fort Crawford. 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 4S7 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, therefore, there is an uninterrupted steam communication from Buffalo, S. Doc. 112. 203 : Oswego, and Ogde nsburg, or the Canadian cities, and the mouth of the j St. Lawrence, to St. Louis, New Orleans, and the Balize. ' This is certainly indicative of a new era in the practice of inland l steam navigation; as it will open at once an easy and direct communication 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 Territories advantageously into the market at no distant day. This line of communication also brings the lead mines of Galena nearer by a hundred 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 lor 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 Fere, and Fond du Lac, all well situated, with good harbor facilities, and rich agricultural regions circumjacent. The public 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 directions. 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. The completion of the Fox river improvement will, however, demand much greater facilities, henceforth, than have ever before been brought I into requisition. No details of the business at Green Bay for the season I of 1851 have been received, but it is notorious that the commerce of ! this place has advanced incalculably within the year; and in the absence ; of accurate information, it may be fairly assumed as follows: 1 Imports. $2,000,000 Exports. 1,000,000 Total.. 3,000,000 This estimate of imports may, at first view, appear too large; but, when it is remembered that the country, in the rear and around, is comparatively new, and unable, as yet, to export anything very material, and that the tide of emigration, constantly and regularly pouring in, demands a great quantity of supplies of all kinds for subsistence, for which it must be temporarily in arrear until the land shall be cleared, cultivated, and brought up to the standard which shall constitute it an exporting in lieu 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 Michilimackinac, il might properly be made a port of entry, with the shores of Winnebago, 206 S. Doc. 112. Green Bay, and the lake coast, from the straits of Mackinaw to Manitowoc, constituting a new district. Debouching into Green Bay, flow from the northward the rivers Oconto, Peshtego, and Menomonee—the hitter a large stream, and formerly, tiir some distance, the frontier line between the States of Michigan and Wisconsin. On it are situated several saw-mills for the cutting 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 watershed 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, bringing down a vast volume of water, and occasionally spreading to a width of GOO 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, belonging 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 lor 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 nowise superior to the neighboring tribes of 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 military strength, the 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 unassailable height within half a mile in its rear, from which, in effect, at the commencement of the war of 1S12, 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 reduced to an immediate surrender. It was lor a long time an important depot of the American Fur Com- S. Doc. 112. 207 pany, and is still maintained as a military 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 exports being fish and furs, the latter becoming annually more and more scarce; and the imports, blankets, ready-made clothing, fishermen’s supplies, 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 1S51 were. $3,967 Do do 1850 . 3,261 Increase on 1851. 706 Duties collected in 1851. $818 Do do 1850. 663 Increase on 1S51. 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 20 miles below Lake Superior, with a fall of about twenty-one feet. The river St. Mary’s is, in all, from Lake Superior to Huron, about sixty miles in 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 islands, principally 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 exceed one mile, with a lift 22 feet, and that the banks of the river nowhere rise to above twenty feet above the water-line, and are composed of soft, friable rock, imbedded in easy soil, it is astonishing that a ship canal has not been opened long ago across this trivial portage—trivial in regal'd 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 navigation of the finest lake in the world, furnishing and requiring all articles necessary to build up and maintain a large and prosperous trade. In no other respect, however, is this obstacle slight or trivial; for *208 S. Doc. 112. 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 heavy ore returning down this route—must all be transported overland at extraordinary difficulty and expense. Even large vessels, several in number annually, are transported over this portage by means of ways and horsepower ; 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 for a few seasons, defray not only the interest, hut 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.” Materials of the best quality can be easily obtained, as the report goes to show, from Scovill’s Point, on the Isle Iloyale, or the ..on islands, for the completion of the works, which would not, it relieved, at any rate exceed half a million of dollars. The effect of the removal of this untoward obstacle—wdiich 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 be 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, undoubtedly a wise and prudent policy, founded on the experience of all ages, and in nowise savoring of rash or speculative 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 construct 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 advantage are to be opened or secured to itself. And the result of this S. Doc. 112. 209 would be the diversion from the citizens of the United States of the large sums payable, in the way of tolls, on a work ten times more expensive than would be requisite on the American side. The business of the Lake Superior country for 1851 is estimated as Follows, for tl|p articles which crossed the portage at the Sault: Imports, 100,000 barrels bulk; in which arejincluded 2,000 bundles pressed hay; 20,000 bushels of oats and other kinds of grain; provisions, 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 only free communication with the lakes below to send forth the rich mineral treasures of that region in exchange for the manufactures and merchandise 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 waler 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 flavor 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 eastern markets in order to supersede all varieties of sea-fish, for unquestionably 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 American 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 mouths and the construction of piers to prevent the formation of bars, might be converted into excellent and spacious har^ 15 210 S. Doc. 112. bors, in the immediate vicinity of some of the most valnable mine®, where the want of safe anchorage is now severely felt. The mouth 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 supples 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 iSault Ste. Marie to the Isle Royale, is rich in iron and copper ore, and it is scarcely possible to conceive the results which may he expected, when the present mines shall have been developed to their highest standard of productiveness, and others, as unquestionably they 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 overland, 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 positive 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 explicit, and with details sufficiently full, to the perfect understanding of a subject at once so intricate and so important. Canada trade in 1851. Imports.... $3,967 Duty collected...$818 No. 16 .—District of Milavaukie. 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, and the returns embraced in this report, being the first S. Doc. 112. 211 that have been made of its lake commerce, give little opportunity for comparison. 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. Sheboygan 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 projection 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 of Port 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 m,ay 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 Sta te of Wisconsin, the soil about Southport is of a na ture to encourage agricultural pursuits; and in consequence the back country 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 sanguine. 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. 212 S. Doc. 112. 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 population of Racine in 1840 was about 1 , 500 ; in 1850 it was 5,111. The principal business, however, is done on piers, which project torn 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 similar 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 Mississippi 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 previously, or as it probably would have done in the event of good or average crops. The city of Milwaukie increased in population from 1,712 inhabitants 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 period. 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. S. Doc. 112. 218 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, published 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 exception, in the reports of the lake districts. The following table will show the business in a few prominent articles of trade, in this district, for export from the several ports; and the comparative trade of the port of entry for the years 1850 and 1851, according to the returns. Articles. Milwaukie. Racine. Kenosha. Sheboygan. Port Washington. 1851. 1850. 1851. 1851. 1851. 1851. Flour_barrels.. 113,233 3,832 2,331 181,904 47,098 175,723 22,233 226,256 385, 840 29,120 262 987, 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 Wheat.bushels.. Oats.do_ Barley....do- 233,052 59,769 55,169 31,168 30,731 20,160 3,650 1,000 2, 009 1,500 Wool.pounds.. Hides.do- 9,250 69,440 Ashes.tons.. 276 1,050,000 201 900 1,833 247 1,199 3,384 200 The imports consist principally of assorted merchandise necessary for the consumption of a new country—salt, and the household property of emigrants. This district reports no trade with Canada. # 214 S. Doc. 112. Statement showing the principal articles of export and import, comtt&ise, in the district of Milwaukie, during the year 1851. IMPORTS. Articles. Quantity. Value. Merchandise Sundries. Salt. Salt. Fruit. Fish. Lumber.— Laths ... Shingles. Cedar posts. Whiskey. Coal.. Pig iron. Water-lime. Cut-stone. Cheese. Tan-bark. Railroad iron, See, 30,594 tons. 6,980 “ . 31,985 bags. 34,881 barrels .. .. 17,517 “ .... 1,208 “ .... 40,401 M feet. 4,556 M. 13,125 M. 12,788. 6,517 barrels 2,177 tons. 507 “ . 2,329 barrels 350 tons. 124,240 pounds .... 1,375 cords.. 556 tons. $15,297,000 3,502,287 4,098 43,601 26,275 4,832 404,010 45,560 26,250 2,556 65,170 15,239 12,400 3,494 1,75.0 7,454 27,500 27,800 Fruit trees .. Locomotives Potter’s clay. 11,150.... 4. ... 150 tons 2,787 40,000 450 19,560,713 EXPORTS. Articles. • Quantity. Value. Flour. 142,015 barrels .. .. $426,045 Pork. 5,000 » .. .. 7(0,000 Beef. 4,043 “ .... 28,301 Wheat. 687,634 bushels.... 412,580 Oats. 193,405 “ .... 38,681 Barley. 137,163 “ .... 274,327 Wool. 372,708 pounds.. .. 111,812 Hides.i.. 504,500 “ .... 20,180 Ashes. 1,418 tons_ _ 141,800 Lard. 46,000 pounds.. .. 3,280 Broom-corn. 843 tons_ 8,430 S. Doc. 112. Exports —Continued. 215 Articles. Corn.. Merchandise Lead __ Lime.. Brick. Hay.. Ship-knees.. Lumber Laths___ Shingles_ Fish.. Wood. Staves. Hops.. Hoop-poles . Potatoes Sundries. .. Quantity. Value. 72,342. bushels.... $28,936 1,535 tons. 767,000 987,840 pounds.... 49,392 2,500 barrels .... 3,700 853,900 . 4,265 250 tons. 2,500 279 . 5,580 1,833 M feet. 18,330 247 M. 2,470 1,199 M. 2,997 3,584 barrels .... 14,336 10,000 cords. 20,000 200 M. 4,000 10 tons. 4,000 50 M. 500 25,000 bushels.... 7,500 4,534 tons. 2,093,855 4,564,797 No. 17.—District of Chicago. Port of entry, Chicago; latitude 42° GO', longitude 87° 35'; population in 1840, 4,470; in 1850, 29,963. This district is about eighty miles in extent of coast-line from Michigan City, in Indiana, to Waukegan, Illinois, 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 $000,000. 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 hour, 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 216 S. Doc 112. will not fall short of the general progress of its own and the neighboring States. The account of the tonnage of this place is as follows: The entrances at Waukegan during the year 1851 were 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 export : IMPORTS. Articles. Merchandise. Lumber. Shingles. Laths. Salt. Flour. Apples... Whiskey. Lime. Broom-corn. Sundries unenumerated T otal imports. tons. . M.. .M.. . M.. Value. Quantity. 1,110 4,368 809 475 $555,000 43,680 2,022 4,750 barrels. ,..do— .. do... ... do... 2,804 371 809 451 do. 210 bales 108 4,206 1,113 1,213 4,510 315 168 2,757 619,834 EXPORTS. Articles. Quantity. Value. Wheat.bushels. Oats.do... Corn. do. 173,129 64,090 29,874 8,943 1,480 3,340 250 62 35,800 $103,977 12,918 11,949 4,471 1,480 10,020 3,500 372 10,740 35,391 Barley . do. Seed. . . do. Flour.barrels. Pork.do. Engs.do. Wool.•„.pounds. Sundries unenumerated. Total exports. 194,818 619,834 Total imports. Total commerce of Waukegan. 814,652 S. Doc. 112. 217 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 farthest advanced into the country, which supplies its export and consumes its import trade. It is, on this account, most favorably situated tor 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 city, 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 ascend a lock of about eight-feet lift, and thence, on their way to the 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 connect 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 Illinois with a net-work of railways, by which Chicago shall be connected with every portion of the State; and beside these lines, two or three others are projected with the intent of connecting that city with Green Bay, Milwaukie, Beloit, and Janesville, 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 enviable commercial position for the present, and her brilliant prospects for the future. In 1840 Chicago had a population of less than 5,000; in 1850 it numbered 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,^00 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 of the commerce of Chicago, which will.be found interesting as showing the progressive 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 imperfect to a fuller and better developed system of cultivation. 218 S. Doc. 112 The progressive value of the imports and exports of Chicago is exhibited during a series of fourteen years, which will be found to give the best idea of the actual progression of the place. Imports. Exports. In 1836. $325,203 $1,000 1837 . 373,677 10,065 1838 . 579,174 16,044 1839 . 630,980 38,843 1840 . 562,106 228,635 1841 . 564,347 348,862 1842 . 664,347 659,305 1843 . 971,849 682,210 1844 . 1,686,416 785,504 1845 . 2,043,445 1,543,519 1846 . 2,027,150 1,813,468 1847 . 2,641,852 2,296,299 1851. 24,410,400 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: Wheat, bushels. Flour, barrels. Beef and pork, barrels. Wool, pounds In 1842. . ... 586,907 2,920 16,209 1,500 1843. . ... 628,967 10,786 21,492 22,050 1844. . ... 891,894 6,320 14,938 96,635 1845. . ... 956,860 13,752 13,268 216,616 1846. . ... 1,459,594 28,045 31,224 281,222 1847. . ... 1,974,304 32,538 48,920 411,488 From 1848 to 1851 no valuation was made of the importations or 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.feet.. Laths.No... Shingles.do... 38,188,225 5,655,700 12,148,500 60, 009,250 10, 025,189 20,000, 000 73,259, 553 19,281,733 £), 057, 750 100,364,791 19,890,700 55, 423,750 125, 056, 437 27,583, 475 60, 338,250 S. Doc. 112 219 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_ 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 2,996,747 1,524,600 182,758 1,086, 944 1,617 684,600 850,709 209,078 500,000 Wool.pounds Hides.No.. 520,242 CANADIAN TRADE IN 1851. Exports of domestic produce and manufactures. In American vessels.. $93,008 In British vessels. 23,117 116,185 Imports. Duty collected. In American vessels. $4,935 $1,204 In British vessels. 876 182 5,811 1,386 Tonnage inward.—American vessels—steam. 2 652 tons. sail. 2 290 “ British vessels—sail. 2 428 “ Tonnage outward.—American vessels—steam. 5 2,183 tons. sail. 7 1,628 “ British vessels. 2 428 “ The country around the city 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 JPlaine, 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. 220 S. Doc. 112. 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 1S51, to $173,390. According to Judge Thomas’s report, made in compliance with a resolution of the river and harbor convention, in 1847, the first shipment of beef was made from Chicago in 1833; but that shipment must have been very trifling, 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 imports 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 balance 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 from the lumber districts of Michigan and Wisconsin, 125,000,000 feet 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 i%ached the Illinois; while of lath 12,000,000 left Chicago for the south, of which 11,000,000 passed beyond the terminus 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 partially seen in the returns. In 1851 there were slaughtered and packed, for American and English markets, in Chicago, 21,806 head of cattle. The shipments of S Doc. 112. 221 beef during the same year were 52,856 barrels; and it is hardly necessary 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 wliich are already contemplated, 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 1851 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 principal articles of export and import coastwise, at the port of Chicago, during the year 1851: EXPORTS. Flour. Wheat. Corn. Barley. Oats. Hemp. Beef.. Pork. Tallow. Lard. Hams. Shoulders Hides. Wool. Tobacco. Timothy seed . Steam-engines Sugar. Salt. Reapers. Articles. .barrels.... .bushels. ... .. .do. ..-do. ...do. .pounds.... .barrels. ... .. .do. .pounds.... ...do. _do. ...do. number.... .pounds.... ...do. .barrels_ number.... .barrels.... ...do . number_ Quantity. Value. 71,723 $215,169 436,808 262,084 3,221,317 1,159,674 8,537 4,268 767,089 15,218 694,783 41,687 52,865 370,055 20,522 287,308 1,084,377 65,062 2,976,747 238,140 899,504 81,960 650.955 32,548 31,617 88,527 1,086,944 326,083 482,758 48,275 1,670 11,690 15 75,000 709 14,180 3,581 6,371 552 55,200 S. Doc. 112. Exports —Continued. Articles. Quantity. Value. Potatoes.bushels._ Merchandise.tons. High wines.barrels. ... Leather.pounds.... Lead.do...... 2,000 78 2,491 1,878. 33,875 1,375,872 144,380 564,500 7,215 448 $500 1,872 1,245,500 18,780 16,937 6S,793 14,438 564,500 3,657 13,440 48,555 Iron.do. Furs ..do...... Buffalo robes..do. Cattle.number.... Sundries unenumerated. 5,395,471 IMPORTS. Articles* Quantity. Value. Merchandise. 37,368 $21,081,300 Barley. 12,331 6,165 Flour. .barrels. ... 6,630 19,890 Wheat. .bushels. .. - 26,084 15,650 Lumber. . .thousand feet.. 125,056 1,250,560 Shingles.... 60,338 150,845 Lath. .thousand pieces.. 27,583 275,830 Timber. .cubic feet.. 410,679 21,500 Sugar. .pounds. ... 3,139,800 282,582 Molasses. 81,156 32,462 Salt. 128,541 192,811 Castings, car wheels and axles, .pounds.. 347,500 17,000 Stoves. 9,742 97,420 Wood. 5,924 11,848 Wagons. 198 9,900 Nails and spikes. .pounds._ 44,034 2,642 Locomotives. 4 40,000 Leather. 41,567 20,783 Iron. 10,286 411,440 Fruit. 9,836 14,754 Fish. 5,257 11,316 27,036 Coffee.. 135,792 Coal. Sundries unenumerated.. 30,000 150,000 142,190 24,410,400 S. Doc. 112. 223 THE LAKES. Heretofore the various districts of collection have been presented separately, with such statistics as were attainable and deemed necessary, in regard to their respective trade, tonnage, local resources, avenues and outlets for external communication, and for the facilities of exporting and importing produce, merchandise, &c. In many cases, however, the establishment 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 identically the same qualities and facilities—it has been judged best, with a view' to presenting a general and comprehensible synopsis of the various 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 confederacy 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, with 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, furnishing 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 little 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 thousand, 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 twenty- 224 S. Doc. 112. 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, affording 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, Horn a fine port on the St. Lawrence, crossing the upper end of the lake, to Burlington, 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 descent, 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 internal 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 afforded 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. S. Doc. 112. 225 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 ramiffcations 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 licensed tonnage to thirty-eight thousand tons. The first steamer was launched on this lake in 1816. LAKE ERIE. This lake, winch lies between 41° 22' and 42° 52' N. latitude, and 7S C 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 th^great lakes. Lake Erie is singularly well situated with regard to the soil, character, 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, a,a the southern shore, a portion of Pennsylvania, and thenoe to the river- Maumee, at the western extremity of the lake, the whole coast—pro-- duetive 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 rolling, 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 cultivation magnificent crops of wheat, corn, barley, and oats, besides feeding 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 16 226 S. Doc. 112. 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 dav 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 promontories—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 Pennsylvania. 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 GO 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 ferries 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 vessels of 134 feet over all, 2G feet beam, and 9 feet draught, stowing 3,000 barrels under deck. By means of this fine improvement, it has free egress to Lake Ontario, and thence to the St. Lawrence; and by the various improvements 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 important; 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 Cincinnati; the Ohio canal, connecting it with the Ohio river at Portsmouth, one hundred miles above Cincinnati, and again (by a branch to Beaver) with the same river about forty miles below Pittsburg; the Erie and Miami canal, from Toledo to Cincinnati; and the Wabash canal, connecting the Miami and Erie with the Ohio at Evans- S. Doc. 112. 227 ville, in Indiana; and with the Wabash river navigation at Lafayette, 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 Buffalo 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 Brantford railway to Brantford, Canada West. It has, again, through the State of Ohio, the'Cleveland and Columbus railway, the Columbus and Xenia railway, and the Little Miami railway, to Cincinnati; the Sandusky and Mansfield railway, connecting with the Cleveland and Columbus road at Shelby ; the Madison and Lake Erie railroad, from Sandusky city to Springfield, and thence by the Little Miami railroad, in one connexion, and by the Great Miami railroad (the Cincinnati, Hamilton and Dayton road) in another, to Cincinnati; and the Lake Shore railway, destined to be carried to Toledo, where it will connect with the Michigan Southern railroad to the head of Lake Michigan and to Detroit,whence it will have access to New Buffalo and Chicago, and ultimately to Galena and the Mississippi, and Fond du Lac, Winnebago, and Green Bay, on Lake Michigan- The estimated value of the commerce of Lake Erie is $209,712,520. But it is difficult to define accurately between the lakes, so closey is their trade intermingled. The licensed tonnage of the lake is 13S,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 in and seas above and below it, not exceeding twenty miles in length by thirty in width. It has an average depth of twenty feet of water, although its mud fiats between Algonac and the embouchure of the Thames river are extremely shoal, covered with luxuriant crops of wild rice, ar.d navigable only by a shallow and tortuous channel, never capable of admitting 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 of 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 xvith wild meadows, affording rank grass as their sole production. From the principal 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 Canadian 228 S. Doc. 112. 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 supplies for passing steamers and sailing craft, although some ship-building is done on its waters, and the largest steamboat running on the lakes was launched upon them. No separate returns of the small shipping places in the district of Detroit 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 immeasurably wealthy back countries on both sides of Luke 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 displayed by the British and Provincial authorities in conquering the fur superior obstacles presented to navigation on its lower waiters, 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 furnish it, is taken into consideration. LAKE HURON. This superb sheet of water lies between Lake Superior on the northwest, Lake 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, inclusive 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 easternmost cape of northern Michigan. It is said to contain thirty-two thousand islands, principally along the northern shore and at the northwestern 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 depressed 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. S. Doc. 112. 229 At the southern extremity of the Great Georgian bay, whence there is a portage via Lake Simcoe to Toronto, not exceeding a hundred miles in length—the future line of a projected railway—is the small naval and military 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, w ith 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 river 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 contains several secure and commodious havens. This lake has no outlets 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 certainly 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 communication 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 MICHIGAN. This, which is second of the great lakes in size—inferior only te 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 84° 40' and 87° 8' west longitude; is 300 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 230 S. Doc. 112. miles in length, by thirty in breadth, well sheltered at its mouth by the Traverse islands, and having lor 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, O’Plaines, and Chicago rivers, from Indiana and Illinois ; and from the northern peninsula of Michigan, the Menomonie, Escnnaba, 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 southwest by Indiana and Illinois—supplying corn and beef of the finest quality, in superabundance, for exportation; on the west by the productive 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 lower 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 improvement, connecting it with 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 lines. To the eastward, by the Michigan Central and Southern railroads, it communicates with the Lake Shore road, and thence with 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 Mississippi 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 were, 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, with 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 recipient of the waters of a line of lakes extending hundreds of miles farther S. Doc. 112. 231 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 portion of the Minnesota Territory, and on the north and northeast by the British possessions. The lands immediately adjoining it are, for the most part, 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 difficulty 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 subterraneous treasure. The isles lioyale 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 characler 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 232 S. Doc. 112. Superior, which is appended to this report, and which, it is believed, contains most correct and valuable information. As yet, beyond the mining stations and the village at the Sault, Lake Superior has no towns or places of business except the points for shipping the 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, unless 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 nutritious 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 interests, on the part of the individual States of the Union, and a little more, activity and enterprise 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 lor, the public lands in those regions. Geology, Mineralogy, and Topography of the lands around Lalec Superior; by Charles T. Jackson, M- I)., lute United States Geologist and Chemist, Assayer to the State of Massach usetts, and late Geologist, to the Stales 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 remarka ble of the great American lakes, 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 valuable 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 surface is about 600 feet above the level of the Atlantic ocean, and its bottom is 300 feet below the level of the sea. The ancient French Jesuit Fathers, who first explored and described this great lake, and published 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 S. Doc. 112. 233 southern shore to the middle of tlhe 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 geopraphical surveys with considerable exactness. Reference to a former report to the government of the United States, by myself, (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, notwithstanding some omissions and interpolations, lor which I do not hold myself responsible, to contain much that will tend to throw light on the mineral resources of the public 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 themselves 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 Royale, though rarely visited by the passing vessels, affords the 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 La Pointe ; 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 is required in navigating its waters, and boatmen of experience never venture 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 precipices, directly from the water’s edge for many miles, afford no landing- 234 S. Doc. 112. places. This is the case especially along the cliffs at the Pictured Rocks, and on the coast of Keweenaw bay, called I'Ansc 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, afford 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 this 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 snow is not regarded as an obstacle 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 temperature 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 temperature of about 39£° or 40° F., which is that of water at its maximum density. It is known that Lake Superior never freezes in the middle, nor anywhere except near its shores, from which the ice very rarely extends to more than ten or fifte.en miles distance. Occasionally, in severe winters, 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 deposited upon the shore at distant places; but even animals, such as squirrels, rabbits, deer, moose, caribou, and. bears, have thus navigated the w aters of Lake Superior, and been landed on islands to which S. Doc. 112. 235 they could not otherwise have gained 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 territory, 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 circumstances 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 overestimated, 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 wilderness, 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 to the Falls of St. Anthony; and possibly we may see the trade of Hud- 236 S. Doc. 112. son’s bay flowing into the United States, through Lake Superior and our other great lakes and rivers. For that great hay 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 Hudson’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 important mineral regions in America; and it should he 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 he 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 preductions; 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 working 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 rocks of the Devonian group, and contain the characteristic fossils by which that rock is determined to be the equivalent of those ofEifel, as has been fully proved by Mons. Jules Marcou, the geologist sent to the United States by the government of France, to make collections for the Museum of Geology in the Jardin des Plantes of Paris. These Devonian rocks, like those of Mackinac, have been mistaken by two geologists who have reported upon this district, for Siberian limestones; by whom 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 Silurian 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 lithological characters they appear to belong to the Permian system of Verneuil and Murchison. Above the Sault 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 S. Doc. 112. 237 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- i 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 sandstone 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 refutation. 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 I and Dead rivers, and find slate rocks, granite rocks, sienite, hornblend rock, and chlorite slate. In this group of primary rocks we fine mountain masses of excellent specular iron ore and magnetic iron ore mixed. These mountains of iron ore were originally explored under my directions, by Mr. Joseph Stacy, of Maine, who first called public attention [ to them in 1S45. They were subsequently examined by Dr. John | Locke, and Dr. ffm. 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 Superior, 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 country to the westward of the sandstone, on the coast, to be crystalline; but the geological relations of the two rocks have never been ascertained, nor have their mineral contents been seen by any one. Following the coast to l’Anse, or Keweenaw bay, we find on the south side of that bay large beds of slate rocks, some of which are good novaculite or whetstone slate. On the northern side of the bay we find a long series of cliffs of red sandstone perfectly horizontal, or at most wavy, extending all the way to Bete Gris. This sandstone, as before observed at Sturgeon river, surrounds a mass of Silurian limestone containing shells, known as the Pentamcrus oblongns , one of which I dis- 238 S. Doc. 112. covered in a piece of the limestone brought to me by one of my assistants 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 sulphuret 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 mountains 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 wasted their money in attempts to work calcureous spar veins that are perfectly dead lodes, or free from copper. 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 copper 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 conglomerate 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 off, as I had ventured to predict it would be, by a heavy stratum 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 country. 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 the finest locations for mining purposes that I have seen, the vein being exposed in the face of a cliff'300 feet above the level of the southwest S. Doc. 112. 239 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 half way 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 widening of the vein, it ought to be from two to three feet wide. 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 solid 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 dollars’ 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 separation 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 commenced 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 engaged 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 uncivilized 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 Superior 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 Company, 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 abundant, 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 the Boston and Pittsburg Company at the cliff, cannot fail to prove of great value. 240 S. Doc. 112. 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 valuable 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 they are now to be seen with 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 veinstones peculiar 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 conglomerate of coarse water-worn pebbles, and strata of find red sandstone. 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, “ across the country while on Isle Royale the copper veins more frequently run parallel with the trap ranges, or 11 with the country." On Isle Royale, as near the Ontonagon river, on the south shore of 241 S. Doc. 112. the late, massive epklote 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 Scovill’s 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 limited to allow of our judging of the value of the numerous veins upon that remarkable island. At Washington 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 line 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; hut the bay is one of the favorite stations for fishermen, who pack annually great numbers of siskawit [ydmo siskawit,'] the fattest and finest species of the lake trout family, and large lake trout, nama.ycush, [salmo amethjstus,] and white- fish, attiliawmeg, [coregonus albus ,] for the western market—from 900 to 1,000 barrels of these fine fish being salted and packed for sale each year. The siskawit nria,y 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 limited. 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 delicate, 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 partridges, being found in the woods, and ducks in moderate numbers upon the waters. Agriculture has scarcely begun to tame the wilderness in the vicinity of the copper mines, and the only crops raised are potatoes 17 242 S. Doc. 112. and a few hardy northern esculents. Small cereal grains—such as oats, barley, 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 prairies or to 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, especially that now densely covered with a tangled growth of small, stunted spruce and fir trees, would be likely to undervalue the agricultural 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 agricultural produce raised upon the soil. The forests also are filled with excellent timber for building purposes; and, where the growth is of mixed trees, such as sugar-maple, yellow' birch, and pines, the white and yellow pines are of large dimensions, 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 wall become of commercial importance; and that time will arrive the sooner if the ship canal now proposed 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 sulphur, and occurs as yellow copper pyrites, or as gray or black sulphurets 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 law's 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 f :ologists and miners by its wonderful lodes of native copper, and by e lumps of pure silver which have been opened and brought to light by enterprising companies and skilful miners. S. Doe. 112. 243 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 deposition 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. Although 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 subject, 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, narrowing 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 for, the most successful of those opened upon this part 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 Michigan. Much may be expected from the explorations now going on upon the northern shore of the lake, under the authority of the Canadian government, since the wisdom of that province has perceived the importance 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. 244 S. Doc. 112. 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 and 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 productions of all kinds—productions of the field, productions of the forest., productions of the waters, productions of the bowels of the earth—regions 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 wrnters, have been as inaccessible as the steppes of Tartary or Siberia, and the value of the productions whereof must have been swallowed up in the expense of their transportation. And this country, these waters, hitherto so little regarded, so singularly 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 republic, 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 thrifty, 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 seventy-seven thousand and sixty-one tons of steam, and one hundred S. Doc. 112. 245 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 exports, $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 versa. 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,SOI 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 prosecution of the fisheries, and the bringing to light of all natural resources— facilities of transportation 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. >• 1 -—Statement exhibiting the trade and tonnage, American and Canadian, the tonnage enrolled, and the amount of duties collected, in each of the collection districts on the lakes, and the aggregates of the whole lake commerce, for the year ending Dec. 31, 1851 S. Doc. 112 0*0*0005©f«H-3 , -**QOIOCOOO , * , *'<* lNO^fGOQO’-^UtiOOTr'T-.COGeOr^ IiOOJOWOJCDOMSrfOJOWO !>05QONfHt>.«iOMiOTl'ffiiCDO (OrPrt«l«O'HQ0riHa0flJ®H o* 03 io co at io co t>. ^ go oo § © 1.0 OD 30050 05 rt> CO £- CO 10 nffiffi 05 GO © CO 05 O* O* *>. rf f-1 GO O) l> W5 rj« lO 00 03 05 CO O lO Tf NNOOJ "5 go *> qo 300 05 tO 05 CO lO CO O 05 CO CO 050050HNHrtkC50CCTfO ■^ftOGCOOi—i 50 50 rji H rf QO O O *sl* U. J \XJ 1"^ __ _ 5 0lOOfO(?3003NGO^'050CC5d T^h'io'co"' go" icf ■*r' of ccT ci ^S?§ ns, §5^5 rt S® 0 2 • d ^oooo«i^o CpOOOiO^NNO CO (M t>» o 00 o N 05 O fr. CO 05 CO Ti< o 50«N^iSN500 MNOOXQO-iC C^’^'<^00 05 05 t5*o t> 01 05 1.0 ©* •'tiONNoaiogb'- oo O* O CGb.»0 05iDC00O05N 50 05 00 TJ< 50 ao ^ O N »f GO 00 «® a N f-* o WNOO|U5’T500C^O ^5000^ 00 05 0 OH«50h5£l(NTjK5 kO a «« S i s g ODKafcooD * Had the coastwise exports from this district been valued at the same price per ton, in the article of merchandise, which ruled in the valuation of some pthef districts, the amount of exports would have been increased by the sum of $2,725,269, or fully three hundred per cent. CANADIAN OR TO REIGN TRADE. S. Doc. 112- 0) Oil b* u; O o O t'**-05^'05 05*f00 lo^ttcoion ^ i.o qd qo o h « h ao co ^ i> \o & SO A© i" c© a a t>. <—< o co c© 05 © os o H f-i w ® i-i CO 10 *- tt— i tjj p. v. 1 t <«»v w w ^ -ir c C00COCO^O5C^O5CO>Ot*l>»’-‘J>iOSP |0l!NHb.O01Ob*’tQ0if;b»b»L'5a .•wMMIOWODWlNOli-'CDiOTriNCOW t^coTreoco'^sscoaoosi-i-Tfi*-©: ©> to t—I cc ^^OGO^iWOOOiOifaiOHN ' ' 00 C$ tg ^ -^ " — *s rf CO O iO CC (N N ^ 5C TfCC5lC^ , tO5O , 1 , i0i5 ..OTT^rt^Tfcicob-cocoococc 'L 0* 05 ^ rtlfi M i5«br05'30-O5C0OrT l ' ,! T^^* —y- 1 - 30 iO UJ H iO 00 't CO O 05 C© CO © i© CO CO C© co i> ©* .cmNh £<£»iOasCP*OC0'«':C5a0 CO ^ gIMOlN «t«o o i> ©* 05 05 O 05 CO to J N O b- j t' X b- 5 CO CO J> ©i © 5P-W © a f'1-«>f -« w — g! g ^ % § II g g.* ©pC 00 ^ crt 50 ©.5 © -I-. fiSoISflSSo W p£^ OJ ro jg «/ w •■— bOOOEOO? STATEMENT—Continued. S. Doc. 112 «corfCHOon^ooon oowcjciciOTfTfoMrfciocii: Ctt©COl>*-»tOT}<©C£>©3t!^O©>©C0 OCJNlOWiOrt'fifl^ffiCfOON M ■'J OD H.OJ lO H o O H Win in c COTfCO®C^Tfir5iTOt^.»O^O^WG^QC D 7Z l^O^M^OC&rHOC^WOOOCO 0)«WCOOi!OGO«WCOCf5’n , OOfC 'd'OJTj'OOhCCOi-* t>- f>» CC CO © © Tt . . _ . , j» io o o l-: o oo c co o «o LO CO *t Ij) rt ^ rt H (s O H O lO LO c con*«fr,^T*LO 00 fc>.»_O'<^c&c*< 2 >*ac Oi 00 WH^CC«Hb®Q®Ok 0 Ml 005 C 5 ¥ 0 :oot*C5'o^LOoo^«aDGOi'-coc gC(NL'5Q'N0i«L0O«i>b>O'T’tc fr C* C* r- OJ ©* cc WINOSCCDHOnM^NM' Tf‘GO(M l O«CD^Mi:'fl'TfaDO ~ C3 Ci 02 I" CO- CO ^ •«t a tM U3 ONCOOTflsNOiCOW^Nt-'OCl a O^OMOOOMOWiWlCOCO ®NnC5«5ClOCOC)N«COCi^i/5 mfooccxMocoaj^acD'r"^^ Q0u0O3CCO>aDrfcO©5iO© OiCCiOtOOf-iOrr GG CO 04 00 G» C^CO a a> 4 ? gsjS* £> &JT © fc® ta 47 g£ g 2 S>£ f gs ©! J c3 J k £.2 3 -H OQdiOi?;A^Oc£S CO CO lO t- Ci a i> & •<* $ S o 2 a s! 2S OOCJTfO (NC5NOIOOOQO UO CO rHOO^QOCOTfCOTt*rfb.?O^CO r—1 iju -vi' jj -vl w xj- -si- 17 w isf • ■ .i QO(COO0cPONO)i.O55OOCpO w* •—> 'J-i ' v»t *-* "-s - ss OL'3'1'Tt'rt«^CW^>0««« H Tf CO CO T* CO CO O O rf N QQ U)WOC5(SN lO O 05 CO UOolOOZRUtOtsSftSau STATEMENT—Continued. S. Doc. 112. CO 05 CO CO ©4 t© CO CO Tf O C»6 t'. tO t© © CD 40 00 04 ©4 CO ©4 to w 05 eo NX'l'HOS tO 05 t© tO ©4 VO ©4 CO lOtNHWXHTf^X OONCCNOC5N 10 05^051—it'.tOi-^CO OO CO ©4 ©4 j> rtNCO otoot to CO H t". 00 1-1 to TT CO O CO O CO OtrtHNrttOO © CO O) ©4 05 tO MOCNN ©4 ©4 CO tO © CO 05 ©4 oo ©tOOitONNO h. f-t 10 CO ao l>» to CO CO ©4 NCOlO CO CO ^ CD CO Tf ©4 05 t*. 05 CO CO © CD 00 tO CO C5 04 tO CO © OO CO © *> Sg.Sgoaf'SJ .13 .s ' f § & |Is 8,3 lH-3 11 -g s 6 l §-§ I g 1 '% £ &g gt 11 a OG020O«MPh5J02SPSSO © o CO 00 QO 05 OOJHOIO COODMO ,VJ3 QC 03 & M => ki =3 oj 13 IT w ^ J>C'OOoDOO»M^^ocSfiSSo STATEMENT—Continued. S. Doc. 112 co a CJOCi CON O 00 1 > uO CM CM .CMHt-COCOt'-Ht<00 KOOCOiflHO'* Cl O CD H W rf Ci 1-i i> CM airHGO’TfCOOOb-TtGO OOOOIONOtTOI^ OCOtOOMO^OCO 05 W Tf CO O *t 1.0 O t- Oh CDOC1 CJ Ci CO Odd CO o i> v 0 > O CO CM O i> t>. f- CO OS •<* 05 CO CM t> (M iO © Spi** ® M 58 - ss^l? p p _ c3 £ d4"3 © _S «: - ° >OOQ£ STATEMENT—Continued. S. Doe. 112 <£> cs co Tf X VC U.O rf< t-. x r-t ©4 C ift lO ©S i-*! ©S rf rji ©4 1-t co r>. (NHOU5 TfCOTf 04 04 t—t © Tp Tf ©S ©S ©4 03 Q3 CT ?CN& OS VO rr c© CO ©4 ''tf ©4 u© Jv. vCi'-OsCOOCOCD'^CQ © OS N r-uO lO LO CO 04 Os 04 © l- O rf miiCiCCO'l'MNO 04 O <© CO VO rr CO CS OS 04 o t> OS £> i> o CCCON 00 CO CO O X CO © O CO IC'I'H GO to 04 50 CO rf i-l Of 04 vC CO 04 Cs ?> 04 X O X l'- CO cs vC X cs H © O 04 04 CO © 4>^©C404©S©XC0 V.O 04 l> CO O O h © N (N O O i> fr* (O 00 GOONt'N'iOOOCO 04 rH CO CO t'- CO CO ©3 tJ< vO Tj< © CO X rt< VO o t-. 4> X H N M>» ^ O N C0 0Di>ri C5 J3 O H d >, .. yn r> '3 s .S “ ® EiaS 5* « .3 C0 -* en FL c3 i» O rN JX v a m cs a ® « - = h is (* □ >OOUoqCC 5^S^O£K^ STATEMENT—Continued. 254 S. Doc. 112 00 iH i& NgOOWCiO^cOHioo® ^N(N©®aD®OOirtOtWhO {»0 O^OrfC^i^’^CO' , 9'C^»-(C5GO C*. X © I> --i O* c«oo®wt> TflON «rt c* tO t^» iD C* CO hH^CCCN to co co co i> o* 3 Oi O) © lO ^ Q0l>® CO X X t- o o o o O 10 o OU5CO iO CO CO <0i CO ooaa’i'rf O) r- l> CO X to t- 05 Nr-iTfN CO X "”81 io t> o* <-i co to t>- to lO a ®«Hf X O O* hxccco CCX^fO) iC CO O* TP TfCtC)® CD t>. Oi ^ o* XXX HtOO a oi x © CN S¥> $ 5h^= s •= o 15 c8 e3 £ 2 JS £ 2 m £ ^ § h ® £ § I §*2 5.8.S 3 £ Statement exhibiting the quantity and value of some of the principal articles of domestic produce and manufactures exported fi the collection districts on the hike frontier to Canada during the year ending December 31, 1851. S. Doc. 112 . 05 o 1.0 CO o e> uO CO aoioo 05 Oi lO 05 o o O VO ^<0 0)0 CO N- c* o* tp co CO 05 tP lO 05 CO CO ^ Tj « 00 o? o n* r-f CO 05 O* CO n. o* n. iO CO tp CO CO O CO CO 05 00 i« CO TP 05 O CO O >i 5 NO GO CO tP OCONO i> Tp rtNO O O CO TP s I?. .2 .2 *, —» J ’"' ®H £j-t a rSi « « s 08 ?>s?®goS^ U)’"^ ^ &cS b-2 Bjs a hntS S? « r§ ■I 3 I ■C tf ’?« 's '3 c3 3r g.'S Is 2 1J Z* W r s » ® V © 3 V g & a » ® J3 se oJ jj M ® <043 ao £ 3 oo <0.3 3 3 d 3 z h 3 « >OOOojOO^iWf40tiQSft^SO STATEMENT—Continued. S. Doc. 112 *>. © o j> © © © © cd © oo ao o © co cm Di VC TP CO CM Tp © O •'S' 00 © © © NiOGDOOJ CO © ■'f © irt Oi vQ CO vO rf © TP © 04 iM © tP Di CM © Tp lC © © © tP tP 00 W TP S'* © CO © © i> vD CM CO vD © tP tP © © rf © © |> CO © CO © © 1-1 © © © Ci _ © © CON'trt © © © © © © OO © CO © CO © © CO CO Tp CO CM J> © V-O CM S CO © CO © © 00 00 CM t-* © © O* CO © © lO © 00 © ■'T © © vO CM CO © v0> uo r* oo cm P—( Tf © D* 00 t-* CO rp © r*H tP -*P © CM © Tp © 00 TP CO © GO lO © © lO © CM co co •sa.mjottj •nTOUI put? ‘UGrpOQ , HCOCJ CO T* {-~ -f 00 CO lO CO C5 0 C CO :■! (M I 1 ■SOJltyOUJ •rmt?ui put? ‘noil iO CO C n rf rf *S9.ntJ.'J'RJ •fmuur put? ‘poo^V MIlUJTlDLlStJ JO SOpUjl'G I9t{JO C5 00 CO c ao iO COO j) Xii 53 cS " ^ S_| » c- ^ W ~ •- K*OOOBOa^ffi(iiOi)agfiSScj S. Doc tooooo lO ^ OD ^ O O •<* lO 00 00 QffiC5 1'»X , 1 , CJO X lO 'Tf 03 o o' ^T". — iTTi /“^v i*i“> »0?mHruOw® vo i>. yo os o* ?n rf c\* & p®NN 'X) i.O 0* 00 OD SO lO ■i 00 CO ffi of TO 00 O) 00 30 i> •ono^s puu uaq^uji ! O) cp;o C5 •so.in^otg -Tlimil puc ‘SSVtQ ; t-H CO TJ* 05 05 •WIIU ou$*uieiu ooDBqox Vo so 'O SO ’f N 35 -S* GO O CO ■iT9TI0I} pire sqooff liO r- iO ♦■‘•t GO 'so.in30^ijn • r amupmj ^SooacooS-fSAloaQSPSfeo S. Doc, CO 00 CO 05 O CO O © o fl rc r§ -a — CJJ' 5 © ® UK OOOoQOOftW S. Doc. 112. 261 (M CD C* ID O* CO CO a a ^cooooocs '>»• fi S 45 *5 c3rf«5 45 .3 3 ^ 3 S. Doc. 112, •> 39 CO CO GO ® j> co t> co ic a ® O0 0)0 O tT 1.0 OJ CO ® Ci CO CO lO *>» C5 >0 O i> CO CO lO CO CO CO C5 "*p Oi lO CO l''. 00 i'- cj co O TP LO CO ctt Tp CO CO 04 CO 04 uO 04 CO Tp tp tP C3 M N l> CO tp 1>- ro c3 o Ci 00 CO O CO CO l> 4* e£g ® CO oc c3 CO lO ® ® lO o CO CO LO CO o CO rr O) co ® 00 CO ® 04 r-t CO tP vO \n- ® ® t-~ }>. t' t» 05 CO ® C5 CO CO C5 TP CO if C C— a o o w w tp CO GO CO 04 CO CO 2 a 00 CO tO 00 CO ® fc- Tp 04 ® CO s o ® ■d* H C5 « lO tP <3> TP £ iO CO uO CO CO tCO) iC ® 05 CO TP C GO N CO lO 04 i>. os *» 04 05 l>» ® 1—1 Tp CO 00 TP CO 04 CO I-*. CO TP 04 lO TP- rp CO 1—1 TP CO iO 05 t>. no so i- 04 CO o o o o o o o © o '>»■ >® -o r o ^ rr i 'O & ’ o o 3s a ® •'O © « «3 S g to -2 2 S’-* >y 2 » § 2 -+-> JTft ^ ® SP s y ^ 2 .H ‘C ,g S «l CT"® S S C 3 ^ cj a i> o ©^3 m c 5 S So 5.2 s g 3 § .5 © S CO ^ >oooa20^^p;PHOo2^PiSSu No. h^Statement exhibiting the expoi't trade of the collection districts on the take frontier with. Canada during the year 1851, distin » guishing between foreign and domestic produce , and showing what portion of the former was entitled to drawback, and voheiher exported in American or British vessels. Doc. 112 CTO CM »D •— lOTfCO'OiOCO'Ni'-TfCD ^aiifl«Hr- CM 05 "A 1M O rf CD 03 H C oo TP M rr uO 05 00 CO t- a. CO CD t-'OCXfM'-’b-COiOCOiO-’fO: C^HWCtOHCBHr^COC: t- *> © CM 05 iD CO (M CO lO CO 1-1 if} CO 10 ^ C OCO^HrrQOoC; CH> CO ^ 55 O CO CO _ at iO <30 O CO oi a; U} CO to lO ^ 55 O ffi *'?(M-05r-(X0iC0C: rf -rf (M 00 iO L.O I-. CM CM \D CO cm cm a. CM i>C5«^COOC5 5.'1< 1 . i-iv-tiOCOCOCOt'-^COCM iOQOCJCOiOOrtOOfOl'. o CO CO i!} CO CO iO JO c lOCO-^OO CO O CO ^ CO CM CM CO 05 C5 05 JO o) O ’t io lO N a C C5 O'-tOaOCOCOHOJOGOCOJOrl'O •W> m *-tf (—i M*!P0003COJ0 1'.WC3C5 XiOCM(Mi-tCO-iCO!MX 1.0 MO CO CM CO CO ri ICO H uo CO CD co >-h © 05 M h- tP cfj I’M l>. iCO TP 00 t>* CO O CO ® & 1.0 05 CO lO CO LO CO CD CO t- CD CO i>. © t* 1 t>. iO 00 00 CD CO . X X 10 55 Tr x CO *>. CD kiO 05 05 05 X CD CO 05 CO 05 (M X SO t>. tP rf CD 05 CM CO cccon to CD CD X X CO CM © CM t'. uO tP X Tf«r^iOO^c^ ’fHTfOOTf OC5CC10 Nrt30N«0050(NCD WffiiOCD«OONO ?0 cooaow 10 CO CO fO o ^ cv* ic **r w io i£} t-- ift GO rf 00 o © .a .-; t= s-i » (4 2 Jr lI: C -5 >oog®oo STATEMENT—Continued S. Doc. 112 Tf rC >f5 H W tO X 05 O'* tc lQ lO H lO CC Q ^ C 5 <£>r-COt>.l'»GOt'» T- i> CD hlOM coto rt< In. CO iQ CO CD CO CD Tf< CO GO <&> tO O to o ^ tODO)«ODOMtO X O i> x CODONtOiOONiO X co LOXCl'fOWDN^ 1> t- LO X ©5 eo © co 05 1-H CO ^ ^ 05 10 CO CO |n» © CO t- X CC CD to rf 05 O 05 CO O to 05 05 O OXCOCDOCOCDCD C0COtbC5t>OC0t'» h X N to rH Tf Tt* X -rf CD «NH«XO CD CO pH 05 O tO CO In. C5 CD^In-CDCOOCOCOOCO*^ l>. 05 X 05 CO CO CO to ^^O^'COXOO^DiO’f (OO'ONWXOOX tO 05 OC 0 CDC 0 CDI>H CO Nft CO rH C 0 CDl^»CDOC 0 C 0 C 0 05 ^ CD H O 05 05 t- O Tf « CD r-i ffO CO CO >*0000000 © O OOOOOOO’T'.i- © 0.-002 ns T 3 ro rfl ^ rs ^ £>£ n© h© A n© g .3 1 * * * ‘ 1 ' 0 O 1 * . 3 * ' 05 £3 ® a c *d 5 •’H B o jp 2 as o 3 &,a © ‘S O ® a §)j§ r ® § .§ I gif 3 Ss'lll » tS (j M ® co 03 ^ cc cy.in s ~ © fl D z D w "* t^uOOaaOOI^MOHQcGSft^^U Tp 00 Tf» GO iH O i> CO Tf CO « 1C N CC ® CJ CNC5L.Ot''*C£>iO>Ot>.£» n^W'i’ow® oc a co O b- O CO t>. 00 LO o-^orf MiflOC (N O CO ® l> CO CO N CO O (M pH O © © C ^ ^ O S. Doc. 112 No. 7. 267 Property coming from Canada by way of Buffalo, Black Rock, Oswego, and Whitehall, during the year 1851. Articles. THE FOREST. Fur and peltry.pounds. Product of wood— Boards and scantling.feet.. Shingles.M... Timber.cubic feet. Staves.pounds Ashes, pot and pearl.... . barrels. 382 AGRICULTURE. Product of animals— Porlc. - barrels. 19 Bacon. .pounds. 6,000 Butter. ...do... 12,788 Lard. ...do... 700 Wool. ...do... 95,020 Hides. ...do... 16,317 Vegetable food— Flour. .barrels. 19,302 Wheat. . bushels. 150,960 Rye. ...do... Com.do... Barley.do... Oats.do... Bran and ship stuffs.pounds. Peas and beans.bushels. Potatoes.do... All other agricultural products— Cotton.pounds. Clover and grass seed.do... Hops.do... MANUFACTURES. Domestic spirits.gallons. Linseed oil.do... Leather.pounds. Furniture.do... Machines and parts thereof.do... Iron...do... OTHER ARTICLES. Stone, lime, and clay.pounds. Eggs.do... Fish.do... Sundries.do... Buffalo. 11,186 10,200,427 164,000 2,989 356,151 Bl’ckRock. 12,393,957 370 44,492 104,143 12,296 | 90 6,000 21,416 10,470 3,882 2,200 11,669 2,000 83,317 8 950 2,475 5,729 2,800 34,132 74,209,425 6,645 232,855 Oswego. 889 4,898 141,209 343,932 684,280 70,176 19,844 111,291 64,896 56 68,679 2,860 455,778 Whitehall. 1,041 24,090,425 1,929 1,187,371 2,081 154,461 4,835 7,589 7,989 25,606 243,084 3,509 21,132 1,101 25,862 1,120 13,900 184,638 172,363 132,091 679,501 Total. 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 S. Doc. 112 e> ^ 05 o j 00 coco co CO tP tP 05 Tp 00 04 o -i W TJ- n 05 04 t- l'. CO o o o CO 00 TP tO l>. CO tO 04 CO CO TP on CO 05 CO CO 00 CO Tf 04 04 rH 05 05 O O O rf tO CO CO tO 04 tO 00 oo CO CO O CO 05 ^ tH to CO 050 WMO •<* tp oo i> 04 TH 04 C © CO CO CO o 04 CO TP 04 O tO 05 tp CO TP t- CO H 04 TP • S 8 O CO CO o COOM-NNOW 04 CO TP O © CO 00 04 GO 04 04 CO 8 h CO TP CO ^35 >0 r*«* ^5 CJ V CO CO CO 05 f- o to to 1-H CO CO C CO 05 05 05 TP 05 C to 04 00 00 TP O 04 CO O tO TP 04 CJ COTPNOCO CO 00 TP CO 05 Tf £- 05 ^5 , ^ 04 04 © <^c^ © Q 6<3 <**0 o o 0000 O Tp © o SS 05 O 00 to 04 GO 04 O TP U T. © te ft Sj •g.®* ® fe ^ ^ U a 10 a rn ^ £ © a be © o o M“CO ft « © a <0 © '■“* bft a ^ © © HH o' © C © §?p« S. s^i = o 12 — r» sjj £ c ? » © © C 3 »t oh 1 ■£ £ a a S 5 « ^ .3 ©43 uo a is « ©.2 a u s 3 •-* ® ifH :© -3 t>(JOU03OOfc5KfcOi«SQSStJ instance, balance that of the column of imports. STATEMENT—Continued. S. Doc. 112 !>. © tO t- 05 ©5 t"» CO lO 00 t— 22 «Mi3 lO 00 tw © GO O* © iH CO © tP 00 05 00 lO N CtOOCO O © tO O O Tf to o O Ol co tj< 2 oo o o © © tj< h. tO © © r>- co tO ©I © 10 © © t>» to © O* Oi to Oi CO t» © CO to tP i> od © to © © © CO TP © © tP © tP t6 Tf © CO t- tP X © "* X tO © CO © ^ © © TP © X © © CO © CO © © © (t' O © -^ N X © CO CO CO © © tO to TP © 00 to X O* TH CQ J> 1> Oi © X i>. I- © <0* t- CO 3 I A w w — a s ft r*t & g O © O ^ W Ph © © ^ »CO o. 2 * © i—t ff Xi o HP c3 ►£’ >.r* .T*l §>£0 <3 !> " O c ^$y "at fc>0 oo A3 a-, t at AT 2 S w at «u oo S £ « © J* $ © s- c5 & OaTt & C £ 5 jS ©a y AT — — i« 2 * ^ o> a © j; S «s jj » « © 2 «! « a* COW.— win © fl iS w S —A STATEMENT—Continued. S. Doc © Tf lO co tp o W © GO CO CO tp co © © © © Oi © CO ifl © X © CO 1> TP Oi o © c- © X © © © k-O TP © © © CO 00 TP X © © © © It CO N CO CO o X © © ' Oi © X © i> © © © © © © TP © X © © © ^ ^ ^ ^ f> “ 5 » » g »? S d’ 3 H^S' > £ bCE~ y > ~ r-j © Qj rt w § «’ s P 5 * a ooZsficia; © J3 oc cS 3 kOO^oQ S. Doc a © © oo © © C3ii5«M SCO STATEMENT—Continued. S. Doc © © b* ic © © b- OMOM O* CO X fr* Ot © X l*0> i> o> O'* © © CO lO t"« Tf X O* Tf © Tt> lO t> ©i u0> © OJ o © X CO CO uo © © lO J> OOCtOO X © © © © ifc Oi I • ^•JJ ®'GO c ^ ^ " «e 0.2 _ 0~ ~.-£ ff S ^•pr|’S |3 « ® -=3 STATEMENT—Continued, 273 S. Doc. 112. GO O D* c* o O id .spfua C3 3 MASSACHUSETTS. Roads. Miles in operation. Miles in progress. Perk shire. . ... .... 21 Poston nnrl Tjnwell . .. ____ _ 23 Poston nnrl Maine_____ 83 Poston nnrl Prnviflenee .. 53 Rtonahtnn hrnneh.. .. . 4 Boston and Worcester..... 69 Cape Cod branch.... 28 Tlnre.Viester nnrl Milton . 3 Pastern. 58 Pssex (Salem to Pnwrenee). _ . 21 Fall River....... .. 42 Pitehhnr.o-..... . 67 Fitchburor and Worcester..... IS Powell anrl Pawrenee. .. 13 Nashua anrl Powell . 15 New Bedford and Taunton..... .. 33 Newhnryport. .. 15 Norfolk County... . . 26 Old Colony (Boston to Plymouth).. 45 Petersboro’ and Shirley... 23 Pittsfield and N. Adams.. 20 Providence and Worcester.. 44 South Shore. ..■.... 11 Stony Brook.... 13 Western (Boston to Albany).. __ ___ 117 Worcester and Nashua. 46 Vermont and Massachusetts.. 77 Housatonic branch.. ... 11 South Reading branch. 9 Salem and Lowell.... 17 Grand Junction. 7 Harvard branch. ...... 1 Lexinerton and West Cambridge... 7 o O Connecticut River...... 52 Troy and Greenfield. 42 South Reading branch .. 9 Charles River branch. 12 Stockbridge and Pittsfield. 22 Palmer and Amherst. 25 Total. 1,128 79 394 S. Doc. 112 RHODE ISLAND. Roads. Miles in operation. Miles in progress. 50 32 50 32 CONNECTICUT. Roads. Miles in operation. Miles in progress. Hartford and New Haven.... 62 Hartford, Providence, and Fishkill. 50 96 Housatonic.... 98 Middletown branch .. 10 NmiHaturk. . 62 New Haven Canal. 45 New London, Willimantic, and Palmer. 66 New London and New Haven. 50 New York and New Haven. 76 Norwich and Worcester. 66 Collinsville branch. 11 Air-line... 102 Danbury and Norwalk. 24 Middletown branch. 10 T otal... 630 198 NEW YORK. Roads. Miles in operation. Miles in progress. Albany and Schenectady. 17 Albany and WestStockbridge.. 38i 31J 22 Attica and Buffalo. Buffalo and Niagara Falls. Cayuga and Susquehanna. 33 S. Doc. 112. 395 NEW YORK—Continued. Roads. Miles in operation. Miles in progress. Hudson and Berkshire.............. 31i 144 Hudson River... Lewiston ... . 3 Long Island. 98 New York and Erie... 464 New York and Harlem_..._...__ 130 Northern.... . .. . 118 Oswego and Syracuse.... 35 Rensselaer and Saratoga. 32 Rochester and Syracuse.............. 104 Saratoga and Washington .. 39£ 22 Saratoga and Schenectady........ Schenectady and Troy ........... 20£ 5 Skanealeles and Jordan ...... Syracuse and Utica. 53 Corning. 14 Buffalo and Rochester ... 76 Troy and Greenbush. 6 Utica and Schenectady.. ...... .. 78 Watertown and Rome. 97 Albany and Northern. 33 Albany and Susquehanna. 143 Buffalo and State Line... . ......... 69 Buffalo and New York. 90 Buffalo, Corning, and New York. 45 87 Canandaigua and Elmira... 67 Plattsburg and Montreal. . . .. 25 Rochester and Niagara Falls. 76 Rutland and Washington . 64 Sackett’s Harbor and Ellisburg... 17 Troy and Boston. 32 8 Canandaigua and Niagara Falls. 97 Syracuse and Binghamton.. . 76 Sodus Bay and Southern. 35 Potsdam, WAtertown, and Southern...... 75 Lake Ontario and Auburn. 75 Genesee Valley. . 100 Buffalo and Olean. 75 Lebanon Springs..... 53 Total....... 2,148| 874 396 S. Doc. 112. NEW JERSEY. Roads. Miles in operation. Miles in progress. "RpWirlprp and T)pln.wnrp _ _ ... 15 40 "Riirlinotnn and Mount TTnlly . . _ 6 P,amrlpn and Arnhoy .... 04 Morns and Ksspx. ... 35 45 31 64 TVpntnn hranoVi ___ ....... . ..___.... 6 33 Total . ..... 254 85 PENNSYLVANIA. Roads. Miles in operation. Miles in progress. Alleghany Portage. 36 Beaver Meadow. 36 Carbondale and Honesdale... 24 Columbia and Philadelphia.. 82 Westchester branch. 9 Corning and Blossburg....... 25 Cumberland Valley... 52 Hazleton and Lehigh. 10 Little Schuylkill. 20 Extension to Tamenend. 6 Mine Hill... 30 Mount Carbon. 7 214 36 Philadelphia, Reading, and Pottsville. 92 Philadelphia and Norristown. 17 Germantown branch. 6 Philadelphia and Trenton. 30 Philadelphia, Wilmington, and Baltimore. 98 Schuylkill Valley. 25 Summit Hill and Mauch Chunk. 25 Whitehaven and Wilkesbarre. 20 Williamsport and Elmira. 21 Franklin___ . . 22 Dauphin and Susquehanna. 16 S. Doc. 112. 397 PENNSYLVANIA—Continued. Roads. Miles in operation. Miles in progress. 7 36 6 5 22 Lehio-h, Delaware, Schuylkill, and Susquehanna.. 40 Pino Orovfi ....... 5 "Rpa vpr Mpnrlnw .... . __..... 12 Vnrlr nnrl Onmhp.rlnnrl... 25 RnnVmry nnrl Thrift.... .. 240 Panlm wanna nnrl AVost’n... 50 rintawissa, AVilliamsport. and "Erifi... 93 Dolnwarp nnrl ftnsqnpha.nna..... 48 Philadelphia. nnrl Wostnhestor... 25 "Pennsylvania. Oonl Cnmpanv._.....____ 47 TTempfielrl .... 78 Allegheny Valley. . .. 180 CJnlnmhia. branch ........ 19 Hanover branch.. .. .... ....... 13 Vnrk nnrl WYiobtsvillo.. ... 13 Lancaster and Harrisburg...... 37 Susquehanna . _ ...... . __ . _ 50 Pittshiiror and Stp.nhenville . ^ . _ 42 Prnnkli n CJnnn.l. .... .... 26 Northeast... ..... 18 Total.... 1,215 915 DELAWARE. Roads. Miles in Miles in operation. progress. New Castle and Frenchtown... 16 Wilmington branch... n T otal.... 16 n 398 S. Doc. 112. MARYLAND. Roads. Miles in operation. Miles in progress. Annapolis and Elkridge..........._........ 21 304 38 3 57 10 433 Baltimore and Ohio.. 75 W ashington branch........................ F rederick branch. Baltimore and Susquehanna................... Westminster branch ... Total. 75 VIRGINIA. Roads. Miles in operation. Miles in progress. Richmond and Danville. 65 75 Richmond and Petersburg. 22 Clover Hill. T . 15 South Side. 50 60 Manasses Gap. 75 Petersburg and Roanoke. 60 Seaboard and Roanoke. 80 Appomattox. 9 Winchester and Potomac. 32 Virginia Central, including Blue Ridge. 104 75 Virginia and Tennessee. 50 155 Orange and Alexandria. 40 50 Richmond, Fredericksburg, and Potomac. 76 Greenville and Roanoke.. 21 Northwestern. 120 T otal. 624 610 S. Doc. 112 399 NORTH CAROLINA. Roads. Miles in operation. Miles in progress. frfistnn nnrl PrIpio - }) .... 87 162 Wilminotnn anrl Wpilrlon . ....... North Carolina Clpntral .. 223 25 Total. 249 248 SOUTH CAROLINA. Roads. Miles n operation. Miles in progress. South Carolina . . . . ... 241 Greenville and Columbia. 163 Charlotte and South Carolina..... 110 King’s Mountain .. . 25 Laurens... 15 16 SpartanhnrjT nnrl Union .. 60 Wilmington and Manchester.. 45 117 Total......... ... 599 193 GEORGIA. Roads. Miles in operation. Miles in progress. Central. . . .... 191 Ofiorgia .... __ 175 Macon and Western _ - .. .. 101 Western and Atlantic... 140 Southwestern. 50 59 Rome branch. 20 Muscogee. 51 21 Atlanta and Westpoint. 52 35 Milledgeville .... ...... . 17 Eaton and Milledgeville... 20 Wilkes county . ... 18 Athens branch.. _ _ .... 39 Waynesboro’. 21 50 Ravannnh anrl Ponsnooln ^pstimntpr]^ . . . 300 Bmnswirlc anrl Ponsanola ^pstimafp.H)_ _ _ 300 Total...... 857 803 400 S. Doc. 112 FLORIDA. Road. Miles in operation. Miles in progress. ftf. Mark's and Tallahassee___..._... 23 ALABAMA. Roads. Miles in operation. Miles in progress. • Montgomery and West Point................. 88 Mobile and Ohio. 33 30 Alabama and Tennessee. 40 160 Alabama Central.... 50 Memphis and Charleston... 28l£ 220 Girard. Total... 161 741J MISSISSIPPI. Roads. Miles in operation. Miles in progress. Raymond... 7 St. Francis and Woodville. 28 Vicksburg and Brandon. 60 Mobile and Ohio... 273 Mississippi Central. 180 Canton and Jackson. 25 New Orleans, Jackson, and Northern. 400 Total. 95 878 S. Doc. 112. 401 LOUISIANA. Roads. Miles in operation. Miles in progress. Carrolton. 6 Clinton and Port Hudson. 24 Lake Pontchartrain. 6 Mexican Gulf. 27 *New Orleans, Jackson, and Northern. New Orleans and Opelousas. 180 Total. 63 ISO * See Mississippi. TEXAS. Road. Miles in operation. Miles is progress. Buffalo Bay, llrazos, and Colorado. 32 TENNESSEE. Roads. Miles in operation. Miles in progress. Nashville and Chattanooga. 105 SO 54 30 130 46 1194 100 30 East Tennessee and Georgia. East Tennessee and Virginia .. Winchester and Huntsville . Mobile and Ohio. Nashville Southern. McMinnville branch. Total. 185 5094 27 402 S. Doc. 112. KENTUCKY. Bonds. Miles in operation. M?les in progress. 29 65 67 97 T .nuisvillp nnrl Nnshvill p. _ _ . ____- 180 39 95 18 130 94 662 MISSOURI. Boads. Miles in operation. Miles in progress. 315 TTnnnihnl nml fit. Joseph’?;... . . . . _ _ _ ^ ^ _ 200 515 OHIO Roads, Miles in operation. Miles in progress Cleveland nnrl Columbus.. ......... 135 P,n1nmhnR nnrl Tinkft TCrie.. 60 Dayton and Springfield branch.. 24 16 84 Mad river .... 134 finnrlnsky nnrl Mn.nsfielrl. 56 "Xonin nnrl Oolnmhns. . 54 "Rpllpfontninp nnrl Tnrlinna. 118 Cincinnati and Marietta.'.. 265 S. Doc. 112, 403 OHIO—Continued. Roads. Miles in operation. Miles in progress. Cleveland and Pittsburg... 100 Cleveland N. and Toledo........ .......... . 87 Cleveland P. and Ashtabula ..... .. 72 Columbus U. and Piqua... 102 Cincinnati W. and Zanesville.... . 160 Cincinnati H. and Dayton... 60 Dayton and Western. 42 Greenville and Miami. 20 11 Hamilton and Eaton. 42 Hillsboro and Cincinnati.. 37 Iron.... 25 25 Junction. 110 Ohio and Indiana... 131 Ohio and Mississippi.... 20 Ohio and Pennsylvania... 134 51 Ohio central. 59 82 Scioto and Hocking valley. .. 120 Steubenville and Indiana.. 150 Springfield, Mount Vernon and Pittshum . 110 Dayton and Michigan. 140 Hudson and Akron branch. 50 Franklin and Warren branch. 30 Cincinnati and Dayton. 52 Carrolton branch. 20 Tuscarawas branch.•. 20 i T otal. 1,154 1,854 MICHIGAN. Roads. Miles in operation. Miles in progress. Central. 22^ 133 25 8 33 Southern. • Pontiac.. Tecutnseh branch. Erie and Kalamazoo.. Total.... 427 404 S. Doc. 112. INDIANA. Eoads. • Miles in operation. Miles in progress. N. Albany & Salem, with branch round L. Michigan 140 66 175 86 ftliplhyvillp! hrnnrli . _ _ . 16 20 27 T.awrpnnplMiro' and Indianapolis.... 90J Indiana (Central..... 72 Npwmsllft and TlipVimnnd. .. 100 83 "Pprn and Indianapolis.. ... 22J 72 50 Evansville and Illinois... 26 74 135 Ohio and Mississippi .. 170 62 200 755£ 931J ILLINOIS. Eoads. Miles in operation. Miles in progress. Illinois Central. 699 Galena and Chicago. 92 35 Rock Island and Chicago... 50 131 Central Military Tract... 125 Peoria and Oquawka. 85 Ohio and Mississippi. 145 Northern Cross. . 54 Sangamon and Morgan. 54 Alton and Sangamon. 72 Aurora branch... 13 75 St. Charles branch. 7 O’Fallon’s Coal-road. 8 Bellvilfe and St. Louis. 20 Terre Haute and Alton. 165 Mississippi and Atlantic. 145 St. Louis and Chicago. 75 Alton and Mt. Carmel. 17 Total... 296 1,771 S. Doc. 112 405 WISCONSIN. Hoads. Miles in operation. Miles in progress. Milwaukie and Mississippi. 50 150 Fon du Lac and Rock Island Valley. 240 Total. 50 390 RECAPITULATION. Miles in operation. Miles in progress. Maine ........ 3G5 128 New Hampshire. 514 42 Vermont. 439 Massachusetts. 1,128 79 Rhode Island. 50 32 Connecticut. 630 189 New York. 2,148i 874 New Jersey..•. 242 85 Pennsylvania. 1,215 915 Delaware. 16 11 Maryland. 433 75 Virginia. 624 610 North Carolina. 247 248 South Carolina. 597 193 Georgia. 857 794 Florida. 23 Alabama. 161 641J Mississippi. 95 878 Louisiana. 63 180 Texas... 32 Tennessee .... 185 479J Kentucky. 94 663 Missouri. 515 Ohio... 1,154 1,854 Michigan. 427 Indiana. 755 i 933 Illinois... 296*" 1,771 Wisconsin. 50 390 Total ... 12,808£ 12,612 I V 3 9 4 . ... .*• * , :- f V .. ■ ■- ■ . --M>. ifi ; r ‘_ ~ ■' .j t i'.'(V'i* .■/«,'!••. ■ *C - .-'• at. - )• <* in*’*.- r>'»Sl'!' -v ■■« •' ' ■■'■' .>*'4^. ■' *t£m.w#r j. VsVjflfo# : - s - kv./v .- : ‘Jl h‘&: : •■; ' - .ttrjW' : ':■>-■ - '■'?*' }'&», - ,.•••■ . 'a.'- - ■*v" ■; *■ ,. .■ J - 4 :k.y rf;". .H *’< a. j*;^WT EWJIWS sfe? vtijfrka LdA.r.*^ •>;.' .. \ S. Doc. 112. 407 PART V. CANADA. Area in acres : Canada East, 128,659,654; Canada West, 31,745,- 535; total, 160,405,219 acres. Population in 1851, 1,842,265. The province of Canada, one of the most extensive, populous, and wealthy offshoots of a colonizing nation, has been justly termed “the brightest jewel in the Crown of England.” Though stretching in longitude from the centre of the continent to the shores of Labrador, and in latitude from the waters which flow into the northern ocean to the parallel 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 province ad joins, and even penetrates, so as to divide, one of the most commercial 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 appear 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 Frontena.c, De Sales, and others of the old noblesse of F ranee, with the stirring incidents of the wars of the Algonquins 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 unknown 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 vegetation are jealously guarded from the injurious effects of severe frost by a thick mantle of snow. The sudden transition from winter to summer, melting the accumulations of ice and snow in every mountain stream, converts them into navigable rivers, downward , for bearing, in the cheapest and most expeditious manner, the fruits of the lumberman’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 408 S. Doc. 112. 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- pin e-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 Irom any one country in the world which affords more outward freight, or employs more sea tonnage, 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 cultivation, as in that part of Canada west of Kingston. The commercial position of Canada West as a “portage” or “stepping-stone” between the manufacturing and commercial States on the Altantic and the agricultural and mineral ones of the northwest, is illustrated by the Welland canal, the Great Western, and the Ontario and Huron railways. Among the prominent features of Canada, her military position is worthy o*’ 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 torms the extreme southing, and penetrates the United States frontier; while tire 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 42a and 49th parallels of north latitude. The great river St. Lawrence presents itself conspicuously as a leading feature in its physical geography, traversing, in a northeasterly course, the grand valley which it drains in its mighty career to the ocean. S. Doc. 112. 409 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 respectfully 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 geographical 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 Lakes Ontario and Champlain; and the port of Quebec received indifferently American and Canadian produce for exportation 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 markets received not only our own, but a large share of American breadstuff’s and provisions. Our timber was not only admitted freely into the British markets, but excessive and almost prohibitory duties were imposed upon importations of this article from the Baltic, for the purpose of fostering Canadian trade and British shipping. The British market was closed, by prohibition, against our wheat until 1S14, 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 1S02 to 230,000 barrels. The Berlin and Milan decrees, and English orders in council thereon, of 1807; President Jefferson’s embargo of 1808, with increased duties levied upon Baltic timber, gave an impulse to the trade of the St Lawrence, so that the tonnage arriving at Quebec in 1810 was more than ten times greater than in 1800. The war of 1S12 and 1815 naturally checked a commerce so much dependent 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 Amer- 410 S. Doc. 112. ican agricultural produce entering the British American colonies and the West Indies, destroyed one-half of the export-trade of the St. Lawrence; and the simultaneous abundance of the English harvest forbade our exports thither. “As a recompense for the damage done by the Trade Act of 1822, 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 permanent direction to those American exports which had before sought Quebec, and an amount of injury was inflicted upon the St. Lawrence, which would not have been reached had the British action of 1825 jirecedcd, 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,) restored for a time our ancient commerce. The trade of the St. Lawrence 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 which existed previous to 1822. United States products of the forests and agriculture were admitted into Canada free , and could be exported thence as Canadian produce 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 1802. This amount, in consequence of a demand nearer home, and the ra vages of the fly in Lower Canada, was not again exceeded until 1844. Between 1832 and 1839 a scarcity and great demand for breadstuff's arose in the United States, and the crops in England being unusually abundant between 1S31 and 1836, the order of things in the St. Lawrence 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 1836 amounted to about 800,000 bushels. A similar demand in 1829 had turned our exportation of breadstuff's inland to a very large amount; yet, notwithstanding these fluctuations of our exports, 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 repetition of the measures of 1822, not confined this time to the provision-trade only, but attacking the great staple of Quebec—timber. The duties on Baltic timber, in Britain, were reduced, the free importation of American flour was stopped by the imposition of a duty thereon, and our trade with the West Indies annihilated by the reduction of the duty upon American flour brought into those islands. By S. Doc. 112. 411 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 1S42 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 provinces was worth $456,000 annually, which amount fell off to $204,000 in 1844. In 1845 the enlarged Welland and Beaubarnois 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 shillings sterling per quarter upon American exports to Britain through the St. Lawrence; but, inasmuch as it was an indirect blow at the English Corn Law's, it contained—like a bombshell—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 1S42 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 w r ere taken in the British legislature which led to the withdrawal of that preference which the St. Lawrence had so fitfully enjoyed as the route for American exports to England; and the new system came inio full operation in 1849. The intermediate demand, resulting from the failure of the potato crop, has thrown much uncertainty 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 us from the baneful effects of the British navigation laws, came into operation on the 1st of January, 1850.” 412 S. Doc. 112. It will thus be seen that previous to 1846 the colonial policy of the British government, although vacillating and contradictory, 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 supply 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 frequent appeal to, and of adjustment by, the mother country. The insurrection 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 revenue. Perhaps" the remembrance of this altercation had some influence upon the subsequent action of the Canadian legislature upon the subject of differential duties. The imperial government formally abandoned all control over the Canadian tariff in 1847, and, in their next session, the colonial legislature abolished the differential and prohibitory 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 abolition of the British Corn Laws) of all privileges in favor of Canadian breadstuffs in the British markets, the hostile 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 supply 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 tariff. W r hen, therefore, this premium was withdrawn, and the English market 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 diversion 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 Canadian flour and wheat inland and by sea: S. Doc. 112. 413 Flour and, wheat exported from Canada in 1850 and 1851. Exported to and through— 1850. 1851. Flour. Wheat. Flour. Wheat. Barrels. Bushels. Barrels. Bushels. Buffalo. Oswego. 19,244 260,872 32,999 90,988 66,001 1,094,444 10, 860 259,875 30,609 11,940 101,655 670,202 18,195 626 Lake Champlain. Total exported inland. Montreal and Quebec. Total exported. Decrease in inland export to United 192,918 404,103 280,618 1, 353,363 88,465 313,284 371,610 790, 678 161,312 684,721 1,441,828 684,894 90,819 90,992 951,990 562,695 72, 847 Increase in sea export from Canada. 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 oi entry : Ports. Total imported 1851. Total bonded 1851. Total duty paid 1851. Flour. Wheat. Flour. Wheat. Flour. Wheat. Barrels. Bushels. Barrels. Bushels. Barrels. Bushels. Buffalo. Oswego. Ogdensburg. Lake Champlain. At other ports. 10, 860 259, 875 30,609 *11,940 101,655 670,202 18,195 626 10,763 258,657 30, 587 11,940 88, 316 661,409 17,773 97 1,218 22 13,339 8,793 422 626 313,284 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 Cauada 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. 414 S. Doc. 112. The fact, however, that, of the flour exported from Canada, the number 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 reversed, is very significant, considering that the Canadians are now trading upon equal terms with the United States in the markets of the mother country and those of other foreign States. To elucidate this, I must refer to the INTERCOLONIAL TRADE. The export of flour from Canada, Wj sea, to the British North Amer ican colonies of Nova Scotia, New Brunswick, and Newfoundland, since 1844, has been as follows: Barrels. 1S44... 19,530 1845 . 26,094 1846 ... 35,152 1847 . 66,195 1848 . 65,834 1849 . 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. Barrels. 86,689 4,590 Bushels. 6,798 Boston. Total........ 91,279 6,798 making the total export 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-canals 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 convenience, to illustrate the export-trade of Canada, its direction and distribution. 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 consumption, may be taken to illustrate a change as favorable to Canada as S. Doc. 112. 415 that in the export of flour. In 1S49 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 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,SS0,000 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 la ke ports with bread stuffs 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 Brunswick, and the flour, provisions, &c., of. Canada, are exchanged dutyfree, a direct free-trade between the maritime and agricultural districts of British North America is now in full operation, from which Newfoundland only is excluded—the necessities of that government forbidding 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 from the British North American colonies : 1849 .£28,716 $114,S64 1850 . 51,317 205,268 1S51 . 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 general commerce of the western lakes and adjoining districts. A short review of her position and resources will be the best mode of presenting this question. THE COMMERCIAL PORTS OF CANADA. Quebec .—In latitude 46° 48' north, longitude 71° 12' west. Population in 1851, 42,052. 416 S. Doc. 112. Quebec is the most ancient, as well as the most important, port of Canada, and embraces the outports of Gaspe, New Carlisle, the Magdalen islands, and several in the river below Quebec. The province of Canada extends eastward to the straits of Belle-Isle, embracing the island of St. Paul, (between Newfoundland and Cape Breton,) the Magdalen islands, the Bird rocks, and Anticosti. In the Magdalens a sub-collector is stationed, who reported some $226,000 worth of exports in 184S; but no return of imports is taken, and no duties, apparently, are levied. The other islands are occupied only for lighthouses 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, affording 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 thirty 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 hundred and eighty miles beyond the salt water, and sea navigation to Montreal, ninety miles farther, or two hundred and seventy miles from salt water. 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 passage to Liverpool more than two hundred miles shorter than the route by Cape Race, making the distance from Quebec more than four hundred 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, with its two lighthouses, affords an excellent point of departure. By this channel Quebec 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 Causo, 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, Koyal navy, an inspection of whose charts is indispensable to a correct appreciation 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 contingencies of the route. Heretofore, in many instances, old and un- S. Doc. 112. 417 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 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 Montreal, for 1851, with the number of disasters within the gulf and river, was as follows. Port. INWARD. OUTWARD. TOTAL. Number of disasters. 1 00 *3 CO a b 0) ► v< o © 0D 1 C a '3 00 © > © © OO £ d © GO '3 GO GO © ► <•» © © GO a £ $ Quebec. 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 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 sailing vessels went out of existence entirely.” Six hundred and eighty-eight soiling vessels, numbering 125,72b tons, arid 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 presents 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 See Part X for statements of timber trade, and tonnage employed. 28 418 S. Doc. 112. fogey 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 determine her distance from the shore within a mile by the lead alone, while at all points she may approach this shore within this distance. The admirable position of Pointe des Monts, (with a light-house one hundred feet above the water,) projecting with a bold shore several miles from the general trend of the north shore, forms, with its anchorage on both sides, a common point of departure for inward and outward-bound vessels. The recent application of steam to ocean commerce greatly enhances the value of this navigation; particularly with reference to communication 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 qualities, 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 Ottawa 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 w'ater 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 S. Doc. 112. 419 varies with the export, but seems capable of almost illimitable extension. 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 one million six hundred and fifty thousand tons, and worth, at the ruling prices of that year, between five and six millions of dollars. Reducing 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 exceeded 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 wliite-pine timber, (the leading article,) for the last eight years: Year. INWARD. OUTWARD. EXPORT OF WHITE PINE. Vessels. Tons. Vessels. Tons. Cubic feet. 1844. 1,232 451,142 1,239 453, 894 11,950,438 1845. 1,489 576,541 1,499 584,540 15,828,880 1846. 1,480 568,225 1,467 572, 373 14,392,220 1847. 1,210 479,124 1,215 489,817 9,626,440 1848. 1,188 452, 436 1,194 457, 430 10,709,680 1849.. 1,184 465,088 1,243 481,227 11,621,920 1850. 1,196 465,804 1,275 494,021 13,040,520 1851. 1,305 533,821 1,394 586, 093 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 . 216,670 866,6S0 1843 . 402,227 1,608,903 1844 . 655,869 2,623,476 420 S. Doc. 112. 184-5 1846 1847 1848 1849 1850 1851. ■£712,398 750,983 796,917 574,208 438,673 686,441 833,904 $2,849,592 3,003,932 3,187,668 2,296,832 1,754,692 2,745,764 3,335,616 The progress of exports inland, which for 1851 includes transit goods for United States, is shown as follows: Year. By sea. Inland. Total export. 1849 . $4,833,872 $130,988 £1,241,215 $4,964,860 1850 . 5,027,180 162,912 1,297,523 5,190,092 1851 __ 5,621,988 755,588 1,594,394 6,377,576 The imports of 1851 are exclusive of railway and other iron, imported 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, while the imports of the latter are double those of Quebec. This latter difference is sensibly 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 r o vessels drawing fifteen feet water may come to Montreal. Vessels loading at Montreal are frequently obliged to lighter a portion of their cargo through the lake, and are, therefore, recleared at Quebec. Again, imports in the large ships wfoich stop at Quebec are lightered up to Montreal; thus rendering it almost impossible to separate 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. S. Doc. 112. 421’ la the following statement the imports in transit lor the United States and those under frontier bond for Upper Canada ports are included: Gross trade of ports of Montreal and Quebec.—Imports and exports, 1851. Imports at Quebec,_$4,091,204 Imports at Montreal... 9,177,164 Imports direct per inland ports, not report- edelsewhere.3,144,316 Total imports at and through Montreal and Quebec. $16,412,684 Exports from Quebec.$5,623,988 Exports from Montreal 2,503,916 Exports from inland ports direct, not reported elsewhere.... 4,512 Total exports by sea and inland navigation 8,132,416 which makes the gross value of the export and import-trade of Montreal and Quebec lor 1851 amount to $24,545,100. Ship-building. There are in Quebec about twenty-five ship-building establishments, and eight or ten floating docks, capable of receiving largest-class vessels. The class of vessels built range from 500 to 1,500 tons and upwards, and there has been lately established a resident “Lloyds surveyor,” 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 Total tons. 1848, 24 square-rigged, 18,687 tons,' 1849, 28 “ “ 23,828 “ 1850, 32 “ “ 29,184 “ ‘ 1851, 40 “ “ 38,909 “ and smaller craft, ! making, in all, r I 19,909 24,396 30,387 40,567 Trade and tonnage. O The tonnage cleared outward to the lower colonies was: Year. Quebec. Montreal. Total. 1850. 10,021 12,588 8,524 9,819 18,545 22,407 1851. '422 S Doc. 112. The value of exports to the colonies by sea, and via the United States, and imports therefrom, has progressed as follows : Year. Exported by sea. Exported in bond, via the U. S. Total value of exports. Total value of imports. 1849. $116,581 $32,359 $148,940 $48,917 1850. 202,194 58,487 260,681 96,404 1851. 241,791 119,353 361,144 124,350 The following is a summary statement of the sea and inland trade of Canada, contracted for 1851: IMPORTS. EXPORTS. Total imports. Total exports. Sea. Inland. Sea. Inland. $15,324,348 $8,681,680 $8,081,840 $3,259,888 $24,006,028 $11,341,728 Inland exports, $3,259,888; imports, $8,681,680. Total, $11,941,568. Sea exports, $8,081,840; imports, $15,324,348. Total, $23,406,188. The exports inland are taken from the imports at United States custom-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 $11,000,000 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 millions of dollars. The published 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 flour, 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 : S. Doc. 112. 423 Ports. 1849. 1850. 1851. Montreal and Quebec.... $6,522,232 $8,931,868 812,552,780 Inland ports. 5,491,336 8,050,200 10,697,660 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 Total, countries. 1849. $195,668 385,616 497,400 $167,296 365,216 939,976 $362,964 750,832 1,437,376 1850. 1851. Much of the imports returned 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. 1851. Norway.. 47 vessels. United States. .24 do. 35 do. Prussia. .19 do. 21 do. Russia... . 3 do. 8 do. Sweden. . 1 do. 3 do. Mecklenburg. . 0 do. 2 do. Hanover. . 2 do. 1 do. Portugal... . 1 do. 0 do. Holland. . 1 do. 0 do. 96 do., 117 do., (making 37,554 tons.) (making 50,716 tons.) The abundance of freight in the shape of lumber at Quebec, guaranteeing a full 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 railroad iron, salt, and coal, the 424 S. Doc. 112. imports are rapidly increasing since the completion of the canals has let down lake vessels to carry these articles inland. The present regulations 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 1851, 57,715. This city, at the head of sea navigation proper, is the most populous 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 mountain,” from which it takes its name, upon a large island, at the confluence of the Ottawa and St. Lawrence, which, both in fertility and cultivation, is justly considered the garden of Canada East. The main branch of the Ottawa, which is the timber highway to Quebec, passes north of 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 mingling. 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 solid limestone, and uniting with the locks and cut- stone wharves of the Lachine canal, they present, for several miles, a display of continuous 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 throughout its whole extent. This arrangement, as well as the substantial character of the quays, is a virtue of necessity, arising from remarkable local phenomena. Mor.treal 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 solidified, against which the ceaseless flood of coming ice is checked, 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 S Doc. 112. 425 wharves, which are invisible until tlhe departure of the ice. When the river has become sufficiently elevate d to secure a passage for its waters, 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 resumed. 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 upward, 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, which presents the unique spectacle of a thriving seaport, in which, for nearly five months, not a spar is to be seen. Montreal occupies the centre of an extensive plain, cut in every direction by the St. Lawrence and Ottawa, with their tributaries, forming 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 Atlantic, is scarcely elevated one hundred feet above tide-water, and, in the words 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. Tom. Men. Number. Tons. Men. 1850 . 211 46,156 1,944 207 45,954 1,914 1851 . 231 55,660 2,181 245 56,998 2,254 The aggregate tonnage at Montreal and Quebec is greater than the whole tonnage outward by sea, because vessels partly laden at Mon- 426 S. Doc. 112. treal are recleared at Quebec. The above return refers only to vessels from and to sea. The tonnage of the port, registered under the imperial act, comprises 175 vessels, making 20,000 tons. The progressive value of imports and duties collected is— Year. Imports. Duties. 1848 . $5,925,672 $561,916 1849 . 6,183,892 767,404 1850... 7,172,792 1,032,636 1851. 9,179,224 1,256,760 A new tariff came into operation on the 25th of April, 1849, increasing the duties an average of about thirty per cent, on former rates. The progressive exports have been— Year By sea. Inland. Total. 1848. $1,288,244 1,610,944 1,768,644 2,231,500 $44,496 90,016 89,560 272,416 $1,332,740 1,700,960 1,858,204 2,503,916 1849. 1850. 1851. 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 ascertained at inland ports. The nominal value passed up under these “frontier bonds,” as given at Montreal for 1851, was $1,805,140. At Quebec, the value of transit goods, both for foreign and domestic export, 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 Montreal, are therefore included in the exports from Quebec for 1851. The total value thus taken from Montreal for 1851 was $379,132. S. Doc. 112. 427 The following are the countries imported from: Great Britain.$7,358,988 United States. 1,081,372 British North American colonies. 252,292 Other foreign States, viz: West Indies, France, Portugal, Spain, Belgium, Holland, Sicily, 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 number of barrels of flour sent in: Year. Total value of imports. Total value of exports. No. ofbbls. of flour exported. Itemarks. 1849.. $129,748 $177,448 35,082 1850.. 236,864 435,736 77,461 f 2,621 in foreign vessels, 1851.. 258,200 480,728 90,089 < 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: Year. Montreal. St. John. Total currency. Total dollars. 1849. $532,292 $1,213,640 .£436,4S3 1,745,932 1850 . 772,104 1,477,784 562,472 2,249,888 1851 .. 1,0S1,372 1,947,452 757,206 3,028,824 428 S. Doc. 112. The exports were: Year. Montreal. St. John. Total currency. Total dollars. 184-9. $90,016 89,560 272,416 $955,028 1,214,836 905,276 .£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 manner of making the imports. These consist of four classes, viz: Imports purchased in the United States. 2. Imports imported in bond through the United States. 3. Imports by sea, via Montreal and Quebec, under frontier bond; and lastly, imports, coastwise, of purchases in Montreal and Quebec, 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 exclusively 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 wholly 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 measure of the exports of the other. The following statement shows the imports from, and exports to, Canada for the year 1851: Imports. Amount. Exports. Amount. Duty-paying. In bond. Free. $1,624,462 1,593,324 94,464 Domestic. Foreign under bond ) Do. not under bond ) $5,495,873 3,440,363 Total. 3,312,250 T otnl __ 8,936,236 S. Doc. 112. 429 The active intercourse between Canada and the United States maybe seen from the following statement of the tonnage inward and outward in 1851: Inward. Outward. Totals. American. British. American. British. Inward. Outward. Steam. 1,224,523 845,589 753,318 564,089 2,070,112 1,317,407 Sail. 139,867 202,039 153,670 206,361 341,906 360,031 Total .j. 1,364,390 1,047,628 906,988 770,450 2,412,028 1,677,438 Inward and outward. Steam, American Steam, British .. Sail, American.. Sail, British_ 1,977,841 \ 1,409,678 J 293,537 ) 408,400 5 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 8,936,236 1850. 1851. 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, lumber, 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 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 $1,190,956. The relative trade with the United States and other countries, at the leading inland ports, was as follows in 1851: 430 S. Doc. 112. Port. Population Total value of hn- From the United States. in 1851. ports from all parts. Value. Duty collected. Toronto_____ 30,775 $2,601,932 $1,525,620 $235,780 Hamilton. 14,112 2,198,300 1,049,756 165,124 St. John. 3,215 1,94S,460 1,774,596 244,492 Kingston___ 11,585 1,026,292 915,912 62,584 Stanley. 292,636 284,872 47,232 Brockville. 3,246 239,712 164,768 28,036 Prescott. 2,146 122,452 105,936 11,316 Oakville. 212,844 142,376 42,576 125,464 5,284 Cobourg. 3,871 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. $788,900 $1,315,452 $2,538,888 $2,601,932 Hamilton. 941,3S0 1,123,024 1,583,132 2,198,300 St. John. 1,106,692 1,213,640 1,477,784 1,948,460 Kingston. 303,788 384,044 499,040 1,025,492 Stanley. 151,608 156,220 208,452 292,636 Brockville. 106,228 160,404 231,940 239,712 Oakville. 27,660 31,076 41,564 212,844 Cobourg . 52,268 68,424 87,244 142,376 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 progressive. 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 substantial and necessary products of civilization, are as high, per head, as in the best agricultural districts of the U nited 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 S. Doc. 112. 431 yet be done in this quarter. The distance from the shores of Superior to those of Hudson’s bay 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 Imited, 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. $893,216 403,860 565,124 446,260 318,844 53,724 85,768 42,592 47,388 Tobacco ........ Cotton manufactures... Woollen ...do. Hardware ..do. Wooden-ware .... ........ Machinery. Boots and shoes. Leather manufactures. Leather (tanned).. Oil (not palm) Paper. Rice.. Sugar.. Molasses. Salt. Glass. Coal. F urs.. Silk manufactures. India rubber .do.. Dye-stuffs. Coffee. Fruit. Fish. Unenumerated.... Total value of dutiable imports from the United States in 1851.. 126,232 47,804 32,996 19,920 278,460 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 7,943,384 432 S. Doc. 112. Exports (principal articles) from Canada to the United States in 1851. Articles. Quantity. Value. Ashes. 2,551 $65,992 Lumber........ 113,416 766,628 ftftincrlps ... . .... 12,374 20,732 Cattle, of all kinds and sizes.... .head. 12,989 140'l76 Horses. 3,747 185,848 Wool. 163,644 41,896 Wheat. 708,400 491,760 Flour. ... .barrels. 331,978 1,181,484 Barley and rye. 146,552 75,596 Beans and peas. 85,200 41,588 Oats. 517,405 135,708 Butter. 3,560 38,004 Eggs. 474,481 38,008 TTnpnnmpratprl_ _ . __ 1,705,664 Total value of exports to United States. 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 between Canada and other countries, made inland via the United States, under the “ drawback law”—are submitted : Statement showing Canadian produce, &fc., received in bond at New York and Boston in 1851. Articles. New York. Boston. Total value. Quantity. Value. Quantity. Value. Flour ...barrels. Wheat ..bushels. Ashes. J balTels . ( cases . ( kegs. Butter ' tubs. ( barrels. 250,352 712,403 2,600 6 1,340 23 1 151 • 13 3 3 2,521 5,641 $846,814 481,213 | 62,562 | 8,7911 7,631 | 6,347 | 5,651 8,084 28,763 15,030 151 1,069 kegs & tubs $96,256 8,628 2,521 | 7,466 C cases . Furs..< puncheons.. ( casks. Peas $ barrels. 16 •' 1 bushels. 2,815 1,082 3,488 1,427,093 119,441 $1,546,534 S. Doc. 112 433 The following statement shows the value oond to Canada from the same ports : of goods tra Articles. VALUE FROM New York. Boston. Dry goods. $66,942 $518,557 Railroad iron.*... 108,534 107,049 20,306 Sugars... Books. 9,075 Preserved fruit. 27,776 936 Wine. 15,S20 19,516 Hardware. 16,709 Jewelry. 2,255 28,046 Hides. 16,029 3,162 Leather manufactures. 13,158 560 Silks. 16,206 19,007 Cigars. 338 Unenumerated.. 115,544 13,388 T otal. 548,142 590,771 Total value. $585,499 108,534 107,049 23,381 2S,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 : Year. Received. Exported. Wheat. Flour. Wheat. Flour. Quantity Value. Quantity. Value. Quantity. Value. Quantity. Value. 1849 . 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. 206,343 252,037 175,342 633,722 $767,891 966,549 602,684 2,337,124 1850 . 1851 . Total... 1,756,530 1,218,178 743,084 2,660,448 1,478,704 1,040,914 29 434 S. Doc. 112. Totals in three years. Articles. Received. Exported. Quantity. Value. Quantity. Value. Wheat, bushels. 1,756,530 $1,218,178 1,478,704 $1,040,914 Flour, barrels. 743,084 2,660,448 633,722 2,337,124 3,878,626 3,378,038 The following returns, until 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 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 flour gained the ascendency; but, taking wheat and flour collectively, the supply of breadstuff's is about equally divided between the two countries: Export of flour and wheat from, the United States to the Biitish North American Colonies. Year ending June 30. Domestic Foreign, (from Canada.) Total exports. Flour, bbls. Wheat, bush. Flour, bbls. Wheat, bush. Flour, bbls. Wheat, bush. 1846 310,091 272,299 274,206 294,891 214,934 200,664 545,068 919,058 309,789 305,383 198,319 216,971 310,091 272,299 281,660 299,202 254,657 280,470 545,068 919,058 312,492 305,383 223,251 241,230 1847 1848 . 1849 . 1850 . 1851 . 7,054 4,311 39,723 79,806 2,703 24,932 24,259 S, D«oc. 112. 435 Comparative export of Canadian and American four to the lower colonies. Year ending June 30. American. Canadian. Total. Flour. Flour by sea.* Bounded via United States.! 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. 345,243 338,494 347,594 378,694 394,429 435,236 1847 . 1848 . 7,454 4,311 39,723 79,806 1849 . 1850 . 1851. * Year ending December 31, t Year ending June 30. Having 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* compare with the like values of 1849 and 1850, which were taken from the same source. Note. —From ninth line on page 32, read thus: The canal tolls levied by the State of New York on Canadian produce passing through her canals toward tide-water, amounted in two years, 1850 and 1851, as near as could be ascertained, to over six hundred thousand dollars; and property passing through the same channels from tide-water, for the same period, probably paid half as much more; making about four hundred and fifty thousand dollars annually contributed by the Canadian trade to New York canals. o 2 * co ce cowo OQOvO CO 00 CO o 00 iO O to 00 iO 00 00 CO CO 00 t'"* in co "n* co CO Tf O GO o* X X o o tJ>C5C5 a © co COCON CO CO 00^ Sfc 5 X X S. Doc. 112. 437 In none of the foregoing imports is the value of railroad iron, &c., 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 CAXADA. 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 width, 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 twenty- 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 government 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 low r est) 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 railroad 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 4S3 S. Doc. 112. 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 bi'ing the propellers of Chicago to Burlington and Whitehall, is now engaging the consideration of the Canadian government. 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 revenues of the St. Lawrence canals from the competition of the Ogdens- burg railroad. The construction of such a work must produce a corresponding 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 upward in five days. The returns of trade on the Canadian canals give indication of decided and satisfactory progress in the leading 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 a 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. 3,232,986 4,326,336 Corn. 575,920 1,553,800 Flour. 396,420 525,170 Coal. 5,053 6,462 Hams, lard, and lard oil. ..pounds. 3,9S2,720 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—!he whole down-trade not being attainable. S. Dtoc. 112. Up-trade. 439 Articles. 1850. 1851. Railroad iron.pounds. 75,803,840 156,784,320 Cast and wrought-iron nails and spikes.pounds. 16,486,400 26,093,760 General merchandise.do... 17,958,080 24,064,320 Sugar, molasses, and coffee..do_ 7,781,760 19,350,320 Pig and scrap iron.do... 6,64S,320 14,519,680 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-trade. Articles. 1850. 1851. Flour.... Wheat... Corn .. . . .bushels. _ _ rl n 643,352 415,510 75,480 731,412 654,731 122,310 Up-trade. Articles 1850. 1851. Railroad iron.pounds. 39,179,840 61,900,160 Pig and scrap iron.do... 22,077,440 22,723,120 Wrought-iron nails and spikes .do... 20,742,400 25,527,040 Stone, glass, and earthenware. do... 4,079,040 5,723,838 Coal.tons... 1.2S2J 2,468 General merchandise.pounds. No return. 28,913,920 440 S. Doc. 112. Vessels which pastel the several canals during the year 1851: British. No. Tonnage. Tolls. Welland canal. 3,357 363,221 £1,628 St. Lawrence canal.. 6,656 505,197 1,447 Chambly canal. 1,517 81,594 193 Burlington B. canal. 1,998 380,649 230 St. Anne’s lock. 1,926 99,561 3*09 15,454 1,430,172 3,809 American. No. Tonnage. Tolls. Welland canal. 2,336 409,402 £2,436 St. Lawrence canal. 278 21,013 64 Chambly canal. 210 9,147 27 Burlington B. canal. 535 101,261 61 St. Anne’s lock. 61 2,846 8 3,420 553,669 2,598 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. 1848. 1849. 1850. 1851. Tons. 307,611 351,596 399,600 691,627 Passengers. 2,4S7 1,640 1,930 4,753 Tonnage of vessels_ 372,854 468,410 588,100 772,623 S. Doc. 112. St. Lawrence canal. 441 1848. 1849. 1850. 1851. Tons. 164,627 213,153 288,103 450,400 Passengers. 2,071 26,997 35,932 33,407 Tonnage of vessels. ... 5,648 5,448 6,169 6,934 Chambly canal. 1848. 1849. 1850. 1851. Tons. 17,835 77,216 109,040 110,726 Passengers. Tonnage of vessels. ... 470 8,430 278 1,860 659 1,264 2,878 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 year in which the enlarged Welland canal first came into serious competition with the route through Buffalo. The policy 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 barrel ;) 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 opening of the enlarged Welland canal,) the tolls on foreign salt were reduced one-half, and a still greater amount on New York State salt. The next year a further reduction 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 442 S. Doc. 112. 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 country 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 101,830 tons of 2,000 lbs.; and the reduced toll on this one article would be $553,955 20. It has been estimated by the late Hon. Robert Rantoul, jr., M. C., that the Northwest will require 100,000 tons of railroad iron per annum for the next five years, upon which they will now pay more than half a million of dollars less, in tolls alone, than they would have paid before the enlarged Welland canal was opened. Again: over 220,000 tons ’of wheat and flour, and 150,000 tons of corn, from western States, were 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 the reduced tolls should be applied. Thus the eastern States, in their imports of three articles from the West, as well as the western ones, in their import of one article from the East, have each 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. Again: the tolls on the Erie canal upon tobacco are four times greater 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 discrimination 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, trade, 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 S. Doc. 112. 443 considerably .affected the revenue. While there has been 36,475 tons less of this trade entered the canal at Buff ah in 1S50 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 the 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 rate;" and, after alluding to the Og- densburg railroad, he says, “ But there is another, and I apprehend a still cheaper route, by 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 Albany by cheaper routes.” Lastly, he says, “ Canada and Boston have not yet perfected all their works. All will soon have their whole machinery 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 50,000 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, salt, 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. THE MAGDALEN ISLANDS. This group of islands occupies a prominent position, almost in the centre of the Gulf of St. Lawrence, and directly m 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 northward of Prince Edward island. It is thirty-six leagues from the 444 S. Doc. 112. nearest point of Newfoundland, seventy-five leagues from the French settlements 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, with 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 gypsum forms an article of export. On one of the group it is found of exceeding fine quality, and very white, approaching to alabaster 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 inhabitants, the majority of whom 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 prosecuting the various prolific 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 Newfoundland, but at present they are under the jurisdiction of the Canadian government. The whole group was granted by the British government to Admiral Sir Isaac Coffin, R. N., for distinguished services; by him they were bequeathed in strict entail to his nephew, Captain John Townsend 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 u r as $224,000 ; but it is believed that this did not include large quantities of such products carried off in fishing vessels not cleared at the custom-house. But even the amount mentioned 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 persevering industry, energy, and skill of our fishermen to be rendered a mine of wealth. -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 forts annually, from 1833 to 1851 , inclusive. S. Doc. 112. 445 tf®o^H»'a)ifl«o«aou52owt».©4©10T}'i©©400©lCOrfiO©50i TpCOiOCOX©4‘i-^fOrOuOa>©4C©©4t^'^ , OOTfOD Cleared. Tons 5 © «o r-i b. i-i oi. <©’ ?o ».© o' r>. ad ©4 ©> ©1 c© 1 © m Tfrt-iM3ir.rtMOOCMSOCDMl5h^ w *4 © ©MiOO^©©l>' , a , ©N©’J l OOff}Hift©»i5 ©10DCQOH©©©MO©®©XlODaN®in lf500©W«rt©OiflrtMfl©)M©p(000« ◄ 85 Z o 1 i^r-(CO©4©4©4-^'COC©C©i-i^Tl'Tj'C©C©'xi©C© J < * H©©5)©«HHiO©«©50^HiftOb.OO ©Hlrt(J}«NC®©^T|'©'1C4©fi«rrr).©4©4tb©>^i^o©4©4i©i^b»ao©4 nr'S©rtf-i«rtiflMb©©ii:ioiotkO© W in | HrtPirifiriHfi hhhhN«M« W > £ . BRITISH 'T© © Sh © Tons. 60,605 147, 337 871,630 233,560 249,993 253, 375 212,846 234,522 260,110 203,644 120, 693 307,941 281,101 299,810 273,178 515,100 537, 697 447, 372 514,383 a W © l©^fTfCO.©5— ^©tHTrcD^F-ftifjHCCrt©©^^©®?! COMCOr-irtMCOiOMl^^^iftiCCN©!© a HiiHiiMi-irtH HfHi-lrt©<©(«M H®^©«aOCOHHHH(S®b.OO©^»fl« N«mi-i©iNrt©©M©inHio©HOHH h© £ 53 P £ oi © lit cd « ©i 1 ioo"h ® ui w © © n © a n QOh«Ni-i©©©W^b©OCHN©!-((N rti-tCO©»©4©4©i©4M©4r-l^©'riX«l>.00O5OJ 3 W 5 © ’tffiMTroQ(j)©^QD©®^Ol l «N©«^ N©©©n^^©NHa©«CD«HOCM W©rt«H©i>l>©a)O!©©Q0H©MG0© t« !/J w >* 1 HrtfliiiHHOlHHrt ©4©4©4©4COO©4©4 ifl N t> O i QOaoQOooooaooocococjoooaoaoaoaoaocDaoc c©C 5 C 5 ©>i>ooi©c , >i©© 4 ©>i©i©tfcoi©coi©i© • *-- ~ iM©CCNOCO©CDTl» X 1/5 © © lO 00 co ^ CO © © c* ® ® «fi(NOCO<00«C©©W© CO GO © r- X lo CO © Q* X © CO © © © XO»C'3DXu1 £ | E * «jmnpq"OOOOOQQPOP* S. Doc. 112. 449 cp * x cj . © 2* * CO £> © • © © © © C9©X TfMXtOXf'O ©tQr^X'^’©©C^C^©XiO©co©CO^P© a © ic © m >n , i , Ti'o^' , f®a)CD'B^o'?’a)*3 , ^^a)«cwcto!oo*cwCToff?o © <2* Ct CO CO © CO >C O) lO f'*t"*uococot'-r-r-»® O « cS E S S £ tn 30 STATEMENT—Continued. 450 S. Doc. 112. 2 : S. Doc. 112 451 No. 4 —Statement shovnng the value of exports from Canada, at each port, in 1851, with the countries to which expoited. EXPORTED tO- Ports. Total value. Amherstburg ... Bath. Belleville. Burwrll. Chatham. Chippewa.. Cobourg. Colhorne. Credit. Dalhousie....... Darlington.. .... Dover ... Dtintwille. p'ort Erie. Goderich. Grafton. Hamilton.. Hope.... Kingston. Niagara. Oakville. Owen’s Sound.. Penetanguishene. Pictou. CLueenston. Rondeau. Rowan. Sandwich. Sarnia. Stanley. ... Toronto. Wellington. Whitby. Brockville. 579.408 21,428 147, 368 132, 361) 31,196 7,5°8 71,612 944 201,852 356,072 29 960 151,404 85,164 31,276 3,264 3, 992 365,252 100.408 421,016 2,088 122,880 776 3,736 17,808 28,444 21,268 53, 480 39,836 45,844 271, 116 327, 3t 8 22,884 201, 164 70,618 Maitland 3, 592 Bytown...... Cornwall. Coteau du Lac.. Dickenson’s Landing. Dundee. Gananoque.. Mariatown. Prescott.. Riviere aux RaUins. St. Regis. Clarenceville. 10,236 8, 824 4, 132 12.944 6,320 24, 008 32, 960 6,292 488 Fre'ighsburg.| Hereford. Henimingford. Huntingdon. La colie. Montreal. 2, Philipsburg , . Potton... Stanstead. St John. Sutton. Quebec. 5, Napanee. ....... 16, 296 15,452 11,180 4,308 27, 500 503,916 88,968 40,128 905,276 623,988 43,196 Great Britain. B. N. Amen-1 can colonies. $20,584 $11,160 12,004 185,408 1,470, 772 480,728 4,888,084 353,056 United States $79,480 21, 428 147.368 132,360 31,196 7,528 71,612 944 181,268 317,296 29,960 151,404 76,416 31,276 3,264 3,992 353,248 100,408 421,016 2,088 122,880 776 3,736 17,808 28,444 21,268 53, 480 39,836 45,844 85, 304 327.368 22,884 201,164 7 0,648 3,592 10,.236 8,824 4,132 12,944 6,320 24,008 32,960 @,292 488 16,296 15,452 11,180 4,308 27,500 272,416 88,968 Other countries. $27,616 ”'8',748 404 280,000 40,128 905, 276 19, 452 43,196 363,396. 452 S. Doc. 112. STATEMENT—Continued. Ports. Total value. EXPORTED TO— Great Britain. B. N. American colonies. United States. Other countries. $6,416 4,784 61,564 67,644 141,740 80,100 10, 220 12,516 $6,416 4,784 61,564 67,644 724 828,436 27,963 $10, 596 7, 592 iioi,984 44, 540 10,220 12,516 Milford. 10,480 10,480 5,992 5,992 13,262 376 6,435,844 1,060,544 9,039,300 826,688 The returns 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 head 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 all such exports are said to be reported as “ to the United States.” THOS. C. KEEFER. Montreal, May 1, 1852. S. Doc. 112 453 No. 5 .—Comparative statement of imports inland, via United States, with imports by sea, via St. Lawrence, 1851, distinguishing the principal articles. Articles. • SEA. Total sea imports. Inland imports via U. States. Montreal and Quebec. Direct at inland ports from sea. Total imports by sea and inland. Tea. Tobacco. §152,556 18,924 $15,528 §168,084 18,924 §893,216 403,860 §1,061,300 422,784 Cotton manufatures. 2,218,364 799,968 3,018,332 565,124 3,583,456 Woollen... .do. 1,719,872 581,944 2,301,816 439,260 318,844 2,741,076 Hardware . .do. 1,237,340 389,868 1,627,208 1,946,052 11,612 6, 764 11,612 6,852 53, 724 85,768 65,336 92,620 Machinery.. 88 Boots and shoes. 6,512 356 6,868 42,592 49,460 Leather manufactures. . 26, 196 1,164 46,312 26,960 53,156 1,164 46, 440 47,388 89,204 126,232 100,544 90, 368 172,672 Leather, tanned. 128 Oils, not palm. Paper... 135,440 268 135, 708 47,804 183,512 53,180 12, 396 586,604 12,048 65,228 12,396 712,408 32,996 19,600 278,468 98,224 32,316 990,876 Sugar.... 125,804 60,968 23,792 60,968 25,980 19,296 79,816 ' 80,264 105,796 Salt. 2,188 Giass..... 77,124 101,176 82,116 1,136 78,260 101,176 90,032 18,828 38,652 44,264 97,088 139,828 134,296 Furs. 7,916 Silk manufactures. 401,904 5,588 407,492 80,768 488,260 India-rubber do. 156 38,916 13,632 53,552 71,260 4,159,580 233,168 233,324 38,916 13,632 54,304 71,260 5,100,188 53,960 12,680 116,988 81,144 17,544 4,780,372 287,284 51,596 130,620 135,448 88,804 9,880,560 Fruit. 752 Unenumerated. 940,608 Goods in transit for U. S. 11,317,412 755,588 3,144,316 14,461,728 755,588 8,788,712 22,250,440 755, 588 12,073,000 3,144,316 15,217,316 8,788,712 24,006,028 The large amount of “ unenumerated” values renders this statement but approximate, because the enumeration of sea imports is much fuller than those inland, where, at some ports, no enumeration of articles is made. THOMAS C. KEEFER. Montreal, May 1, 1852. 454 S. roc. 112. No. 6.— Value of direct imports from sea at bO Articles. a € b. O) £ © > 0) & a © .2 a o •B a o |b © i* a o £ © o X ts a o S> a A 1 A © 1 < S o ft ft ft X ft s ' 2 O Tea. $7,528 • Tobacco. . . Cotton manufacture.. $880 $2,220 ....... $804 *383,960 $752 Woollen manufacture 4,304 269,788 $9,068 2,716 Hardware....... 1,172 518,580 ....... „. 177,856 5,500 44 Wooden-ware. . Machinery *. ...... ........ Boots and shoes. Leather manufacture. Hides............... Leather, tanned..... 12.960 Oils, not palm... Paper. ’ ’ 5,620 ‘ ’ *428 Itice........ Sugar. $646’ ’ * 200 1^560 *53*,076 *2,288 $io,7i2 ‘'*508 Molasses. Salt. Glass.. Coal. Furs. ....... .680 536 ' ‘ ” 3,256 Silk manufacture.... 1,408 ik 1,164 India rubber do. 113,168 Dyestuffs. Coffee.T. . . . Fruit.. Fish. ”i28' 4* 772 ‘iisf 452 * 95,404 ‘3,044 $170, 'f* 170,204 Total value by sea... 768 880 14,916 16,912 32,784 280 928 1,178,892 18,604 106,568 8J228 The above statement is designed to show the principal articles which are imported direct from sea? a Montreal, May 1,1852. S. Doc. 112 inland ports, via the St, Lawrence, in 1851. 455 408,000 581.944 188.0001 14.000 6.0001 125,804 56,000) 3,480 120,000 309,048 53,680 10,892 51,472 1,008 19,932 11,156 7,764 Imported via Hudson’s Bay. *he names of Che ports, and their comparative importance in this trade* TH06. C. KEEFER, ©colWcoccocrjTt* oo to ;© <©©COCO , '*COGD©C’5C'*C'JC'r5<©co OJ it, c; i> i^ 00t©'«S , COco©aooocoGo >•— * ^ K- l^k « I t ^ M ___ Ml * A _M . A CO © © 00 ’** oo ■>» 0$ CO ■'3" LO © t>CCGOt"-iO©COOJOO co cj oi © oj t^* TpiOOOCC©X©OOOiCOir5C^5iO© O 53 T3 cS ® P- S. Doc. 112 -?}OC^rO COOOQOOGOCOOt ^ '^■©kiooojlccood OTinrt^oi-rt'c^foair' ifl ^ CO ffi o CO CO ^ 00 CO C 1 * -!PC«J30H£lCC£iOCOpOCTC tC(NOOO(?)CO«OtOCOGOCO«CQO co co uo t- o© oo ©* c- oo oo m 'V O O) O CO ff) CJ OOOGOOCOQOW'ttNI^O'^'^O-S'WOJOOCOaiOCOOGO'tXO'O COOOf'MD Ol« O )COOD'!)<(NCO'^COTf , CTO}OTrcOOOW coxoo^aic-ococoo^cco iCOCJtOCTOOCOC^O'OU’iCJOOCN CO CO 00 ^ O CO T oo coc-mmcDcoc*Tj<(j;r'ca(MJ5'j'h»uocoaoai'N 00 O) O C£ CO cc cccC'ao CO'3'O®r , *COC5(M'3 , OJOCO0OOO‘OCOrtO5C< coco^cnxooGoooj tDC'i'^ouOTrGOCicoc'OC* 'C^OOQOCCOOUOt-CO-VC^CSO ®«5 s §.?»&> T3 « — “ c~ * _W Comparative statement showing the total value of imports and exports at each port in Canada —Continued. 458 S. Doc. 1 i 2. o OD M CO'S'O X T) o cq © in © COCOGO*—t'-CJ'^CM t- CO rf OS UO (M CO t- CM 00 a Op G ^•^■o-!j , Tf*aoaoooaO'*'Oo»oc7» , ^i* , ^»*oocooj C‘^cOTf'O^rOt^f'00'^' fMfoxtcxtoo^aj'Cf' ^ 3 * io so © co iot-oo-'T©^j , ©’*poo''* , co©©3© ©3 Tp M0 <— lOWSCarX) n f) c- - o to o « h cdudi-TcfiT j 926 10,718 7,480 27,366 CM — —1 CO 1— M0 CO ^ H cd pH S K5 CJ 65 , 'O -H 2 • X ‘ CM S * • ^ 6^ • ; CO •crtoo • co *cufl oxco • -coco Iftfljp-H -CO • t— CM cd" od cd" • uo co CM *H CM O M3 CO x co co co — x X co CM C3 f—1 CM X © © CO MO MO TP S3 ccV 03 c a a 4J s < ’<3 m . J ift WO « q_mo GO CO R Sr-T CO CO 6-i coS —5 CO —i HHOlW'C-'S'irt-iO COiOCOuOOCMt^COl— mt-t-HOOcjioccH CM 1-1 00 -( CO ® M0 CM CM O CO TJ* W « O'. IT -t (N (N ~ t-- —< — t— cs — co -h co CO t- X —• (M *0 C— CO 1-t CO 1-t 353,248 100,404 421,016 2,088 122,876 776 3,732 VESSELS INWARD. -c m M 1 . o o t— c© os 00 MO f-* m 3 g CM CO CM CM Eh ctTi-h ufoo CO 'OlCCO-rCOP-O t— * M0 CO 03 --T X X C~ '3^03G0 05H i-T cd uo co CO CM a X O') -H T* —1 X (M X t- co co X ® oTcT ^ co t— —- © MO © —H s o3 0) W . — M3 • o 2 co oo *oo R CO .co 6-1 s .’S CO . I> lO o *>D S ^ C5 —i 6-i co o' CM -h CM • O 33 Tf> CO MO — O MO • Cl CO O O -f W P- X * —1 00 —i 1-1 • cd' r-t X —1 X ® OJ t-* TP (OJ CO CO TP TP CO ® t— r—l CO 1 —1 • C3 • • CM s cs 01 W 00 ♦ l— • . r—< • © • 2 co ♦ Cl • R ^ • • r© CO • • t-i CO • • MO • • 1C ♦ —i •OJXO'M •—1 • • -H . co • co C3 CO (M —» • • • MO • co —t X • • • • id -y ; • • * X M0 mO -HX r MOC^Xt^MO-4-COO MO — CM C3 fH x 1 —1 CO ri CO —' <—i 1,049,756 79,016 915,912 39, 180 42,576 840 252 ■p9)Joduir spooS 83JJ jo on[?^ • • CM • • • co • • ♦ co • • * ^ • cox • o • «oo • X . WO -CM • • X tp *co • MO — • -•CMt?'*CO* X O • • • f -1 of • J> • • Tp ® CO CO ® • X X S3 i—l CO • • CM CO ® X • C- Ol —4 —1 • • t— • •papal -[oo X}np jo junoiuy CO tp co © uo x — © 00 co © to i-T-CoOtt -H XXO-M CO T* CM 33 X — X MO mo® cd co —4 co Tp TP X X CM — CM r-t CO X CM TP c © o* M3 Port. Amherstburg. Bath .. Burwell... Belleville. ........ Bnndhpnd.... Chatham. Chippewa. Cobourg. Colbourne. Credit. Balhousie. Darlington.. Dover. Dunnville. z a u *z JS -.2 c i C c . <11 c • y, ° 3 O - lOC 'III III ... ... > : : : • • • . • • . s • c * O • o 0 Hill JKHWJZ 3 J j) i 3 - J ;c y . s c -S 3 .2 o 3 SO W3 3 « = S - j | s 3 5 a) ) Q pH STATEMENT—Continued. 462 S. Doc. 112. ■'TQ 0 «T , ^ , '“*tr 5 G'ttO d 00 c t to ^ jtj to d to 'tcr*ccoc» WOJCOOO GOOOOddrr«'5 i ao , 'a , '* , ''!t , Od cvtoe*W'rccoao»' 5 'C 5 rt(Nc , o«cvo« •B8JB)g pailUQ 01 Bliodxs JO 90(BA |B10J_ 'oCOOGO^dSfi’^'CI d d 0*5 ^ 00 d d O l' cnonociasoiii C'r-twOJO'S^ hirt^nOKNCT d ao n t£ n 05 m o T L-- O O) Cl d tO 1-* 00 to f ao^cotoaooo^ooc «o«S2!2S2!2SS3 4T3 'O-i T _J -«T .N ^5 '’A* C*. ^ a5inc*Q0>i'C»cic<—* spooS 33JJ JO On^A «? '«r r, n 2 g tO CO GO O JQ O W C* Jt CO .T O O XtCOX^OOIIOWW'NOWttCg OPIdjO •saiB)g paijUfi wojj sjjotl -un ajqspnp jo 9tM B A <71 t-T -Br” to <| fc- W E V -O 5 S. Doc. 112. c£ © oo as d to to oo o ^ o w o o o O) oo t* « • pjS^oicit-owL-s . ► * ^ CD — ,rs er> t—\ — CO 00 <*■ C) CT ^ h* csddcoGocoda:^® f*'f ^ C-(MCS F.ICOCJD Gi CO C\1 S' 0. to I~s —*. — r*~, r~.l r“\ r\l /-» OOCNOCNt- 3 COC-CCC' §S?Si3!' ?,, ©oaod©©©Cieo I ■3 cf'3 s= c c 5 : o c © © : js « 3 ©:£ j « * - -a o Cm 0 c p i-?-c * .s :> : oo > ! W - ■ r-» as f- o Cl t-O GO *0> JJ? C* Tf © © ©c» © © © CO 03 CO u EooSco scaamjQCL, c. a o o.; S. Doc, OOO^fW 00 CO CJ 00 CO *3* CM CM irt Cicouoojcoxcvib lO |> o rr l' 0O 00 CM 30 00 CM c\> c: iri os co c;^Q0Ofl»^«7j = CCOGO CM ON lO 75 ; IT. lO «*n^coo o c «- —: -e ‘-5 C >• C C 5 °o E 2 n C- ® o — C^ tl 5 O O « 468 S. Doc. 112. o C C Doc. 112 ccocoo -r 0» OJ 'Ti (M tc 00 cc co o co uo co ^ o co r.v oi 33 o x o ^ ^ X l- CO CJ 53 X CT o ^COCJtO^WfNOD C) ^ 53 X ^ 53 CO C5Xf'(3CC'?C'JiflCO!M '•*■ X CO CM COOCOOiOtO 1 ^ uccownoj OXO X X pox X JO CM c « S C C M 472 S. Doc. 112 No. 12 .—Statement shotting the value of the hading dutiable articlef Ports. rt j Tobacco. Cotton manufact’s. Woollen manufactures. Hardware manufactures. eH « £ S c c h 31 S3 S5 Boots and shoes. 0 b ►J Hides. S 3 « J c "rt a a O »: a. , , . £260 £‘692 £460 *744 1 MO ^648 L216 1,572 452 £140 $440 132 #116 5,740 1,844 4.560 1,932 6.436 1,080 $7,060 2.664 804 148 $128 $904 72 Belleville. 37,320 7,388 8,908 10,132 8,484 744 4,472 2,928 140 264 1,552 968 1,480 Cobourg. 12,828 4,148 6,584 12,976 7,596 1,712 5,872 1.724 288 1,820 1,752 1.000 Colborne. 304 140 1,116 356 1,144 448 988 164 180 24 2,920 720 340 •1 232 648 68 124 Dalhousie. 8,360 3,432 15,528 4,012 9,436 2,496 168 156 1,448 si-i 2,080 1,140 840 40 3,608 88 36 412 768 1801 9'096 3'472 8,384 6,608 6,816 1,452 1,832 3,976 2,512 628 600 333) Fort Erie. 1,096 704 2,360 2.392 4,368 1,680 316 576 188 20 2,524 124 it# 1,416 524 1,404 36 464 373 344 124 208 112 71,288 171,428 112,792 118,120 10,808 27.440 8.676. 14,164 5,612 3,728 9J432 1,244 1,588 164 2,928 624 '86* 2,172 . Niagara. 3,868 828 2,260 4,088 2:438 Oakville. f . 5,080 1,984 3,428 876 1.220 88 1,416 14,044 152 Owen’s Sound.... 16 12 4 J ,932 796 6,328 4,932 1.328 455 3,872 516 104 L860 500 4',036 4'096 2,708 980 1,296 4,836 '904 256 4'* 2,100 444 1^672 640 Kowan. . Sandwich. 3,156 1,472 740 6,320 3,824 4,692 1,020 72 96 1,844 284 712! Sarnia. 2,128 996 2,376 636 1,408 364 1,180 432 140 Stanley. 55,296 22,352 15,280 13,980 29,004 12.592 12,376 2,536 5.960 4,120 152,820 56,472 ■24 676 172 164 260 32 56 96 ; J44 Whitby. 4,056 2,008 892 268 1,636 320 1,500 976 4,612 20 60 76O Brockville. 31,568 9,752 17,600 15,888 8,512 3,752 4,568 3,736 2,368 4,352 2,096 948 Maitland. 20 48 ... 1? 8 Cornwall. 1,180 824 412 1,528 552 660 256 340 84 92 332 40 500 424 332 Dickenson’s Land- 732 212 Gananoquc. 796 388 '224 76 J 70» 448 364 24 268 8 Mariat.nwn. 1,320 772 Prescott. . . . Riviere atix Raisins St. Kegis. 20 32 24 8,448 636 72 68 ■-66 Clarenceville. 336 60 124 444 872 384 432 36 408 2U t Frelighsburg. . Hereford. 136 #84 184 2,320 Huntingdon. >10 140 548 164 880 340 112 120 1,960 44 84 Monfreal. 114,168 100,132 53,380 22,704 51,644 7,568 35,480 684 4,892 568 12,292 23,548 Philipsburg. 1,500 964 9,884 Potton. 1,464 620 608 72 1,572 144 500 276 ifi Stanstead. 10,480 5.380 18.108 4,396 9,292 918 1.332 5.260 648 880 4,9:16 804 236,588 62,788 205,184 194,936 13.612 440 316 472 ' 80 8 28 48 80 Quebec. i8,a r »2 26,784 1,988 L392 4,376 4,964 32 148 1,416 1.85 Nuance. 2,308 816 3,492 2.244 r,192 596 333 1,284 480 604 576 La Bcauce. 8 8 56 ...... 24 80 88 Elgin. 84 28 52 56 28 " 33J Wallaceburg. 1,584 628 2,060 776 1.644 116 780 164 360 1 Bruce Mines. .. 100 .. 648 1,676 •* .i G uspe. 208 432 ...... 164 20 ‘ ..! 60 96 Sault Ste. Marie .. 16 New Castle. 40 36 588 576 48 248 524 200 ...... Stamford. Mb# Total. 693,21G 103,860 565,124 439,260 318,844 53,724j85,768j42,592 47,3SS 89^04|126,233 47,304 From the above statement “ free goods ” have been excluded as fat as practicable; in several returning only the gross values at the different rates of duties- Montreal, May 1,1852. ports, ho*e vC * S. Doc. 112 473 Exported into Canada from the United States , at each port , in 1S51. 6 0 5 Sugar. OS V j§ c Salt. Glass. ■a O Furs. Silk manufactures. India-rubber manufactures. Dyestuffs. Coffee. Fruit. 4 s ... $880 ... 808 $20 $684 $284 40 . 3,044 184 1,344 $104 752 .*128 $1,052 $632 208 $480 $313 $244 5,696 204 3,836 1,308 764 432 $1,360 156 392 812 360 3,53-2 ioo 2,912 828 940 704 324 1,852 1,156 2,084 3,288 4 24 24 168 40 444 20 48 S3 28 68 864 56 1,608 152 20 128 100 220 13.872 1,188 6‘040 220 2,104 436 124 672 656 68 136 352 16 1:044 24 ' 60 156 44 20 108 208 392 4,524 272 1,636 152 896 808 360 292 648 700 376 36 264 132 252 280 116 72 16 328 308 76 1,092 76 124 8 1,612 52 84 16 76 68 12 57,608 13,288 9,624 4,668 19.836 24,352 12,988 2,584 300 2,420 64 3,804 '784 284 '860 '952 '172 8,460 4^500 264 970 648 '512 256 3,844 116 2.596 296 364 72 236 172 40 4 384 8 32 60 2,216 52 1,516 156 732 1,480 3,940 136 232 108 160 32 32 428 52 756 140 32 36 380 1,976 88 328 24 560 144 24 120 36 144 152 144 4 io6. 860 272 916 284 828 184 120 8 32 264 140 84 72 640 160 800 140 272 419 20 20,324 292 7,348 5,072 3,160 64,140 1,944 17.092 24,324 27,228 25,112 16 52 12 736 20 ' 40 38 40 ' 20 200 280 28 4.264 28 472 796 84 52 364 68 424 280 140 1,652 2,220 1,040 920 1,684 984 784 753 1,126 1,084 36 4 i52 280 ’* * *56 52 ""ie 1 20 124 4 12 32 32 304 92 32 16 32 56 228 26 188 32 .8 .8 * * * 52 52 72 4 8 136 8 8 28 16 i3Q 132 40 84 35 24 104 8 32 37,554 5,496 1,404 320 9,i52 18,748 14,108 2,696 19,580 8,426 2,456 380 224 44 56 526 . 128 4 76 44 40 24 24 20 204 6 ,56 4 _192 52 144 444 40 344 968 568 480 328 316 834 6,180 36 1,348 25,308 30,988 30,296 3.812 25,432 15,126 2,256 12 48 4,984 824 772 156 556 5,480 36 7,380 1,876 20 153 1,228 224 1,092 44 220 124 48 32 "428 60 388 168 *"*56 " ‘ *28 *iie .4 "”i48 "260 "‘‘ia 140 ”i72 96 620 60 108 20 8 92 4 20 4 4 396 48 16 24 24 32 92 *'8 4ic ""28 27 8,468 19,296 79,816 18,828 38,652 44,264 80,768 53,960 12,680 116,988 81,144 17,544 $•6,480 1,292 10,772 19,352 $15,384 9.384 52,384 98.524 43,160 147,232 49,080 1,780 504 26,530 2,716 16,61 f 107,220 9,768 3,396 43,160 148,044 125,464 7,496 8,556 97,984 14.676 73:320 110;S40 29,256 10,580 229,744 20,784 729,676 18,376 4,192 340 52 13,132 17,512 2,612 30,996 120,388 7,404 60,400 1,127,508 184 2,612 20,364 324 5,540 548 6,172 4,500 1,936 11,564 71,824 288 7,600 1,012 18,268 880 10.248 888 15,464' 3a r >,404 23,064; 2.152 14,092 483,548 1,856 54,868 3,668 1,716 800 3,928 3,220 660 12 1,088 1,104 21,336 1,024 1,049,756 71,728 743,232 38,084 40,760 780 252 42,732 43,320 12,236 30,996 148,720 19.668 270.092 1,525,620 2,352 26,456 141,556 452 11.952 2:300 7,036 14,556 6.200 14J32 71 >24 '288 16,968 4,428 18.268 3.532 13.688 5.932 16.380 887,956 36,644 7.860 82,452 -5,052 3,984 140,564 22,120 2,440 1.108 13;212 6.300 1:880 '340 1,232 3,928 21,336 1,584 1,4' 3,963,040 7,971,380 a l returns, of free goods were made; The enumeration is likewise very imperfect—some important ports TH08. C. KEEFER, 474 S. Doc. 112. No. 1-3 .—Statement showing the quantity and value of the principal arti- Ports. Amherstlmrg.... Bath. , Burwell. Belleville. Bondhead. Chatham. Chippewa.* C'obourg. Colborne. Credit. Dalhousie. Darlington. Dover. Dunnville. Fort Erie. Goderich. Grafton. Hamilton. Hope. Kingston. Niagara. Penctauaulshene... Pictou. Queenston. Kancle&u.. .. Rowan... Sandwich. Sarnia... Stanley. Toronto. Wellington. Whitby. ltrockvillc*. Maitland. Cornwall. Cotcau du Lae. Ashes, pot and pearl. Plank and boards. Shingles. c «3 .O 5 3 6 l Value. ! i Quantity, M feet. Value. j Quantity, mille. Value. 56 $2,460 626 $4,108 2,384 M.i80 68 1,904 14,573 116,404 166 ^ 432 21 420 322 2,260 41 84 1,120 8,612 122 768 1,905 601 9.524 4'808 5 200 9,271 591580 502 736 192 4,760 3,696 25,872 945 1,180 3 72 86 844 *165 3,844 ’ 5,752 42.348 ~348 ~356 6,050 38,348 1,982 3,312 8,202 63,948 850 2,420 2,637 15,820 10 48 314 2,196 io9 lh'2 357 2,376 ' 7 ,02 i 34,086 ’“9i ' *220 2*1 632 763 18,128 919 10,224 792 6 144 44 704 980 4,530 35,300 305 STTod 4,541 45,408 1,502 2,258 t .... *“*i3 ***’ 56 ; *.!!!! 3b 32 22 232; 10( 200 12 281 . 89 2,492 404 1,192] 200 200 "“43 *46*1 700 5,60: . 13( 32fc 36f 272 32 52 27 J l,29f 12,320 51,42C . 7 14b rrrrr. 3*1 **’i< *8 836 23,36t 19 , 50 a 124,656 2,04f 2,124 1,04C 8,91f 4,20( 34,012; .... I ***2 "'er ***46fc *7,476’ ”” 1 li 1601 .... i 1 72, 10‘ . 1 .... 440 *"‘ 4 : 1 ’“ 260 : ’.!*.*. 1 ..... :3E 2,551 55,99* 113,410 760,B28,12,:n 1 20,732 Cows and Horses. 2,620| 101 $508 41; 4,180; Wool. Wheat 5,500) 4,091 13,615) $],076| 1,228 10,476! C? 45,810! 12 ,& 27,si* Dundee.. ... Gananoque. Mariat.own.. Prescott. lUviere uux Rai -*g00 -' 90 « ■-'ii 20 . 4 ^ • 'ioo "3^ V U7«|i,~47185 I S48,lS3,644,4l ; 5§!£^ vrrmt .'irfirics an 1 sent. nnd ■ ijiu trudv bettveeii Notr.—T he reported exports from Canada serve to show from what j )(>r ts the ditferenta . ^ hou^e statements on the l. T nited State*) frontier, and these lust have been employed in esUnn 0 Montekal, May 1, 1852. ties exported from Canada to the United States, from each port, in 1851. ^heat. , $*4,356! 2,744 Flour. 212 2,589 $848) 9,908 Barley and rye. 32,239| 4,804 $6,308) 1,996 Beans and pease. r,822 11,727 $3,552) 23,824) 5,196 13,803 Butter. .$6,428 .... 3,316) $42,664 184] 128,1801 5,440' $79,480 21,428 132,360 147,368 15,99a 8,056 f‘)136 3,804 }°j660 l4 ,996 *3840 > 6 l 5,060 $440 51,45(5! 77,880 4,166 20.139 2^770 ,\M0 *2,092 ^,672 4 W 120 42,417 10,709 4,096 8,506 10 31,776 144,076) 272,580) 15,400; 77,364| 11,080] 20 1,671 2,649 ’ 1,529 1,328 513 15.175 168,620 42,496| 13,948 31,896! 32) 758. 400 1,050 1 7.525' 44,560 208 29,514 103 100 28 S72 1 1 $ 8 : **• u«i 124 ! 200 1 104 ! 39! 2,65$ 1,600 4.200 25,704 162,040 832 109,196 356 400 8.642 583 6,518 1,495 812 1,316 776 532 832 *220 12,06* 2,060] 12,37 1 168) 256 8,044) 70 200 9,828] 308] 3,036 896j 5,856! 3i6 ; ai2 I32i 1 ,9$ 156 45,588 7 °4| 2,812) 5,300 1,325) ”i7 7,809 10,773 2,400 491 1,040) 420 *3*384 500 660 4,438] 20 13,735) 7,286) 2,176 36 120 3,500 200 248 340) 2,176' 1,779 90 32,072 7,376! 451' 88 , 338 1 5.800)34,736)15,9361 320 228 700 208 1,200 244 480 1,373 428 1*0*821 5,420 780! 746' 650 392) 229! 488) 542 253 53) *i60 4 21 *4] V,28i 97 28 19,084,11,636; 13,485) 6.58-1) 336 48 144 112 152 252 192 1,270 634 154 1,562 26 435 1,432 1,318 8,010 *4*000 4,726 10,900 2,332 15,746 410 7,621 15,623) 916 32 1,800 24) 8,496 . 1,080 628 567 415 *325 688 276 488 280 175 200 2,500 1,726 19,817 5,688! 316 124) 40 392! 8 ' 104' 360) 344) 2,164 6 ’ 102 ) 178 3,225 9361 1,6321 1,248 4,472 308 428) 1,3121 1,180' 3,772 568! 4,060 104] 1,960 261) 3,100) 4,2681 274] 2,988 2 ) 4. 50) 6 18b 78b 18,27i 17,82*4 2,06b 3,98: 15,99-J 3,44* 290,OSt 8 b 57‘ 84i 5! 1,40< 3,291 6,60: 16,52 24.58 8 , 00 ; 18,93 86.58 28 1,96 1344 39 62 * * i .*960 3,508 1,396 852 34,080 31,196 7,528 71,612 944 183,268 317.296 29^960 151.404 76^416 31,276 3.264 3.992 353,248 100,-108 421,016 2,088 122,880 '776 3,736 17,808 28,444 21.268 53,480 39,836 45,844 85.304 327'368 29,884 201.164 70^648 3 592 10’236 8.824 4J32 12,944 6,3-10 24,008 32,980 908 192 2,632 3,104 3,252 532 15,532 38j 205,040) 36 10.140 8.36.5 1.048 333; 2,964;., . . j29<.308 80,204 1,036; 10,628j411,755,33,592) 1,484 168 *i32 1,588 440 3,452 444 .... 156 .... 864: 145] 32 33 1,604 3641 63 8,848 549,432 *5536 672 456 J.119I 50.092 671464; 212 ) ’'i 6 . 226 . '428] 8,884 5,992 6,292 488 16,296 15,452 11,180 4.308 27,500 272,416 88,968 ‘’40328 905,'276 ”i 9,452 43.196 6,416 4.784 61,504 67,644 724 ** 16,226 12,516 *’10*4*80 5,992 <%a#0 - 38,0^) 447,481 38,008: l.Tlo.frasls^ ajDO C01, «iries. The ?i he c ," rrm quantities and values are, however, ascertained from tile ousttmT uaml imports, ot each country are the only true measure ot the respective exports of each THUS. C. KEEFEJR. 476 S. Doc. 112. No. 14. —Exports of the principal articl s of Canadian produce and Ashes, pot Plank and Shingles. Cows. Horses. Wool. Wheat. and pearl. boards. tr. •a Ports. V s s 0 a. C Cv a (t V a c 3 6 & .£ E 6 J3 <5 > 3 > 2 > £ > 3 > _X—- 112 $2,032 168 30.90° Bath. 6 2,616 ^21,288 35 $4-1 4-5*1 Burwcll. Belleville. "338 ' 9*464 14,3/5 10,648 221 85,184 92 92 1 $16 9,812 $1,938 30.66° 50.1^ ’310 2.719 158.06? 14>jK 106 lljs° 1,324 133 3,192 1,200 240 822 8,220 1,124 1,124 530 5,308 22 $928 1,700 180 28 56C 1,312 9,640 59 80 41 692 29 2,440 68,768 9,916 2,430 14,584 9.076 140 3,500 l'007 4 4 '936 6^388 51,004 59 68 6 52 7.286 1,110 1,412 5 40 5 248 6,160 ],54C 74 3,700 '245 1,716 512 712 Fort Erie. 3 4 2,576 24 1,000 9,330 1,848 Goderich. Grafton. 3 84 * * *878 * 4,392 * * *38 56 "*2 *"46 • • nv'.tiO Hamilton.. 163 3,764 4,794 33,296 395 420 *1*3.666 2,704 47;*m 21 «’$ Hope. 16 400 6,027 38,412 356 368 28 1,624 3,654 540 Kingston. 36 1,000 6,149 40,600 6i 1,704 211 16,880 30,000 7,60C 10 '400 200 200 44 1,320 4,518 63 27,108 320 Owen’s Sound. Penotanguishene.. 60 484 * 'k'& 347 2,512 60 60 35,' 649 Queenston. 349 3,076 104 3,284 Rondeau. Rowan. 50 4,982 408 23,776 "'42 * * *60 Sandwich. 4i 1,064 132 154 2,096 273 14,176 1,251 240 Sarnia. 50 1,600 466 2,796 61 140 2,000 400 Stanley. *96 ' *1,680 20 240 5 300 38,095 7,100 30.6^ b Toronto. Wellington .... 276 3,092 26i 1,132 1 12 72,000 17,812 6,948 Whitby. 386 2,537 20,296 277 416 20 320 6 400 ”236 97 2,172 1 4 2,176 24,640 377 22,452 958 1.421 Maitland,. 8 56 Cornwall. 30 32 is 236 30 86 1,600 5,100 3.0 <■* Dickenson’s Land- .^ mg. 132 608 10 40 109 1,088 21 177 1,848 3,15>0 Dundee .. 610 3.048 35 36 207 L560 1,936 210 Mariatown .. 8 8 913 2,376 2,072 107 91 5,140 4,904 *68 lr 33 Prescott. 345 6,472 113 1,052 196 " 224 Riviere aux Raisins St. Regis. Clarence ville... 6 44 154 3,028 .60* Frelighsburg... "io 140 208 1,804 "247 * 6,608 5°° Herelord. 200 2,100 25,500 125 6^652 .491 Hemming ford... 800 6,400 16 760 “*i3 Huntingdon.... 108 760 104 132 55 700 41 1,068 67 Montreal. ”io2 ’ 3,032 17,836 ”560 Philipsburg. Potion. 3,559 34,428 43 44 101 860 552 28,264 2,300 Quebec. Stanstead. St. John. *"26 13,259 "*580 373,892 .3 31,896 *14,276 28 194,328 1,588 l’,8i2 “5 *"80 *398 1,154 12,344 70,540 * I.266 24,146 * 976 3,556 38,»^ "**40 34 Gaspe. 400 200 *" *8 *12 * *23 * *324 * 2 'l20 “636 ”i44 20 New Castle. 5,769 30,348 2,142, 2,384 7 96 1 40 90 Bcauce. Sutton. Bruce Mines.... ;;;;; 56^86° 1,205)3®® Total. 15,685 437,276 116,568 795,036 12,198 15.168 6.60R 77,500 4,286 215,068 286,691 ... 00 po* The year 1850 was the first in which any return of exports inland was made. It is ef ? lir ^ xne cted- frequent intercourse that full and regular reports ol all outward cargoes are scarcely to uc i Montreal, May 1,1852. S. Doc. 112 477 manufacture to the United States , by inland routes , in the year 1850. Wheat. Flour. Barley and Butter. Beans and pease. ! 2,000 10.223 1,444 26,496 3,604 18,756 '5.024 1,440 309 45,912 30,416 54,580 5,716 30,000 120,000 304,432 69,570 66.136 12,141 45,708 17,105 15,600 2,878 7,704 52,890 210,416 3,472 6,944 1,242 6,836 1,800 7,685 88,050 388,098 22,925 93,032 6,108 3,736 11,128 178,940 4,110 3,000 2,456 1,700 2,888 2,053 119,948 40,616 1,044 137,392 1,344 10,512 3,428 137,612 13,500 2,000 10,364 12,300 14,608 4,928 10,254 11,696 3,400 101,248 18,704 36,084 222,020 13,912 391.052 24,916 378,495 4,767 32l 9 687,948 i 57,352 Sllou U be added, to the above for the real over the reported export*. There are ro many ferries and such TIIOS. C. KEEFER. IVo. 15 .—General statement showing imports into the port of Gaspe for the year ending January 5, 1852, distinguishing the countries from ichencc and the route by which imported. 478 8. Doc. 112. S. Doc. 112. 479 00 oo t m c* ert ^ >73 oo t'* tc ^ L<1 oi rp 00 X 0 a 3 480 S. Doc. 112 No. 16 .—General statement showing imports into the port of New Carlisle, district of Gaspe, for the year ending January 5, 1852, distinguishing the countries from whence and the route by which imported. Articles. Total quantities. Coffee, green.. .cwt.. Sugar, refill* d.do... other kinds.do... Molasses.do... Tea.Ibs. .. Tobacco, manufactured... .do... S-uff. do... 12 2 27 1 22 172 0 5 434 0 17 10, 841 1,256 92 35 Wine.gallons.. Vinegar.gallons.. Cocoa and chocolate... pounds .. 589 100 Oil, except palm.gallons.. Pork, mess.cwt. 459 6 Manufact’d candles . cotton. leather boots.do. hardware.. linen. wool. articles not enum’d. Coal. Dyestuffs. Iron, bar, rod. Iron, boiler plate.. Iron hoops. Lard.. Lead. Pitch and lar.barrels. Pu>pe. . R sin and rosin.barrel.. Tailow. Other articles not enumerated.... Free goods. Total imports. Free Goods . Animals, pigs.number Rot ks .du. Drawings .. Maize. Soda. Beef.pounds Bread.cwt... Chocolate.pounds Flour.barrels, Fish .cwt. . Mil'stnnes.number Oil, fish.gallons Pork.pounds Salt...bushels Wood. 84 "i Total value. $164 4 900 1,016 2,744 2,328 20 28 12 32 76 4 4 300 344 44 108 5,092 2,084 1,448 2,340 5, 120 6,684 84 24 192 J6 28 96 76 220 544 4 1,256 33,500 20,176 53, 680 12 32 From Great Britain. $4 i,G68 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 4 1,256 25,904 13,920 39,828 32 From United States. $60 108 60 92 4 340 340 From British N. A. colonies. $164 840 904 1,008 2,232 16 28 8 4 4 140 44 4 121 276 1,152 48 24 188 7.252 6.252 13,508 12 200 1,215 175 365 4,856 1 360 1,400 18, 640 8 3,308 16 1,728 12,612 28 280 136 1,552 440 3,308 1,636 1,288 20,176 13,920 8 16 88 12,612 28 280 136 264 440 6,252 All the goods imported have been by sea. J. FRASER, Collector. S. Doc. 112, 481 No. 17 .—Abstract of the trade of the port of Quebec, 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 ended January 5, 1852. Countries from which vessels entered. United Kingdom. British North American colonies.. Gibraltar. France. Spain. Portugal. Sicily. Amsterdam. Antwerp. Hamburg.. Norway. Maderia. Canton... West Indies. Value of sundry goods for warehouse . United States. Total. From place of entry. No Tom. 889 400 798 183 18,461 2 581 16 4,699 37 13,294 1 299 1 129 1 212 1 262 6 1,436 8 3,030 1 213 1 315 13 3,588 145 86,504 1,305 535,821 Value of imports. British. Foreign. $2,342,876 134,408 $340 29,360 8,264 6,428 5,368 10,728 3,000 9,012 27,31G 35 34S 129,128 2,477,284 264,316 Total. $2,342,876 134,408 *135,184 129,128 2,741,600 *The value opposite foreign places, except the United States, is that which was entered for home consumption. The balance of $35,318 was placed in the warehouse, of which no separate detail was kept. Custom-house, Quebec, January, 1852. 32 No. IS .—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 manufacture, during the year ended December 31, 1851. S. Doc « os 05 h- oo oc r- us oo ao lq o: o — CO ^ 05 CO C5 05 IT-' 00 CO 00 05 O 05 CO ^ 05 CO 05 O £"• O X GO h W rf tO 'T O) CO t>* rp cm ■— s w o *2 — U ® O *- J O No. 19 .—Statement showing exports from Canada to the United States, at the port of Quebec, in the year ending January 5,1852, dis tinguishing the amounts carried in British and American vessels, respectively. S. Doc. 112. I s - Ot CO 05 c c 3 O '-iJO OJifJ 09 03 05 00 CV TT< —< m cm oo t -- c-' oj c* OOOtCXC — oo —I CO 50 t 00 O lO CO rf oo CC co rr c- Qi Jz —* ' c ® "S o £ o - o o D ^ * Via St. Lawrence, f Via inland, American vessels not being allowed to come down to Quebec. Custom-house, Quebec, January, 1852. [Fractions omitted.] 484 S. Doc. 112 No. 20.— General statement showing the imports into the port of Quebec for the year ending January 5, 1852, distinguishing the countries from whence and the route by which imported. Articles. Total quantn ties. ENTERED FOR CONSUMPTION. Total value via the United States, inland. Total value by sea, via St. Lawrence. Total value of the whole. Coffee, green.cwt. Sugar, refined.do. other kinds.do. molasses.do. Tea. lbs. Tobacco, unmanufactured.do. manufactured.do. Cigars.do. Spirits, brandy.galls. Gin.do. Rum. 'do. Whiskey.do. Cordials.do. Wine.do. Rice. Salt.bushels.. Fruit, green.. dried. . Spices. Confectionery and preserves. Maccaroni.lbs Vinegar. Grains, barley and rye. Beans and pease. Meal. Flour.bbls.. Provisions, butter.cwt.. Cheese. do Meats, salt.do.. Hops.lbs. Ale and beer.galls. Cocoa and chocolate. 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 , 59 U 7,065 1,859 62 65 , 525 314, 322 1,510 14 , 775 371 2 0 19 83 2 23 199 3 10 340 10 , 552 Fish, salt and pickled .. 16 260 372 2, 068 68 640 92 Oil of all sorts.. galls.. 87,7405 1,048 5,480 4,960 iron and hardware.... i, 492 14,096 1,000 60,8555 15,148 291 19 2 18 Dyestuffs.lbs.. Flax, hemp, and tow.tons.. 4 3, 304 J nnk and oakum.cwt.. 3,528 2 15 $ 3,100 15 , 592 4,368 7,284 1,392 452 952 1,192 444 "84 $ 8 , 796 fill , 896 9,548 9 , 584 114,052 114,052 27 , 064 27,064 65,296 70,888 11,052 15 , 420 3,932 11,216 588 1,930 17,732 17,732 9,280 9,732 1,964 1,964 1 , 180 1,180 100 100 30,640 31,592 7,464 7,464 18 , 824 18,824 3,232 3,232 7,584 8,776 6,360 6,360 708 708 148 148 1,812 1,812 136 136 28 23 3,792 3 , 972 532 976 8 8 1,068 1,063 944 1,028 40 40 5,504 5,504 732 732 29,128 29,144 2 , 156 2,156 14,192 14,452 24,856 25,228 14,488 16,556 49,152 49 , 220 7,364 8,004 392 484 3 , 588 3 , 5-8 318,804 319,852 8,536 8 , 536 156 5 , 636 403,744 407,704 75,644 75 , 644 101,852 101,852 9,164 9 , 164 339 ,OsO 340 , 572 4,440 4,440 346,188 360,284 1,300 1,300 43,724 43 , 724 95 , 976 95,976 6,712 6,716 19,244 22,548 1,164 1,164 12,860 12,860 S. Doc. 112. STATEMENT—Continued. 485 Articles. Total quantities. Total value via the United Slates, inland Total value by sea, via St. Lawrence. Total value of the whole. ENTERED FOR CONSUMPTION. Lard. .kegs.. Lead. Ores of met Is. Pitch and tar.bills. . Rope...tons.. Resin and rosin..barrels Steel...tons.. Tallow. All other articles liable to duties. Pork, mess.tons.. Leather boots and shoes. 448 2,195 618 10 0 3 2, 391 33 17 0 22 67 13 2 14 $1,812 476 ”*‘72 ’7,668 13^808 Free goods. $1, 276 200 3,916 97,748 3, 324 5,012 15,736 5,796 600 $1,812 1,276 200 4,392 97,748 3,396 5,012 23, 404 5, 796 13,808 600 Maize. Other free goods bbls., 17, 461 Value of sundry other goods entered for the warehouse. 792 93,456 20, 536 113,992 5,744 51,200 2, 474,728 746,888 3,221,616 5,744 51,992 2,568,184 767, 424 3,335,608 From Great Britain. From the United States. From British North American colonies From other countries. 833,903 3,335,612 <£712,625 $2,850,500 39,277 157, 108 40,882 163,528 41, 119 164,476 Note. —Goods arriving at Quebec for transhipment to other ports are not comprised in this return. Custom house, Quebec, January 21, 1852. IS T 0 . 21 .— 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. ST ATEMENT—Continued. 488 S. Doc. 112. © © -rf 00 © -s" © -*» O? 03 ^ © i/~> •#» C 35 r0 lO t « 0? CO © O O l— O C5 VODOW © © (?3 GO a © CO 3! P5 O ^ « cc cs'!}■ x » 2 :2 rj* C3 C3 00 00 ^ 00 © e sfcco 03 © '*1' "«* • X 03 03 ©©"rt‘X© ,, *‘00' , ct , ' ,< 1 , ’*S*'^ , ' l, *0303XO© COI'*0>©COOi:0 r-©03©©03''3 , *'=r;j-03 *9 , G0©tf5©00C0iOO3iO 03 © < JCS J S. Doc. 112. 489 CO 00 03 CO • — 00 t-> TT CO CO ’ ^ OJ TJ- TJ< 03 00 ©X© , 'tX’'3 < ©©©©X03 • t} 1 © © X " ^ © CO CM t- © COX03©-C03 0J©© 03 ••* 03 © •*sr ,5; .S * .23 oo 5TO»«flCe-= = o®22oj;a;S«*r Custom-house, Montreal, February 2, 1852. T. BOUTHILLIER, Collector. 490 S. Doc. 112 No. 22 .—An account of the staple articles, the produce of Canada, ${c., exported in the year ended 1851, as compared with the year ended 1850. POET OF QUEBEC. Description of articles. Apples...barrels. Ashes, pot.do... pearl..do... Ash timber...tons.. Barley.minots. Battens....pieces. Beef. .tierces. do. barrels. Birch timber.tons,. Biscuit.cwt.. Butter ..pounds. Deals, pine and spruce.pieces.. !?fm timber.tons.. Flour.barrels. Handspikes.pieces. Hoops.do... Lard.pounds. Lath-wood and firewood..cords.. Masts...pieces . Meal (corn and oat).barrels. Oak timber.. .tons.. Oars...pieces.. Oats.... •... .bushels. Pease and beans...do... Pine timber, red,....tons.. white.do .. Pork.barrels. Shingles. .bundles. Do. ....pieces.. Spars...do... Staves......M... do. other...do... Tamarack wood ..tons.. do sleepers.pieces. Furs and skins... 1851. Quantity. Value. 716 $2,404 3,082 86,900 2,3:10 37,372 3, 016 14, 900 1,040 408 4,898 1,960 20 564 | 5,268 3,252 18,468 1,302 4,376 388,265 26,596 3,449,611 937, 480 35, 618 141,143 19fi, 124 570,876 5,323 900 45, 472 2,256 5, 507 32,080 671 67, 100 2,897 9,976 28,105 189, 308 9,074, 4,536 5,827 2,276 11,543 8,960 90, 488 456,232 410,091 1,508, 528 2,690 30, 424 50 44,000 | 250 2,232 236 44, 640 34,076 3,877 430 19,758 348,060 2,028 4,068 12,208 • 4, 671,048 1850. Quantity. Value. 588 $1,764 2,434 6, 700 1,092 1,713 31,008 6,852 3,470 1, 120 5, 583 5 121 ( 692 2,080 | 9,408 4,613 28, 524 1,035 2,944 182,023 22,628 2,995,764 584,784 38,166 220,976 151,094 12,415 643,028 2, 080 6,200 200 4,320 392 4, 423 26,252 620 62, 000 2,970 8, 688 27, 600 251,004 17,435 8, 720 11,541 2,760 6,543 3,748 89, 652 468, 976 326,033 1, 055, 096 2,394 23, 788 5 271 ( 52,000 | 348 3, 229 64,580 452 58,340 3, 622 263,100 915 4,676 28, 195 5,808 11,788 3,881,280 Custom-house, Quebec, March 13, 1852. S. Doc. 112 491 No. 2-3 .—An account of the staple articles, the produce of Canada, &fc., exported in the year ended 5th January, 1852, as compared with the year ended 5th January, 1851. PORT OF MONTREAL. Description of goods. Year ended January 5, 1852. Year ended January 5,1851. Acetate of lime. Apples. Ashes, pot. Ashes, pearl... ...,. Bacon and hams. Balsam . Barley.., Beef...., Beeswax Biscuit.. 38 casks. 515 barrels fresh and 1 box dried. 21,042 barrels... 6,221 barrels. 4 hhds. bacon ; 5 hhds., 38 tierces, and 32 casks, 17 barrels, | barrel,3 boxes, and 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 barrels ; of these 28 barrels beef foreign. 2 tierces and 1 cask. 2,909 bags—1,468 Canada, 1,441 manufactured in bond. 909 barrels fresh. 14,844 barrels. 7,250 barrels. 518 packages. 19 barrels. 1,853 barrels. 65 barrels and 204 bags. Bran. Brandy. Bread. Bricks. Brooms, corn Butter....... Candles 20 hogsheads (foreign.) 491 bags. 55 dozen, 1 package, and 1 broom. 20,767 kegs, 4 barrels and 12 half barrels, 164 firkins and 251 tubs, 35 minots. 113 boxes—10 British, 3 Canada, 100 manufactured in bond. 1,000 bushels. 8 , 000 . 10,015 kegs. 189 boxes. Cast-iron ware.. Cheese... Clocks... Corn, Indian..... Flour. Furniture.. Furs and skins. Glass. Grease. Groats ... Hoofs.-. Honey .. Horns and bones.... Lard. Lumber, viz : Boards .. Deals. Billets. Handspikes .. Maple . Oars . Sawed pine.... Walnut....... Staves, std. and barrel. Puncheon ..... Heading. Meal, Indian.. 18 stoves and 8 pieces. 112 tierces, 77 barrels, 4 boxes, 2 packages, 1 cask, 1 case, 1 cheese. 8 . 54 658 bushels and 200 bags.... 230,466 barrels—224,403 Canada, 6,063 foreign. 11 packages. 15 packages, 16 casks, 8 cases, 1 pun. 1 tierce, 1 barrel, and 1 bale. 13 boxes and 9| boxes. 43 kegs. 29 half barrels. 7 tons, 2 cwt. and 5 pounds. 3 b' xes, 3 tins, and 1 case. 6,490 horns, ana 51 tons, 6 cwt.bones.. 236 barrels and 188 kegs j 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 barrel 292,183 pieces. 2 000 pieces. 1,531 barrels.. 133 packages. 41,491 bushe’s. 129,740 barrels. 23 packages. 35 tons horns and bones. 1 4 barrels and 208 kegs. 7,487 pieces. 3,146 pieces. 622 pieces. 18,032. 1,367 pairs. 338 pieces. 231,861 pieces std. and bbl. 375,400 pieces. 1,472 barrels., 492 S. Doc. 112. STATEMENT—Continued, Descr iption of goods. Year ended January 5, 1852. Meal, oat Naphtha . Oats. Oil cake.. 1,019 barrels and 12 half barrels. 11 cases and 8 casks. 88 tons, 8 cwt., 3 qrs. Onions. Ores, copper. Pails .. Peas. Pipes, tobacco. Pork. Saleratus. Seed, viz: Clover. Timothy . Millet. Flax. Soap. Starch . Sugar, maple. Sirup, maple. Tongues. Vinegar. Wheat . Whiskey. Wooden manufactures 160 barrels and 24 bushels. 415 tons, 5 cwt. 2> dozen. 61,476 bushels, 543 barrels, and 50 half barrels. 1 box. 3,732 barrels, 1 tierce, and 4 half barrels ; of these 1,734 foreign. 116 boxes. 31 barrels. 26 barrels and 82 casks. . 6 barrels. 19 barrels and 260 bushels. 19 boxes. 201 boxes and 1 case pulverized. 7 boxes. 1 keg and 1 jar. 55 kegs and 4 barrels. 50 barrels . •. 134,010 bushels.. 14 hhds. and 4 quarter-casks, (British.) 30 puncheons British returned. 71 packages. ,$1,834,112 Year ended January 5, 1851. 532 barrels. 1,072 minots. 200 tons, 7,608 pieces, and 24 barrels. 328 barrels. 209,874 bushels and 406 barrels. 100 boxes and 65 half boxes. 445 barrels. 819 boxes. 44 casks. 87,953 bushels. Value ... $1,453,680. S. Doc. 112 493 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 excellency 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. Year ending January 5, 1852. Apples. . Beef...' Butter... Candles.... Flour . Hams. Lard..... Lumber, viz : Boards . Planks... Staves, standard. puncheon . Oat-meal... Paper .... Pork. Tobacco... Wheat. 87 barrels. 25 bands and 5 tierces. 183 kegs and 50 tubs. GUO 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. Value,.. $29,804. Custom-house, jMontrtal, January 6, 1852. R. H. HAMILTON, Comptroller . No. 24 .—Statement showing exports from Canada to the United States, at the port of Bruce, in the year ending January 5, 1S52, distinguishing the amounts carried in British and American vessels, respectively. 494 S. Doc. 112 A 2 £ s- cO 02 a? Eg <1 “ X c g § £ « <3 « QO s t"* © ^ £ - <3 2 s ►> pa 15 CO «0 OWOQO OiOWtN Ct^tOCD o o e o -TX-H O >C Of to o tc W r c: t- to 04 00 t—l a* 13 o H O jD o S 3 g EfioStt, j ss 00 CO o OJ CO 00 ■^p^TfOOC^iD^OOOCGO^^COXOOGOO c =Q S. Doc. 112 © 00 oo 0300 © © © 00 00 © CM CM ' B i £ « s QO C" © CM oj rr irs co ift irs co to to r* ift ift CM r- O 00 05 ono t- © CM to TP CO f-» CM to CO CO t" co w ~ • >. O QC QJ -j rY &.V g ooft>©CMooTpaoocoO'*f©aoTp aocM’^'^o^tooooonO’rf'^f ift ift © © ■** OCaD'^J’OOCM*9>CMX*/5TOCO t^TCWOO COift©CMt>©‘ft©CM‘ftTP iCOCCOOOXCOOtCOOi'CDirt © CO C5 Cl 05 05 00 p d) <2 1/5 © o cm fi c CO ca h. r° G.P to to v a S z <» ffi c f ^ >5 00 ^ © JO ift I—I © w o > OO'N’CMOJOO^ITJOOOO'^'OCJO'^'OGCO 'O © COOOtCOOOCOD»^^ •_ '•' *• .v *_< ’sj* 'j- _✓ \a.' w/ jj 'jj ‘a . 1 laj ^ 7" ^mt'OtO^CCXOD'a'GOWrrCnC'VGOMXr'rrOC^CCtO «*i rr\ 1^. /->• i— !>«■, i ►■» »», r-s. >/•, _j. /■«* _ ,Ot - .•». -T, _ * Tr CO GO ©_ift ©ftliftrP'«J’ift©CO 00 JO to ift 00 to 1/5 tp 00 tj> tp CM 05 f~ © © ift 00 O tO *T r- ift to © cm © -rp to ao 00 oo to to to to to ao go © CM CM to CO CO CM 00 tp ift CO ift ift CO © sc CM CO 1ft to CO © r-» to ift 00 © Tp CM -H t— CM to CO © ift CO t- S £ Q0©CMCMCMCM©000D00C0rp*it©00CM©-^PCM©X0000©O ■w ,r- <*r-s ~ . f“, «M. /-^i rr\ /-<> /*i» • _ JTS ^_r *• 3K O. 3E ft: S/ 55x 5rt 2r< -tt *f5 JO © t— ift TP CO CO CM CM JD TP CO 3-r ft* O CO O ■'ft O O CM Cl COOOt-O^TCMOcsoCMOOCOft CM © CO © «o «C CtOXNOG) ■'* © ft) C5 ift tO ft>" CO O CM CO CM © © © CO © © £"• ift © © ’COrtXH 5 S-5-S i-Zo.SJSa a 5-3 « Oa!®QK?fHiahlBO[ii3ShWEf MUSSfeO January 23, 1852. JOHN DAVIDSON, Collector. S. Doc. 112 O § 3 « C ► 00 to O C* 00 ODCTQO^'lNflOOOWlN^' a c*& o* t- © ©uoiri^raoCMCOt-OO 'TO*- COC-OtOOOCOOstOCM c^tooot— 11*1 Ift —I _l MI _- ■— '*' C* io co a oo © ^ qo oo o? o o X^*‘OCO « 0 »^*C 0 C 5 «f-tO«OWCM g 5 W i© oo co «d i© r- o o c r' 3 'a 3 ’5 Sfl c o o c > 5sa \.\ <*, $sa \ \.A a ,%5£ \ 300 \ Exported to U. States. 499 S. Doc. 112 . to m 3 o -c o * 0 & .5 .£ „ X no TT 0) 5 to) 3 -t S 3 ^ B» > > !§S$3S3£g gJ^'S^g.o ® ^ « 00 US *o ~ © to) 4 3 - © ^ to £ 5 itoo*t-^"o'—cr T 50 , ^ £{ to) C© 00 (B„o!H ®< *-• to) to) x to) r'sooovofa ir^^-COOIOCOO fOO«OOOJtNO:X CO © CC X O CO CO ‘^OOOtoOf' co Tt ^ uf co e© —* © x CDWCDWCX'f ~ rf CO 212 ^ H - = wcoxifl p;omx?KMoxto« co^coco^ fC-T c co cc to* X X *© *© i© co (M •«t i© ^ to) — 'rr w to) *r co to) — r- c- x o x • co © X f to) • CO 5 ? co — to) • o y* Cfi - - S'cS^oo^-^scoco it?“5 ^ oi w ^ S 5 ""* ^o~ tof of — © Ot to) ;»3 OJ TT tc rr O "X) 0 * * 9 * C-» to) CO © ^ -o — C3 co "®n«t — to) oo x ^ c) —* ’-' (?) to) Xto)Xto) 3 X<«P©^C© S^^rr^^^ccTii© co©coxto)to)©xcoto) COr-Ccf©-'* *-f —T o to) cc . jo * : - =*> 2 ^ £ * _•£ S §3 =. id § :■ S Pin J£ g ■2 K «2 o e> © © 3*5 §■.§ a •^- 5:^0 0 OOO = C!QC|Q QCQ O at Q on ©^ cc © sue ■© CO Uto ^ co co :(s s i-r=-2 ■ : 3 -= : i 3 i to *. » j. c o © .2 '« S> 5 *o o '« — u k. o . 3 ® fflMOOfaKfcSSt’ • . * c a ; . : c -o • • . co o . •_— o • • © 7 i Wl • • c — « co J , © 2 . ^wco^ - £ ^ o _ *m. .So s = « c O o © «2 < 5 tt^QO o Er* * TAYL.0R, Jlcling Collector* No. 29 .—General statement showing imports into the port of Kingston for the year ending 5th January, 1852, distinguishing the countries from whence and the route by which imported. S. Doc. 112 “ c 2 5-0 03 a CO T3 5j C CM 09 00 © CO -r © CC 00 00 CM -*• Tf © © 09 © —I © 00 -S* CM © *«r "W u? © 3 «j iO ©CMTP©CN, • *,« c ^ <=■* «s E sS,g Q _ w . C c O C o AZ P c ^2S.^ ao aQ £ QMpoSwO S. Doc. 112 501 No. 30 .—Abstract of merchandise received from the frontier districts adjoining Canada, and re-warehoused in the district of New York, during the year 1851. Articles. Packages. Ashes. Beef. Barley..... Batter. Cotton and worsted Fire-engine. Furs.. Flour.... Hams. Leather... Moccasins. Oatmeal.... Peas. Skins, dressed. undressed ... Wax. Wine.. Wheat. 2, 593 barrels, 6 cases, 15g barrels.. 100 tierces.. 987 bushels. 1,340 kegs, 23 tubs, 1 barrel. 3 cases. In 5 cases and l bundle. 13 cases, 3 puncheons, 3 casks.. 250, 352 bar rets.*. . 16 casks. 8 bales. 7 cases. 200 barrels. 2, 439 barrels, 164£ barrels, 5,641 bushels 1 case... 1 case. 20 bales... 91 pipes, 121 half pipes, 4 quarters... 712, 403 bushels. Value. $62,562 00 1,025 00 354 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 00 382 00 1,300 00 7,631 CO 481,213 00 1,427,093 00 District of New York, Collector's Office^ March 22, 1852. No. 31 .—Abstract of merchandise received from the frontier districts adjoining Canada, and rc-nvarchoused in the district of Boston and Charlestown, during the year 1851. Articles. Packages. Value. $96,256 00 2,521 00 7,466 00 465 00 890 09 1,082 00 8,628 00 Curiosities, fossil remains, . 2,133 00 119,441 00 Collector’s Office, District of Boston and Charlestown, March 15, 1852. 502 S. Doc. 112. No. 32—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. f Articles. Packages. Value. Books. Brushes.. Beads . Brandy. Burr-stones. Buttons. Camphor. Cordials. 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. 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. 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. 2,829 pieces. I case. . 9 casks. 50 boxes. 1,130 mats, 248 cases, and 5 packages. 200 bags . 11 bags.. 13 bags and 20 bales. 3 cases . 259 cases, 62 bales, and 1 package. 18 cases, 3 bale3, 1 ceroon, and 4 casks..... 2.cases, 50 crates, and 2 casks. 1 case and I 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 cases, 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 18 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... $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 S. Doc.. 112. ABSTRACT—Continued 503 Articles. Packages. Value. 20,059 00 Tin . 7 cases and 1 cask.. 646 00 8,197 00 5,907 00 118 00 15,820 00 19 00 1,439 00 Tpa . 548, 142 00 No. 33.—PORT OP BOSTON. Abstract of quantity and value of merchandise transported in bond to the frontier districts, to be exported to Canada, during the year 1851. Articles. Packages. Books.. Dry goods. Earthenware. Plated ware.. Tea.... 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... 52 cases, 1 bale, 3 chests 1,074 cases, 410 bales. 9 crates. 2 cases... 48 chests. 7 cases . 2 do . 615 boxes. 63 cases, 5 bales, 1 crate, 40 casks. 800 cases, 15 bales. 25 do . 2 do . 488 boxes. 6 cases... 3 do 20 boxes. 2 do 3 casks . 6 bales, 3 bundles. 25 barrels. 50 boxes. 2 do ..... 75 bags. 1 case. 1 do. 10 boxes..... 40 kegs. 1 case. 1 do . 2 do . 1 box. 2 cases . 3 do . 4 do . V alu $9,075 518,557 412 491 550 1,224 560 877 16, 709 3,162 28,046 2,243 4,083 177 3»8 824 101 61 68 279 497 197 43 HI 59 285 569 247 8 283 204 431 » 590,771 504 S. Doc. 112. No. 34.— Abstract of quantity and value of Canadian four exported from the port of Boston to all ports during the year 1851. 16,688 barrels Canada flour; value...$57,926 No. 35.— Abstract of the quantity and value of Canadian flour exportedfrom the port of Boston to the British American colonies during the year 1851. 4,590 barrels Canada flour; value. $14,961 No. 36.— Flour and wheat, the produce of Canada, exported from the port of New York to the British colonies, 8pc., in 1851; and also the value of all other Canada produce exported to the colonies and to Great Britain, &fc. Ashes exported to Great Britain, 1,543 barrels.$40,542 Ashes exported to other ports, S78 barrels. 19,086 Butter exported to Great Britain, 251 kegs... 1,692 Furs exported to Great Britain, 12 cases.. - -- 3,690 Furs exported to other places, 2 cases, 3 casks, 3 puncheons 2,975 Wax exported to other ports, 20 bales. 1,300 Beef exported to Great Britain, 100 tierces. 1,025 Flour exported to Great Britain, 88,553 barrels . 302,920 Flour exported to British provinces, 86,689 barrels. 299,414 Flour exported to other ports, 100 barrels. 350 Wheat exported to Great Britain, 507,044 bushels. 344,568 Wheat exported to British provinces, 6,798 bushels. 4,666 No. 37.— 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. Flour warehoused, 250,352 barrels. $846,814 • Flour exported, 175,342 barrels. 602,684 Wheat warehoused, 712,403 bushels.. 481,213 Wheat exported, 513,842 bushels. 349,234 No. 38.— Total amount of wheat and flour in store, December 31, 1851. Flour in store, 63,569 barrels. 210,600 Wheat in store, 278,516 bushels. 180,960 New York, March 16, 1852. S. Doc.. 112. 505 No. 39. —A comparative statement of the gross and net revenue received from customs duties in Canada, for the years 1848, 1849, and 1850. 1848. 1849. 1850. Gross receipts of duties Charges for collection...... $1,336,116 130,388 $1,778,188 127,240 $2,463,776 * 138,248 1,205,724 1,650,948 2,324,528 * In this item is included the sum of $9,832 for return duties. No. 40.— Statement showing the relative amount of business done in American and Canadian vessels at the undermentioned American ports, at which separate statements have been obtained, in 1850. In American. In Canadian. In bond, and character of vessel not stated. Totals. Oswego. Rochester. Buffalo. Total. $597,399 26,578 93,068 $1,490,223 69,972 222,845 $3,639 130,987 $2,087,622 100,189 446,900 717,045 1,783,040 134,626 2,634,711 No. 41. —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. 506 S. Doc. 112. OWQOOtN 05 to 00 C* 5D®tOtOO CO © © 00 S. Doc. 112. 507 I r PART VI. 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 1 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 millions 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 capabilities 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 Halifax to Quebec, thus speak of New Brunswick in their report: . “ Of the climate, soil, and capabilities of New Brunswick, it is impossible to speak too highly. There is not a country in the world so beautifully 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 i on this continent. “The lakes of New Brunswick are numerous and most beautiful; ! its surface is undulating—hill and dale—varying up to mountain and | valley. 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 of 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 capabilities and climate are described by Bouchette, Martin, and other authors. , The country is by them—and most deservedly so—highly praised. I “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 Brunswick. “On the surface is an abundant stock of the finest timber, which in the markets of England realizes large sums annually, and affords an 508 S. Doc. 112. unlimited supply of fuel to the settler. If the forests should ever become exhausted, there are the coal-fields underneath. “The rivers, 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 bn the land, he sees out at sea immense shoals darkening the surface of the water.” This description of New Brunswick is given in an official report presented by two very intelligent officers of the royal engineers, who were sent out from England to survey the proposed railway route, and examine the country through which it would pass. They returned to I England at the close of their labors, the results of which were laid before Parliament. The principal river of New Brunswick is the St.John, which is four hundred and' fifty miles in length from its mouth, at the harbor of St. 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 Woodstock, sixty miles farther 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 Madawaska 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 propositions have been made for establishing a communication between the St. Lawrence and the St. 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 workable 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 66° 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 S. Doc. 112. 509 “jet coal,” and by others it is considered pure asphaltum. It is black and brilliant, highly inflammable, and yields a large quantity of gas of great illuminating power. The seam is worked at four miles from the bank of Peticodiac river, where it is navigable for sea-going vessels of large class. On the gulf-coast of New Brunswick there are many fine ship harbors, 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 Shediac, which is capacious, and with sufficient depth of water for vessels drawing eighteen feet. Captain Bayfield, R. 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 vessel in distress could safely run for in heavy northerly gales as a harbor of refuge. Two rivers fall into Shediac harbor, which is fast 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 harbor is ten miles by the Coast, northwardly, from Shediac harbor. Within this harbor, which is at the mouth of a river 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 facility for ship-building. Buctouchc 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 Richibucto harbor, which is extensive, 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 Miramiehi 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 Miramiehi; 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 Miramiehi from the gulf. The river is navigable for vessels of the largest class full thirty miles of that distance, there being from five to eight fathoms water in the channel; but schooners and small craft can proceed nearly to the head 510 S. Doc. 112. of tfhe tide. Owing to the size and depth of the Miramichi, ships can load along its banks for miles; its trade and commerce are already extensive, and will undoubtedly annually increase. A.t the northeastern extremity of New Brunswick, just within the entrance of the Bay of Chaleur, is the spacious harbor of Great Ship- pigam, which comprises three large and commodious harbors. Besides its facilities for carrying on ship-building and the timber trade, Shippigan harbor offers great advantages for prosecuting the fisheries 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 peculiarly favorable to the drying and curing of fish, in the best manner, for distant 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. IAtile Shippigan harbor lies between the islands of Mescou and Shippigan. It is an exceedingly good harbor, being well sheltered, with sife anchorage in deep water. The main entrance is from the Bay o: 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. Bathurst harbor is within the Bay 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 beautiful 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 furnishes 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 Restigouchc, 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 S. Doc. 112. 511 crescent-shaped cove in front of the town of Dalhousie is well sheltered, 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 by 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 the 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. Great Britain. British colonies— $1,507,340 $2,319,070 $1,988,195 $2,447,755 West Indies.. British North 5,560 57,360 11,565 90,350 » America.... 517,300 270,475 674,685 297,860 Other colonies. 6,260 257,910 25,135 1,310,740 8,105 387,000 United States. 1,322,810 Foreign States. 114,825 96,235 67,335 59,020 Total. 3,467,835 3,007,310 4,077,655 3,290,090 512 S. Doc. 112 The following is an account of the vessels, and their tonnage, which entered inward and cleared outward at all the ports of New Brunswick, in 1849 and 1850: Countries. 1849. Inward. Outward. Number. Tons. Number. Tons. Great Britain. 325 140,024 769 300,806 British Colonies. 1,213 81,050 1,172 68,097 United States. 1,304 182,007 928 84,742 Foreign States. 51 13,106 25 3,769 Total. 2,893 416,187 2,891 457,414 1850. Countries. Inward. Outward. Number. Tons. Number. Tons. Great Britain. 233 95,393 768 303,617 British Colonies.. 1,281 81,424 1,241 70,155 United States. 1,457 242,104 937 87,925 Foreign‘States. 68 17,701 25 3,286 Total. 3,039 436,622 2,971 464,983 The number of new ships built in New Brunswick during 1849 and 1850 is thus stated: Vessels. Tons. In 1849.,_ 114 36,534 In 1850. 86 30,356 S. Doc. 112 513 The number and tonnage of vessels owned and registered in New Brunswick in the same years are as follow: On December 31, 1849. On December 31, 1850. Vessels. Tons. Vessels. Tons. At St. John... 505 93,192 7,464 16,819 535 99,490 6,282 16,224 At Miraoiichi ... 90 92 At St. Andrew’s....._... 180 180 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 seaports of New Brunswick, during the years 1850 and 1S51: No. 1. Abstract of ike trade of the port of St. John , showing the ships and tonnage employed , and ike relative value of the imports, distinguishing foreign, goods from goods of British produce and manufacture, during the year ending December 31, 1850. Vessels inward. Value of imports. From what countries. Total. Number. Tons. British. Foreign. Great Britain and Ireland ... 133 58.251 $1,546,395 $126,450 $1,672,845 United States ... 694 145,095 196,405 877,350 1,073,755 British N. A. Colonies. 815 45,153 304,115 85,455 389,570 12 1 514 10,200 10 200 19 2 908 65,260 65 260 Foreign Europe. 18 6,926 4,650 4,650 South Sea Fisheries. i 292 20^485 20,485 Totals. 1,692 260,139 2,082,250 1,154,515 3,236,765 34 514 S. Doc. 112. No. 2. 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 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. Number. Tons. British. Foreign. Great Britain and Ireland - - - 457 190,215 $1,547,335 $96,055 $1,643,390 British N. A. Colonies. 794 40,309 108,015 37,095 145,110 United States. 405 45,214 187,355 106,200 293,555 British West Indies. 37 5,141 54,245 355 54.600 Foreign West Indies. 15 2,150 33,455 33,455 South America. 3 46G 7,190 195 7,385 Australia. 1 402 . 3,405 840 4,245 British Possessions in Africa . 2 424 3,855 3,855 Totals. 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, distinguishing foreign goods from goods of British produce and manufacture, during the year ending December 31, 1851. From what countries. Vessels inward. Value of imports. Total. Number. Tons. British. Foreign. Great Britain and Ireland .. - 143 64,113 $1,855,270 $87,105 $1,942,375 British N. A. Colonies. 737 42,048 322,845 107,485 430,330 8 1,750 3,705 3,705 93 3^349 105,610 105,610 United States. 605 166,952 303,925 1,154 £80 1,458£05 H 4,245 26,510 26,510 Totals. 1,527 282,450 2,485,745 1,480,990 3,966,735 S. Doc. 112 No. 4. 515 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 foreign goods from goods of British produce and manufacture, during the pear ending December 31, 1851. To what countries. Vessels outward. • Value of exports. Total. Number. Tons. British. Foreign. Great Britain and Ireland ... United States. British N. A. Colonies. British West Indies. Foreign West Indies. South America... Australia. Totals.. 440 359 '695 25 21 3 2 208,889 64,344 42,041 3,472 3,688 1,772 615 $1,915,210 148,270 171,665 21,350 53,105 23,330 4,325 $17,080 164,425 44,720 265 1,040 3,735 1,410 $1,932,290 312,895 216,385 21,615 54,145 27,065 5,735 1,545 324,821 2,337,455 232,675 2,570,130 From these returns, it is apparent that the imports of St. John decreased in the year 1851, while the exports increased considerably— thus: 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 American territory, and floated down the river St. John, which was exported to the United States under certificate of origin, in the years 1850 and 1851, with their estimated value: Articles. 1850. 1851. Quantity. Value. Quantity. Value. Boards and scantling, M feet . 2,658 $27,670 2,784 $35,775 Clapboards. 2,599 40,070 3,857 95,950 Shingles.. . .do_ 4,169 10,490 6,808 17,030 Palings. 40 355 113 615 Hackmatack timber.. .. .tons. 30 150 727 3,635 Laths. 20 20 215 270 Pine timber. 1,324 8,965 565 3,955 Ship-knees. 553 400 Spars. 28 55 220 935 Total value_ 88,175 158,165 S. Doc. 112. 515 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 produce, 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. Take. Boards and scantling.M feet. Pickets and palings.M pieces — Laths.do. Shingles.do. Clapboards.M. Hackmatack timber and knees.tons. Spars. Staves. Fire-wood. Lime. Gypsum. Grindstones. Ox-horns. Potatoes. Coal. Black lead. Potash. Sheepskins. Railway sleepers. Pig-iron. Oats. Smoked herrings. Mackerel.. Salmon, preserved.... Salmon, fresh. Shad.. Alewives and herrings .pieces_ .M. .cords. ___hhds.. .tons. .pieces. hhds. and crates. .bushels.... .tons. .cwt. ..barrels._ .crates.... .M feet._ .tons. .bushels._ .boxes. .ban-els._ .packages.. .No. .barrels- .do. 2,997 331 1,009 383 150 46G 10 643 173 238 1,652 65 32 8,900 195 152 32 123 379 91 4,SOO 1,392 10 766 4,437 184 6,892 $37,285 1,655 1,270 960 3,750 2,695 * 50 8,035 865 290 2,120 80 330 6,180 900 325 • 320 5,275 2,500 3,405 2,400 1,865 GO 16,115 4,440 1,345 21,565 Total value 125,030 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. S. Doc. 112 517 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 description of articles: Articles. Apothecary ware-- Ashes. Ale and porter.. Bricks... Books and stationery.... Bran.. Boats. Bread. Butter and cheese. Barilla. Broom brush. Bark. Soap and candles. Coffee and cocoa. Coal. Indian corn. Canvass. Cork. Cattle. Clocks. Cement. Combs. Copper and yellow metal Cordage. Carriages. Confectionary. Dyewood. Earthenware. F urs.. Fruits and vegetables... Dried fruits.. Feathers. Fireworks.. F urniture. Wheat flour.. Rye flour.... Fire-engine.. Groceries.. Glass ware.. Glue. Grain, wheat. Haberdashery.. Quantity. Value. 1,080 packages. $15,761 98,133 pounds . 4,986 3,148 gallons. 628 30,000 . 195 1,761 packages . 24,472 100 bags. 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. 1,063 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. 9,906 1,140 cwt. 9,358 18 cwt. 90 1 box. 15 1,214 packages. 3,190 37,082 barrels. 180,738 14,300 ..do___ 44,240 1 . 2,037 505 packages . 1,713 1,109 ...do. 4,885 2 cases. 40 193,723 bushels. 205,556 1,576 packages ..... 24,477 518 S. Doc. 112. Imports into the port of St. John —Continued. Articles. Quantity. Value. Hay............ .......... . 492 tons. $4,857 30 Hair. 2 bans_ Hemp__ 118 bales.. 2,165 942 Hops_ _ __ _ __ 43 .do. Hirles .. _ _ .... 78 .do. 12,310 9,651 Iron, wrought and unwrought... 276 tons. Iron castings. 573 packages, 752 Indigo...................... pieces, and 453 cwt.... 168 pounds . 7,934 127 India rubber goods. 272 packages . 8,287 2,125 13,236 155 Jewelry.................... 24 .. do .X. Leather ...... .. 1,128 ..do. Lumber _... 1,995 feet.. Lignumvitae ...... ___ .... 55 tons... .... 1,218 931 Lard - -- -- -. ---------- 8,874 pounds . Live stock .. 1 horse ; 6 coops Matches .. poultry. 28 cases.. 191 170 Meal... 8,118 barrels. 24,657 86,616 Meat, salted.. 13,551 cwt. Mahogany and rosewood. 4,912 feet, 56 pieces, Mats..... 4 packages_ 50 packages . 688 370 Musical instruments. 25 ...do. 1,212 2,095 8,295 77 Machinery (planing, &c.). Molasses. 27 ...do . 77,629 gallons. Moulding-sand.. 48 tons. Manure. 75 barrels 222 Marble. 33 tons. 808 Nuts. 301 packages . 2,508 10 Minerals. 1 package. Naval stores. 2,260 barrels .... 4,376 4,5S8 685 Oil, fish. 6,215 gallons. Oil, palm. 78 cwt. Oars. 20 pairs...... .. 21 Plaster.. 240 barrels ... . 310 Oakum... 19 tons __ 1,861 360 Ovsters. 193 barrels __ Prints. fi pHfdrao^s . . . 100 Rice. 209j04-8 pounds 8,042 690 Paint and putty. 108 kegs & barrels Sugar, refined. 516 cwt...___ . 4,387 20,317 19,442 Sugar, muscovado. 3,602 cwt.. Spirits. 22,376 gallons. S. Doc. 11*2. Import into the port J>O^ ICOCOT-HCOCO^COCMCtiOt) o o o o > T3 ^ > . . . . 03 0 &D a ?ps 4) o3 ^ o • r< o • ^ 'W ro C> W r/3 K, • r—( > r O 4> r O CO t> w ^ 10 !> ”r? m 5 co l> X "ft CO > h l to y h ij 2 5 q « 2 3 3 5-« S Jh O S-h O 5m O . w I ~ » M W ^ ,_—. S-l V • <1 . p £ £ £ p £ 4 ) co c3 r$ 3 fl O C C © G r? tr, _ 2 ■*-> C p— Ca 3 »tfi oj w e +-> T 1 * TJ J— CO 4-i S S <£ «-5 S 513 • 2,-S 3 a; 5 £ ‘C '3 3 b In O O O O r-C 3 J?uuuorecS3ica ■e " popppoppPhc-i!?, SMS S. Doc. 112 527 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 in 1851. 3,780,105 Total exports in 1850.~.. 3,290,090 Increase in 1851. 490,015 Ships inward and outward in New Brunswick in 1851. Great Britain. British Colonies. « United States. Foreign States. Total. No. Tons. No. Tons. No. Tons. No. Tons. No. Tons. Inward. 273 113,665 1,275 87,965 1,453 274,594 57 12,926 3,058 489,150 Outward... 815 347,757 1,182 73,280 950 111,772 34 5,719 2,981 538,528 Ships and vessels owned in New Brunswick 31st December , 1851. Number. Tons. Total. Number. Tons. Sailing vessels— Under 50 tons... 438 10,857 105,854 Above 50 tons. 340 778 116,711 Steam vessels— Under 50 tons. 5 136 Above 50 tons.............. 13 1,441 18 1,577 T'ntal. _ ... 796 118,288 | 528 S. Doc. 112. Number of new vessels built in New Brunswick in 1851. Number. Tons. St. John ..... 60 28,628 5,603 109 Miramichi..................... ......._.... 21 St. Andrews... G 87 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 New Brunswick in the Bay of Fundy. The following statement of the extent and value of the New Brunswick fisheries in the Bay of Fundy is from an official document, compiled with great care, in 1850, by a gentleman who, in that year, was appointed to visit and inspect the various fishing stations and establishments in the bay: Grand Manan. —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, pollack, hake, haddock, and herrings are not stated, but the total catch is estimated 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, attended 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 and cod, 120 barrels of oil, and 40,000 boxes of smoked herrings. • 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, with 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 hake, 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 herrings. 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 S. Doc. 112. 529 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 1S50, estimated 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 miles 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 moulh of the St. Francis to a point on the southwest branch of the St. John, where the line run under the treaty of Washington intersects 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. 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 partially, 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 tbe United States. The portion within the United States is covered with timber of the. most useful and valuable descriptions. 35 530 S. Doc. 112. After the settlement of the boundary, by the treaty of Washington, in 1842, it was divided in nearly equal proportions between the States of Maine and Massachusetts, each of which has since sold a number of townships for lumbering purposes, and granted permits for the like 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 Penob- scott) 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 superficial feet of saw-logs, sawed lumber, or scantling. This export duty is paid by all timber and lumber alike in New Brunswick, and in every part of the province. It was imposed in consequence 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 the 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 “that all the produce of the forest, in logs, lumber, timber, boards, staves, or shingles, or of agriculture not being manufactured, 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 free 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 “that when within the province of New Brunswick, the said produce shall he dealt with as if it were the 'produce of said province 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 distinction 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 of 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 of 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, 1S44. S. Doc. 112. 531 The following is a statement o>f 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 which floats down the St. John is collected in one boom. Each piece is clearly and distinctly marked, and can be immediately recognised 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 agreement to that effect should be entered into between the respective governments. The St. John is navigable by large steamers and by sea-going vessels, 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 less than fifty thousand passengers were transported between St. John and Fredericton by steamers in 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 occasionally 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. 532 S. Doc. 112. In talking 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 settlement 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 shipbuilding, and is greatly sought after by 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 Massachusetts in 1850 for ship-building purposes, that the legislature of New Brunswick became alarmed, lest the ship-yards of that colony should fall short of a supply; and a special export duty was therefore 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 year; 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 arrangement 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 agriculture, in their transit to the sea. As valuable interests arise, and border relations become more complicated, this question will yearly become more difficult of arrangement. 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 Maine, as also the interests 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. S. Doc. 112. 533 A sketch of the early history and of the present state of otir knowledge of the geology, mineralogy, and topography of the British provinces of Nova Scotia and New Brunswick, containing information concerning the value of the minerals of those provinces. By Charles T. Jackson, M. 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 settlements, and hence did nothing towards the civilization of the Country. The French navigators, the Jesuit priests, and those adventurous merchants and farmers who accompanied them, did much towards the civilization of this continent, and the marks they made in the wilderness 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 borders 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 regalia 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 or medicine men. It was thus that the French people first were enabled to gain foothold among the Indians of America, and to spread their language 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 Meats’ 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 many of the minerals of the newly-discovered and newly-settled Acadie. A large amethyst from Cape Split, or Cape Blomidon, in the Basin of Mines, was presented to the Queen of Franee by this intrepid and intelligent 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- 534 S. Doc. 112. 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 brilliant 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; lienee it is not incredible that they should have done much towards a correct knowledge of the natural history of the various countries 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 historian 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 duty. 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 synopsis or brief outline of the facts, without going into minute details of a technical nature. Nova Scotia is a most remarkable peninsula, bearing geological evidence 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-currents—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 consist of the gray, red, and buff-colored sandstones of the coal measures, filled with the stems of the ancient forests that formed the coal beds; and containing innumerable seams of good bituminous coal, many of which are of sufficient magnitude to prove valuable to the coal miners. Lofty cliff’s abutting upon the seacoast, at the South Jog- S. Doc. 112. 535 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 originally perpendicular 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-water shell; but they have not been fully determined and described, having been mistaken probably for the genus Mytilus. 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 their expansions in the shale of the roof of the mine. Here and there the scaly stems of the Lepidodendron were seen stretching their tall forms through the rocks, or procumbently reposing, like huge serpents, partly encased in 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 excellent 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 obtained in abundance. Cape Rorier is now explored also by enterprising quarrymen, and yields valuable returns. It is not perhaps generally known that our Atlantic cities, as far south at least as Philadelphia, and perhaps also Baltimore, receive large quantities of beautiful and compact gray, buff-colored, and blue sand- 536 S. Doc. 112. stones from the Bay of Fundy. The myriads of grindstones which are brought to our market employ an immense amount of tonnage, 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 procured. 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 different 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 steamboats, others for gas-making, &c., and will be always required, whatever may be the supply from our own mines of Pennsylvania, Maryland, 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 furnishes 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 bituminous coal, containing sixty per cent, of gas-making bitumen and forty per cent, of coke, which yields but half a pound of ashes per hundred 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 remarkable 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 Palaoniscus 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 Palteoniscus we have described in a printed memoir on this coal mine. Time and labor doubtless will add many more to the list, and the Albert county coal mine will become the Mecca of pilgrims in 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 furnishes a very rich gas, highly charged with carbon, consisting mostly of olefiant gas; and hence, is the very material that is wanted by gas manufacturers to enrich the products of our semi-bituminous coals of Mary- S. Doc. 112. 537 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 to the coke of our more ash-bearing coals. The importation of the Albert coal into the United States does not, therefore, in any way interfere with the sale of our own coals; but, on 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 exchange of commodities with our provincial brethren. Thus far we have called attention mostly to the rocks of the coal formation and to their oontents. But Nova Scotia is a country rich in geological resources; all the rocks, from the crystalline granites up to the new red sandstone series, being, as it were, drawn together in this province, 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 iri 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 Ontonagon river, and on Isle Royale, 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 scientific 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 Shaebinacudie river, and in other limestone rocks of that province, which belong to the upper Silurian or to the Devonian groups. Hones of superior quality are furnished from some of the slates of the coal series, where the argillaceous strata have been acted upon by the igneous trap-rocks. 538 S. Doc. 112. 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, cairngorms, and the entire group of zeolite minerals which abound in the amygdaloidal trap of Nova Scotia, and tempt the mineralogist 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 really 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 suppose, when they add to human knovdedge and to the means of instruction 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 knowledge 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 w T ere opened by Sir David Brewster, and others, by the study of the polarization of light by crystals of these very minerals, 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 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 Note. —We refer to the memoir of Messrs. Jackson and Alger on the mineralogy and geology of Nora Scotia, published in the American Journal of Science and of the Arts, for 1828, republished in the Transactions of the American Academy of Aits and Sciences, for 1832, for foil 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 Daivson, 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, for remarks on the geology of parts of this interesting province. S Doc. 112. 539 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, with 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, Cornwallis, 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 asapkus crypturus, del thysis, and other well known fossils of the Silurian rocks. Beyond this, we come to the granite rocks which were elevated subsequently 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 northeastward, 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- ryman. Riding over a fine road to Halifax, we come to the flinty slates of that town, so remarkable for their hard sterility. Travelling northward 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 Pictou, and on the East river, in New Glasgow. This whole region is rich and beautiful, and is settled mostly by Highlanders from Scotland while, 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 colony, the remains of the French neutral colony. Nova Scotia is remarkably temperate, considering its northern latitude, 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 livers, both in New Brunswick and Nova Scotia. It is obvious to the hydrographer, that the great tidal wave enters the Bay of Fundy at its wide tunnellike 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, 540 S. Doc. 112. 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 than 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 “la- zy-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. Observations on the geological resources of the province of New Brunswick. We 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 investigation of that important 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, snow}--white gypsum, and other rocks of that series, which are here and there found resting upon hills of sienite, hornblende rock, and other crystalline aggregates of hypogene origin. On the borders of these extensive rocks we find novaculite of a green color, which appears to be an altered slate rock and a conglomerate of its broken fragments consolidated 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 country, on account of its freedom from deliquescent salts of lime and magnesia. Now on the borders of the beautiful Kennebekaris river, we followed its me- anderings 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 enter the city of St. John, the great mercantile entrepot 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, indicating 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 S. Doc. 112. 541 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. Ascending 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 excellent coals have been obtained. They are especially prized for use in the forge, since they are of the coking variety, useful in making a hollow 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 ferns 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 j are of a light neutral tint of gray, giving great relief and distinctness [ to the conserved and charred foliage. Even the fructification of the j ferns is perfectly distinct on their foliage, and every scale and leaf of the Lepidodendron 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 miners. There is every reason to believe that important coal mines will be found on the borders of this lake, and the time will ; come when their fuel 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 inexhaustible bed. This, though so highly charged with manganese as to make white and brittle cast-iron, resembling antimony in its fractured surface, furnishes the very toughest kind of bar-iron, having eminently the properties required lor making the finest cast-steel. It has been for many years exported to England for that purpose; but owing to the late reduction of price in English iron, caused by the glut of the European market, the furnace-fires have ceased at Woodstock for the present, but will probably, as the price is now rising again, soon go into blast 542 S. Doc. 112. for the production of pig-iron to be used in making bar-iron in the puddling 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 Indians still dwell on the borders of the Tobique, and have their principal 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 descent. 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 limestone, 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 expands, 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 Acadia, 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 labor. For forty miles above the falls of the St. John, the French settlements 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. Frangois is its most important Canadian branch, and the Allagosh, with its numerous lakes, and the Aroostook, extending almost to the northwest angle of Maine, where it neaidy 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 fossils or in minerals of value. The soil is excellent all over these S. Doc. 112. 543 rocks, and bears good crops of tire 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. Lawrence, 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-building, and for sawing into boards, plank, and deals. Much of her commercial intercourse with the mother country is sustained by this trade. Ships of the largest class of merchantmen are, therefore, nearly as frequent 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 coalmine, in Hillsboro’, near the banks of the Peticodiac river. This coalbed is included in shales, with an underlying mass of soft slate, equivalent to the under-clay of most bituminous coal-beds, and the coal is directly overlaid by strata of highly bituminous shales, filled with scales of ganoid fishes, and with the entire embalmed remains of beautiful species of the genus Palaoniscus 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 meeting 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: “Descriptions of the fossil fishes of the Albert Coal Mine. “ PI. 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 front part; whole length, inches; width in middle of body, -ffio inch; fins, one dorsal, opposite anal, small triangular, -rg-of an inch at base, jointed, drooping, as if the fish was dead before it was enclosed in the mud, (now shale.) Anal, small, triangular, a little larger than dorsal; pectoral, small, compressed into mass of scales of body of the fish; tail, bifurcated, unequal, very long, and tapering in upper division, which extends to a fine point. The scales run down on upper division of tail, and become gradually smaller to tip; caudal rays come exclusively from under side of upper, and from lower division of tail. Scales of body brilliant, rhomboidal, 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 cartilaginous and compressible. The gill plates are too confusedly compressed to be dissected. I cannot find in any published book any figure of a fossil fish identical with this. It is evidently a Paloeoniscus, 544 S. Doc. 112. and is probably a young individual, as seems to be indicated by its small size and the delicacy of its scales. We will name it, provisionally, Palceoniscus Alberti, in commemoration of its being the first fossil fish discovered in Albert county, in New Brunswick. “Pi. 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 Palceoniscus Brownii. “ 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, 5 fa inches; breadth, 1 fa inches; head broken off just in front 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. “PI. I., Fig. 3, represents a perfect fish of the genus Paloeoniscus, which was found on the 3d of June last. In its general form and appearance it resembles the Palceoniscus Elcgans of Professor Sedgewick, (Bond. 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 dilfers from 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, 4y 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 dissected, they are so brittle and confused with the head; Jins, pectoral a little behind gill plates, and extend below the fish fa of an inch—it is a narrow pointed fin, well*marked with its rays. Dorsal fin far back towards the tail, a little anterior to anal; it is half an inch long and i%- of an inch high, and is well marked with its rays. Anal fin somewhat larger than dorsal, a little posterior to it. Abdominal Jin very small, situated a very little in advance of the middle of the body; tail unequally 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 body, 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 highly 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. “PI. I., Fig. 4. This large and elegant fish w T as most unfortunately broken in splitting it out from the rock, only the posterior part of it S. Doc. 112. 545 having been saved in a fit condition for delineation. The whole length of the fish was originally fifteen inches. That portion which remains entii'e, is 5$ inches long; it was broken off through the posterior edge of the dorsal fin. It was an old fish, as is evident from the appearance of the scales, which are thick, heavy, and have their striatic ns in part obliterated, while the serrations are extremely sharp and deep. The scales are elongated rhomboids, and have many striae upon their surface, which run parallel with 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 specimen, perhaps it will be prudent to abstain from giving a specific name. (See PI. I., Fig. 5, now named P. Allisoni.) It is a species of the genus Palaeoniscus. • “PI. II., Fig. 1. This species so nearly resembles the Palaoniscus decorus of Sir Philip M. de Egerton as on first view to pass for it; but on examining the lines of striae, we are forced to regard it as another species. The four great dorsal scales, anterior to the dorsal fin, exactly 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 with the superior and inferior margins, and are deeply and acutely serrated on their posterior edges. The lines of striation are worn away considerably, indicating, perhaps, that it was an old fish. It was, when entire, about eight inches long, and it is two inches in diamster from the anterior edges of the dorsal and anal fins. The lithographic delineation gives a sufficiently full exhibition of the 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 was split open. It is a small species of Palaeoniscus, compressed vertically, and is contorted as if the fish had struggled to extricate himself when imprisoned in the mud that now forms this rock. The line of dorsal scales, in the midd le 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 compressed between the strata. The large dorsal scales, so characteristic, are seen along the middle of the fish. There is a coprolite seen projecting 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 cu rves over the coprolite as if it had been a hard substance. “Description: Fish is 41 diameters of its body long; body 3j 36 546 S. Doc. 112. 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 tail, 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 described. “Fig. 2, 2 bis .—Figure 7 represents a lower jaw of a Palaeoniscus from the Albert mines. It is interesting as showing the mode of dentition of these 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 new 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, 3y\r inches; width of the body, iV o:' an inch; length of the head, equal to the greatest width of the body; fish, four diameters of its body in length; fins, one dorsal, opposite 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 abdominal; scales, large and brilliant, having a light-brown color striated parallel to anterior margins 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 striae 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, yo of an inch long, and yV of an inch in diameter. It is of an ash-gray color, and includes what appear to be small black scales of fishes.” Descriptions of the scales of fossil fishes from the Albert coal mine, with analysis of the scales. Owing to the perfect preservation of the body of the fish, and of ganoid fish-scales in the rocks, it is as easy to identify them as if the fish were still living; for the substance of a ganoid fisli-scale is of the nature of bone, as will be shown by the following analysis of the scales of Palceoniscus, from the Albert coal mines: 0.62 gramme of the scales S. Doc. 112. 547 from the middle of the body of the fish (PI. I., fig. 4,) submitted to analysis, gave the following results: Animal matter_ Carbonate of lime Phosphoric acid.. Lime. Magnesia. Silica. ... 0.0800 ...0.0930 Phosphate of lime and of magnesia, 0.4309. 0.1234 0.0623 0.0040 0.6129 By analysis of another portion of the same 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 nitrogen, which is separated by analysis into the state of ammonia. This, by two determinations, was found to be in one 15.56 per cent., and in the other 16.54 nitrogen; the mean being 16.05 per cent., which is die amount of nitrogen in fibrine and albumen. Description of the scales of Palceoniscifrom the shales of the Albert coal mine. Plate I. A. Portion of shale, with impressions of Palaoniscus’ scales of three varieties, seen enlarged in a, b, 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 extremity, are distinctly shown, b represents one of the fulcre or scales near the fins 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 two fulcre or fin scales from the back, at the dorsal fin. The enlarged views of them give a full explanation of their structure. They have been mistaken not unfrequently for teeth, since the larger scales bear some resemblance to the teeth of placoid fishes, and to sauroid fishes’ teeth. C represents a specimen of another species of Palaoniscus scale. It is, in the original 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 aware that geologists have adopted the division 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 illustrative. 2. Ganoid, (resplendent,) hard, bony scales; example, the American gar-pike. 3. Ctenoid, (comb-like;) example, scales of the perch. 4. Cycloid, (circular;) 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—rill 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. Plate L, Fig. 5, represents the head and part of the body of a very 548 S. Doc. 112. large fish of the genus Pal w*v‘~v, ■ br . - » '* H •><-q>, ,< i'kiii .feia^i- .iktfti'iWSf 'i'‘iWi : ''Mi'.,a:., S. Doc. 112. 553 PART VII. NOYA 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, connected at its eastern and broadest extremity with the continent of North America 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 northeast, 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 eastward 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 by 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 Atlantic 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, capacity, and safety, are perhaps unparalleled in any part of the world. It is stated that between Halifax and Cape Canso there are twelve ports capable of receiving ships-of-the-line, and fourteen others of sufficient 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 S, Doc. 112. 554 covered by the formation above described. The country is undulating throughout, and abounds with lakes of all shapes and sizes. The scenery is everywhere beautifully picturesque, owing to the great variety of hill and dale, and the numerous rivers and lakes scattered everywhere. The soil of Nova Scotia varies greatly in quality; some of the uplands 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 which there seems no reasonable limit. The highest land in Nova Scotia is Ardoise hill, which is only S10 feet above the level of the sea. The navigation returns of Nova Scotia present the following statement of the ships inward and outward in 1849 and 1850, as the aggregate of all the ports in the colony. Countries. Inward in 1849. Outward in 1849. Ships. Tons. Ships. Tons. 176 1,770 2, 806 287 75, 843 123, 084 259,974 26,685 183 1,930 2,606 102 77,174 148,777 247,154 9,749 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. Great Britain.. 139 1,963 2,896 254 65,864 136,992 281, 340 25,509 164 2,184 2,595 157 71,589 167, 915 245, 726 15, 907 Foreign States.. Total.. 5,255 509,705 5,102 501, 237 Seamen: Inward, 34,475; outwaid, 32,135. S. Doc. 112. 555 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, Great Britain. British colonies— $1,489,615 $260,785 $1,892,020 $262,945 "West Indies. 68,350 951, 375 73,115 1,179,590 North America. 852,165 420,140 1,192,605 634,190 Klsewhere. 22, 035 24,090 214,955 53,595 United States. 1,764,785 894,425 1,612,575 988,065 Foreign States. 727,240 253,920 295,815 238,045 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. Quantity. Apples. 211 Butter. 26 Beef. 6 Crackers. 159 Clocks. .number.. 141 Clocks... ...do_ 9 Candles. 26,138 Candles. 465 Cheese. 107 Chocolate. 241 Flour. 62,891 Hams. 183 Leather (sole). 54,914 Leather (upper).... ... do- 3, 448 Lard. 380 Onions. 1,208 Pork. 3, 330 Hum. 1,291 Sugar (crushed). 44 Sugar(refined). ... do- 37 Tobacco. 248,540 Articles paying 10 per cent .... Articles navine 20 ner cent .... Total_ . Value. Rate of duty—sterling. Total duty. $632 4s. per barrel. $211 336 8s. per cwt. 53 31 6«. per cwt. 8 1,590 3s. id. per cwt_ 132 352 5s. each. 176 180 10s. each. 22 3,267 Id. per pound. 544 232 3d. per pound. 28 1,253 5s. per cwt. 133 25 Id. per pound. 5 314,455 Is. per barrel. 15,722 1,837 9s. per cwt., 413 8, 008 Id. per pound. 1,143 1,292 2d. per pound. 143 3, 805 8s. per cwt. 761 3, 021 2s. 6d. per ewt_ 755 24,730 6s. per pound. 4,996 968 Is. 6d. per gallon.. 483 450 10s. per cwt. 111 470 14s. per cwt. 131 46,601 14d. per pound_ 7,766 33,653 2.J per cent. 841 210,847 6^ per cent. 13,177 13,720 10 per cent- 1,372 1,621 20 per cent... 323 673,376 49,464 556 S. Doc. 112 The following returns give an abstract of the trade of the province of Nova Scotia during the year 1851: No. 1 .—Return showing the ships and tonnage inward, and the value oj imports into the province of Nova Scotia, during the year 1851. From what countries. Vessels. Value of im- Number. Tons. ports. 109 48,988 82,613 13, 565 209, 304 17,542 3,497 231 $2,133,035 1,022,415 40,590 1,390,965 757,565 16,015 2,520 1 520 1,249 128 1,480 179 12 3 3 736 2 191 13 ,890 125,000 21,605 1,110 3 487 4 474 44 3,183 1,291 12 1,410 3,228 382,102 5,527,640 No, 2 .—Return showing the ships and tonnage outward, and the value of exports from Nova Scotia, during the year 1851. To what countries. Vessels. Value of exports. Number. Tons. Greit Britain.. 75 40,164 $142,245 British North American colonies. 1,258 96,153 1, 346,595 British West Indies... 355 39,414 911, 355 Guernsey and Jersey. 1 206 13,200 Tinned States of America. 1,433 121,212 736,425 Foreign West Indies. 104 10, 008 304, 080 Matritius.. 2 469 12,155 Span.. 1 189 8,265 1 400 Pernambuco... 1 203 8,930 Foreign Europe. 3 407 16, 460 Brazils and colonies of Spain. 5 604 35,845 Sou;h America... 1 283 1,905 French North America... 18 928 3,925 St. Pierre. 7 419 925 Total... 3,265 311,059 3,542, 310 S. Doc. 112. 557 The imports and exports of Nova Scotia for 1849, 1850, and 1851 are shown comparatively as follows: 1849. j 1850. 1851. $4,924,190 2,804,735 $5,281,065 3,356,430 $5, 527,640 3,542, 310 The various articles of the growth, produce, and manufacture of the United States imported into Nova 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 States of America in 1851 were of the following description and value: Articles. Quantity. Value. $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 59,750 barrels. 4,444 barrels and 238 boxes, fresh.. 17,499 barrels. Oil. 2,422 . 13,877 bushels.. 1,745 2,040 Wool. 38,875 17,930 *705,045 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 returns, is of some importance at this time to the fishing interests of the United States. 'See note, end of Part DC. 558 S. Doc. 112. The number of vessels employed in the fisheries of Nova Scotia in 1851 was 812, of the burden of 4-3,333 tons, manned by 3,681 men, The number of boats engaged was 5,161, manned by 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 exceeds 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 was 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 aggregate of 31,354 scholars. The religious denominations are thus classed : Church of England.36,482 Roman Catholics.69,634 Presbyterians—Kirk of Scotland.18,867 Presbytery 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 2,02S; 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, on the average, about $60 per acre. The quantity of improved upland is stated at 799,310 acres. 559 S. Doc. 112. The quantity of live stock is thus stated: Horses.... Neat cattle Milch cows Sheep Swine.... 28,789 156,857 S6,856 2S2,1S0 51,533 The grain and other crops, in 1850, were as follows: Wheat.bushels. Barley.do_ Rye. 1 .do... Oats.do... Buckwheat.do... Indian corn.do... Hay.tons.... Pease and beans.bushels. Grass seed.do... Potatoes.do... Turnips.do... Other roots.do... 297,157 196,097 61,438 1,384,437 170,301 37,475 287,837 21,638 3,686 1,986,789 467,127 32,325 The products of the dairy, in 1850, are stated at 3,613,890 pounds of butter and 652,069 pounds of 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 weaving establishments, 17 breweries and distilleries, and 131 other manufacturing establishments of various kinds. The whole quantity of coals I’aised in the province, in 1850, is stated at 114,992 chaldrons. There were 28,603 casks of lime burned and very nearly three millions of bricks manufactured. The quantity of gypsum quarried was 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 variation, 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 peninsula. 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. 560 S. Doc. 112. 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 Quebec to the Atlantic, in connexion with those and other steamers, Halifax bids fair to become a place of very considerable 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 imports. Value of exports. $1,675,150 44,785 935,200 48,275 1,109,000 267,990 $72,780 790,150 124,780 18,945 469,000 187,960 4,080,400 1,663,615 Tie ships inward and outward, in 1850, are thus stated: Countries. Inward. Outward. Sailing vessels. Steam vessels. Sailing vessels. Steam vessels. No. Tons. No. Tons. No. Tons. No. Tons. Great Britain .. 61 28,986 36 24,834 17 2,878 28 32,354 Britisl colonies. 587 36,619 42 7,798 674 51,659 43 8,258 Unitei States. 259 27,518 35 32,768 169 19,273 39 36,249 174 18,081 92 10,408 Total. 1,081 111,204 113 65,400 952 84,218 110 76,861 S. Doc. 112 561 The following is an exhibit of the various descriptions of merchandise imported into Halifax from the United States in the year 1850, with the value of each description: f i i f i | f Articles. Ale and porter. Agricultural implements Bacon and hams. Beef and pork. Books and stationery .. Beans and pease...._ Brandy. Brooms..... Bread and biscuit. Bran. Butter. Burning fluid_ m . Corn. Corn meal. Cordage. Cotton manufactures-.. Cocoa. Candles. Coffee. Drugs and medicines... Wheat flour. Rye flour. Dried fruit. Fresh fruit. Glassware.. Hardware. Hides.. Hemp. Leather. Leather manufactures.. Lard. Onions.. Rice. Rum. Sugar.. Soap.. Tallow. Tar and pitch. Tobacco. Tea. Vinegar.. Wheat... Miscellaneous. Value. $565 135 4S5 36,170 23,670 715 395 4,460 25,505 3,270 1,040 5.280 21,400 93,660 17,OSS 54,630 2,755 7,640 6,620 10,070 224,050 77,440 7,370 1,410 3,25-5 30,420 4,315 4,915 7,180 9,990 2,3S5 2,490 11,070 1,020 5,290 1,455 4,780 6,425 76,785 5.280 1,405 23,935 106,270 Total 938,985 37 The staple exports of the port of Halifax are tire 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: S. Doc. 112. CCM 00 o Tp CD 05 CD 'Tl'rt^'OO D* 00 CD 00 D* tp tp 05 tp CO CD iD O) i>. Dt 05 WQOuJH TP CO 05 o* O 05 CD to O* 05 3* C3 05 r» t-i CD GO tO W 0* CO GQ GO Oi V © to ^ | § ■ ■'- S. Doc. 112. 563 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. Vessels. Value of imports. Total value. Number. Tons. British. Foreign. Great Britain. British N. American colonies. British West Indies. United States. St. Pierre. 97 528 101 264 4 152 9 3 3 1 1 1 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 $1,675, 350 940,875 46,525 938,985 Foreign West Indies. 587,080 29,555 20,600 2,470 48,425 587, 080 29, 555 20,600 2,470 48,425 Hong Kong. 5,550 5,550 Total. 1,164 176,802 2,448,880 1,846,535 ! 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 bituminous coal. A notice of the abundant mineral wealth of this colony is given in my former 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 Fundiy. The mines near Pictou are about eighty miles by water from the western extremity of the strait of Canso, which separates Cape Breton from Nova Scotia. Here there are ten strata of coal; the main coal band is thirty-tbree feet in thickness, with twenty-four feet of good coal. Out of this only thirteen feet is fit for exportation; the remain-, ing 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. S. Doc. 112. 564 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 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 the 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 delivered on board at one dollar and a half per chaldron, with a discount of three per cent, for cash payment. The average weight of a chaldron of Pictou coals is 3,456 pounds. The average required in the United States is 2,940 pounds the chaldron. 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 mil*s of workable coal. The thickness of the coal-bed worked at Sydney is six feet. It is delivered on board vessels, after being transported 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 tide 6 feet. The Cumberland coal mines are on the coast of Chignecto, which forms the northeastern termination of the Bay of F undy. 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 contain 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, especially since the change in the navigation law's, 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 S. Doc. 112. 565 nushels, weighing 3,750 (nominally one ton and a quarter) is $3 10, which is equal to $2 32 per chaldron of 36 bushels. The freight to Boston is $2 75 per chaldron ; the duty under the tariff of 184^ (thirty per cent, ad valorem) is seventy cents per chaldron, amounting in all to $5 77 per chaldon. 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 Sfates from the different mines in Nova Scotia, in the years 1849 and 1850: Tears. Pictou. Sydney. Jogging, (Cumberland.) Total. Coarse. Slack. Coarse. Slack. Coarse. Slack. Coarse. Sl&ck. 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 8,518 3850 . 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 BRETOX. This valuable island is in shape nearly triangular, its shores indented, 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 Newfoundland, 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 accessible. The Bias D’Or (or “Arm of Cold”) 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 586 S. Doc. 112. its interior shore until it presents abrupt cliffs toward the Atlantic ocean. 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, bolder, and more continuous, terminating at North Cape, which is 1,800 feet in height, and faces Cape Ray on the opposite coast of Newfoundland. Between these two 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 boundary 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. Quantities of codfish and herrings are taken on this lake during winter tlirpugh holes cut in the ice. The entrance to this great sea-lake is divided 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 entrances are settled by Scotch Highlanders and emigrants from the Hebrides, who prosecute the fisheries in boats vdth 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 extraordinary facilities and conveniences for ship-building; the rare advantage of inland navigation, bordered by good land for 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 geographical 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, S. Doc. 112. 567 began to decline from the time thalt 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, and 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 American 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 declaration, in 1763; but in 1784, a separate constitution was granted to it, and it remained under the management of a lieutenant governor, council, 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. 568 S. Doc. 112. 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. There is reason to believe, however, that the above gives but an 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 850 : Codfish. Herrings. Spring mackerel Fall mackerel.. 28,570 quintals. 8,750 barrels. 51,600 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, without 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 1S51, 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 1,210 chaldrons of fine coal were shipped to the UnitedStates in 1849; in 1850 the quantity shipped to the United States was 10,796 chaldrons of large coal and 1,586 chaldrons of fine coal. The entries and clearances of trading and fishing vessels at Cape Breton in 1850 were as follows: Inward in 1850. At Arichat— Vessels. From England. 2 From British colonies. 52 From United States. 98 From Foreign States. 5 Total. — Tons. Vessels. 349 3,196 8,105 1,663 Tons. 157 12,31 S. Doc. 112 569 At Sydney— From England. From British colonies From United States.. From foreign ports.. Total. Vessels. Tons. Vessels. Tons. 6 1,859 216 21,017 104 10,956 25 1,516 - - 351 35,348 Whole number of vessels inward 508 47,661 Vessels outward in 1850. From Arichat— To Great Britain.. To British colonies To United States.. To foreign States.. T otal. From Sydney— To Great Britain.. To British colonies To United States.. To foreign States.. Total. Vessels. Tons. 48 2,961 14 1,283 4 633 5 837 217 20,615 69 6,883 48 3,712 66 4,S77 339 31,591 Whole 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: Imports— From Great Britain. From West Indies. From British North America From other British colonies. From United States. From foreign States. Ariehat. Sydney. $1,575 $18,335 1,355 23,585 16,860 15,695 43,380 13,645 1,355 1,690 86,945 50,530 The total value of imports into Cape Breton, in 1850, was $137,475. 570 S. Doc. 112. Exports— To Great Britain. To British West Indies.. To British North America To other British colonies, To United States. To foreign States. Arichat Sydney. $10,850 $38,400 2,745 38,020 119,265 9,650 35,335 44,470 32,475 7,200 154,480 184,530 Total value of’exports in 1850 was $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 alwqjvs continue to purchase, many products of the United States, the quantity being limited solely by the power of paying for them in the produce of her forests, mines, and fisheries, the exports from which could be increased very considerably. SABLE ISLAND. This low, sandy island, the scene of numerous and melancholy shipwrecks, 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 fishery 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, and have succeeded very well. By observations of Captain Bayfield, R. N., the well known marine urveyor, made in the autumn of 1851, the eastern extreme of this sland has been found to be in latitude 43° 59' north, and longitude 59° 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 1811, 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, S Doc. 112 571 it is said by Captain Bayfield, has been greatly exaggerated ; but still, it is a most formidable danger. Its real length is fourteen miles only, 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 the fourteenth mile there is ten fathoms of water, and not far from theextremity 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-stream. Throughout nearly its whole length of twenty-five miles, Sable island is covered with natural grass and wild pease, sustaining, by its spontaneous production, five hundred head of wild horses, and many cattle. The- Hon. Mr. Howe, Principal 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 numbers that they almost pressed each other upon the sands. Mr. Howe himself saw an unbroken school, extending from the landing place for a mile, within good seining distance, besides other schools 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 disturbed. Hitherto the government of Nova Scotia, to which this island 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 government 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 unfortunate 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, employment would be found for the hardy race which this stern nursery would foster and train, to draw wealth from the deep. * A writer in that valuable work, Hunt's Merchants’ 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 tho sea in their faces!” #3S’ ,' %%>' <1 ,» •3 ! «>*» * ■ i > It t ** r '' t r <>«• ■ | f_f i» i ^ ^ jhp j i W/ , S. Doc. 112. 573 PART VIII. THE ISLAND COLONY OF NEWFOUNDLAND, INCLUDING LABRADOR, In order that a correct opinion may be formed as to the natural resources and capabilities of the island of Newfoundland, and the value of its fisheries, it will be necessary to give a brief notice of the geographical 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 lies on the northeast side of the entrance into the Gulf of St. Lawrence. From Canada it is separated by the Gulf; its southwest 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 Kay 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 appearance, 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 round and isolated, with sharp peaks and craggy precipices. The valleys also vary from gently sloping 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 respectively assigned. The woods 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 circumstances be also favorable. The trees of Newfoundland consist principally of pine, spruce, fir, larch, (or hackmatac,) and birch ; in some districts the mountain ash, 574 S. Doc. 112. the alder, 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, however, 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 diameter. 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 considerable height above the sea, and have often an undulated surface. They are open tracts, covered with moss, sometimes to the depth of several feet. This moss is green, soft, and spongy; it is bound together by straggling grass, and various marsh plants. The surface is very uneven, abounding in little hillocks and holes, the tops of the hillocks 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 yellow. 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 to the spongy 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, consisting 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 remarkable must not be omitted, namely, the immense abundance of lakes of all sizes, which are indiscriminately called “ ponds.” These are found everywhere, over the whole face of the country, not only in 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- S. Doc. 112. 515 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 countless. Taken in connexion with this remarkable abundance of lakes, the total absence of anything which can be called a navigable river is at first sight quite anomalous. The broken and genexally 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 numerous 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 from 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 reservoir, to be given off when required. The quantity of ground covered by fresh water in Newfoundland 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 acres. LABRADOR. Of the coast of Labrador less is known than of the island of Newfoundland, to the government of which it was re-annexed in 1808, having for some time previously been under the jurisdiction of Canada. It may 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 frequented, 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 temperature of the year does not exceed the freezing-point. The ice does 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 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 576 S. Doc. 112. 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 Labrador, 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-scattered 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 Newfoundland. "a 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 puffins, 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 $S00 by this egging business in a favorable season. S. Doc. 112 577 THE COD-FISHERY. In Newfoundland the term “fish” is generally understood to mean codfish, that being the great staple of the island. Every other description 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 respectively designated the “bank fishery,” and the “shore fishery.” 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 twer.ty-five to ninety-five fathoms. The bottom is generally 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 numerous. The best fishing grounds on the Grand Bank are between latitude 42° and 4G° north. Those perpetual fogs which hangover the Banks, and hover near the southern and eastern portions of the coast of Newfoundland, are supposed to be caused by the tropical waters, swept onward by the Gulf stream, 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 the Grand Bank. The difference in the temperature of the opposing currents, and in their accompanying atmospheres, produces both evaporation and condensation, and hence the continual fog. The.cod-fisherv on the Grand Bank began a few vears after the discovery of Newfoundland. In 1502, mention is made of several Portuguese vessels having commenced this great fishery. In 1517, when the first 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 were 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 rivalry in the fishery sprang up between the English and French. Its importance to England was manifested by the various acts of Parliament which were passed, and the measures adopted for its regulation and protection. Ships of war were sent to convey the British fishing vessels, and protect them while prosecuting the fishery. In 1676, some of the large vessels engaged in the Bank fishery carried twenty guns, eighteen small bouts, and from ninety to one hundred men. This arose from the hostile position assumed by France with reference to this fishery. The English fishermen had much annoyance and trouble from those of France ; notwithstanding which, the British Bank fishery continued to prosper. 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 38 578 S. Doc. 112. seamen were employed in the Newfoundland fisheries; but that number dwindled down to 3,397 in 1793. From 1793 to 1814, the British fishery at Newfoundland prospered greatly. The price in foreign markets was very high, and the value of fish exported from Newfoundland in 1814 was estimated at nearly fifteen millions of dollars. At that time the western and southern “shore” fishery sprung into importance, and offered stronger inducements for its pursuit by the inhabitants 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, Renews, and Trepassy. It was prosecuted 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 twelve 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 numbers 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 million of pounds sterling, were returned protested in the years 1815, 181G, 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 pressure which bore with such excessive severity upon the staple trade of the country. The bounties granted by France were higher even then than at present, and were so arranged as to exclude all fish of British catch from the French, Spanish, and Italian markets. The effect of this has been to break up the fishery on the Grand Bank by British vessels, altogether; and that fishery is now prosecuted solely by the vessels of France and of the United States, under the stimulus 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, who generally abandon it for the large-boat fishery so soon as they acquire sufficient means. In (he small boats the people are confined to their immediate localities, whether the fishing is good or bad; with the larger boats they can avail themselves of such of the fishing grounds as offer the greatest inducements. A fair average catch for small boats is from forty to fifty quintals per man for each season; for the large boats, from eighty to one hundred buintals per man. The expense of the large boats is about fifty per S. Doc. 112. 579 cent, 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 why it is not abandoned in August. On some parts of the coast, however, the cod-fishery is pursued with much success during the whole year. The small boats land their catch every night, when the fish are split and salted on shore. The large boats, when fishing near home, generally land their catch and salt it in the same way; but when at a distance from home they split and salt on board from day to day, until they have completed 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 Newfoundland; 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 were first commenced. They are considered of such minor importance (with the exception of the seal-fishery) that no permanent arrangements have yet been made for their development throughout the whole fishing season. THE HERRING 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 wondferful 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- fishery, 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 worthy 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 markets from which it is now excluded by reason of being imperfectly cured. 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, 530 S Doc. 112. as they ought to be, from the manner in which they are split ami salted. This branch of business, under better management, could be 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 summer 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 extensively pursued from Newfoundland than at present, particularly on the western coast, and in the Gulf of St. Lawrence, where it is prosecuted to a limited extent by the hardy fishermen of Gaspe, without competition. THE SEAL FISHERY. 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: 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 necessaiy equipment, in March every year. 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 winter. 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 surprised 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 ■v essels 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 of vast masses of ice closing in upon them, and in some instances whole crews have perished. Storms which occur during the night, and when the vessel is entangled among heavy ice, are described as truly terrible; yet the hardy Newfoundland seal-hunter is ever anxious to court the exciting yet perilous adventure. S. Doc. 112. 581 The vessels having completed their fare, or having failed to do so before the ice becomes scattered, and all but the icebergs has been dissolved by the heat of the advancing summer, return to their several ports; and it sometimes happens that vessels which are successful immediately 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 CAKIIYING ON THE FISH AND OIL TKADE OF NEWFOUNDLAND. The persons connected with this business are— First. 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, probably from all the original English settlements 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, line, provisions, and every other requisite for prosecuting the fisheries: these he furnishes 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 w'ho provides and equips the vessel, the other half being divided among the crew. Besides the profits 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 consequence 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 dollars 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 582 S. Doc. 112. or, as they call it, on “half their hand,” being fully found by the planter, in every thing 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 branch of business in Newfoundland : Year. No. of vessels. Aggregate tonnage. Men. No. of seals taken. 1842. 74 6,035 2,054 232,423 1843... . 106 9,625 ; 3,177 482,694 1844. 121 11 088 3,775 347,904 1845 ... 126 11,863 3,895 302,363 1846 . 141 13,165 4,470 195,626 1847. 95 9,353 3,215 334,430 1S48. 103 10,046 3,541 389,440 1849 . 58 5,847 2,170 206,338 1850. 71 6,728 2,574 340,075 1851. 92 9,200 6,480 3S2,083 The whole outfit for the seal fishery from the island of Newfoundland 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. 1850. Quantity. Value. Quantity. Value. Dried fish.. quintals 1,175,167 $2,825,894 1,089,182 $2,558,251 Oils.gallons 2,282,496 1,025,961 2,636,800 1,487,654 Seal-skins.No. 306,072 162,144 440,828 31S,4S0 Salmon.tierces 5,911 51,912 4,600 44,160 Herrings., .barrels 11,471 27,220 19,556 46,939 S Doc. 112, 583 The total value of the imports and exports of Newfoundland, in the years 1849, 1850, and 1851, was as follows: 1849. 1850. 1851. Imports. $3,700,912 4,207,521 $4,163,116 4,683,696 $4,609,291 Exports........... ...... 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 hi 1850. Countries. Inward. Outward. Number. Tons. Men. Number. Tons. Men. Europe: 196 28,446 1,516 1,662 • ■ 102 114 15,597 664 890 13 4 28 8 1,152 259 50 % 2 14 104 14,701 10,035 870 81 9,371 9,427 800 81 602 76 647 12 2,002 4,797 1,795 104 30 252 14 116 67 9,641 89 550 1 7 2 221 14 America: British North American 508 44,853 4,189 15,622 9,022 2,800 260 542 35,536 10,180 3,770 1,915 118 3,280 620 30 75 130 787 41 241 66 631 15 111 1 7 32 412 95 4 838 50 58 11,055 609 Total. 1,220 138,228 8,331 1,087 108,795 7,868 584 S. Doc. 112. No. 2.— Vessels inward and outward in 1851 Countries. Inward. Outward. Number. Tons. Men. Number. Tons. Men. Europe: Great Britain. 212 29,994 1,660 148 15,731 892 Guernsey and Jersey. 11 1,352 95 4 664 42 n 1,132 67 Spain. 105 14,9112 875 50 5,789 422 Portugal. 70 8,825 548 88 11,312 723 Denmark. 6 1,541 73 1 107 7 41 6,822 348 Italy. 4 604 37 50 6,998 477 1 62 4 America: British N. American col.. 524 47,450 2,911 503 55,162 3,172 British West Indies. 29 3,598 230 70 10,135 603 United States. 131 16,481 869 33 3,569 211 Spanish West Indies. 39 4,603 201 18 20,202 130 2 388 ]9 St. Pierre. 43 675 90 51 10,256 568 Brazils. 7 1,488 75 4 71 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, 1S50, and 1851: 1849. 1850. 1851. No. Tons. Men. No. Tons. Men. No. Tons. Men. Entered. 1,156 132,388 8,060 1,220 138,228 8,331 1,222 137,465 8,012 Cleared. 1,074 126,643 7,901 1,087 108,795 7,868 1,034 141,578 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. 17 854 In 1848. 19 794 In 1849. 30 1,055 In 1850.'. 30 1,497 S. Doc. 112. 585 The population of Newfoundland, by the last census, in 1845, was 96,295 souls. On the 1st of January, 1852, the population was estimated 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 seines. 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 tierces 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 Timber, 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 10,0S9 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 2,563,175 586 S. Doc. 112. TRADE BETWEEN NEWFOUNDLAND AND THE UNITED STATES. The following 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: 1849. 1850. 1851. Articles. Quantity. Value. Quantity. Value. Quantity. Value. Fish, herrings. . barrels.. 686 $1,690 1,860 $4, 040 2,329 $5,510 tongues and sounds ...do.... 16 75 37 45 46 230 caplin. ... do_ 29 60 19 25 18 25 salmon. ...do.... 3,374 34,180 1,192 19,055 4,163 41, 630 dried cod. quintals.. 21,428 56, 935 14,119 31,770 15,431 38,495 Hides. number.. 245 600 1,431 3, 445 619 1,245 4 535 1 15 cod. ... do- 22 2,220 29 4,355 19 4,375 Skins, seal. 750 560 95,700 63,270 92,220 The whole of the foregoing articles were exported from Newfoundland to the United States in British vessels only, no other vessels whatsoever 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 principal articles, the growth, produce, or manufacture of the United States, irru- ported into the colony of Newfoundland, during the year ending 5tk January, 1852. Articles. Quantity. Value. Rate of duty. Total duty. Arrowroot. $2,370 2,007 5 per cent.. 5 do $118 Apothecaries’ ware. 100 Bacon and hams. .. .cwt.. 180 1,980 5 do 232 Beef, salted.... .barrels. 2,098 24,690 2s. per bbl.. 1,048 Beer and ale.... Blacking. ...do... 346 1,906 10 per cent.. 190 Bran. 29 70 5 per cent.. 3 Bread. .. .cwt.. 5,357 2 25,923 3d. per cwt.. 334 Bricks. .. .No.. 524,703 3,895 5 per cent.. 190 Butter. Cabinet ware... 3,633 3 43,987 715 2s. per cwt.. 10 per cent.. 1,816 71 S. Doc. 112. STATEMENT—Continued. 587 Articles. Quantity. Value. Sate of duty. Total duty. C andles, tallow.. pounds.. 47,920 $5,600 7£ per cent.. $420 Chocolateand cocoa.cwt.. 23 350 5s per cwt.. 28 Clocks and watches...... 1,620 10 per cent.. 162 Cheese.cwt.. 555 2 4/775 5s per cwt.. 693 Coflee.do.. 682 8,325 Coloring.gallons. 148 ' 45 5 per cent.. 2 Confectionery.. - -. 153 5 do 7 Corn, grain, meal, flour, viz: Indian corn.qrs.. 284 1,650 5 do 82 Indian meal._barrels. 6,293 24,318 6d. per bbl.. 786 Flour.do... 87,410 475,330 ls.6d.per bbl. 32,778 Oatmeal.do... 97 500 6d. per bbl.. 12 Peas.qrs.. 36 405 5 per cent.. 20 Oats.do.. 25 100 5 do 5 Cotton manufactures ...*.. 465 5 do 23 Earthen and China ware.. 36 5 do 1 Feathers.cwt.. 24 190 5 do 9 Fish, viz: oysters.bushels. 96 100 Fluid. 308 5 do .. 15 F ruit, viz: Apples.barrels. 1,493 3,785 Is. 6d. per bbl. 559 Raisins, currants.cwt.. 399 2 4,195 5 per cent.. 209 Oranges,lemons .barrels. 251 700 5 do 38 Preserves.cwt.. 1 2 50 5 do 2 Ginger, preserved. pounds. 14 10 5 do Glassware. 510 5 do 25 Grape vines. 15 5 do 1 Hardware and cutlerv.... 3,610 5 do 180 Hats.dozen. 157 397 5 do 19 Hay and straw.tons.. 10 150 5 do 7 Hops.bales. 20 610 5 do 30 Iron manufactures. 960 5 do .. 48 Juice, lime and lemon.... 5 5 do Lard.cwt.. 25 297 5 do 14 Lead.do.. 0 3 11 16 5 do 1 Leather manufactures.... 6,291 5 do 314 Lime.bushels. 515 98 5 do 4 Musical instruments. 740 5 do 37 Molasses.gallons. 28,184 7,045 ljd. per gall. 881 Oakum.cwt. 196 2 1,077 5 per cent... 53 Onions. bushels 30 21 Free. _ Perfumery. 25 5 per cent.. 1 Pickles and sauces. 40 5 do 2 Pitch and tar.barrels. 1814 3,333 5 do 166 5S8 S. Doc. 112. STATEMENT—Continued. Articles. Quantity. Value Kate of duty. Total duty. Pork, salted .... . barrels. 14,4S0 $183,085 3s. per bbl... $10,860 Potatoes and vegeta- hies. . . .bushels. 745 785 Free. Rice. ..cwt... 419 2 1,877 5 per cent.. 93 Robes, buffalo.. CO 300 5 do 15 Rosin_•. 1 31 5 do 1 Salt _ _ _ _ tons._ 4 55 6d. per ton... Sttlflprntns _ _ 25 5 per cent.. 1 Slops. 845 5 do 42 Seeds. 581 Free. Sausages. 20 1 85 5 per cent.. 4 Soap. . _ .do ... 430 2,000 5 do 100 Spirits, viz: rum. . gallons. 6,122 3,655 9d. per gall.. 1,147 Stntinnerv _ 525 5 per cent.. 26 Sfrnvv mnmiffi.rtfnrfis _ 35 5 do 1 Stone, grave.. _. ...No... 1 7 5 do Tea. 51,390 14,518 3d. per lb_ 3,21.1 Tobacco, viz: Leaf. .pounds. 3,358 780 2d. do ... 139 Manufactures. ...do... 329,156 54,535 2d. do ... 13,714 Cigars. ...No... 54,050 925 5s. per M_ 3,378 Stems. 30 75 2s. per cwt.. 15 Tobacco pipes .. 2 5 per cent.. Ton mips . _ barrels 1 12 5 do Turpentine, spirits of. galls. 118 41 5 do 2 Vinegar.. _do.. 563 122 5 do 6 Wine, in bottles. ....do.. 2 15 3s. per gall.. 1 Wood, viz: Staves and casks.. pack. 4,472 3,950 5 per cent.. 197 Timber _ _ _ _ . tons 15 Is. 6d. per ton Board and plank, .feet.. 10,000 100 2s. 6d.per M. 6 Wooden ware .. 7,696 5 per cent.. 384 Woollen manufactures.... 1R73G 5 do 5S6 Total_ 954,266 75,665 An examination of the preceding table shows that the principal articles imported into Newfoundland from the United States are precisely those which give greatest emplo}unent to our people. The value of salted beef imported in 1851 was $24,690; of bread, $25,923; of bricks, $3,895; of butter, $43,9S7; of cheese, $4,775; of Indian corn, $1,650; of corn meal, $24,318; of wheat flour, $475,330; of apples, $3,785; of pitch and tar, $3,333; of salted pork, $183,085; S. Doc. 112. 589 of rice, $1,877 ; of tobacco, $54,535; of staves, $3,950; of wooden wares, $7,696, and of woollen manufactures, $11,736. The total value of articles imported into Newfoundland in 1850, being of the growth, produce, 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 } r ear of $186,716. The following abstracts of the trade of Newfoundland show, comparatively, the relation which the trade with the United States bore to the whole trade of the island with all countries in the year 1S51. 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. Europe— (treat Britain. Guernsey and Jersey. Spain. Portugal.. 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. Vessels. Value of imports. Total. No. Tons. British. Foreign. 212 29,994 $1,410,265 $132,770 $1,543, 035 11 1,352 57,155 560 57,715 105 14,932 62,620 62,620 70 8,825 90,165 23, t>>5 8 1,541 80,810 41 6,822 399,875 399,875 4 1,970 1,970 524 47,450 847,060 94,640 939, 700 29 3,598 86,100 86,100 131 16,481 998,735 998,735 27 3, 368 139,610 139,610 12 1,235 53,300 53,300 7 1,488 95 95 43 075 1,450 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 colonies, the largest, amount of imports into Newfoundland is from the United States. It exceeded the importations from the neighboring colonies last year by $59,000, and amounted to nearly one-half of all importations from every foreign countiy. 590 S. Doc. 112. 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: Vessels, Value of exports. Countries for which cleared. Total. Europe— Great Britain. Guernsey and Jersey. Gibraltar. Spain. Portugal .. Denmark. Sicily... My. Madeira... America— British North American colonies. British West Indies. United States. Spanish West Indies— Cuba. P-vto Kico. West Indies, (Danish).. Brazils...... - St. Peter’s, (French). Total. No. Tons, British. Foreign. 118 4 11 50 88 1 5 50 1 15,731 664 1,138 5,789 11,312 107 582 6,998 62 $ 2 , 040,960 $ 98,655 22,260 880 60,035 . 273 , 810 . 575,360 . 11,625 . 31 , 380 . 357 , 370 . 2,490 . $ 2 , 139,615 23,140 60 , 035 273,810 575 , 360 11,625 31,380 357 , 370 2 , 490 503 70 33 55,162 10,135 3,559 345,930 340 , 095 99,720 16 , 920 570 250 362,850 340,665 99 , 970 i 18 2 61 4 20,202 3881 10,256 711 1,013 142,176 50 , 325 21,920 450,560 230 50,325 21,920 450,560 230 4 , 654 , 117,275 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 compared 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 $1,657,100, 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, breadstuff's 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 whicli 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,ISO, being an increase in the value of goods imported in the latter year of $108,595. There was, therefore, an increased importation, with diminished exports, during the past season, in Newfoundland. S. Doc. 1 \ 2 . 591 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 Newfoundland. 1,200,000 Total *2,784,000 The number of fishermen employed 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 Newfoundland. The salmon exported from Newfoundland are almost exclusively 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 increased more than six-fold, in consequence of the fishermen of Newfoundland being 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 PORT OF ST. JOHN, NEWFOUNDLAND. The chief town in Newfoundland is its capital and principal seaport, St. John, in latitude 47° 34' north, longitude 52° 43' west. 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 The total exports are by some persons estimated at $4,000,000. 592 S. Doc. 112. 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 Europe, 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 intelligence 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 ef 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 by 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 Sydney 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 steaim r, having on board only the small quantity of coals which so short a trip would require, might cross the Atlantic from Galway 7 to St. John in live 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 sjx days. Thenaroor of St. John is one of tlie best in all Newfoundland, where good harbors abound. It is formed between two mountains, the eastern points of which have an entrance called “the Narrows.’’ From the circumstance of this harbor being only accessible bv one large ship at a time, anil from the numerous batteries and fortilicutions erected lor its protection, St. John is a place of very considerable strength. There are about twelve flit horns 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 7 of Newfoundland in 1845, with reference to the advantages of St. John as a port of call for Atlantic steamers. Among other witnesses who were examined was Captain John Cousins, an old and respectable shipmaster, who stated as follows: S. Doc. 112. 593 “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 perceptible tides. The light-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 ; by April, the great body of field-ice has generally passed to the southward, and is found as far as the bank off Cape Race. I have, as 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 distance. “ 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 Newfoundland boldly run through the fog for the land, and find the atmosphere 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 straight line from Liverpool to Halifax, would cut 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 as the most eastern land on the American side of the Atlantic, 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 harbor of St. John possesses the advantages of being capacious-yet landlocked ; 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 along the line of bold coast between Cape St. Francis and Cape Race, *A beacon has recently been erected on Cape Race, on the southern coast of Newfoundland, 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, aud 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. 39 594 S. Doc. 112. which may everywhere 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 he 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 oftentimes 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 better 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 despatch. All history and experience prove that the necessities of commerce seek out the nearest and shortest routes for travel and business. Calais and Hover have been the points of embarkation between England and the continent of Europe ever since the invasion of Britain by Cmsar, and for the sole reason that they are the nearest points between the island of Great Britain and the continent. Where Caesar crossed the straits of Dover, the submarine telegraph now transmits intelligence 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 Suriurn 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 Itome 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 telegraph, spreading its network of wires over the length and breadth of the continent for the instant communication of intelligence, it is but reasonable to believe that the nearest points between the continents of Europe and America—between the west coast of Ireland and the easternmost point of Newfoundland—will be established as the highway for communication between this country and Europe, to insure the transmission of intelligence in the shortest possible space. Nature appears 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 alive to the importance of the geographical position of the harbor of St. John, and firmly impressed with the belief that, by means of steam communication 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 parties who will undertake to make St. John a port of call for S. Doc. 112. 595 trans Atlantic steamers, and will establish a line of electric telegraph from thence to Cape Breton, within a given period. Besides other advantages, 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 fine 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 light 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 fifty-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 powerful 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 seaward at the distance of thirty miles. Longitude 53° 32' 12" west; latitude 46° 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 enabling vessels 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. S. Doc. 112 596 In the years 1850 and 1851 the number of vessels which entered inward at the port of St. John, Newfoundland, was as follows: Countries from which Teasels 1850. 1851. entered. No. of Tessels. Tonnage. Men. No. of vessels. Tonnage. Men. Europe: Great Britain. 131 20,281 1,121 138 21,114 1,143 Guernsey and Jersey. 3 221 14 4 385 23 Spain. 65 8,817 521 66 9,635 522 Portugal. 46 5,533 330 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. 26 3,527 218 26 3,144 199 United States. 105 12,978 729 99 12, 552 645 Spanish West Indies. 64 8,796 657 612 38 4,512 872 300 Brazils. 3 36 4 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 : Countries from which vessels cleared. 1850. 1851. No. of vessels. Tonnage. Men. No. of vessels. Tonnage. Men. Europe : Great Britain ... 78 11,173 623 82 11,148 617 Gibraltar. 6 809 47 8 733 41 1 104 6 Spain. 58 7,005 541 34 4,097 303 Portugal.... *. 31 3,750 235 57 7,390 451 1 107 7 Italy. 46 6,366 398 31 3,642 252 Sicily . 2 352 13 1 147 7 Madeira. 2 221 14 1 62 4 1 89 7 America: British N. American colonies 389 42,517 2,478 343 41,898 2,335 British West Indies. 62 8,429 514 61 8,718 514 United States. 31 2,971 194 27 2,865 169 Spanish West Indies. 15 1,915 111 17 2,099 120 Danish West Indies. 1 118 7 2 388 19 1 95 Brazils. 42 8,149 445 38 7,897 429 Total. 766 94,063 5,638 703 91,191 5,268 S. Doc. 112 597 As furnishing an insight into the general character of the trade and business not only of the port of St. John, but of Newfoundland generally, 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 imports at the port of St. John in 1850 and 1851, with its increase or decrease. Articles. Weight or measure. 1850 . 1851 . Increase. Decrease. Pork. Beef. puncheons Coffee ...". Lumber... fiheep... 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 21,587 23,596 112 1,314 5,465 1,038 1,197 104,930 2,622 4,130 10,224 485 5,847 5,944 269 2,543 454 1,439 1,412 211 156 708 598 S. Doc. 112. The following statement exhibits the quantities of the various descriptions 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. . quintals . 85,243 123,040 114,665 117,750 160,905 70,113 68,533 116,731 114,757 11, 389 76,562 52,937 46,130 1,019 108,684 25, 301 6,073 14,002 6,990 5,025 7,425 2,623 435 2,402 363 7,635 7.272 69,523 5,411 2.273 265 381,333 750 69,258 4,868 2,447 578 339, 075 1,000 1,950 8,457 265 643 174 313 Seal skins: 42,258 United States and British 250 3,129 1,179 5,622 14,079 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 January, 1852, no less than 181,000 quintals ready for exportation 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. S. Doc. 112 599 The following statement comprises an account of the various descriptions of articles imported into the port of St. John from Canada in the years 1850 and 1851, with the quantity and value of each article: 1850. Description of articles. Ale and porter.. Apples. Bacon and hams Barley. Beef. Bread. Bricks. Butter. Candles. Carriages. Clocks. Indian com. Flour. Furniture. Horses. Indian meal. Lard. Laths. Lumber. Malt. Oatmeal. Oats. Pease. Pork. Potatoes and turnips Shingles. Soap. Timber. Tobacco . Undefined spirits.... Vinegar. Wine . Onions. Staves. Miscellaneous. Total. Quantity. barrels.... barrels.... cwt. bushels_ barrels.... cwt. number_ cwt. pounds. .. number... 402 52 122 2,606 294 862 8,000 2,479 6,485 2 bushels ... 2,084 barrels.... 29,180 barrels.... pounds . .. . number... feet. 69,133 4,187 40,800 224,561 barrels.... . bushels ... barrels.... barrels.... barrels.... thousands . pounds . .. tons. .pounds. .. . gallons_ . gallons_ . gallons_ 660 1,188 730 120 147 1,245 67,678 162 565 586 441 60 barrels number 173,823 1851. Value. $3,025 110 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 Quantity. Value. 236 107 46 15 239 2,845 $1,842 255 530 22 1,455 7,050 3,117 3,874 46,600 606 10,226 37,487 4,876 185,800 461 1,550 20 273,028 15 2,720 359 4,149 486 2,035 520 815 10,000 265 3,146 1,710 1,295 1,185 28,250 600 2,050 387 1,385 750 20 185 369,599 90 325 8,787 187 300,322 600 S. Doc. 112. 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. 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. Olive oil, 424 gallons; value, $210. Salt, 482,504 bushels; value, $38,655. Wine, 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: Quantity. Value. Candles. 1,640 $150 Corks. 48 155 Corkwood. 78 130 Dried fruit. 6 45 Green fruil. 282 535 Feathers. 2,988 205 Olive oil. 1,005 1,010 Onions. 828 1,035 Salt. .do._ 185,854 17,065 Wine. 33,379 47,880 Total value of imports at St. John, in 1851, from Portugal. 68,210 From Germany, in 1851, the imports at the port of St. John were as follows: Quantity. Value. Bacon and hams. .cwt... 372 $4,985 Salt beef.. 296 1,650 Bread and biscuit. .do._ 48,633 198,645 Bricks ................. 796,100 2,495 Butter. 3^043 35^615 Cabinet wares........... 2,260 Cordage. 803 6,060 Oatmeal. 499 2,315 Pease (round).do.. Pease (split).cwt. Glass and glassware. Leather manufactures. Oakum.cwt. Pitch and tar.barrels Pork.cwt. Wine.gallons Woollen manufactures. 337 250 50 266 3,173 32 2,875 595 4,635 10,535 285 1,215 25,670 70 10,295 Total value from Germany in 1851 310,200 S. Doc. 112. 601 The imports from Denmark in 1851 were as follows: Quantity. Bread and biscuit. .cwt... 9,627 Bricks. .M_ 36 Butter. 297 Pork. 348 Glassware. Cotton manufactures.. Leather.. Wooden wares. Woollen manufactures Value. $35,435 190 4,455 2,625 115 1,160 2,025 690 4,065 Total from Denmark in 1851 50,760 From the Spanish West Indies the imports in the year 1851 were as follows: From Cuba. Quantity. Value. Coffee.cwt... 122 $625 Molasses.do_ 26,586 66,465 Rum.gallons.. 586 290 Brown sugar.cwt... 2,775 11,475 Cigars. 47,750 615 Total value. 79,470 From Porto Rico. Quantity. Value. Coffee.cwt... 20 $200 Molasses.do._ 5,403 13,755 Rum.gallons.. 180 95 Brown sugar.cwt... 1,269 6,400 Cigars. 30,250 375 Total value. 20,825 Total value of imports in 1851 from Spanish West Indies 100,295 The change in the navigation laws of Great Britain came into operation on the 5th January, 1850; and our vessels immediately availed themselves of the new description of freights which the new arrangements 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, and the nature of the freight they took away—may therefore prove both interesting and useful, not only to the department, but to commercial men generally: S. Doc. 112 o o ' H ■ © EC r O 3 o3 S 5 S- S. Doc. 112. 603 Except occasionally in the months of February and March, when in severe seasons the ice is on the coast of Newfoundland, 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 statements have been published in the colony: Months. Inward. Outward. 1848. 1849. 1850. 1848. 1849. 1850. January . 35 31 21 28 31 28 February. 16 14 26 12 14 20 March. 9 19 18 11 11 11 April. 35 64 27 25 32 23 May. 102 78 118 94 71 61 June. 70 65 86 97 89 122 July. 98 84 81 66 61 73 August. 102 115 138 70 75 71 September. 116 105 115 122 138 159 October. 85 102 82 78 101 95 November. 81 88 72 69 72 64 December. 28 40 44 45 44 42 Total. 777 805 828 717 739 769 It is believed that the returns of the trade and commerce of this important 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 continent. 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. :* .? .j ■ 4 \ t | ,i >; Jmtii * . i > '■ ‘ p1=' ., ' i ^r,r^ ■ "'<■ ■ /*". ‘ M ^ - • T ~'W ;*> «. s .♦ t ! . u & - i 4 . ( .:*>:■{ 1 . , t,<( > . - ' .i . V : : U; '1.H . ■ ■ ■■ ’ ■' * ’ SIMm /’ • • J ' • '• ' *■ ■■ • • j ' • • *- .' ih f \ %,*» 1- ■■'• " ; ; v • ■!. ! M‘ ■ 1 •* /’ , y... ^ *■, !*#^ : ■ - . f ■ ! t■ i S U • . .i ,-^.y IV' R) * , . ? ;v - ■ ^ ■ - .■/(.. 'f ; - *- ■ • U ? +* F ■ : ; f n . v.K. fttitvi • v- ' i I.-'' ■ >:: i>;>/ :■( • is,i»; v'■ n;f j'_ ; y_ t- : .y 3*|* i l NS y.» Vi . ■».,-/ ; t ='-.f ■:•[ - ■♦■,■. v * *. ^ 2M ;1 ■ ■ ! i : > •/ tifi ii‘ ; -iV : ^ ^ *i ■' f. • v .; • ' ' ; ‘«SU. V ■! fl i. t - \ ?i'i /' '■ r.'S ■ ' t;: : . ' ; i- 1 ■ i.i f O'-ftil ** j - ■ ? > ■< : -.pit. *?$$ ' ^ < , ' • f f i '< :> ,■*■ ■ - J ■ t ; ( . <,■ ■ ^ ;■ ■■ • 4'. . iv #f N < rv.'i , . i - t : f '■ . ! ^ S • ; ■ v.* :;i* • V; >• ■- _ v iy ■■:■;»■ ■ j J : . . ■> j > .’ U, ; 4ftl- tH ' ; fill -~>r' ‘ >• i; ; _ V. v-fv.'* < V i V . ' ,': ' ' ' « i f :. ' ‘ / r- ‘ : . ■■ , fT • l'r-i ff t #1 vi \ :* ‘ i '*■ V ’ i v lii ■ 5 ( ? t.< >■ 1 ' "*il i # „ ,1 x b ly V : »U'- i*:4/ t •' ffi!) *f « ' 1 i4>v : 'i> ‘".w 4*i i - - ■ -,-s ■''-«I ( '«?,-♦ R «i% *(;/■» ' >4 ■ *' ■* •»., i'i v.dfiv : ' V ' ' •■*r f f 1 1| ? > i- •.>''!■«-^ ’’iij : ;m. - • - i .Jil ... ••; . ‘ :iT , ■: i, i,. .. ' < V; S. Doc. 112. 605 PART IX. THE COLONY OF PRINCE EDWARD ISLAND. Charlotte Town, the capital, is in lat. 46° 14' north, Ion. 63° 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. Lawrence. It is separated from New Brunswick and Nova Scotia by the straits of Northumberland, which, at their narrowest part, are only nine miles wide. This island is somewhat 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 by 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 harbors; 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 every 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 very 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. This island was discovered by Sebastian Cabot, on St. John’s day, (24th June,) 1497, and thence received the name of St. John. The 606 S. Doc. 112. English took very little notice of this discovery, although made under their own Hag; but the Gulf of St. Lawrence was very soon visited by the Basques, Bretons, and Normans, on account of its fisheries. So early as 150G, Jean Denys, a pilot of Honfleur, published a chart of the gulf, and of this island. It continued to be the resort of French fishermen until 1663, when it was leased by authority of the King of France to the Sieur Dou- 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 improvement were then encouraged, in order that the island might form a granary lor the supply of the fortress of Louisbourg, upon which so much money was expended. At the taking of Louisbourg, in 1758, it 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 by a body of British troops. It then contained ten thousand French inhabitants. After the t reaty of Paris, in 1763, by which France ceded this island, with her other North American colonies, to England, the French inhabitants were driven off 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 lotlery, the tickets being distributed among officers of the army and navy who had served in the preceding 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 institutions; the executive and legislative council has been divided into two distinct councils, and very recently the principles of responsible government 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 rarely 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 ihe number of acres held in fee-simple by occupants, was 280,649 ; under lease, 330,293 acres; by written demise, 31,312 acres; by verbal agreement, 38,7S6 S. Doc. 112. 607 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 1847 was much smaller than in previous 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,S75; 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 mills, 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 tor sale in Newfoundland, where they find a ready market, being well suited for sealing and the fisheries. On the 31 st December, 1850, the number of vessels owned and registered 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 imports and exports in 1849 and 1850 : Countries. 1849. 1850. Imports. Exports. Imports. Exports. $192,030 300,280 1,140 82,580 $82,890 174,940 2,535 32, 410 $279, 898 308, 409 565 41,603 $84,996 181,343 4,165 55,385 British North American colonies.... 576,040 292,775 630, 475 325,989 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 Newfoundland—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. The vessels inward and outward at Prince Edward Island in 1850 and 18-5.1 are thus stated: 608 S. Doc. 112. No. 1.— Vessels entered and cleared in 1S50. Countries. Inward. Outward. No. Tons. No. Tons. Great Britain. 18 4,523 64 12,454 British colonies.. 498 17,691 518 23,605 United States. 34 2,578 49 4, 038 Foreign States.. 7 225 7 225 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. Countries. Inward. Outward. No. Tons. No. Tons. Great Britain. 18 4,140 45 10,951 British colonies... 470 18,042 488 25, 374 United States. 43 2,724 86 5,427 Foreign States. 2 87 2 71 Total..... 533 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 follows : To Great Britain... $68,925 “ British North American colonies. 172,304 <( United States.. 119,236 Total. 360,465 S. Doc. 112. 609 The following is a 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. Articles. Quantity. Bate of duty. Total duty. Apples and onions.. Stationery. Boots and shoes. ... Breadstufls. Burning fluid. Candles and soap.. Corn and cornmeal. Dry goods. Drugs and medicines . Flour. Hardware. Leather. Molasses. Nails and spikes. ... Oranges andlemons. Pitch and tar. Bice. Spirits. Seeds. Stoves.. Sugar. Tea. Tobacco. Varnish and turpentine . Wooden ware. Sundries. 728 barrels. 5 per cent. . -. .do. 104 packages. 154....do. 10 per cent. .. 5 per cent .... do ..... 334....do. 26.do. 421. .. .do... ... 844 bbls. & 1,006 bags. 128 packages. .do. .do. 59.do. 655 barrels. $1 25 pr. bbl.. 5 per cent 2 cts. per lb... 3 cts. per gall. 5 per cent .... . do . 80 packages . 15,112 pounds. 42,423 gallons. 182 packages . 89.do. 257 barrels. 2 per cent .... 5 per cent .... 62 h cts.pr.gall, free . 11 packages . 7,800 gallons. 202 bags. 2S2 . 5 per cent .... $1 50 per cwt. 8 cts. per lb _ 6.. . .do . 5 per cent .... 10.. do. 5_do. 349 cwt.. 42,103 pounds. 1L4S7.\ do. 25 packages. 62. x .. .do"". $122 51 206 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 Total 14,020 The total value of the articles on which the above duty of $14,020 was paid was $77,858, the whole of which was imported into Prince Edward island in British vessels, with the exception of merchandise 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, was 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 40 610 S. Doc. 112. duties in 1850, only $6,420 was received on articles of American production ; while in 1850, with diminished rates, the duties on American production were increased to $14,020 in the aggregate. It is a fair inference, from this state of facts, that Prince Edward Island would take a much larger amount of American goods if the duties were still farther 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 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 States in 1850 was only $55,886. It is obvious, therefore, that the increased import from the United States in 1851 was coupled with an increased export to the United States in that year. The following is a statement of the American vessels and their cargoes which entered and cleared at Prince Edward Island in 1851: Name of vessel. Tons. Where from. Cargo. Whence cleared. Cargo. 63 1X5 74 73 72 64 115 72 70 86 78 Gloucester ... Newburyport. United States. .do. Flour and meal. .do. Gin, molasses, and flour. Native American. Newburyport ... Oats and potatoes. _do_ ....do.... .do. _do.... S. Doc. 112 611 The following abstract gives a very satisfactory view of the trade and commerce of this colony for 1851: Exports. Amount. 89 vessels, 15,721 tons, at £4 (island currency) per ton. Barley, 30,581 bushels. Boards and deals, 1,497,629 feet, and 6,316 pieces. Beef, 39 barrels. Butter, 150 tubs. Cattle, 363 head. Carriages, 5. Dry fish, 7,687$ quintals. Pickled fish, 3,624 barrels. Furs, 3 cases. Hides, 2 casks. Horses, 97. Lathwood, 649 cords. Oil, 484 gallons. Oats, 365,695 bushels. Oatmeal, 5$ tons—34 sacks, 125$ barrels. Oysters, 4,377$ bushels. Pork, 46 barrels. Potatoes, 158,569 bushels. Spars, 796. Shingles, 220,772 M. Sheep, 245 head. Sundries. Turnips, 27,343 bushels. Timber, 1,282 pieces; 66 tons scantling; 7,580 tons of timber; 1,865 knees. Wheat, 1,970 bushels. Wool, 2 bundles. $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 Imports, including ship chandlery, which is exported again in the building and rigging of ships, and not estimated in the value of the shipping. Less—say, for ship chandlery. 607, 389 $538,755 62,884 475 871 *> * 'i A '-I ■r# ■■ frfftt mti-. •■* '.-M . k'-' t ms : fc>. ; Jtmw? ■■v&tfiL 1 f) ikf JH» 1 -XtfKMlMto * f vi •v'.m ■ i! .! ;* V. crfi S. Doc. 112. 618 PART X. INTERCOURSE BETWEEN GREAT BRITAIN AND HER NORTH AMERICAN COLONIES. The industry of the inhabitants of the British North American colonies is principally engaged in agriculture, the fisheries, mines, and forests ; 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 manufacture 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 maritime supremacy of England has been maintained by it, new markets have been created for her manufactures, and a home, with remunerative 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 exported from Great Britain to the British North American colonies in the years mentioned. Colonies. 1800. 1805. 1810. 1815. Canada. $2,208,528 $2, 030,313 $4,701,220 $3,821,003 Nova Scotia. 849,998 591,000 1,682,937 2,195,592 New Brunswick. 389,904 121,409 464,220 984,676 Prince Edward Island. 99,043 62,155 Cape Breton. 15,864 Newfoundland. 1,053,115 1,213,565 1,813,128 2,721,993 Total. 4,501,545 3,956,287 8,760,548 14,801,283 614 S. Doc. 112 As marking the progress and extent of the trade between the United Kingdom and the North American colonies, the following return is presented, showdng 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. INWARD, OUTWARD. British. Foreign. British. Foreign. Ships. Tons. Ships. Tons. Ships. Tons. Ships. Tons. 1840 . 1841 . 1842 . 2, 416 2,461 1,555 2,215 2,284 3, 018 2,887 2,459 2,279 This re 2,036 808,222 841, 348 541,451 771,905 789,410 1,090,224 1,076,162 953,466 886,696 turn wantiu 798, 080 2,099 1,937 1,333 1,996 2,060 2,510 2,666 2,174 1,766 694, 094 652,725 446, 842 710,608 722,299 917,423 978,590 829,809 668,087 7 1 2,213 384 1843 . 1844 . 1845 . 1846 . 1847 . 1848 . 9 3,274 1 2 1 7 29 180 882 414 2,418 6,331 1849 . 1850 . 170 67,580 1,337 480,279 43 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: 1818. 1819. 1820. 1832. 1838. 1843. 1848. Imports.. Exports.. $6,610,215 8,976,320 $7,740,905 10,005,165 $6,064,225 8,381,580 $11,779,260 9,544,785 $12,114,765 11,696,035 $10,691,415 11,287,250 $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: Colonies. 1800. 1805. 1815. Inward. Outward. Inward. Outward. Inward. Outward. Canada. Nora Scotia. New Brunswick. Prince Edward Island .. Newfoundland. 14,293 232 6,072 5,271 10, 366 4,149 3,424 19,780 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 50,901 3,107 60,795 S. Doc. 112. 615 The following statement, compiled from official returns, exhibits the total tonnage inward in Great 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. Inward. Outward. Inward. Outward. -d no *c PQ J§> © (h o Ph rd GO « §> © U © Ph rd GO ffl d bp '33 © Ph rd CO A .1 © U © Pm England. Scotland. Ireland. Channel Islands .... Total. 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 Tons. 1,135,734 73, 323 171,626 3,029 68,626 16, 082 9,482|. 1,962, 354 7,045 1,756,439 12,600 1,530,562 82, 085 1 i 1, 385, 468|92,434 It will be borne in mind that on the 5lh of January, 1850, the change in the navigation laws of England came into operation; and the foregoing 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 staves. The statements which follow give the quantities and value of the North American timber trade in 1840, 1845, and 1850, distinguishing he quantity entered for home consumption from the whole quantity imported. 616 S. Doc. 112. Timber imported into the United, Kingdom for home consumption. Description. 1840. 1845. 1850. From British possessions. ' From foreign countries. From British possessions. From foreign countries. JZ . in m a 0 r- © a m 1 § & ^ 74,250 1 j From foreign countries. Sawed lumber, sup. feet.. Square timber, cubic feet. Timber, sawed or split, 311,935,800 31,950,700 331,650 8,440,200 24,944,550 39,874,500 17,148,250 14,101,400 23,386,500 31,150,000 18,365,750 13,696,100 Lumber, not sawed or Total limber imported. Description. Sawed lumber, sup. feet.. * Square timber, cubic feet. Timber, sawed or split, cubic feet. Timber, not sawed or split, cubic feet. Staves, cubic feet. Official value. 1845. pC . a . :s § a> D< 53 CO cf DC. ss CO ] LI 2 . 14,068 876,183 954,087 125,350 172,530 1,118 13,100 12,271 2,634,500 •pe^iottmuauxi y-i Tp O . C5 (M tP CO vO vO 0Q,o, o to rp CO (O •aoiy; $520 24 CO 10,994 12,331 681 306 CO (M 05 TP CO : : 2 ; : : S : 89,649 j 186,749 800 J •JB0UI 9&1 pUB (B9UI UIOQ $4,722 1,548 120 Tp 05 1,636 41387 79,016 48,802 9,424 pay ‘sapiq *j39f[ Tp ’ Tj> : a . . 41,321 34,471 4,213 •asaoqoTP J0;jng to ; TP vo . tO lO 1,857 tP o CO 10,815 210,037 320,336 33,692 115,245 05^ vO M Districts. +3 P 2 S * 'cS -e*pH !■§ S*1 a fi a Id w C cc t- p d o Ph Ph P- u K 1 & Pnrtsmmifh .! 1 % 4 £ "PVm’irlenee_ __ a .£ p; 'r P- nz 4. u '5 pc- c is c "NTfiw T.nrulmi _ _ _ _ 'p s J 4 Salem and Beverly. -.. frlnm»fiKt.fvr_ Boston and Charlestown New York. Philadelphia. Baltimore. Wil tY.ino+rvn * a « f* D ) ii S t. \\ < « a \o i 5 a i 1 2 Total ral ue. ’ S. Doc. 112. 623 Here is an export trade of domestic products from some only of our Atlantic seaports to the lower colonies during the past year, amounting to more than two and a half millions of dollars. Yet this is not the whole of the exports from the ports indicated to those colonies, as will be seen by the table which follows, exhibiting the description, quantities, and value of the various articles of foreign production exported from the same tw<*nty-thrce ports to the four lower colonies in 1851 . 624 S. Doc, 112 g O cj e o ^3 p .fo , o O .$> n jz & ^ t ?3 SV P ^ cj S ^ .S p g si o • §H •o £ - TO°X •■pajsjoumiratifr •& 9 .irt} -oiijnu'Bui uo^oq ■draoify oSupjoQ • 89 PIH •sjin.Tj paijp puu suiswg •s^uidg * 898 Sttp)J\[ • 0 OJJOO •B9X •p? 9 t{A\. put? inOfcf CO ^ rf O CO CO o* O to i-^ rH NOW 05 CO O) 1 > C05 1- th CO CO 05 O* CO t*< CO *f CO 00 O iO C- 00 CO »H O) -t CO i> X co co of X I'* S co °»‘8 oj o i> X^H © 05 CO i- x 05 CO O Tf e s sj-s 3 §.3 ^ o 3 „ „ 5 $ s 5 ^ « 2 ^ c, 2 Sc- 2 S«^| D 35 J _ 4 > C^r— «S m 3 3 2 § ^ ^. t&T3 C3 O ; i 2 5 S c PnPufiiSdi^PH^pHS^ScoOPQ^pHffl^HiJHco -3 o H S. Doc. 112 O X W 't M Cl CO © ©LOCOXO*(NO*COt'.©uO-f , XX© ^ (O) GO M>W«. © OJ © TJ< Tf © © -rf l>. h» © co © oo © w iO 00 CO X iO © © © vO © © © © CO © CO © lO X © © lO © © © © © © o* c3 O ^C005C©fi*G0 LO (?) CO W C ’f il 05 rp o CO O ' rr ICO GO 00 *2< Oi 1-t O lO O (?) 00 CO 05 Ol^t^OJCOCO^G^ UO^COTtit>.OCOi>Oi 628 S. Doc. 112. This table shows that, during the year 1851, 341,372 tons of shipping entered inward from the lower colonies in nine Atlantic poris 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 inward and outward at the ports named, in 1851: Ports. Inward. Outward. New York. 1,448,768 1,230,082 Quebec. 533,821 586,093 Boston. 504,501 503,101 New Orleans. 328,932 421,56G St. John, N. B. 282,450 324,821 Halifax, N. S. 176,802 178,079 Philadelphia. 159,636 140,174 Baltimore. 113,027 105,789 St. John, Newfoundland. 103,016 91,191 The foregoing comparative statement will, 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 point 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 remunerating 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 shipping. S. Doc. 112. 629 PART XII. 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 BOSTON, UNDER THE DIRECTION OF P. GttEELY, JK., ESQ,., COLLECTOR OF THAT PORT. The fisheries of Massachusetts, and of the other New England States, were prosecuted successfully, 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 inhabitants 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 unsettled; 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 lor that purpose with the inhabitants, proprietors, or possessors of the ground.” This article secured to us the right of the coast fishery, which, as colonies, we had used and possessed in common with the mother country ; 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- 630 S. Doc. 112. cial restrictions which led to the embargo of 1808, and the war with England in 1812. The magnitude of our fisheries from 1790 to 1807, the greatest periods of prosperity, can be realized by those only who have studied this branch of American industry. Beyond what relates to the value of the wealth annually added to the country, and the extensive employment it gives to our native seamen, it has claims on the protection of the government as a nursery for the hardy and daring mariners who have heretofore manned our fleets and fought the battles of our navy. 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 1S13 and 1814 it dwindled down to less than $100,000. 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 refused 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 20th of October* 1818, that we obtained the privilege to take fish “where the inhabitants of both countries,” under all former treaties, claimed the right. And by this same convention it will be seen that “the 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 of 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 to the Quiepen 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 Bellisle, 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, •< nd 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 are still in full force. The advantages thus secured to the colonial fishermen must be apparent ; 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 S. Doc 112. 631 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 fish, 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 lor 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 exportation 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 1821 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 w r ere imported; the foreign cost of which was a fraction short of $200,000. Statement No. 2 exhibits the exports from 1843 to 1851, by which it appears that in 1843, 1844, 1845, and 1846, not any foreign-caught fish was exported; and that the value of the exports of American fisheries averaged half a million of dollars annually. 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 likewise deprived of the discrimination in their favor, extended to them for more than half a century, by the general government; consequently, a 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 632 S. Doc. 112. 'and warehoused for the fiscal years 1847 to 1851, inclusive, and the disposition made of the same. Statement No. 4 shows the same for pickled fish. By the first it will be seen that twenty-seven thirty-fourth pru ts 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 exclusion 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 inclusive, 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 coll 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 of ten quintals only wore 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 increasing from that time to the present; the quantity of pickled fish for 1850 being over ffy-ninc 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 fishery, 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 1S15, the year after the termination of the late war with 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 for the mackerel fishery was first granted by the act of Congress of 24th of M-y, 1828, by which it was proposed to keep the two employments distinct. But every year’s returns show that vessels so licensed have been engaged in catching cod fish; and the owners of such vessels have in many districts obtained the bounty allowed to vessels in the cod fishery, by de- S. Doc. 112. 633 • ducting the time employed in mackerel fishing, if the time required for bounty was otherwise made out between the last day of February 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 have 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 officers whose duty it is to execute them, that the whole system requires revision. The regulations for dividing the proceeds of the fishing voyages, instead of paying monthly wages to the crew, are too frequently evaded by a large number of vessels ; and notwithstanding all the vigilance of the officers of the revenue, it is quite doubtful if the actual fishermen now derive much if any benefit from the large sums annually paid out of the treasury for fishing bounties. I regard it of great importance to cherish this branch of industry, and 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 interested in the business would be benefited by a more thorough supervision of bounty claims, that 1 do not hesitate to urge its consideration upon the department. The second act passed by Congress after the establishment of government—July 4th, 1789—allowed abounty on dried and on pickled fish, and on salted provisions, exported to any foreign country; and this act continued in force, with the modifications contained in the acts of August 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 repealed by the abolition of the salt duty, March 3d, 1807. From 1807 to July 29th, 1813, there were no bounties or allowances to fishing vessels. This last act restored the fishing bounties without granting any allowance 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 show 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 31st, 1791, the sum of $29,682 11 was paid as bounties on salted provisions and pickled fish, but nothing was paid to vessels emjiloyed in the fisheries prior to 1793, when the sum paid was nearly $73,000. For the year 1806, the sum 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 T4, no payments were made. In 1815, only $1,800 were paid; but in 1820, the first year after the operation of the act of 1819, the sum paid amounted to $209,000. The amount now paid annually is not far from $320,000. By the abstract herewith, number 10, it will be seen that at this port alone there have been paid more than two millions of dollars for bounties since the year 1841. The sums paid to vessels licensed at Boston I have separated 634 S. Doc. 112. 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 continued 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 departure, setting forth her seaworthiness and a description of fishing gear, &c., and such a certificate has been regarded here as a necessary prerequisite to the obtaining the bounty. The journal of the vessel, to be sworn to by the master, has also been required, as directed by instructions 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 time permitted, other matters might be examined and stated, bearing on this subject, but they would little aid or strengthen the inferences 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, will appear in an examination of the statistical tables which form a part of this report; and from an examination of the existing treaties bearing on the fisheries, the restrictions 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 fisheries, 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) offishing 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. S. Doc. 112 635 The following statement shows the allowances to vessels employed in the fisheries and bounties on pickled fish exported, from January 1, 1820, to June 30, 1851: Years. To 31st December, 1820 Do. .1821 Do. .1822 Do. .1823 Do. .1824 Do. .1825 Do. .1826 Do. .1827, Do. .1828, Do. .1829, Do. .1830 Do. .1831 Do. .1832 Do. .1833 Do. .1834, Do. .1835 Do. .1836 Do. .1837 Do. .1838. Do. .1839 Do. .1840 Do. .1841 Do. .1842. Six mos. to June 30,1843 Do. .1844 Year ending June 30,1845. Do. ..1846 Do. .1847, Do. .1848. Do. .1849. Do. .1850 Do. .1851 Allowances to vessels employed in the fisheries. Bounties on pick- led fish expoib- ed. $197,834 63 $11,168 71 170,052 92 11,107 80 149,897 83 11,158 30 176,706 08 10,988 50 208,924 08 10,162 80 198,724 97 10,560 60 215,859 01 13,640 40 206,185 55 8,879 20 239,145 20 9,026 23 261,069 94 9,007 60 197,642 28 9,073 10 200,428 39 13,406 20 219,745 27 14,392 00 245,182 40 13,284 43 218,218 76 10,802 21 223,784 93 9,536 80 213,091 03 6,731 80 250,181 03 7,360 42 314,149 49 5,474 30 319,852 03 4,743 50 301,629 34 4,953 90 355,140 01 4,760 40 235,613 07 5,629 30 169,932 33 3,315 05 249,074 25 6,663 60 289,840 07 4,174 20 274,942 98 5,540 60 276,439 38 6,488 20 243,432 23 747 80 286,703 77 68 40 287,988 75 328,265 01 30 00 7,725,373 13 241,936 35 M. NOURSE Treasury Department, Register’s Office, August 11, 1852. , Acting Register. 636 S. Doc. 112 No. 1. Imports of dried and pickled fish into the port of Boston during the fiscal years ending June 30, from 1821 to 1851. Year. Dried fish. Pickled fish. Quintals. Value. Barrels. Value. 1821.. 6 $13 87 $245 1S30. 37 389 351 2,591 1840 . 575 3,937 7,845 76,194 1843 . 169 1,989 9,667 39,796 1844 . 125 1,340 26,047 170,585 1845 . 684 3,933 21,322 194,948 1846 . 430 2,798 17,598 155,264 1847 . 13,822 22,424 41,456 199,171 1848 . 20,774 48,262 72,419 322,730 1849 . 723 2,851 34,597 189,695 1850 . 7,013 15,244 55,886 301,904 1851. 3,424 8,463 92,312 473,005 47,782 111,643 379,587 2,126,128 Collector’s Office, Boston , December 17, 1851. P. GREELY, Jr., Collector . 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Doc. 112. oo o? © cs ~ cowot - o ® ■^ © rf o ijoc , *:0’'?paoao©cot-©t'-- COC30D©©©CO©00© — 00-^’—1C i/f © co - ao cf r--©"cf ©“ l ;»s OffS^CDOlOaOfNOI-‘ © © f- 00 © *' 3 '©'*r®C-“©©©i—— OJ— 1-73 ©©co©© , '9 , co©' , ^©'^ , ©©rHa5!jsco © ©" i> i-H oo c? ©"c>f co*© ■-? c£ po ^ ©©’^©©©t-.CO©''** ■* © —< 00 ■*# © _ C5t^r-MflCOC3rl<^i«(?)-OOOOiO ’-<©CO^'© Ctf®©'«fr©'“-i©C0t*"'©©©©O©©00 C3'5 , «£H3P3CjO:(NCDOt'OCOiOOXf' CO — CO © t"" © I s **©"CO GO ©* CrT © C 5 t"* 2J ■i©©©'**aoaO © < -ooaTcooooc'firr^cor -Oh-CCtflCO CO © © • © CO^©C00Ot^©--©©O5CO >—'G0©©00t--©0©©©0* ©C'lCOt'-OlCOaOi—' CO © -^ ;*■ t> oo * ^ •q*'©f of co' ! *QO©aooo©co©—»O^’+f 0 h-(NrCh. 05 ^n>i'* © © 1 —I -*f © © © © **T © •'T © f—I © o* (M 00 •qSfcT CO © © © CO COC'f I-? ©©»— C»(M©—(^*©©©©©T^-!t<-H ot^c^©r*-*«T©r^X)^‘©©'3oaoaofM t-'GOOJOOrt o i sj rao pdP< S. Doc. 112. 653 w w PS a § o Doc. 112 «= «o H3 Jrt No. 10. Abstract of bounty allowances to fishing vessels, paid by the collector and disbursing agent of the treasury at the port of Boston, for the fishing seasons of the years 1841 to 1850, inclusive. S. Doc. 112 655 ^ftQO^O«C00005H(DNOWO«(350}0'fa OCOh.MuO'tn'C.COiOOJHQO lO«ffQO«C3 05 WM O* CO lO c© O CO 03 'O ® W Cl O tf CD CO LO 1.0 (O CO t- tJ< c© r* COiOCOOiOOOiOCO 00 oo CO Tf CO 1—1 H i©iOC©COOGOi>CO ^ 05 CO iO o XI W !"• JU W CT TT W ^ ^ oo s TPtN.05Tr 1 *50oioiococo O 00 00 CO b'l'LCMMCOOi.OWOJiOiOOOLOiC QO’^'C5CDTfO)0^0)i> Tf CO (M CO CO t>. O GO ^ >D O N O CC ONWNC*C3O00C5MHH CO CO 05 l>» CO 05 0»00i>0iCDM«Oi0^05WCC.u0 05OQDC0u0^t O* CO CO CO t>. 05 00 05 © i© CO GO O) l-O 00 O) COCOCONCOCJOO CO CO CO COCOO^OQCO-OOOOCO (N TT Tf 6 « to 05 CO CO CO 0) co 00 (M Oi 05 CO C0050)OG01>04C0 rC00O05G0i0WON N O O) LO lO N 05rfX»Tf^tj>(?^'^CO J> CO O ODOiOWCOOCS l© TP Tf 05 ©* CO CO CO N 1.0 N LO O CO *> CO Tf (N C5 « C5 CO lO GO O O) O LO CO o D* CO-^COOOiObrtb. CO 05 CO O* CCWOOfCCOGOiOW CO CO o* CO 1.0 GO LO N CO 00 CO GO 00 05 CO i© C©L©©**-»C0t--'«1 , O5 N ® lO ifl O 05 Tf lO 35 05 CO OJ uO CO -? S3 £.2 h 45 o P4 District of Boston and Charlestown, Collector’s Office, December 30, 1851. coo$©©©o©©i>- ciocioecowxo © 50 CO © © © O ©i ©* r © HO HO © c$ iO l« 5© 00 . owtoifl% ZD CO Id Tp M « ^©osoo-sfaooioio CO® NrPCOiON CO CO ®* t»< t>. © 00 HBWP3(1.o2KK>-1CW Sf'S p< O p I ■ R S ST'S .2 0J C5 © © flj 4> c a a a a j ft ft ft ft a" JS ^ ,S3 ^5 J= «8 jq J3 ^ JS ^ ^ plN 3 » « w « « * w w w w w J5 OB 0Q 32 iC PQ OQ 0Q 02 02 CO 658 S. Doc. II2. No. 11—Continued. DISTRICT or PORTLAND. Denomination and names of vessels. Masters of vessels. Tonnage. No. of men. Value. Proceeds of I wrecks. Amount of loss. Schooner Regulator. None given.. - 49 85 52 08 51 21 35 66 52 29 40 74 87 56 8 10 8 6 12 8 14 $600 800 1,000 600 1,600 400 600 None.. ...do... ...do... ...do... ...do... ...do... ...do... Total. ...do... ...do... ...do... ...do... ...do... ...do... Schooner Delight in Peace.... .do. .do. .do. .do. 369 54 66 5,600 DISTRICT OF BARNSTABLE. Denomination and names vessels. Masters of vessels. Tonnage. Number of crew lost. Value. Proceeds of wrecks. Amount of loss. Schooner 'William Gray... Schooner Belle Isle. None given... .do. 57 08 103 82 47 76 66 92 82 20 63 13 64 22 78 22 4 $1,000 3,000 1,400 3,000 3,000 2,300 2,500 3,000 $1,000 3,000 1,400 3,000 3,000 2,200 2,500 3,000 .do. Schooner E. M. Shaw. Schooner Franklin Dexter. Schooner Hamilton. .do. .do. .do. .do. 16 10 n .do. 2 Schooner Melrose, and other vessels in this dis- 5,000 563 50 43 19,100 24,100 DISTRICT OF PORTSMOUTH. Denomination and names Masters of Tonnage. Number of Value of Value of Amount of vessels. vessels. crew lost . vessels. cargo. Of l0S8. Schooner Ballerma. None given... 59 00 8 $1,600 $900 Total. 33 00 6 500 500 ...do... Schooner Burlington. .do. 96 00 13 1,500 2,800 ...do... Schooner Harvest Home.. .do. 66 00 10 2,500 900 ...do... Schooner Wellington. .do. 74 00 10 1,500 3,500 ...do... 1 328 00 47 7,600 8,600 16, 000 S. Doc. 112. No. 11—Continued 659 DISTRICT OF PASSAMAQDODDY. Denomination and names of vessels. Masters of vessels. Tonnage. Number of crew lost. Value of vessel. Value oi outfits. Total. Schooner America. None given ... 43 21 46 61 54 09 9 8 None .... $700 600 1,200 $400 400 300 $1,100 1,000 1,500 .do. 143 91 17 3,600 RE CAPITULATION. Denomination and names of vessels. Number of vessels. Tonnage. Loss in dollars. Loss of life. District of Gloucester. 9 629 49 19, 366 24 District of Penobscot. 14 696 01 14,400 22 District of Portland. 7 369 54 5,600 66 District of Barnstable. 10 563 50 24,100 43 District of Portsmouth. 6 328 00 16,200 47 District of Passamaquoddy. 3 143 91 3,600 17 Total. 49 2,730 53 83,266 219 Collector’s Office, P. GREELY. District of Boston and Charlestown, January I a 1852. Jr., Collector.. S. Doc. 112. 661 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 follows, 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 markets, under the stimulus of a large 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 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 Assembly on the 20th December, 1850, by Monsieur Dumas, Minister of Agriculture and Commerce, and Monsieur Romain-Desfosses, Minister of Marine and Colonies. At the same time, these ministers submitted 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 amounted to 11,500 on the average. The annual expense 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 introduced it having been submitted to a committee of the National Assembly, a report thereon was presented by Monsieur Ancet, the chairman, on the 3d day of May, 1S51, 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. Ancet , representative of the people. Session of May 3, 1851. Gentlemen: The commission to which you intrusted the examination of the projected law in relation to the great sea fisheries, presented 662 S. Doc. 112. 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 discussions held by the Counsel of State, as well as the deliberations of the commission formerly appointed, under the honorable Mr. Ducos, 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 perfect 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. Unquestionably, 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 appears 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, therefore, a commercial law that we have the honor to propose to the Assembly, but rather a maritime law—a law conceived lor the advancement 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 fisheries ought to be maintained. France, seated on the three most important seas of Europe, must continue a maritime power. The memory of her history, the genius of her inhabitants, the variety of her productions, the easiness of her communications with the rest of the continent, and, yet more, the interests of her greatness and of her preponderance in the world, command this. Nevertheless, the loss of her most magnificent colonies has occasioned irreparable injury to the commercial marine, which is an essential element of naval power. Treaties, which became inevitable in the course of time, have successively robbed her of the most valuable objects 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, seem 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 periods 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 serious hopes ot 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. S. Doc. 112. 663 Thus it appears from the crew lists 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. If or 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 necessary to confirm the fact yet more strongly, we should say that table No. 2, appended to this report, establishes 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 twentv-six per cent.; whereas, in the other districts the progress has not exceeded fourteen per cent. England, notwithstanding the immense resources of her insular position; 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 Iloyale, 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 w r e 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 fisheries—while they are enabled to found numerous permanent habitations 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. Ducos observes, in reporting the laws of 1841, uncultivated and savage; its climate is stormy and severe; its waters far less fruitful in fishes. As regards the Americans, we have already said that their fisheries 664 S. Doc. 112. are easy and economical along tlie vast range of coasts they possess, near the most favorable fishing grounds. The consequences of such inequality in position can be readily appreciated. 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 disadvantages of our situation by means of prudently considered encouragements. Your commission, gentlemen, has shown, then— 1. That commercial navigation having lost its best elements of transportation, 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 the 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 advantages 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 ON VESSELS FITTED OUT. We fish for cod— On the Grand Bank of Newfoundland; 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 codfish, 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 1S49 the returns of the French I 8 . Doc. 112. 665 fisheries have been annually, on an average, about 44,000,000 kilogrammes: of this gross amount, 27,000,000 have been consumed in Franee, 17,000,000 have been exported to the colonies or to foreign countries; and that the exportation has been made in nearly equal proportions 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 exclude 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 ease, 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 number of men in every crew, and into bounties on the exportation of the produce, counted by the quintal of cod, but the amount of bounty varying according to the destination of the cargoes. It follows that the bounties on the crew are beneficial to the vessels employed in both kinds of fishing—that with, 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 kilogrammes 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 338 francs. 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 treasury. In fact, the operations of the fisheries are indivisible, and form a single whole. It is the elasticity given by exportation to tire price in our markets which alone induces the fitting out so many vessels. 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 produce of the fisheries, those external markets would be closed against us, and that consequently thereupon the French markets would be embarrassed, and prices lowered ? The consequences which must follow from such a state of things can be easily foreseen. The produce of the fisheries selling in France only, because all exportation would be impossible, two-thirds of the outfits 666 S. Doc. 112. 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 appreciated, 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 operations 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 navigation 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 lines. 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 fisheries, since on the one hand its products are abundant, and more capable, owing to their quality of sustaining competition against foreign produce; and on the other, it furnishes excellent sailors for the naval levies. But to the powerful considerations of economy which have continually governed us, and led us to reduce rather than exceed the amounts of the encouragement given in past times, is added this reflection—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 atiy other to require sacrifices on the part of the state, if it did not, in a very advantageous proportion, augment the number of our sailors. In this point of view—the only one which can be admitted by the legislator—that fishery which furnishes the most sailors is that which best justifies 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, otter 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, imposes 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, young men from fiiteen to eighteen years, who otherwise 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 they have passed the age of sixteen years, are classed, and belong for the remainder of their lives to the maritime lists. Beyond question, these recruits who so largely swell our lists are, at S. Doc. 112. 667 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 fisheries 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 difficulties 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 messieurs 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 fishing is practised 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 only 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 considerable. Six vessels only have been sent to the Dogger Bank since 1841. We retain the bounty 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 1S41 assigns a bounty of 14 francs the quintal to all codfish sent into transatlantic countries. A decree of August 24, 1848, raised this bounty to 18 francs. The present project 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 transatlantic countries, -will tend to open new foreign markets to us, at the very moment when the political and commercial situation of our colonies loads us to apprehend a decrease of their ordinary consumption. 668 S. Doc. 112. The sacrifice 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 overstocking 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 colony too often overlooked and forgotten. The government has accepted this addition to the proposed law. The present project establishes the bounty of 16 francs on exportations to European countries and to foreign States on the Mediterranean, which the law of 1841 had established 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 our 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, provided that, in spite of our fears of its decrease, our exportations of codfish 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 protection to the fisheries. The Minister of Marine has declared to us that the minimums appeared to him to be judiciously regulated, and that there was no necessity for modifying them, the administration having had, thus far, no reason to complain of any abuses. The commission has therefore approved the minimums as they are now established, 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 government 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, 699 ZU *s such number of men as their crew as they deem advisable for navigating 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 self 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 number 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 entertained this view of the case, and have stated that it is the intention of the government to grant the liberty desired, under certain conditions, which will prevent the abuses that might otherwise creep in. Your commission proposes to you to provide by law that a regulation, made and published by the government, shall declare' under what circumstances 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 prevents the possibility of having the same men counted twice in the same year. The 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 accorded to men of above twenty-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 right 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- 670 S. Doc. 112. lies allowed on the exportation of the 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 live fishing voyages on the coasts of Iceland, the two last as an officer, to be deemed capable of commanding 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 Dunkirk, where vessels are specially fitted out for the Iceland fishery, has protested strongly against this provision. Its adoption—so they say—would act runinmudy- on the Icelandic 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 asked 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 profession as will be sufficient for the security of navigation.” A ministerial 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, 1S32, 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 advisable 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 deliberation, 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 ourselves, therefore, to affirming the legislation which actually directs the S Doc. 112. 671 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 imported into France from the fishing places, and that it shall he necessary to prove, as well for such fish 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-fisln’ng interests, the scale of bounties which we have calculated on deductions from facts now existing, must he established 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, which 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 shah be as follows: 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 [lank, 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 r 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, equal to two hundred and twenty and a half pounds 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 foreign States within the Mediterranean, exce.pt Sardinia and Algeria, per quintal metrique, sixteen francs. 3. Dried cod, of French catch, exported either to French colonies in €72 S. Doc. 112. 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 Franee, to Sardinia or Algeria, per quintal metrique, twelve francs. BOUNTY ON COD LIVERS. 5. Cod livers which French fishing vessels may bring into France as the product of then fishery, per quintal metrique, twenty francs. From the foregoing state of bounties, it will be seen that there are some grounds for the fears entertained by the'fishermen of New England, that the cod caught by the French at Newfoundland will be introduced into the principal markets of the United States, with the advantage 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 what 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 commission of the National Assembly, and have, therefore, the highest official authority. ■Return of vessels fitted up for the cod fishery from the year 1842 to the year 1S50 ; both inclusive. S. Doc. 112 673 Totals. T* 1ft Ci CO HOO^WCO WOOlMNH rH o' r-T 1-T —~ of ft ft ft i—t i—i t— i X 00 ~ 05 04 oT TP X o' o"“ kA TP of kA 11,125 10,606 11,573 ■oSnaunx 51,041 ,49,325 1 48, 322| 46,158j 48,660! 51,509j £» f- 05 05 05 05 ONX Oi*' ex' of Tp CO »p ' g rt H kft (M CO CO CO CO •sdiqg HTtONCON OC5MNCDOD Tp CO CO CO CO CO 05 $ CO TP Dogger Bank. •uopjj; » < • »Oi 1 ffl I 1 1 • It) ■ t". t •0&BUUOX • 00 • i Ci • X • • • kA ! ^ 1 •sdiqg • 00 • • C4 ■ fT • "acTw'rp rh oo t>. _ Oi 05 CO TP *> o 05 tP CO « Ft H TP o kA trTcOtf •sdiqg CO Ci kA Tp vo QOftOftOO O CO FT OltwO Grand Bank, without drying. •uoi\[ CO i"* tP ^ ^ <54 tP TP Tf ft QD h-05 CO TP ih FT i— 4 FT fT F-1 IT 1,560 1,537 1,257 1,239 1,196 ■oSeunoj, s&ssssg 00 l>« CO |> lA 05 tp~ <£ tp~ of of o' 13,703 s TP CO I'- 04 X 00 X 05 If Tp •sdiqs X Ci O X Tp o O 1-t O X X t>. FT FT FT 8 102 MAN tF CO CO ni 0 Ji ^.S 05 C *5 -£ S * PQ'g 'O ?3 a cs 5 * a9 W 1,785 1,325 1,269 1,648 2,140 2,052 CO o FT o fT 2,529 1,867 2,150 ■oSnuaox NNi-(«005 04 05 tr kA CO Ci X kA CO - tjT Tp kA CfiT iC 5,816 6,917 8, 781 6,587 7,066 •sdiqg MNWnOO lA 00 00 TP iA kA CO TP o kA LOXn CO Tp IA St. Peters and Miquelon. *U8J\[ Oi Ol O m HCO o 05 ift co io co W M W H 172 CM CO CO FT FT CO O Tp FT FT •oSeuuox (MCO ™ t* ® O CONCOJOCO^ CICOrliAHT rr H 657 § cm" O CO X fh ft 04 FT CO CO •sdiqg 05 lO 05 TP rt rt kA X ft 04 CO Coast of Newfoundland. •U0J\[ CO N Q c CO X Ni0«t>005 tp h oj co 5 co co co" co co cf i-T 6,599 6,369 6,058 6, 359 6,715 ■0§Bnuox 21,608 19,500 19,882 20,228 21, 464 24,485 kA 05 ft 04 05 C4 20,781 14,106 22, 477 •sdiqg OOMXftiNN Tp 00 00 Tp Tp lA 145 142 1 Nrtft 04 00 CO g tp rf ^ t}« GO 00 00 OO CG GO 00 050 TP Tf IO 00 x x 44 674 S. Doc. 112 No. 2. The account of the sums paid as bounties to the crews of vessels employed in the cod fishery of France in the years 1842, 1843,1844, 1845,1846, and 1847. Place of fishery. 1842. 1843. 1844. 1845. 1846. 1847. Coast of Newfoundland.. St. Peters and Miquelon. Grand Bank, (dried fish). Grand Bank, (green fish). 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 72,700 135 526,330 505,420 517,370 528,510 558,110 584,155 Francs. Annual mean of above six years. 536,649 Do.preceding period. 485,190 Total paid in the year 1848. 531,110 Do.do....1849. 505,275 Do.do....1850 . 554,730 Annual mean of eight years, 1842 to 1849 532,035 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. S. Doc. 112 04 00 rl •[^0!} pjI0U0£) njoHiciNOco'f COCOTf04®i-lC5TfXt>.t>. O4-^XCOC0iiC0®®C0O4 coxTrit^oiot^OGcrofri 1-1 1-1 04 105,611 •siog iccoi—it>.iort XCilOOCOCOOOOH® rl rl 1-1 11 1-1 f“H Tf 04 O CO *4 t'- O CO o' 04 ‘spireq U09JQ ®ifiiiOrit^O4''*C0tiit < oi O CO CO « rnio CO to CiXOCOifiOiOOCOlOCO rl r-T rtf of rl rl r-T i-T CO*" Petty officers and seamen. Total. OiTp-HC504b*l>.TfOOiO’-l nOrfXiO^COCOCiOiI' ® co to co t>. o to tj- ijo T^Tf(^f®t>r®co‘coTfr-rcr T—1 1—1 59,417 Seamen. OOOi-iCO^iOCOM’I'N lOOiXOlTfCOiOXCOCi® C) -i O Ifl to C O l'. CO ^ o C0ifO40}t>»COC004’’3 , nX 019 ‘IQ Petty 1 officers, j OiTt<-iQOtOCOOlHLOHr}1 tOHCOtOOHHCOMOrl' i-1 H o « Tp il w « il C5 ti o X ■4 •SlOJld 19% -SBUl SUl^dttQ OGOHitlMHNWtOO® «OCO^Wh*OM«is® TfWLONOOHCOOiiO n H i H rl CO 11,285 i ■ “- 1841 ‘pS^OI} ^BI0tt0£) H®Tr00(NCHfOrt5CN ocococoxoifcox®® 04Xcoci®Troii>.cocox CO’ *>’ 4 Co’ 04 O t-r iO f-U 04 O rlHi 04 102,102 ■sXog C0lQC*COlO®®XO4ncO tOMC5TCUiHQ0<>(CN« ChXlDXCOiCOCJOi— i 05 r-T i-T i-T r-T rl C0~ 04 X •spinjq U09J^) »OGOti00COO4»OTfO590CO lOi>COCOTf^cOOOkOGOCO OCOOliiiOCOClitl'Ti' 1—T1—T TTOfrirl -4 CO 18, 937 Petty officers and seamen. Total. 0504®5C0C0O®ijiir®ti ®i>COXCiO>—inOCO® X0i0rit004i>o-3 , ir*3 < CO^csfo'tCcOCOCOTp'ri'cT 57,687 Seamen. ^COCONNHCOOJONiO Tt-cpo«HOi Wb.OD’f X 04 rf i— i CO Oi CO i> 04 CO lO co co of cT r4 ic" co voT ^ i-T od' 04 rl C0~ lO J Petty officers. iCitcoita5a2i>iO’^coo4 LOocoiot'-aooGooiaico r- n ® 04 CO 0404 X i—l i-i iO s 14 •s^opd J9) -SSUI^ SUl^dBQ Tf^CluCOCOCONCONH WtCtO^ii iO X CO 04 CO 04 ’TWmi>OOOCOOin i—l H H rl rl CO CO a 04 rl Districts. Dunkirk. Havre. Cherbourg. Brest. St. Servan. L’Orient. Nantes. Rochefort. Bordeaux. Bayenne. Toulon. Total. 1843. 1844. S. Doc 112 fejdndf) ' 8 X 03 *8pnt?n uaajQ c £ © >> OQ >* u ■Q v © © Ph e= •Siopd JQ% -sum 7 suiuiduQ OOCOOOJiCOJiOCOftOJN ««@©0NW09I00 iOC6n050!ONO^CO C© 05 rf 00 © CO IN ’COiiOhOOOHC.OH® • 117401 (17JOU8*) •s.4og 'gpiraq iraaig CO OO rf 00 01 C ; k© ® k© i> O » CO 05 C© ® 05 i—(QO’-'C5C5'cOCCCC’Sf»-ro' lijOrf fOO^KiOWXN ©MWJjTfrPW^COi-iiO ©’COCiOhOOtthN ^ ^ ©T o t-T co m* of ^ i-T ccT lO®Hb»vQCCCi©QOQOCO ^rooofo^’rtowo^' rtH©MTfrt«(Mrt© i©k©OC0G0G0C005^fi—IrH 'CWlO^OCmI'OH© 8 *5 9 Xt i~ "35 rf\ ,C -»- © 0,0 S IS- QO ^ S S j>s*c3CiOii>»-H«o OTrocot»k.C*COaQaOCOCOr-i O}O5CDf0CD'tMrtH SO CO CO ^ r-T ,-H rtlOOCO®® NNCD05N Oi®COO(^«COTtrtC3« ^rfcT’-^J><®ffOCOTfr-rar © « PH € 'S^ojid . 10 ^ •9«UI^8aiBJ(I'8Q cc^accoHOi^oa) i-4iO©*>f2TPCiii-iiO©4CO rt H (Jt I~| CCi rp H O ffi n H H'tOWCl® UNHIOH O*l'*^iOtp*©©©©t-'»G0 ^N®NOOOH®OHC) pjJ0U9{) CaNCDk-H^COCCCON orf h.rfON®iCQ0l>05i0W co'oriccrc^’-H'tCcotCorr-r •siog 0*C5COGOtPOO»OCOC}tPO> CQOONOOCOXINN® ClWNCOTf COOHNrtb. i-T C* i-^ r-T i-T i-T CO •sptreq U99.I*) Ah «fi sjopd J9j •sera sui'B^d«Q *C GO^.F-ir>.0OO5i-^?0lOi-'iC ©05 00® N50W«t-iOH t-i i—4 Tp~ Ol i—( i—i 7—I i—I CO C0Q0O5®HHiO®Q0®k' cowiOinioeooccTr®w cocsftOicoOfHTj'ajiSrr of i-T i> t>T co~ rp" i-T i-T C<)*>.t>QDiOiOOii-t«OTPCO ^ TP* of ©~ t>r CO eo CO" tp~ ^ cT 0)H^®CJH«®C50Tt FHlOOlOrHNlOHlOWC l^lO^h-i-ICOCOrHCO^Ol O?00JC000’-Ht>.0i0il>Ci ’tWOI>QO«'-ti>OHQO be ~ ' FS ^ D ^ t; " ,i ^ a a) .S 4) © © a S 'S H ^ wjr ’-i -w ^3 Tj a> ,2 3^2® J OS ° u >»s Si^^s-^irjjoooo OWoSooJZiScqSH S. Doc. 112 05 050WC t>.O5lOlOC0O)J>l^Q0(MOi CO CO CO o ^Noioioogjcocooco OW’TCOCONO’1' lOiCOOiOJ-q'^OJ^O) CO N CO 00 CD O C5 •^fiooicoaot-^eovo vO 00 05 00 Tfrf lOrrOOJ Tf on>. n< ® O in N rf ^fTrciOJt^co^coTr CO CO vO vO 00 CO 3* t(N , a®®0(Mt'0 CO CO CO o CO 05 vO CO CO l> t- t>» Of 04 Tf O uo W C< CO QOOCOOCC(OCi>0)tON TpvOOJOJOOl^rfCO'^' 0)n<05CO , *tCOOQOa5COJ>. OOCOOJt^^CO^vOCOO}^ coost'.vot^cr'OOTftN.Tfco TfrrOir-l'.COCOCO’^' COtOO'f ^COOOOMO ^ it SC _L w ***, .—. __ n~* /**, rlrHCif-lCO^OJCOOJ H N N CO CO « 03 05 !fl CO W C0NX03O(i)03Obit*C0 ©4 vO t* 05 © S. Doc. 112 NNWNkflXOCOMOM OTfHN^OlOO COOiOlO^CMOOt-t^lMCO aiCiflCOiONOO in^(coc(Ncoio« C* i-c CO.TrTJ < Tt' TONWOClOKtOLOOJ TfUO(MCOOOC©Tj..^Ot>.tOC^ ©©lOirtCOiMi-.t'-l^cMiM COtJGOONNWM lO ® ^ MO O C3 N lO (N W ©COlOCi^tCOCMCOCM i> CO Tru 0 O 4 C 0 Q 0 J>^CO NCOLOOClOiWOWCSO OCCOlftCOOJOTfClNO rl i-i (M 1848. 31 16 556,504 89,040.72 17,951 1849. 41 16 863,679 138, 188.72 21,065 1850... 27 16 661,838 105,894.16 Average of eight years—1812 to 1849. 29 531,007 84,902.96 18,953 t S. Doc. 112 OOWO'tOJffJ iftoooc^n Oi'^COOGO’t oicc*woi> cq n cn to ao t-iN»n«oo5 oo •** oj ao © -«r 00 00 00 00 00 00 00 00 Return of the quantity of dried cod, of French catch, exported from the ports of F-ance to foreign countries in the years 1842 to 1850, inclusive, with the amount of bounty paid thereon in each year. S. Doc. 112 Total amount of bounty paid, in francs. 324,064 42 473,054.34 504,195.14 492,441.44 547,006 28 345,205.06 695,127.51 724,221.78 4,105,315.97 513,164.49 Total quantity exported. 2, 659,995 3,777, 464 3,942,905 3, 728,343 4,200,544 2,766,981 21,076,229 3,512,705 3,137,331 4,771,319 4,836, 795 1,576,546 CO 00 VO OO co Italy. •60UUJJ ui Xiunog 273,210.96 334,695.72 286,869.36 177,159.48 246,446.76 253,033.68 347,419.56 292,802 64 2,211,608.16 276,451 00 •S3umiujSo|i>j ui 2,276,758 2, 789,131 2,390, 578 1,476,329 2,053,473 2,108,614 13,094,883 ' 2,182,480 i. 2,895,163 2,440,022 1,065,674 2,303,558 Levant. •bouujj ui Atjunog 22,508.08 89,471.76 170, 743.86 *197,166.62 253,851.92 70,515.06 227,312.74 392,103.54 1,423,703.68 177,962.94 ■souiunuEojxjf ui Xjijuun^) 160,772 639,084 1,219,599 1,408,333 1,813,228 503, 679 5,744,695 957,449 1,207,293 2, 178,353 302,059 1,141,293 Algeiia. •S0U8.1J ui Xjunog 22,837.03 48,546.82 42,935.76 31,820.46 46, 276.02 21,084.84 120,395.21 37,515 60 371,411.79 46,426.47 •saiuuiejSo|t3{ ux Xjpuen^ Cl c: ct to C© OO 00 ■«** o « b* W (?» if5 W WfOWbOO (C'f DO»no CO CO cc ^ 1,525,007 254,168 73,973 668. 863 208, 420 148,813 300,286 Spain and Portugal. •soubjj ui Xtjunog 5,508.30 310.04 3,646.16 86,294.88 461 58 571.48 O o o o 00 ©1 Of CO 00 Ci 12,327.85 •saiuuiuiSopjt ui Xipuentj) *0 CO ^ t- C* ■'T QO ^ Ci 05 TO cT ci co c© ctf CO : >•<*: •*• ■T / #%' ; i 7 fif- ■ > f ; ;; v.' ff t;’-^/ 'i* •f‘t ^ .7. ^ ■&*&&** ***' fcv y Illll ■'* a* 5 *W*-y * V > v -j^44 * •*** .■m nnn miMW* s»«... -L-i»il3ij'-i-. •• »*»’l S. Doc. 112. 687 APPENDIX. Having described in previous portions of this report the various works which compose our system of artificial improvements, a brief notice of the internal and domestic commerce of the country, which may be said to be the result of these works in connexion with our unrivalled natural channels of trade—our navigable lakes and rivers; the general character and direction of this commerce; its progressive development, and present and prospective magnitude; the influence it has exerted in the advancement of the wealth and prosperity of the country ; and the relation that some of our leading staples bear to our foreign and domestic trade—forms an appropriate sequel to be considered in this Appendix. The great facilities which are offered by the topographical features of the country for a vast and extended domestic commerce, were foreseen at an early period of its history. The wonderful sagacity of Washington discovered and predicted the result which the people have within a comparatively few years achieved. When, in 17S3, he proceeded up the Mohawk valley to Fort Stanwix, the present site of Rome, N. Y., and from thence, over the route now occupied by the Erie canal, to the waters of Wood creek, which flow into Lake Ontario, and from thence to the sources of the Susquehanna, he gave the following expression to this glowing thought: “Taking a contemplative and extensive view of the vast inland navigation of the United States, I could not but be struck with the immense diffusion and importance of it, and with the power of that Providence who had dealt his favor to us with so profuse a hand. Would to God we may have wisdom to improve them.” Our national progress has undoubtedly far transcended all that the “Father of his Country” dared ever to hope or desire. Our natural avenues have been improved, and artificial ones have been constructed, allowing the free, rapid, and cheap movement of the products of national industry in every direction, and the producer and consumer in every portion of the country are brought into convenient connexion with each other. By opening easy access to markets, the development of our resources has been stimulated to an extraordinary degree. The results obtained can hardly be better expressed than by copying the following paragraph from the celebrated Treasury Report of the Hon. Robert J. Walker, of 1847-’48, in which he says: “ The value of our products exceeds three thousand millions of dollars. Our population doubles once in every 23 years, and our products quad ruple in the same period. Of this three thousand millions of dollars only about $150,000,000 are exported abroad, leaving $2,850,000,000 at home, of which at least $500,000,000 are annually interchanged between the several States of the Union. Under this system, the larger 638 S. Doc. 112. the area and the greater the variety of climate, soil and products, the more extensive is the commerce which must exist between the States, and the greater the value of the Union. We see then, here, under the system of free trade among the States of the Union, an interchange of products of the annual value of at least $500,000,000 among our twenty-one millions of people, whilst our total exchanges, including imports and exports, with all the world beside, containing a population of a thousand millions, were, last year, $305,194,260.” The following tables will exhibit something of the productions and value of the country in 1850, and of its commerce with foreign nations in 1851. These tables have been compiled from various authentic and official sources, and may be relied upon as the nearest approximation to correctness that can be had under the present system of procuring statistics. The following statements show the trade and commerce, population, treasury receipts, &c., of the country, for several years : Average yearly imports, 1821 to 1826, inclusive, specie omitted. Average yearly imports, 1S21 to 1826, inclusive, specie included. Average yearly imports, 1848 to 1852, inclusive, specie omitted. Average yearly imports, 1848 to 1852, inclusive, specie included. Average yearly exports, 1821 to 1826, inclusive, specie omitted. Average yearly exports, 1821 to 1826, inclusive, specie included. Average yearly exports,-1848 to 1852, inclusive, specie omitted. Average yearly exports, 1848 to 1852, inclusive, specie included. $74,654,315 80,878,348 176,247,101 181,966,579 69,439,785 77,491,843 155,760,131 175,943,360 Tonnage in 1821 Tonnage in 1852 1,298,958 tons. 4,138,441 tons. % S. Doc. 112. Receipts into the Treasury from, customs and other sources. 689 Year. 1800 1810 1820 1821 1822 1823 1824 1825 Average 1830 1831 1832 1833 1834 Average 1847 1848 1849 1850 1851 1852 Customs. Total from all sources. $9,080,932 8,583,309 15,005,612 $12,451,184 12,144,206 20,881,493 $13,004,447 17,5S9,761 19,088,433 17,878,325 20,098,713 $19,573,703 20,232,427 20,540,666 20,381,212 26,840,858 87,659,679 107,468,866 17,531,936 21,453,773 $21,922,391 24,224,441 28,465,237 29,032,508 16,214,957 $24,844,116 28,526,820 * 31,865,561 33,948,426 21,791,935 119,859,534 143,976,864 25,971,907 28,795,373 $23,747,864 31,757,070 28,346,738 39,668,686 49,017,567 47,339,326 $52,025,989 56,693,450’ 59,663,097 47,421,748 52,312,979. 49,728,386, Per cent, increase in custom receipts. 1810 to 1820 to 1830 to 1840 to 1850 Year. Customs. $8,5S3,309 15,005,612 21,922,391 13,499,502 39,668,686 Per cent, increase for 10 years. .(Decrease.) 7S£ + 46i + 193| + 45 * Only thirteen counties—the other statistics destroyed by fire in San Francisco, t This is the Territorial debt. t In New Jersey only the real estate was given, (partly estimated ) 692 S. Doc. 112. On the 1st of June, 1850, the population of the United States was 23,263,000, and the rate of increase during the preceding ten years, with an average immigration of 150,000 per annum, was shown to be About three and one-fifth per cent, annually. At this rate of progress, the inhabitants had increased to 25,237,000 on the 1st of January, 1853. But during the intervening time there had arrived from Europe 990,000 immigrants, which was 604,000 above the average Jfor the same length of time during the previous decennial term. This excess being added to the natural increase, and to the number of immigrants who had arrived upon the average before mentioned, the result shows that the population of the United States on the 1st of January, 1853, was 25,841,000, representing an increase of 2,578,000, somewhat over eleven per cent., during the thirty-one months preceding. This increase of population is probably greater than the ratio which ought to be assumed in estimating the advance of the country in respect to its property, productions, and material resources in general. Ten per cent, may be adopted as a truer ratio, and upon this basis of computation and comparison the following tables have been prepared. S. Doc. 112 693 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. States and Territories. True or estimated value in 1850. True or estimated value in 1852. Population of each State January 1, 1853. Average real and personal property to each individual. Maine. $122,777,571 $135, 055, 328 649, 338 $208 New Hampshire. 103,652, 835 114,018,118 352,960 323 Vermont. 92,205,049 101,425,553 348,673 290 Massachusetts. 573,342,286 630,676,514 1,103,883 571 Khode Island. 80,508,794 88,559,673 163,769 540 Connecticut. 155,707,980 171,278,778 411,578 416 New York. 1,080, 309,216 1,188, 340,137 3,438,107 345 New Jer, ey. 200,000,000 220, 000,000 543,406 404 Pennsylvania. 722,486,120 794,734,732 2,566, 082 309 Delaware. 18,652,053 20,517,258 101,603 201 Maryland. 219,217,364 241,139,100 647,168 372 Virginia. 430,701,082 473,771,190 1,578,043 300 North Carolina. 226 v 800,472 249, 480,519 964,482 258 South Carolina. 288,257,694 317, 083,463 742,042 427 Georgia. 335,425,714 368,968,285 1,005,658 366 Florida. 22,862,270 25,148, 497 97, 015 259 Alabama. 228,204,332 251, 024,765 856,554 293 Mississippi. 228,951,130 251,846,243 673,276 374 Louisiana. 233,998,764 257, 398,640 574,690 447 Texas. 52, 740,473 58, 014, 520 235,977 245 Arkansas. 39,841,025 43,825,127 232,699 188 Tennessee.. 201,246,686 221,371,354 1,112,913 198 Kentucky. 301,628,456 331,791,301 1,090,569 304 Ohio. 504,726,120 555,198,732 2,198,252 252 Michigan... 59,787,255 65,765,980 441,395 148 Indiana. 202,650,264 222, 915,290 1,097,141 203 Illinois. 156,265,006 171,891,506 945,131 181- Missouri. 137,247,707 150,972,477 757,067 199 Iowa. 23,714,638 26, 086,101 213,357 122 Wisconsin. 42, 056,595 46,262,254 338,762 136 California. 22,161,872 24, 378,059 183,150 133 District of Columbia. 14,018,874 15,420,761 57, 372 268 6,744 Utah Territory. 986,083 1,084,691 12j631 86 Oregon Territory. 5,063,474 5,569,821 14,755 384 New Mexico. 1,174,471 1,291,918 67,701 19 Aggregate. 7,133,369,725 7,846,706,697 In the preparation of the foregoing statement, the tables of the seventh census have been strictly followed, and the general rates of increase, both for population and property, found to have obtained throughout the country during the past thirty-one months, have been applied to each State, though, of course, some States have advanced much more rapidly than others. There is reason to believe that the real and personal property is considerably undervalued in the census report. This will be illustrated by the following comparison of prop- 694 S. Doc. 112. erty and wealth among the urban and rural population. It appears from the census that— 140 cities and towns, of more than 10,000 inhabitants each, contain a population of. 2,860,000 Towns and villages of over 200 inhabitants (estimated)... 1,140,000 Total population of cities, towns, and villages in the United States. 4,000,000 Total rural population. 19,263,000 23,263,000 The four cities of New York, Philadelphia, Baltimore, and Boston, contain a population of.. 1,214,000 Amount of real and personal property. $702,000,000 Average amount of real and personal property to each individual in the above cities. $578 Aggregate amount of real and personal property owned by residents in cities, towns, and villages. $2,312,000,000 The average amount of personal property owned by each inhabitant of cities and towns appears to be $166. If the average among the rural free population be about the same, it follows that the aggregate distributed among that class is $2,660,000,000. The total amount of real and personal property in the United States on the 1st June, 1850, therefore, maybe thus stated: Value of farms, plantations, live stock, farming implements, materials, &e. $4,599,364,000 Personal estate, other than above, owned by the rural population. 2,660,000,000 Real and personal property owned in cities, towns, and villages. 2,312,000,000 United States and State stocks owned in the United States, representing public property and not taxed 100,000,000 Total value of real and personal property of the United States in 1850.. 9,071,364,000 Add 10 per cent, for increase of prices since June, 1850 907,136,400 Add 10 per cent, for increase in the amount of property 907,136,400 Total value of real and personal property, January 1, 1853. 10,885,636,800 The subjoined table is designed to exhibit a general view of the agriculture of the United Slates. The aggregate quantity and value of crops are first presented, and next the several items which are supposed to constitute the fixed capital of the agricultural interest. It has been thought proper to assign one-fourth of the value of live stock to the column of annual production, as that is probably the rate of yearly increase. The remainder, together with the value of farms and fanning implements and machinery, should obviously be reckoned as capital. S. Doc. 112 695 In ascertaining the average price of crops, those of the New York Price Current for January, 1853, have been taken, and a deduction therefrom of fifteen per cent, has been made, to cover expenses of transportation and commercial charges. Where special circumstances require a departure from this rule, they are noticed in the remarks appended to the table. Table showing the amount and value of the 'productions of agriculture in the Lnited States for the year 1852. Productions. Quantity. Price. Total value. Wheat. 143,000, 000 $1 00 per bushel.. $143,000, 00) Rye. 1 ■■, 607,000 89 ....do. 13, 880,230 Indian corn. _ do... 652,000,000 60 ....do. 391,200,000 Oats. ....do... 161,000,000 44_do. 70, 840, 000 Rice. 236, 843, 000 3 40 per pound.. 8, 052,662 Tobacco . _ do... 283, 000, 000 6_do. 16, 980, 000 Cotton. _do... 1,290, 000, 000 10 ....do. *129, 000, 000 Wool. 58, 067,000 50 _do. 29,033, 500 Peas and beans. .. bushels. 10,141,000 80 per bushel.. 8,112,800 Irish potatoes. -do... 97,500, 000 75 ....do. 73,125, 000 Sweet potatoes. _do... 42, 085, 000 80 _do. 33, 668, 000 Barley. 5,683, 000 60 ....do. 3, 409, 800 Buckwheat. _do .. 9, 900, 000 50 ....do. 4,950, 000 10, 000, 000 Wine. .. gallons. 1,000,000 50 per gallon.. 500, 000 50,000,000 Butter. ..pounds. 344,592,000 20 per pound.. 68,' 918 j 400 Cheese. _do... 116, 088, 000 6 ....do. 6, 964,280 Hay. _tons.. 15, 222, 000 12 50 per ton. 190,275, 000 Clover and other grass seeds, bushels. 974, 380 5 00 per bushel.. 4,871,900 Flax seed . ....do... 8,487, 500 1 30 ....do. 11, 033,750 Hops. .. pounds. 4,231,000 17 per pound.. 719,270 Hemp. _tons.. 39, 000 136 00 per ton .... 5, 304,000 Flax. ..pounds. 15,420, 000 6 per pound.. 925,200 Maple sugar. ....do... 39, 675,000 5 _do. 1,983,750 Cane sugar. _do .. 272, 339, 000 4 _do. 10, 893, 000 Molasses. 13,970,000 25 per gallon.. 3,442,500 Beeswax and honey. ..pounds. 16,500, 000 20 per pound.. 3,750, 000 Poultry. Feathers. Milk and eggs. Residuum of crops not consumed by Annual increase of live stock. stock . Total annual productions of agri culture 20 , 000,'000 2 , 000 , 000 25,000, 000 110, 000,00Q 167,750,000 1,752, 583,042 Value of farms.$3, 914, 864, OOG Three-fourths of the value of live stock. 503,250,000 Value of farm implements, &c. 181,250, 000- Total capital employed in agriculture. 4,599, 364, 000 *The price stated may be too high, and the quantity underrated. 696 S. Doc. 112. REMARKS UPON THE AGRICULTURAL TABLE. 1. The crop year of 1849, to which the returns of the seventh census apply, was reported nearly all over the country as a season of “short crop.” Investigations undertaken by State legislatures and agricultural societies prove that the aggregate production of wheat reported in the census tables was below the average by at least 30,000,000 of bushels. That amount has been added to iorm a basis of comparison for ascertaining the crop of the past year, as given in the foregoing table. 2. The quantity of tobacco assumed as the production of 1852, exhibits an increase of more than forty per cent, on that of 1849. This result is ascertained from commercial statements, and circulars, the accuracy of which there is no reason to question. 3. The cotton crop of 1852 is estimated at 3,225,000 bales of the average weight of 400 pounds, and the average price for the year is assumed at ten cents per pound. The quantity will probably exceed that given in the table. Able statistical writers have made calculations showing the probability of such an increase in the production of this great staple as will bring up the crop of I860 to 1,720,000,000 pounds. 4. The census returns of 1850 showed a small decrease of the potato crop as compared with 1840. This was owing to the disease called the potato rot. That disease is said to be disappearing, and it is considered safe to assume the production of the past year as about equal to what it would have been, had no such cause of retrogression occurred during the course of the late decennial term. 5. The census tables undoubtedly present an estimate of the wine crop very far below the truth. In the State of Ohio, the vintage of 1849 yielded more than the whole quantity assigned to the United States. Since that year, numerous vineyards along the Ohio, in Missouri, and elsewhere—some of them of large extent—have been brought into a con dition to add largely to the production of the country in this article California and New Mexico, also, reported as producing more than a quarter of all the wane of the United States, must become fertile wine districts. 6. The value of the produce of market gardens is much understated in the census returns. The class of produce coming under this designation includes the whole of some highly important crops, as beets, turnips, carrots, onions, parsnips, melons, tomatoes, besides numerous minor productions which are separately of small account, but collectively amount to a very large sum. The estimate in the table is a moderate one. 7. The price of hay in New York at the end of the year 1852, was between twenty-five and thirty dollars per ton. But the quantity of this bulky article entering into the trade of the country is relatively so small, and the expense of its transportation to a market is so considerable in comparison with its original value, that the arbitrary sum of $12 50, or less than half the selling price in New York, has been assumed as the average in the country at large. 8. The item of the value of hides and peltries is a very important one, amounting doubtless to many millions of dollars; but it is presumed to be included in the value of animals slaughtered. S. Doc. 112. 697 9. The estimates for poultry, feathers, milk, and eggs, of which articles no returns are found in the census tables of 1850, may seem to many extravagant; but the gross amount is equal to an average of only some twelve or fifteen dollars to each farming establishment in the United States, and is undoubtedly very considerably within the truth. 10. Too high an importance has been sometimes attached to the residuum of crops as an integral part of the agricultural wealth of the United States. Inofficial tables heretofore published, the value of such portions of the produce of the field and forest as are not susceptible, in the usual course of trade, of a transfer to market, and must be consumed on the farm, has been given at one hundred millions of dollars. But it should be remembered that by far the greater part of this value has been already expressed in that of live stock, by which nearly the whole of it is consumed! It would obviously answer no good purpose to give prominence to what has been thus disposed of as an independent item in our annual productions. But straw, corn-husks, and some other substances which come under this classification, are extensively used in the minor manufactures of the country, and will bear the valuation assigned to them in the table. 693 S. Doc. 112 The following statements show 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. Name of States. Maine. New Hampshire. Vermont. Massachusetts. Ho.fisheries... Connecticut. Do_fisheries. New York. New Jersey. Do_fisheries. Pennsylvania. Delaware. Maryland. Virginia. North Carolina. South Carolina. “Georgia. “Alabama. “Mississippi. “Florida. “Louisiana. “Texas .. “Arkansas. “Missouri. “Kentucky. 'Tennessee. “Ohio. “Indiana. “Illinois. “Michigan. “Iowa. “California.. * Minnesota and other Territories. “City of New York. No. of establishments. 3,977 3,211 1,849 8,259 593 3,482 252 23 , 553 4,108 101 21,595 531 3,708 4,741 2,604 1,431 103 1,016 Value of raw material. $ 13 , 555,806 12 , 745,466 4 , 172,552 85 , 856,771 23 , 589 , 397 134 , 655,674 21 , 992,186 87 , 206 , 377 2 , 864 , 607 17 , 326,734 18 , 103,433 4 , 805,463 2 , 809,534 220,611 2 , 485 , 073 399,734 286,899 12 , 408,457 12 , 458,786 4 , 757,257 3,163 9 , 347,920 8 , 986,142 6 , 221,348 2 , 093,844 Capital invested. $ 14 , 700,452 18 , 242,114 5 , 001 , 377 83 , 357,642 5 , 582 , 650 23 , 589 , 397 , 1 , 986,300 99 , 904,405 22 , 184,730 109,678 94 , 473,810 2 , 978,945 14 , 753,143 18 , 108,793 7 , 252,245 6 , 060,565 47 , 664,594 547,060 5 , 304,924 613,238 338,154 9 , 194,999 14 , 236,964 7 , 044,144 7 , 917 , 818 6 , 128,282 6 , 443 , 316 1 , 256,410 Value of annual products. 29 , 407,754 $ 24 , 664,135 23 , 164,503 8 , 570,920 151 , 137,145 6 , 606,849 45 , 110,102 2 , 004,483 237 , 597,249 39 , 713,586 140,050 155 , 044 , 010 4 , 649,296 32 , 477,702 29 , 592 , 019 9 , 111,245 7 , 076,077 6 , 704,132 4 , 464,006 2 , 749,838 668 , 335 7 , 043,814 1 , 202,885 668 , 815 24 , 250,578 23 , 273,201 9 , 443,701 62 , 110,138 18 , 747,068 16 , 671,273 10 , 729,892 3 , 393 , 542 60 , 000 , 000 2 , 342,000 90 , 382 , 015 Note. —The chief production of California is gold. .The amounts set opposite those States marked with a star are not official, and the revision of the table now going on in the Census Office may slightly vary them; but the increase or dimunition will not be so considerable as to afleet, in a material manner, the deductions which it is our purpose to draw from the statement. The aggregate of the above table added to the total productions of agriculture for the past year, and the value of home manufactures, given in another part of the census statistics, will give us a condensed view of the total money value of the productions of industry, including all interests, for the year 1852. The statement is as follows: Productions of agriculture. $1,769,512,642 Productions of general industry, 1850. 1,030,000,000 Increase of productions of general industry in 1852.. 103,000,000 S. Doc. 112 . 699 Home manufactures, 1850*.". $27,500,000 Increase of home manufactures, 1852. 2,750,000 Total value of productions of industry, including all enumerated interests. 2,932,762,642 Were it practicable to bring within the seope of a general system of statistical inquiry, like that of the late census, every variety of occupation leading to valuable results, it cannot be doubted that this grand aggregate of production in the United States would appear much larger than in the foregoing statement. Divided by the number of inhabitants, free and slave, it gives $126 as the average annual production of each person. If we estimate the proportion of adult males as one to lour of the whole population, the annual average production of each is shown to be $504. 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. Years ending Value of domestic produce, &c., exported. Population. Value per capita. September 30. 1821. $43,671,894 9,960,974 $4 38 Do. 1822 . 49,874,079 10,283,757 4 85 Do. 1823 . 47,155,408 10, 606,540 4 44 Do. 1824 . 50,649,500 10,929, 323 4 63 Do. 1825 . 66,809,766 11,252,106 5 94 Do. 1826 . 52,449,855 11,574,889 4 53 Do. 1827 . 57, 878,117 11,897,672 4 86 Do. 1828 . 49,976,632 12,220,455 4 09 Do. 1829 . 55,087,307 12,543,238 4 39 Do. 1830 . 58,524,878 12,866,020 4 54 Do. 1831. 59,218,583 13,286.364 4 46 Do. 1832 . 61,726,529 13,706,707 4 50 Do. 1833 . 69,950,856 14,127, 050 4 95 Do. 1834 . 80,623,662 14,547, 393 5 54 Do. 1835 . 100,459,481 14,967,736 6 71 Do. 1836 . 106,570,942 15, 388,079 6 92 Do. 1837 . 94,280,895 15,808,422 5 96 Do. 1838 . 95,560,880 16,228,765 5 89 Do. 1839 . 101,625,533 16,649,108 6 10 Do. 1840 . 111,660,561 17,069,453 6 54 Do. 1841. 103, 636,236 17,612,507 5 88 Do. 1842 . 91,799,242 18,155,561 5 05 Nine months to June 30, 1843 . 77,686,354 18,698,615 4 15 Year to June 30. 1844 . 99,531,774 19,241,670 5 17 Do. 1845 . 98,455, 330 19,784,725 4 97 Do. 1846 . 101,718,042 20,327,780 5 00 Do. 1847 . 150,574,844 20,870,835 7 21 Do. 1848 . 130,203,709 21,413,890 6 08 Do. 1849 . 131,710,081 21,956,945 6 00 Do. 1850 . 134,900,233 23,246,301 5 80 Do. 1851. 178,620,138 24. 250,000 7 36 Do. 1852 . 154,930,947 25,000, 000 6 19 * Employed in manufactures—613,000 males, 214,000 females. 700 S. Doc. 112. Per cent, increase of domestic exports. Years. Amount. Per cent, increase. 1821 .. $43,671,894 } to 34+ 1830. 58,524,878 ' to 94 3-5ths+ 1840. 113,895,634 ' to 20 l-5th+ 1850.. 136,946,912 ) Exports of domestic prroduce for several years, with amount to each individual. Year. Amount. Population. Amount to each individual. 1830. $58,524,878 12,866,520 $4 54 10-12+ 1840. 113,895,634 17,069,453 6 67 2-9 + 1850. 136,946,912 23,119,504 5 92 1-3+ The following table has never been published; it shows that the exports have doubled, per capita, with an increase of the population of about two hundred and forty per cent: S. Doc. 112, 701 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. Years ending— Value of foreign merchandise. a .o «s t f£ Consumption, per capita. Imported. Re-exported. Consumed and on hand. September 30.1821 $62,585,724 $21,302,488 $41,283,236 9,960,974 $4 14 1822 83,241,541 22,286,202 60,955,339 10,283,757 5 92 1823 77,579,267 27,543,622 50,035,645 10,606,540 4 71 1824 80, 549, 007 25, 337,157 55,211,850 10,929,323 5 05 1825 96, 340,075 32,590,643 63,749,432 11,252,106 5 66 1826 84,974,477 24,539,612 60,434,865 11,574,889 5 22 1827 79,484,068 23,403,136 56,080,932 11,897,672 4 71 1828 88,509,824 21,595,017 66, 914,807 12,220,455 5 47 1829 74,492,527 16,658,478 57,834, 049 12,543,238 4 61 1830 70,876,920 14,387,479 56,489,441 12,866,020 4 39 1831 103,191,124 20,033,526 83,157,593 13,286,364 6 25 1832 101,029,266 24,039, 473 76,989,793 13,706,707 5 61 1833 108,118,311 19,822,735 88,295,576 14,127, 050 6 25 1834 126,521,332 23, 312,811 103,208,521 14,547,393 7 09 1835 149,895,742 20,504,495 129,391,247 14,967,736 8 64 1836 189,980, 035 21,746,360 168,233,675 15, 388,079 10 93 1837 140,989,217 21, 854,962 119,134,255 15,808,422 7 53 1838 113,717,404 12,452,795 101,264,609 16,228,765 6 23 1839 162,092,132 17,494,525 144,597,607 16,649,108 8 68 1840 107,141,519 18,190,312 88,951,207 17,069,453 5 21 1841 127,946,177 15,499, 081 112,447,096 17,612,507 6 38 1842 100,162,087 11,721,538 88,440,549 18,155,561 4 87 9 m’tbs to June 30, 1843 64,753,799 6,552,697 58,201,102 18,698,615 3 11 Year to June 30... 1844 108,435, 035 11,484,867 96, 950,168 19,241,670 5 03 1845 117,254,564 15,346,830 101,907,734 19,784,725 5 15 1846 121,691,797 11,346,623 110,345,174 20,327,780 5 42 1847 146,545,638 8,011,158 138,534,480 20,870,835 6 60 1848 154,998,928 21,132, 315 133,866,613 21,413,890 6 25 1849 147,857, 439 13,088,865 134,768,574 21, 956,945 6 13 1850 178,138, 318 14,951,808 163,186,510 23,246,301 7 01 1851 223,419,005 21,743,293 201,675,712 24,250,000 8 31 1852 252,613,282 17,273,341 195, 339,941 24,500,000 8 00 Total imports consumed in the United States for several years, with amount to each individual. Year. Amount. Population. Amount to each individual. 1830...*. $49,575,099 12 866,520 $3 85|+ 1840. 107,141,519 17,069,453 6 27§+ 1850. 164,034,033 23,119,504 7 09£ + 702 S. Doc. 112. The preceding returns, and those which immediately follow, are presented to illustrate the chief object of the report, which is to show the value of the productions, and the rapid increase of the inland interchanges between different parts of the thirty-one States, and the importance of this inland trade. It is a natural characteristic of the North American people, influenced by that stern spirit of co-operation which has so signally contributed to their present high position, to examine with interest the results of their labor as exhibited in the advancement of its material or intellectual strength. With the progress of the former, whether of commerce, manufacture, or agriculture, there will be a corresponding increase of a taste for literature, art, and the sciences. It is gratifying to observe that no one interest outstrips any other interest, and that if one section of the Union is prosperous, there is a corresponding improvement in another section; .and, in contemplating the happy state of the confederacy, we are proud to believe that “ there has never been imagined any mode of distributing the produce of industry, so well adapted to all the wants of man, on the whole, as .that of letting the share of each individual depend in the main on that individual’s own energies and exertions.” The principle of private property has never yet had a fair trial in any country but this, and in no country where such conclusive proofs are furnished that the principle should be universally applied. Doubtless, the successful application of so just a principle is chiefly owing to two causes—the perfect equality and protection of labor, and that prohibitory clause in the constitution preventing any State from levying taxes on the produce of another State ; and although it has delegated to Congress the regulation of the “ commerce with foreign nations and among the several States,” the federal legislature has wisely left the latter totally unfettered and free. Since the publication of Mr. Walker’s celebrated report in 1847-48, in which he estimated the internal trade of the country at three thousand millions, already mentioned, various causes, obvious to all, have conspired to greatly extend its area by increased facilities, and increased its value. The railroads have increased from five thousand five hundred miles, costing about one hundred and sixty-six millions, to thirteen thousand three hundred miles, costing four hundred millions. The imports and exports have increased from three hundred to over four hundred millions; the tonnage, inward and outward, from 6,700,703 to 10,591,045 tons; the tonnage owned, from 2,839,000 to 4,200,000 tons. The receipts into the treasury, exclusive of loans, have increased from twenty-six to over forty-nine millions; and the California trade, the whole of which does not appear in file published returns—the commercial phenomena of a commercial age—have also added a hundred millions to the national commerce, and, more than any event of the last forty years, have invigorated the navigating interest of the country, and to a great degree had a powerful influence over the commercial marine of the world; the whole contributing to swell the internal trade, and enabling the United States to own more than two-fifths of the tonnage of the world. S. Doc. 112 703 The inland trade moves in a circle : a larger part of the imports are made at the North, which pass to the South and the West—a greater part to the latter ; while the southern States furnish the chief bulk and amount of exports. The imports and exports, and tonnage inward and outward, of the principal commercial or Atlantic States, for the years 1825, 1840, and 1851, were as follows : Imports. States. 1825. 1840. 1851. Maine. ' Massachusetts. Rhode Island. Connecticut. New York. > $83,311,436 $86,599,858 $190,260,840 Pennsylvania. Maryland.^ Virginia. North Carolina. South C at olina. Georgia. Louisiana. Alabama. > 12,259,001 27,009,185 23,250,271 Florida. J Total from all States . .. - 96,340,075 149,895,742 216,224,932 Exports. States. 1825. 1840. 1851. Maine." Massachusetts. Rhode island. Connecticut. New Yoik. > $31,018,734 $36,412,349 $85,238,833 Pennsylvania... J Maryland.'j Virginia. North Carolina. South Carolina. Georgia. Louisiana. Alabama. > 34,525,505 80,269,078 109,843,194 Florida. Total from all States. ... • 66,944,745 113,895,634 196,689,718 704 S. Doc. 112. Tonnage inward and outward. 1825. 1840. 1851. States. Inward. Outward. Inward. Outward. Inward, Outward. Maine.' New Hampshire ... Masssaehusetts.... Khode Island. 696, 097 684, 398 1,599,859 1, 396,194 3,779,526 3,491,786 Connecticut. New York. Pennsylvania. Maryland."i Virginia. North Carolina.... South Carolina .... ■ 267,388 355, 492 602,305 865,859 717,909 995,875 Georgia. Florida. Alabama. Louisiana.> It is stated in another part of the report, that the resolution of the Senate referred to the trade of the lakes, and as the trade of the Mississippi valley would be justly entitled to a separate report, only general statements would be given. The intimate connexion between the trade of the lakes and the Mississippi river, and the construction of various lines of railroads and canals to facilitate the transportation from the river to the lakes, and from the lakes to the river, the circuit made by the chief articles of imports and exports, the importance of the basin of the rivers Ohio, Missouri, and Mississippi, the increasing value of the exports of the southern R ortion of the confederacy, particularly to the navigating interest of the orth, render it necessary, however, to notice the chief outlets of the national products, as well as the chief inlets for the produce of other countries. Although the materials are not at hand to give the account in detail, it is hardly necessary to state that no report on the internal commerce would be acceptable to other portions of the confederacy if it failed to notice the commercial importance of the Southern Atlantic States, and their great commercial interests. The advantages to be derived from the facilities now enjoyed by the travelling public, and for transportation of produce, are of a higher character than the additions they make to the wealth of the country. In case of an unfortunate war, particularly with a maritime power, by which our commerce with the ocean might be impeded, the means of intercommunication afforded by the rivers, canals, lakes, and railroads would still be enjoyed, and the domestic trade and commerce continue to be comparatively unmolested. As great interest is now manifested as to what portion of the trade of the valley of the Mississippi shall seek a southern market, the following notes, prepared in part by Mr. Mansfield, of Cincinnati, will be found very useful and interesting by those engaged in that portion of the western trade. The line of separation referred to in these notes, S. Doc. 112. 705 as dividing the northern from the southern trade, is by no means fixed or stationary, but varies from year to year, as affected by prices in different markets, rates of freight, &c.—the general tendency, probably, being to the southward. NOTES ON THE AMOUNT AND TENDENCY OF OHtO COMMERCE. The competition between the southern, or river route, and the northern, or lake route, to the ocean, has become so strong in the western States as to excite much interest as to the dividing line which separates the legitimate trade of the lakes from that of the rivers. It is desirable to know what portion of the country is best accommodated by the northern, and what by the southern route; and also to know something of the character of the articles which make up the principal trade of the different channels respectively. This is at first sight a difficult question, because the lakes, and the public works connected with them, are closed for a portion of the year, during which the trade tends southwardly. But there is a certain method of determining it. Taking, for example, the arrivals and clearances at the extremities on the lake and on the Ohio river, and then comparing the result with the receipts and clearances at the intermediate ports, it will at once appear at what points the stream, southward or northward, terminates. First, then, to take the leading articles of groceries which depart from Cincinnati and Toledo, and arrive at various points on the Miami canal, we have as follows: 1. Miami Canal, 1851. Articles. Cincinnati. Toledo. Receipts. Clearances. Receipts. Clearances. Coffee.lbs. Sugar.do. Molasses...do. 1,145,481 134,225 1,673,243 4,361,418 3,097,662 66,157 1,711,552 686,847 3,076,468 772,248 315,343 Total. 1,279,706 9,132,323 2,464,556 4,164,059 This table proves that groceries are transported in the Miami country both from the lake to the river and vice versa; but that a much larger portion go from the river than from the lake. An investigation of the receipts at the various ports of the interior proves that the country north of Piqua, Miami county, ninety miles from Cincinnati, is supplied from Toledo, and the country south of it from Cincinnati. A point on the Miami canal, about ninety miles from Cincinnati, is therefore the point of division between the trade in foreign articles derived from the lake and that derived from the river. The above amounts are, of course, only a part of the whole trade distributed from Cincinnati; but they are sufficient for the purposes of this inquiry 46 706 S. Doc. 112. 2. Ohio Canal, 1851. Cleveland. Portsmouth. Articles. Receipts. Clearances. Receipts. Clearances. Coffee. .lbs. 29,812 1,912,204 10,152 647,418 Sugar. 187,518 1,874,274 6,055 2,025,715 Molasses. .do. 132,844 559,246 7,750 1,828,836 Total. 350,174 4,245,724 23,957 4,501,969 3. Muskingum Improvement, 1851. Articles. Harmar. Receipts. Clearances. Coffee.. - lbs. 840 633,327 9S6,097 1,557,000 Molasses.do. T 1 ntnl _ ... . 3,000 3,840 3,176,424 It appears from an examination of the statistics of the interior ports, where their receipts are from the Ohio canal, that the supplies from the Ohio river extend as far as Newark, Licking county, about 120 miles from Portsmouth and 150 from Cleveland. The Muskingum improvement extends to Dresden, on the Ohio canal, and the groceries are supplied Irom the Ohio, at Harrnar, so far as to Zanesville, Muskingum county. The following tables show the aggregate of the above articles respectively shipped through the southern and northern ports of Ohio, viz: On the Canals. From Toledo and Cleveland. From Cincinnati, Portsmouth, and Hai'inar. Coffee.pounds.... Su 10,4:10,001 “ blooms. ..do.. 14,232,693 14,942,390 13,890,707 “ bar and sheet.. ..do.. 15,292,015 4397 2,833,879 Nails and spikes. .lbs... 156,500 15,886,711 575,402 Fish. bbls.. 32,644 19,926 19,600 On the average, these figures indicate a very gratifying 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, may be seen the evidence of the stimulation which the advanced prices have already imparted to the iron manufactures. Statement showing the imports and exports by canals, at Pittsburg, during the year ending December 31, 1852. Articles. ExportB. Imports. Agricultural products, not specified, .lbs. 5 106,651 353,231 Barley. 1,906 1,475 Bran and shipstuffs. .do_ 1,951 19,670 Rye. _do_ 902 4,309 Corn. .do_ 400 1,137 Cotton. .lbs.. 1.607,922 Hay. ' 58 73 Hemp. 1,105,057 542,600 Dried fruit. .do.. 13,262 43,087 Oats. . .bushels.. 311 Ginseng' and beeswax. .lbs.. 277,634 Hogs’ hair. .do. - 494^064 Seeds. 3^270 817 Tobacco, unmanufactured .. .lbs.. 20,490,918 75,800 47 722 S. Doc. 112. STATEMENT—Continued. Articles. Wheat. Deer and buffalo skins. Feathers. F urs and peltries. Dry hides. Leather. Wool. Bark. Boards and plank. Hoop-poles. Laths, less than 5 feet. Shingles. Staves. Wood. Boats, shoes, and hats. Drugs and medicines. Dry goods. Dye -stuffs. Earthenware. Glass-ware. Groceries... Hardware and cutlery. Liquors, foreign. Paints .. Cordage and bagging. Salt. Stoneware. Tobacco, manufactured. Whiskey. Ashes. Coal, mineral. Copper. Iron, pig .. “ castings. “ blooms and anchors. “ bars and sheets. Lead, bars and pigs. Nails and spikes. Steel. Tin. Bacon. Beef and pork. Butter. Cheese.. Fish. Exports. Imports. bushels. 9,839 _lbs.. _do.. _do.. _do.. _do.. _do.. .. cords.. _feet.. ....No.. _do.. ....do.. _do.. 288,048 390,835 197,319 190,258 522,412 4,108,694 170 235,272 6,500 149,400 60,000 5,000 26,000 237,676 29,540 813 144,030 21,500 6,000 6,250 ..cords.. ....lbs.. _do.. _do.. ....do.. __do.. _do.. __do.. _do.. . .galls.. __do.. bushels.. _lbs.. __do.. .. .galls.. ....lbs.. .. .tons.. . ...lbs.. __do.. _do.. .... .do.. _do.. __do.. _do.. _do.. 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 ..do.. ..do.. ,bbls.. . .lbs.. ..do.. bbls.. 39,586,694 10,367 434,495 399,571 169 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 I S. Doc. 112. STATEMENT—Continued. 723 Articles. Exports. Imports. Flour. ....bbls.. 236,904 1,048 Lard and lard oil. .lbs.. 5,995,628 30,143 365,509 600 Dried beef. .do.. Tallow and candles ... .do.. Brick.. 345,395 Burr and mill stones. .lbs.. 8,600 222,706 Lime. 4,625 5,276 Marble. .lbs.. 1,217,600 Slate for roofing. .do _. 1,440,800 125 Stone. 1,741 Agricultural implements.... .lbs.. 21,401 65,580 Furniture. 234,052 447,103 Oils (except lard). _galls.. 24,299 34,970 Paper and books. 137,152 1,087,093 Rags. 951,005 20,717/ Sundries. .do.. 10,117,893 1,964,308; Soap-stone. 32,000 Brimstone. 1,750,500 339,600 Spanish whitimr. .do . Boats cleared. 4,826 1,142,192 Passengers.miles travelled.. 2,787,179. Amount of tolls collected_ .. dollars.. 208,933 . 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 communication, 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 steamers 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 S. Doc. 112. 724 Ohio—the only great obstruction in a navigation oi 2,100 miles from the Alleghany river to the Gulf of Mexico—it has, in this very circumstance, 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 naturally 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 “ falls” is also fertile, supplying an abundance of market products for a large population. Its growth has been more moderate than that of Cincinnati and St. Louis, 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 ’population. Years. Population. Increment. In 1800 .. 600 In 1810 . 1,300 700 In 1820 . 4,000 2,700 In 1830 . 10,090 6,090 In 1840 . 21,000 10,910 In 1850 . 43,217 22,217 Ratio. 115 per cent. 208 per cent. 152 per cent. 109 per cent. 105 per cent. The population of Louisville (in 1852) is 51,726, 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 neighboring town of New Albany (Indiana) is quite a large place, and will, doubtless, continue to grow. So, also, Jeffersonville (opposite Louisville) 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: Suarar. O Molasses. Refined sugar Coffee. Rice. Cheese. Flour. Salt.. Salt, Turk’s island Bagging. Rope. 15,615 hhds. 17.500 bbls. 10,100 packages. 42.500 bags. 1,275 tierces. 25,250 boxes. SO,650 bbls. 110,250 bbls. 50,525 bags. 70,160 pieces. 65,350 colls. S. Doc. 112. 725 The value of these was estimated at ten million six hundred thousand dollars. 2. Drygoods. —The aggregate annual sales of drygoods are estimated at Jive million eight hundred and fifty-three thousand dollars. 3. Hardware, queensware, saddlery, Sfc. —The aggregate of other sales of merchandise amounts to three million eight hundred and sixty-six thousand dollars. 3. Doric business. The number of hogs put up this season in Louisville, New Albany, and Jeffersonville, 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. Steamboats 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: Number. Hands. Product. Foundries... 15 930 $1,392,200 409,000 184,000 108,600 173.500 941.500 283,800 638,000 50,000 140,000 113,000 460,000 1,347,500 176,000 Soap and candles. 6 59 Baeninn.... 3 120 Breweries..... 6 30 Cotton and wool. 3 135 Clothine.... 45 1,157 47 Feed and flour mills. 9 F urniture... 25 44© Glass ............ 1 50 Oil. 3 16 Paper. 1 36 Rope. 11 166 Tobacco, &c... 82 1,050 64 Leather..... 9 726 S. Doc. 112. The manufactures of Louisville (exclusive of mere mechanical labor) probably amount in value to six millions of dollars per annum—certainly a very good foundation for more extensive operations. 6. Railroads. Louisville will, in the course of two or three years, have an extensive system of railways. The principal lines will be as follows, viz: 1. Lexington and Louisville railroad, finished; and will connect at Lexington with numerous other lines. 2. Louisville and Nashville line. This will connect her with the entire net-work of southern railroads. 3. Louisville and Cincinnati railroad; which will connect her with all the northeastern railroads. 4. Jeffersonville and Columbus line; which will connect at Indianapolis with all the northern, Indiana, and Michigan lines. 5. New Albany, Salem, 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 indefinite. 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 certainly 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. Valuation , in 1850, of the cities named. Estimated. True. ftt. TiOnis... $27,968,833 41,848,536 31,533,904 $50,000,000 49,310,925 31,533,904 Cincinnati .... Louisville. S. Doc. 112. 727 ST. LOUIS, MISSOURI. Lying upon the bank of the finest river on the continent, in latitude 38° 37' 28" north, and longitude 90° 15' 30" west from Greenwich, and hacked 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 commercial affairs on the western rivers. Having already reached an enviable 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 eventually 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 territory 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 connexions with eastern cities, through Cincinnati and Chicago, are already decided upon and secured beyond contingency, as wifi be seen by reference 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 Mississippi river, about 19C 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 Wisconsin, 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 settlement 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 lighter draught or smaller class of boats, while below it the large and splendid New Orleans packets find their rapidly increasing trade. These l'acts involve the necessity of a 728 S. Doc. 112. 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 Missouri basins. To the vastness ol this country, therefore, the immense fertility of its soil, and its rich mineral resources, inducing an inexhaustible 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 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. 50 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 5£ and the last ten, once in every 4 years. Such has been the almost unprecedented 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 with 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 Mississippi 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, will open easy communication with these mineral regions, 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 rendered available through these stupendous lines of internal improvement, the people of St. Louis confidently anticipate a continuation of their present rate of increase during the next ten years, when her capacity 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 tonnage, 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. S. Doc. 112 729 Comparative statement of some of the principal articles landed at St. Louis during six years—ending December 31, 1852. Articles. 1851. 1850. 1849. 1848. 1847. Wheat . .bush.. Flour .. .bbls.. Com ... Oats ... .do... Barley, &c.do. Pork. .. . casks &tcs. Pork . .. boxes & bbls Pork, bulk_pieces. Pork, bulk_tons.. Salt.. .. Salt .... .bbls.. Hemp .. .bales. Lead. . .pigs-- Tobacco .hhds. Beef.... .tea. & casks. Beef. .. .bbls.. Hides .. .lbs... Whiskey .bbls.. Sugar .. Sugar .. .bbls.. Sugar.. .boxes. Coffee .. .sacks. Molasses .bbls.. Lard... .do .. Lard.... Lard ... .kegs.. Bacon.. . casks &tcs. Bacon.. .boxes. Bacon... .pieces. Lumber. .M feet. Shingles .M... Lath .... .M... 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 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 5,034 11, 328 73,673 29,518 61,535 17,925 11,549 30,035 1,320 49,321 14,676 4,316 283 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 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 2,432,377 308, 568 1,016,318 202,365 57,380 43,692 106, 302 41,380 72,222 749,128 11,015 5,7:© 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 merchandise prominent in the trade and productions of the West. The above, however, have been selected as showing the bulk of the commerce 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 five years: Whence. 1851. 1850. 1849. 1848. 1847. New Orleans. 300 301 313 446 502 Ohio river. 457 493 406 429 430 Illinois river. 634 788 686 690 658 Upper Mississippi... 639 635 806 697 717 Missouri river. 301 390 355 327 314 Cairo. 119 75 122 194 146 Other points. 175 215 217 396 204 Total number ... 2,625 2,907 2,905 3,179 2,969 730 S. Doc. 112 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 bj the enlarged capacity of the boats, as exhibited by the increase of tonnage. The foreign commerce of St. Louis, consisting of importations, is as follows: Sugar and molasses. $2S9,753 Hardware, &c. 133,401 Railroad iron. 100,211 Earthenware. 98,786 Tin plates, tin, copper, iron, &c. 81,482 Dry goods and fancy goods. 24,2S7 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. $2,941 Amount of duties collected. 239,318 Hospital money expended in relief to sick & disabled boatmen 3,441 No estimate of the total value of the commerce of St. Louis for 1851 has been made, nor, indeed, would it be an easy task to prepare such with any degree of accuracy. Enough, however, is here shown to exhibit the importance which it must soon attain, and the power and influence it will ultimately exert on the commerce of the Atlantic cities. Noth. —St. Louis and Cincinnati, as already noticed, are being connected by the Obio and Mississippi railroad. This road is all under contract, and crosses the Wabash river at Vincennes. From this point a railroad is under contract to Evansville, and finished from Evansville to White river, about thirty-six miles; the whole will be completed the present year. Henderson, in Kentucky, is on the Ohio river, twelve miles below Evansville. From this point a railroad has been surveyed through the State of Kentucky, passing Madisonville, Hopkinsville, and Trenton, striking the Tennessee State line about twelve miles north of Clarksville, and the whole distance in Kentucky is about ninety miles; and sufficient funds have been subscribed to grade, culvert, and bridge it. Henderson is at a point about central to that portion of the great Illinois coal field lying south of the Ohio river. This road passes over these coal beds for about fifty miles. The best workable vein, near Madisonville, is 8$ 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 Atlantic sea-board from Florida to the Capes of Virginia; and as it starts at Henderson, opposite the centre of the great Wabash 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 communication will supply all the northern portions of those States with all their breadstuff's, stock, &c., at about as cheap a rate as it can be done when the articles arrive at Charleston or Savannah, so far 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 climate 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. S. Doc. 112. 731 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 different 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 tonnage 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 entering 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 augmentation, as well as by the highest of 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, amounting 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—containing 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, imagination itself is taxed in the attempt to realize the magnitude of its commerce.” 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 construction of State powers, as contradistinguished from Federal, can exclude these arteries of trade from the pale of government regard and protection. They are points of national concern. No State, nor alliance of Stales, can apply the remedies which their exigencies require. No narrow views of economy, no prospective expenditure, however vast, 732 S. Doc. 112. 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 Memphis convention: “That safe communication between the Gulf of Mexico and the interior, 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 general 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 slight 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 tonnage 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 employed on its waters have hitherto been enrolled at St. Louis. During the years 1850 and 1851, three or four good steamers ran regularly between St. Louis and St. Paul, and Fort Snelling, two of which took several large pleasure parties almost two hundred miles up the Minnesota (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. Anthony, 1,700 miles from the mouth of the Mississippi. Steamers run earlier and later on the waters of Minnesota than on those of the region of the northern lakes, in the same latitude. “F olio wing the water-flow south from the Minnesota district, we reach * This distance is traced from Montreal to Lewiston on the regular line of steamboat navigation ; thence by land (the first interruption) to Buffalo; thence on the regular line of steamboat navigation to Chicago; thence by the Illinois and Michigan canal, (the second interruption,) and the Illinois river, to the Mississippi; and by that river to the Gulf. S. Doc. 112. the Gulf of Mexico by the Mississippi river, along which another interior section may be constructed, to show separately the strength of that division of our steam-marine. This section presents the following results : Steam-marine of the Mississippi Valley. Districts. No. of steamers. Tonnage. No. of officers, crews, &c. Passenge Minnesota * . .. Tons Sc 95 ths. Saint Louis. 131 31,833 92 450 00 2,340 15 367,793 34,000 46,800 Memphis . __ . . 3 Vicksburg .. 6 937 87 101 Natchez1 _ New Orleans. 113 34,736 00 3,958 434,000 Total .. 253 67,957 84 6,414 882,593 *New district. tNo enrolment. Steam-marine of the Ohio basin. Districts. No. of steamers. Tonnage. No. of officers, crews, &c. Passengers. Pittsburg. 112 Tons Sc 95 ths. 16,942 68 7,190 67 24,709 07 15,180 66 2,588 651 466,661 243,170 2,460,796 270,000 Wheeling. 46 Cincinnati.. 111 2,789 1,913 Louisville. 61 New Albany*. Evansville*. Nashville. 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-^f tons, and employing 17,607 persons as officers, crews, &c. Of this aggregate, 663 are ordinary steamers, measuring 184,262f-f tons, and employing 16,576 persons; 52 are propellers, measuring 15,729|-g- tons, and employing 817 persons ; and 50 are ferry-boats, measuring 4,733§f tons, and employing 214 persons. 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- 734 S. Doc. 112. dinary by low-pressure. All of the river steamers, and all of the ferryboats, have high-pressure engines. Low-pressure engines have at several periods been partially tried on the western rivers, and abandoned. In the year 1818, three boats of this description were built on those waters; in 1819, seven boats; in 1820, two; in 1822, one; in 1823, one; in 1824, two; in 1825, six; in 1826, eight; in lQ21,four; in 1828, two; in 1829, three; in 1830, two; in 1831, four ; total, forty-seven; of which 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 now comparatively 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. Following the water-flow from this district, we reach the Gulf of St. Lawrence through Lakes Huron, Erie, Ontario, and the St. Lawrence river; and the Atlantic coast by Lake Champlain and the New England improvements in one direction, and in another by the Erie canal and the Hudson river. Tabular statement of steamers on the rivers. Places. No. Tonnage. No. officers, crew, &c. Passengers carried. Average distances. St. Louis. Memphis. Vicksburg. 131 3 6 81,838 450 937 2,340 15 101 367,793 34, 000 46,800 892 New Orleans. Nashville. 113 18 34,736 3,578 3,958 397 434,000 24, 340 750 Louisville. Cincinnati. Wheeling. Pittsburg. Total. 61 111 46 112 15,185 24,709 7,190 16,942 1,913 2,789 651 2,588 270,000 2,400,796 243,170 466,656 1,001 220 280 601 235,661 14,752 4,287,555 In order to show correctly the currents of actual travel by the waters of these several lines of interior collection districts, with the local movement at the principal port of each, the following statement of the several lines is presented: Lines of travel. Number of passengers. 1,514,290 882,593 3,464,967 1. By the St. Lawrence and the lakes. 2. By the Mississippi and Missouri rivers. 3. By the Ohio and its tributaries. m 'T'l tfs co eo co ^ o »fl r» (N X © © G* © kfl«3 ISOBUOtfj«HOaH320 S. Doc. 112 40 © © 00 CO © © 40 © © •O © 00 © © © CO '©© CD ■** © Cfi h> W t'* O 00 CO rp fi* © © © © © © © © 00 © © © © © © © © t"T O Oi ^ © CO © © •*r © co cc o © © © © © uO c- co 40 © © ^ i> © co © © o»cor E- J » ca ■>* iT n bd s± ^ „.£ ^ C 8 “ s „-H .2 3 oT iT N~ _£ tv eoo ts '• W 1 g a c ~ •— C r~ I s §| « C oa &.* i S g -s 5 s © © ’3 £> > ca C 03 = z w,“ * * * New districts. f No enrolments. Doc. 112 S. Doc. 112. 738 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 deficiencies are few in number; and had more time been devoted to the collection of this particular class of facts in the Cuyahoga, Miami, 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 Illinois 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 extends, as well as the travel upon each, are shown by the following subdivisions of the whole number of boats therein severally enrolled. Subdivision of the St. Louis district. . Number of steam- ersfrom St. Louis. « In what trade. Tonnage. Number of officers, crews, &c. Pressure. Number of passengers. Average distance c armed. Longest trip. High. Low'. Tons. Miles 26 12,575 628 All. 64,008 1,195 27 4,527 412 48,799 ' 320 28 6,148 495 (( a 57," 284 1,780 42 To Upper Mississippi. 7,038 716 «< u 140j 822 '960 3 658 54 U 7,800 200 5 Ferry-boats. 885 35 " “ 49 ,080 1 131 31,833 2,340 367,793 S. Doc. 112. Subdivision of the Pittsburg district. 739 Number of steamers at Pittsburg. In what trade. Tonnage. Number of officers, crew, &c. Pressure. Number of passengers. Average distance earned. Longest trip. High. Low. Tons, Miles. 7 Cincinnati. 2, 451 470 All. None. 89,828 479 16 Monongahela river. 1,332 224 ii (( 112,142 56J 2 Youghiogeny river. 294 29 (( It 9,862 33 2 Beaver river. 203 30 it it 70,600 29 2 Wheeling. 371 34 << It 19,600 93 3 Alleghany river. 334 42 <( 7,000 56 3 Zanesville. 370 44, It it 2,890 257 42 St. Louis, Nashville, &c. 8,817 1,296 ti ti 110, 323 1,133 13 Transient boats. 1,500 292 ll ti 6,500 150 11 674 84 it tl 494 11 Ferry steamers. 594 44 it it 37,911 t .... 112 ' 16, 942^ 2,589 466,656 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 Illinois river, and the Illinois 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 ramifications of travel, however, are more numerous; and hence the following subdivisions are intended only to include them, and show the total number of passengers who arrived at and departed from the principal port of each of these districts, by the several descriptions of conveyance 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. 157,251 14,300 By ferry-boats. 26,280 262,386 119, 200 43,000 622, 423 —.- --... 740 S. Doc. 112. Chicago subdivision. Conveyance. No. of passengers arrived at and departed from Chicago. By ordinary steamers..-. By propellers....-.-.-.. By the Galena and Chicaga Union railroad. By the Illinois and Michigan canal.-. 81, 960 3,900 71,253 42,770 Total... 199, 883 RECAPITULATION AS TO TRAVEL. • Principal ports. Hamber of passengers. To and from St. Louis. To and from Pittsburg. To and from Buffalo. To and from Chicago. 367,795 466,656 622,423 199,883 Total. 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.. Buffalo. Chicago... .... 67,862 .... 42,261 .... 29,963 Total of the four commercial centres. _217,946 MARINE LOSSES AND INSURANCE. S. Doc. 112, © © © © © © ^ © © © © © © © © © © oj to co ao © to to © © © 00 r-f Cl t— c3 © © © © © 01 CO © GO ^ CO © © TO © uO © © tO CO CN© © co © © r- © © ** CO © © © t- © © © t- oo © co © «o o CO tO © © 00 CO © © Cl © ©©©©©© tO © © © © © Cl ^ *^ © © 00 f-N3 g£ c\ rr Cl © © © © © © -^ © to -«r ci © © © to © to © CO © Cl CO SS ©O O © © © to © © © © © O') d 00 CO © 00 O © © © © 00 © Cl © © © © tO t- t- © © O') < 5^5 ns © © © © © © o© ©o © © QJ «o ©Cl © © © © © © © to © © tO © © © "d* © ^ to © © © CC «<0 GO C- © © fix o _4) « w oo 2r o c OA. L. JJ o 3 N 3 E, s 3 ^ P SPH oa^SO O 3 ^ ?? ~Z CT* — 2--C 5 tf £ I £■§ 5 =5 O >*c.5 - .S2.os ® ^ £■'« J 3 w S iJ g Jd w > ■= . © a * 5 ; - on' £ S i C -a a £ 5 fe S-* (O <- £ .« y » ca (0 v d > «-C % « « M £ 3 £ = ^o6o,SoO«feUcgSQS25^(2S^az2;w STATEMENT—Continued. 742 S. Doc. 112. oflirj- © © © © ©cfco — — CO CO CO m • © 00 CO 00 Cl • © © © U3 . 3 • © cv ao eo • eo Cl I ^ — © E-» . COuO CO . ^ © © • • © CO 00 ~3 e£ • • 00 © CO a) V % • t© © Cl & • • © co r~“ • • © © © 01 s • • S « © 09 : :3 - >4 o ^ I ** * • © • © • • iO • © CO CD . ! h . c* 1 • . cm • © , co" o i »«= : , ©1 • • CJ COCO fr- • • C® CO CO © ' • • CO CO t»- ■—* • • T P9 .5 t— H ! . . © do CO |CO • ; i . <7* QJ • • co. © © © of *■ • CJ ^ co. 00 g C O fafl • • © ©^oi : • « CO uo WS • . c» oo © i cA 3 C • * «e co" 03 . S ‘ O • *=# C* • • ' • • , t CO-CO } * . eo co d . • to co —* Cl • • as cb ^ a* J I Icooeo • . iCCS *1 c* c . Q * • ® °s * • ^ rH Q ‘ lO i | 4 =| <’g ==3 5 is S. Doc. 112. 743 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 estimate. 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 steamboat masters ever engaged upon the western waters. 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 destruction. Of the 618 boats it embraces, 45 were lost by collisions, 104 by fires, and 469 by snags 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. ... 45 7,769 *730,286 $346,762 $383,524 Lost by fires. 104 22,058 2 064.512 1,096,143 968,369 Lost by snags. 469 79,261 7,104,950 3,733,852 3,368,098 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, as 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 wonderful 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 years, it was not until the year 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 601. 744 S. Doc. 112. 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 from 1842 to 1851. Comparative Statement. Districts. Tonnage. 1842. 1851. Increase. Decrease. New Orleans. Saint Louis. Cincinnati. Pittsburg. Louisville. Nashville. Wheeling. Vicksburg..... 28,153 14,725 12,025 10,107 4,618 3,810 2,595 34,736 31,834 24,709 16,943 15,181 3,578 7,191 938 450 6,583 17,109 12,684 6,836 10,563 4,596 938 450 232 Memphis_ ....... Total. 76,033 135,560 59,759 232 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 steamboat 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 one of the two years included—necessarily overstating it—yet the facts thus presented 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. S. Doc. 112. Comparative Statement. 745 Tonnage. Districts. Buffalo creek Presque Isle . Cuyahoga_ Miami. Detroit. Mackinaw... Chicago. Total 1841 -’ 43 . 1851 . 6,773 25,990 * 2,813 5,691 1,855 6,418 887 1,745 2,053 16,469 1,746 652 14,381 58,711 Increase. 19,217 2,878- 4,563 858 14,416 1,746- 652 44,330 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 population, 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 206ff tons ; and that of those of the lower and upper Mississippi, the Arkansas, the Missouri, and the Illinois rivers, 273-§-f- On die 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 Tons and 95 tks. 69,165 87 67,957 84 67,601 31 Mississippi valley.do. Ohio basin.do. 253 348 Total for interior of the United States. 765 204,725 12 S. Doc. 112. 746 The cost of steamboats on the la.kes and rivers of the interior, varies from eighty 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 vear ending June 30, 1851, an aggregate of sixteen million three hundred 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 life” of a steamboat on the waters of the interior. This fact indicates very clearly the immense extent of the employment 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. S. Doc. 112 rt- 00 00 -HC* © © V ,® s * 3 o 0*3*3 3 n 3 r -r _s d • • 05 d m - BLC - V - tc < S So = Ss'5'|.£ ® C .5 £> .15 fcJOPfti S. Doc. 112. 749 I.n this table we find, at three periods, the following number of boats, with their tonnage, which have been built, worn out, and lost by disasters, in the west, prior to the year 1849: Boats. Tonnage. Average tonnage. Average number of years they lasted. 684 106,135 155 552 90,791 164 31 420 80,220 191 n 1,656 277,146 167 3f RECAPITULATION. Boats built prior to 1849. 1,6-56 Boats lost by disasters (nearly 44 \ per cent.). 736 Losses on boats, as per tables. $5,643,791 Losses on cargo. 12,698,529 — • Total loss. 18,342,320 GENERAL AVERAGES. Of the 765 steam-vessels on the waters of the interior, 164 run on the lakes, and 601 on the rivers. Of the aggregate tonnage of these 765 steam-vessels of the interior, (viz: 204,725 tons,) 69,165|x tons is upon the lakes, and 135,559^-f- upon the rivers. Of the 164 steam-vessels on the lakes, 105 are ordinary steamers, 52 are propellers, and 7 are ferry-boats. Of the 601 steam-vessels on the rivers, 558 are ordinary steamers, and 43 are ferry-tfoats. The average tonnage of all the steam-vessels on the lakes (ferryboats excepted) is 437 tons. The average tonnage of all the steam-vessels on the rivers (ferryboats excepted) is 235ff tons. The average tonnage of the ordinary steamers on the lakes is 503f-| tons, and that of the propellers 302-f-f- tons. The average number of persons employed on the ordinary steamers of the lakes is 19£ to each; and the number employed on the propellers is 15J to each. The average number of persons employed on the ordinary steamers of the rivers is 26 to each; the boats of the Ohio basin averaging a 750 S» Doc, 112. fraction under 26, and those of the Mississippi valley averaging a fraction over 26. The 7 steam ferry-boats enrolled on the lakes measure 555%$ tons; the 43 steam ferry-boats enrolled on the rivers measure 4,177f-f" 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 69,165If tons of it; The line of the Mississippi valley has 67,957 tons of it; and The line of the Ohio basin has 67,601ff tons of it. The 17,607 persons employed on the steam-vessels of the interior, as officers, crews, &c., are distributed as follows: On the lakes and the St. Lawrence.2,855 On the Mississippi river and it's 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 district, 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 reliable 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 descriptions. S. Doc. 112. United States steam-marine. 751 Description of vessels. No. Tonnage. No. of officers} crew, (fee. Pres High sure. Low. Passengers carried annually. Coast. Tons. 95/As. Ocean steamers.„. 96 91,475 60 4, 548 3 93 190,993 Ordinary steamers....... 38-2 90,738 40 6,311 152 230 3, 782, 572 Prope iers. 67 12,245 73 542 50 17 53, 705 Steam ferry-boats..«.... 80 18,041 13 369 10 70 29,315,576 Total coast. 625 212,500 91 11,770 2|5 410 33,342,846 Interior. Ordinary steamers... 663 184,262 32 16,576 615 48 2,714,874 Propellers.. 52 15,729 12 817 50 2 44,440 Steam ferry-boats. 50 4,733 63 214 50 3,102, 531 Total interior. 765 204,725 12 17, 607 715 50 5,861,845 RECAPITULATION. No. of vessels. Tonnage. 625 765 Tons and 95 ihs. 212,500 91 204,725 12 1,390 417,226 08 By ferry-boats. By all other steam-vessels. 29,315,576 3,102,531 4,027,270 2,759,314 Passengers of the interior division..... 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 ff- tons, and manned by twenty-nine thousand three hundred and seventy- seven men. 752 S» Doc. 112. 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 results. On the rivers, 78 steamers have been lost: 48 of which were snagged, 16 destroyed by explosions, 4 by fire, and the remaining 10 hy 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 ascertained. 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 casualties. 730,709 Amount of loss 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 Amount of loss on Lake Ontario by steam. .. $49,350 Do. on.do.by sail. 78,939 Do. on Lake Erie, by steam. .. 543,470 Do. .... do.by sail. .. 197,830 741,300 Do. on Lake Huron, by steam. .. 16,000 Do. .do.by sail. .. 53,600 69,600 Do. on Lake Michigan, by steam .. . 800 Do. .. 78,020 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, 15 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 necessarily 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: 454 296 On the rivers On the lakes Total 750 S. Doc. 112. NEW ORLEANS, LOUISIANA. 753 The city of New Orleans is situated on the left bank of the Mississippi river, about 100 miles from its mouth, in latitude 29° 57' 30" north, and longitude 90° 6' 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; 1,612 from Boston; and 1,172 from Washington, by post-route. The population 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 suburbs, 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 somewhat migratory; many persons 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 entrepot for supplies destined to all parts of the Mississippi valley, as well as the depot for those products 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 which has never been equalled. Steamers may leave her wharves and proceed on voyages of several thousand miles without breaking bulk. The Mississippi and its affluents are flanked on either side by extensive territories, unsurpassed in richness of soil, which readily yield a harvest to the labors of the agriculturist, whether it be of cane, corn, or cotton. These are the principal staples of the valley, and the receipts of each or their products at New Orleans are rapidly increasing. Heretofore, the river has been the only channel depended upon for their transportation. Several lines of railway are in process of construction now, however, to facilitate the transportation of cotton and sugar, produced at a distance from the river, to market, and thus enlarge the area of production. These bulky products 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, wall not only change the prospects of the interior planters for the better, but wall 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 by the accompanying tables. She has, besides, a large coasting trade with 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 discovery of its mineral wealth, 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 49 S. Doc. 112. 754 before. The Atlantic cities, but particularly New York, hare 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 Cult' 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 by 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 afford that city. As the recipient, however, of the vast and inestimable resources of the Mississippi valley—which natural advantage can never be destroyed by artificial communications from that valley to the Atlantic—New Orleans will maintain its rank as one of the largest commercial cities of the world. To present some of the advantages enjoyed by New Orleans as a commercial city, the following extracts are made from an article published in De Bow's Review in 1846, prepared by the present Assistant Secretary of the Treasury, William L. Hodge, esq. Mr. Hodge having been for many years a resident of New Orleans, intimately and personally connected with the business interests of the city, was iully competent 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 Louisiana 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 foreign importations of New York greatly exceed those of New 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 bulk , 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 7 Orleans 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. S. Doc. 112. 755 “Some European cities can show more splendid quays or magnificent 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 inundation by a raised and solid embankment called the 1 Levee,’ extending 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, 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 always 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 engaged in loading or unloading. The wharves intended for sea-going vessels are detached from each other with an intervening dock, and each wharf accommodates a tier of vessels, which, unlike the steamboats, 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 shipping, 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 inconvenience 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 756 S. Doc. 112. continued advancement, Mr. Hodge proceeds to predict tlie future greatness of this depot of the commerce of the Mississippi valley and the Gulf of Mexico. He alludes to the despatch 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 luture 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 wrnuld produce, through the facilities he then enumerated. The following table will show the value of some of the principal articles imported into New Orleans from the interior, at several periods, during the last ten years: Articles. 1851-’52. 1845-M6. 1841—’42. Apples. $61,068 $53,550 $46,274 Bacon. 6,348,622 1,671,855 521,912 Bagging. 780,572 917,710 783,991 Bale rope. 677,040 255,051 443,149 Beans. 65,980 66,340 21,986 Butter. 411,628 203,580 50,572 Beeswax. 7,695 54,000 10,981 Beel. 669,657 580,784 86,511 Buffalo robes.. 95,500 56,705 156,100 Cotton. 48,592,222 33,716,256 24,425,115 Corn-meal. 7,452 9,762 7,528 Corn. 1,790,663 1,556,181 357,434 Cheese.. 253,543 114,784 37,940 Candles. 323,616 31,383 14,372 Cider. 900 405 3,390 Coal, western. 425,000 131,400 55,292 Dried apples and peaches. 4,020 2,134 3,956 Feathers. 72,275 115,175 10,422 Flaxseed. 5,190 6,584 9,588 Flour. 3,708,S48 3,770,932 2,198,440 Furs. 1,000,000 900,000 250,000 Hemp. 257,235 309,800 18,165 Hides. 247,374 135,495 32,461 Hay. 160,302 213,810 65,540 Pig iron. 1,860 37,905 7,084 Lard. 3,925,845 2,729,381 1,138,919 Leather. 189,300 51,750 16,920 Lime. 52,881 8,387 415 Lead. 880,332 1,982,087 1,053,815 S. Doc. 112. STATEMENT—Continued^ 757 Articles. 1851-’52. 1845-’46. 1841-’42. Molasses. $4,026,000 $1,710,000 $450,000 Oats. 347,454 202,039 337,969 Onions. 34,368 13,958 66,676 Oil, linseed. 19,708 31,780 10,675 Oil, castor. 120,148 45,201 183,300 395,192 456,190 49,514 160,587 Potatoes. 39,302 Pork.. 5,250,541 3,666,054 1,542,467 Porter and ale. 4,060 1,270 4,112 Packing yarn. 14,651 5,900 4,552 Skins, deer. 24,950 87,280 32,194 Skins, bear. 240 960 2,500 Shot. 67,600 49,648 51,240 Soap. 15,924 9,082 5,796 Staves. 278,122 147,654 35,000 Sugar. 11,827,350 10,265,750 3,600,000 Spanish moss. 34,976 8,832 12,192 Tallow. 26,140 7,196,185 148,590 4,144,562 76,065 Tobacco. 3,699,160 Twine. 18,728 4,404 10,790 Vinegar. 552 675 1,563 Whiskey. 1,097,640 936,832 360,070 Window-glass. 48,127 11,324 11,044 Wheat. 129,836 807,572 337,215 Other various articles, estimated . 5,500,000 5,000,000 3,000,000 Total. 108,051,708 77,193,464 45,716,045 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-’47 $108,051,708 1845-’46. $77,193,464 106,924,083 1844-’45. 57,199,122 96,897,873 1843—’44. 60,094,716 81,989,692 1842—’43. 53,728,054 79,779,151 1841—’42. 45,716,045 90,033,256 758 S. Doc. 112. Statement shoiving the value of exports and imports at New Orleans, annually, from 1834 to 1851 inclusive. Year. Value of exports. Value of imports. Domestic produce, &c. Foreign merchandise. Total. 1834. $22,848,995 $2,797,917 $25,646,912 $13,781,809 1S35. 31,265,015 5,005,808 36,270,823 17,519,814 1836. 32,226,565 4,953,263 37,179,828 15,113,265 1S37. 31,546,275 3,792,422 35,338,697 14,020,012 1838. 30,077,534 1,424,714 31,502,248 9,496,808 1839 . 30,995,936 2,185,231 33,181,167 12,064,942 1840. 32,998,059 1,238,877 34,236,936 10,673,190 1841. 32,865,618 1,521,865 34,387,483 10,256,322 1842. 27,427,422 958,753 28,386,175 8,031,190 1S43. 26,653,924 736,500 27,390,424 8,170,015 1844. 29,442,734 1,055,573 30,498,307 7,826,759 1845. 25,841,311 1,316,154 27,157,465 7,345,010 1S46. 30,747,533 528,171 31,275,704 7,222,941 1847. 41,788,303 233,660 42,021,963 9,222,504 1848. 39,350,148 1,617,229 40,967,377 9,380,439 1849. 36,957,118 654.549 37,611,667 10,050,697 1850. 37,698,277 407,073 38,105,350 10,885,775 1851. 53,968,013 445,950 54,413,963 12,958,294 Statement of the receipts on account of duties collected at New Orleans from 1835 to the 3 Oth of June, 1852, inclusive. 1835 1836 1837 1838 1839 1840 1841 1842 . 1843 $961,365 86 1844. $857,131 12 1,422,341 03 1845. 1,218,435 24 594,132 70 1846. 988,973 48 725,447 75 1847. 734,578 82 1,227,131 19 184S. 2,115,219 69 1,143,322 31 i 1849. 1,565,845 34 852,258 90 ; 1850. 1,961,859 71 883,234 85 i 1851. 2,319,370 21 385,596 29 | 1S52. 2,282,082 28 Doc. 112 iWrf W(?MflOWQOO L- 05 X X 05 X ^TCC^J>l00505t^irt W f- !C O X cr> do jD cc «rt tn !MG > 'JG'*«C'Off'5CO’«TCO , '*COCQ 05'»*C0''*‘'N'7'»"*O>C© 0$ •*»« OJ X®u5 0f^CO(M?50 OiC»OJi , 57i , 3fi , 0^iOtOt^ir5^'-^''TiXOiC5fl5«5*® O'* Ol O* <24 Oi CM CM c's^oott©©©©^ X X X X 00 xx ooxxxxxxxx xxxxxxxxxx 760 S. Doc. 112. MOBILE, ALABAMA. Mobile is situated on a bay and river, bearing 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 30° 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 1S50, 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 steamers, and a portion of the distance for vessels. Steam navigation on the Tombigbee extends to Tuscaloosa, Alabama, and Columbus, Mississippi. 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 waiter 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 fiict, 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 184.1, it was 15,714; in 1846, 22,537 ; and in 1851, it was 27,327 tons. The tonnage entered and cleared from and to foieign ports in those years was as follows : Years. Entered. Cleared. Total. 1841. Tons. 60,548 77,190 55,684 Tons. 83,276 97,051 121,265 Tons. 143,824 174,241 176,949 1846. 1851. The region of country around Mobile, and flanking Mobile river and its various affluents, possesses a soil of the most fertile character, which, being reduced to a high state of culture, must look to Mobile as the depot for the shipment of surplus products, as well as the entrepot 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- tsruction of railways. It will be seen by reference to page 337 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 eoun- S. Doc. 112. 761 try, but with foreign ports. The following statistics of the trade and commerce of the port during several years past, compiled from various authentic sources, will show, that with only some five or six hundred miles of river navigation, by which to reach the interior, her business has reached a very enviable position, both in imports and exports. It should be remembered, moreover, that Alabama is, comparatively, 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 southern city. The agricultural resources of the State of Alabama are supposed 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 will 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 the exports and destination of cotton from the port of Mobile during the'last ten years ending August 31. Years. Great Britain. France. Other foreign ports. U. States. Total. Bales. Bales. Bales. Bales. Bales 1852. 307,513 95,917 27,048 144,626 575,104 1851.. 250,118 46,005 26, 373 96,029 418, 525 1850. 162,189 39,973 11,927 111,452 325,541 1849. 290, 836 63, 290 44,525 140, 993 539,642 1848. 228, 329 61,812 29,070 120,350 439, 561 1847. 131,156 39,293 19,784 116,674 306,907 1846. 206, 772 66, 821 26,824 115,164 415,581 1845. 269,037 68,789 52,811 130,601 521,238 1844. 204,242 49,611 18,885 195,714 465,462 1843. 385, 029 53,645 26,903 113,668 479,245 1842.. 185,414 49,544 6,919 77,161 319,038 This statement exhibits very little evidence of an extension of the area cultivated during the series of years presented, which is a corroboration 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 quantity of staves, lumber, and naval stores are shipped from Mobile seaward. The business in staves and lumber, during the last three years, was as follows : Articles. 1852. 1851. 1850. Staves .. ...No.. 228,481 360,779 677,943 Sawed lumber. 10,189,655 6,816,054 7,293,S96 762 S. Doc. 112. Statement, showing the quantity of some of the principal articles of imports into the port of Mobile during the last Jive years ending August 31, 1852. Articles. 1852. 1851. 1850. 1849. 1848. , Bagging. 17,012 30, 402 24,901 29,200 27,275 Bale rope. 16,585 30, 926 22, 460 26,679 27, 011 Bacon. 11,500 16,637 9, 269 6, 482 11,392 Coffee. 28, 538 25,236 18, 928 26,104 26,415 Con.'. 83, 380 98, 086 79,038 25,573 21,505 Floor. 74,329 95,054 70, 570 52,311 33, 069 Hav. 26,852 27,143 23,189 17,470 11,787 Lard. 22, 481 20, 021 10,562 8,044 10,914 Lime. 31,027 23, 745 19,322 21,155 9, 893 Molasses. 18,095 23,673 18, 042 10,647 15,245 Oats. 20,985 29,121 12, 429 15,290 13,160 Potatoes. 22,014 16,248 20,243 19,041 29,059 Pork. 15, 589 23, 949 8,016 5,282 11,595 Rice. 1,491 1,832 1,387 1,169 1,227 Salt. 154, 351 128, 700 154,183 131,273 70,710 Sugar. 6,083 6,634 7,760 5,528 7,673 Whiskey. 15,597 28,868 21,440 17, 895 21,345 The total value of the foreign imports at Mobile, during the last two years, may 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 improvements than Mobile. 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 city. S Doc 112, CC OO TP t- cc CO « P C N N ffr t>. 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XWNPCiOiflOrt kO M> O « OJ Tf CO lO ID P ^ Ot 05 © 5 $CO'^UO©t>.aC'C 5 © COO^CMcOJCOCOCOCOCOCOC 1 ' ~ 4? .#x » » ^ v * • *' •> *. v * ■•■ •■ • tj vv .v *^r -^r »i., i. j 00 00 00 00 00 2000000000 X 00 00 X 00 00 00 00 00 00 XOOOOOOGO 00 764 S. Doc. 112. FLORIDA. The geographical position of this State, the peculiar productions to which its climate and soil are adapted, its extensive seacoast, and numerous rivers and harbors, and its various and valuable resources, and especially its important relation in respect to the commercial and navigating interests of the other States, render a particular notice of it in this report peculiary appropriate. Communications addressed to the undersigned by citizens of that State, in response to notes requesting information for such notice, are published herewith. Some of the documents accompanying these letters are appended. The information contained in these letters and documents in relation to the internal improvement of the State, and of its rivers and harbors, to its productions and resources, and its present trade and commerce, and that anticipated, is so copious that it is not deemed necessary to make any additions. Though these papers are voluminous, and though there are matters mentioned in them not directly pertinent to the object of the resolutions of the Senate, under which this report is made, and notwithstanding the undersigned may not coincide with the intelligent writers in all respects as to some matters they refer to, yet it has been considered just to them, and to the State, not to exclude any part of them. A paper respecting “ the Gulf of Mexico and Straits of Florida ,” prepared chiefly from notes and data furnished by an intelligent and distinguished officer of the engineers, and a map made by the “ Coast Survey,” to accompany that paper, are also herewith published, as being of general and national interest, and especially to the trade, commerce, and navigation of the United States. As stated in the papers now published, though Florida can furnish ample and superior materials for ship-building from her inexhaustible forests, but few vessels are built in that State; and in fact most of those employed, and even most of those owned in Florida, are owned and navigated by citizens originally from the northeastern States. The business of wrecking on those dangerous coasts and reefs is also pursued principally by the same class of persons, now residents of the keys, and other residents, emigrants from the Bahamas, who have become citizens of the United States, and by Cuban Spaniards. It may also be observed, that intelligent persons, acquainted with this subject, have suggested that, upon a rigorous exclusion by the British imperial and colonial governments of our fishermen from just participation in the northeastern fisheries; the latter may find in those at the southern extremity of the Union, resources for similar employment, equally profitable to them, and as advantageous to the confederacy; and that the realization of such prediction may injuriously affect the trade and interests of the British colonies. One great advantage of the southern fisheries is, that they may be carried on throughout the year. Such diversion of the occupation of our hardy eastern fishermen from the fisheries now used by them to those appurtenant to the State of Florida, would also be accompanied by a large increase of the vessels built in that State by mechanical labor now employed in the eastern States in such business. The injurious effect upon the similar interests of the British colonies can readily be anticipated, and particulary when it is consid- S. Doc. 112. 765 ered that, in the climate of Florida, mechanical labor can also be employed without cessation throughout all seasons. The papers now published refer to other matters worthy of investigation and deliberate reflection by the statesmen of this confederacy. The great importance to the commercial and navigating interests of the Atlantic ports and of the gulf, extending beyond the Isthmus of Panama, of completing at an early period the fortifications at Key West and at Tortugas—of expediting the valuable labors of the “Coast Survey 7 ” in that quarter—of erecting proper light-houses, beacons, and buoys, &c., on the keys and coasts—of making Key r West a naval station and a principal commercial depot and rendezvous for our shipping, and a point for the deposite of coal and provisions in large quantities, and of having a public navy 7 -yard there—is strongly and cogently contended for in those papers. Doubtless, when the extensive fortifications now in progress at the two points designated are completed, our naval vessels, though of inferior force, can readily, in case of war with any other nation, by operating from Key West and from the Tortugas, owing to their peculiar position, keep the Caribbean sea, the Gulf of Mexico, the straits of Florida,, and the entire southern coast of the United States, free from the depredations of any r naval enemy. When steamers become more generally substituted for sailing-vessels, the long and circuitous voyage that large vessels from Atlantic ports to the Gulf of Mexico, and further south, now often make through the Mona passage, or through the “Windward passage,” and going on the south side of Cuba, (and around Cape Antonio, when bound into the gulf,) can be avoided, thereby saving several hundreds of miles of navigation generally with unfavorable winds. It has been estimated that exceeding four hundred millions of dollars in value in ships, merchandise, and produce, (a large proportion of the two latter items from and to the valley of the Mississippi,) annually passes near to Key West and Tortugas, and can be protected or controlled from such points. By the completion of the proposed improvements of the routes of passage or transit between the Atlantic and Pacific oceans, at Atrato, at Panama, or at Nicaragua, and especially if the route at Tehuantepec should be made susceptible of passage by a canal or transit by a railroad, the amount of property that will pass near to the two points designated will be immensely augmented. Amongst the topics referred to in the papers now published, is the alleged probability of the extensive substitution, belore the lapse of many years, of oils produced from the turpentine and rosin of the southern States, for spermaceti and other oils. If full credence is ydelded to the writer’s anticipations—that resinous oil (recently 7 highly improved as to its manufacture) is destined to affect the profits of the labor and capital of the eastern States, now so extensively employed in the whale fisheries, and already 7 greatly reduced by 7 the decrease of the sperm whale—this subject becomes one worthy of grave consideration. It is alleged that, on account of its cheapness, resinous oil is already employed in the adulteration of most other expensive oils, and that it is beginning to be much used for machinery, for various manufactures, and for lights, in lieu of other oils. 766 S. Doc. 112. Reflection upon the suggestions just adverted to, and others contained in the letters respecting Florida, annexed hereto, and the accompanying statistical data, shows how closely blended, and intimately interwoven with each, other, are the interests of the most remote sections of this confederacy, and how strong the bands are by which the perpetuity of our glorious and happy Union is secured, if the interests of one kind of industry in one section are assailed and injured by foreign illiberally, there soon opens in another part of this vast empire a new field for employment of a congenial character, to which that industry can be profitably applied. And they show that, upon the decrease of an important article of commerce, and valuable for use to the whole country, the enterprise and ever-ready inventive talent of our countrymen soon find new and fully commensurate means of supplying the necessities of civilized life and the wants of commerce. A cheap substitute for the product of distant seas is obtained irom our illimitable and exhanstless forests, and new employment in its procurement and manufacture. The suggestions in the paper upon the “Cotton Crop of the United States,” appended hereto, and in relation to the vast capabilities of that region of this continent designated therein as the “ Cotton Zone,” (as yet but partially developed,) and as to the effect of the increased production of that highly important staple upon the destinies of this confederacy, deserve deliberate attention and reflection. This topic has been heretofore alluded to in this report, but it is deemed proper to publish the fuller statistical data in relation to cotton afforded by this paper, compiled from the best authorities. The influence of the interests of that region, and of the commercial and navigating interests of other sections, based upon and connected with it, is, in the conduct of the government of this country, conducive to the preservation of peace with other nations, and especially with those nations that afford profitable markets for that product. The restraints imposed by self-interest upon those foreign governments which must look to such products as the means for employment of several millions of manufacturing laborers, and hundreds of millions of capital, and as the basis of their commercial prosperity, from heedlessly engaging in disputes, or coming into collision with us, sire much more powerful and effective in the preservation of amity than treaty stipulations, however formally and solemnly concluded. The treasury tables show the value of all our domestic exports to foreign countries, for the last ten years, to be about $1,258,332,000; the annual average value to be about $125,583,000. Of these the south and southwestern States (being the region before mentioned as the “ Cotton Zone”) have, in the same period, exported upwards of $651,767,000 worth of cotton, being an average amount of $65,176,700 in each year; and it is estimated that Upwards of $40,000,000 is now annually used for home consumption, and for manufacture in the United States for exportation. The aggregate amount exported in 1849 and 1851, of the crops of cotton of 1848 and 1850, exceeded two thousand millions of pounds; and the avails of the exports of the crop of 1850 amounted, alone, to $112,315,317. The same tables show the production, exportation, and home consumption of rice, and other products of S. Doc. 112. 767 the region referred to. The upper Mississippi, or western States, export to foreign countries chiefly breadstuffs, provisions, and the like. The annual average of the last exports specified for the last ten years, from all the States, is less than §27,000,000. Most of all these varied products are carried to foreign countries by Anlerican vessels, owned in the middle and eastern States, and manned by American seamen from the same section. The return cargoes, purchased with the proceeds of such products, are chiefly obtained through the agency of the intelligent mcr- . chants of the Atlantic cities, who thus protect the agriculturist from the unjust exactions of a foreign trader, unrestrained by a responsibility that can be enforced by our judicial tribunals, and without the stimulants to fair dealing springing from the ties of interest and feeling created by national brotherhood. How cheering is the confidence these things inspire in every truly American heart, that the bands of union between the United States cannot be rent asunder by the efforts of foreign foes. They show that the infinite and varied resources of these States render them independent of, and impregnable to, any efforts from abroad to injure our commercial or other industrial pursuits, by illiberal exactions, impositions, restrictions, or prohibitions. They show that we have within ourselves the means and ability to meet and counteract any and all illiberality ; and they also show that the preservation of our mutual interests, and the prosperity of our common country, depend, under Piovidence, upon ourselves alone ; and that the cultivation of fraternal feelings and good will, the strict and faithful observance of the stipulations of our constitutional compact, and the never-ceasing inculcation and rigid observance of just and liberal principles and rules of conduct towards each other in all things, is the high and solemn duty of every American citizen. The amount contributed by those States bordering on the Gulf of Mexico justifies me in calling attention to the following letter from the assistant Secretary of the Treasury, W. L. Hodge, Esq.: Washington, 1852. My Dear Sir: In reply to your inquiry as to the probable annual value of the trade of the American ports in the Gulf of Mexico, I do not exactly understand whether you mean to confine it merely to the value of the merchandise which arrives at and leaves those ports, or to include likewise the value of the shipping employed in the transportation of that merchandise. In connexion with the question of a ship-canal through Florida, the Senate, in the late session of Congress, requested information from the Treasury Department as to the probable value of the property which annually passed round Cape Florida, which the department, in its answer to the resolution, estimated at two hundred and fifty millions of dollars. This estimate seems large, and was generally so considered at the time, but I am, on further reflection, now convinced that it was an under instead of an over estimate, and I ; will give you the data on which this opinion is founded, j The great difficulty in arriving at the true value of t he Gulf trade, is I the impossibility to ascertain the amount of the coasting trade from the I Atlantic ports, as no record is furnished to the custom-house of even 768 8. Doc. 112. the kind of goods shipped coastwise; and, of course, nothing even approaching to the correct value can be ascertained from the outward manifests. Perhaps the most valuable cargoes shipped in American ports are those by the packet-ships to New Orleans, from Boston, New York, and Philadelphia, and I have no doubt that some single cargoes ai'e not unfrequently worth one million of dollars, and that half a million is a very common value for them. Some four years since, one of these Boston packets—a vessel of 1,000 tons—was missing, and considerable anxiety was felt tor her safety, and from the inquiries made, as to the amount of insurance effected on her cargo, and the ascertained value of some of the heaviest invoices by her, it was pretty well ascertained that her cargo was worth $700,000. When it is recollected that the entire supplies of the States on the lower Mississippi, and a large portion of those for the States higher up that river and its tributaries, are received through that city, the magnitude of them may to some extent be appreciated. The value of goods arriving at New Orleans from the American Atlantic ports, I should think would, at a low estimate, be at least fifty millions of dollars; but, in order to be perfectly on the safe side in this respect, I will estimate at lhat sum all the supplies thus received at all the Gulf ports, including New Orleans, Mobile, Pensacola, St. Marks, Appalachicola, and all the ports of Texas. The value of foreign importations at New Orleans is about fifteen millions of dollars, and for the other ports of the Gulf not less than five millions more. Very correct statistical details are kept at New Orleans of all the receipts of produce from the interior, with thequantity of each; and an annual statement is published, with the estimated value, based upon the current prices of the year, approximating, probably, as near, or more near to the true value than such statements usually do. These statements show that the value of this produce annually received at New Orleans from the interior ranges from ninety to ninety-five millions of dollars; and allowing ten millions for the local consumption, it would leave eighty to eighty-five millions of dollars as the annual value of the export trade of New Orleans. Mobile exports little but cotton, and the average receipt of which, there, is about 500,000 bales, worth at present prices about $22,000,000. The exports, including cotton from the ports of Florida, and those from Texas, may, in the aggregate, be safely placed at ten millions more, showing a total of exports from the American ports on the Gulf of about $115,000,000. Upon the above data, then, the statement of the merchandise entering and leaving the American ports of the Gulf will be as follows: Foreign imports.$20,000,000 Coastwise imports. 50,000,000 Exports. 115,000,000 Making a total of. 185,000,000 as the aggregate value of the merchandise shipped and received at those ports. I have not at hand, for reference, the record of shipping arriving S. Doc. 112. 769 from the ocean at New Orleans annually, but it exceeds 600,000 tons, and at all the other ports of the Gulf it would probably be 300,000 tons more, making an aggregate of 9T)0,000 tons, which, at the value of $75 per ton, would be $67,500,000; and as these vessels make the voyage in and out, the entire value of the tonnage which annually passes Cape Florida would be $135,000,000; which, added to the preceding amount of merchandise, would make a grand aggregate of $325,000,000 of property which annually passes to and from the American ports of the Gulf of Mexico. Although this estimate is made up in round sums, without going very particularly into detail, I have no doubt it is considerably below the real amount. The value of the exports from the ports of the Gulf could, with a little care and attention, be very correctly ascertained, for they principally consist of articles of domestic produce, such as cotton, sugar, molasses, flour, lard, bacon, &c., &c., the quantities of which can always be ascertained from the outward manifests; and the prices are a matter of record, from day to day, throughout the year, in the daily publications of the public journals and price currents. Tim custom-house records, of course, exhibit the value of foreign importations ; and the only difficulty in arriving at the correct value of the trade .of the Gulf would be in the coastwise shipments from the Atlantic ports. Nor do I see how this can be correctly ascertained, and it will have to remain as a matter of conjecture, though, in placing it, as I have done in this communication, at fifty millions of dollars, I feel well assured it is considerably below the actual value. I regret extremely, that under the heavy pressure of official duties, particularly at this time, I cannot devote more time to the subject of your inquiry, and am obliged to give you such a hastily-prepared and crude communication. Very truly and sincerely, WM. L. HODGE. Israel DeWolfe Andrews, Esq. There cannot be any surprise that the attention of the country, particularly the commercial portion, has within a few years been directed in a special manner to the value of the domestic and foreign commerce flowing through the Straits of Florida and Gulf of Mexico. That attention will now annually increase, for obvious causes ; and, therefore, no apology is deemed necessary for the prominent position that subject, in connexion with the State of Florida, occupies in this part of the report, to which particular attention is requested. 50 770 S. Doc. 112. Letter from the Hon. E. Carrington Cabell. City of Washington, House of Representatives, Avgust 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 improvement, and for the improvement of rivers and harbors, heretofore undertaken in Florida, and which it is anticipated are to be undertaken by the general government, or by the State, or associations in it; and likewise as to the general resources of the State. You can use these notes in any manner you please in your forlhcoming report to the Treasury. There is not, perhaps, any State of the confederacy that can be more benefited by the construction of judicious works of internal improvement, 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 works of internal improvement, except the “King’s road,” in East Florida, and a short and small canal (never completed) near Lake Okechobc, and De Brahme’s surveys, in 1765, &c., were commenced by the British or Spanish governments whiUt the provinces were under the control of 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. Marks, the fort at St. Augustine, and an old defence called Fort George, near the mouth of the river St. Johns, were all the military defences worth mentioning existing in the provinces at the cession. The United States have since established a navy-yard and works for the repair of vessels of war, and erected other forts, and built a naval and marine hospital near Pensacola; are building fortifications at the Tortugas, and at Key West, and near the mouth of the St. Mary’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 period, of such defences. The entire Atlantic and Gulf coast of the .United States, from Passamaquoddy to the Rio del Norte, is about 3,500 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 1\° 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 proportion either to the necessities of the work, 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 Florida was a Territory) for the removal of obstructions in some of the rivers and harbors, and for two or tlrree partial surveys of important S. Doc. 112. 771 routes of a national character, has given rise to allegations that profuse grants have been made for her benefit. She has, too, been unjustly reproached as being the cause of the immense expenditures so profitlessly made in the Seminole war; and by some she is held responsible lor 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 audacity 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 propagated 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 Congress and of the federal departments will verify the declaration that scores of Floridians have been refused payment of just claims, or postponed 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 city of St. Augustine, and to the lower part of the river St. John’s, in East Florida,) were in the possession of warlike 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. Marks 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 two hundred thousand acres. Most of the lands which had not been previously granted were included in the concessions 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 i 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 validity. The procrastination since 1S21 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 772 S. Doc. 112. sections to below 28° (N. L.) on the peninsula, was effected abo®t 1S25, under the treaty made with the chiefs at Camp Moultrie in 1S23. Though this measure opened a large portion of the country to settlement, and when adopted was generally commended, experience 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 stated, 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 peaceably, 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 years, 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 1S42; though the policy pursued by the federal government, in the execution of the law, until the act of July 1, 1848, was passed, decreased its benefits. The contest was abandoned by the United Slates in 1S42, an '■'■arrangement' 1 '’ with the yet unsubdued Indians then being made (similar to two others after 1S35, which they had violated) by the general officer commanding the United States regular- forces in Florida; and which last “arrangement,” in disregard of the pretiov# 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 bloodshed 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;” and while this duty is neglected, collisions and conflicts between the savages and the settlers near to the lines are inevitable. Means are now being adopted to effect the removal of the lew hundred warriors 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 S. Doc. 112. 773 hostile invasion. They have changed owners and masters several times. The late disturbances with the Seminoles brought destruction and ruin upon many Floridians, and the insecurity to life and property since 183-5 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 aH 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 “guaranties” 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 legislature from levying any tax for the redemption of these imputed obligations; those who effected the adoption of such restriction contending that the people of the State are not justly responsible for the improvident acts, allowed by Congress, of the territorial authorities, who, they insist, were the creatures solely of federal legislation and federal executive 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 territorial 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 enterprising as those of any other section, but their energies have been stifled by the series of untoward circumstances alluded to. Blessed with a genial climate and a fruitful soil, and advantages for improvement, with facility and cheapness unsurpassed by any countiy, it is believed Florida is destined, in time, to become a populous and one of the richest and most prosperous States of the U nion. The severe restrictions imposed in 1832 and 1834 upon our Cuba and Porto Rico trade are ably and fully exposed by Senator Malloiy 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 commercial 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 imperatively demand the repeal of those laws. It is proper, also, to state here that the failure of the federal government to fulfil in good faith its obligation to indemnity Spanish in- 774 S. Doc. 112. habitants for the spoliations of 1812, 1813, 1814, and 1818, when the provinces (then belonging to Spain) were invaded by the troops of the United States; and the withholding of protection to the citizens of Florida during the protracted Indian hostilities which commenced in 1835; and the refusal to indemnify the many hundreds of citizens whose property was devastated In' 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 government—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 wall 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 extend the Tallahassee road to Thomasville, Georgia, and to other points in Georgia, without reference to the Brunswick Company. Such extension will add to its importance. Flank 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 forwarding merchandise to the interior, and as a rival to the city of Apalachicola. 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 ; j and another road running from St. Joseph, north, about thirty miles to Iola, a village established on the west side of the Apalachicola, a mile S. Doc. 112. 775 above the Chipola river, was constructed at an expense of upwards of $300,000. A bridge of superior construction, several hundred yards in length, was thrown across the Chipola, and the railroad continued upon it. A tow r n was soon built, at the southern terminus, on the bay of St. Joseph, which bay has an excellent harbor, easily accessible to merchant vessels of the first class usually employed in southern trade. In 1841, the railroad, in consequence of pecuniary embarrassments of the company, 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 advantages, 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 ;tnd coastwise upwards of $6,000,000 worth of cotton and other produce annually; and receives a corresponding amount of merchandise 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 habors, 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 Choclawhatchie, the Apalachicola, (into which flow the Chattahoochie and the Flint,) the Ockolockory, 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 Santaflei, the Weethlockochee or Amixura, the Hillsborough, the Nokoshotee or Manatee, the Talachopko, 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 Apalachicola. The J Flint extends upwards of 100 miles, into one of the most productive sections of Georgia. The Ockolockony, the Oscilla, the Suwanee and I the two first-named of its tributaries, all extend into Georgia; and if t all of them are not susceptible, by artificial improvement, of being' 776 S. Doc. 112. made navigable for steamboats of a large class, they can be made equal to most of the ordinary canals in operation in the middle States, to within a lew 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 benefited 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 improvements 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 w'ould be remunerated 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 obtaining facilities for the transportation of produce to the gulf through Florida. It is believed 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 channels 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 furnished 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 Cape, in Middle Florida, could be obtained lor steamboats of a medium size, and cofisting craft, was many years ago maintained by high .authority. The expense necessary to obtain such inland communication, by canalling between the nearly continuous line of bays or sounds running parallel v r ith the gulf coast from South Cape to the Mississippi, and by closing the mouths of one or two streams, and stopping a few S. Doc. 112. 777 shoal inlets, is really trifling when the immense advantages to flow from such work are estimated. But I will not dikite on this undertaking. The public documents enumerated in note A aflord full information on the subject, and demonstrate, to my judgment, the entire practicability of effecting results especially 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 Cape Sable, there are several important streams, which could also be improved by widening, straightening, and deepening, and by removing obstructions in the navigation, at comparatively trifling expense, considering 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, Manta nzas 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 respect of the gulf coast between South Cape, in Middle Florida, and the Mississippi, a nearly continuous line of inland “sound navigation,” for coasting craft and steamboats of the medium size, drawing six or seven feet, it lias been suggested, (and with great plausibility,) may be effected from Cape Florida to the mouth of the St. Mary’s river by closing securely and permanently some of the inlets mentioned, and by excavating 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 predicted 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 caused thereby, would be, not only to increase the depth of the channels of the sounds, but to deepen several feet and keep open the entrances from the ocean at St. Augustine, and St. John’s, and to such extent as always to admit large vessels adapted to foreign trade. The entire expense of such improvements, it is estimated, would not exceed two hundred and fifty thousand dollars. But if it should be three or four times that sum, it would not equal the value of the benefits resulting in a national point of view, and to other States besides Florida. Such improvements would render the entire coast from St. Augustine to Cape Florida forever impregnable 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 eastward, going southward, might, by such inland communication, avoid the necessity of stemming the strong current of the “gulf streamof crossing the Bahama banks; and also 778 S. Doe. 112. the other hazaidous 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 information 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 Pnhhayoke or Everglades, covering 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 the 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 transportation for all the produce 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 \yould not be great. The upper soil is light and easy of excavation; the substratum of cbty with which it is underlaid is tenacious, and prevents the difficulties so often caused by 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 undertaking 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 abovementioned, 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 southwcstwuirdly, 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, 1S48, Doc. No. 242. Other important information as to the agricultural capabilities, and products, and trade, and fisheries, and other resoui'ces 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 conntry becomes more densely populated, such work will certainly be constructed. Another road from Tampa, running northwmrdly up the peninsula, S. Doc. 112. 779 avoiding 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 suggested to connect the lower with the upper region of the peninsula, 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 Weethlocko- chee, or Annxura. 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 undertaken 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 reconnoissance was made by an officer of the United States army, (Captain Blake,) since killed in battle in Mexico. The same officer made a partial 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 referred 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 years. It has formed the subject of congressional speeches and reports, and of newspaper essays; and, many years since, a board of the 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., 1S28-9, 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 appropria- 780 S. Doc. 112. tion of $20,000 will 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 bas by many been deemed questionable, (and it seems General Bernard did not believe in its favorable success,) yet other disinterested and impartial persons, of a high order of intelligence, and possessing accurate knowledge of the location through which the canal must be constructed and of the soils to be excavated, confidently contend that it is entirely practicable. The immense cost of the construction 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 legislature 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 construction of the “ship-railway” that has been suggested. If the construction 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 eminently “national'' Whensoever 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 transportation of merchandise, will become imperatively necessary, to 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 sailing from 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 of western States, with wise forecast, look to the ascertainment of its practicability as a result of the highest importance to the general interests of the whole confederacy—as well to the Atlantic, southern, northern, eastern, middle, and interior States, and those on the Pacific, as to the gulf and Mississippi States. Our Atlantic merchants see that it will 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-canal ” or “ ship-railway" across the peninsula, it is not doubted that canals for boats 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 S. Doc. 112. 781 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 injudicious investment. It is believed, also, by some persons, that a similar canal for boats, 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 Okefenoke, 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 means of transportation of produce, lumber, naval stores, and merchandise, and that it would 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 projected from Brunswick, Georgia, to the gulf coast, on which coast different points for its termination have been indicated. It is staled that an association is now being organized to raise funds and commence such work. Some years since, partial reconnois- sances, 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 regarded 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 formidable 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 improved by artificial means. The first great work to be undertaken by the State of Florida is, in my judgment, unquestionably, 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 782 S. Doc. 112. run from St. John’s to St. Augustine, from Jacksonville, thirty-eight 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 necessary 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 Alabama 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 other products of those fertile regions, can be speedily, cheaply, 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 at 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 improvement 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 would afford the federal government for the cheap and rapid transportation of the mails in times of peace, and the like facilities given for the transportation in time of war of troops, munitions of war, and subsistence, would be of incalculable imtional 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 Kissitnme. 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 feet. An effort will be made this fall to deepen the water on the bar, which it is sanguinely 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 r ork succeeds, so soon as the great Central road is finished 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, S. Doc. 112. 783 were made some years ago by an association of eastern capitalists, chiefly from Boston; but they have never been made public, and it is stated the association was prevented by the Indian war from progressing with the undertaking. A railroad has been contemplated from Pensacola, across the southern 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 Atlantic 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 certain means for the defence and protection of the valuable public property 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 contemplated routes of this road were, it is understood, perfected some years since, and several miles of the road near to Pensacola were graded, and other work done. It lias, 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 different 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 great Central railroad of the State will be, at Pensacola, (or at any of the gulf ports that may be selected,) with the commerce to distant foreign or American ports in the gulf and elsewhere, and especially with steamships to Tehuantepec so 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 become 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 engag 'd 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 contemplated for many years, and an association has been incorporated to construct such work. Full surveys have been made, and the feasibility of constructing either a canal or a railroad fully demonstrated. It is in the hands of citizens of respectability, who possess means to complete I it, with such assistance as may be afforded by the general government, j and by the State. Extensive tracts of valuable public lands, in the vicinity of this work, have been reservedfrom 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 de- 784 S. Doc. 112. mancls 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 inis 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 section of the State,) will, it is expected, this fall, when its biennial session is held, devise some additional measures for carrying out the most judicious plans of internal improvement to those heretofore adopted. The schemes, wiles, and intrigues of speculators and jobbers, pecuniary and political, it maybe 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 maybe conjectured, be made; but the sleepless vigilance of the guardians of the public and general weal will be faithfully exerted to prevent any combinations for such purposes being successful. That cliques, having their own interests exclusively in view, have so often elsewhere been able to consummate their designs, will admonish the executive and legislature to watchfulness and caution. I place the firmest reliance on the intelligence, patriotism, and prudence of those departments of the government of my State in this regal'd. The cost of the great Central Florida railroad, it has been estimated, will not probably fall short of lour 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 concentrated, will go far in aid of the work. But unless the federal government 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 State has not at present the adequate means for its construction, it will probably be deferred. Few foreign capitalists are disposed to embark in such an undertaking, as a permanent investment of their means, especially when the proposed work is in a country distant from them, and the progress and conduct of which work they cannot personally attend to; and the assistance of those who may subscribe for stock, as a matter of present speculation by its sale, is generally of doubtful value. I append hereto a statement obtained from the General Land Office, (marked C,) exhibiting the number of acres of public 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 information 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 of 12,354,560 acres less than Florida, has received grants in aid of “internal imqrrovcments” for 681,135 acres more than Florida ; Indiana, with an area of 16,293,960 acres less, has received 1,109,861 S. Doc. 112. 785 acres mere; Iowa, with aa area of 5,346,560 acres less , has received 326,078 acres more 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 less, 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 disproportion exists between the allowances to her and to most of the other States; and, by some process, whilst Louisiana is reported as having 8,877,993 acres of swamp-lands, Michigan and Arkansas, each, upwards of four millions and a half, Mississippi 2,239,987 acres, Illinois 1,8S3,412, 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 because till 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 unsold,) 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 improvements suggested should be made, would not probably tor 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 an*- 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 Bluf!J.on> the Appalaehicola 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 facilitias- for fertilizing the hinds contiguous to it in every section of the State, but. especially in Middle and West Florida; and at the same time the lumber, tar, turpentine, rosin, and resinous oils that may be obtained d'rom 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 raise 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 Slates till further “extension” and additional “annexation” is effected. You are referred on this subject to the public documents and other authentic books specified in the note D, hereto anuexed.. In .a. 51 786 S. Doc. 112. 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 covetings and cravings many seem to have for the “Queen 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 government with reference to Florida, in my judgment, is, to transfer without delay to that State every acre of public lands within its borders, 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 light-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 acre for 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 front ier 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 jurisdiction 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 u the citizens of each State shall he entitled to all privileges and immunities of citizens in the several States;” 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 distinction in favor of the citizens of that State of which such coast is the frontier. Such police regulations as sound policy may render necessary can he rightfully established 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 laws must apply equally to its own citizens as to the citizens of the S. Doc. 112. 787 other States. The general rights of navigation and of commerce by all, and that of piscary in waters not exclusively local, cannot be withheld 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 of one of the States; to “ repel invasions. (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 fulfilment of such duly, (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 federal 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 Congress, 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 information, and character of that section. Under such circumstances, to deny the legitimate constitutional power of the federal government to “■provide for the common defence" by aiding and promoting such necessary improvements 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 preparation by it, in time of peace, for the fulfilment of such duty economically, advantageously and successfully, is extending “the salutary rule of strict construction” into absurdity. The attenuated 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 confederacy, 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 inprove- ments in the States where the lands lie should be extinguished. The impolicy and injustice of the federal government retaining all the lands 788 S. Doc. 112. 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 the States wherein they lie, not contributing anything in any mode for the making 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 enhance the value of the property of the United States, in addition to Ids 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 population, New York would at this time receive 33 acres to every one received by Florida, and yet Florida has 1,200 miles of seacoa.st 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 l;md, not susceptible of cultivation, than either New Hampshire, or Massachusetts, 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. Population is a shifting rule, and not based on any just principle when adopted with reference to grants to the States. If the grant is intended 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 importance of such work, and the advantage that will result to the country therefrom. The policy of promoting the settlement of an exjrosed 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 incurred 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 ydeld 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 Appalachicola, as if made at Philadelphia or Washington. Besides, if such improvements are made, the means of defence thereby permanently established in Florida will enable the federal government to provide more readily and early for other exposed points, and to furnish troops which could not be withheld or abstracted from Florida, S. Doc. 112. 789 in her present condition, during such war, without gross dereliction of federal duty. That the scientific and able engineers educated for and in the federal 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 public improvements, 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, 87,401. If Congress will encourage and foster the growth and prosperity 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 I860, 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 impregnable. By even yielding to the State merely the lands made valuable by the works she map 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 lighthouses of the United States, also enclosed, will show you that, with upwards of 1,200' miles of dangerous sea-board, there are fewer lighthouses in the State than there are appurtenant to the cities either of New York or Boston. Property of upwards of two hundred millions of dollars in value, it is estimated, annually passes along a large portion of the Florida coasts, which are, in many places, as much exposed 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 adverted 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! You are referred to the statements procured from the Treasury Department 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 information as to the fisheries on the coast of Florida. It is predicted that, before many years, these fisheries will become a source of profitable employment to thousands of seafaring men, who will be induced 790 S. Doc. 112. 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 furnished from them. They pertain exclusively to the State, the constitution whereof asserts its right; and they are regarded as destined to he of as much importance and value as the fisheries on the coast of the British colonics at the northeast end of this continent,. In addition to the documents above mentioned, I 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 any wise in aid of public improvements therein. Though hundreds of invalids and valetudinarians annually resort to Florida from the North and West, during the winter months, the State has been slandered as being insalubrious. The letter of Mr. Kennedy proves tha t on the score of health she stands ahead of any other southern State, and is exceeded by but one old State and but two new States of the Union. Some transient visiters 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 middle 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 establishes the fact that in proportion to the imprroved lands, and in proportion also to her population, 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. Very respectfully, your obedient servant, E. C. CABELL. Israel D. Andrews, U. S. Consul. APPENDIX. C. 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. Area in square miles. 59,268 Area in acres. 37,931,520 Surveyed. 22,314,689 Unsurveyed. 15,616,831 Offered for sale. 17,043, 111 Sold. 1,000,407 Surveyed and not offered. 5,271,578 Advertised in fall of 1851. 1,780,322 S. Doc. 112 791 Surveyed and not sold.. 21, 314,282 Donations and grants for schools, (16th sections,) and for university. 954,583 Kentucky deaf and dumb asylum. 20, 924 Internal improvements, grant on admission. 500, 000 Grants to individuals, “ armed occupants,” underacts 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. 163,888 [This does not include sites for forts, light-houses, &e., or town lots of United States in Pensacola and St. Augustine, nor the keys and islands on the coasts, all of which are reserved for the present; the departments having decided that an act of Cougres is necessary to release a reservation by the President for any purpose.] Reservation for town of St. Mark’s... 305 Continued private claims, (Spanish grants, &c.). 1,939,789 Swamp lauds returned to Juue 30, 1851, not including those in the regions yet lmsurveyed, 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 Laud sold in year ending Juue 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. 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 theoffieial 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; hut typographical and other errors, which exist to an inconsiderable extent, will be rectified 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 ending 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 iu 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 few’er 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 officers, 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. 1,236,240 Cash value of improved lands. $6, 323,109 Value of fanning implements and machinery. $658,795 Horses. lA, 848 Mules, &c. 5, 002 Milch cows. 72,876 Working oxen. 5,794 Other cattle. 182,415 Sheep. 23,311 Swine. 209,453 Value of live stock. $2,880,058 792 S. Doc. 112 Wheat, "bushels of. 1, 027 Eye, bushels of. 1,152 Indian com, bushels of. 1,996,809 Oats, bushels of. 66, 586 Eice, pounds of. 1,075, 090 Tobacco, pounds of. 998,614 Ginned cottou, bales of 400 pounds each. 45,131 Wool, pounds of. 2'3,247 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 Plax, pounds of. 50 Silk cocoons, pounds of. 6 Cane sugar, hhds. 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 proportion 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, Tennessee, 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 potatoes than any State of the Union, in proportion to the land in cultivation, 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 coomptij or arrow-root, or sisal-liemp, or other tropical productions, can be given at this time from this office. There is great difficulty in estimating the value of the different products of the different States, and of the same products in different States; hut, from a general aud hasty estimate from the best data I can refer to, and from comparison, I am satisfied the value of tlie agricultural 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 of the State 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, aud 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. S. Doc. 112 F. 793 Treasury Department, Register's Office , August 25, 1352. 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 exports in 1850, $2,546,471 was from Appalachicola; 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 presumed that the value of the shipments of cotton, tobacco, rice, sugar, lumber, tar, turpentine, and other products of Florida so shipped coastwise, 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 comparison of the Census Office 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. Steam-marine of the United States on the Gulf oj Mexico, from Cajpe Salle to the Ilio Grande. Districts. Ocean steamers. Ordinary steamers. Propellers. j Tonnage. High pressure. Low pressure. Crews. Tons and 95 tks. 2 45 0(1 1 5 1 98 00 1 8 78 13,146 00 78 2,790 12 2 7,410 00 4 9 ' 395 10 l' 588 59 10 200 5 657 00 5 75 Total. 12 95 2 23,244 59 98 10 3,473 The above is taken from Messrs. Gallagher & Mansfield’s report of 1S52. The steamers at Appalachicola are not stated. There aie between fifteen and twenty steamers running on the Appalachicola, Chattahoochee, and Flint 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. 794 S. Doc. 112. The Gulf of Mexico and the Straits of Flor ida. 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 comparison 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 o re mentioned in another part of this report. Proceeding westwardly, the following rivers debouch into the same common reservoir: The Alabama, Tombigbee, and Mobile rivers, witli the waters of their respective tributaries, some reaching inland into the States of Mississippi and Georgia, enter the gulf through Mobile bay, from the State of Alabama. The Pearl and Pascagoula, from the State of Mississippi, and the mighty Mississippi, (appropriately styled “ Fatcr Fluviorvm,” ) flow by its different deltas through the State of Louisiana,. Still further west, the Sabine, dividing Louisiana and Texas, and the Angelina and Neelies ; 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 Vac a bay;) the Guadalupe and San Antonio by 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 Mexico, and extends from its outlet, (Latitude 25° 56' north, longitude 97° 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, Appalachicola, St. Joseph’s, St. Andrew’s, and Pensacola, in Florida; the city and shipping-port of Mobile, in Alabama; 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 Yucatan, 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 Coatzacualcos, 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 will show that this great estuary is of an irregular circular form, embracing from 1S° 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 S. Doc. 112. 795 those adjacent to the coast of Yucatan. The distance from Tortugas (24° 31' north latitude, longitude 83° 07' west) to Cape Catoclie (latitude 21° 30', longitude 87° 11') is a little more 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 Antonio, (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, (between 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 where their united waters, flowing through these straits, mingle with those of the Atlantic ocean, is the true mouth of each and all 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 confined, on the west side, by the eastern peninsular coast of Florida, and on the east side by the Bahama banks, the Bimini isles, and the westernmost Bahama islands, and the Matanilla reef, (to latitude 27° 35' north, longitude 79° 11'west,) where their barrier on that side ceases. The distance from the “west head” of the “ Great Bahama” island (latitude 26° 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 soutli and southeast, through the Caribbean sea, from the coasts on this side of boih 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 sometimes 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 influence 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 surrounded as it is by countries of such superior agricultural, mineral, and commercial resources. No similar gulf exists, the natural and indis- pcnsablc outlet for vast interior States, with a population of many millions of republican freemen, unequalled by any people, noticed in ancient or modern history, for general intelligence, industry, enterprise, and independence, and who are consequently thriving and prosperous beyond example. These States extend upwards of twelve hundred miles from its shores. Their wealth is exhaustless. Their population 796 S. Doe. 112. 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 spreading over 18 degrees of latitude and the same degrees of longitude, and adapted to the diversified wants of nearly every other country. And this great “ inland sea,” though easy of egress, is, at the same time, readily susceptible of defence as a mare clausum, by the States situate on its shores, against any foreign intrusion they rnay decide 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 commerce between Europe and China and the East Indies, and the Pacific ocean generally, by a communication through the Isthmus of Tehuantepec, 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 sucli com munication will give to American commerce 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 intercourse and trade between those portions of this confederacy bordering on the Pacific ocean and those on the Atlantic side of this conti- nent. It is not deemed extravagant to estimate that the trade, commerce, and navigation of the United States, through Tehuantepec 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 millions of inhabitants of Asia, and the rich, extensive, and populous islands in the Asiatic seas, not only articles of necessity, but also of luxury, from our surplus but still constantly 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 country as the “Gulf route” would be, if put in successful operation. These great improvements are alluded to because, whichsoever 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 S. Doc. 112. 797 wise arising from them, must necessarily pass through the “ Straits of Florida.' 1 ' All of such trade, commerce, and navigation, through Tehuantepec, 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 Windward islands, and with 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 homeward voyage. Steam-vessels, on their outward passage from the Atlantic 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 passage, or the Mona passage, going near Jamaica, and round Cape Antonio, 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 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 Tortugas, arc 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 (o the same interests in California and Oregon. They are important to the agricultural interests 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 navigating 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 continent further 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 798 & Doc. 112. 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 Out 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 fortifications 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 anchorage 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 well as from and to the Straits of Florida, and supported as it is by Tortugas, having similar channels, it would require lor 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 effective 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 reference 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 , 1S52, the number of American 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 incurred were $3S9,3S0 —about Jive per cent, more: amounting in all to $1,187,697, or about jijteen per 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 S. Doc. 112. 799 system for the regulation of the business of assisting wrecked vessels, and for securing the fidelity, honesty, and vigilance of the “salvors,” 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-houses, 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 prevention of shipwrecks and consequent loss of human life and destruction of property on the reefs in the vicinity of Key West, commends itself to the consideration 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 establishments 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 hospital at Key West. There are no naval or military magazines or storehouses. There are no supplies of naval or military armaments or munitions oj war. There are no public supplies of provisions; no coal for steamers, or other naval or military stores of any kind, or places to deposite them 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 respects. At the present session of Congress, an appropriation of twenty thousand dollars is made “for 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 supplied 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 shipyard and dock there, must be apparent to all who reflect on the subject. 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 mer- [chant-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 800 S. Doc. 112. and New York and New Orleans, and all others going to, or returning from the South, the advantage thereby afforded of shipping wrecked goods by the large steamers directly 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 respect. To wait till circumstances of necessity force such results—till private interests are constrained or induced to build up private establishments, and provide the means for making Key West a rendezvous and haven and depot, as suggested—is, it is conceived, short-sighted policy. Public and general interests are involved, and public governmental 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 midway 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 establishing a navy-yard there of the first class. Besides those arising from its peculiar advantages of position, before alluded to, in time of war and of peace, the facility of procuring all kinds of naval timber cheaply, and also of tar, pitch, and 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 refitting 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 law, 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 depot, 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, 1S23, and Secretary Thompson’s communication referring to Commodore M. C. Perry’s report, Am. Sta. Pa., tit. Naval Affairs,]). 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. 21 st Cong., vol. 1, No. 1, p. 37 ; and Commodore Rodgers’s report, ibid., p. 23G ; also President Jackson’s message, March, 1830, and Secretary Branch’s letter and Captain Tatnall’s report, Sen. Doc., 1st sess. 21 st Cong., vol. 2, No. 3, pp. 1, 2, and 5; also Secretary Conrad’s report, December, 1S51, Ex. Doc. No. 5, p. 9, 1st sess. 32 d Cong.; and Gen. Totten’s report, ibid., pp. 25-52; and Lieutenant Maury’s report, ibid., pp. 116 and 179 to 184; and Lieutenant Maury’s essays in Southern Literary Messenger of May, 1840, pp. 310, 311, &c.; and numerous similar papers to be found in the published documents of Congress since 1821,—.show this. The late Commodore S. Doc. 112. 801 David Porter, at different times, officially and unofficially, in communications published in the newspapers, expressed his unequivocal concurrence with Commodore Rodgers in the opinion he gave of the great importance of Key West and Tortugas, and of the policy and measures that should be adopted with respect to those points. And when Commodore Porter was in the service of the republic of Mexico in her struggle for. independence with 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 Mantanzas, though sought to be protected by a superior Spanish fleet under Admiral Laborde. In the celebrated report to Congress, April 8,183G, (Ex. Docs., col. 6, No. 243, 1st sess. 24 th 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 fortifications as an economical or as the best means of defence for this country, positions like Key West and Tortugas are excepted from the general objections to the system, insomuch as they are not within the class of ordinary coast fortifications on the main land. They are rather auxiliary naval works. Ibid., pp. 11, 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 peculiar to the eminent men and officers who thus ■expressed them, nor are they, in the least degree, novel. Similar views, it is well known, were entertained and expressed, by British engineers and other British naval and military officers, to that government a long time ago. Great Britain took the Havana and the provinces of East and West Florida from Spain, in the war of 1762 f -’63. On the restoration 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 commanding, if fortified and aided by a small naval force, the trade of the Havana, of Mantazas, 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, whilst 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 asserted that Key West and Tortugas are “unhealthy.” The census reports of 1S50, as to the number of deaths there, and the official reports 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 802 S. Doc. 112. 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 estimated at only $600,000 each;) and it must be remembered that our a naval ships ordinarily require in eight years the amount of their prime | cost tor 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, 1 with respect to them, that it is not likely would be pursued by our gov- | eminent 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 keys (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 political newspapers, and it has been elsewhere re-echoed, that Cuba, the Havana, and the Moro Castle, are “ the true and only 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 controlling positions stated in the documents referred to. It is believed that but a solitary instance exists where such opinion has been acquiesced in by any distinguished naval or military officer. Such peculiar opir^ion, with respect to the relative value of these positions, 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 regarded 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 ordinarily 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 tlie 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 military and naval officers are not unapprized 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 forthwith despatched by the enemy to their vicinity, and, as was predicted by Commodore Rodgers in 1823, “ the first important naval contest in which this country shull be engaged, will be in the neighborhood of this very island ,” [Key West.~\ S. Doc. 112. 803 In confirmation of the correctness of those remarks, it is not inappropriate 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. Deb., ml. 40, p. 291; Mr. Macdonald’s speech, June 3, 1819, ibid., p. 902 ; Mr. Maryatt’s, ibid., p. 893 ; Sir Robert Wfilson’s, ibid., p. 871; Lord Carnarvon’s, ibid.,p. 1413; and Lord George Bentinck’s, February 3, 1848, ibid., vol. 9G, 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 the cession of 1819, an eminent, watchful, and far-seeing English statesman called public attention to the importance of the Tortugas, and to the expediency of the British government taking possession of and fortifying 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, (published p. 105, Sen. Doc. No. 242, 1st sess. 20th Cong.,) is the following printed note, made by one of the then Senators from Florida: [Note bf 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 surveys; 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 reefs and keys! That accomplished and scientific officer at the head of the ‘ Coast Survey ,’ Professor Bache, has informed me, that if the means were appropriated by Congress, the entire reef and all the keys, from the Tortugas up to Cape Sable, could be surveyed in 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 appropriation 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 804 S. Doc. 112. 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 survejmd, 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 'prevention 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 merchant, whose property is saved from destruction by the charts of hidden 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 feels their inestimable value, and cherishes the guide there found as his best friend. WRECKS. 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. Hoyt’s (agent) report to “ Board of Underwriters” in New York, for 1852 : Wrecks on Florida reefs from 1844 to December 15, 1852. Year. Number Value of ves- Salvage. Expenses. Salvage and Loss. of vessels. selsand cargoes. Per ct. Amount. Per ct. Amount. expenses. Per ct. -#-7- 1845 . 29 $725,000 731.000 12.7 $92,694 69,600 30.5 $76,370 361100 $169.064 105,700 23.3 1846 . 26 9.4 4.9 14.3 1847 ... 37 1,624'000 109,000 6.4 1041500 213,500 13.1 1848 . 41 1,282.000 11.1 125,800 9,2 74,260 200.060 2191160 21.3 1849 . 46 1,305;000 11.2 127,810 8.5 91.350 18.7 1850 .. 30 922,060 13.2 122,831 75,852 80,112 8.3 77,169 89,148 200.000 21.5 1851.. 34 9411500 12.1 8.4 1651000 20.5 1852. 22 663,800 8.2 8.2 81,988 162,100 16.4 265 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 three first 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, See., in port, as harbor fees, wharfage, storage, auction commissions, exchange, commissions for advances, support of crews, repairs, refitting, &c. S. Doc. 112. 805 THE COTTON CROP OF THE UNITED STATES. This paper is not intended to be an essay upon the questions respecting which much has been written as to the time when, and by what people, “ cotton-wool ” 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 publications, 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 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,” 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 “ roller ” gin ; the “saw" gin, used to separate the wool of the “ short staple” from its seed, injuring 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 Slates 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 employed ; 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 quality, and with good cultivation, eight, nine, and sometimes ten bales of upland cotton, to the hand, have been produced. The hands employed in the cultivation 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 of 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 consequently 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 silk in the manufacture of several articles passed off as silk goods. No country has produced 806 S. Doc. 112. 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 adaptation 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 aids 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 1S52 inclusive, fuller than they do the progress of the crop of “upland” cotton, for the reason that the former has been mostly exported, whilst a large portion of the latter has always been consumed in the United States. Prior to 1805, no distinction was made in the treasury reports between the “ sea-island” and “ other cotton,” styled, in a treasury report of 1836, “ common cotton'’’ The treasury accounts 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 exported 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 irrqmrtations 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 foreign 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 quantities of domestic raw cotton were sent to Great Britain in the years specified; 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 unofficial, except the decennial census statements. The “ commercial" 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 data for estimating the “ entire crop" of that year. The official or treasury accounts, ending 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 S. Doc. 112. 807 year has been received in market, the crops of the two preceding seasons are often confounded. Nevertheless, by comparison of the different 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, TO, and ’ll.25,297,867 “ In 1812, T3, and T4 (war).11,022,993 “ In 1815 . 8,449,951 “ In 1821, ’22, and ’23 .34,731,389 “ In 1849, ’50, and ’51.28,505,378 “ In 1852 .11,738,075 “ The annual exports of “ sea-island” cotton for the last nineteen 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, 1S07, and which continued 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 the 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 considered 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 durability, 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 808 S. Doc. 112. raised in the United States, (as before observed, necessarily limited in quantity,) may be certainly depended upon. A comparison of the exportations 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 latter 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-island ” to the entire exportation was less than a twelfth in quantity; and in 1849, ’50, and ’51 that proportion was less than a, ninetieth! In the year 1852, the “sea-island” exported was 11,738,075 pounds, and the proportion to the entire exportation 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 well for home manufacture and consumption as for home manufacture for exportation, and as an article of 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 unparalleled. The consequence it has attained as an article of necessity, in affording the means of employment to the manufacturing classes of Europe (and especially of Great Britain) and of this country, is also without precedent. The exportations of domestic upland cotton anterior to 1805, separately 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 follows : Exports of raw cotton from the United States. Years. In 1805, ’6,and’7.. In 1808 . In 1809,’10, and’ll In 1812, T3, and ’14 In 1815. In 1821,’22, and’23 In 1849, ’50, and ’51 In 1852 . Domestic “upland” cotton. Total domestic cotton of all kinds. Official valuation. Pounds. 114,182,256 Pounds. 137,992,011 $32,004,005 9,681,394 10,630,445 2,220,984 181,012,086 206,309,953 33,274,408 54,703,407 65,726,400 8,087,628 ' 74,548,796 82,998,747 17,529,244 408,560,381 443,291,770 64,638,062 2,560,715,584 2,589,220,962 250,696,900 1,081,492,564 1,093,230,639 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 S. Doc. 112. 809 a prominent article of foreign commerce, (except whilst the embargo of 180S, 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 twenty-eightfold 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 1S04, down to and including 1852, omitting only the years when all the commerce of the United States was shackled and reduced, as above noticed. The importations of foreign raw cotton into, and the exportations of foreign raw cotton out of, the United States, (the difference being consumed 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, &’7... In 1821,’22, &’23. In 1849, ’50, & ’51. In 1852 . 7,881,415 1,256,614 584,127 244,548 1,831,327 229,020 29,622 12, 521 6,494, 439 1, 093, 362 164, 034 1,506,610 203, 327 11,340 1,386,976 163,243 400,093 244,548 324,719 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 appears that the price of some foreign cotton was formerly very high; but the average of medium “ upland ” 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 not sufficient jor the domestic consumption in those three 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- 810 S. Doc. 112. rying” 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 consumed 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 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- Burned in U. S. 1790, ’91, and ’92. $83,700, 000 $2,804,295 $80,895,705 1793, ’94, and ’95. 135,456,268 17,125,277 118, 330,991 1796, ’97, and ’98. 225,367,270 86,300,000 139,067,270 1799, 1800, and ’1. 281,685,427 131,296,598 150, 388,829 1802, ’3, and ’ 4. 225, 999, 999 85,600,640 140,399, 359 1805, ’6, and ’ 7. 388, 510, 300 173,105, 813 215, 404,187 1808 embargo). 56,990,300 12,997,414 43,992,586 1809, ’10, and ’ll. 198,200, 300 61,211,616 136,988, 384 1812, ’13, and ’14 (war). 112, 000, 000 11,488,141 100,511,859 1815, ’16, and 17. 359, 394,274 43, 079, 975 316,314,299 1818, ’19, and ’20.;. 283,325, 300 56,600,408 226,724,592 1821, ’22, and ’23. 223, 406,502 71,132,312 152,274,190 1824, ’25, and ’26. 261,863, 559 82,467,412 179, 396,147 1827, ’28, and ’29. 242,486,419 61,656,631 180,829,788 1830, ’31, and ’32. 275, 097, 310 58,460,478 216, 636, 832 1833, ’34, and ’35. 384, 535, 385 63,640,041 320,895, 344 1836, ’37, and ’38. 444,686,656 56,054,117 388,632,539 1839, ’40, and ’41. 397,179,828 51,153,918 346,925,910 1842, ’43, and ’44. 273, 350, 921 29,759,102 243, 591, 819 1845, ’46, and ’47. 385,491,999 34,704,611 350,787, 388 1848, ’49, and '50. 480,994,685 49,172,988 431,821,697 1851 216,224, 932 21,698,293 194,526,639 1852 212,613,282 12,037, 043 200,576,239 The “ bullion and specie” imported and exported, are included in the above. It corrects some errors (though trivial) in former tables, pp. 288 and 701. The value of importations and exportations of foreign manufactures of cotton and “difference,” being the amount consumed in the United States, in certain periods, was as follows: S. Doc. 112. Foreign cotton goods imported and exported , cbLOioCiO WlMCDOOCDCCClb ODW«Tf N oo cc r-» I*- oj O) 00 00 05 c© co 0>iTt'>-OCDCOl>GOt''-iiO to cT oo i> i 0 o* irt O'tOJHOOTT 2* rf iO ^ CO O* O* CO CO 00 CO a}^cc-^bOf£nOO CQOOOOCOOCOC5 OCi'fXtbN^iO o n o) fo lo to ^ jo N^CO^ScOLOLOiOi-.aCtW V /**-\ V. r* \ _ _i h. /^> l ^ ■rtl Ii5 W t' W O't 05 CO t- 00 5C ^ MiOCOMWNOONiO CO CO 05 LO iO tJ« b* crT no" o' co" c-T t- -o* o> oo £ i-*\ —J. <-r~, m J-W nri J-— f?iCl 2 « © a CO CC t» T? U5 c lO rr CO CO rj> X O CO ocoxwi ( «?55 m A> i-*! w K C; CC O & 2 2 « 2 2 OCOCDCCJ lO ««t 05^ t'T f-T CO* 05*' 05 00 t- © l> OJ ^ i5* L» v^, ,•**» /*,» ,-v-» n*i «Ci ffiCi C^COCNCOCOtOCOC^tMOi v^_< *im^ l *™^' ' — ' COOCDCJOCDWCOC'I'Orr© co co i'* 05 l - L'-i I' 1 1 ■>! «• OlOO«05WWOCC oi 10 05 co i'* 05 lo 0l 05 01 t>» -^r • » •> '—' » - ~ ■ -»>. OC5CC5ClOOOONO“ co~ o' tC rpafcoof©;*©^!' UJ !>• T -AJ >»‘-•'l ■>—' Jtr .2* «®»«?S22S .s ^ = rG 0> x © 818 S. Doc. 112. The cotton crop of the United States now amounts to upwards of seven-tenths of all the cotton produced in the world. The quantity annually exported from the United States is about eight-tenths of the aggregate of all exported by all countries. The following estimates, compiled from the best authorities, sustain these statements: Cotton crop of the world, of 1851 ; and exports of all countries in 1852. United States.1,350,000,000 lbs. .1,093,230,639 lbs. exported. Egypt, .fee. 40,000,000 “ 25,000,000 “ “ East Indies. 200,000,000 “ 150,000,000 “ “ West Indies. 3,100,000 “ 3,000,000 “ Demerara, Berbice, &c. 700,000 “ 500,000 “ “ Bahia, Macelo, &c.... 14,000,000 “ 11,000,000 “ Maranham, &c. 12,000,000 “ 9,000,000 “ “ Pernambuco, Aracati, Ceara, &c. 30,000,000 “ 25,000,000 “ “ Brazil, China, and all other places. 250,000,000 “ 40,000,000 “ “ Total ....1,899,800,000 “ 1,366,730,639 “ The first column of the above states all that is estimated to be consumed, in the countries named, in “household” manufactures and for various domestic uses, as well as that used in their home cotton manufactories, and likewise all exported to other countries. In the second column is estimated the exports to contiguous foreign countries for manufacture, as well as the exports to Europe, &c. In the East Indies such exportations, to contiguous countries, is not less than the amount stated. An English writer, in 1824, (Smither’s History of Liverpool, p. 116,) says, with respect to China, that cotton and cotton manufactures are “ estimated to employ, directly and indirectly, nearly nine- tenths of the immense population of that country. A very large proportion of what is made is used for internal consumption, particularly the very finest and most costly fabrics. Nankeens and chintzes form the principal articles of their exportations.” This estimate, it is believed, overrates the number of persons so employed. One-tenth of the 350,000,000 there may be so employed, but not more. The United States exported, in 1852, upwards of $2,200,000 of domestic cotton manufactures (coarse white muslins) to China. We formerly procured some nankeens from China; but our imports of cotton goods from thence are now comparatively nothing. The above estimate as to the crop in China is doubtless too small, but the production there is decreasing. There is not now any serious cause for apprehension by the agricultural, commercial, or manufacturing interests of the United States, of successful competition with the southern States of this confederacy, by any other country, in the production of cotton. From the day our independence was recognised by Great Britain, till within a few years past, her leading statesmen, with but few ex- S. Doc. 112. 819 ceptions, used every effort and devoted every faculty and power to diminish and prevent all necessity for dependence, in any degree, by her capitalists, (having large and increasing investments in manufactures and commerce) upon any of the products of the United States. The younger Pitt—the most enlightened and sagacious, and therefore the most liberal statesman Great Britain has had in her councils within a century past, did not approve such policy towards us; but he was overruled. In Jay’s treaty of 1794, as originally agreed to by the negotiators, it was attempted, by different provisions, to restrict us in the exportation to any part of the world, even in our own vessels, of our own raw cotton! Our negotiator, it seems, did not appreciate the future importance and value of this product to his own country, which had then recently embarked in its cultivation. British sagacity, however, not only foresaw it, but sought to stifle the enterprise in its infancy. These provisions were of course expunged from the treaty by the United States Senate, before that body would “ advise and consent” to its “ratification.” If the liberal and wise counsels of Mr. Pitt had been adopted and adhered to by Great Britain, she wmuld have advanced in wealth and prosperity, and in all the true elements of strength, and power, and greatness, in a much greater degree than she has since 1783; and it would not have been any detriment to her that the consummation of the certain destiny of this country would thereby have been accelerated. We should not, as in former times, before the war of 1812, have had our commerce injured by open spoliations. That war would not have occurred. We should not have had, before and since the war, our agricultural and commercial interests fettered and crippled by her illiberal restrictions and regulations on the one hand, and by our countervailing legislation on the other. Until within a few years past, Great Britain has not relaxed her illiberal and selfish policy ; and the cotton interests of the United States have seemed to be especial objects of her unceasing hostility.* She has used every exertion, and availed herself of every means she possessed, to create competition and rivals to the southern States of tins confederacy in the cultivation of cotton, and to relieve herself from any dependence upon those States for the means of employment for her working classes, in the manufacture of cotton, and in auxiliary avocations. She experimented in its cultivation, at great cost in her West India colonies, with the advantage of slave labor, until she abolished the institution of “domestic servitude” in those colonies, as to those who had been held as “slaves.” She then tried “apprentice” labor, with still more unfavorable success. She tried the cultivation of cotton in every one of her numerous possessions in the different quarters of the globe, where the climate and soil allowed any expectation of a favorable result. She encouraged its cultivation in different countries, not politically connected with her. Every kind of labor has been employed in these experiments: free labor; Irish, Scotch, Anglo-Saxon, and African; colonists, apprentices, coolies, Chinese, * A member of the English Parliament—ex-Lord-Chancellor Brougham, who was considered somewhat famous—in a speech respecting our cotton manufactories, soon after the war which ended in 1815, said: “It was well worth while to incur a loss upon the first exportation, in order, by the glut, to stifle, in the cradle, those rising manufactures in the United States which the war had forced into existence, contrary to the natural course of things.” 820 S. Doe. 112. convicts, and slaves; Christians and Pagans, civilized and savage. Of her efforts to induce its cultivation elsewhere than in this country, we had no right to complain. But of her illiberal restrictions and wrongs done to us, we had; and they engendered no little ill feeling towards her in this country. Her statesmen, since the war of 1812, have urged in justification of her courses, that they were to “counteract” the measures of the United States, at different times, affecting her commerce and manufactures unfavorably. The conduct of the government of the United States has, however, from the outset, always been solely defensive and countervailing. We have not been in any insthnce the first to adopt illiberal and injurious measures. We have been constrained in past times to enact and enforce laws, necessary in proper self- defence, against her illiberality, not only antecedent to the war, but since. That different relations were created by measures adopted under the administration of that profound and able statesman, Mr. Peel, and that they now exist between the two countries, is because Great Britain felt that every attempt to embarrass, or fetter, or restrain, or otherwise injure the trade and commerce of this country, would certainly recoil upon herself. The futility of warring against the natural laws governing trade and commerce, and against advantages given by the superior adaptation of climate and soil, and experienced and effective (because united) labor for the production of an article like cotton, and the folly and presumption of any nation striving to establish for itself an exclusive and selfish monopoly or control of all things, is fully demonstrated in the former course of the British people towards us. It is, perhaps, best for her that her experiments in making cotton, to “root the Yankees out,” have so signally failed; for the cotton crop of the United States is the main link connecting the two countries commercially ; and if it is broken, the entire trade between them will soon become comparatively valueless to both.* And the efforts to induce to the production of cotton, to compete with the United States, have not been confined to Great Britain. France attempted it in Algeria, without favorable success. It has been tried by * The following has been extracted from an article, very abusive and denunciatory of this country, and its institutions and people generally, contained in a recent number of “ Blackwood’s (Edinburgh) Magazine.” The parts now italicised betray the feelings and motives of the author: “ In the year 1789. only one million pounds of cotton were grown in the United States; now, the produce amounts to about 1,500,000,000 of pounds ! How great a stimulus this has proved to the employment of slave labor, by which it is raised, and to the rapid multiplication of the slaves themselves, can easily be imagined. The influence of the potato on the social, moral, and industrial character of the Irish people, has long been recognised among us. But the history of the cotton-plant shows how powerful a control an obscure plant may exercise, not only over the social character of a people, but over their general material prosperity, their external political power , and their relations with the world at large. The cotton shrub, which seventy years ago was grown only in gardens as a curiosity, yields now to the United States an amount of exportable produce which, in the year ending with June, 1850, amounted to seventy-two millions of dollars, of which from thirty to forty millions were clear profit to the country. With its increased growth has sprung up that mercantile nary, which now leaves its stripes and stars over every sea; and that foreign influence which has placed the internal peace —we may say the subsistence—of millions in evenj manufacturing country in Europe, within the power of an oligarchy of planters. * * * The new and growing commerce soon gave birth, likewise, in the free States themselves, to a large mercantile, manufacturing, and moneyed party, whom self-interest has constantly inclined to support the views and policy of the southern States.” S. Doc. 112. 821 the Turkish Sultan, and a superintendent and intelligent and experienced slave laborers procured from the State of South Carolina, but the trial did not succeed profitably. It has been tried in different places, on the extensive shores of the Euxine, opened to the commerce of Christendom by the cannon of the allies at Navarino, in 1827; it has been tried in Mexico, in Central America, in the different republics of South America, and in the empire of Brazil; it has been tried in different parts of the East Indies, and in Africa; and the fact has been fully and conclusively tested and established, that the soils, seasons, climate, and labor of no country can successfully compete with those of that vast region of this confederacy which has been appropriately styled the “ Cotton Zone,” in the raising of this product. It is proper, however, to state that many of the most intelligent cotton planters of that region insist that their now generally conceded superiority is not so much attributable to any radical difference of the soil or dissimilarity of the climate in that region, from those of several other countries in like latitudes, as it is to the advantages afforded by the aggregated and combined, and cheap, agd reliable labor they derive from that patriarchal system of domestic servitude existing throughout the “Cotton Zone,” and to the superior intelligence, and greater experience, and skill, and energy, of the American planter; and to the improved and constantly improving systems of cultivation pursued by them—the most affluent attending personally to his own crop. The “Cotton Zone” extends from the Atlantic ocean to the Rio del Norte, and includes the States of South Carolina, Georgia, Alabama, Mississippi, Louisiana, and those portions of the States of North Carolina, Tennessee, and Arkansas, that lie below 35° north latitude; and all of the State of" Florida above the 27th parallel of north latitude; and all of the State of Texas between the Gulf of Mexico and the 34th parallel of north latitude. The region described is an area of upwards of four hundred and fifty thousand square miles; but large portions are mountainous, or covered with water, and in each State more than two-thirds, from various other causes, it has been estimated, is not adapted to the growing of cotton advantageously. The annexed table shows the estimated cotton crop of each of the States mentioned that produced raw cotton for exportation in 1852; the number of agricultural laborers employed in the cultivation of cotton in each State; the estimated quantity in each State of lands now appropriated to the. growing of cotton; and the quantity, not in cultivation in cotton, but that which may be advantageously applied to the growing of that product, when a further supply is needed; the number of agricultural laborers necessary to till such lands; and the probably attainable product of such land and labor. 822 S. Doc. 112. Estimate of crop in 1852, and of crop Cotton Zone may produce. States. Bales of400 pounds. Hands employed. Acres in cotton in 1852. Area susceptible of cultivation in cotton. No. of hands necessary therefor. Probable production in bales of 400 pounds. Florida. 80,000 20,000 160,000 6, 000,000 750, 000 3,000,000 Texas. 100,000 25,00O 200,000 10,000,000 1,250,000 5,000,000 Arkansas. 100,000 25,000 200,000 3,000,000 375,000 1,500,000 Louisiana. 200, 000 50,000 400,000 3, 000,000 375,000 1,500,000 Tennessee. 220,000 55,000 440,000 2,000,000 250,000 1,000,000 South Carolina. 310,000 77,500 620, 000 200,000 25,000 100,000 Mississippi. 650,000 162,500 1,300,000 6,000,000 750,000 3,000,000 Georgia. 740,000 185,000 1,480,000 3,000,000 375,000 1,500,000 Alabama. 750,000 187,500 1,500,000 6,000,000 750,000 3,000,000 Total*. 3,150,000 787,500 6,300,00033} 200,000 I 4,900,00019,600,000 In the above estimate of the number of hands employed in the cultivation 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 cultivating 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. 817,) showing the entire 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 comparison with the above, and that both may be considered understanding^. 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 entire slave population of the States of Maryland, Virginia, Missouri, Kentucky, and North Carolina, or the probable increase for a long time. The present free colored population and slave population of those States, and of those in the “Cotton Zone,” is estimated as follows: * North Carolina, Virginia, and Kentucky are not included, as they cultivate other products more than cotton. S. Doc. 112. 823 States. Free colored. Slaves. Maryland... 74,077 53,829 2,544 9,736 27,196 90,368 472,528 87,422 210,981 288,412 Virginia ..... Missouri........................... Kentucky.... North Carolina ... Total... 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 Florida. Texas... Arkansas ..... Louisiana ..... .................... Tennessee.. South Carolina. Mississippi... Georgia... Alabama ... Total aggregate. 207,986 3,197,865 These five first named States are the sources from which the “Cotton Zone” derives additional colored agricultural labor by emigration. If the demand for “raw cotton,” or, after its manufacture, for exportation, should increase, as some intelligent 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 comparison 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 market 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 years, to the southern portions of the “ Cotton Zone.” Though 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 increase so long as the demand justifies such increase. In process of time the annual product of cotton in the United States can be augmented to six times its present yield, and it will not be more astonishing 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- 824 S. Doc. 112. gregate crop injuriously, and consequently the average supply, and the prices, will become more regular and uniform. 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 $57,166, 000 $2,804,295 1793, ’94, and’95. 107,125,277 90, 000, 000 17,125,277 1796, ’97, and ’98. 185, 441,400 99,141,400 86,300,000 1779, 1800, and ’1. 243,753,227 112,456,629 131,296,598 1802, ’3, and ’4. 205,982,267 120, 381,627 85,600,640 1805, ’6, and ’7. 305, 446,134 132, 340, 321 173,105,813 1808, (embargo). 22, 430, 960 9,433,546 12,997,414 1809, ’10, and’ll. 180,278,036 119, 066, 420 61,211,616 1812,'13, and'14 (war). 73, 310,674 61,822, 533 11,488,141 1815, ’16, and’17. 222,149,764 179, 069, 799 43,079,975 1818, ’19, and ’20. 233,115, 323 176, 514,915 56,600,408 1821, ’22, and ’23. 211,833,799 140,701,487 71,132,312 1824, ’25, and’26. 253,117, 367 170,649,955 82,467,412 1827, ’28, and ’29. 226, 948 ‘184 165,291,553 61,656,631 1830, ’31, and’32. 242, 337, 034 183,876,556 58,460,478 1833, ’34, and ’35. 316,170,983 252,530,942 63,640, 041 1836, ’37, and’38. 354,569,032 298,514,915 56,054,117 1839, ’40, and ’41. 374,966,165 323,812,247 51,153,918 1842, ’43, and ’44. 300,238,060 270,478,958 29,759,102 1845, ’46, and’47. 386,783,744 352,079,133 34,704,611 1848, ’49, and’50. 451,685,671 402,513,683 49,172,988 1851. 218,388, 011 196,689, 718 21,698,293 1852. 209,041,625 197,604,582 12,037,043 From the foregoing tables, and others contained in this paper, or annexed 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 constitute more than two-fifths of the total exportations of all kinds, including “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,' 1 ' 1 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. Generally a country does not export any but its surplus productions. Vast as the increase of some of our other agricultural products besides cotton has been, such increase has, in but few seasons, exceeded the increased wants of our population, constantly and rapidly augmenting by emigration. It is important, in connexion with the tables hereinbefore given, to notice the importations and exportations of bullion and specie. The following is a statement thereof since 1821: S. Doc. 112. Bullion and coin imported and exported since 1821. 825 Years. Value of imports. Difference. Vasue of exports. Difference. 1821, ’22, and ’23. 1824, ’25, and ’26. 1827, ’28, and ’29. 1380, ’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. $16,532,632 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 $895,426 1,862,107 4,519,369 26,947,213 27, 855, 780 20, 449,236 17,549,761 $27,661,226 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 $11,128,594 7,761,467 11,129, 006 24,011,771 37,170,591 1852 . Aggregate. 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 political economists contend that what is called the “ balance of trade” being in favor of or against the United States, as shown by the importation 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 when any country has a surplus of bullion and specie, it is best to export a portion of the redundant supply ; and that then those articles, besides fulfilling their proper functions of being the media and regulators and equalizers of trade and commerce, become themselves legitimate subjects of trade and commerce 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 importation 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 exportations 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 products, are, when separately estimated, really insignificant in comparison with cotton. A table of the exportations of the principal domestic exports, since 1821, is appended. The following statement S26 S. Doc. 112. shows the principal domestic exports in the years 1821, ’22, and ’23, and in the years 1850, ’51, and ’52 : Articles. 1821, ’22, and ’23. 1850, ’51, and ’52. 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. $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 $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 exported 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 increase 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, are 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 by 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 S. Doc. 112. 827 almost exclusively derived from those contiguous States that do not cultivate cotton. The disparity between the increase of cotton and that of other agricultural products appears much greater when these facts are considered; and the doctrine that labor advantageously applied, 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 wdiite population to that of other sections, 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 exportations 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 substitution 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 upwards 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 importance during that war. They now supply more than three-fourths of the cotton manufactures consumed in the United States. Such supply for home consumption 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 t.o upwards of seven million six hundred thousand dollars. Our im- 828 S. Doc. 112. portations of foreign cotton manufactures in 1S52 were $19,6S9,496, and of this we exported $991,784, consuming the balance of $18,697,712. It will be noticed that our exportations of domestic cotton manufactures are over two-fifths of the value of foreign cotton manufactures consumed 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 pay annually out of the avails of the cotton crop in Great Britain and Europe about $10,000,000 to those countries for manufacturing for us that portion of our raw cotton which is first exported thither, and the manufactures 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 manufactured 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 whom they choose, and to employ and pay whomsoever it pleases them to manufacture it. Our domestic cotton manufactures are, however, destined to increase still more. 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 may perhaps continue through the present decade. But the superiority 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 may, 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 markets, 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 beyond any 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 increase of all our other domestic manufactures added together! A gentleman holding a high position in the legislative department of the federal government, and whose intelligence 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 value 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 S. Doc. 112. 829 and sold as thread and yarn, or wove into muslin and other manufactures, in this year—1852. With reference to our foreign commerce especially, the increased consumption in the United States of foreign and domestic cotton manufactures, 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 consumption 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 country, as having been greatly beneficial to our foreign commerce, inasmuch as it has lessened the importations by us of the other articles mentioned. If the exportations 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 equivalent amount of domestic manufactures of cotton exported, its cultivation 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, afid the agriculturist 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 manufactures and mechanical pursuits, now chiefly engrossed 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 economists of the United States, and others interested, but hitherto their investigations 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 remedies suggested. Disagreements as to the causes of these fluctuations have produced differences of opinion as to the remedies and preventives ; 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 1S4S, the exportations of which were 1,026,642,269 pounds, brought 6.5 830 S. Doc. 112. cents, or $66,396,967; and repeated instances will be found in the annexed tables, where large crops have brought large prices, and short 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 prosperity 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 money 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 gamblers, 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 exported from the United States alone, of ten millions of dollars, (and of course a rise of a mill, one million, and of a tenth of a mill, 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 result they desire. The establishment of “ Planters' Union Depots" at the chief shipping ports in the fcsouth, for the storing of cotton for 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 establishment of such “ Continental Depots" would open new, as well, as extend ihe 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 manufacturers of Great Britain, and it is not unlikely some practical measures 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 exorbitant and onerous charges it is at present subject to, by shipments to Eastern Atlantic ports before shipment to Europe; but it is strongly doubted whether the result of such change, without further preventives, would not be merely another illustration of the old fable of the fox and the flies. The planter will always be subject to similar exactions to those now made; and they will 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 payment of advances on his crops, or other mercantile debts incurred on their credit, constrain him, year after year, as to the disposition of them. S. Doc. 112. 831 To be relieved, he must become less dependent on the store-keeper, and more self-dependent; and then he can constrain the purchaser to come 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. When planters generally adopt and adhere to such system, it will be of little consequence to them what charges their crops are subjected to after they leave their hands, and they will be unaffected by the fluctuations occasioned by speculations and gambling. The foreign and domestic manufacturers will also find that it is their interest to get rid of the intermediate commercial agencies, and expenses, between 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, that the government of the United States, by liberal and judicious (and judicious because liberal) arrangements with 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, thereby promoting 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 these countries, and in the Pacific and East Indies, is unbounded. These facts fully demonstrate not only the futility of all the expedients that m?iy be adopted by foreign governments to supplant the cotton 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 country every pound of cotton; and the labor now employed in its cultivation 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 employed in the cultivation of other products—in the rearing of stock, and articles of subsistence, and in the improvement of the lands; with little 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 regulating 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 generally the person who makes the least profit from it. What are be- 832 S. Doc. 112. 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 neighbors. Ere long our 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 may 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 manufacture or use this product are, and must continue to be subject to, till Providence decrees the change by means now unforeseen and unanticipated. Before 1791, foreign raw cotton was admitted in the United States duty free ; but, after the first of January of that year, 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 “repeal” 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 different 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 manufactures therefrom. The articles of tea, tobacco, ardent spirits, wines, silks, and coflee, 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 lor 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 legislative enactments, or the equally arbitrary decrees of fashion or custom, or by other means, the next generation would not feel the deprivation. 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 cheapness and superiority,) render 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 S. Doc. 112. 833 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 the official statistics, not only of the government of the United States, but of foreign governments, and by the commercial accounts of this country and of other countries. They establish, it is believed, the correctness 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 country, 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 the slander that '•‘■labor is degraded ” in that region. 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 three of inferior physical capacity for labor are employed in raising subsistence or in domestic avocations on the plantation, 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 breadstuffs, 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 or 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 railroads 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 merchant or factor, and to the many and various laborers engaged in carting, storing it, &c., in the southern port; and a second tribute is paid to the underwriter for insurance against fire whilst in store. The “ compressing” and relading it for shipment coastwise to eastern Atlantic 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 1,100,000 tons of American shipping in the gulf 54 884 S. Doc. 112. 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 ayerage from 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 merchant, the cotton-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 otherwise, till it reaches the manufactory. 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 operative 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 encourage, because they aid to sustain, the carpenter, the mason, the shoemaker, the tailor, and indeed all others in their vicinity for whom they create employment. 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 believed, 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 consumed at home or abroad. More than 800,000 tons of the navigation of the United States engaged 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 such vessels. It is estimated that the foreign tonnage and seamen employed in carrying 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” and 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 people of the United States is, that it affords to the household of the humblest citizen, of every occupation—to the husbandman, the mechanic, and the laborer, whether distant from the marts of commerce or without 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, 4 t, I S. Doc. 112. 835 and various, and inappreciable comforts, which, without it, they would have difficulty in obtaining. In yielding them such comforts, it stimulates them to industry and frugality; it gives them contentment; and it fosters and cherishes that elevated spirit of independence, and that equally ennobling feeling of self-dependence, under favor of Providence, which ought to be universal constituents of American character. Not less than $7,500,000 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, ig. the east and west, in the interior, and on the Pacific as well as the Atlantic 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. Everywhere 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 America.” More than any other article, nay, more than all of other agricultural products united, has cotton advanced the navigating and commercial interests of the eastern Atlantic States, and of the whole Union. It, more than any other agricultural product, has cherished and sustained those interests, not merely by its direct contributions, but by awakening commerce in other countries, from which they have received profitable employment. Neither the whale-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 favored people, reach every portion of the land. They extend to every city, and town, and village, and hamlet, and farm-house—to the ship, to the steamboat, to the canal-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 counting-house, in the workshop, in the stately mansions of the rich and lowly 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, occupation, 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 ways 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 ot the United States—not only has this boon from the Giver of all gcod to less than a third of the States of the Union been the primary and 836 S. Doc. 112. copious fountain from which has flowed the chief portion of the vast aggregated wealth of the confederacy—not only has it, for at least 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 crop, hold supremacy over her. The aggregate of our exportations of raw cotton since 1821, including that year, is upwards of one thousand five hundred and thirty- S 'ne millions of dollars, according to the Treasury returns; and whenever e increased wants of foreign countries require an increased supply, the quantity of at least one thousand and three hundred millions 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 exportations 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 abundance. 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 paragraph might be considered by some as violated. But there are two influences of this product (both moral and political, 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 compact inviolate, and the maintenance of the laws of the land enacted under it—that influence which unites the promptings and also the restraints of self-interest with those of patriotism —is neither light nor transient. 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 any other “ section,” except in patriotic efforts to advance the welfare of their common country. Their natural, and rightful, and legitimate interests do not clash; and all are best promoted by aiding, sustaining, supporting, and cherishing each other. If any would maintain the false 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 may be promoted at the expense of any other of inferior numerical strength; and if, unrestrained by the federative compact, they should attempt the enforcement of such principles,—when the time comes for practical action, the con- S. Doc. 112. 837 servative influences above adverted to, in all sections, may be relied upon for the administration of a rebuke which, though it fails to convince 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 condition 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 principle, 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, substantial 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 be- naviour” of those governments towards this country, and towards all others, in “the peace of God;” and it is also some guaranty against outrage or oppression 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 allwise purposes. Those who suppose our high mission 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 military republic, which may, when incited by lust of conquest, wield its mighty power to ravage, despoil, conquer, or subjugate other nations. An illustrious chief magistrate years since proclaimed 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.” Uliberality, displays of hostility, and officious intermeddling in our affairs, may engender ill feelings, and provoke to recrimination and retaliation, and cause collisions; hut 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.” l© 05 00 ©* WOO lO O) O MiO'fiOLOODC'1' Tf T#t O 00 <© rp 00 t>. L© CO »-4 l>. 05 ?} N LO IN lO O ^MCOTf^N 2 WOO't’l 1 CO « lO 1C ^ J> U n© 05 Tf N (N CO W CO O ©TOWCOONO^CD rr©W©OCOiOW© C© ©J J> TT 00 00 05 ©* i© CO 05 ^ t- CO C© SUWnsKd S. Doc. 112, 839 Statement of the value of cotton goods of foreign manufacture exported during the year ending June 30 , 1852 . FOREIGN COTTON GOODS EXPORTED. Exported to— Printed & colored. White &. uucolored. All other. Total value. $2,748 4,210 26, 344 $550 225 $3,298 4,435 51, 344 $22, 570 2,430 326 12 ,365 95 12,691 95 12,513 23,204 120,383 736 3,052 5, 686 37, 889 16,301 51,308 266,983 750 22, 418 108^ 711 750 3,176 370 812 15, 396 19,384 370 29,983 196,535 1,671 1,003 1,310 31,293 484,82$ 3,670 6,392 422 223,196 65,095 786 1 ,222 1,453 3,936 422 4,783 6,856 460 5,243 16,978 1,699 7,146 Chili. 9,950 1,699 172 7 ,146 882 '882 4,963 1,302 6,265 452, 374 401,215 138,195 991,784 Exports of raw cotton and domestic cotton manufactures during the year ending June 30, 1852. 842 S. Doc. 112. Specification of exports of foreign cotton manvfactures. Years. Dyed" and colored. © Hosiery, mits, &c. Twist, yarn, and thread. China nankeens. All other, velvets, &c. Total exported. 1821 1822 1823 1824 1825 $379,701 572,626 1,206, 502 1,544,231 I,105?252 $320,302 341, 371 520, 506 608,068 705, 339 $46,311 $6,532 8,817 24,767 8,474 9,412 $874,608 741,882 865,518 321,204 443,271 $94,870 $1,581,143 1,664,696 2,617,293 2,481,977 2, 404, 455 1826 1,032, 381 9(54,904 682,407 74,462 34,862 336,295 65, 683 2,226,090 1827 495,188 46,788 63,413 230,448 38,073 1,838,814 1828 1,402,103 406,623 44, 988 46,736 324,274 18,015 2, 242,739 1829 751,871 302,435 42,222 27,656 397,033 43,723 1,564,940 1830 995,028 475,171 57,104 58,325 348,526 55,310 1,989,464 1831 1,746,442 973,774 57,015 70,254 237, 330 144,043 3,228,858 1832 1,094,412 782, 356 62,775 29,026 185,945 167,573 2, 322, 087 1833 1,352,286 710,193 45,937 134,229 112,718 149,155 2,504,518 1834 1,818,578 788, 031 43,649 66,403 105,477 48,716 2,866,854 1835 2,308, 636 1,193,391 33, 994 16,689 87,089 55,201 19,526 3,697,837 1836 1, 975,156 666, 871 78,176 16,456 12,328 2,765,676 1837 2,103,527 352,591 41,360 86,756 24,874 74, 310 2,683,418 1838 826,111 246, 312 14,746 29,768 25,380 11,189 1,153,506 1839 945,636 233, 927 12, 916 34,082 16,246 5, 630 12,458 1,255,265 1840 838,553 183,468 13,632 53,030 9,176 1,103,489 1841 574,503 127,228 15, 943 198,996 4,404 7,982 929,056 1842 502,072 251,808 110, 069 4,429 208,193 12,129 836,892 308,616 1843* 33,998 4,881 15,028 24,958 2,901 1844 278,434 90, 381 4,325 6,550 404,648 1845 281,775 290,282 162,599 2,455 10,922 8,482 44,802 502,553 1846 357,047 1,780 15, 612 673,203 1847 1848 372,877 640,919 83,715 487,456 20,272 3,808 40,783 25,735 26,742 486,135 1,216,172 1849 424,941 81,690 10,425 7,718 46,308 571,082 1850 274,559 44,724 22, 943 21, 023 20,546 63,858 427,107 1851 440,441 132,020 25,923 59, 010 677,940 1852 452, 374 401,215 138,195 991,784 Nine months. S. Doc. 112. 843 Domestic manufactures of cotton exported from the United States. Years. Printed and colored. White. Twist, yarn, &c. Nankeens. Not specified. Total. 1826 $68,884 $821,629 $11,135 $8,903 $227,574 $1,138,125 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 43,503 303,701 3,122,546 1842 385, 040 2,297,964 37,325 250,301 2,970,690 1843* 358,415 '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 606,631 3,774,407 17,405 335,981 4,734,424 1851 1,006, 561 5,571,576 37,260 625,808 7,241,205 1852 926,404 6,139, 391 34,718 571,638 7,672,151 * Nine months. Note. —Previous to 1826 the published Treasury statements do not specify these exports as above. 844 S. Doc 112 Values oj certain domestic products exported, and total value Years. Cotton. Tobacco. Kice. Flour. Pork, hogs, Beef, cattle, lard, &c. hides, &c. 1821 $20,157, 484 $5,648,962 $1,494,307 $4,298,043 $1,354,116 $698,323 1822 24, 035, 058 6,222,838 1,563, 482 5,103,280 1, 357, 899 844,534 1823 20, 445,520 6,282, 672 1,820,985 4,962, 373 1,291,322 739, 461 1824 21, 947, 401 4,855,566 1,882,982 5,759,176 1,489, 051 707,299 1825 36,846,649 6,115,623 1,925,245 4,212,1S7 1,832,679 930,465 1826 25,025,214 5, 347,208 1,917,445 4,121,466 1,892,429 733,430 1827 29, 359, 545 6,816,146 2, 343,908 4,434,881 1,555,698 772, 636 1828 22,487,229 5,480,707 2,620, 696 4,283,669 1,495, 830 719, 961 1829 26,575, 311 5,185, 370 2,514, 370 5,000,023 1,493,629 674,955 1830 29, 674, 883 5,833,112 1,986,824 6,132,129 1, 315,245 717,683 1831 25,289,492 4, 892,388 2, 016,267 10,461,728 1,501,644 829,982 1832 31,724,682 5, 999,769 2,152, 361 4,974,121 1, 928,196 774,087 1833 36,191,105 5,755,968 2,774,418 5,642,602 2,151,588 955,076 1834 49,448, 402 6,595, 305 2,122,292 4,560, 379 1,796,001 755,219 1835 64, 961, 302 8,250,577 2,210, 331 4, 394,777 1,776,732 638,761 1836 71,284,925 10,058, 640 2,548,750 3, 572, 599 1,383, 344 699,166 1837 63,240,102 5,795,647 2,309,279 2, 987,269 1,299,796 585,146 1838 61,556,811 7, 392,029 1,721,819 3,603,299 1„312, 346 528,231 1839 61,238,982 9,832,943 2,460,198 6,925,170 1,777,230 371,646 1840 63,870, 307 9, 883, 957 1,942, 076 10,143,615 1, 894, 894 623,373 1841 54,330, 341 12,576,703 2,010,107 7,759,646 2,621,537 904,918 1842 47,593,464 9,540,755 1, 907,387 7, 375, 356 2,629,403 1,212,638 1843* 49,119,806 4,650,979 1,625,726 3,763,075 2,120, 020 1,092,949 1844 54,063,501 8,397,255 2,182,468 6,759, 488 3,236,479 1,850,551 1845 51,739,643 7,469,819 2,160,456 5, 398,593 2,991,284 1,926,809 1846 42,767, 341 8,478,270 2,564, 991 11,668,669 3,883,884 2,474,208 1847 53, 415,848 7,242,086 3,605,896 26,133, 811 6,630,842 2,434,082 1848 61,998,294 7,551,122 2,331,824 13,194,109 9, 003,272 1,905,341 1849 66, 396, 967 5,804,207 2,569, 362 11,280,582 9,245,885 2,058, 958 1850 71,984,616 9,951,023 2,631,557 7,098,570 7,550,287 1,605,608 1851 112, 315,317 9,219,251 2,170,927 10,524, 331 4, 368,015 1,689,958 1852 87, 965,732 10,031,282 2,471, 079 11,869 143 3,765,470 1,500,479 * Nine months. « S. Doc. 112 845 of domestic products exported, including bullion and specie. Butter and cheese. Skins and furs. Fish. Lumber. Manufactures. Total domestic exports. $190,287 $766,205 $973,591 $1,512,808 $2,752,631 $43,671,894 221, 041 501,302 915, 838 1,307,670 3,121, 030 49,874,079 192,778 672,917 1, 004, 800 1, 335, 600 3,139, 598 47,155,408 204,205 661,455 1,136,704 1, 734, 586 4,841,383 53,649, 500 247,787 524,692 1,078,773 1,717,571 5,729,797 66,944,745 207,765 582,473 924,922 2, 011,694 5,495,130 53,055,710 184,049 441,690 987,447 1,697,170 5,536, 651 58,921,691 176,354 626,235 1,066,663 1,821,906 5,548,354 50,669, 669 176,205 526,507 968,068 1,680,403 5.412,320 55,700,193 142,370 641,760 756,677 1,836, 014 5,320,980 59,462, 029 264,796 750,938 929,834 1,964,195 5, 086,890 61,277, 057 290, 820 691,909 1,056,721 2, 096,707 5,050, 633 63,137, 470 258,452 841,933 990,290 2, 569,493 6,557,080 70, 317,698 190,099 797,844 863,674 2,435, 314 6,247,893 81,024,162 164,809 759,953 1,008,534 3, 323,057 7,694, 073 101,189, 082 114,033 653 662 967, 890 2, 860,691 6,107,528 106,916, 680 96,176 651,908 769,840 3,155,990 7,136,997 95,564, 414 148,191 636,945 819,003 3,166,196 8, 397,078 96,033,821 127,550 732,087 850,538 3,604,399 8, 325,082 103,533, 891 210,749 1,237,789 720,164 2, 926,846 9,873,462 113,895,634 504,815 993,262 751,783 3, 576, 805 9,953,020 106, 382, 722 388,185 598,487 730,106 3,230,003 8,410,694 92,969, 996 508,968 453,869 497,217 1, 687,809 6,779,527 77,703, 783 758,829 742,196 897,015 3, Oil, 968 9,579,724 99,715, 967 878,865 1,248,355 1, 012,007 3, 099,455 10,329,701 99,299, 776 1, 063, 087 1,063, 009 930, 054 3,685,276 10,525, 064 102,141,893 1,741,770 747,145 795,850 3,807,241 10,351,364 150,637, 464 1,361,668 607,780 718,797 5,069, 877 12,786,732 132,904,121 1,654,157 656,228 512,177 3,718,033 11,249,877 132,666, 555 1,215,463 852,466 456,804 4,751,538 15,196,451 136, 946,912 1,124,652 977,762 481,661 5,055,778 18,136,967 196,689, 718 779,391 798,504 453,010 5,246,797 18, 042,930 192, 368, 984 846 S. Doc. 112 Foreign cotton manufactures imported, Years. Dyed and colored. White. Hosiery, mits, &c. Twist, yarn, and thread. 1821. $4, 366,407 $2,511,405 $198,783 $151,138 1822. 5,856, 763 2,951,627 433,309 181,843 1823. 4, 899, 499 2, 636,813 314,606 103,259 1824. 5,776,210 2, 354,540 387,514 140,069 1825. 7,709, 830 3, 326,208 545,915 201,549 1826. 5, 056, 725 2,260,024 404,870 175,143 1827. 5, 316, 546 2,584,994 439,773 263,772 1828. 6,133,844 2,451,316 640, 360 344,040 1829. 4, 404, 078 2,242,805 586,997 173,120 1830. 4, 356,675 2,487,804 387,454 172,785 1831. 10, 046, 500 4,285,175 887,957 393,414 1832. 6, 355,475 2,258,672 1, 035, 513 316,122 1833. 5,181,647 1,181,512 623, 369 343,059 1834. 6, 668, 823 1,766,482 749,356 379, 793 1835. 10,610,722 2,738, 493 906, 369 544,473 1836. 12,192,980 2,766,787 1,358,608 555,290 1837. 7,087,270 1,611,398 1,267,267 404,603 1838. 4,217, 551 980,142 767,856 222,114 1839. 9,216, 000 n • 2,154,931 r >«~ -* o-» 1,879,783 779,004 1841. 7,434,727 1,573,505 980,039 OU1 , Odd 863,130 1842. 6,168, 544 1,285,894 1, 027,621 457, 917 1843*. 1,739,318 393,105 307,243 26,227 1844. 8, 894,219 1,670,769 1,121, 460 637, 006 1845. 8, 572, 546 1, 823, 451 1, 326,631 566,769 1846. 8,755, 392 1,597,120 1,308,202 656,571 1847. 10, 023, 418 2, 630,979 1,173,824 511,136 1848. 12, 490,501 2,487,256 1,383,871 727,422 1849. 10,286, 894 1,438,635 1,315,783 770,509 1850. 13,640,291 1,773, 302 1,558,173 799,156 1851. 14,449,421 1,499, 044 2,117,899 980,839 1352. 11,553,306 2,477,486 2,152, 340 887,840 Nine months. Previous to 1821 these returns are not fully specified in detail. S. Doc. 112 847 and the total exported, consumed, Spc. China nankeens. All others, vel- Total imported. Total exported. Consumed in the vets, &c. United States. $361,978 823,365 $7,589,711 10,246,907 8,554,877 8,895,757 $1,581,143 1,664,696 2,617,293 2,481,977 $6, 008,568 8,582,211 5,937,584 6,413,780 600| 700 188,633 $48,791 350,243 375,771 12,509,516 2,404,455 10,105,061 304,980 146,292 8, 348, 034 2,226,090 6,121, 944 256,221 454,847 9, 316, 153 1,838,814 7,477, 339 388,231 1,038,479 10,996,270 2,242,739 8,753,531 542,179 412,838 8, 362,017 1,564,940 6,797,077 228,233 , 229,375 7,862, 326 1,989, 464 5, 872,862 114,076 363,102 16, 090,224 3,228,858 12,861, 366 120,629 313,242 10, 399,653 2, 322,087 8, 077,566 37, 001 293, 861 7,660,449 10,145,181 2,504,518 5,155,931 47, 337 533, 390 2,866,854 7,278,327 9,021 28,348 558,507 15,367,585 3,697,837 11,669,748 974, 074 17,876, 087 2,765,676 15,110,411 35,990 744, 313 11,150,841 2,683,418 8,467,423 27,049 384,618 6,599, 330 1,153,506 5,445,824 3,772 874,691 14,908,181 1,255,265 1,103,489 929, 056 13, 652,916 217 904,818 11,757,036 10,827,980 53 638,486 492,903 1,318,024 9,578,515 2,958,796 13,641,478 13,863,282 13, 350, 625 15,192, 875 18,421,589 15,754,841 20,108,719 22,164,442 19,689,496 836,892 308, 616 404,648 502,553 8,741,623 2,650,180 13,236,830 13, 360,729 12, 677,422 I \ 574,885 1,213, 340 853,518 1,332, 539 1,943,020 2, 337,797 3,117,239 673', 203 486,135 14, 706,740 17,205,417 1,216^ 172 571,082 427,107 15,183,759 19,681,612 21,486,502 677' 940 2 , 053j 981 991j 784 18,697,712 848 S. Doc. 112. Bullion and specie imported into and exported from the United States, Years ending— Imported. Exported. Import’n over exportation. Export’n over importation September 30.1821 $8, 064,890 $10, 478,059 $2,413,169 1822 3, 369, 846 5, 097,896 8, 379,835 6,150,765 10, 810,180 6, 372,987 7,440, 334 1823 1,275,091 1824 7,014,552 $1,365,283 1825 8, 797, 055 2,646,290 1826 6,880,966 8,151,130 4,704,533 2,176, 433 1827 8, 014,880 136,250 1828 7,489,741 8,243, 476 753,735 1829 7, 403,612 4, 924,020 2,479, 592 1830 8,155,964 2,178,773 5,977,191 1831 7, 305, 945 9, 014, 931 6,656,340 1,708,986 1832 5,907,504 251,164 1833 7,070,368 2,611,701 4,458,667 1834 17,91,1,632 2, 076,758 15,834, 874 1835 13,131,447 6, 477,775 4, 324, 336 6,653,672 1836 13, 400,881 9,076,545 1837 10,516,414 5, 976,249 4,540,165 14,239, 070 1838 17, 747,116 3,508,046 1839 5,595,176 8,776,743 3,181, 567 1840 8, 882,813 8, 417,014 465,799 1841 4, 988,633 10, 034, 332 5,045,699 1842 4, 087,016 4,813,539 726, 523 9 months to June 30, 1843 22, 320, 335 1,520,791 20,799,544 5, 830,429 4, 070,242 5,454,214 8,606,495 376,215 1845 4,536,253 1846 3, 777,732 24,121,289 3, 905,268 1,907,739 127, 536 1847 22,213,550 1848 6,360,224 15,841,620 9,481,396 1849 6, 651,240 5,404,648 1,246,592 1850 4,628,792 7,522, 994 29,465,752 2,894,202 1851 5,453,981 24,011,771 1852 5,503,544 42,674,135 37,170,591 Total. 274, 407,398 265,529, 935 112,290,606 103,413,143 The total difference since 182] is $8,877,463 excess of importation over exportation] Prior to 1851, the same difference was $70,059,825, S. Doc. 112. 849 STATEMENTS OE THE COMMERCE OF THE ATLANTIC STATES AND CITIES. It has been thought proper to place on record, under this head, a few general statements illustrative of the commerce and navigation of our principal Atlantic ports with foreign countries, in a convenient form for comparison with the aggregate of the United States, the internal commerce and navigation of this confederacy, and with that of any or all foreign countries in the world. To this end, some statements relating to the aggregate commerce and tonnage of the United States are also appended. These statements are of an entirely reliable character, most of them having been derived from official sources. It was under contemplation to prepare specific notices of each of the more prominent of the commercial cities of the seaboard for this portion of the report; but, upon application being made at the several points for the requisite statistics, and the discovery of the entire absence of such accounts as might form a proper basis on which to calculate the value of the coasting and inland or domestic trade centring at the several ports, it has been judged best not to make the attempt. The trade of New York, Boston, and New Orleans receives a larger quota from the interior than any other cities of the seaboard. Tins is owing to the fact of their better natural and artificial communication with that region lying between the Alleghany and Rockv ridges. The 'communication of the rest of the Atlantic cities with the Interior country has been chiefly, hitherto, with that portion lying vast and south of the Alleghany ridge, and by means of railways and navigable rivers. If will be seen that by far the largest foreign trade is enjoyed by- New York—the next in value of importations being Boston ; and in value •of exportations, New Orleans. The foreign exports of Philadelplfr \ and Baltimore are made up principally of domestic manufaeturr . s for the producing of which they possess facilities seldom surpassed* 1 aid ■of the agricultural productions of the Sta tes of which they are rosy actively the commercial capitals, and of Virginia, or rather those portions of these several States lying east of the Alleghanies. The ir importations are chiefly limited to tiie more bulky and 1 cheaper of snch foreign fabrics, or materials and productions, as incur the least risR, and as tire most wanted by those classes Sir whom they export—the richer and finer articles, to which greater risk is attached, being generally purchased of manufacturers'’ agents, at the larger importing cities. The southern cities have a large foreign and coastwise export trade, for die reason that the labor in that portion of the country is principally confined to the production of those articles for which there is not a full home demand. The people of South Carolina, for example, are chiefly devoted to the production of cotton and rice, and the expoits from Charleston are principally made up of these articles. The same may be said of Georgia, with respect to cotton more particularly, and the exports from Savannah. Both of these ports have excellent harbors, of easy entrance, and the trade of Savannah is rapidly increasing. Just below the city some obstructions exist in the Savannah river, caused by the sinking of vessels during the war of 1812 and T-5 to prevent the British from reaching and destroying the city. These are about being removed, and, when their removal is accomplished, vessels 850 S. Doc. 112. of heavy draught can proceed safely to the wharves at the city. These southern cities import largely of northern manufactures. A statement fairly exhibiting the movement of merchandise coastwise would show a domestic importation into the southern cities having a much nearer ratio than the foreign importations to their export trade. While a greater portion of the cotton of the southern States is exported from their own ports directly to Europe, the returns, either in money or merchandise, are received principally through New York—which explains satisfactorily the excess ol imports over the exports of that city. The cities of Baltimore, Charleston, and Savannah maintain their communications with the interior principally by railway; and Mobile 1 by the Mobile river and its tributaries. These, like the northern cities, are pushing lines of railway into the heart of the country. The results which are to follow the construction of such works remain to be seen: and it is a question worthy of grave consideration whether these routes are not calculated to effect remarkable changes in the direction of our interior commerce, which, up to the present time, has of necessity been confined to few; and whether an apparent monopoly which has been enjoyed by two or three cities is not to become, when commerce shall be liberated from the channels of necessity, the common property of all. In any event, there can be no question as to the good effect which the works referred to will have upon the business of the ports where they terminate. By opening a market to extensive tracts f of country previously inaccessible, the producing area must be largely increased; and the productions will naturally follow these railways to a market or place of shipment. Note.— The city of Savannah has also the fine river of the same name, which divides Georgia from South Carolina, navigable by steamboats nearly 200 miles westwardly; and Charleston has tributary to it the rivers Ashley and Cooper, which are both capacious, and * unite just below the city, forming Charleston harbor. The latter of these rivers is countered by canal with the Santee river, by which means steam navigation is opened from Charleston to Columbia. S. Doc. 112. OTfh.®O'i , W«Ht^(Ck 0 iH 5 D 5 £i^' 00 O WOOat'M'^OKNON ’f ID (?) H lO lO O "?fTl>OC 0 CiCCTfaD^WCDN 0 )C 5 C 0 i>Ti<£.coiD MMO^iOOOCO o)i>t-xxo 5 ©iot- TfCjWMN t'*co©icot , «»i 0 cococot>*x 05 © O CO Tf CO CO CD Cp O* 05 lO rf to i> co o X © CO X~ C? pT ^ CO © W ££ £ *>T L»x r—i iju w. '-J' -*/ w >^x l 7 ux nx xr n*. «• 'fx 5jr »-_ •^tiC^iOir 5 '«^OaiC£'i>C , 'fC 5 i>v 0 COL 0 t'«*''«iOX 'l0lO05C0COCOC5O)t'»O5 C^rHC^COCOTj W (N (N W ff< M W t> r}< X b- CO CO iO O D t» iO 0 ) 0)0 COO 5 ©©Tj'Xi 0 COiDC')XlOC 0 if 0 ©t'»O 5 QOCDCOiDOiCDCOCOl>.OCO l^CDtD^OOOCOCO O CO lO CO o O) CO O) ’’t CO CO CO id cd co w P) O 05 CO 00 CO COCOQOOO)OCOOCOi> ’CO^CJCCJ -.aDO’« 9 , GC)i-cococj 00 iO O) rj< CO lO % 0 05 O ® ’f ^ lO 5) t> H \0’rfXO»Ob-C00)C0C30rj'Oi00lC0l0C000 ^ ^ V A s^-\ a. _. /—K r*-\ /~r\ _I 1^ rY~\ >-- V r~\ IsQONlOO !>. x* x* \0 00 O) WOMOXONNOOWOO o £) OCONCOOOO CO 00 M?) N rp OD lO lO 00 C* O* CO c* Oi o) CO cDTfC>aoaoi-tG*aoo)© QOOJCOCOCOrpiOCOOlOOO t>0^» COO’I'OOH co a> co qo o co co C CO O CO X CO ^ O) ^ CO CO CO ©C 5 CO’^PCOTj'© 0 )iOGO©©TfCi Irt 05 05 CD 0) CO OO^t^O^COC^TfOO x'"05XXl>i>X05l>l0J>XXC5P)X05© 0 ®^ 0 rt 050 c 0 rj'® tT CO M rf rt 05 •v «Trb. 05 «C 5 N ®00 CO o) CO CO GO GO rj* C 5 iOttC 5 X' 1 ' X X lONf'XNONXCCTfb.XX 0 )p)©cot'.©o)cocot'»©xj.aoC') COXCOOCOOiiOrfCOCOCOCOOXOCO U A iO^TfTrc^cococco) O) 0 ) O) 1 -c lOXOWN t-» CO 05 05 tH®rrC3XlOc555a2CJ'fC)COXiO»OiOCO CO 05 0) 05 Tji JO 05 C 0 P)lOxrO 5 O 5 iOC 0 XOXONOCO i> l> C5 CO'rJ-TfCOTf'rpTj ( 3 CCOCOX ^3* lO CO J> X 05 © COCOCOCOCOCOTfrpxrfTtrr aoxxxxxxxxxx Statement exhibiting the value of exports from and imports into the ports of Philadelphia and Baltimore, annually, from 1834 to 1851, inclusive. 852 S. Doc. 112. w-ilflOCO«CWHriN5}C5COWt> inO'fNOHQOCOOO'fWaiflN - IN lO CO aiiorpi—t^cocoTfCoasi^ooioio^oiOi —igo aioo’^ , Ciuouot^coc^oo < rroo’^'’^'00'»t'- ifT co 1 cT ^ so* ao" *4* acT <© MNOlrtl>005C'i«COb'>HC ' ^ iO i Tf CO . OS CO t?<£i£ NQOO^bWQOCCiHOJ?OOlCNM!5WOO WCOft ^’ONri'OM^i-i'if'S'lOWCOi'-OO OfocNi>»Tfcci>.oi^tfoc^t^csvc^rcsooa5 \.oa5'i> , ^'oicocoa5'\oi0i-*\£'*f0}c6'c0Tft0dlCtCNi0O05Cr}J'.0»rirHHNH rtbMTj* , 5 3! ^ m, ... .„ i - w aj w tp uj vy F-i o CO ft Tf ® o' ifl" o' iO ift CO K 5 N M lif « ^ C ?D i£ CO CO~ FHNWCOCMOCDrtFHM'l'n'MHODCO'H CpiO«i-i«TM'»OCO®CiNtCOMr,T|' c^c^coco'^rTrirT^'^f'^r^'^fcoariCiCcfirio' •Va- CG i> CO CO O') C5 ■( o o H Tf N 5 00 rf WOOOOCOCOMOOCO^GO aDo^oM^aotoomH QCOlhOJWTj'MHOGDOOO ci£^acf^*'cfc^oC'fT? i-Hr-Hr^i—i t— t i—1 (rH 4ft TrWi-ikOi^COOiCOt^rf'iOQO CO Tf 00 »C -H lO CO GO ^ •'t T ^ tC oT o' of co ■*£ iS Tf* i-T i-T of co r* to N 'I' N 05 « lO iO lO CO N UO tT « TT O lO cooo^o^ao»-'i^ccoioi>LOi^ccioco fcococoiotoi£coe$coco-*fcci£\£-*Ti£ Foreign merchandise. «HONCO^®OOOMOUOl>tD^a>U)l' TpOJlOlftOOOOWXO^OOOO^W^^O C5rt®GDO«®CDOO«®C'XOlDMO {C o oT Lcf r-T co t->T cT co o' ^ co i>T rr' of oT ^ irtCOTt-NCliOCO^OCDN^ftl-OaiOO C5i>oo*a5i-^oi''. , «tfC'iO'i''3 f icc*coTix/ w 0. «—i CO-W'OCDI-CCOaNOWiOOOJiO^O OTfOiCTfritsTrCJOW^HW’CXOH Q*G*G$G\G*'*£iG’*tC0G*C0C0’^'a5'ii}Tfifia &> 'CiC'CNCOCiC^mcOTtLOCONXOOH JtC^COCCCCCCrP^^^TTTP^^f^TPjO^ S. Doc. 112 853 Statement exhibiting the value of exports from, and imports into the port of Charleston, annually, from 1834 to 1851, inclusive—direct trade. Value of exports. Years ending— Domestic produce, &c. Foreign merchandise. Total. Value of imports. Sept. 30, 1834. $11,119,565 $88,213 $11,207,778 $1,787,267 1835. 11,224,298 113,718 201,619 11,338,016 13,684,376 1,891,805 1836. 13,482,757 2,801,211 1837. 11,135,623 81,169 11,216,792 2,510,860 1838. 11,007,441 10,301,127 24,679 11,032,120 2, 318,791 1839. 66,604 10,367,731 3, 084, 328 1840. 9,956,163 55,753 31,892 10,011,916 8,002,791 2,058,561 1841. 7,970,899 1,553,713 1842. 7,477,340 17, 324 7,494,664 1, 357,617 .1843. 7,733, 780 6,657 7,740,437 7,396,831 1,294,389 1844. 7,393,134 8,856, 471 3,697 1,131,127 1,142,818 1845. 5,878 8,862,349 .1846. 6,804,313 18,942 6,823,255 902,427 1,588,750 1847. 10,388,915 3,371 10, 392,286 1848. 8,027,485 9,672,606 11,419,290 8,027,485 9,673,907 1,481,236 1,475,695 1849. 1,301 1850. 908 11,420,198 1,933,785 1851. 15,301,648 15,301,648 2, 081,312 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 aiot received in time for this report. S. Doc. 112 854 Statement of the receipts into the treasury mi account of duties collected at the ports of Boston, New York, Philadelphia, and Baltimore, from 1835 - to the 3 Oth cf June, 1852 , inclusive. Boston. New York. Philadelphia. Baltimore. YeaTs. 1835 1836 1837 1838 1839 1840 1841 1842 1843 1844 1845 1846 1847 1848 1849 1850 1851 1852 $ 2 , 612,486 10 2 , 236,041 22 1 , 328,863 67 2 , 239,554 67 2 , 162,055 37 1 , 820,173 98 2 , 307,848 68 2 , 789,798 72 1 , 311,225 52 4 , 411,372 36 4 , 676,157 45 4 , 844,129 75 4 , 098,226 24 5 , 033,772 14 4 , 380 , 346 89 6 , 177,970 64 6 , 520,973 85 6 , 250,588 68 $ 11 , 597,466 90 13 , 424,717 87 6 , 679,756 05 8 , 941,208 80 14 , 475,995 91 7 , 167,968 53 8 , 418,588 60 11 , 273,499 91 4 , 072,296 44 16 , 792,679 41 17 , 255,308 60 16 , 975,972 34 15 , 524,014 27 20 , 128,726 89 18 , 377,814 24 24 , 952,977 02 31 , 754,964 26 28 , 772,558 75 $ 2 , 159,111 30 2 , 637,796 28 1 , 162,610 66 1 , 882,613 06 2 , 326,384 71 1 , 553 , 373 07 1 , 367,259 08 1 , 659,125 67 559,649 65 2 , 255,860 77 ' 2 , 361,325 72 2 , 136,754 70 1 , 978 , 430 99 2 , 979,931 31 2 , 329,553 66 3 , 122,660 40 3 , 783,787 32 3 , 715,126 21 $ 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 . 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. S. Doc. 112 855 O CCTf«HOHh(N«or?t>nha5n'rtC®OC0NC5CX!O 0*'tfOrr‘Tfi-T o~ - , t co 0 ’-f -i"' icT cT t>T o' cT ^ rC r* 05®Ci®ffiO'!rii5L'5Q0O'XC055®««Tfi0®05C0a5--i«Ci COiXMX)N«CO«T(‘^« 1 !f tO 3 Tf O iO ’i' N tfi m « N © O M lO OSHMrtnMM^iflffiiXOrtOGOGOQODO ^^hVhhhh *-f of of of of of of of OiO»rfiOODrfHJOK , 30’#N'X)CO^WatD'X)0»50CD^OaN CCCOMWjNrtOODCi.XNOUOCCWOOODinMONMOH C0TfCr|'«MQ0iSO^Cfi^00onMC:i0v303C0^®-«Q0W afi^fiCofco^tCcid'cd'^Tfofad'o'io'-^'td'-'fx'x'ad'ioofr-i'xof w OCD^^iOON 005 MN®WOMO«N Ort«iO^TfiOC*NC 3 COHHHaa 3 N 53 r^’T*i-*i-Zr-*T-«r+T-4T-+ r-Tofofofofofofof C3HCJil5^«h.MNiflCNT(iOC'WaDN®N«jH55«C5® i’-tO'“'0*t-00>~<''*rOO*X'*r-^0>COXOrHCftOO'3 , XiOO> lOffiQOCOHTj'Tl'COiCM-HOOiOlNC^Oin'-iONt'^GOCjO ^ co ^ co~ o i> omC cf o' cd~ >cf acf of of ctf ad" ■'■r' of co C'T ■*■*•' of ^ o' 5<«CiO^N^QOOHO^O.tMTD HHHHrldW .rffN^iOOOHMO) — NCOOONrTrCkOOiO OiOOSCOOSWtOOOH^tOWWM^O 'M«tL' 5 l>.' 1 'iflCCMl , J l C^f 0 (?}XO 0505 ) ,-f _T P-T t-H of r-T r-T iOfDiCNM^WCOrf®TDO«OHT)'i(5HCCiH05^lON03N LOa 50 ) 05 C-<’ 1 , HtfOCCH;MOOiOOOfflGOarCr-r—rcoo'Qo'coar^4'cTi>cocox'uo Ci«ffiMiCuflW’f«:®N'rCOOOO! 00 --iN rtHHrtWNN 'N^WHCOlOCOHOODOOiO^^^COLOa: 'OOOCiGOI'.^HMOHOLOH'WLOOW iW^COtOrMO®t> 00 ^ 0 ^«(SXC 050 : ^•^■,-f 1 -; T -rofp^^f H nOHMOflOHC^iOCD'^OO^'COOCOCO^NrtCOOQOHCO OiOrt35«OOHOuO-.CCNONHOJ(fi’tOa)MOHCQ NtfCCiCOC-NOWOOl'^O’l'Cn^COHOHfrtCCiCCCCi aTo'rCco oo rf o o c-f rf fh'go vrf co"oo o o o'"ocT co~ adrfof ■*f'icf td XXXXXOiOlCOOl^rOOJOliOOJO^Cr. 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O* CO Ol 05 — ri r-n CO O —' 3C CO CO JOCHClHMMCDtsrj'CDCHKOOON'-l'OiCSJJCOOCJ 0*0*0*<0*0*0*0*0*0'lC'*0*0*C'*C0C*<0li0>0*C0C0C0^r}'Ou0i> «?C 5 pCONHNH 05 N{j.CDH«C 5 X S*b*Ci 05 C 0 ® 00 WOQ 05 *!Ct^i 0 Nr-i (3 OWOCOOlriOOOODWHO-rrCiDWCD ©•NOOCCHNOlOClCONOhMOiCOOCCOtClOiOOHO MMtDiDQNWOCCOOiOON^CONC 55 D(> 0 ©CC*W('. uoovot’LO'-'i'cocooiCccicCTrwcLOCJoaocob.^cn f^( 0 *’^'C 0 00 00 ^J' 0 *^ , Oi-< 0 *i^i>? 0 Cil>^t 05 C 0 C 0 ■H" CO 0*0*0*0*0*0*0*e0C0C0C0C0C0’«rTt , Tj'r}'(0*T}l>»l>05 tCCDOOOvCOCCO^'iOWOCCO'toSCluO tDNrfCLCN'i'b-'^NCDiOCDClClNCO'O ^fiOiOtOijCTriO^COiOrfiOCDSlClCOO tD N (D O C O) CC ^ VO ?C N CD O. O -< ci rc *TlO 'O f> X Cl O 0>0>0)0>COCOCOCOCOCOCOCOCOCO'*3>'n , rt , '-r'rt<^t , Tt l -T''^’ , -riOi-0 ODGC'OOOOOOXiCOOOaOCOGCOOOOCOXTOQOCOOOGOX-COCOQOOOCO S. Doc. 112 00 >a O) 50 JJ rp O X Tf ^ COODOl'tKbCO’I'OOC^'ttOyjLOOJTj-^ 0*X^COOit-.COCOXfr-a}CD'«?'COX© «0) N N N N 3 t>.i^<®iocof»cot>.^^^5cc>cbt^QOCDi>Trj>t-»x^a5C^ ffiCJONMfJOWOWM^'Tl'MQOlOSO oaOiCMMOiCOWNOOWOONCO^M COrOCCCOfirj'Tf-^Ttc^Tr^rrriO’^uC'^kO Tf^OttyDaO^OrrMTj'i.OCOfOWOTf^CnCOCO’l'NfOCO (N C5 O N lO 't W rf* l-» X < 0 $ }>. CO MNOiOOSOMOC'NOCC'b oNts^coaiococi'jt' COffiO^GOOOOM XI>Xi>i>XXG>XI>X©X COH'ffC^iONOa3 OJCOTrOicbio-^OiCiOic^ocoao ■^^"^rt'^'Orr'I'^iCJ'i'Tj'MCDirtccuuifl CD O iO Cl ^ CD OW«ffi^NbMQOi.OW TPQQOC»i>ClMNCOM CD CHD rf 'J’tiO'^^NrrNCDOti-CDXCO 05 M ifl ® O lO co o* o* co co CCCDCOC>Mi.OCDTfaiMN« Cii>i-'*aoiot-ao:c>aicouocc>TtiOCOlOUtiCOiOCD OOWOCOCH'-COiC OOCCCCO(NCJOO)MOOC1 rfOMWOXIOMrfCDCOO lOWOClLONCNM ift'tco'Siococ''Tai lOOXi’fWCtOW’fOCDODCI^ CO Oi Oi CO TJ* OOOCOiS'JCO woowtoto ODOCMOt'IsfONWi'.W Tf (s D D C ClCO(^iJQ«iO(0(NC}ClQOCOCJ OCCeL'JCdO^’T’l'ini^'^lO^M^O^bONOhaCDO hCMCON ^^WWtsOW'tffirrjsCO C^COOtOiOJCOCOCOCOOiCOCOCO’Tt’COCOCOCO <«* cm t>. & oj r>. a o lo w o « o lONCOCJO«Ot>CO CO Cl ® tC o O) ^ h> O X Ci rr o X O C) CC b- X aoi'*ao < cot>.t'-^ ( ccotc>'c©t-i>C5i>xoo-«3'i>i>.i>©o> COTt*0't'a‘J-i.OiOO*CC>0>i^-*’'1 , COC5C»iO© COCOCOCOCOrfCOTpCOC^COCOCO^COTtCO-^ W«n ^CrTTCrrT)"^'!l'iO)0 <0)OiOJO)COCOCOCC xxxcbxxxxooxxxxxxxxxxxxxxxxx Statement exhibiting the number of American and foreign vessels, and also their tonnage, employed in foreign trade in the district of Baltimore, which entered and cleared, annually, from 1826 to 1851, inclusive. S. Doc. 112 NCOOWiO^OOO^NWOiCifJtDCDOOWOOlWM- Ob05'-i0JHiflM05C»a505NC0^HNffiOOWffi05(»00t> »L'5TfWCOMN'!ttO®Mls.(N®— iCC®CC*N05C*NQOCOCDlCQOCOOOWOHO: .M'COJHfCGOOTfQOiOCS'D'CHaTfaDN .COCOCC-^cOTfTtrrTTC^TfCO-^fiiOTr'^'^’^- OOOOOOOCh.OOWCOCDXOHiOWNCOHffQfOM MO«fl5MNTP05i.O(NOO©i.'5^0tO«O^QO(N(Ni'!W 0QOQO(M©^ , MiOiONHL':irtiflNT)'«MQON«OO N'ttDtOMCLOiONOOQOLOMCJL'JMHiOm^OLfltO^^C) tONWH«05C5XvOOHCOGOtONNO}CD Nl'.QOTfaJOOOWOiC.-HOfMCMTfOrf «Hw OU5N®iOiOb.COvrtO}'!)'OOlOTf«MlC'S'^COMOO)«HW CO-iH'rfrtifliOM'r,TJCit'COOON(N®rfNT}'ia'«TXlCOLO incfi’tco’i'Ci’-iOLOOi'-ccaci^'^^’i'cocoocj^L.o TfTTOacOCCTfCC»C®O^QWOr-iTfF'C’tCCOCOCH: ^ • bCOOOHHTfCOHCOH. TtCDLOOOCC b-cot'ioajcioajajcDrtOiMuO'HrH^M lONMOOCDOJM'^iClCCO^COaOXCOC-M'S'^Tl'WOTX Jlh.CJrr-'NMOin^^aMOi^OOrj'NMHCOOlOCJO DiflWW'taOasOO^W’V-'iflWNuOrf’I'OONTj'NNH^Tj' COQOTtrfq'OICOriinCJQfCCJNCO-H-'aCJQQ^’tCCijJW C£>C£iiCinkn?CTj COQD^CiCOHOJNOi'S^^iOWCOCiCJ® COCOrfMCOHiO'!fC53Qr)'TfO©CC5iCO (^(MC^G^^COCOCCC^S^CCffOrPTfTfTPCCiCO OWWf'OCOCOOMHO'^^M-'OOJTfCJrfMaiGOlON'S' OC5CO^OC5«NGOOOO^OQLOWl'.l>WiCO'^'£CiCOCO?lN OOCMXCCNOlnCjaNHTraW^'l'n'itaiiOO CDiCiOri'f^OOD^NHC.^CCCDCJiON^CliO^'I'O Z CO COirtirtifliflL':iCiO'3'^iOU5irtiCiOCOC>CO®iOCOQOr>GOC»CO GOiO^MOOOOaM^^QOWffiNi-iOJ^© TT«OCOXC«C'iC^QOaiX-i ; QCOO>23 C^C^CMC^COC^COCOC'O-iC^C^COCCCOCO'MCO "or*coa).r5Hwco^wtDt>oos> (M^Ojit^CC'T^OtWCOCCCC'^COC't CCOOGOOOaOOOQOuOOOCOOOQDXTOXQOTOOOODOOOOCOGO 'tifltONOJQO T Tp -* -TP -* if C0 0 QD 00 S. Doc. 112 tCOOffihONOlCTf«WH 5 DKl'« 5 }N^T)*'H' 3 'N.rj( l Oin OrfOiCN'I'OO^CCOCOHrtCOrf^iONHOJn'i-iCOifta.Tf'j) •'“t)NCO(N^Mrt^«OCOiOCOffJrtQO(NCOTfNo'NN ^TtaiCicocDLOco'i't^MOHaciTrf^H tOWNtOiNiCOOCOTj'COOOQOiO^'HrtHGDN'OiOJOLOiOCO MTfi 0 H 5 C 0 H«h.? 0 .kCC 50 )vftOh.M>>W«C 0 r- 4 ^ai OCOrt'COCRiOCsCOai'HNrfNTfiOOOriHCD^W fOC^OCCnOjs.COCOiCCOOtji^.fOTfOiTt'isOOiC'HTN NWNXN^ODTrcO’fNCOOOOOQN® ©©NtOOCNNCOOClH^OWrtrfiO NCC)ls(NiOTrtOHHftCCNOOQONaC«COQOW WMNOj^toiao^ucwNCHcrjuiNcoino lOOO«iflO^LO«OiN(N«»ON 05 NrtT}i 05 NN S£ O rt^XOiC^iCiOffii^ONOO. j> t- OiOOJNOtOH'fi-COW NQOOOCIHOCjiOhiO eg co eg COOCOCOOOCOfOWOlNCOOierfiCOecDNN^VftOONJO ^COO^MlOW-n^OCD^O'fNeHCOHWHH^O^OOb. COCCeOiOQOXODIOCCiON'I'NNCOlCCiiOCOieQOHCOCO eg eg eg eg cri io t-h co ^h x cocgcocococortcorr^ eocgcONCOHcooc^inco^oojcooi ^•^iTfCOCO , ^'-^'e©H®cieeccooif 5 wtjicgcgeiWHi-irtHrtHHHGgi-icgcg ('•{CNeWHtOHCOCDOiOOCOTfMCHH^CDOrCN’I'ffl mO'< 1 , Cgi>.<£)ONCCOCDCOWts«lO(WOr-iO’!frtC)iO ONco'tcDoaih-eoDioct'ioe'tco'XicO'fl'HNco^ceo} COe^C 0 CCONHOD«eMOCDWNOO®ON®iQOeGOCD cococococgcococococgeg>-icgegt-icgr-i l-Hcgegi-icgr-icgco OC 3 «{OHOOWHWONiOetO^ uoco»-nC 5 CoegcioxTpo 5 '-*eg , aicoxcoo i—* eg ^bQoec^wcC'S'iecoNcoeoHOjeoTj'iooNcoeo ^ cgegegegcocococococococococo^Tt^^^r^r^r^^^uOio xxxxxxxxxxxxxxxxxxxxxxx x x Doc. 112 ;fcQ&afa>a*«ooo©cOe*^ ©©coo^xojgx O X ©H*<*ocoio©©coeo©io 00)Ols(J}W05Tt^OO C» t.'t 'i N ‘-T^ 'g* -•**’• Tp^HN0:^O5C5C« , 'f 6 fHO 00 'S' ^ N TO ' GO* tC i©* Hr* <©f © OWWOJM XXNOWtOW ■cf t>. O nr CC JO kcowioio OOCjCJOOO '> ■*••> vv WJ W «5QOJn«t!'iOONPOW^ JJf » ’ » • VJ- W l'* (,'J V.V TT WCOW^OCONtOCO'C’l' COO^^WOOttCOCO S ''f N 05 ^ ■vo^afocoa JK }Z UJ ? ^ w W3 “ 03 WW?OXC5rtWNM WOi 'T O) 05 »(j C* 'T •« >- CCCOa}OlC5000000)«*<5 0fl>®0®rtW W«!f j>cococoTi"*'r>rood'o , r o h o c Cl O) h ’tOOtCWl'iCClCTf co o o C4 NhOiOC sp oo N Cl Tf o CO H O CO O w o C. V. C vJ U D( W O^'ClCOt'OOt^W CO ^ C t h. LO O rf N £f © cT orTccT tj<'io' oo aT coNCi wioai • ' i.y '.'j cu ^ ^ ^ b» vft Cl Cl Ol t-l ^ © t-» © 0)CO- ! j , i.O©©J>©©* > * W O CO CO to w O CO lO lO O CO CO iK v.v 'j- w m_i i-» w »'j -^r" i —\ >«iOCOLOONiJ}tOCCQON OOCiOt'OlO ^ rr' c CO O to (?) tC © CO (N LO CO i'* ii.' w r .-.’ "^r ^ l>. 1> Co LO i> CO NClClC^-OCOOt' © © HP CO © © © X o » i co © w o$ © © r* © © • © © G* CO 05 © ^ co ©* ©~ i£ ©~ t> cd o' o' ! co' tp'■ rf'co tt"^ CO If N CO CO © Tf GO 05 j>.aOi-40o©coo)TP05 r,v ^ cj ^ ^ io oj w »•— uv ^ i - 1 'J-' '*r OOClOCCOOHOJOJONO OiOXWOO Tp "T © N © © © © © © CO © ©NbOCOOLO-rPtsMOOC 1 ' « CC T-UO O* O CO to CO C '«0(0©©00'^J'l^©0 (.’.) '—> I - ' ^ W 1— ,i. HO COO^O© ©©©00©©©© 00 00 00 —(OiOJOiOJOJC^OJCO UU UU IT ’T ’T O 00 O CO © Tf CO © K ©" CD CD CD CD Ci • io tC ©* © © oo t~ © CC Hf © Hf © ^2 ©©t-C0iC)O©X''iJ , 0')©C'*''3’t''-©CC0*£»«> C^TfTfrHCOHfCOOCO ©©C'l©t'*C'*C0C0©<0)© i0®i0OC(NCD0C(Mb»0) 0) O) O) O) O) O) co ao co co ^ © «g © CO CO O 1-4 tu Tj '-'•' =£ S5 « = & ft S? H H © w TP Cl ^ ao ao*' x" t>r cT iS ©"© x F* bjGiTfUOODUOCiCJ^tf CO CO TJ< UO C5 £•• lO Ci 05 05 Oiflrf MCh A A N 05 lO I'. W'^OCOOWOlOO) I>UOC50505(N^ , 0 1'»C5 00 rf CO © 00 00 <0* CD kO CO (M 00 o* ?* l>. i» lOCJOCC'l^'Tt'-COOl C* 0 * 0 * 0 *( 0 l(MC'tC 0 ^ GO X«O^C 5 ( 0 )^tDC 5 CO rr CO O CO CO CO CO Tf O* C* (0* CO* <0* Oi CO C'>COT*iOiCi'»OOC5 00 00 0000 00 X 00 00 S. Doc. 112. 863 Statement exhibiting the amount of tonnage belonging to the United States, annually, from 1836 to IS 52, inclusive. States. 1836 . 1837 . 1838 . 1839 . 1840 . 1841 . 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. Mississippi. Louisiana. Texas. Tennessee. Kentucky. Missouri. Illinois. Ohio. Michigan. Wisconsin. Oregon. California. Tons. 276,859 20 , 791 1,152 490 , 389 49 , 345 70,259 434 , 325 50,513 104,549 17,046 103,353 17,451 49,311 43,745 17,482 11,268 3,677 6,669 Tons. 251,569 25,114 1,152 49 ( 1,450 45 , 651 76 , 307 445,149 57 , 381 97 , 394 18,049 109 , 484 16,971 43,444 31,951 23,637 15,196 7,315 10 , 320 Tons. 270,232 26,148 4,250 499 , 399 44,477 80,813 444,007 66,121 102,427 16,772 104,512 19,300 46 , 053 36,202 29,684 19,552 8,574 16,107 Tons. 282,286 29,224 4,232 506,375 44,573 82,914 468,411 62,541 112,359 19,303 116,205 23,142 51,987 40,901 31,414 20,993 9,673 21,742 Tons. 308,062 27 , 376 4,342 536,532 43 , 425 86,948 455,419 71,916 119 , 313 19,772 120 , 334 24,435 54,251 42,554 33,666 22,180 10,451 17,244 81,711 92,376 104,426 109,076 126,613 3 , 377 1,714 3,669 5,194 1,714 3,669 5,481 7,734 9,373 4,241 8,126 9,735 4,733 1,592 11,259 16,586 6,864 19,373 7,826 24,146 9,848 23,926 11 , 000 26,442 11,902 Tons. 305,291 25,708 4,343 545,901 42,084 65,279 486,654 53 , 604 118,968 10,056 113 , 767 16,349 45,359 28 , 547 24 , 394 16,147 5,994 15,715 901 145,799 3,522 8,360 11,370 25,111 11,520 1 , 882,105 1 , 896,683 1 , 995,638 2 , 094 , 379 2 , 180,761 2 , 130,743 Total 864 S. Doc. 112. STATEMENT—Continued, States. 1842 . Tons. 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. Mississippi. Louisiana. Texas. Tennessee. Kentucky. Missouri. Illinois. Ohio. Michigan. Wisconsin. Oregon. California . 2S1 , 330 23,922 4,343 494,895 47,243 67,749 516,290 60,742 113 , 479 10 , 396 106 , 856 17,711 47,537 31,682 23 , 469 16,536 8,288 15,479 144,129 3,811 4,619 14,727 24 , 830 12 , 323 2 , 092 , 392 2 , 1843 . Tons. 1844 . Tons. 1845 . Tons. 1846 . Tons. 1847 . Tons. 285 , 381 22,709 2,763 495 , 303 45,626 70,278 557,026 6 . 3 , 379 112 , 050 10 , 321 109 , 019 19,527 305 , 331 22,925 2,763 501,208 48,172 82,174 591,297 68,684 128 , 341 10,912 111,339 19,538 320 , 060 23,771 2,319 524,995 47,209 91,568 625,875 69,970 147,812 11,935 118,164 20,617 358,123 20,708 2 , 048 541,520 49 , 438 99 , 023 655,696 76 , 016 148,058 11,837 128 , 453 22 , 355 47 , 203 37,189 21,577 17 , 400 10 , 046 16,095 150 , 067 4,813 5.093 13,589 29,458 12,690 47,255 37,039 21,148 17,105 9,577 15,214 1,341 161,769 5,667 7,114 16 , 665 32,115 15 , 400 50,705 39 , 862 19,615 16 , 140 11,355 17.910 1,055 170,525 2,809 8,751 18,906 35,297 19 , 776 53,541 41,225 19,936 18,111 11,866 22,537 1,055 181,258 2,809 8,172 22 , 426 39 , 917 25,953 i 158,602 2 , 280,093 2 , 417,001 2 , 562,081 384 , 353 20,420 2,560 568,520 48 , 010 102,890 737,025 83,728 182,997 14,662 139.123 23,458 59 , 987 37,932 27 , 019 21,024 12.563 18,431 392 213 , 539 2 , 488 2 , 707 10,388 31,636 3,952 50,781 28 , 454 2 , 829,045 Total S. Doc. 112 . STATEMENT—Continued, 865 States. 1848. 1849. 1850. 1851. 1852. Rate per cent, of increase from 1836 to 1852, inclusive. Tons. Tons. Tons. Tons. Tons. Maine. 452, 329 466,489 501,422 536,316 592,806 114.12 New Hampshire -.. 23,956 25, 369 23, 096 25,428 24, 891 19.72 Vermont. 3,630 3,630 4,530 3,932 5,657 391.00 Massachusetts. 622,085 636,699 685,442 694,403 767,766 56.56 Rhode Island. 43, 873 43, 425 40,489 38, 050 41, 049 Decrease. Connecticut. 111,962 113,850 113,087 116,180 125, 088 78.04 New York. 845,788 911,281 944, 349 1,041,015 1,134,831 161. 28 New Jersey. 78,455 82,250 80, 300 88,896 96,134 90. 31 Pennsylvania. 211,552 231,653 258,939 284,374 301,723 188. 59 Delaware. 17,452 16,582 16,720 11,880 9,598 Decrease. Maryland .. 158,495 173,021 193, 087 204,545 206,247 99.55 Dist. of Columbia* 11,823 13,776 17,011 22,903 26,197 50.12 Virginia. 68,184 73,283 74, 071 68,799 72,538 47.10 North Carolina .... 41,405 44,827 45,219 43,783 50,621 15. 71 South Carolina .... 28,659 32,486 36, 072 35,187 46,735 167. 33 Georgia. 20,790 19,866 21,690 24,185 25,785 128. 83 Florida. 15,165 14,640 11,273 9, 365 9, 669 162. 96 Alabama. 22,110 25,068 24,158 27, 327 28,533 327. 84 Mississippi. 561 1,516 1,828 . 1,405 1,452 Entire ton’ge. Louisiana. 227,010 241,497 250, 090 253,285 268,171 228.19 Texas. 1, 352 2,933 4,573 4,913 7,120 Entire ton’ge. Tennessee. 2,446 2,911 3,776 3, 588 4,634 37.22 Kentucky. 8,822 13,955 14,820 12, 938 11,819 584. 54 Missouri. 36, 313 32, 355 28,908 34,065 37,862 931. 94 Illinois. 10,489 17, 332 21,242 23,103 25,209 Entire ton’ge. Ohio. 62, 079 57,941 62, 462 58,352 60, 338 263. 79 Michigan. 27,250 34,658 38,145 41,775 46, 318 574. 76 2,946 6,931 1,063 11063 1, 063 Do. California. 722 17i592 58j 436 101j654 Do. Total. 3,154,035 3,334,015 3,535,454 3,772,437 4,138,439 119. 88 * Between 1836 and 1852, Alexandria was retroceded to Virginia, and her tonnage, of course,, credited to that State, and deducted from District of Columbia. 56 866 S. Doc. 112. Statement exhibiting the number and tonnage of vessels built in the United States, annually, from 1836 to 1852 , inclusive. 1836. 1837. 1838. States. No. Tons. No. Tons. No. Tons. 162 27, 022 2,731 149 23,475 1,866 144 24,332 7 4 9 3^286 164 22,273 1,804 165 20,794 1,427 167 19,548 2,108 3,780 14,683 7,057 8 12 10 59 4 ,502 59 4,421 43 135 19^924 4,652 10,215 935 136 22,000 6,767 12,034 345 113 65 81 86 74 65 58 8,406 1,256 12 5 14 111 9,691 52 132 10,992 947 157 15,464 200 1 6 2 23 1,481 554 29 1,618 865 17 885 7 14 11 1,033 4 480 7 939 5 1,377 416 2 379 2 332 3 1 71 • 2 57 10 649 16 1,742 13 1,444 22 3,197 1,714 2 972 4 1,266 1,377 9 8 6 451 52 10,385 20 4,201 9 922 12 996 12 959 890 113,628 949 122,988 898 113,135 S. Doc. 112. STATEMENT—Continued. 867 States. 1839. 1840. 1841. No. Tons. No. Tons. No. Tons. Maine.. 145 27,706 181 38,937 131 26,874 New Hampshire. 7 2, 787 6 2,722 8 3’ 617 Vermont. Massachusetts. 146 24,446 113 17,812 112 28,653 Rhode Island. 9 1,496 6 1,589 8 1,180 Connecticut.. 35 2,771 49 4,130 28 3! 446 New York.. 106 17,951 72 13,786 63 17,438 New Jersey. 72 6,770 109 6,792 44 3,417 Pennsylvania. 49 6,284 103 8,136 107 6,970 Delaware. 16 1,221 9 758 6 ' 374 Maryland. 129 13,093 111 11,737 109 10,738 District of Columbia_ 14 1,215 2 431 3 94 Virginia. 10 826 12 925 19 1,473 North Carolina. 25 1,349 24 1,296 26 1,176 South Carolina. 4 443 2 306 5 280 Georgia. 7 873 2 254 Florida. 3 181 2 66 6 241 2 148 Mississippi. lv9 Louisiana. 11 862 12 1,196 18 1,172 Texas. Tennessee. 3 497 1 382 1 45 Kentucky. 11 2,102 5 1,091 19 4,417 Missouri. 5 939 8 1,210 Illinois. Ohio. 44 6,593 33 4,022 45 7,179 Wisconsin. Michigan. 7 583 7 585 Oregon. California. Total. 858 120,988 871 118, 311 761 118,893 868 S. Doc. 112. STATEMENT—Continued 1842. 1843. 1844. States. No. Tons. No. Tons. No. Tons. 164 38,041 1,696 71 15,121 234 96 20,200 5 2 3 754 72 18,632 2,516 3,353 40 9,974 120 43 9,585 2,814 2, 914 21,519 1,333 11 1 7 22 12 1,064 25 184' 47 20 , 241 3,116 13, 666 713 124 13,299 1,480 181 19 21 212 63 6,740 246 141 13’ 076 9 3 8 ' 586 109 7,937 951 39 3,679 276 55 5,418 49 11 31 ' 850 12 889 9 694 10 717 19 1,185 21 2,000 206 12 587 7 '482 2 7 584 1 124 1 45 1 72 6 384 5 522 1 72 5 282 2 144 t .. w . 14 1,044 8 288 15 669 2 321 2 322 2 271 22 5,608 11 1,664 35 7,165 9 2 ,567 49 7,904 31 5,195 49 9,498 5 305 14 2,285 1,021 129,085 482 63,618 766 103,536 S. Doc. 112. STATEMENT—Continued, 869 States. 1845. 1846. 1847. No. Tons. No. Tons. No. Tons. 160 31,105 2,501 289 49,748 2,171 346 63,549 5,289 135 27,770 2,111 6,028 50,995 9,830 24,126 2,279 12,692 802 5 8 10 3 115 25,962 1,661 168 24,321 2,395 3,712 33,253 5,856 15,788 2,264 13,818 951 138 8 10 10 22 2 , 608 29,343 4,465 15,819 669 35 42 230 260 271 64 60 101 178 161 228 9 22 25 66 7,257 416. 137 131 15 23 22 14 2,057 859 3,465 1,885 27 1,525 2,385 162 14 31 34 2 102 4 342 3 1 83 1 21 1 25 4 257 8 840 2 388 1 80 4 558 14 627 8 451 12 494 1 142 4 575 1 167 26 5,681 46 8,662 2,338 31 5,424 6,073 11 60 56 11,599 52 9,616 83 18,192 33 2,726 33 5,174 17 3,293 1,038 146,019 1,420 188,204 1,598 243,734 870 S. Doc. 112. STATEMENT—Continued, States. 1848. 1849. 1850. No. Tons. No. Tons. No. Tons. Maine. 366 89,974 344 82,256 326 91,212 New Hampshire. 9 5,326 12 6,266 10 6,914 Vermont. 9 1, 189 1 Massachusetts. 181 39, 366 118 23, 889 121 35,836 Rhode Island. 13 4,058 13 2,760 14 3,587 Connecticut. 55 7,387 56 5,066 47 4,820 New York. 382 68,435 265 44,104 224 58, 343 New Jersey. 77 8,178 87 8,026 57 6,202 Pennsylvania. 296 29,638 197 24,008 185 21,410 Delaware. 31 3,206 23 1,880 16 1,849 Maryland. 146 17,481 152 17,463 150 15,965 District of Columbia. 17 . 501 22 609 8 288 Virginia. 34 2, 980 38 3, 095 34 3,584 North Carolina. 43 2, 947 29 2,032 33 2,652 South Carolina. 4 450 8 656 Georgia. 1 212 2 756 5 684 Florida. 4 318 1 120 2 80 Alabama. 4 265 3 107 3 114 Mississippi. Louisiana. 18 1,620 21 1,756 24 1,592 Texas. 1 106 Tennessee. 1 55 2 243 Kentucky. 39 9,275 34 8,423 34 6,461 Missouri. 38 6,256 19 2,887 5 1,354 13 9 9] ] 1,691 5,214 Ohio. 63 13,656 63 12 , 817 31 Wisconsin.. Michigan.. 20 5,302 25 5,149 14 2,062 Oregon. 2 California. Total. 1,851 318, 075 1,547 256,579 1,360 272,219 .ilfcrsr 871 S Doc. 112. STATEMENT—Continued. States. 1851. 1852. No. Tons. No. Tons. Maine. 254 ■ 7 77,399 8,158 561 354 14 110, 047 9,515 4 133 41, 324 3,057 3,414 76,805 161 48,002 3,205 9,035 72, 073 3,953 31,220 2,923 18,159 1,995 3, 800 2,229 939 12 14 35 65 229 179 70 38 200 28,623 188 15 2,059 18,027 4,439 1,778 1,725 625 23 130 119 74 27 27 40 33 32 7 6 2,369 276 2 323 4 1 30 5 355 2 93 24 2,327 16 1,285 1 225 5 480 38 8,862 2,066 314 27 7, 314 2,133 1,217 11 11 4 17 25 6,036 76 77 18,329 556 1 9 9 1,366 16 2,639 1 70 1,357 298,205 1,444 351,494 Statement showing the national' character of the foreign vessels entered and cleared at ports in the United States, with their tonnage, from 1842 to 1851, inclusive. S. Doc. 112. COOOCCQCiOClCD^l'.'TW'l'i.Ci ooT-ioic©LO*>i>coo*cnoi>j>Tpo5 RO'.OJlOOJ-l'HMOCDiCf'^tO p© to O CM CO TP 04 CT uO OiCOWQDOt'MWCOrtrtOOJCOb. MNOffiOOOJO^OCOCJQCHC .lONb.OOlCOHb.OaWNTM^^ aOrfiOCOhOOiftiO'-iOO .« is N « M Hrt W fi ■* i>04coo4Tt<««iiiot'.cG<£st'-occcoso OO50 1>f^C^CD^NM'NO5NNO: od5COl>^05CO—ii>.C0O4O5«>l->.O5 ^COTfriaOiOCJCWiOCO^HQOi Tf •^iCONWOOCOMOtOCOTj'OQOC OONClI'iOMOC^HOiOOCJ ' GO 05 l> CO tr CO QC 05 05 6) 05 O 8 1 hW^OC 5 INO« O l>. GO 04 CO 04 1- 04 04 OlflrfCJWHCOOONOOOOJH NOMO(J4 iO®Mh(J 4CO®MW • 5WQ0O«03ifliHClT!'0lOG0 nrfOSCDCOWrtOHii lO TP 05 X CO fi as h05cot> , !j'ooiF-nnc5coiCTi'p:H .®^000ci0©«00'fii^t00 «5«CO®rr^ff}COCOWT}'C}COQON05 _©C0C0C0O4t>.T|'C0C4lOL0O4O4 N ^ <0 rr 04 iOMOOQOO^^MOCOWlOOSO . 0 (»WNHbC-'ONb.i '5 0 osOOOO^iOnHWiNOOCOCOCO s» r CCi-ir-COCOff4C4iO^«Tt'«o:i-iCD h o io it co !>05t>.04TpFH0500000T#'b.fOX05 .TPC0i0Xt>OOv0050404'-TC0OC5 tfll^ONNOuOOJOOQCiOCOCOOOb* CO 04 »> K co no o© 04 04 co no no h tP 04 04 00 05 i—iHOOOkfflrt . 550 CD 0 ^-hm^C 5 HC 3 ^ *JGO©4nOi004uOS©05^-C50CiTP s .5 C5 QO CO O b* 04 Ft iO co 05 x C4QDC0NNH05OO05C0NN1J0C5 CC»NtONb*(J}COCOiOb.i>005'1' iJOi>CCO®rfTrOOC005f>'fCOC3 .OiOiXLOCO^COOOrl'O H © ’** —i 04 HO CO 04 cc T*i O S 3 JS Og "^.5 co OT S3 ;? © .'"T tX 1 p© * © w 1 C ^ w qj CO CO CM fi rf OOCO'N''fON 050 COQON(N COOOD®«COC 5 C 5 H 05 i-i 55 TfwO .OOOD'cf , ®© 303 b»COCM’“' l ®>COiOOO. 3 't>-O “ “ - CO O 05 vO L.0 O^f'C’fOMNN^vj'—' uj nj u. .WOONWOONCDOOCCDMMCUOCC S CO of CO~ Ci t>Tof C 0 ~r-T Ci ioT r-Tiff iff -® ^ 00 CM (M t>»b»i-li>CMlOO'X)© 05 I>COi-OCO’'!r .C3005C>0 50C005Hrt«f-(O»0C0C ^bN^OO^HCOO’fi.OOCO 8 ». p .®O5i-H^frft>COC0-^f'1 , iOf-lC0Oi ^ 05 CO rf* GO b* 05r CO J> 05 lO '^t .rfCOQ005GOCMCOQDCOCMOOCC _. ^G 0 CMO' 8 , 05 t 0 ®r-(C 0 C 0 C 0 r-lTj>C^CC hmi: 05rfC0CMOl0b*C5C5i0l0i0i0a0C0 .COHCOOOOCOCDM^USNTj'CO'rt'O O CO GO GO 05 i—«GOGOr-05rlC005kOCOCO J> CO" CO i> GO i> r-< 01 ^ CO lO CM pH LO O b- lOJ>^C 0 T-ib«.C 0 CO 05 CO .COb-COOOOCOTfCO»-t-*a , CMCC »JiOCMCOi>C5COt>CMCOOlOCN 05 00 (M rf "rf 05 r ~ . . CO CM © CO CM h ^ M OO^^CO^COOOOCDHNQON U 0 J>C 0 ^(MOC 0 -HG 0 (M 05 Oi 0 O 05 « 505 v 5 i>iOvOfOfl 5 C 5 ^t>lC 5 GObO CO CO ,ftC 5 Wb't 05 C 50 WCOM 5 t h C 5 lb H W L .0 'P bC S 3 flJ § g -s .$ g ■§ -3 .2 .£ . . S Sr'-s. *S “ =£ t 3 -g S 3 C flW 02 ftPL|Wa 2 -<(> 46 per ct. 6,594,623 5,336,626'] > 138 per ct. 1840. 1850 . 1851 . 9,981,016 1 11,446,892 [ 15,316,578 J 100 “ 6,862,959 ! 7,551,943 ( 9,158,879 J 71 S. Doc. 112. EXPORTS—Continued. 877 MARYLAND. • LOUISIANA. Year. Amount Increase. Amount. Increase. 1810. $6,409,018 6,609,364 3,791,4*82 5,495,020 6,589,481 5,416,798 $2,650,050 7,596,157 15,488,692'| 32,998,059 ( 37,698,277 [ 53,968,013 J 1500 per ct. 135 per ct. 1820. 1830. 1840. 1850. 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 1 ^-36J per ct. 1820. 1830. 1840. 1850 . 1851 . $1,108,031 670,522 1,009,910 1,536,818 1,517,487 *N >126 per ct. NEW YORK. PENNSYLVANIA. Year. Amount. Increase. Amount. Increase. 1810. $17,242,330 13,163,244 19,697,983 'j 11,587,471 I 41,502,800 [ 68,104,542 J 114 per ct. 245 per ct. $10,993,398 5,743,549 3,791,482 5,736,456 4,049,464 5,101,969 1 133 per ct. J 1820. 1830. 1840. 1850. 1851. 878 S. Doc. 112 IMPORTS. * FLORIDA. ALABAMA. Year. Amount. Year. Amount. 1830 . $32,689 190,728 95,709 94,937 1830 . $144,823 574,651 865,362 413,446 1840 . 1840 _:. I860 . 1850 . 1851. 1851. VIRGINIA. NORTH CAROLINA* Year. Amount. Year. Amount. 1830 . $405,739 545,085 426,599 552,932 1830 . $221,992 252,532 323,392 206,931 1840 . 1840 . 1850 . 1850 . 1851. 1851. SOUTH CAROLINA. GEORGIA. Year. Amount. Year. Amount. 1830 . $1,054,619 2,058,870 1,933,785 2,081,312 1830 . $282,346 491,428 636,964 721,547 1840 . 1840 . 1850 . 1850 . 1851. 1851. S. Doc. 112. IMPORT S—Continued. 879 MARYLAND. Year. Amount. 1S30. $4,523,866 4,910,746 6,124,201 6,650,645 1840 . 1850 . 1851. LOUISIANA. Year. Amount. 1830 ... $9,766,693 1840 . 10,673,190 1850 . 10,760,499 1851. 12,528,460 MAINE. MASSACHUSETTS. Year. Amount. Year. Amount. 1830 . $572,666 628,762 856,411 1,176,590 1830 . $10,453,544 16,513,858 30,374,684 32,715,327 1840 . 1840 . 1850 . 1850 . 1851. 1851. NEW YORK. PENNSYLVANIA. Year. Amount. Year. Amount. 1830 . $35,624,070 60,440,750 111,123,524 141,546,538 1830 . $8,702,122 8,464,882 12,066,154 14,168,761 1840 . 1840 . 1850 . 1850 . 1851. 1351. 880 S. Doc. 112. Statement exhibiting the value of foreign imports into the principal commercial States. States. 1825. 1835. 1840. 1850. 1851. Northern commercial States. Maine. $1,169, 940 $883, 389 $328,762 $856,411 $1,176,590 Massachusetts. 15,845,141 19,800,373 597,713 16,513,858 30, 374, 684 32,715, 327 Rhode Island. 907,906 274,534 258, 303 310,630 Connecticut.. 707,478 439, 502 277,072 372, 390 342,994 New York. 49,639,174 88,191, 305 60,440,750 111,123,524 141,546,538 Pennsylvania. 15, 041,797 12,389,937 8, 464, 882 12, 066,154 14,168, 761 Total. 83, 311,436 122, 302,219 86,599,858 155,051,466 190,260, 840 Southern commercial States. Maryland. 4,751,815 5,647,153 4,910,746 6,124,201 6,650, 645 Virginia. 553,562 691,255 545,085 426,599 552,933 North Carolina_ 311, 308 241,981 252,532 323,692 206,931 South Carolina. 1, 892,297 1,891,805 2,058,870 1,933,785 636,964 2,081,312 Georgia. 343, 356 393,049 491,428 721,547 Louisiana. 4,290,034 17, 519,814 10, 673,190 10,760,499 12,528,460 413,446 Alabama. 113,411 525,955 574,651 865,372 95,709 Florida. 3,218 98,173 190,728 94, 997 Total. 12,259, 001 27, 009,185 19,697,230 21,166,821 23,250,271 Unenumerated States. 769,638 584,338 844,431 1,920, 031 2,713,821 Total of all States .. 96, 340,075 149,895,742 107,141,519 178,138, 318 216,224,932 S. Doc. 112 881 Statement exhibiting the value of domestic, exports from the principal commercial States. States. 1825. 1835. 1840. 1850. 1851. Northern commercial States. Maine. Massachusetts. Rhode Island. Connecticut. New York. Pennsylvania. Total. Southern commercial States . $964,664 4,262,104 519,589 684,686 20,651,558 3,936,133 $1,044,951 5,564, 499 182,188 466,347 19,126,513 2,125, 736 $1,009, 910 6,268,158 203,006 518,210 22,676,609 5,736,456 $1,536, 818 8,253,473 206, 299 241,262 41,502,800 4,049,464 $1,517,487 9,857,537 223, 404 433,894 68,104, 542 5,101,969 31,018,734 28, 510,234 36,412,349 55,790,116 85,238,833 Maryland. Virginia. North Carolina South Carolina. Georgia. Louisiana. Alabama. Florida. Total. Unenumerated States.. Total of all States... 3,092, 365 4,122,340 553, 390 10,876,475 4,220,939 10, 965,234 691,897 2,865 2,250,642 5,564, 785 282,715 6,978,698 4, 951, 000 23,916,582 5,751,645 45,259 5,495,020 4, 769,937 387,484 9,981,016 6,862,959 32,998,059 12,854,694 1,850,709 6,589,481 3,413,158 416,501 11,446, 892 7,551,943 37, 698,277 10,544,858 2,607,968 5, 416,798 3, 087,444 426,748 15, 316,578 9,158,879 53,968, 013 18,528,824 3, 939,910 34,525,505 49,741,326 i 75,199,878 80,269,078 109,843,194 1,400,506 22,937,522 | 2,283,407 887,718 1,607,691 66,944,745 jlOl, 189,082 413,895,634 136,946,912 i 196,689,718 57 o t'- to co co no O«NOOrfNWOCD«lflQ0 onoKicoffiooNt NC£MNQt3o«Wrr?00:«05C0G00D iO 1> 00 O OD 1X1 uO a J> 00 (?) CO Tj< lO ^OMTrCMs®tOCi»OOiGOO WtCiOuOiOTfOO^ wcocdoio^cxi lOCOtflh w too^ 1 MO0D00M5)«0^ MOONTfOONCOOCfiOWtDM OnOCO-^OJCOnOCO M 03 05 CO cc w (Jj O O O CO COOCOWCCOCC^Ol *0r-.COOCOnonOUO» i> CO QO O OJ CO « N iC O) CO a o? 'S'C^OJCOCOCDnOCOdOliO NTfNHNCOCOCOTj'WTMOCO'J'O C5LOT)'COiOt'C}rj'C5N , !f l W(NCOrt C05003OCDC0C0C0NWC0NX‘CO CO t- (£> C* Oi U0 TO CO 05 00 CO OMOWNOiflXO CO t)< W Tf i0 O X OTfXNOOMXOIXOkO OC'*C<*-^T*i>|>.cOt^l>C*-*‘ 0> G5 O* O* >0O^03C0r>XO03»0C0X COXO^TMCrj'OXiO'fX UOG^W^QOI>^Tj'i>c^ Tf OJ W CO T}< 0 05 HO <0* GO 00 ooicot^i>coTfcoco OGOt^O^^tOQOCOt^OS cocot-.cooi'^ooaoeoc^no'co 4>-&IO*C>aO«OC$?OTr '-J O 03^=.^- V Pi S 5> £ m O fn -] S. Doc. 112 'XNWO^LO^ 1 CO rt- uO C* CO 00 05$h.XCrfN03XN acci'i'ccotao (0* Tt* 05 00 CO CO o* 0»C0OC00*i0a0C500 05 t- t>» !>. CD Tff0(?>X:GOO5l>iOa0iOO5rp C*i0a0C0k0C0C500C5l©C0C©TfC0O <5* r-t iO i> CO ©1 ^5 lOC*OCOONCH5iCWCClC5 ©*COCOTf©CO«'?f''crCOG 1 *©*©* t'-Tro*©*©500h«CO<30’'* COOCO-^OCO^lOiDOO MNa^NiOO) Xn®0(C>0'1 , 00» iC O CO tO tO CD 1C •^J05^>(^W < *^0(M ^.««ifti>»'©ao‘e5aoe»eiw?oioi> lO co iO to uo oo co (^a’l'COCCCGOTrWCOrtOsa (O ic o io c» w (N a ©J CO ^ ©i i> ©$ ^tfRWKOOXiOOCDiisCOrt OOrr^C^LCOtNl^OOCOO i>COi0 05C005005000 C0^C0C5C0(NO54O*-hC5 ^■©^43 ©.45 © « *4/ ~ .m c **< <*> w £ & £ p$ u & P< £ {> £ Statement of tonnage entering and departing from northern and southern States. S. Doc. 112 'f Tf o O 'T ocoa 1-iCC-COMCOvOW O H M't O co w i~» cj „ r>» © in t> co G CO 00 (0* XTPX G CM X O CO CO h- O (M O G t>» X » CM O X rf X G ».0 I-I X CO CO lO O lO C C N JiXniOOlC Tp 05 05 G a^fcoHccx COCOOMCr- lO® I'^CCCi® CO to CM COrf-iNOOCJXO 05 kO T* O CO ^ CO CM 05 kO CO (M cooo O G CO O O tP fM t> *1.G*'*1> aaccN'f Nt^C b* C t LCltO 05 h, rf fC rj< 05 {>. 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TP © DONiOXtC©^ co © O CO X CV tO CO © Tp © © C5 © CO 1 —l to t- to o o © to ?) lO CD CD lO CO O t* H X tP © i—i Cl h- tO ?) ?) Oi (?) 53NQ0»O)COiOCD xrrxoooco© to t- t>. CO X CO DO © tO (?) TP >p ffi O d) CO W N NCOODiflCO © © X t f- t'. ?) to LO N CO W © tO O ?) © © © ©©tPtP©?)?)?) tO t> © CO © C— © (?) ?) CO © Tp © © (?) TP fH h.COXTP©tOTPO> (?) © t-p © © O) X CO ©tOCO©©?)©© © CO © © © CO TP t- TP ©) (?) © X X © l>» © 1—I (?) CO I —1 CO to X f- tO (?) W O CO MO to CD N CO . . O) TP © © © O) CO TP tO © © © (?) © TP (?) © (?) •» (?) to CO © C0©©X©TP©(?) © X X © X to CO TP ONhNCCOtO) N©htP(?)OCD 00 CO © © iO to © J-I tO TP lO © X TP © t-l iO © X (?) tO O) © CO CO CO © TP TP LO to O) © T-l © T— ( CO X (?) tO l>» tO © © © TP ("• X (?) COl>HN©CDX o to © © © — X CO ?) Tf CO TP X © l>CO?)X©©iO© o?»co©xco©© TP Tf to © to 1—1 © t- to ?) © © ©©©-H©©©© ?)©t^?)?)’^©?) ?) O r-» ?) t>. © CO to Q x CD T © CO lO CO © ?) TP TP ?) © X (?) ^ © ?) © i> h. CO ?) to l>. © X to N T© ?) © Tt CO © © X l". O X X © ©X(M?)CO©lOi> tO CO to © © X CO XTf(?)©tO—I©© ?) X © © ?) © ?) X © X 1 ^. © ?) TP (?) CO CO © X ©tO?)tO ?)?) (?) h- CO C0tD©©fr-©©C0 X © © " © © CO © © © © TP © TP ©(?)?)© © CD TP TP (?) to (?) N © tP © r-i t- CO CO © DO t'- © © X © © SI ?) rp rt H H CO N DC © ©OX©i>l^©© © CO (?) © lO H © l(0 CO )> CO - "3 p- % a 0 ~ v ^ osX h ? ®S i ® ®i« » SjSlS^S “ ® “ o ® ® Tl .© JS 53 ‘S C- 6 »t; ±± s <=*/ ti «.iz:o§‘X)^=!^o S ^ (Zi <2 0 t-l Decrease 886 S. Doc. 112. INLAND WATER-ROUTES. The following tables are submitted in reference to the inland water- routes, and the character and value of their trade, so far as they could be obtained. Application was made to persons in each of the principal cities for information relating to their inland trade, which was unsuccessful. It is mentioned with the hope that the principal commercial cities on the Atlantic and in the interior will promptly take measures- to have this matter receive proper attention. It is due to the interests of the cities, to the inland trade, and to the railroad interest, that all the information relating to routes, facility of transportation, expense, distance, &c., should be correctly prepared: and promptly given to the public in annual statements. It is necessary to state again, if any complaints are made of interesting local points being unnoticed in this report, the fault is not with the- undersigned, but is chargeable to the indifference of those to whom repeated applications were made for the requisite data. The appended statements have been compiled from official and authentic returns, exhibiting the estimated *value of the tonnage of the leading inland water-routes which connect the tide-waters of the Atlantic with those of the Gulf of Mexico. There are at the present time four great routes to which the interior trade of the country has been chiefly confined—the St. La wrence, the Erie canal, the Pennsylvania improvements, and the Mississippi river and its tributaries. All these routes are mutually connected by an interior network of railroads and canals, and merchandise may be forwarded from the respective termini of each, upon tidewater, to any part of the country, (and by water except upon the Pennsylvania line,) and may be passed with convenience from one to the other. There are important works recently completed, and others in progress, designed to occupy a similar relation to this trade to those already described; but these have too recently come into operation to allow their results- to be compared with the above-named. None of the former have passed into the great interior basin of the country save the-Georgia line, which is yet wanting in those connexions which are necessary to secure to it the trade of an extensive range of country. When completed, the Baltimore and Ohio railroad will add another to what may be termed the national lines, and others equally extensive, and perhaps equally important, will soon follow. Up to the present time, consequently, the routes of commerce between the interior and the seaboard have been those first described 1 . We have, however, unfortunately, accurate and satisfactory returns of the quantity and value upon one route only—the Erie canal. The excellent system prevailing upon that work gives, in great detail, every fact of interest in reference to the source whence received, tonnage, value, character, and direction of all property passing over it. Upon the St. Lawrence canals, values are not given in the reports of the Board of Works of Canada; and these have been estimated to agree, as nearly as possible, with the returned values of the same articles upon the Erie canal. The tables showing the values of produce received at New Orleans from the interior are compiled from the annual statements which S. Doc. 112. 887 have appeared in the “ New Orleans Price Current” for a series of years. There is no mode of ascertaining the value of property passing up the Mississippi river from New Orleans: it has, therefore, been estimated in the following tables to equal three times the amount of importations of foreign goods. The want of correct statistical information relating to the trade, commerce, and navigation of this confederacy is a sufficient reason for commending, in a special manner, to the public, the volumes recently published, by Professor DeBow, of the University of Louisiana, entitled “ The Industrial Resources of the South and West,” which can be profitably consulted by all desirous of obtaining commercial information minute in its details and philosophical in its arrangement. ERIE CANAL ROUTE. Statement showing the value of each class of property reaching tide-water on the Hudson during a series of years, ending December 31 . Years. Products of the forest. Agriculture. Manufactures. Merchandise. Other articles. 1851 .. $ 10 , 160,656 $ 36 , 394,913 $ 4 , 335,783 $ 329,423 $ 2 , 706,733 1850 .. 10 , 315,117 38 , 311,546 3 , 960,864 563,615 2 , 323,495 1849 .. 7 , 192,706 38 , 455,456 3 , 899,238 508,048 2 , 319,983 1848 .. 6 , 909,015 37 , 336,290 3 , 834,360 593,619 2 , 210,623 1847 .. 8 , 798,873 54 , 624,849 6 , 024,518 517,594 3 , 127,080 1846 .. 8 , 589,291 33 , 662,818 4 , 805,799 276,872 3 , 770,476 1845 .. 7 , 759,596 27 , 612,281 3 , 432,259 88,497 3 , 559,658 1844 .. 7 , 716,032 21 , 020,065 3 , 489,570 86,153 2 , 328,526 1843 .. 5 , 956,474 « 18 , 211,629 2 , 561,159 56,224 1 , 667,922 888 S. Doe. 112. The following brief notices and accompanying tables will serve more fully to illustrate the character of the business of this route in detail, and also convey to the mind of the reader some idea of the influence which the commerce flowing through this channel has had in building up the towns and cities on the tide-waters of the Hudson river. Albany .—This city, one of the most ancient, and at one time of first commercial importance among the marts of America, has direct relation with colonial trade and lake commerce and navigation. When it is considered that the extraordinary facilities furnished by the Hudson river toward reaching the great marts on the Atlantic coast called into existence, if they did not actually create a necessity for, those artificial channels through which the great lake commerce finds its way to tide-water, it will be seen that there is a most intimate commercial connexion between the great lakes and the ports on the tide-waters of the Hudson. The whole effect, therefore, of the vast trade under consideration, is not visible without a sketch of the business of those ports—especially as much of the Canada trade, indeed nearly the whole of it, with this country, reaches tide-water by way of Albany, and makes part of the commerce of the Hudson. There are several cities on the banks of this noble river worthy of notice. Albany, Troy, Lansingburgh, and Waterford, are all places of thriving business. Waterford is the most northerly, and lies on the west bank of the river, nearly opposite Lansingburgh, at the point where the Champlain and Erie canals form their junction. It is not a large town, but has some flourishing manufactories, among them several flouring mills, which add much to its canal commerce. Lansingburgh, on the opposite side of the river, a little further south, is an old town, which was engaged in a flourishing river commerce, carried on by means of sloops and schooners, as early as 1770, with New York and the West Indies. The introduction of steam has caused that trade to cease; and Lansingburgh, being off the line of the canal, has little use for-her docks and warehouses at this day. Troy, three miles south of Lansingburgh, is a large and enterprising modern city of about 30,000 inhabitants, having increased in population, from 1840 to 1850, 9,451. The city lies on both sides of the Hudson, six miles north of Albany, and one hundred and fifty-six from New York. The principal portion of the city is on the eastern bank of the river, over which communication is kept up by ferries and a bridge. Troy is at present, therefore, virtually at the head of steamboat navigation on the Hudson. On the west bank, the canal is connected with the river by a lock, through which boats may pass and thence tow by steam to Albany and New York, or, which is more frequently the case, discharge their cargoes on board barges, of great capacity, which are towed down the river to New York, while the canal craft receive another cargo and return northward or westward. It is this business S Doc. 112. 889 of transhipment and exchange which forms the principal commerce of Troy, and occasions its rapid growth. It is connected with Boston and New York, as well as Burlington, Rutland, Montreal, and all western cities, by railway, as will be observed by the accompanying railway map. Albany is the oldest and most important of all the river cities. It was first visited by Hendrick Hudson in 1609. and was settled a few years later, under the appellation of the manor of “ Renssellaers-wyck,” by a colony of Dutch, under the manorial superintendence of Jeremais Vun Renssellaer. It has steadily increased in population, wealth, and enterprise since the date of its settlement, but has throughout adhered to many of its old Dutch customs and name§. In 1754 it had attained a population of 1,500 to 2,000 ; in 1800, 5,349—since which time the number of inhabitants has been doubled, on the average, once in fifteen years, giving it, in 1840, a population of 33,721, and in 1850, 50,771. It is the capital of the great State of New York, and is now easily accessible from all parts of the commonwealth. The capital is situated on the hill back from the river, commanding a fine view lor many miles up and down the stream, as well as over the surrounding country. The elevated position of the city makes it a healthy and delightful residence. The country around is uneven, and in some parts mountainous, but mostly susceptible of a high slate of cultivation. The commerce of Albany is almost as ancient as its settlement, though it was first made a port of entry in 1833. No reliable records of its river commerce were kept previous to that date. As early a.s 1770, Albany sloops visited the West Indies in large numbers, and in 17S5 the “ Experiment ,” a sloop of 80 tons, was fitted out here lor China, being the second adventure from this country to Canton. She created great interest in the China seas, returned in safety, and made several subsequent trips. The application of steam as a propelling power has nearly revolutionized the commerce of the ports on the Hudson; .and the ancient foreign trade of Lansingburgh, Troy, and Albany is now extinct. In 1791, no less than forty-two sail were seen to arrive at or pass Albany, on their way to places above, in a single day. After Albany was erected into a port of entry, Congress made an appropriation for the removal of the obstructions to navigation, about six miles below the city, known as the Overslaugh. Although much was done to clear the channel and prevent future accumulations, yet the passage is still difficult at low water, and requires further and more efficient improvements. No detailed statements of the river commerce of Albany are at hand; but much may be learned from the excellent reports of the auditor of the canal department with regard to the quantity and value of articles arriving at and going from tidewater. This will give nearly all the commerce of the river at Albany and points above. The number of vessels arriving and departing from Albany, consisting of schooners, sloops, brigs, steamers, propellers, and scows, was, in 1848, 788, and in 1849, 785. The tonnage entered and cleared 890 S. Doc. 112. at this place, of the same class of vessels, for a series of years, was as follows: Tons. In 1838.36,721 1839 .40,369 1840 .39,416 1841 .50,797 1842 .49,356 1843 .55,354 1844 .65,507 1845 .70,985 1846 .71,011 1S47.*.97,019 1848 .77,983 1849 .79,122 Much of this tonnage traded to Boston, New York, and Philadelphia. The following table shows something of the value of the commerce of all the tide-water ports for a series of years, as given in the canal returns: Years. Property going from tide-water. Arriving at tide-water. Tons. Value. Tons. Value. 1837 ___ 122,130 $25,784,147 611,781 $21,822,354 1838 . 142,802 33,062,858 640,481 23,038,510 1839 . 142,035 40,094,302 602,128 20,163,199 1840 . 129,580 36,398,039 669,012 2*3,213,573 1841. 162,715 56,798,447 774,334 27,225,322 1842 . 123,294 32,314,998 666,626 22,751,013 1843 . 143,595 42,258,488 836,861 28,453,408 1844 . 176,737 53,142,403 1,019,094 34,183,167 1845 . 195,000 55,453,998 1,204,943 45,452,321 1846 . 213,795 64,628,474 1,362,319 51,105,256 1847 . 288,267 77,878,766 1,744,283 73,092,414 1848 . 329,557 77,477,781 1,447,905 50,883,907 1849 . 315,550 78,481,941 1,579,946 52,375,521 1850 . 418,370 74,826,999 2,033,863 55,474,637 1851. 467,961 80,739,899 1,977,151 53,927,508 1852 . 531,527 118,896,444 2,234,822 66,893,102 S. Doc. 112, 891 The following table exhibits the proportion of each class of property coming to tide-water. That going west was chiefly merchandise: Years. The forest. Agriculture. Manufactures. Merchandise. Other articles. Tons. Tons. Tons. Tons. Tons. 1835. 540,202 170,945 8,848 2,085 31,102 1836. 473,668 173,000 12,906 1,176 35,597 1837. 385,017 151,499 10,124 354 64,777 1838. 400,877 182,142 8,487 298 48,677 1839. 377,720 163,785 8,565 499 51,559 1840. 321,709 302,356 8,665 104 36,178 1841. 449,095 270,240 17,891 155 36,953 1842. 321,480 293,177 16,015 185 35,769 1843. 416,173 346,140 29,493 201 44,854 1844. 545,202 378,714 32,334 245 62,599 1845. 607,930 447,627 49,812 253 99,321 1846. 603,010 628,454 46,076 1,796 82,982 1847. 666,113 897,717 51,632 4,831 124,090 1848. 603,272 685,896 44,867 6,343 107,527 1849. 665,547 769,600 44,288 5,873 94,638 1850. 947,768 743,232 39,669 7,105 113,273 1851. 913,267 891,418 52,302 4,5S0 115,581 1852. 1,064,677 989,268 47,512 10,605 122,760 The following table shows the character, quantity, and value of the property coming to tide-water on the State canals during the year 1851: Articles. Quantity. Tons. Value. The Forest. Fur and peltry.pounds. Boards and scantling... .feet. Shingles.M. Timber.cubic feet. Staves.pounds. Wood.cords. Ashes, pot and pearl, .barrels. Total of the tbrest. 484,000 *427,038,600 47,900 4,237,750 155,304,000 8,726 29,084 242 711,731 7,185 84,755 77,652 24,432 7,271 $605,200 7,213,226 203,971 505,251 737',686 53,591 841,731 91.3,26S 10,160,656 Agriculture. O Pork.barrels. Beet.do_ Bacon.pounds. 45,019 76,344 10,904,000 7,203 12,215 5,452 663,898 468,054 980,956 892 S. Doc. 112. STATEMENT—Continued. Articles. Quantity. Tons. Cheese. pounds. 25,602,000 12,801 Butter. 9,568,000 4,784 Lard. .. do_ 10,814,000 5,407 Lard oil. .gallons. 240,800 1,204 Wool. .pounds. 10,518,000 5,259 Hides. 572,000 286 Tallow. 244,000 122 Flour. .barrels. 3,358,463 362,714 Wheat. bushels. 3,163,666 94,910 Rye. 288,679 8,083 Corn. 7,915,464 221,633 Corn meal. .barrels. 7,065 763 Barley. bushels. 1,809,417 43,426 Oats. . .do_ 3,594,313 57,509 Bran and shipstuffs.. pounds. 44,036,000 22,018 Peas and beans. bushels. 127,500 3,825 Potatoes. ..do... 599,950 17,949 Dried fruit. pounds. 1,424,000 712 Cotton. 220,000 110 Unmanufact’d tobacco .. do_ 3,702,000 1,851 Hemp. 1,160,000 580 Clover and grass seed .. do_ 534,000 267 Flaxseed. . .do... 122,000 61 Hops... ..do... 552,000 276 Total agriculture .. 891,420 Manufactures. Domestic spirits .... .gallons. 2,787,600 13,938 Beer. barrels. , 56 9 Oil meal and cake. .. pounds. 6,810,000 3,405 Starch. 2,560,000 1,280 Leather. 8,204,000 4,102 Furniture. ..do... 1,046,000 523 Agricultural implements. do... 320,000 160 Bar and pig lead .... ..do... 36,000 8 Pig iron. ..do... 5,916,000 2,958 Castings. . .do_ 2,448,000 ! 1,224 Machines & parts thereof, do... 148,000 74 ! Bloom and bar iron. .. . .do_ 33,350,000 16,675 Iron ware. 4,000 2 i Value. $1,663,606 1,338,997 973,324 168,537 4,101,415 68,434 16,976 13,436,542 3,051,110 186,986 4,427,175 20,172 1,429,332 1,348,019 352,285 141,698 341,531 114,108 23; 994 813,712 75,469 39,876 2,426 146,287 36,394,913 627,406 315 85,150 135,732 1,230,384 104,385 15,842 820 59,158 73,438 14,931 666,993 111 # S. Doc. 112. STATEMENT—Continued. 893 Articles. Quantity. Tons. Domestic woollens.. .pounds. Domestic cottons.do — Domestic salt.do — ‘ 824,000 2,248,000 12,816,000 Total manufactures 412 1,124 6,408 52,302 Value. $725,419 539,312 56,387 4,335,783 Merchandise. Other articles. 9,160,000 4,580 329,423 Live cattle, hogs & sheep.lbs.. Stone, lime and clay.do.. Gypsum.do.. Eggs .do.. Mineral coal.do.. Fish.do.. Copper ore.do.. Sundries.do.. 868,000 86,2S6,000 3,242,000 3,676,000 26,110,000 170,000 418,000 110,392,000 Total other articles 434 26,100 43,143 122,000 1,621 6,475 1,838 220,652 13,055 5S,753 85 7,101 209 62,667 55,196 2,202,985 115,581 2,706,733 Grand total 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 railway from the west. There also went 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 railways, destined for New York or Boston, must pass through these tide-water ports, which 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. ''.-YA-b'-.v Mississippi river route. S Doc. 112. ! 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(M © CO CO © to 00 1> rH £ 1> CM to © © CO © CM 00 tr to to © CO rH © © © MH CM rH © rH ^ © CO rH rH CO 00 rH CM i> rH o to rH 00 GO T—i © to (M CO CO rH rH CO CO CO CO CM CM ' * • D rH © © on © to rH CO CM »o to rH rH rH rH rH rH rH rH 00 00 00 CO C/J (JO 00 00 00 00 GO rH T—l rH rH rH rH rH r-i rH rH rH S Doc. 112. 895 Statement of the comparative value of property sent from the seaboard to the interior via the St. Lawrence, the Hudson, and the Mississippi. Years. St. Lawrence. Hudson. Mississippi. 1851. $10,956,793 $80,739,899 74,826,999 78,481,941 77,477,781 77,878,766 64,62S,474 55,453,998 53,142,403 42,258,488 32,314,798 56,798,447 $38,S74,782 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 1850. 1849. 1848. 1847. 1846. 1845. 1844. 1843. 1842. 1841. 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 railway. 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 tidewater, in the aggregate, 228,107 tons, valued at $11,405,350; and took from thence to the interior 89,112 tons, valued at $44,556,000. 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 different routes, in 1851. Articles. St. Lawrence. Hudson. New Orleans. I Tons up. ' Tons down. i Tons up. Tons down. Tons down. The Forest. Lumber_ 10,220 1,725 76 90 62,351 9,895 217 9,177 711,731 84,755 7,185 77,652 242 7,271 Timber. . Shingles. Staves. Furs. 2 58,552 500 Ashes. 7 5,576 896 S. Doc. 112, STATEMENT—Continued. Articles. St. Lawrence. Hudson. New Orleans. Tons up. Tons down. Tons up. Tons down. Tons down. Agriculture. Flour. 2,177 70,966 362,714 100,138 Wheat. 821 16,867 94,910 5,193 Corn. 171 3,052 221*633 109,989 Oats. 1,501 1,746 57,509 6,949 Itye. 38 284 8,OSS Barley. 43 69 43,426 .Potatoes. i.... 110 403 17,949 22,809 Cotton. 110 321,566 Hemp. 2 74 580 2,858 Wool. 15 5,259 Efftrs. 1,838 Oil cake. 43,405 Tobacco. 52 135 1,851 54,187 Beet'. 89 12,215 9*077 Pork. 1,399 3,454 7*203 47,205 Bacon. 1,635 164 5,452 37,291 Butter. 2 1,122 4*784 2,417 Cheese. 37 12,801 1,811 Bard. 150 5,407 22,766 Tallow. 30 413 122 196 Manufactures. Whiskey. 230 649 13,938 29,270 Lard oil. 25 6 1,204 2A17 Leather. 4,102 Lead. 8 9,592 Railroad iron.. 27,994 Pig iron. 14T79 66 2,958 62 Blooms. 9-794 16,675 Castings. 1,563 77 1,224 Nails and spikes 1,745 Su"ar. 3,596 118,273 Molasses. 398 1 9L500 Salt. 7,297 134 6,408 Coal. 9,054 S6 13,055 85,000 F urniture .... 1,465 Merchandise .. 15,295 923 349,230 4,580 Sundries. 12,510 141,412 117,266 74,722 153,350 Total tons.. 120,779 329.621 467,961 1,977,151 1,292 6/0 S. Doc. 112. 897 These figures show correctly the tonnage arriving 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 routes the estimates are based upon the best data obtainable. There are no means at hand of estimating with any probable degree of accuracy the “ up” tonnage of the Mississippi. With these additions, the following table would show the comparative movement upon the different routes: Comparative statement showing tonnage and value of merchandise sent from and received at seaboard by way of the New York canals and St. Lawrence and Mississippi rivers for 1851. Tons. Value. Downward. New York canals. 1,977,151 $53,727,508 New York railroads.... 228,107 11,405,350 St. Lawrence. 329,621 9,153,589 Mississippi. 1,292,670 108,051,708 Upward. New York canals. 467,961 80,739,899 New York railroads. 89,112 44,556,000 St. Lawrence. 120,779 10,956,793 Mississippi. 38,874,782 The movement on the Pennsylvania line is not entered in the comparative. statement, because only the through-tonnage, which is supposed to be represented by the amount transported over the Portage railroad, is shown. The amount of this tonnage going 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 importance. 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 which will be found annexed. 58 898 S. Doc. 112. Tabular statement showing the value of property received at seaboard by the foregoing routes. Years. St. Lawrence. Hudson. Mississippi. 1851. $9,153,580 $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 $108,051,708 106,924,083 96,897,873 81,989,692 79,779,151 90,033,256 77,193,464 57,196,122 60,094,716 53,782,054 45,716,045 1850. 1849. 1848. 1847 . 1846. 1845 . 1844. 1843. 1842. 1841. 484,924,474 857,658,164 The movements for the past year upon the St. Lawrence and Portage routes only are given, for the want of convenient data. The downward 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 property sent westiva.rd from Philadelphia by railroad in 1851. Articles. Agricultural productions not specified. Barley. Cotton... Hemp. Hops. Potatoes. Seeds. Tobacco, not manufactured. Wheat. Hides, dry^. Do. green. Leather. Wool. Boards, plank, &c. Ale, beer, and porter. Amount. ..pounds. . .barrels. . .pounds. ... .do. _.do. . .bushels. _do. ..pounds. .. bushels. ..pounds. _.do. ....do. _.do. . .feet.:. . .barrels.... . 1.422.600 7,248 1.631.600 347,400 52,000 1,788 661 213,500 2,637 1,178,500 735,000 684.600 196.600 546,000 1,156 S. Doc. 112. STATEMENT—Continued. 899 Articles. Amount. Bonnets, boots, &c.pounds. Chinaware and queensware.do. Coffee. do. Drugs and medicines.do. Dry goods.do. Dyestuffs.do. Glassware.do. Groceries.do. Hardware and cutlery.do. Bagging.....do. Liquors, foreign.gallons. l’aints.pounds. Salt. .. .*..bushels. Tobacco, manufactured.pounds. Anvils.do. Coal, mineral.tons. Copper.pounds. Gypsum.tons. Iron, pigs.pounds. Iron castings.do. Iron, bar and sheet.do. * Nails and spikes.do. Machinery.do. Spanish whiting.do. Steel.do. Tin.do. Bacon.do. Cheese.do. Fish. barrels. Pot, pearl, and soda ash.pounds. Marble.do. Agricultural implements.do. Furniture.do. Oil (except lard oil).gallons. Paper.pounds. Rags.do.,. Straw paper.-do. Tar and rosin.do. Sundries.do. Live stock.do. Number of cars cleared. Passengers, miles travelled by emigrants going west. Amount of toll received. 5,029,500 5.111.900 6,851,700 2,149,200 36,514,700 63.500 166,100 33,735,800 10,071,500 , 193,900 38,187 465.300 44,558 151.400 232,500 5,162 76,800 1,244 836.400 2.480.300 2.801.300 561.200 1,089,400 460.400 760,600 1.247.500 109.300 257,700 33,210 1.726.500 2,656,000 7,400 777.200 350,377 1,981,600 1.530.900 10,200 2,526,100 3,359,800 73.500 56,755 865,456 $392,764 64 900 S. Doc. 112. Statement of property received at Philadelphia hy railroad from the West, in 1851. Articles. Barley. Rye... Corn.. Hemp. Potatoes.__ Seeds.. Tobacco, not Wheat. manufactured. Feathers. Leather. Boards, pi: Drugs and Dry goods. Dyestuffs . Hardware and cutlery. Bagging. Copper. Iron, pit; Iron cas Nails and spikes. Steel. Bacon. Beef and pork. Butter. Cheese. Lard and lard oil. Tallow. Amount. .pounds. 4,142,000 bushels. 21,048 31,193 464,595 pounds. 581,300 829,600 bushels. 451,768 ..do. 38,587 26,039 pounds. 6,324,000 bushels. 121,656 pounds. 463,300 432,700 .. do. 179,600 3,363,900 3,344,200 3,064,600 feet. 4,551,100 pounds. 48,400 1,465,200 377,800 215,800 425,500 589,800 46,300 ..do. 1,500 gallons. 632,362 tons. 3,104 pounds. 156,100 2,479,900 .. do. 156,100 1,335,900 .. do. 9,071,700 1,759,100 71,600 9,400 ..do. 11,693,500 barrels. 4,543 .pounds. 1,917,700 8,000 barrels. 6,220 315,257 pounds. 3,817,200 131,000 292,200 S. Doc. 112. STATEMENT—Continued, 901 Articles. Amount. Furniture.pounds .... Oil (except lard oil).gallons. Paper.pounds. Rags...do.... 638,000 1,862 891,100 811,800 986,700 7,594,700 4,264,653 Straw paper.do. Live stock.... .do....... Passenners, miles travelled. O 7 Comparative statement of upward tolls on the Susquehanna and Tide-water canals. Articles. 1849 . 1850 . 1851 . Ale. Ashes, soda and other. Boats cleared. Bacon, pork, beef................... Bone dust, guano. Bricks. Burr-blocks, cement, mill-stones. Clay, German and fire. Cotton. Cheese... Coffee. Fish... Grindstones.... Glass. Hides. Iron. Iron ore. Iron castings .. Leather. Marble....... Merchandise not specified. Nails. Passengers. Plaster.. Salt. Soapstone. Sand. Sundries..... Tar, rosin, pitch. Wheat. . barrels.. pounds . number.. pounds.. .. .do.... .. .do.... .. .do.... .pounds.. ...do.... ...do.... .barrels.. pounds.. pounds 299 , 687 4 , 676 662,261 564,146 1 , 245 , 595 1 , 927,245 1 , 328,767 290,125 23,270 185,879 1 , 189,017 4,613 1 , 117,541 765,265 1 , 478 , 669 6 , 738,287 1 , 437,938 92 , 396 23,192 170,945 .. .do.... ...do.... .. do.... ...do.... ...do..,. . ..do.... ...kegs.. number.. .. .tons.. bushels.. pounds.. .. .do-... .. do.... .barrels.. .bushels.. 12 , 050,837 264 , 420 1 , 009 , 498 562,045 29 , 701,790 4 , 779 109 10,694 173,050 806,155 569,290 1 , 016,229 2,528 19,545 4 , 658,855 1 , 072,053 618,487 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 1 , 310,400 563,483 1 , 098,226 3 , 658 8,277 902 S. Doc. 112. Comparative statement of downward tolls on the Susquehanna and Tide-water canals. Articles. 1849. 1850. 1851. Agricultural products not specified. 620,003 332,242 1,307,017 Bacon and beef... 259,632 11,711 2,312, 093 Baik... 3, 304 2,654 3,026 Boats. .No... 6, 173 6,169 6,861 Bricks, fire and common. 1,128, 193 307,950 485, 695 Butter, cheese, lard,and tallow.. 382,803 388,512 783,789 Coal, anthracite. 107,638 109,611 129, 276 Coal, bituminous.. 20,640 17,679 20,673 1 nos,non 30 000 Corn and other grain...... 508,897 109,691 591,105 Flour. 86, 458 108,227 142, 362 526,400 Iron, bar and railroad, and nails.... 3,212 6,334 4, 128 Iron, bloom, tons, 2,464. 2,095 2, 188 1,984 Iron ore... 2, 188 357 1, 135 Iron, pig and cast,. 25,409 17,839 17,860 Leather. 1,260,689 868,325 891,811 Lime... 183,970 290,167 349,281 Limestone. 9,258 9,300 5,548 Liquors, domestic.. 24,050 18,265 17,312 Live stock. 54, 375 15, 200 19,000 Locust treenails.. 59,750 246,180 280, 000 Lumber, sawed. 52,344,215 62, 636,416 77,182,255 Lumber, maple, cherry, and walnut 270,478 395,225 217,618 Merchandise and manufactures not s pecified.. 571,916 1,104,740 1,539,971 Poles, hoop... 320,700 326, 307 516,790 Passengers. 1,377 2, 009 818 Rags. 212,479 278, 633 318,133 Seeds, flax, grass, &c.. 16, 427 8, 259 14,004 Shingles... 9,049,585 8,850,636 8,775,615 Slate, roofing. 646 945 604 Staves... 898,600 952,270 755,030 Sumac, shaved and ground bark... 472, 374 184,322 305, 742 Timber... 89,417 24,076 24,070 Tobacco. 66,356 49,134 633,366 Wheat.,.. 840,575 1,131,767 1,032,450 Wood. 1,436 3,218 3, 573 Wool. 121,683 55, 484 27,810 Value of produce received via canals on the Hudson, and at New Orleans via Mississippi, with United States exports and imports. Years. N. Y. canals, at tidewater. At New Orleans. Total. 1840. 1S42. $23,213,572 22 , 751,013 $45,716,045 $68,467,50.8 1845. 45,452,321 57,199,122 102,651,443 1848. 50,883,907 70,779,151 130,663,058 1850. 55,480,941 96,S97,873 152,378,814 1851. 53,927,508 106,924,083 160,851,591 1852. 66,S93,102 108,051,708 174,944,810 S. Doc. 112. 903 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 lailway 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 “internal” 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 productions. It is very probable, especially in domestic trade, that the same merchandise 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 computation 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 entering into one exchange ; or, in other words, the proportion of the aggregate productions of the world which are exchanged or put into a market previous tb 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, and 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 215,975 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 addition 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 commerce. Mr. Corwin’s report on the “Steam-marine of the Interior” 904 S. Doc. 112. states the river tonnage at 135,560 measured tons, which multiplied by twenty-four, gives 3,253,440 tons. Adding one-fourth, 813,360 tons, to this amount for flat and keel-boat transportation, and the aggregate is 4,066,800 gross tons. The average value per ton of such property 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, S7,476 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 about 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 registered tonnage which 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, therefore, incapable of as frequent trips as steam. An investigation, however, 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 proportion 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 year, 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 la,ke and river commerce of 1851, would 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 light freighting business, the average as- S. Doc. 112. 905 sumed will be 1,000 tons per mile, or a gross business of 10,815,000 tcfns, which, from the general character of railway freight, as being of a lighter and more costly character than water freight, may be valued at $100 the ton: this would give an aggregate of gross railway commerce 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 full investigation of the subject by the collection of authentic data. It has been customary heretofore, in making up these or similar estimates, 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 convenience, however, the following tabular statements, showing the gross and net tons and value, are presented: 1851. NET. GROSS. Tons. Value. Tons. Value. 1,985,563 2,033,400 $157,236,729 169,751,372 3,971,126 4,066,800 $314,473,458 339,502,744 4,018,963 326,988,101 8,037,926 653, 976,202 Estimate of 1852. NET. GROSS. Tons. Value. Tons. Value. 20, 397,490 9, 000, 000 5,407,500 $1,659,519,686 594, 000, 000 540,750,000 40,794,980 18,000,000 10,815,000 $3,319, 039, 372 1,188, 000, 000 1,081,500,000 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 telegraph, at a cost of little less than $6,000,000. Comment upon such facts as are here presented, will readily suggest 59 906 S', Doe. 112. themselves to the minds of all intelligent men. It will be seen that our domestic commerce is of incalculable value to us, even as represented 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 over jive thousand million dollars, as the sum upon which one commission or profit is paid, and that in this trade is employed actively and profitably over two million tom of shipping, 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. ERRATA. Page 12 , third paragraph, first line—for “ beginning portion ” read beginning. Page 51, in table, “ Excess of lake and river”—instead of “ 1,406” read 140. Page 52, third line from the top—for “latter” read former. Page 149. The value of lumber in this table should be $1,066,972. Page 176, fifth paragraph—for “ Bad river ” read Mad river. Page 177, in the heading of export table—for “ total exports ” read principal exports. Page 336, first paragraph, fourth line from top—for “ longitude ” read latitude. Page 447, in the head of table—for “ St.-’’read St. Ann's. Page 700. The paragraph commencing “ The following table ” refers to the table on the preceding page. Page 702. The fourth paragraph, commencing “The principle,” &c., should be considered as stricken out. Page 794, first paragraph incorrectly punctuated: for “deltas” read delta; flow —and leave out the word “ flow ” in preceding line. Page 804, in the table of wrecks, the different per-centages of salvage expenses and aggregates are erroneously printed. Page 822. In some of the copies the figures were erroneously placed, and the additions are therefore incorrect. 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