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J*/^ f/^v/^' 1^ ^5.-^ f^ £ ,.'/ : -''^'' Jily-T". .JfTy^Mrs^^ .^t:^ Tar^^/,^, •«!i»l "^ * '"^*|^i ^i SHEWING THE POSITION OF THE PROPOSED ^/W REF£RFJ\/CETO THE TR/tDB OF THSafE/fTlVETTZ^ r^ ^*^ \ Q(^£8£a BosroA/, wir yobk portl/iWd// / 7 l%r/Jru^efl Si/tAfT' f/(fjffii' forf/l^ G>mnuf/rr > ' / itO. oVf' 1^ t<> ^^^^'f ff^^^ ;>?v/>^ t t t^ fi ,/' 'v^ --y/>'i y fp E'^'- T/^rarUo. D ISTANCE S FROktC^^C/^CO TO ^UtBBC. . fUfrA F/iOM O//GfC0 TO Qa£B£C. ///MA l)Ufhr^f< r /// /t/r/>/-<'//f'r^MY/u/// /tfff/df/Nt/ ^ t'^\ 1 /hfsJf//erf'/frf /Wr//ft/// /p/f scfi'h/ ///'// ///r (h-y/ o/'/nt^ij/jor/h//^ (f /off o/* pf'0(/firf i///M'(/fffftf'f/ fYf/f'.t' n//ff'rrji%. Ff^OMCHfC^CO TO A^StV yp/fM". //V' /.aAr Ar/r i h rff (hft/// /rr/fff /iu/y/r/o/ Z^// FROM CH/MOO TO^£¥y yOPff. I)f/6'ffin////ff /jfff/ Of /fa/ ,SX /{fHfr/frr^ (/j//f//,i',^ pnfpose// /hi/f'///uN/?fj/^fif ,<,' (Jt4U/fp/{fffi/futa/ ftf/fffJ/Zm/Fe^'^e/i' FROM CMCACO TO J9£IV ^ORtf. F/// La/t " A/v/^ f/e//ff/i///ff/ff4 /SX /Mffrp/tre Caiif/ffr//Hrrf//r ^^/rmf/aiff/h/fYf/^ ///2,i FROM CWCACO TO OiWE&O. B//lffAYjfr/ff/j;LaA^i:fy>J/mf^^ FROM OfffCfGO TV OFI^SGO. ^t/Gef^r^mnBaif/anif^irLa^/^n/ir n) 7/0\ © • -*«.■ •^ SHEWING THE POSITION OF THE PR! REF£/ie/\/C^ro THE TR/fDB OF Ts Ji^/TH THE y^TL/INT/O PQ^TS, M0Af7 \ Q(/£BTa BOSTOA/, WIT YOfiK PO Arc, ofti full larg port of! imp iiicr effe by £ the i due REPORT OF THE TOROISTO BOARD OF TRADE, FOR THE YEAR 1855. / The Annual Meeting of the Toronto Loard of Trade took place on Wednesday night, in the Toronto Exchange, and was attended by a larger number of merchants than usual. The President, T. Clarkson, Esq., occupied the chair, and J. W. Brent, Esq., acted as Secretary. Several new members were proposed, and some routine business transacted, after which the following Report was read and adopted : — REPORT OF THE COUNCIL FOR THE YEAR 1855. To the Toronto Board of Trade : — In accordance with the annual custom, your Council beg to submit their report for the year just closed. The subjects which have occupied the attention of your Council have not been very numerous, nor have its meetings, been as frequent as in some years past. The year 1855 has not however been devoid of events interesting to commercial men, and having direct bearing upon the com- merce of Canada, and your Council in submitting its Annual Report, does not consider that its remarks should be confined to the consideration of such subjects only as have come within its immediate sphere of action, but that the report should contain a general " resume" of the most prom- inent features of the commercial history of its year of office. During the past year, the Treaty of June, 1854, between Great Britain and the North American Province on the one part, and the United States of North America on the other, which brought about a partial reciprocity of trade between this country and the adjoining Republic, has been in full operation, and its effects have been sensibly demonstrated by the largely increased exports of agricultural products, and the immense im- port of free goods, which the trade returns of 1855 exhibit. The exports of Toronto for 1855 being c.€404,COO against c£274,000 in 1854, and the imports at Oswego from Canada being 812,010,663 against $2,819,217 ; increase over 89,000,000. The operation of this law has also had the effect of largely increasing the production of many of our staple exports, by affording at all seasons, a steady, quick and active cash demand for all the products of the farm and the forest. This stimulus to increased pro- duction and active demand will doubtless continue with the operation of 6 reciprocity, as long as the Eastern States continue to be importers of a large portion of their food, even though it may, and probably will happen, that in the fluctuation of prices, the Canadian producer and exporter may not find every year so profitable as tho one just closed. While thus admitting that many benefits have followed from the partial measure now in force, and convinced that vastly greater advantages would result to both countries from a full, complete and well considered measure of reciprocity, your committee are impressed with the conviclion that our legislators did not sufficiently estimate the value to our neighbours of the privileges which the existing treaty secures to them, in the free navigation of the St. Lawrence river and the Canadian canals, and that the free admission of our grain and raw material into the markets of the United States, which was obtained in return for these very important privileges, was a boon which the continued scarcity and high price of food in their Atlantic cities, and the requirements of their manufacturing States wonld probably, ere this, have compelled them to seek on terms much more advantageous to this Province. In our eagerness for this free admission of our graiii and lumber, we overlooked many important advantages which our relative position to the United States would have fully warranted us in seeking to secure. Among others, the interests and encouragement of our Provincial Marine were entirely overlooked. If a provision had been made in the reciprocity treaty for the admission of Canadian bottoms to American registers, as it should have been, an almost incalculable impetus would have been given to the progress of yet undeveloped tracts of Canadian land, lying along the east and southern shores of Lake Huron, as well as to the already established shipbuilding ports of the province^ It is to ba hoped that this branch of the reciprocity subject will receive at the hand;? of Pai'liament during the present session, a larger share of attentioi/. than has hitherto been bestowed upon it, and that every measure calculated to foster a trade, to the development of which the glory and prosperity of England is mainly due, and to the successful prosecution of which, Canada is eminently fitted, will be carried into effect. Your committee perceive with pleasure, that the New York Chamber of Com- merce has adopted a memorial to Congress praying for complete freedom of navigation, for the vessels of both countries. DUTIES ON IMPORTS AND TRADE WITH THE WEST INDIES. The existing customs tariff* ha.s been under consideration, and although satisfied with its main features, and averse to any sudden or violent changes in the duties on imports, your committee is of opinion that some I orters of a ill happen, )orter may Vhile thus asure now I result to leasure of n that our )urs of the navigation It the free he United privileges, od in their ates wonld luch more admission iges which rranted us igement of vision had an bottoms icalculable )ped tracts ke Huron, ) province, receive at r share of y measure glory and ecution of ict. Your r of Cora- e freedom ES. 1 although or violent that some highly beneficial modifications might be made in the tariff, without inter- fering too much with the public revenue. The articles, which in the opinion of your committee call mere particularly for a reduction of duty, are sugar and the manufactures of cotton, which enter so largely into the domestic uses of our people as to be in effect necessaries of life. An anomaly exists in the duty on rice, which should be corrected. Under the reciprocity treaty, rice produced in the United States is admitted free while the rice produced in the British East Indies u chargeable with 12 J per cent, duty, and in connection with this subject, it should be borne in mind that the project of a reciprocity trade between this country and the British West India Islands is deserving of much consideration, as it offers an abundant and cheap supply of the first named article, in exchange for our staples, and a carrying trade, which if fostered by judi- cious legislation, could not fail to be highly beneficial to Canada. USURY, BANKING AND BANKRUPT LAWS. The necessity for increased banking facilities to keep pace, in some measure, with the general increase in the trade of the country, the con- tinued development of new sources of wealth, and the consequent require- ments of money, has occupied the attention of previous councils, and steps have been taken by nearly all the chartered banks of the province for a large increase to their respective capitals ; the required stocks have been readily taken up and some new banks established. And although the banking capital of the province has been nearly doubled within the last two years, there is still, in the opinion of your council, ample room for the safe and profitable employment of nearly, if not quite, as much more. By the modification of the Usury Laws, statute 16 Vic. c. 80, all parties except the chartered banks and insurance companies, are allowed to lend money at such rates as they may agree on, subject only to the forfeiture of surplus interest over six per cent., if the borrower should think fit to repudiate the payment. This statute your covncil consider only a step in the right direction, and loould strongly urge the 7iecessity for the total repeal of all legislative trammels upon the trade in money. Your council is of opinion that all partial enactments, ghnng limited freedom of action in the transactions hetwccn borrowers and lenders, can only tend to perpetuate and increase the evils v)hich they are intended to remedy, without bringing about the influx of capital into Canada, xcliich would undoubtedly follow the total repeal of all restrictive enactments on the trade. If it should bo considered that the admission of the chartered and peculiarly privileged banking institutions of the province to the full 8 operations of unrestricted trade in money, would operate injuriously on the mercantile community, who are, to some extent, dependent for their financial facilities upon the banks, tlie law might be modified so as to meet this objection by limiting the rate chargeable by banks to the same rate of interest as obtains in the State of New York, namely seven per cent., while the trade between private parties should be entirely unrestricted. Your council is of opinion that a well-considered bankrupt law should be enacted, both for the protection of the creditor and debtor; with regard to the first, because when a man commits an act of bankruptcy, the honest creditor should be protected from the undue preferences which are so frequent in the absence of any legislative control of sach cases ; and with regard to the latter, because it seems peculiarly unjust that a man who through the vicissitudes of trade, " over which, in many cases, he may have no control," becomes deprived of the means of liquidathig the liabilities of such trade, should also bo debarred from the possibility of ever bettering his condition, should any of his creditors refuse to grant him a discharge. The law, ho\'.ever, should be very carefully enacted, and every precaution taken to prevent its fraudulent or tyrannical application. TORONTO AND GEORGIAN BAY CANAL. The project of a ship canal to connect the waters of the Georgian Bay on Lake Huron, with Lake Ontario and the St. Lawrence navigation, at this port, has occupied a large share of the attention of your council, and has met with much approval at tlie hands of mercantile men in the cities of Chicago, Milwaukie and Oswego, and in the counties of Simcoe and York. The first movement regarding the projected canal, was made at a meeting of this Board, which took place in July last ; at that meeting a sub-committee was appointed, with power to collect monies, and employ an engineer for the purpose of making a preliminary survey of the country, with a view to ascertaining the jDracticability and probable cost of the work, and the sum of one hundred and ten pounds was subscribed by the members present, in aid of the survey. The fjllowing arc the names of the gentlemen forming the committee : — Messrs. Clarkson, (chairman), Thompson, Lewis, Pyper, Whittemore, Harris, INIiller, Harrington, (treasurer), and Hayes, (secretary). An account of the proceedings of the committee and of other bodies and individuals favorable to the can-^^ project, up to the 23rd of February, together with some statistical and 9 •iously on for their IS to meet ;imc rate per cent., tricted. iw should th regard he honest ch are so and with man who s, he may ating the sibility of to grant r enacted, yrannical rgian Bay igation, at moil, and the cities mcoe and ade at a leeting a d employ ! country, St of the ed by the names of lairman), rrington, :;dings of the I 4 M can*^ ^tical and general information bearing upon tho subject, are contained in the com- munication from the Secretary of the Canal Committee, which accompanies and forms part of this report. Your Council cannot, however, allow the opportunity to pass without congratulating the committee upon the marked success which has attended their efforts, and upon the very great energy and activity which they have displayed in all the proceedings connected with this movement, and upon the strong feeling of public favor with which tho Toronto and Georgian Bay Canal is received, not only through the city and counties more immediately interested in its construction, but also throughout Canada and the neighboring republic. THE REPRESENTATION OF CANADA AT WASHINGTON.* The subject of the necessity which exists for a commercial representa- tion of Canada at the seat of the Federal Government of the United States, was brought forwaid a short time since by the Quebec Board of Trade, and has occupied the attention of your Council. In approaching this very important question, your Council has not undervalued the difficulties which surround it, nor have they arrived at a hasty conclusion. The chief difficulty which suggests itself to us, as British subjects, proud of our connection with and allegiance to the parent state, is that, if the proposed representative at Washington be an ambassador from the Gov- ernment of Canada to that of the United States, which ho should b« to have any weight attached to his suggestions there, that the proposal to establish such representation, may be looked upon as an infringement on the Royal Prerogative, which your Council would be the last to suggest. It cannot be denied that great necessity exists for some active, intelli- gent, and influential representation of the commercial interests of Canada, near the controlling power of the United States — and that, under the rapid growth and daily increasing importance of our commercial relations with that country, this necessity is every day becoming more and more keenly felt. We gee and point out the want, leaving to the Governments of this country and Great Britain tho task of supplying the remedy. Should neither Govei'nment see fit to take action such as the commercial men of Canada deem necessary, it will then be a matter of cf jideration for the different Boards of Trade throughout the Province, whether a simply commercial delegate should be appointed. LOCAL MATTERS. Among the many evidences of commercial progress exhibited by this city during the past twelve months, your Council advert with much satisfaction to the completion of two important branches of railway com- 10 munication, tho Toronto and Hamilton branch of the Great Western and the Toronto and Guelph section of the Grand Trunk Railway of Canada. The completion of these works affords a strong guarantee for the future prosperity of Toronto, and while alluding to them, your Council would express the hope that the corporation of this city, holding as it does, a large stake in the stock of the Toronto and Sarnia Railroad, will not allow the interests of this city to be sacrificed by any deviation from the terms of the original contract for the line, which expressly provided for the construction of the Road from the " waters of Lake Ontario at Toronto to Lake Huron at Port Sarnia," this provision (your Council is credibly informed) was fully set forth in the amalgamation agreement, between the Toronto and Guelph R.R. Company and the Grand Trunk, and it now becomes the duty of the Corporation as guardians of the public welfare, to see that no injustice is done to this city, as would be the case were the continuation of that road from St. Mary's to Port Sarnia abandoned or postponed. The erection of the Toronto Exchange, and the marked success which that institution has met v/ith in a pecuniary point of view as a profitable investment of capital, are strong evidences of our commercial advance- ment. The building is in itself a highly interesting addition to the architectural ornaments of our city, and reflects great credit on all connected with its erection. The Council strongly recommend the Merchants of the city to attend regularly the Exchange, as also Millers, Merchants, Manufacturers and Traders from the country, as they may meet theie the greater number of those with whom ihey have business transactions. There sales may be effected, and purchases made, as well as general information obtained. Many of the greatest improvements in the commercial codes of Europe, have had tlieir origin in the Exchange. There are brought to light, and exposed through the experience and intelligence of its members, oppres- sive laws, and taxes on commerce ; and frequently plans are suggested for the extension of commercial relations, and associations formed for carrying on enterprises which individual means world have been unable to acccomplish. Prejudices, jealousies, and animosities, are removed by daily associations in the floor of the Exchange, of mercantile men, who through rivalry or competitiin may have been long estranged. The history of the largest commercial cities of the world, clearly demonstrates the advantages which result from a daily or frequent meet- ing of all engaged in commercial pursuits ; and the commercial com- 1 11 rr - munity of Toronto ^oxe] deeply ^ indebted to the projectors of the Exchange, for the facilities for such intercourse which it affords. The factgthat during the year just closed, two large and first-class ocean vessels cleared fromT;Toronto for Liverpool and London, respectively, one the City of Toronto, built at this port ; the other, the Reindeer, on the^shore of Lake Huron, two^thousand miles from the ocean, is also a gratifying evidence of p *ogress. Your Council have had under consideration, the great disadvantage which Toronto labours'^under, a8"^compared with other important ship- ping ports, in the absence of any public wharf accommodation, a want which is severely felt, and often as severely commented upon by strangers visiting the city. It is also a subject of regret, that the contemplated Esplanade, upon which so large a portion of public money is being or to be expended, should not in any way provide for this obvious necessity . Your Council would commend this subject to the earnest attention of the Harbour Commission through your representatives at that Board, with a view to the suggestion of a rem*^ !y, by the construction of such ample wharf accommodation as the present and prospective trade of Toronto imperatively ells for. All of which is respectfully submitted. (Signed) THOMAS CLARKSON, President. OF 1 J. SlR,- A of th feati Bay the ■ A wen to ai Geo bilil thos gate whi and 1 mil mo ] in poi bel to ob REPORT OP THE SECRETARY OF THE TOROXTO AND GEORGIAN BAY CANAL COMMITTEE TO TJIE BOARD OF TRADE. J. W. Brent, Esq., Secretary to the Toronto Board of Trade. Sir,— At the request of Mr. Cf'rlcson, President of the BonrJ, and Chairman of the Canal Committee, I Iiave prepared an outline of the most prominent features of the movement in favour of the propo:-ed Toronto and Georgian Bay Canal since the meeting of the Board of Trade on the 18ih July, when the committee, of which I have been acting as secretary, was appointed. Almosi simultaneously with the action of our Board of Trade, commilteea were nominated in Chicago, Milwaukie, Oswego and the County of Simcoe, to aid in procuring a survey of tlie country between this city and the Georgian Bay, on Lake Huron, with a view to ascertaining the practica- bility of the proposed work. The committee of Chicago suggested, and those of Oiwego and Simcoe agreed to propose that a convention of Dele- gates from all the localities favorable to the Canal should meet at Toronto. This suggestion was considered at the first meeting of your committee, which was held on tlie 23rd August last, all the members being present, and it was unanimously approved of. The Secretary was instructed to call the Convention meeting by com- munications, with all the cities, towns and counties interested in the movement. It was also considered advisable that the Toronto Committee should be in possession of some reliable information on the chief features of that portion of the country lying between this city and Lake Simcoe, to lay before the Convention, as the chain of hills, called the ridges, were supposed to b(^an insuperable obstacle to the construction of the Canal. With this object, it was ordered — "That Messrs. Thompson Sc Clarkson put themselves in communication " with Mr. Tnlly, who, it is understood, is possessed of valuable information on the subject, and report to this committee at next meeting." B « 14 On the 25th August the committee met again, and on Messrs. Clarkson and Thompson's report and Mr. Tully's olTer to undertake an examination of tlie ridges, it was agreed that Mr. Tully's offer should be accepted, and tlie Secretary was instructed to communica*'- with that gentleman, requesting him to proceed with the examination. 1/ "^oard guaranteeing payment of his expenses. Mr. Tully accordingly coin., c'nccd the exploration of tlie country, and the Secretary completed arrangements with all the committees for a meeting of delegates in Toronto on the 13th September. The County Council of Simcoe, in the meantime, with their usual prompt- ness to see ard appreciate the value of every great public work calculated to develope the resources of their county, voted £100 towards the expense of the survey. On the 13th of September, pursuant to arrangement, the delegates from Chicago, Oswego, Barrie, Orillia,and the members of your committee, with several other citizens of Toronto, met in convention at Russell's Hotel. The following is the report of that meeting from the Glohe of the following day, and as it contains some highly important information in the speeches of Messrs. Crocker of Oswego, and Bross of Chicago, I deem it advisable to introduce it complete : — According to previous arrangement, the meeting of delegates from Chicago, Oswego, Toronto, and other places, to consider the question of a survey of the country between Lakes Huron and Ontario, with a view to the construction of the Georgian Bay Canal, took place yesterday, at Rus- sell's Hotel, in this city. The following were the delegates : — From Chicago — Mr. Steel, President of the Chicago Board of Trade ; Mr. Steers, and Mr. Bross, editor of the Chicago " Democratic Press." From Oswego — Mr. Liltlejohn, Mayor; Mr. Carrington, President of the Oswego Board of Trade ; Mr. Crocker, Mr. Lewis, and Mr. Piatt. From Simcoe — James Sanson, Esq., Warden County of Simcoe. From Barrie — R. R. Bernard, Esq. From Toronto — Among those present, we noticed Thomas Clarkson, E. F. Whittemore, M. P. Hayes, T. D. Harris, S. Thompson, W. How- land, C, Robertson, J. Harrington, J. Worts, and J. Bundy, Esqs. On motion oX Mr. Piatt, of Oswego, Thomas Clarkson, Esq., President of the Toronto Board of Trade, was called to the chair. He said he regretted that they had not called upon one more able to preside when they had met together on such an important matter. They all knew the objec^of the meeting, which was lo make arrangements for the survey of the country between Lake Ontario and the Georgian Bay, to test the practicability of a Canal from that place. The Canal, he said, was needed as an outlet to the immense and exhaustless resource?) of the west. It was a question in which all were interested. The interests of Europe required it; the inter- Ki 16 )Iarkson Imination )ted, and pqiiesting (payment m of the iimittees prompt. Julated to expense ites from lee, with s Hotel, follovvin? speeches advisable ites from ■tion of a view to ', at Rus- ' Trade : ss." nt ofthe ^larkson, 'i. How- Vesident egretted had met Wof the country bility of outlet to istion in le inter- ests of Canada and the southern frontier State demanded it ; and the inter- ests of the great West required it. In order to facilitate the object of the meeting, the merchants of Toronto had employed a surveyor to make a preliminary .survey, whoso report would now be received. Kivus Tully, Esq., C. E., then submitted a verbal report, in substance as follows : — The proposed route ofthe canal to unite the waters of Lakes Huron and Simcoe and Ontario, was first explored by mo in 1846. At that time I considered further exploration was not advisable, owing to what would then be thought enormous cost. In IS.')! a second exploration was made, and I ran a line of levels between the head waters ofthe Humber and iho Holland River on the Lake Simcoe level. The greatest elevation I found at that time was 218 feet. No action was made on the matter by those vvho employed me, namely, Sherilf Jarvis, Dr. Reese, Dr. Hayes, and the late Vice Chancellor Jameson. On the last exploration made recently I was led to suppose that the ridges to the east of Yonge Street were lower than to the west. On examination I found that this was incorrect, and accordingly turned my attention to ihe original line, namely, between the head waters of the Humber and Holland River, through the township of King. In tracing a valley which avoids a considerable elevation in two instances, and, after carefully levelling the same, I found that a line can be procured between the Holland and Humber rivers at this point — with a cutting of not more than 145 feet for 1^ miles, and an average cutting of 40 feet for C.^ miles. Along the proposed route, north and south of this point, there are no difliculties more than of an ordinary engineering character. The exploration is not yet complete, as the line of levels has not yet been run between the summit and the waters of Lake Simco. but as far as I can at present judge, what I have stated may be taken at rather over than under the estimate ofthe difliculties to be encountered. After Mr. Tully had finished his report, a general conversation ensued among the delegates. Questions as to distance, lockage, feeder, drainage, &c., were asked and answered, and much information as to the advantages of the difl"erent routes proposed was elicited. The Chairman, to commence the business, called the meeting to order, and requested that gentlemen would express their views on the project. Mr. Littlejohn of Oswego, said in order to give an opportunity for the expression of opinion, he would niove the following resolution, seconed by Mr. Steers of Chicago: — Resolved, — That the immense trade from the Northwest demands the immediate construction of a canal between the upper lakes and Lake Ontario, of suflicient capacity to pass vessels of 1,000 tons burthen. Mr. Crocker of Oswego, said that he agreed with the spirit of the resolution. It must, however, be taken in its largest sense, as there were many details which would require to receive attention. After referring to the character and importance ofthe project under consideration, he alluded to the tonnage mentioned in the resolution. He believed that for long voyajes the larger the vessels the better. He was one of those who 16 believed that tlio thy vvniiM oomo wlirn vosscIh micht ha loaded at Chicago and the upper Inkos, and ho. hont witli ^aCely and prolit to Europe; and afier iiavini' i-.>rcrii!ly conHidercd the hubjt.vl, he hehevcd tlial in order to make the eanal the outlet of Western produce it should he eonstructed large cnouiih to nllovv vessels oj' Inryo nize to pass. lie had lately read with niucli intero;:t the report ol'iMr. Jarvis to ihe Canadian Government, relating to the construction I'l' the Ch:unp!ain Canal, and the enhni^'enient of tlie Wellanil Canal. That report liad cstiniated the cost ol" transportation of the trade of the West to the Fea-hoard per ton per uiile, by the various existing roi'.les, which he proceeded to ^ive. Tlie report ah-io contcmj)lated that the con!>tiuction ol' the Chani|)Iain Canal and the enlargement of the Weliand, would considerably reduce the exi?tin{^ cost of transportation, because largt'r vei'sels could trade through, and <^n ion^jcr voyages, and, from calculations which he himself had made, he had arnved at the yame con- clusion. If this were the case, when these works were completed, how much cheaper would transporation be romlered by the construction of the Geor- gian Day Canal l They would not only have larger vessels engaged, but they would save some two or three hundred mile.^, by the canal across this peninsula. lie believed that this view of the subject was interesting to Chicago, to the cities on Lake Ontario and on the St. Lawrence. He said tliat the subject of the construction of the Champlain Canal would receive the earnest attention of the Lower Canadian people, especially of the city of Montreal, where it was a (lue.ition of imj)ortance, as it would be an important link in the chain of communication to the sea-board. He at- tributed the reduced rat'^s at which produce could be conveyed to the tide waters by the Bulfalo route, to tiie large vessels which tlicy could sail. There were some that went to that port of six, eight, and even ten thousand tons; !jut they could not get into Lake Ontario, and, consequently, the trade v^'ent down the Erie Canrd. He showed, by accurate calculations, the diderencc between transjiorfatlon by large and small vessels, and tlie profits on such to the owners. lie then enumerated the various routes now in existence from Chicago to the sea-boani, and showed the cost of transpor- tation by them, and con:>idercd that the great contest would be between die Mississippi anil tlicse routes. He said that it was with no little interest that he saw no resolution moved, and hoped that it would be carried unani- mously. Mr. Bross said — Mr. President and gentlemen of the committee, Mr. Crocker has presented you with some very interesting figures in relation to the lessening of the cost of transportation, if facilities lor running larger vessels be allbrded. Will you allow me to give you some facts which may assist you, and more especially that portion of the busineso public who may not have examined the subject, to appreciate the importance of a ship canal from the Georgian Bay to Toronto. It is proposed to construct another great highway to t'le commerce of the upper lakes to Lake Ontario, and thence to the ocean. Whether the labour and expense necessary to com- plete may have travelled over the country, west of Chicago, know that its resources arc but very imperfectly developed. What was the trade of Chicago for tho past year? She shipped i'2,902,30() bushels of grain, making her the largest primary grain j)ort in the world. She packed and shif)j)ed alive over 100,000 hogs. There were slaughtered 23,691 cattle, and 10,4'r)8 were shipped east alive. The hMrd)er receipts amounted to 4,24'7,128 (cct. The arrivals of vessels were 44'3 steamers, 409 propellers, 1 M* barques, 336 brigs, 3,0 1.3 schooners, and 70 sloops — total, 4,527, The total tonnage as registered in the Custom House was 984,144 tons. Tho total receipts of the Custom House are, for 1854, $582,202 S5c.; 1853, $260,671 17c.; increase in a single year, $315,131 68c.; The population of Chicago for a scries of years will enable you to form some conception of its rapid growth, and the developement of the resources resulting from it: — 1 840 4,470 1843 7.6S0 1845,.. , 12,088 1846 14,169 1847 16,850 1848 20,023 1849 ..23,047 1850.. ....28,269 1852 ..38,733 1853 '. 60,652 1854 65,872 1855 ,. . 83,509 The figures for the present year, as given in the above table, include our marine population, which were not included in the amount as published in some of the papers. The total number, without the marine, is 80,028. The value of the manufactured articles as given in the census just taken is $9,827,700. These arc a specimen of some of the items in the trade of Chicago for the past year. What the trade of Waukegan, Kenosha, Racine, Milwaukie was, we have no means of determining ; but they were, of 18 course, very consiusrable, and tended very maierially to swell the trade of Lake Michigan. It shciild be remembered that so far as Chicago is con- cerned her trade is gathered (Voin about 50,000 square mile.j. Let us now turn our altantion to the country west of Lake Michigan, nnd endeavor to form some idea of its extent and resources, that we may estimate as best we may what the trade of Lake Michigan is to be in a few years hence. Let us take a stand point at the mouth of the south fork of the Platte Eiver, say nine hundred miles west of Chicago. Draw a line through this point north and south, and, though we are a long way east of the Kocky Mountains, call the rest of the country south of the Black Hills a desert. It will be observed that all the territory on the Yellow Stone and the Upper Missouri lies west of this line. From our north and south line we begin at or near Alton at about the thirty-ninth degree of north latitude, and go up to the northern boundary of Minnesota and Nebraska. The total distance will not vary much from six hundred and fifty miles. Tiiis gives us an area of territory of 585,000 square miles. Add to this 115,000 square miles of the beautiful country on the Missouri and the Yellow Stone, and we have seven hundred thousand square miles of as fine a country as can be found upon the face of the earth, whose productions and trade will swell beyond the figures of the wildest fancy the commerce of the lakes. It may be said that our north and south line reaches too far south. All the trade, as far south as Alton will not seek the lake route, but a large portion of it will j and as you extend the radius west, say to Independence, Missouri, the line becomes very direct through Quincy to Chicago. It is very easy to repeat the figures — 700,000, which represent the number of square miles contained in the territory we have named, but it is a far dilTerent thing to form a definite idea of the immense country which yet remains to be developed west of the lakes. Let us make a few comparisons to assist us in our esti- mate of the future of the great Northwest. It should be remarked, however, that there are many beautiful valleys in the Rocky Mountains, capable of sustaining a large population, and more fertile and beautiful than Switzerland, and enough to form half a dozen such States. Add up the number of square miles in all the states east of the Mississippi, except Wisconsin, Illinois and Florida, and you will find that you have only 700,000. If you are started and can scarcely believe the figures, take a newspaper, and cut it in the shape of the territory we have named east of the Mississippi, and lay it on the west of Lake Michigan, and study the map in every possible form, and you will be forced to the conclusion that the North-west contains a territory larger than the twenty-three older States we have alluded to, east of the Mississippi. These States contain some 20,000,000 inhabitants. But again, England, Ireland, Wales, and Scotland contain in all 115,000 square miles, only one-sixth of the territory of ftie North-west, and have a population of 26,000,000 inhabitants. Were the territory we have named equally populous, it could contain 150,000,000. Turkey, Austria, and Fiance, have an aggregate of 671,000 square miles, and a population of 84<,000,000. Need it be wondered at that in speaking of the North- west, Western men are obliged to use terms which venerable old fogies regard as extravagant and even absurd? The simple fact is, that this territory is large enough to make four Slates of 50,000 square miles each, and is vastly oceai to th( M taker of th migh tee 1^ more fertile, and capable of sustaining a population many times larger than all the older states of the Union. A few words as to the resources of the country under consideration. In minerals it is specially rich ; it contains the largest and the richest deposits of lead and copper that are known to exist any where upon the globe. We need hardly say that we allude to the copper mines of Lake Superior and the lead district, of which Galena is the centre. Iron and coal are also found in great abundance. In speak- ing of its climate and productions, it should be known that the isothermal or climactic lines bend far away to the north, as we go west to the Rocky Mountains. If wc mistake not, it is nearly as warm at the north bend of the Missouri as it is at Chicago. Owing to this fact and the richness of ihe country, the Buffalo range nearly up to the south line of British America. The agricultural resources of these 700,000 square miles are absolutely beyond the power of man to estimate. It is the opinion of some of our best informed men that the great plains over which the Buffalo now range in countless thousands, must, after all, become the great corn-growing sections of the Union ; there, too, will be reared the countless herds of cattle and hogs, to be driven here to be packed in beef and pork, to feed the Eastern States, with abundance to spare for all the nations of Europe. And now, Mr. President and gentlemen, with the vast extent, and the end- less agricultural and mineral resources of the country west of the lakes before us, what is the commerce of these lakes to be in the next twenty years 1 It is settling with the most astonishing rapidity. Our railroads are piercing this vast territory. They now reach the Mississippi at Cairo, Alton, Burlington, Rock Island and Dubuque ; and more than a hundred trains a day arrive and depart from Chicago. They will soon be expected through Wisconsin, Minnesota and Iowa — and no one can tell where they will end till they reach the Pacific. If products of the West gathered from only 50,000 square miles, have built up a city of 83,000 people in the short space of eighteen years — for it is only a few months more than that since it was incorporated — who dares to estimate what the next seventy years will accomplish ? I once heard Captain Hunuvin, a veteran sailor of our city, who commenced his eventful career on Lake Ontario in 1812, after referring to the growth and the endless prospective value of the products of the West, say that " the great God when he made the mighty West made also the lakes and the migiity St. Lawrence to float its commerce to the ocean ;" and I might as well attempt to lead the boiling current of Niagara to the sea in a hosepipe, as to ship the products of these 700,000 square miles to the ocean by the Erie and the Welland Canals, and all the rail- roads now or hereafter to be constructed. The West needs the Georgia" Bay Canal and every other avenue to the ocean that can possibly be opened. Mr. Bross illustrated his remarks by a large map of the United States and the Canadas, and their importance will be better understood by the reader by having a map before him when reading them. M. P. Hayes, Esq., in moving the next resolution, briefly stated what had taken place in Toronto in reference to the proposed work. A committee of the Board of Trade was appointed vi'ith full powers to do any thing they might think advisable towards the furtherance of this canal. The commit- tee had had two or three meetings. At the first meeting £110 was sub- 20 III I scribed by membeKS of the Board of Trade, then present, towards the survey, and two or three were appointed a committee to canvass the town for further subscriptions. He was also authorized to communicate with the City Corporation to get their aid for the survey. He had, as yet, received no reply to his communication, but he had no doubt that, when the subject was properly laid before the Council, they would see the propriety of aid- ing the work by a money grant or otherwise. He had the pleasure, also, of being able to state that the Council of Simcoe had voted jEIOO towards the expenses of the survey, and that the town of Barrie was prepared to do its share of the work as well. He had been directed by the committee to issue notices for a meeting to be held on the 6th instant, but after those notices were sent out, another meeting of the committee was held, at which a letter was presented from Mr. Tully, stating that he had already made a survey with a view to the drainage of the Holland River Marsh, of which he would be happy to give the committee the benefit as well as to make another suryey, at a trifling expense. The committee accordingly directed him to engage Mr. Tully's services, and to postpone the meeting till such period as his report could be received. That report they had now heard, and it was of such a nature as to convince them that the thing was at any rate practicable. The great difficulty that usually had to be contended against in the construction of such works, was in regard to head water, but on that point in the present case there was no difficulty, as they were all satisfied that Lake Simcoe had plenty of water. Another difficulty was as to the amount of lockage, but that was not of a nature to be an insuperable objection, either as regarded the cost, or the time that vessels would occupy in passing through. Whatever the cost might be, provided only they could show that the work would be useful, and ultimately profitable, they would find capitalists in England ready enough to aid them with funds. He begged to move the following resolution: — Resolved. — That from the information relative to the country through Vi'hich the proposed Canal would pass, which has been given by Mr. Tully as the result of his preliminary examination, and from the very interesting and important statistical information which has been furnished by Mr. Bross, of Chicago, and Mr. Crocker, of Oswego, this meeting is satisfied that a thorough survey — with estimates of the country between Toronto and Lake Simcoe, and between Lake Simcoe and Lake Huron, with a view to the construction of a ship canal, should be immediately proceeded with, and that the various towns and counties interested in the work be called upon to subscribe sufficient funds for the expense of the survey. Seconded by Mr. Crocker, Oswego, and carried unanimously. Resolved. — That a Committee consisting of three persons from each of the cities of Chicago, Mihvaukie, Toronto, Oswego, and the county of Simcoe, be appointed to take steps to have a thorough survey of the route for a Ship Canal, capable of passing vessels of a thousand tons burden from Lake Huron to Lake Ontario at Toronto or its vicinity, and that the said committee have full power to collect funds, engage engineers, and when the survey is completed and the engineer's report made thereon, said com- 21 wards the the town e with the received the subject ety of aid- re, also, of ;)\vards the ed to do its mmittee to after those at which a y made a , of which as to make ily directed ing till such now heard, was at any ! contended 1 water, but y were all ty was as to nsuperable Id occupy in they could they would funds. He itry through y Mr. Tully y interesting jrMr. Bross, isfied that a to and Lake view to the ith, and that ed upon to om each of ) county of [)f the route burden from hat the said , an(\ when , said com- ' liiee to report to the Toronto Board of Trade, and that the following gen- tlemen compose the said committee: — Chicago. — Messrs. Thomas Richmond, George Steele, Wm. Bross. Toronto. — Messrs. Clarlison, M. P. Hayes, and S. Thompson. Milwaukie. — Messrs. Crocker, Wells, and Walker. Oswego. — Messrs. Crocker, Carrington, and Lewis. County of Simcoe— Messrs. Sanson, R. B. Bernard, and Steers. The first committee meeting to be held in Toronto, and the members thereof in case of eicknesa or absence, to have power to appoint a substitute. Secrnded by Mr, Lewis, Oswego. The resolution, as originally worded, provided that the survey should be made from Lake Huron to Toronto. E. F. Whittemore, Esq., moved the next resolution : — Mr. Sanson suggested that the language should be made more general, by substituting Lake Ontario for Toronto. Mr. Tully remarked that he had no hesitation in saying that the only practicable route was by the Humber. He did not think there was any practicable route to the east of Toronto. Mr. Sanson said he did not believe so either, but he thought the resolu- tion should be made more general. Mr. Bross, Chicago, suggested that for the words "to Toronto," should be bubstituted "to Lake Ontario at Toronto, or its vicinity." This, after some further conservation, was agreed to, and the resolution passed unanimously. Mr. Crocker, Oswego, moved the next resolution j — Resolved — That the great increase of the commerce of the Lakes present and prospective demands an immediate and organized effort to bring the facts on this subject before the public, with a view to pressing on the Canadian Government, the importance of duplicate locks on the Welland Canal, or a new canal, if practicable, between Toronto and Lake Huron, and that with a view to elicit information necessary to a full understanding of the subject, this meeting would be pleased to see a general convention called by Canadian Boards of Trade, inviting dele- gates from the Boards of Trade of all the cities on the lake. Mr. Crocker, in supporting the above, said he had had a conversation with the Hon. John Young of Montreal, and other gentlemen, on *^he sub- ject, and his idea was to have the convention held in Montreal or Quebec, with a view to bringing the matter fairly under the notice of member* f Parliament, and other public men in Lower Canada, and enlisting their co-operation in the work. In Upper Canada, he believed, *he importance of the matter was already fully understood. Mr. Littlejohn, Oswego, seconded the resolution. Mr. Whittemore said it should be borne in mind that Toronto must bo the head-quarters of this agitation, especially as the Government would be here in a few weeks, and Parliament in the course of a few months. S2 Mr. Crocker agreed with Mr. Wlilttemore, that Toronto should be the head-quarters of the agitation, but thought at the same time that many advantages would result from having the general subject discussed at Quebec or at Montreal. The resolution was then agreed to, and shortly afterwards the meeting separated. A meeting of the committee was held immediately afterwards, to con- sider the steps to be taken, in pursuance of the object for which they had been appointed. On the morning following th^ Convention the committee met, all the members being present, and organized by appointing Mr. Clnrkson President ; Mr. Harrington, Treasurer ; and Mr. Hayes, Secretary. It was decided that Mr. Tully should be employed by the committee to complete the survey of a route for the canal from Toronto ma Lake Simcoe to the Georgian Bay on Lake Huron, to report to this committee with a topographical description of the country, levels, heights, sections, and approximate estimates for the construction of a canal capable of pass- ing vessels of one thousand tons burden, a profile of the line to be finished with the report. It was also arranged that the members of the Chicago delegation should secure the services of one of their most eminent engineers, to go over the ground w^ith Mr. Tully, and act with him as consulting engineer in the progress of the survey. In pursuance with these arrangements, Mr. Tully has been actively engaged with a party in completing the survey. The Chicago delegates having engaged Col. R. B. Mason to act as consulting engineer, that gentleman amved here, by appointment, in November last, and went over the whole of the ground with Mr. Tully. Col. Mason was a week engaged in making his examin- ations, and, on his return, expressed himself highly satisfied with the general features of the country, which he considered peculiarly favorably situ ited for the construction of the proposed work, with the exception of the heights called the " Ridges ;" this chain of hills he did not consider by any means an insurmountable engineering difficulty, as will be seen by the following extract from a letter from Mr. Tully : — Toronto, February 1st, 1856. To the Warden and Me7nhers of the Council of the United Counties of York and Peel^ in Council assembled, Gentlemen : — " Aware that strong efforts are being made by the advocates of rival routes for the proposed canal to Lake Huron, to disseminate the idea that the " ridges" offer an insurmountable obstablo to the construction of 28 d be the lat many issed at meeting , to con- ;hey had , all the ^Inrkson try. immittee ia Lake mmittee sections, of pass- finished Chicago eminent 1 him as ice with a party ged Col. ed here, 3 ground examin- ivith the avorably spticn of consider be seen 1856. unties of of rival the idea iction of such a work, from Lake Simcoe to Toronto, I addressed a note to Mr. TuUy this morning, requesting him to enable me to contradict such state- ments, zrA I have now the honor to submit to you the following extract from his reply : — [Copy.] Toronto, January 31st, 1856. Secretary of the Committee Ontario and To M. p. Hayes, Esq., Huron Ship Canal : — " Dear Sir, — " In reply to your communication, of this day's date, requesting infor- " mation with regard to the practicability of a work for the construction *' of a Ship Canal between Lakes Ontario and Huron, I have to state that " from recent examinations, and from actual survey, I have no hesitation " in saying that there are no insurmountable obstacles to the construction " of the above work. . " On the contrary, the explorations have tended to dispel what at first " appeared to be impracticable difficulties. In this opinion I have been " fully sustained by Col. R. B. Mason, the late Superintendent and pre- ** sent Chief Engineer of the Illinois Central Rail Road, who travelled " over the whole of the proposed route with me in November last." • «**««« #«>*#** KIVAS TULLY. ** It is unnecessary for me to urge upon you the immense advantages which would necessarily follow the construction of the proposed work, both in a national and local point of view, but it is highly important that the Committee should not be prevented (by the want of the very limited pecuniary assistance v/hich they ask from the County) from having the survey vigorously proceeded with, and completed during the approaching session of Parliament. " Referring to the communications which I had the honor to address to the Warden of the Uniteu Counties on the 10th December, and 31st January, and confirming their contents, I have the honor to be Gentlemen, Your very obedient servant, M. P. HAYES, Secretary of the Committee of the Toronto and Georgian Bay Canal." The survey being as yet unfinished, I am unable to give the Board any detailed information regarding the quantity of excavation, the pro- bable cost or other details of the work. Three lines are under sur- vey, and the committee expect to be in possession of full details of the peculiar features of each line, with estimates of the cost in each case, by the 1st of April next. 24 The members of the Oswego committee have honored the Treasurer's drafts to the extent of c£100. The Warden of the County of Simcoe has paid the sum jf dElOO, voted by the County Council The committee have obtained subscriptions in the city to the extent of about o£150 in ad- dition to the amount subscribed by the members of the Board of Trade. The Chicago committee have undertaken to pay the consulting engineer, but as it was considered advisable that the survey should be much more extended than was at first considered necessary, further means are required to enable the committee to carry out the understood wishes of the Board and the Convention. It will be seen by the subjoined report of proceedings in the Council of the United Counties of York and Peel, that my application for aid has been favorably entertained, and that a vote of one hundred pounds in aid of the survey was unanimously passed by that body. I insert the proceed- ings in full, on account of the strongly favorable opinions on the project, which the council, composed as it is of practical cautious men, have expressed, and with the expectation that the Warden's remarks may pro- duce a beneficial effect, by awakening the citizens of Toronto to a true sense of the importance of this improvement. Counties Council, ) Tuesday, February 5, 1856. ) Mr. Gamble brought up the second Report of the Committee on Finance and Assessment. The Report stated that the real estate belong- ing to the county, without including the lot in rear of the present Court House — the possession of which is now under litigation with the Corpo- ration of the City of Toronto — is put down at ^£27,525 9s. 9d., which seemed far beneath real value. The whole of the rateable property real and personal in the United Counties, as assessed for 1855 is, ^£5,183,600. If that amount were rather more than doubled, say in round numbers 0610,500,000, it would be a nearer approximation to its true value ; con- sequently when ^65,000 will cover the current annual expenses of the counties, the amount assessed by the Council within the year has barely exceeded that sum, the rate is a fraction over one-ninth of a penny in the pound of the actual value of the rateable property held in these United Counties. The documents from which these abstracts are made evidence a state of financial prosperity, not second to that of any county in the Province. The Treasurer has placed to the credit of the county the sum of i6319 13s. Id., which with dE87 19s. 6d. previously deducted, amounts to 00418 12s. 7d., being oGlO 19s. Id. less than the sum directed to be paid by that officer, by the Report of the Finance Committee in June last. This deficiency arises from the per centage on the non-resident land tax, and the Treasurer oeclares that he has paid over the whole of the money received by him on that account since the provisions of the By-laws, Noa. 5, and 21 came into force. The next important matter to which th9 25 reasurers irncoe has ommittee L50 in ad- of Trade, engineer, uch more 5 required the Board le Council JT aid has nds in aid J proceed- le project, non, have may pro- ) to a true IL, 1856 .} imittee on te belong- sent Court he Corpo- 9d., which perty real 5,183,600. numbers .lue J cen- ses of the las barely nny in the se United ) evidence nty in the ;y the sum [, amounts to be paid June last. : land tax, he money aws, Noa. vhicb tb9 attention of the Committee was called was the application from the To- ronto Board of Trade, made through Mr. Hayes, Secretary to the Com- mittee for the Toronto and Georgian Bay Canal, asking for the grant of money from the Counties to aid in liquidating the expenses of a survey between lakes Ontario and Huron, now making for the purpose of ascer- taining the practicability of constructing a ship canal to connect these two lakes. This project of a ship canal, if possible, is unquestionably of immense consequence to the United Counties. It would not only open up a ship navigation from the head of Lake Superior to the ocean, thus forming a new outlet to the carrying trade from the vast grain-producing countries of the west, through the very centre of the United Counties, with Toronto for its port on Lake Ontario ; but the very numerous locks that must pervade the entire length of the canal would also furnish the means of supplying machinery to manufacture the exports of grain on its way to the sea-board, and might, in addition, supply Toronto with an almost unlimited water power, and the means of making it at once both a great commercial mart and manufacturing city. To ascertain whether these advantages are within our reach is the object of the survey now making, and the question so deeply involves the interest of these Coun- ties, that the committee are of opinion that they should contribute towards defraying the expense, and therefore recommend that the sum of c£100 be granted for that purpose. The report next alluded to the accounts rendered to the Registrar for making extracts from his books for the new Registry office of the county of Peel. The amount was ^275 14s. 7d. The committee consider that the County of Peel should bear this expense. The application of Henry May, late turnkey in the jail for aid in consequence of loss of health while in that situation, and con- sequent inability to attend to the duties ; while the committee would not wish to make any precedent of granting pensions^ yet from the fact that May has been 13 years a turnkey in the jail, and being now entirely dis- abled, they recommend that a gratuity of £25 be given him. The appli- cation from the Court House keeper was also taken up, and the commit- tee recommended that a small addition be made to his salary. COUNCIL IN COMMITTEE. On motion of Mr. Gamble, the Council went into Committee of the whole on the Finance Committee's Report. Mr. Bridgeford in the chair. On motion for the adoption of the first clause, the Warden stated that the city did not claim the property referred to, but claimed to have a contract made between the city and the District Council, and they intend to file a bill in Chancery to compel the County Council to carry out that contract. The question as to the real owner of the property was a differ- ent thing. Mr. Gamble said, with regard to the Deed of Trust, he believed he was the oldest surviving Trustee. He thought it possible that the deed might be found in the office of the Clerk of the Peace. On the motion for the adoption of that clause of the Report which re- commended the Council to grant cElOO in aid of tho Ship CanaJi the 20 Warden said he looked upon it as one of tlio most important undertakings that was ever in the county or in the world. He was satisfied that there was no canal in existence, or proposed, likely to do the amount of good which this one would, if constructed. He had no doubt that it would make the City of Toronto only second to New York in America. No other city but New "Vork would have the advantages which Toronto will have if that canal is constructed. The whole cf that vast extent of country west of Lake Michigan must come this way, and they could not estimate the wealth and resources of *his far AVest. It will not only bring the whole of the produce of that vast country this way, for no other route could compete with it — for nature has made it the most available, and most direct route to the ocean — but it will make the whole couDty one continuous city along its route. If ^£100 would enable them to complete the survey, he was sure posterity would never blame them for having voted it, and if ten times that amount would put the matter beyond doubt they would be justified in voting it. As for the time wlien this work would commence that would be for the City of Toronto to say. He was sorry to see that the City of Toronto had been dormant so long in this important work. They had excited themselves to get an Esplanade because they considered it would be of advantage to them, but he could not understand why the merchants of Toronto had allowed this matter to lie over so long. Since it has been talked of tliey have done nothing. No report had been issued by them, while exertions had been made to bring the old middle route again before public notice, and the Montreal people had been stirring themselves to get the route by the Ottawa again into favor, although they seem to be losing hope of a canal now, and are speak- ing of a railway. But should a railway be constructed it would in no way interfere with this canal. He thought the most strenuous exertions should be made to bring this matter before the Legislature in its strongest light, and if the report of the survey was anything feasible, he did not think that any amount of money would be too great to expend upon its construction. The clause referring to the amount chargeable for the extracts of the New County of Peel, caused a good deal of discussion, and was ultimately withdrawn. The clause in reference to the gratuity to Henry May, caused some discussion, and was voted down ; the majority approving of a personal contribution, which was immediately entered into, and a large sum subscribed. The Warden having resumed the Chair, the report as amended was adopted, and the Council adjourned. Application has also been made to the City Council for a grant in aid of the survey, and should that body not deem it expedient to appor- tion some funds for the purpose, it will become necessary for the Board of Trade, in conjunction with the general committee, to take measures for the procurement of the sum still required. In the absence of any precise information from the engineers as to the details of the work, and its probable cost, the committee hare Png- ertakinga hat there it of good ; it would ica. No 'onto will f country ; estimate bring the her route able, and )ur>ty one complete )r liaving >nd doubt his work He was ig in this Isplanade he could matter to No to bring al people gain into re speak- n no way ns should »'est light, not think upon its Its of the iltimately iry May, roving of d a large ided was grant m ;o appor- le Board neasures era as to ;ee hare deemed it expedient that I should furnish the Board with such general information and statistics beanng upon the financial prospects of the canal as I may be able to give. With this view I have prepared the small skeleton map which accompanies this report, and which may be useftil in illustrating the following remarks : — The subject naturally divides itself under several heads, which are probably most succcinctly stated by the questions which present them- selves at the outset, namely : Ist. "What are the advantages which would follow the construction of a canal from Toronto to the Georgian Bay on Lake Huron 1 2nd. Are these advantages sufficient to warrant the construction of the work in a national, commercial or military point of view 1 3rd. Upon what trade would the canal depend for its revenue, and what amount of outlay do the reliable statistics of that trade or such por- tion of it as may safely be calculated to use the canal warrant, with a view to remunerative returns 1 4th. Wliat would be the effect of the canal upon the existing publid works of a similar nature in the Province, if injurious, lO what extent, and if beneficial, how much so, and is such advantageous action likely to be permanent 1 5th. Is it a practicable work within such an amount of cost as is fully warranted by the answer to question three 1 With reference to its practicability — the water of Lake Simcoe is 469 feet above the level of Lake Ontario, and 109 above Lake Huron* ; it follows, therefore, if Lake Simcoe is to form a portion of the navigation, that lockage to the extent of 578 feet, or 44 locks of 13 feet G inches each will require to be constructed. Of these locks 34 will be com- prised in the distance 28 miles from Toronto to the head of navigation on the Holland River. This river is now navigable for vessels drawing about 6 feet for 9 miles from its confluence with Lake Simcoe. The daming of that lake at its northern outlet, near the entrance of the Severn, would probably raise the water of the Holland River to 8 feet, the remaining 4 feet would be produced by dredging. The river flows over a loose muddy bottom, through which a pole can be easily driven 7 or 8 feet, and is already in several places of nearly, if not quite, the required depth. If the Nottaw saga route is adopted, we have 28 miles of canal to make from Toronto to the Holland River, 9 miles of river navigation to * Bouchet. 28 improve, 22 miles of natural navigation by Lake Simcoe to Barrie at the head of Kempenfelt Bay, 10 miles of canal to cut to the Nottawa- saga River, and 25 miles of the navigation of that river to improve, in order to reach Lake Huron at the foot of Nattawasaga Bay. The Nottawasaga carries a depth often foot for about 4 miles from its mouth, and the remaining distance can bo easily made navigable. If the Matchedash Bay routo is adopted, the canal from Toronto to the Holland, and the improvement of that river, would be the same as in the last mentioned route. The navigation of Lako Simcoo would bo available for its entire length, requiring tho dredging of J of a mile at the Narrows j a canal of 9 miles should bo made at the north-eastern end of Lake Couchiching, to connect with the North River ; and that stream should be improved for the remaining seven miles to its entrance into Matchedash Bay ; this river is now navigable, with 5 feet water, over a soft bottom, for 4 miles of that distance, and is, in many places, 12 or 14 feet deep. From its entrance to the mouth of Matchedash bay there is an easey channel with not less than 6t^ feet water, e::cept just at the mouth of Coldwater River, where a loose deposit, about 200 yards wide, has been formed by the silt brought down by the latter stream ; there is only 4^* feet water on this bar. The distance from the North River, through Matchedash Bay to Sturgeon Bay, ia 5 miles, part of which would require to be deepened, and a few boulders removed. In Sturgeon Bay we have deep water, good anchorage, and shelter from every wind. My object in thus briefly describing the two routes is not for the pur- pose of instituting comparisons between them, but to supply, as far my personal knowledge of the localities enables me, a few of their leading features for the information of the Board, and it must be borne in mind that the engineers are in no way responsible for any of my statements, as they are made entirely on knowledge derived from personal examina- tion. The ultimate decision on either or any route must be made upon full professional reports of the relative costs and advantages of all the routes which may be examined. My object is to shew that the country possesses the chief characteristics upon which the practicability of such a work depends. The proposed canal across the Isthmus of Suez, to admit vessels draw- ing twenty-six feet of water, would p.obably have been commenced ere this, if it were not for the impossibility of constructing a harbour at the • These depths ore from eoundinga made by the writer last Summer. I f.'- j^ 5arrie at ^Ottawa- rove, in y. The 8 mouth, >ronto to me aa in 3 entire a canal ch idling, mproved sh Bay ; m, for 4 From channel oldwater rmed by 3et water tchedash Ire to be ave deep the pur- as far my r leading 3 in mind ments, as examina- ide upon jf all the B country y of such els draw- 3nced ere )ur at the only point on tlio shoro of tho Moditoranonn wlioro tho ciiual could enter that sea; on this point our canal is perf(!ctly sufo, as tlio harbour of Tor- onto is uin-ivalled on tlio lakes, and thoro is no tfifFicuIty with regard to finding harbourage on Lako Huron. Tlio question of an abundant supply of liond water, is one of tho very greatest importance in connc;ction with a canal of this magnitude. A hill can bo cut through or locked over, and tho difficulty in either case is a mcasurablo quantity, but if tho head water is absent, or not easily procu- rable, it is often impossible to arrive at a dofinlto estimate of the cost; and unless the supply can be made ample, canal works of this magnitude are of course impracticable. Ijriko Sinicoo embraces an area of about 500 square miles, with a coast of 108 miles, tho depth varies considerably, and it is on the wholo safe to estimate it at an average depth of .S.*) feet. Tho Severn which now empties the surplus water of this hike into Lako Huron, is a broad, deep and rapid river, and carries a much greater vol- ume of water, than would be supposed from its nppeiirance on the map. I explored this river from Lako Simcoo to Lake Huron last .Tune, and although T was led to expect a large river, yet the depth, volume and rapidity of the current far exceeded my expectations. I was not able to make any thing like an accurate measurement of its sii^e or volume, but comparing it with other rivers, I arrived at the conclusion, that tho Severn carries a volume of water equal to fully twice the size of any river in Great Britain or Ireland, and not far short of the size of the Hudson in the neighbourhood of Albany. It is therefore certain that Lake Simcoe can furnish abundant water for all the requirements of the canal, including almost unlimited water power, and an abundant supply for the use of the city, without disturbing to any considerable extent the general water level of that lake, or interfering with the water privileges dependent upon it for their supplies. Li the absence of detailed s])ecifications, the Oiily way in w..'ch we can arrive at even approximate opinions as to the probable cost of the work is by comparison with the cost of existing works of a similar nature. The Caledonian Canal, the largest ship canal in existence, is 23^ miles long and has 23 locks, each 170 feet long, 40 feet wide, and 15 feet deep ; the width of this canal at the bottom is 50 feet, and its cost was one million sterling. The cut from Toronto to Holland River which embodies the btilk of the work '^^tlie Georgian Bay project is 28 miles long, and requires 34 I 30 IocUh of l.'U feet deop, .'100 feet \owr, \uu\ li) feet wide ; if we except the ♦»xtra cuitliij^- at tliC ilajres, which must bo estimnted separately, and take into account the much more difficult character of the ground throui^di which the Caled()iii:in Canal runs, f think wo will not l.-o far from the truth if we estimate the cost of our work as compared with iho Caledonian in the following niaiuier: — ('alcdonian Canal, 23 miles and 2.j locks .£1,000,000 23 mile-i of the Toronto and Lake^Simco(! Catial, with cultinf canal, and ini- provcMuent of Holland River t'i)00,00() Add for extra cutting at the ridges cCl,oOO,000 Toronto to Lake Simcoe i:3,r)00,000 Having reached Lake Simccc the great difficulty is overcome, and I am inclined to think that ono million sterling may be amply sufficient to cover the? cost of the remaining wm-k and all contingent expenses. The cost of the Welland Canal, including the expense of enlarging the locks, and all outlay up to tho last return is one million and a-half currency, so that for a rough estimate I believe wc are quite safe in considering that the Georgian [> ly and Toronto navigation can be opened under five niil- lions sterling, i must repeat that my conclusions are not given with any pretension to accuracy, and are just as likely to be far over the mark as otherwise. When wo consider that rock cutting, (»f which the Caledonia work is chiefly composed, is fully four times as expensive as clay cutting, and that the Caledonia has 345 feet of lockage, against 469 on the Toronto and Lake Simcoe, my estimate appears more than ample to cover the diiTerence in the extent of the tvvu works. With regard to the advantages which would follow the construction of the proposed canal, it is necessary to a full comprehension of the importance of this work, that a perfect recognition of the geographical position of Toronto, in relation to tho vast producing regions of the west and north on the one side, and to the great shipping ports of the atlantic on the other, should be vividly before the mind ; this can be immediately produced by reference to the map. [t is also necessary that a^concep- tion should be formed of tho present amount, character and course of the trade betweeji these {joints, and an approximate estimate of its probable increase and requirements. I I u LCOpt tllO 1111(1 tnko trh which rnith if an in tlm ()(),OUU no.ooo oo.ooo 00,000 00,000 no, and I (I'lciont lo us. The the locks, rcncy, 8f the western cities have gone on annually, outstripping the wildest dreams of their most sanguine estimators ; and that calculations bafied upon the progress of preceding years have uniformly fallen for short of the reality. Aili?r review- ing the resources of the country north and west of the lakes, Mr. Adams in his report (o Congress in ISC}2, says, (p. ^M)—" This is a brief ond rapid outline of a country and a system of v.'at-jis strangely adapted by the hand of Providence to become the channel of an inland navigation, unequalled and incomparable the world over : I'nough re- gions the richest of the whole earth in productions of all kinds — pro- ductions of the Held, productiojisof 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 the mo.jt precious metals, lead, iron, copper, coal — beyond the most favored countries of the globe ; regions which would, but for these waters, have been as inaccessible as the stepj)es of Tartary or fcjiberia, and ihe value of the productions whereof must have been swallowed up in the expense of their transportation." The trade of the West may, for consideration in connection with this subject, be divided into two great branches ; the one composed of the trade which takes its rise in that portion of the Michigan Peninsula lying to the south of a parallel of latitude drawn through Port Sarnia, (Canadian territory) acvoss St. Clair River, westerly, until it meets the shore of Lake Michigan, then south-westerly to the production of a line drawn west from Cleveland to meet it. The districts embraced within this boundary, may be said to be fairly tributary to the ports on Lake l^rie; it includes the timber trade of Si. Clair, the lumber and produce trade of the Canadian shores of Lake Erie, and the whole of the water- borne trade of Southci'n Michigan and Northern New York, Pennsyl- vania and Ohio. Such portions of this trade as now seek the seaboard by water, ,w'e carried over the Erie and Weliand Canals. The portion which passed through the Weliand in 1854, up and down, was 9i3,000 tons ; and it is a fact well established, and very generally known, that the i^ >:i 82 Welland Canal is not capable of passing with that certainty and dispatch which ihe requirements of modern trade render necessary, anymore or even as large an amount of tonnage as passed through it in that year. It is well known tiiat the canal has of l.:te been so crowded and over- worked that a very large share of the trade which would otherwise have come throutrh the St, Lawrence, has been diverted into other channels by the unctrtninty and delays attending the passage of the Welland Canal. The other brancii of the western trade is that which has for the field of its origin the whole of the vast country lying north and west of the line of ijiiaginary demarcation which is noted in reJ upon the accom- panying map, commencing at Chicago (itself the centre of almost incal- culable traffic) ; this division embraces the whole of Lake Michigan, Illinois, Minesota, Lake Superior with its mining districts. Lake Huron, with its inexhaustible wealth of fish and timber, and every emigrant of the thousands who are daily seeking homes in the far west adds to its resources and requirements. My principal object in making this division of the trade, is to meet the objections of those who may suppose that the Georgian Eay Canal w^ould enter into injurious competition with the Welland Canal, and therefore be inadvisable on national grounds, but it will be at once admitted by any one conversant with the country, that the trade comprised within the first division above alluded to is far more than sufficient for the capabilities of the Welland, and will before many years imperatively call for duplicate locks and increased depth of water in that work. The bulk of the trade from Lake Michigan to Buffalo, is carried in a class of sailing and steam vessels of too large a size to pass through the locks of the Welland. Mr. Jarvis in his report to the Canadian Gov- ernment on the prospects of the Caughnawaga Canal, gives a table of 48 propellers employed (1853) in the trade between Buffalo and Chicago, of which only eleven are small enough to pass through the lo.ks of the Welland. There need be no apprehension then that the Georgian Bay Canal would operate injuriously upon the trade of the Welland Canal. With regard to the nature of the trade upon which our canal would depend! cannot do better than to quote from ihc remarks of one of the Chi- cago Delegates at the Convention of September. Mr. Bross shows that the territory which would be tributary to the Georgian Bay Canal, is more m dispatch r more or lat year, ind over- vise have channels Welland the field est of the e accom- lost incal- Vlichigan, ie Huron, emigrant idds to its 1 meet the nal would therefore mitted by ed within ]t for the peratively hat work, irried in a rough the dian Gov- a table of fFalo and rough the 3ay Canal .1. lal would )f theChi- ihovvs that al, is more I E- 33 than equal to the territory of thirteen oUm stales of tht. American Union in extent of counti-y, fertility of soil, i^.^lubrity of climate, and that this territory is rich beyond computation in mineral wealth. " It con- tains the largest and the richest deposits of load and copper that are known to exist anywhere upon the globe." This territory is vastly more fertile, and capable of sustaining a pojiulation many times larger than all the older states of the Union. There are 700,000 square miles of as fine a country as can be found upon the face of the earth, embraced within this area and beyond the range to which Mr. flross's remarks were confiin d, we have th;i Rocky Mountains with extensive valleys more beauiiful than those of Switzerland, Jind capable of sustaining a population twelve times us largo. Mr. Bross concludes by sayino- : " And now, Mr. President and gentlemen, vvilh the vast extent, and the end!e.«s ngriciillural and mineral resources of the country west of the lakes before us, what is the commerce of these lakes to i)e in the next twenty years 1 It is settlin!.' with the most astonishing rapidity. Our railroads are piercing this va^.i: territory. They now reach the ?>Iit'sissippi at Cairo, Alton, Burlington, Rock Island and Dubuque ; and more than a hundred trains a day arrive and depart from Chicago. They \y'\\\ soon he extended through Wisconsin, Rlinncsota and Iowa — and no one can (ell wiierc they will end til! they reach the Pacific. If products of the West gathered from only 50,000 square miles, havj built u[) a city of 83,000 people in the short space of eighteen years — for it is only a iew months more than that since it was incorporated — who dares to estimate what the next seventy years will accomplit'h '? I once heard Captain Hunuvin, a veteran sailor of our city, who commenced his eventful career on Lake Ontario in 1812, after referring to the growth and the endless prospective value of the products of the West, say that <•' the great God when he made the mighty West made also the lakes and the mighty St. Lawrence to iloat its commerce to the ocean ;" and I might as well attempt to lead the boiling current of Niagara to the sea in a hosepipe, as to ship the products of these 700,000 square miles to the ocean by the Erie and the Welland Canals, and all the rail, roads now or hereafter to be constructed. The West needs the Georgian Bay Canal and every other avenue to the ocean that can possibly he opened." I am not in possession of any data u])on which to form a statistical return of the lake borne trade of the tovv^ns and cities lying along the west shore of Lake Michigan, from Chicago northward to Green Bay 5 i)ut in estimating the trade of that lake, I think we are quite safe in considering the export and import trade of all these ports, together with tiie trade of Lake Superior, at least equal to that of Chicago. The tables and remarks upon the trade of Chicago, from the columns of " The WeeJdi/ Prcss^' which are appended hereto present an array of 84 facts well worthy of consideration in connection with our canal project. If we estimate the trade of all the other ports of Lake Michigan, and the mining trade of Lake Superior united, as equal in bulk to the import and export trade of (Chicago, we have an aggregate total of 3,217,690 tons of shipphig arriving at the various ports on these two lakes in one year. 1 arrive at these figures by doubling the tonnage of vessels which anived at Chicago last year, I think we are quite safe in estimating that, in five years the lake trade will be so increased as to give ample employment to all existing outlets and furnish an amount of tonnage moving up and down on the Georgian Bay Canal, equal to tlie whole of the present trade, [f, in order to be at the safe side in our calculation, we leave out the odd fio-ures, we have three million tons of movement upon which to base our calculations for income. The average toll paid on the Erie Canal is 6 mills per ton per mile; taking the Georgian Bay Canal to be in round numbers, 100 miles from lake to lake we bave 60 cents per ton, or 3 cents per 100 lbs. toll for the entire distance, equal to about 2 cents per bushel for grain ; this would give a return of four hundred and fifty thousand pounds pei* annum, equal to the interest at 6 per cent, of seven and one half millions of pounds,, currency. It must be borne in mind that the above rate of toll per mile, though a heavy burden, vv-hen multiplied by the length of the Erie Canal, is an exceeding low rate on a work like this, vviiicli would render available so great a chain of natural navigation. The cost of fuel alone, which would be saved to a propeller bound eastward from Mackinaw, by using our route in place of St. Clair flats and Lake Erie, would warrant a toll manv times larojer, not takinq; into account tbe saving of lime and advantage of avoidinii; the risks of Lake Erie. Taking the sanie average ra!e per ton per mile as is charged 0!i the Welland Canal, two million tons of property moving up and down on the Georgian Bay Canal would give a revenue ci"516,660 cy. per annum, or interest at per cent, on over eight millions. As before stated, I have no i-eliable data unon which to form even an aproximate estimate of the cost of the proposed work, but these figures would evidently warrant an outlay far beyond its possible requirements. The existence and steadily increasing growth of the trade upon which these calculations are based is a fact beyond question, but it is argued that no canal with such an amount of lockage as this would have, could possi- bly pass so great a quantity of tonnage. The Erie canal in 1853 carried, -r«r- project, ^an, and : to tli(.' total of 3.se two tonnaire ke trade ^ outlets corgiaii er to he figures, ISO our s Canal ] to l)e per ton, 2 cents md fifty r)f seven hough a al, is an liable HO r bound lair flats ing into )! Lake irged on d down cy. per even an ; rlgun^s •ements. n which ued thai Id possi- carried, t it 35 including the local traffic, over two million tons to the sea-board, andlif that work, with its very limited Ci)mparative capacity was capable of transport- ting :i,()00,000 tons, I do not think it is at all unreasonable to expect that the (.ieorgian Bay Canal, constructed, ns it woidd be, with every^modern engineering improvement, and ample capacity for the largest class of lake vessels, should be capable of passing one half as much more. iteducing it to actual })raclice I find that, in order to carry 3,000,000 t ms (up and down trade included) the canal would liave to pass, in all, three thousand vessels of one thousand tons I)urthen eacli, and countinf; '234 working days to the year, we have 120 vessels uf that t^ize to i)ass in 21 hours, or five vessels to be locked through each lock in an hour. The locks woidd, of course, i)e either double or built wide enoucjh to pass two vessels of that toimagc together, or a larger number of vessels of a smaller size. A vessel ISO feet long, 'Ij feet beam and 13 feet hold, built according to the models best suited to the lake trade, would carry 1000 tons on a draff of about 11 feet water, and it is qiute possihle to have the locks constructed so as to p;iss two such vessels at one time, if necessary. 15ut even p;is-;ing one at a time, five vessels in an hour is within the capacity of a well constructed lock ; those of the Sault St. Marie Canal are 300 feet long and 75 feet wide, so that there need be no fear on the ground of incapacity in the work to accommodate sufficient trade to insure j)rofitable returns. CO:\tMANDIXa ADVANTAGES OP Tllli; aEOIKilAX B\Y CANAL, With respect to cost of trans par tat ion and conscqiicnt hcncfu'ial effects upon the interests of the OanaiJian Cajials and sJiipping ports of the St. Lamrencc. Independent of tiio iimnense advantage (particularly in the transport of grain) of passing tlie property through from the western shipping port along-side the ocean vessel in an Atlantic harbour, without breaking bulk, an object so desirable in itself, the (piestion of distance tells powerfully in favor of this work, when placed iu competition with any of the exist- ing channels of water communication, 'i'iiis brancli of tiie subject is best illustrated l>y reference to the accompanying skeleton map, and the table of comparative distances marked in the margin. It will be seen that if Queb:.'c is taken as the shi]->ping port, we have an advantage of over six hundred miles in the item of distance alone, equal on the trans- port of a ton of produce to four dollars at ordinary rates, as compared with the present route by the St. Clair River and Lake Erie. Tlie most important point in this connection, is to show that by 'the coustruc- tion of the Georgian Bay Canal, Canada would offer to the western trade a channel to the sea board, possessed of such advantages as would ro^n- tnand the trade, and make Montreal and Quebec the depots for a large share of commerce, which they would otherwise be no partakers in. The cost of transporting a ton of flour or grain from Chicago to New Vork, by sailing vessel or propeller to Buffalo, thence by the Erie Canal and Hudson River to New York, may be estimated as follows : — Average lake rrei«;hf, Chicago to Buflalo $4.00 Transhipment at BufTjlo, and cooperage 0.50 Canal freight, including tolls to Albany 6.00 Transhipment at Albany, canal boat to river, barge, and cooperage c 0.40 River freight to New York 1.50 ai2.40 At the opening of navigation last year, much higher freights were paid than have been set down in the above estimate ; 25 cents per bushel in some instances was paid from Ciiicago to Buffalo equal to ten dollars per ton. My estimate is ten cents per bushel, which is a low average. Now a vessel of 800 tons l>urden loading at Chicago, could deliver her cargo along side the sea going ship in Mon ;eal, or even in Quebec Harbour, by way of the Georgian Bay and St. Lawrence Canal, in at shorter time, iclihout breaking hulk, and make profitable returns to her owners at 40.s. cy. per ton, shewing a saving of over 84 in addition to the immense advantage of an unbroken voyage, which in respect to rolling freight would be in itself sufficient to command a very large share of the trade, even at equal freights. As the latter route is yet untried, and we have no actual practice upon which to base our estimate of 40s. per ton, it may be well to give the data upon which it is furnished. A vessel of 800 tons burden, builders measu*'e, adapted to the lake trade, built and furnished in a substantial manner, would cost dGSOOO cy., The interest at ten per cent, on tliis outlay .^£800 Sixteen men averaging C20 per month, 7 months.. . . 560 One captain $60, two mates $30 and $25 20 L Provisions at '>12 per month per man 336 Contingent expenses for the season 250 q Insurance on c£6000 cy., 5 per cent 300 Working expenses for the season including ten per , cent. OTi the cost ^2447 \ "T-iT- ?rn trade 111 J ''.OVl- v a large .kers in. » to New ie Canal $4.00 0.50 6.00 0.40 1.50 $12.40 ere paid jushel in )llars per ge. liver her Quebec lal, in al ns 1o her on to the :o rolling re of the ice upon give the the lake SOOO cy., \ I \ 37 At 40 shillings per ton, her gross earnings, per trip (down freight only) would be cClGOO. Taking three trips in the season, (a safe estimate) we we have gross earning.,. -^ ±'4300 o From which must be deducted canal tolls, viz. — Georgian Bay 2400 tons at Ss. per ton c;€360 St. Lawrence Canals, the same ... 300 q Towage through from Lake Huron to Lake Ontario 50 Towage on St. Lawrence (not always neces- sary) GO Towage, Montreal to Quebec (not always necessary) ^, 75 c€905 Nett earning for the season c£r]905 From which deduct working expenses 2447 And we have a margin of. .£1458 to cover contingencies and detc.noriations in value of tlic vessel, and also the benefit of whatever up freight may be got for profit to the owner ; I think therefore that 40$. per ton niny be set down as a very liberal esti- mate of the cost of transporting produce by the Georgian Bay and im- proved St. Lawrence Canals from Chicago to Quebec, and that it allows fully as great, if not a much greater margin foi close competition and reduction of frelofht, than the sum set down as the cost by the Erie Canal to New York. All argument has been advanced in favour of the construction of this canal, and the deepening of the St. Lawrence navigation, which (know- ing it to be unsound) I wish to put aside at the outset, it is that vessels may be constructed so as to carry their cargoes through from Chicago or other inland ports to Europe. This idea must be abandonded at once as untenable, and arming the oponents of the improvement wilh a pow- erful argument, if the claims of the work to public favor were made upon any such untenable grounds. Practice proves that for long sea voyages, the most T)rofitable vessels are those from 1200 to 2000 tons burden, drawing IS to 26 feet water, they require to be coppered and copper fastened, expensively rigged and fitted, and are altogether different from, and far more costly than the vessels best adapted to lake and canal trade. The rig is different, every thing in short connected with the two trades is quite distinct, and neither at all applicable to the uses of the other ; twelve feet is the deepest D 88 draught which can be profitably used on the lakes, and even that draught requires the deepening of several harbours ; let the promoters o^ 'he improvement of our irdand navigation abandon the idea then, that o.:ean ships can ever profitably be employed in the trade between inland and foreign ports, and adhere to established practice, which gives such over- whelming advantages to the route which can alone offer unbroken trans- port in the best paying class of vessels from the far west to the ocean. The Hon. John Young, member for Montreal, and the Hon. Hamilton Merritt, member for the County of Welland, seem from their speeches in Parliament on the 20th inst., to be fully alive to the importance of com- pleting the public works of Canada ; Mr. Merritt says : — We have our minds filled with the idea of railroads. What can they do 1 Carry a iew hundred thousand tons of freight. But cast your eye over our Western country, embracing five hundred thousand square miles, and consider the advantage which would accrue from the production of tliis great country. The St. Lawrence is by far the shortest route for a passage from the west to England. Through this channel of transit freight can be carried from England to Chicago via St. Lawrence, cheaper than by New York or any other route. Have we the trade of the West? No, not even of Western Canada. Is it not lamentable that flour can be carried from the lakes cheaper by New York than by the St. Lawrence. What is the remedy for it 1 It is to complete the public works. The government should be subject to the reproach of the people, that so slight an obstruction as the removal of three bars in the St. Lawrence, in order to render the navigation per- fect to Quebec, should have been so long delayed. The importance of the proposed Champlain Canal is evident. It is objected to in a financial point of view. But consider for a moment a parallel case. It is known that the Erie canal has been enlarged, and the toll on flower is now 22 cents per barrel. This canal has not only paid the interest on the capi- tal, but also yearly put into a sinking fund $1,850,000. for the payment of the capital. They have a constitution which the Legislature cannot repeal. When this canal is paid for in all there will be no necessity for tolls, and it can then afford to carry flour to Albany at a toll 2^- cents per barrel, and, perhaps, take it free of expense. What we should do is to divert the trade from this great thoroughfare to modes of transit through our own country. Now contrast this Erie Canal with our own canals. Not only do our canals not pay anything into a sinking fund, but they do not even pay the interest on their debt. The St. Lawrence canal does not pay its expenses. When we ask for money, the reply is, we are in debt. Yet gentlemen should consider, when raising this cry, whether the proposed use of the money will enlail a debt. If it pays its own way, it is no debt. The obstructions in the St. Lawrence and the con- struction of the Champlain Canal, demands the serious and immediate attention of the Government. The Hon. Mr. Young said — he would glance at the present condi- 89 t draught rs o^ *he lat ^ tean iland and uch over- en trans- ocean. lamiltcn seches in B of corn- can they iast your thousand from the y far the )ugh this icago via Have ila. Is it by New It is to 3Ct to the jmoval of ition per- ►rtance of financial is known s now 22 the capi- payment re cannot essity for cents per ] do is to ; through n canals. It they do nal does ve are in whether ifs own the con- imediate It condi- ( tion and future prospects of the trade of Canada, and they would see what evidence there was of the importance c»f these subjects. Previous to 1847 the whole of the trade of Canada, and of a large portion of the Western States, was forced through the St. Lawrence. U|)per Canada could then neither export her produce nor bring in her imports by the United States. A change was then made in the imperial policy, and they were enabled to send their produce through the United States in bond, and to bring their imports in the same manner. The canals were finished in 1849, and a cargo of wheat admitted through them from the Western States and ground in Montreal ; but tlie gross receipts did not enable them to compete in this operatian with the United States. The whole course of this trade has now completely changed by the effect of reciprocity, which has not only enabled the American pioducer to send his produce through in bond, but opens the markets of the United States for consumption as well as for export. Let them look at the results of this. The receipts of the season at the port of Montreal were of flour 448,000 bbls,, of wheat 634,000 bushels, making, with other grain, a total amount of 3,424,000 bushels, but of this amount only 341,000 bushels were exported ; the whole of the remainder was taken for food by the people of Lower Canada. When they looked at the fact, that property could be moved from any port on Lake Ontario to New York at the same rate as from Montreal to New York, it was evi- dent that the trade must continue to flow through that channel unless superior means of transport were opened. What makes the present state of trade so alarming is the fact that the State of New York is beginning to enlarge her canals to such an extent, that unless some measures are devised for the increase of our means of transportation, we shall not be able to compete with them. The receipts at the port of Montreal had very much decreased of late years ; in 1847 they were exactly double what they are now. Since the new crop came in of one million five hundred thousand bushels of wheat. Lower Canada had only received 128,000 bushels — and since the month of July the whole receipts at Montreal have been only two cargoes against 1,500,000 bushels entered at the port of Oswego — and however prosperous trade might be in Upper Canada it was in a very depressed condition in Lower Canada — and he saw no means of remedying the present state of things, but by the promotion of public improvements. He was satisfied that the people of Upper Canada would be better pleased if they could transfer to the St. Lav/rence tho whole of their produce, and receive all the\r imports by the same way. The sums given by the people of Upper Canada to American forwarders and to the State of New York, were very great, amounting to one hundred and twenty-five thousand pounds. It were highly important that the great public works of this country should be made available for the purposes of revenue ; and that the interest of the c£4,000,000 expended on their construc- tion should be saved — and this could be done ; it would be well worth the attention of the Government. There was one statement which he would make, and which he thought could be easily proved, and that was, that the 250 miles of railway now in operation, and the li 40 250 more that were in course of construction, could never be made available; for carrying such bulky goods as flour and wheat to market, as they could not compete, in point of cheapness, with water communication. Unless other means of transport are found, the trade must go through the lakes to Oswego, and thence through the States to the sea-board. The increase in the trade of tlie Western States was beyond calculation, anc of 34,000,000 bushels, which have movoil from west to east in the year 1855, only 3,000,000 have gone by the St. Lawrence. Allusion had been made to the canal from the St. Lawrence to Lake Champlain, and that was one of the remedies wiiich should be adopted. The Wel- land Canal should also be enlarged for tlie tralfic from the west was increasing so largely that any expenditure by which that trade could be brought to this country ought to be allowed. These works must be undertaken, no matter what expenditure they miglit entail on the country, for that was the only means by which the trade of the country could be brought back to the St. Lawrence. I introduce these extracts to show how vitally important to the pros- perity of Canada, is the construction of a connecting link between the existing Provincial public works of the St. Lawrence, and tlie trade of the West, upon the transport of which these works depend for their returns. It is to a certain extent extraordinary that men of enlightened views, such as the gentlemen from whose remarks I have been quoting, should have entirely overlooked the only really practicable and effective means of making the existing works productive, which is afforded by the construciion of the Georgian Bay Canal. It is futile to talk of building a canal to connect the St. Lawrence with Lake Champlain, unless you first enable the trade which you want to attract, to reach the St. Law- rence. It is like clearing the tail race of a mill in order to draw down the water which is blocked up at the junction of the feeder and the mill pond. It is also idle to talk of enlarging the Welland Canal, as a mea- sure adequate to the end in view. The Welland Canal is a highly important work ; and as l)efore remarked, the trade of Lakes Erie and St. Clair, which properly belong to it, will, undoubtedly, call for its enlargement before long; and there are probably no persons in Canada more fully aware than Messrs. Merritt and Young are of the utter inade- quacy of that work, under any practicable system of enlargement, to accommodate or to attract a sufficient portion of the western trade into Canadian channols, to make the St. Lawrence improvements profitable. The channel of communication which is to effect what may be called a revolution ii} the coui'se of the western trade, must offer commanding advantages in cost, time, and maimer of transjwrt, in order to induce ship- pers to use it, and to be effective for the object in view. I maintain that .( ^y;i ^ I '• r • 41 be made narket, as unication. 3 tb rough 3ea-board. ilculation, ast in the Allusion bamplain, The W el- west was could be i must be il on the ,e country I the pros, ween the e trade of I for their ilic^htened 1 quoting, i effective led by the building nless you St. Law- aw down .1 the mill as a mea- a highly Erie and dl for its ti Canada ;er inade- racnt, to rade into )rofitable. be called wianding uce ship- itain that I the Georgian Bay Canal in connection with improved navigation of the St. Lawrence, admitting vessels drawing twelve feet water would possess all the requisites to enable us to defy competition in the carrying trade between Europe and the vast producing regions of the West. I have previously shewn that freight can be carried at S4.40 per ton cheaper from Chicago to Quebec by this route tlian it can under exi;iting circumstances be carried from the same point by the Erie Canal to New York, v/ith the additional advantage of an unbroken voyage. The same advantages v, ill apply to the voyage from Chicago to New York by our route, as soon as the Caughnawaga Canal is completed with the same depth of water, and the navigation from Lake Champlain to the Hudson correspondingly improved, with this very important addition, that the up freight from New York to the west will help to reduce still lower the comparative cost of transport by the Ship Canals. It will be urged in objection, that when the contemplated improve- ments of the Erie Canal are completed ihat the tolls on that work will be reduced, thereby lessening the cost of transportation ; and M.-. Merritt entertains the view that probably in a few years, when the Erie Canal has paid for itself interest and cost, as it is now rapidly doing, that it will not be necessary to charge any tolls on that work, so that j)roduce would pass as through natural navigation, with merely the expense of the means of transport. Let us deduct the toll now chargeable on the Erie Canal from our calculation of the cost of transport on both routes. Mr. Jarvis, in his report to Hon. Mr. Chabot on the Caughnavvaga Canal, says, (p. 9,) 6 mills per ton per mile may be taken as the average toll at present chargeable on the Erie Canal ; this is equal to $2.40c, which would have to be deducted from 612.40c, the present freight on a ton of produce from Chicago to New York, by the Erie Canal, leaving still, however, $10 against $S, the cost of the transport by our route, from Chicago to Quebec. It is theref )re plain and indisputable that, even admitting the opponents of the Georgian Bay Canal, all the advantage of carrying property over the Erie Canal, entirely free of toll (a con- sumation which is at least problematical,) the Canadian route, with this link completed, would still bo able to compete on advantageous terms with that or any route which can be found. In vears when tlie prices of grain and the other staple products of the West rule hin-h, and the item of freight bears but a small proportion to the value in the European or Atlantic ports of consumption, a difference of $2 per ton in the cost of transportation to the sea-boaul may not 42 nil bo very sensibly felt> nor .vould it bo sufRcient to pro(2u( o a complete revolution in the course of an established trade, but let tiie price of wheat come down to SOs. a quarter in England, and other grains be re- duced in proportion, and I am satisfied that the port which could put the grain on board the ocean ship $2 per ton lower than any other port, must command the trade, taking it fo:" granted that her merchants shew themselves equal to the position which their locality would give them, and that her facilities for ocean transport are not inferior to those of her competitors. In the preceding sections I have endeavored to present the project in its Canadian or national aspect, and to illustrate the beneficial effects which would follow its construction upon the existing public works, and ocean shipping ports of the Province. The financial prospects of the work as an investment of capital have also been imperfectly commented on. , The practicability of the work is proved by the engineers' opinions previously quoted, and I have given such illustrations of the leading characteristics of the country, as my personal observations enabled me to furnish. The advisability of the work, in a military point of view, no one can dispute, as it would insure to Great Britain the control of an uninterupted chain of water communication from the ocean to Lake Huron, for vessels of deep draft, within her own territory; and if at any time it should unfortunately happen that the amicable relations which have so long and so beneficially existed hotween the two countries should be interrupted, the command of Lake Huron would be a powerful engine to preserve peace in the first instance, and failing this, if war should eventuate, the control of that lake would be of immense importance to both or either party. It presents, in this point of view, also, an immense advantage over any far inland route, inasmuch as war vessels, while employed in the transpoit of troops, would also be enabled to act as powerful protectors of the Canadian borders and Canadian trade on the St. Lawrence and Lake Ontario. It remains to consider the project in its local aspect, and its effect upon the progress of Toronto and the Counties of York, Ontario, Peel, and Simcoe. As regards the city its effects would undoubtedly be highly beneficial. Many persons conversant vdth the operation of improve- ments of a similar nature to this, upon the towns which form their ter- mini, and who, from their acquaintance with the trade which this Canal a complete he price of [•ains bo ro- ulcl put the other port, muts shew give them, liose of her tlie project icial eflfecta works, and lects of the imented on. rs' opinions the leading enabled me no one can ninterupted , for vessels e it should 3o long and nterrupted, o preserve (ntuate, the th or either ^e over any le transport tors of the and Lake effect upon », Peel, and y be highly )f improve- i their ter- this Canal I I 48 would command, are competent to judge, have expressed the opinion that the Georgian I3ay Canal, if completed as proposed, would, within ten years from the time of its completion, make. Toronto a city second only on the American continent to such cities as New York, Boston, Philadelphia, and New Orleans, in population, wealth and commerce. Independent of this general view, the direct practical effects of the work are well worthy of consideration. Accordin^^ to the result of the examination so far, the canal, if constructed, will enter the bay either at the Qu( en's Wharf, or through the valley of the Don ; in either case there will be a channel, with an abundant 8uj)ply of water, carried alorig from west to east, on the high ground, imn)ediately in rear of the city, so as to afford unlimited water j)()\vcr, with ample fall for milling and manufacturing purposes, as well as for the supply of the inhabitants, and extinguishment of fires. This branch of the subject has, however, been so ably handled in Mr. Hartman's speech in the County Council (see page 25 ante) that it is quite unnecessary for me to enlarge upon it. As regards the counties, I believe there is but one opinion among the farmers and land owners, who are interested in their improvement, as to the immensely beneficial effect which the construction of the Georgian Bay Canal would have upon their prosperity and progress. Independent of the enormous traffic which would flow through this channel " enriching as it went," the canal would afford almost unlimited water power at various points along the line. Mills with every modern improvement would rapidly spring up along its banks, and in place of sending our wheat in the shape of raw material to be ground with the wheat of the western prairies at Rochester and Oswego, as is now so largely practised, to the serious prejudice of all tradesmen connected with the manufacture of flour in Canada, we would ourselves become the importers of the western grain, it would be ground on our own soil with the produce of our own counties. The country between Toronto and Lake Huron would become thv) great grain and provision depot of America and consequently of the world. Our own architects and artizans would huild these mills, our own mill- wrights would fit them up, our forests would furnish the timber, our coopers would convert it into barrels, and in brief all the advantages which the manufacture of a staple article (not subject to disadvantages of more elab orate manufactures of fabrics) would follow the construction of the proposed canal. I fear that my communication will be considered too lengthy, but the 44 importance of the subject must bo my apology, anil when I assure you that ( have only touched upon a very few of the advanlageouj* aspects in which the project may be viewed, the council will readily excuse the length of my report. I liave the honor to be. Sir, Your very obedient servant, M. P. HAYES, Seerelary to the Committee of the Toronto and Oeorgian Ray Canal J. W. BiiENT, Esq., Secretary Toronto liuanl of Trade. TABLES OF THE TRADE OF CHICAGO. The nppcrided table shows the shipmcntH of flour from this port by lake, for a series of yenrs : — SniPMF.XTS OP FLOt'Il BY I.AKR FOR TWELVE YEAUS. YEAH. IlDf.S. 1844 G.3-:3() 1815 13.752 1816 28,045 1847 3-.>,538 1848 45,000 1^'^-J 185U 51,300 siirwicNTS OP rLotii luii three years. By Lake bbls. " Canal " Gnlntm Riiihoad " Mich. S, " } " Mich. C. '• \ " Rock. Is. " " III. Cent. " " 111. & Wis. " »' C. & Miss. " City consumption and balance on hand 1 ••^•'50 100,871 1851 72,407 1^'J- Gl!l96 1^''>3 70,884 5tt.573 l=*5-'> 77,082 1853. IPPI, 1855. 0,980 58,573 77,082 1.107 520 372 415 3.394 2,825 G61 27,3ni 31,335 15,47(5 51,041 • • • a 457 604 988 1,72G ■ » ■ w 1)6 160 « s • ■ 10 • • • M G,940 116,045 156,893 Total 131,130 224,575 320,312 LEAD. Our receipts of Lead have the last year more than donI)Ied. This is a natural consequence of the completion of the Galena and Illinois Central Railroads, leading directly to the mineral districts, and was fully anticipated in our last annual report. The principal receipts are, as to be expected, by those two routes : KECfllPTS OP LEAD FOR THREE TEARS. 1853. By Lako, lbs 108,150 " Canal 1,206,607 " Galena Railroad 1 ,759,000 >' Rock island " Illinois f'entral Railroad Chicago & Mississippi Rail Road 1854. 140,000 35,463 4,051,346 14,455 5,864 1855. 1,250 6,071,653 Total ;j,253,763 4,247,128 9,965,950 niro you that Ids in which the length of nt, fES, 'gian Bay Canal )ort by lake, nnL«. .... .100,871 7') JOT fil,l<)() 7().)5rt4 . 5R.573 77,082 PI. 1855. 573 77,082 5C0 372 304 2,825 3f)l 31.335 47G 51,041 157 G04 706 9(5 IGO 10 « ■ • ■ 345 15G,8!)3 375 320,312 1. ' Phis is a nois Central r anticipated )e e: '^.pected, 1855. 1,250 G,071,G53 45 tBIPMCMTf or LCAD roB TBRIB TIARI. 1853. 1854. By Lake, lbs 3,100,990 2,591,033 •• Michigftn Southern Rail Road > 127,015 •• Michignn Central " \ 151,650 " Rock Island ♦• 1.810 " Illinois Central " 85 •• Consumed and on hand 1,123 1,527,185 Total 3,253,703 4,247,128 TOTAL RECEIPTS OB" LEAD FOR POUR YEARS. 1852. 1883. 1854. 1,367,327 3,253,763 4,247,128 1835. 3,117,840 22,120 6,825,990 9,995,950 1855. 9,965,950 STEAM AND SAIL TONNAGE. The steam and sail tonnage passing the St. Clair Flats during the season of navigation may be put down at 2,000,000 tons. There are now laid up in winter quarters in the harbor of Chicago, 6 steamers, 13 propellers, 5 steam tow-boats, 24 barques, 25 brigs, and 160 schooners — total, 233, the value of which is not much, if any less than $2,000,000. The following table shows the number and tonnage of vessels arriving each month, for the season of 1855: KUMDER AND TONNAGE OP VESSELS AnillVIXO AT TOB PORT OP CniCAQO DURING THB SEASON OP 1855. Months. • E 0) o, o h to a ea • CO 2 a o o CO C o o • 09 *-» o Tonnage. March --.- 20 44 68 54 42 53 49 48 40 16 10 38 63 47 60 56 60 36 11 1^ 23 29 28 27 23 oo 6 10 61 bZ 85 95 63 62 53 14 8 214 459 199 604 588 480 551 408 77 6 4 7 6 2 5 2 1 I 1 34 282 652 707 799 820 677 745 560 125 12387 April 76059 May 150750 June.................... 167090 July 170189 Aueust •.••--•--•. ...--•. 196758 Sentember 170422 October 181354 November ............... 142872 December ............... 39164 Total 434 381 177 505 13878 35 6418 .1200 1316045 Arrivals unreported ........ 292800 Total in 1854 6610 5021 1589 1708845 1092644 Increase in 1855 516201 9,065,950 It is estimated by those well qualified to judge, that there have been at least 1,200 arrivals during the season not reported at the Custom House. If to the number given in the above table these be added, we have a total of 6,610 vessels arrived, with an aggregate of 1,608,845 tons burthen. B 46 WHEAT. Within a very few years the wheat crop of the Western States has increased to an almost incredible extent. Upon this and kindred matters, the late U. S. Government returns afford but a slender criterion u|)on which to judge of tho present production., The wheat crop of the State of Illinois for 1849, which it is well known was less than an average, is given by the U. S. Census returns at 9,414,575 bushels. The crop of 1855 is without doubt double that of 1849. From most reliable returns in our possession, the estimate of the crop of the State, as published in this paper a few days since, is placed at ^0, 000, 000 bushels, and this estimate is believed to be under rather than over the actual yield. No better evidence of the increase of the crop of the State, and what is true of this State is, in a less degree perhaps, true of other Western States, than the receipts at this point for the last ''cw years. In 185'J the total receipts ofwheat at this place were less than 1,000,000 bushels. In 1854 it was thought to be a wonderful increase when they had swelled to ^,038, 955 bushels; and so indeed it was. But what shall be said now when the figures for the last year give us a total receipt of 7,535,097 bushels, and a shipment of 6,298,155 bushels — an amount exceeding that of any other p^rt in the world. for\ ma( By 14 On CORN. The Corn crop of the State <>£ Illinois is a theme of no meagre proportions. There is no country in the world which, in promise, can begin to equal it. In comparison Ancient Egyp' descends to a subordinate position, and Pha..ioh'3 elevators would find their match to handle half of it. Upon all other productions of the State there seems to be some little use in estitnates, but when we come to corn, figures appear to be dismayed. The corn crop of 1854, from which the supply of the last year has been received was almost a failure, owing to exces- sive drouth, and the common expression of the country in speaking of the crop was to tho effect, that there was " no corn." So general was this expression that at the date of our last yearly review, considerable d^ubt existed as to the possibility of the receipts of 1855 equalling those of th° previous year. A coin- parison however of the receipts of the two seasons shows that so far from decreasing, those of the last year exceed those of the previous one by over one million of bushels. The crop of 1855 is the largest ever before raised in the State, and from this the supply of the coming season is to be derived We may therefore confidently predict such a surplus of corn for the next twelve montlis, as has rarely if ever before been collected at any one point in the universe. Here are the figures for the last four years. RECEIPTS OF COUN FOK POUR TEAHS. 1852. 1853. 1854. 1855. By Lake, bush 1,808 '* Canal 1,810,830 2,481,334 4,390,995 3,701,441 " Galena R.R 671, 9G1 228,505 2,038,743 3,761,619 •• Mich. S. R. R. ••Mich.C.R.R 1,823 328 8,918 •♦Rockls.R.R 17,862 564,757 350,123 •' 111. Cent. R.R 3,595 229,566 472,654 •» 111. & Wis. R. R 57,574 37,622 •' C. & Miss. R. R 1.892 •' Teams 508,220 136,220 200,000 200,000 Total 2,901,011 2,869,339 7,490,753 8,532,377 I i as increased e Inte U. S. udge of tho 19, vvliich it isus returns latof 1849. crop of the L>0,000,000 ictuul yield, at is true of ?s, thnn the ns of wheat u;^;ht to be a d so indeed ar give us a )ushels — an roportions. lunl it. in Phn,iioh's )roduct;ion3 n we come whicli the ^^ to exces- )f the crop expression I as to tho '• A com- ) far from y over one ised in the We may fe montlis, ! universe. 1855. 3,701,441 3,761, 0'19 8,918 350,123 47:2,654 27,622 200,000 8,532,377 Total 937,496 1,685,796 3,038,955 7,535,097 The shipments of Wheat by Lake from this port for a series of years com- i raencing with 184-J, are as follows : — BUirMENlS BV LAKE OP WHKAT FOIl FOURTEEN VEAR3. 47 The Lake continues to be of course the principal route by which Corn is forwarded from this place. The accompanying table will show the disposition made of Corn for three years past : BUIPilENTS OP cons FOR THREE YEARS. 1853. By Lake, bush 2,739,550 " Canal " Galena Railroad •' Mich. Southern R. R •' xMich. Central R.R 40,676 Ground at City Mills Used by Distillers 61,000 On hand, consumed and unaccounted for 8,111 1854. 6,626,054 1,725 13,305 12,812 184,003 18,500 100,000 534.354 Total 2,869,339 7,490,753 BH1PMENT3 OP WHEAT FOB FOUR YEARS. 1853. 1,206,163 1,616 1852. By Lake, bush 635,196 " Canal 607 " Galena R.R " Mich. S. R. R •• Mich, C.R. R " Rock Island R. R •' 111. Cent. R. R " C.& Miss. R.R Floured by C. Mills 288,493 Used by distillers 13,000 Shipped, consumed, on liand, and unaccounted for 102,267 372,748 3,000 1854. 1,650,489 863 3,358 125,127 325,978 248 44 820 330,000 1855. 7,439,259 4,189 74,177 30,370 200,000 784,382 8,532,377 1855. 5,719.168 59,680 176,543 342,288 286 398,250 402,230 838.692 TEARS. BUSH. 1842 586,907 1843 688,967 1844 891,894 1845 926,860 1846 1,459,594 1847 1,974,304 1848 2,170,830 YEARS. BUSH. 1849 1,936,264 1 850 883,644 1851 437,660 1852 635,496 1853 1,206,163 1854 1,250,489 1855 5,719,168 EXPORTS OF THE PRINCIPAL GHAIX POUTS OF THE WORLD COMPARED WITH CHICAGO. Odessa 5,600,000 Galalz & Ibrclla .. 2,400,000 Pantzic 3,080,000 St. Petersburg Archangel Kiga Chicago, (1854)... 2,644,860 Chicago, (1855) 7,715,250 5,600,000 all kinds >» 6,837,899 7,517,625 1,440,000 320,000 1,328,000 3,419.551 2,000,238 7,040,000 8,320,000 4,408,000 7,200,000 9,528,000 5,00 J, 000 12,902,310 16,933,813 48 HOGS. Number teceived io the four packing moaths of 1853 138,515 Weight in lbs 25,778,879 LUMBER. FEET. Boards and Scantling 306,000,000 Laths 46,000,000 Shingles 17,000,000 BEEF. The value of the Beef packed for the last four seasonr compared with the present is for, 1852 1853 1854 1855 GENERAL SUMMARY. Total number of miles of railroad centering in Chicago Feb. 16th 52 Total number of miles now completed and in operation Increase in four } ears, or more than 600 miles per year Total number of miles projected to be completed in from five to eight years Total number of miles of railroad in operation in the State of Illinos Feb. 16th, 1852, four years ngo Total number of miles now in operation Increase in the Stale in four years The total earnings of all the railroads (40 miles^ leading in to the city during the year 1855, say $650,621,000 865.949.850 ,865,779,110 1 152,420,860 40 2,993 2,893 6,449 95 2,410 2,315 $40,000 $13,298,201,090 13,258,301,090 Total earnings of the roads leading into the city for the year 1855. Increase in four years thirteen and a quarter millions of dollars Toial number of trains arriving and .departing now (rid winter) daily, 96. Add 12 to 20 per cent, when the Spring busaiess opens and the number will be about Number of points at which the Chicago railroads reach the Miss- issippi Population of Chicago in io52. . . Population of Chicago iu 1855, years Total receipts of graiu at Chicago for the year 1854 bushels Total receipts of grain for 1855. Increase about 33 per cent. bush. Total shipments of grain from the port of Chicago for the year 1855 bushels Total number of hogs handled iu Chicago for 1854-5 Total value of the beef packed in hicago in 1855 $1,152,420,960 or nearly 1-50 per cent, in three 110 8 38,783 81,509 15,804,423 20,487,953 16,633,813 138.515 Receipts oflumbei at the port of Cnicago for 1855 feet Now laid up in the port of Chicago, Steamboats, Propellors, Sail Vessels, ^c Total number of vessels arriving in Chicago during the last year. . The total tonnage of vessels arriving in this port for 1855 . . . .tons Amountjof duties received on foreign goods at the Chicago Cus- tom House Total amount of capital invested in manufactures during the year 1855 ; shovi^ingf $2,075,000 increase over the present year Total number of men employed in manufacturing (increase in 55 3,7000 Total value of manufactured articles, (increase in 1855 $3,161, 491) • Total amount expended in improvements, stores, dwellings, hotels, &c., (increase in 1855, $1,296,844) 326,553,467 233 6,110 1,608,845 $296,844,750 $6,295,000 8,740 $ 11,031,491 $3,735,254 138,615 25,778,879 FEET. 306,000,000 46,000,000 17,000,000 sd with the ^650.621,000 865.949.850 ,865,779,110 152,420,860 40 2.993 2,893 6,449 95 2,410 2,315 $40,000 ,298,201,090 ,258,301,090 110 8 38,783 81,509 15,804,423 20,487,953 16,633,813 138.515 ,152,420,960 326,553,467 233 6,110 1,608,845 296,844,750 $6,295,000 8,740 ^ 11,031,491 $3,735,254