^^ IMAGE EVALUATION TEST TARGET (MT-3) k A O /.^ ■^ ^ 1.0 1.1 11.25 25 2.2 la 2.0 lU IIL6 ■>■ Hiotograjir ^Sciences Corporation ^ 'Q x^ :i>^ \\ 23 WEST MAIN STREET WEBSTER, N.Y. MSfO (716) 872.4503 V,:"< b '■ ^f^ CIHM/ICMH CIHM/ICIVIH ''^ Microfiche Collection de microfiches. Canadian Institute for Historical Microreproductions / Institut Canadian de microraproductions historiq uas %^\f\_^\f^ Tschnical and Bibliographic Notaa/Notos tachniquea at bibliographiquas Tha Instituta has attamptad to obtain tha bast original copy availabia for filming. Faaturas of this copy which may ba bibiiographically uniqua. which may altar any of tha imagas in tha raproduction, or which may significantly changa tha usual mathod of filming, ara chackad balow. D D D D Colourad covars/ Couvartura da coulaur I I Covars damagad/ Couvartura andommagAa Covars restorad and/or laminatad/ Couvartura rastaurte at/cu palliculAa Covar titia miasing/ La titra da couvartura manqua Colourad maps/ Cartas giographiquas an coulaur □ Colourad ink (i a. othar than blua or black)/ Encra da coulaur (i.a. autra qua blaua ou noira) □ Colourad platas and/or illustrations/ Pli Planchac at/ou illustrations an coulaur Bound with othar matariai/ Rali* avac d'autras documants Tight binding may caurstt shadows or distortion along intarior margin/ Lareliura sar^ia paut causar da I'ombra ou da la distorsion lo long da la narga intiriaura Blank laavas addad during rastoration may appaar within tha taxt. Whanavar possihia, thasa hava baan omittad from filming/ II sa paut qua cartainas pagas bianchas ajoutias lors d'una rastauration apparaiaaant dana la taxta. maia. lorsqua cala Atait possibla. caa pagas n'ont paa it6 filmAas. Additional commants:/ Commantairas suppiimantairas; The toti L'Institut a microfilmi la maillaur axamplaira qu'il lui a M possible da se procurer. Las ditaiis de cet exemplaire qui sont peut-dtre uniques du point de vue bibliographique, qui peuvent modifier une image reproduite, ou qui peuvent exiger une modification dans la mAthode normaia de filmage sent indiqute ci-dessous. I I Coloured pages/ Pagaa de couleur Pagea damaged/ Pages endommagias □ Pages restored and/or laminated/ Pages restaurias at/ou palliculies Pages discoloured, stained or foxed/ Pages decoior^es, tachat^es ou piquies □Pages detached/ Pagas d^tachias 0Showthrough/ Transparence □ Quality of print varies/ Quality intgala de I'impression □ Includes supplementary material/ Comprend du material supplimentaire □ Only edition available/ Seule Edition disponible The poM oft! film Orig bagi the sion othfl first sion or ill The shal TINI whi( Map diffe entii begi right requ metl D Pages wholly or partially obscured by errata slips, tissues, etc., have been ref limed to ensure the best possible image/ Lea pages totalement ou partieilement obscurcies par un feuillet d'errata. une pelure, etc.. ont iti filmtes A nouveau de fapon d obtenir la meilleure image possible. This item is filmed at the reduction ratio checked below/ Ce document est fiimA au taux de reduction indiquA ci-dessous. 10X 14X 18X 22X 26X 30X 12X 7 16X 20X 24X 28X 32X The copy filmed here has been reproduced thanks to the generosity of: Library of the Public Archives of Canada L'exemplaire f IIri* f ut reproduit grice A la ginArositt de: La bibliothdque des Archives publiques du Canada The images appearing here ars the best quality possible considering the condition and legibility of the original copy and in keeping with the filming contract specifications. Original copies in printed paper covers are filmed beginning with the front cover and ending on the last page with a printed or illustrated Impres- sion, or the back cover when appropriate. All other original copies are filmed beginning on the first page with a printed or illustrated impres- sion, and ending on the last page with a printed or illustrated impression. The last recorded frame on each microfiche shall contain the symbol —^> {meaning "CON- TINUED"), or the symbol V (meaning "END"), whichever applies. Les images suivantes ont 6t* mproduites avec le plus grand soin, compte tenu de la condition at de la nettet* de l'exemplaire f ilm«. et en conformity avec les conditions du contrat de filmage. Les exemplaiies originaux dont la couverture en papier est ImprimAe sont filmAs en commenpant par le premier plat et en terminant soit par la dernlAre page qui comporte une empreinte d'impression ou d'illustration, soit par le second plat, selon le cas. Tous les autres exemplaires originaux sont filmte en commengant par la premlAre page qui comporte une empreinte d'impression ou d'iliustration et en terminant par la dernlAre page qui comporte une telle empreinte. Un des symboles suivants apparaltra sur la dernlAre image de cheque microfiche, selon le cas: le symbols -^- signifie "A SUlVRE", le symbole ▼ signifie "FIN". Maps, plates, charts, etc., may be filmed at different reduction ratios. Those too large to be entirely included in one exposure are filmed beginning in the upper left hand corner, left to right and top to bottom, as many frames as requirwd. The following diagrams illustrate the method: Les cartes, planches, tableaux, etc., peuvent §tre filmte A des taux de reduction difftrents. Lorsque le document est trop grand pour 6tre reproduit en un seul clich6, 11 est film* A partir de I'angle supArieur gauche, de gauche d droite, et de haut en bas. en prenant le nombre d'images ntcessaire. Les diagrammes suivants illustrent la m^thode. 1 2 3 1 2 3 4 5 6 ■7^ ^M^ d ,6, It (3 -^s )) STATEMENT AND EXHIBIT or TOR ^nffal0, §rantf0rlj an^ i0hric| RAILWAY COMPANl, OF CANADA, FOR 1853. BUFFALO: JEWETT, THOMAS & CO., PRINTERS 1853. y''^ ' '"fv r » w -i ' •' y ' -tm i m^ ' -j mi miMf f ^ '* ' ^^ ^"wy^-w^ ' ' STATEMENT AND EXHIBIT 'Buffalo, §rjintf0ri) ani> iokriclj RAILWAY COMPANY, OF CANADA, FOR 1853. BUFFALO: JEWETT, THOMAS A CO., PRINTERS. 1853. Swffitb, Srantffli-l) ^ (iflkici] gaiKuag. ANNUAL IIEPOIIT. The Directors, in compliance with tlie resolntion of the last annual meeting, m de timely application to the Provincial Par- liament for a charter. Having ascertained the views of the shareholders to be very generally favorable to an extension of their road, the application was made to embrace a direct line of railway across the entire peninsula from the Niagara River to Goderlch, on Lake Huron. A preliminary survey made under the direction of their Cliief Engineer, and since verified by accu- rate and detailed examinations, demonstrated the practicability of constructing an extension which would be economical in its first cost and effective by its easy grades and curves. AVith a climate remarkable for healthfulness and of unsurjiassed capa- bilities as an agricultural region, the intermediate country com- bines all the elements for sustaining a ])rosperous agricultural and manufacturing jjeople. Judging from the effects of railroads upon similar countries, the Directors felt a lively confidence that when opened to a market .by railway, it would rapidly become wealthy and prosperous. Kor coidd they imderrate the advan- tages of transforming the original undertaking into a through independent line, establishing a short and safe route to the mineral regions of the north and south shores of Lake Superior, which are now rapidly i-ising into importance, and to the north-western States and Territories of the Union. With no apprehension of failure, the Directors were further strengthened in their resolution by the confidence and enterprise manifested by the people. The united counties of Huron, Perth and Bruce, possessing one and a quarter million pounds currency ratable propeity, canje readily fonviinl to embark in tlio undcrtakinj,' by subscribing for ntock to the extent of £125,000. To tlioir onergotie support unci to the effective Purliiunentury ability and /.eul of D. Cin-istie, Escj., M. P. for Wontwortli, tlie efforts of the Directors to secure a lil^eral charter for the entire line were wholly successful. The undertakin<; under the management of the Directors for the past year having grown in magnitude and interest, they think it now proper to lay before the shareholders the characteristics, progress and prospects of the road as authorized to be constructed under the enlarged powers possessed by the company. The entire length of the road as now established is 15CJ miles, the eastern division extending from the ISiagara Kiver to the town of Brantford, being 743 miles; the central division from Brantford to Paris, 8 miles, and the western division from Paris to Goderich, 74 miles. Of the southern division 2G miles is nearly a perfect level; the grades are remarkably easy over the remainder, and 70 miles of the whole distance is a straUjJit line. From the southern terminus of the road, immediately opposite the city of Buffalo, the line passes through a rich farming country to Danville, and thence along the fertile valley of the Grand River through several thriving towns and villages, and a country uf great fertility, to Brantford. This portion of the Tne is now in progress of construction and rapidly approaching completion. The Directors refer to the Engineer's report of the state and progress of the work. The central division, comprising a distance of 8 miles, connects tlie flourishing towns of Brantford and Paris. Both possessing great natural advantages and already of considerable importance as commercial and manufacturing centers, will contribute largely to the business of the road. The location of Brantford, at the head of river and canal navigation eighty miles in length, con- necting with lakes Erie and Ontario, enables her already to rank as the fourth port of export in Upper Canada; the principal sta- ples, wheat and flour, of a quality and value which compare favorably with the best Genesee produce, afford a sufticient indi- cation of the exuberant fertility and cultivation of the surrounding country. The contract for this division has been let on terms ^vllich ai'o considered liij^hly fuvoniblo to the compiiny; niul tlio work, including a bridj^o across the Gnmd River at Paris, is rapidly progressinj^. The Directors, in order to maintain the character of the road i\n the shortest route possihlo from the Niagara Kiver to Lake Huron, felt that they properly discharged their duty to the shareholders at large, in selecting the point at which the road should intersect the lino of the Great Western Jiailway, by holding theniselves superior to local influences, which, however strongly put forth, ought not, in their judgment, on any occasion to be allowed to outweigh the general interests of the undertaking. The surveys and examinations of the western division show a lino remarkably well adapted for railway enterprise, about half tho distance being nearly level, with remarkably straight lines throughout. Tiie contract has been let and orders given to havo tho work over the whole of this division at once proceeded with. The connections of this road at both termini will necessarily secure to it a large and rapidly increasing business. Its eastern termimis being opposite the city of Butlalo, will connnand a large portion of the through travel which at present takes the route of tho western lakes, as also of the travel and freight which reaches Buffalo by the Erie ("anal, which extends from the Hudson oi* North River for a distance of 3G3 miles, and forms the great artery of transport for tho commerce of the west. The total movement of freight by this canal for the year 1852 exceeded 2,000,000 tons. The city of Buffalo now contains a popnhitlon of about 70,000, with real estate assessed at upwards of $30,000,000. It forms the center of a railway system radiating from it and connecting through numerous important towns and cities Avith the eastern sea-board. The New York Central Railroad to Albany, in connection with tho Hudson River Railroad to New York, and the AVestern Road to the city of Boston, forms one of the lines from the East ter- minating at Buffalo; and on the Western Division of this road, alone, 4<)9,125 passengers were carried during the year 1852. Tho Buffalo and New York City, connecting with the New York and Erie Railroad at Ilornellsviile, completed during the past your, gives n, ntH-oml distinct line, extoriding tliroiigli the Boutlieni couiitieH (if the States uf New Vork and Peiinsvlvaiiiu, from J!ul- falo to New Vt»rk city, and in (h»ing an exoi'lh-nt and rajtidly in- creasing hnsincss. The BullUlo, Lockpitrt and UocheHter Itailroad forms another line, extending eastward a distance of about sov- enty-tivo miU's; and its stock has recently been consolidated into the New York Central, at an al in 3. tlHI,(KN) 1,8 5. "Kt F iiiilrJ Niiii'i"" I2(1,IIIK) iHi.'.m;) T .mi Cov nf l^.iiil »mI Kq H infill r>.ii!irt,v7:( •.',(«l,477 fini .77H 2.115,011 l,tl!!!l,;74 (iiaoiH i)MH.:i(iii «IU.07fl Ste]is have already been taken toward the construction of a railroad to reach the coal fields of Pennsylvania, in INfcKeau county, a distance of about SO miles fr >m Buffalo, wliich Mill be the means of sui>itlying the manufacturing towns on the line with coal, at a less cost than by any other route, and to wliich the city of Bufialo has already voted a loan of 8400,000. As railroads, besides being rapid creators of wealth, largely augment and stim- wlate travel, it is dillieult i)roperly to estimate the magnitude which the freiglit and i-assenger tralHc by these important lines of comnmnication may not speedily attain. All the lines enum- erated converge at Buffalo, and will of necessity contribute a large through American passenger and goods tratlic, to pass over this road to the Western States, via the Great Western Ilailway, from the junction at Paris; or to the North-western States and Terri- tories, and the mines on L;ike Superior, from Goderich. The Western terminus, on Lake Huron, will also speedily, on the opening of this road, rise into importance. No line of steam- ers has yet been established between Sault St. Mario and Mack- inaw, on the route to lakes Superior and i\[icliigan, from any of the ports on Lake Huron; l)ut so soon as the distance from New York to Sault St. Marie, by lake navigation from Buffalo, by way of Detroit, (which is now 1090 miles,) becomes lessened by rail Hvor this roml, uiid l.y HtoainoM acnm Lake Huron, to 700 miloa, ((^m-cfin^' a saving, in point i.f distance, of nearly 400 njilos, anle, (indei)endently of husiness relations,) hocomc as attractive to tourists, and all in search of relaxation and health, as the now most noted and frequented places of summer resort. But, in addition to the travel to Lake Superior, the route by way of Goderieh will afford the speediest access, during tho sea- son of navigation, to Sagiiuiw and Green Bay, to tho northern and middle parts of Wisconsin, to tho Territory of Minesota, and Iowa, and tho country lying north and north-west of lakes Mich- igan and Superior, which are fast filling up with a thriving and enterprising population. A vast increase of the husiness of the Lake Su])erior country, may also be looked forward to, by the con- struction of tlio Sault St. Marie canal, which is now in progress. Li order to secure all tho advantages of this connection, tho Directors recommend that timely steps bo taken tn piomoto the establishment of a line of steamers to run froin Port Goderieh to Mackinaw and Sanlt St. Mario, in connection with this road. In point of lateral connections, that with tho line of the Great Western, at Paris, cast and west, will bo the soonest available, and from present prosix^cts, may be opened 8imultan(;ously with the completion of this road to that point. By this route, Detroit becomes united by rail witli her sister city, Buffalo; which being the intermediate conunercial depot for the produce of tho west, from tho upper lakes e?i I'ouf,; to tho Atlantic cities, and already connected with her by close business relations, a largo portion of the ti-avel will be drawn off from the Great Western, at the Paris junction, and take this line to Buf- falo. In like manner, her railway connections with the Eastern cities will doubtless contribute a considerable business to pass west by the same route. Tho road again connects, at Stratfi>rd, with the Provincial 8 Grau'^ Trunk Line, now about to be constructed, extending east I j and west, from which all passengers for the United State" must be attracted by this road, being the only direct route to the Amer- icuh fror *^^ier v/hich connects with it west of Ogdensburgh. "With these termini and connections conjoined to the resources, cultivation, wealth, and population of the intermediate country, together with the tacilities derived from favorable grades for the construction of the road at a low first cost, the Directors continue impressed with the conviction that the undertaking will prove largely profitable to the shareholders, while it confer'! inapprecia- ble advantages upon all the municipalities whose inhabitants have, in a manner alike judicious and spirited, supported the enterprise fiuni its first projt^ction. A financial statement to the first of the present month has been prepared and lies on the table for the inspection of the shareholders. The government have not yet perfected the arrangements by which tiie company, under the provisions of the consolidated Municipal Loan Fund Act as amended, will receive cash for the municipal debentures ^vhich have been deposited with the Ee- ceiver General to the amount of £184,500. Intimation has how- ever been recei\ ud that £45,000 on account will be paid to the company's credit with the liank of British North America by the first proximo, and the remainder provided in time to meet the engagements of the company. At the request of the Board the President proceeded to England in the month of September last and made purchase of 9,500 tons heavy T rail, being a sufiir^ient quantity to lay the track from Tort Erie t. . Paris and eight miles further. Tlie tiiree first caigoes reached Quebec about ten days since, part of which has already been received .ut the Welland Canal Feeder. The last shipment having already been made from England the whole quantity may be expected on the line from the 1st to the 15ch August next. While in London the President negotiated a loan on terns which are considered highly favonibie for the interests of the company, tie mortgage-bonds payable in twenty years, issued on the portion of line from Fort Erie to Paris, having netted to the ,, compf.nyOOi per cent, which enables the directors to pay cash ■\ for tlie iron, freight, and other expenses with the proceeds of the 9 loan, leaving a considerable surplus in hand for the general pur- poses of the company. It is -tvith no ordinary satisfact'on that the Direc^iors are enabled to state, in view of the approaching completion of the road between Buffiilo and Brentford, that the undertaking has thus far progressed under their management without having encountered a single obstacle or impediment. The operations of th^i company have, on tlie contrr^y, beou materially aided by the facilities afforded to it by the several departments of the Government. Its position has been more fully defined and established by a liberal charter. The additional funds required have been raised upon terms highly tavorable, and the loss anticipated on the sale of municipal debentures, (being from 12 i to 15 per cent.) will be avoided by their negotiation being undertaken by the Provincial Government. In conclufion they do not hesitate to say that, except in the additional cost of iron consequent upon the extraordinary rise in price which occurred before the company was in a position to purchase, this road will be built within the original estimate, and at a rate which, for low first cost, will be scarcely paralleled in the history of railway construction, and be in marked contrast with the cost of other railroads, whether built or in progress, in Canada or in the United States. Beantfokd, 13th June, 1853. JAMES WADSWORTH, Akcuibald Gilkison, Secretary. President. Note. — During the few wrecks that have elapsed since tlie adop- tion of the annual report, the works between Buffalo and Brar.t- ford have progressed at a rate which, in the opinion of the under- signed, fully warrants the expectation that the eastern division will be opened to the public as fur as Brnntford by the first of Octo- ber I'jxt. The iron is arriving in satisfactory quantities at Que- bec, and is being forwarded with dispatch to tlie Welhind Canal Feeder, from which point, with tlie aid of two locomotives, the permanent road is being simultaneously laid east and west. They have also the gratification to add that the debentures accepted by the company in pas licnt of shares held by the local niuni('i}>ali- ties alonir the lir.e to the amount of .-6184,500 have been cashed 10 by the Provincial Government at par under the consolidated Municipal Loan Fund Act for Upper Canada. Bkajs'tfokd, July, 1853. JAMES WADSWORTH, . ^ President. AiicniuALD GiLKisoN, Sccrctarj. STATEMENT OF FINiNCES OF THE BUFFALO, BRANTFORD and GODERICH RAILWAY COMPANY, JUNE 1, 1853. To Cash paid Masoniv, Gradiug, etc., ^ 1-^9 357 54 " " " lii^'lit of Way, !.".'!".'."."."' ^ 2-U84 89 '.. ".. J,'!i''''^lV*°^^°'"'^-; ?"'«•="""*• '^•■"'^eragcA^reucy, etc.,.. 60,956 32 Office Expenses, Salaries, IVintJiig, Advertising, etc,,.. 16 976 17 ^^ ;; Engineering and Sun-eying 28,915 46 " .. vZV 361,11111 Plank, 'Amount of Municipal UebeiitureV'negotiaVed "with" "Provincial bovernnient, " Balance of Cash on ^unA^'"'^^"!'."^/^JJ//'^/"'""^J'J^y jos'i 1,800 00 738,000 00 820 96 ^/ ?nn v?,'l'n ' p^"'!' $91.3,.556 55 Convertible Bonds, r,r,r rrr re M.i69,122 45 " Sundry Balances Auc^y^lV"!^^'""/"^^^'. "'''^tJo 35 -$1,469,422 45 ENGINEER'S REPORT. To THE President and Directors of the Buffalo, Erantforp, and Godericii Eailway: Gcntlcm.en~-Eo\Y that tlie position of the entire line of your road is fully established, I shall repeat what has already been stated in reference to portions of the line, so that you may have before you at once a correct view of the whole. In a report submitted to you in March, 1852, 1 stated that the Brantford and Bufthlo Railway was the eastern division of a chain that would soon be stretched across the western peninsula of Canada; tluU the western terminus of this chain would be at Port Goderich, on Lake Huron; and the eastern terminus at the depots of the Albany, New York, and Boston lines, in the city 11 of Buffalo. That this line would connect with other lines of rail- way, at various points; and that a very important connection would bo that formed with the Great Western Railway, at or near Paris. I also stated that the distance from the Niagara river to the junction with the Great AVestern Railway would not vary much from eighty miles; that this junction would be near tlic center of the peninsula, and that the trade and travel that would converge at that point, together with the local traffic along tlie line, would furnish sufficient business to make the stock profitable; and when extended to the lake and connections ibrmed with other lines, this would be one of the best paying railways in the country. In a report dated September, 1852. 1 stated that the line from the eastern terminus to Brantford Avould be well adapted ft)r fast rnnning, being almost equal to one straight line, and having remarkably easy grades. It was also stated in the same report, that the line from Brant- ford to Paris was very direct, with comparatively eas} gi-ades. Since the date of the last report, the surveys, maps, profiles, esti- mates, and plans for the Goderich extension have been made, the location determined upon, and the line is now distinctly marked out, and ready for the contractors. From Paris to Goderich there is but little deviation from an air line. On the entire distance to the Bayfield road, near Goderich, there are only three curves, all of which curve so slightly as scarcely to be perceptible to the eye. In order to reach the waters of Lake Huron on an easy grade, the line was run so as to strike the high bank of the lake south of Goderich, thence down the slope to the harbor. The grade lines on this division, although not so fiivorable as on the eastern, are comparatively light. For nearly half the distance, they are level, or nearly so, and the heaviest — which, when they occur, are in short distances — not exceeding two miles, are forty-five feet per mile. The character of the work is, on the whole, very light, as is clearly shown by the favorable rate at which the entire line has been put under contract. A sufficient staff of engineers are now stationed on the differ- ent divisions, and the whole work, in the hands of energetic and efficient contractors, will be pushed th.rough with great vigor. The work between Brantford and i^aris is progressuig very 12 satisfactoiMly, nnd will, I have no doubt, he completed within the time epecitied in the contract. The buildings upon the depot ground, at Brantford, are also progressing rapidly. The work between Brantford and Buffalo was very much re- tarded during the heavy rains, but the contractors are now increasing their force, and have made such arrangements as will insure a speedy completion of the work. A strong force of track- layers are upon the ground, and unless delay arises in the receipt of the iron, 1 see no reason to doubt the final comjiletion of this portion of the line by the first of October next. The first locomotive will be delivered by the 20th inst., and the other seven, together with all the rolling stock, will doubtless be delivered at the times specified in the contract; and the contract is, that the last will be delivered in September. Gravel trains will follow the track-layers, as soon as we receive a sufficient number of locomotives. Arrangements have been made to erect a sufficient number of water-stations, etc. As it frequently happens, when railroads are first opened, that great inconvenience is experienced by having an insufficient num- ber of locomotives and cars, I would advise that contracts should be made soon for all that may be thought necessary to equip the whole line. In order that you may be able to determine upon the amount of capital required to complete and furnish the rolling stock, I iibjoin the following estimate for the Godcrich extension: Oluaving, Gntlibiiig, and Grading, incliidin<; all the necessary bridges and culverts, and also the ties, as pnr contract, $550,000 (Jradina: and LVickaire at (Jodoricli, 15,000 Ki^lit of way and Depot Grounds, 25,000 Fci^ciufif, . . .' 35,000 liallustiu J.', Cattle Guards, etc., : C0,000 Superstructure, laid in the usual manner, with the heavy rail, inclnding all necessary turn-outs, 650,000 Depot liuildiugs fit Goderich, and all necessary intermediate station- }w\m'n, 55,000 Engineering and Agencies, 50,000 $1,110,000 Ei&'ht Locomotives, fifteen first, class Passensor, four Mail and Tiageasre, one hunilred Freight, forty I'latfcnm, forty Gravel, and ten Hand tail's. 2r),000 $1,67.5.000 Yoms most respectfully, WILLIAM AYALLACE. BrantI'-okd, 13th June, 1853. 18 TABLE Shotting the Population, Area, Products and Tnxnhle Real and Personal Propcrti/ of the CounticB through whic'i the line of the Dufftdo, Erantford and Godcrlck Railway passe*, as sfiown hy Official Returns for the year 1852. Countlei. Populaiioa. Area —Acres. Under ("ultl» vtttluii-Acrcii. W'heiit. BiihIii'Is. OihiT (Iruiiis' Uuahcll. TaxnblB I'ropcrlj-, llrant 25,426 260,004 117,417 625,741 482,361 JC1,481,3;.9 0*' Bruca, ....... 2,837 19,193 634,704 892,769 2,273 51,976 9,796 214,728 4,913 202,407 3ti,799 Oil Huron, 650,878 00 Perth, 15,515 410,728 58,116 204,523 263,532 5:3,600 00 Waterloo 26,537 328,463 131,806 618,659 514,657 1,425,807 00 Oxford 32,638 457,000 125,232 611,251 767,502 l,00l!,024 00 Ilaldimnud, 18,788 29,1,524 79,279 376,475 29'J,S70 8H4,107 00 M^lianl, 20,141 161,110 228,000 110,163 679,562 423,508 256,927 2,813,259 l,116,4ld 00 Total 3,547,852 j 2,98l,6rtl 7 725, r.O (HI COMMERCE OF BUFFALO. The following statements of the Commerce of Buffalo are ex- tracts from a report compiled from official and other authentic sources for Hon. Thomas Corvvin, Secretary of the Treasury, and by him presented to Congress. Buffalo is situated on Buffalo Creek, which debouches into Lake Erie, just at the point of its outlet into the Niagara Eiver, and is therefore the eastern terminus of Lake Erie, and the western ter- minus of the Erie Canal, which connects the waters of the former with the Hudson River, and thence with the Atlantic Ocean. It is the great eastern gateway for the pas \-^ of the commerce of the Western Lakes. Its commerce is carried on chiefly through the Lakes and the Erie Canal, assisted by various lines of railway. Its population was 1,508 in 1810; 2,095 in 1820; 8,003 in 14 1830; 18,213 in 1840; and 42,261 in 1850, showing an average dnplication once in eight and a half years, during tlie whole period of forty years. The uniformity of the period of duplica- tion is the best evidence of a healthy and pennanent growth. On the same basis there is now a population of 50,000, and will be in 1860, at the same rate, about 100,000. The progress of her commerce has been in much the same ratio as that of her popula- tion. Previous to 1825, the year when the Erie Canal was opened, it was confined pretty much to a few vessels trading with the Indians. In 1825 the whole tonnage of the Lakes above Niagara Falls, all of which traded with the port of BuftUlo, consisted of tliree steamers of 772 tons, and 54 sail of 1,677 tons, or an aggregate 2,449 tons measurement. In 1830 it was 13,300 tons; ht 1835, 30,602 ; in 1841, 55,181 ; in 1846, 90,095; and in 1851, 153,426 tons: being an increase of 113 per cent, per annum, from 1825 to 1830; 18 per cent, per annum from 1830 to 1835; 13J per cent, per annum from 1835 to 1841 ; 12i per cent from 1841 to 1840; and 14 per cent, per annum from 1846 to 1851. Add to this astonishing increase the enlarged capacity of a measured ton resulting from greater speed attained from improved models, and a substitution of steam for sail, together with the time saved by tlie use of machinery, in receiving and discharging cargoes, amounting to at least ten-fold greater capacity than in 1825,\nd an adequate idea is presented of the progress of Lake comm'erce. In 1835 the Western States commenced exporting produce, and the figures in the following table show the amount of se'veral articles received at Buffalo during the years named, and re- bhipped on the Erie Canal : AUTI0r,K8. Ilciur, lilil.s Wlient. liuslipls L'uni, , uslids ri'iivishins, pnnnJs AsIk'S, 11)8... ..' Stiue8, Ihg Wool. Il,s --^!." .'.'.'"."!! liiater. I.wrd and ciieospi Urn. ! 1835. 1840. 1845. 1850. Ni.Wl «3.),79i) 717 400 9h4,4itir 98.073 881,192 47,HM') ],3,')4 990 3:i.0(i',» 3,304 617 2,(i0s 9;i7 (),r)02 25,070 08.000 14li.8.'i0 4,»in 7,008 31, 002 17,5:i4 3,5fift, 72 22,410,660 8«,29«,431 l.'i9,479,.'50l 140,911 107 94 2,957.701 H 8;).'->,817 ],o;)o, 2 3,422,01(7 1 6,597,007 17,531,981 ] _1851. ], 100,352 3,62 125,072 0.120 Cleared AggrPKiite, Aggrefe'uto, 1850, Inrrense. This array of tonnage would suifer little in comparison with that of any other port in the world. It is composed of 107 steamers and screw-steamers, and 607 sail vessels, which vary in size, from steamers 310 feet in length and 1600 tons burden to the smallest class sail and steam vessel. Screw propellers are rapidly becoming favorites as freighting vessels. It is a significant fixct, that of 7,000 tons of shipping on the stocks at Buffalo, on the 1st of Jan- uary, 1852, only 230 tons— a clipper schooner — were sail; showing that in these waters steam is rapidly achieving the victory over sail. The Erie canal, from Bufi^tilo to Albany, is 363 miles in length. The following table will show the total movement of property upon it, in tons, from 1837 to 1851, inclusive: YeHrt. 1837 . 1838 . 1839 . 1810 . 1841 . 1842. 1843 . 1814 . 1815 . 1816 . 1847 . 1848 . 18l<) . 185') . 1851 . Shipped frotu tide water, ('ml. 172,092"7~. I87,4:U 20O,5tl 101,211 191,446 141,830 10.1,044 '208,099 221,013 239,210 329,701 31,1,8U 3e8,5S0 :B7.813 4o3,7U Dutfulo. timt. lutermediate PoiDls. tnm. 73,i»» I0.'>,40l I.s0,l«j 177,007 218,471 2i.5,I73 279.(KI8 421,205.. 451,!I54.. 451,£9!» . 471,142.. 467,525.. 31.5,301.. 393,104.. .319,682 I 488,5i;» 309.115 478,918 "10,91.3 0OJ,2.'.0 013,317 ... .,574,905 673,774 411.5,6:2 516.274 630,874 0.\3,901 610,017.... Tulul movement. tnm. 067,151.... 741,848.... 8li").0«7.... 82!»,000.... 9l)6,44J.... 7i2.;no.... .... 819.216.... .... 91.5.921.... ....l,0:tH,790.... ....1,201,408.... ....1,001,,578... ....1,.599.!105.... ...1,022,444.... .722.371 1.6.15.089. ...827,7.>0 i 1,956,205... 16 The total movement, on all the State canals, in 1851, was 3,582,733 tons; yielding to the Stuto a revenue, in tolls, of $3,329,727. In 1851, there arrived at tide-water, from the Erie canal, 1,508,677 tons. There were 40,390 lockages at one lock. Of the above 1,508,677 tons, 254,983 tons were wheat and flour shipped from Buffalo r.lone. On these canals were employed 4,047 boats, of 283,290 tons capacity. The net money value of all the property transprrted on the lakes was, in 1841, $82,913,011; in 1846, it had grown to $62,- 060,000; in 1848, to $93,000,000; and in 1851, to $161,000,000. By this it will be seen that nearly one-half of the whole lake trade passed through Buffalo, in 1851. The contemplated en- largement of the Erie canal to about three times its present capacity, and the completion of the numerous lines of projected railway, can not fail to make Buffalo one of the most important cities west of New York. The commerce of Buffalo for the year 1852, is thus valued: Property imported by lake, $34,052,798 Property exported by lake, SsioT-^JOD Total, f 26,228,507 The estimated value of property imported and exported by the various eastern and western railways, added to this, would raise the aggregate to upward of $100,000,000, being an increase in value, over the previous year, of fully twenty-five per cent. Six steamers, nine screw propellers, and eight schooners, were constructed during the same year at the Buffalo shipyards, form- ing an aggregate of 8,610 tons of new shipping.