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Thoaa too larga to ba antlraly includad in ona axpoaura ara fiimad baginning in tha uppar laft hand comar. laft to right and top to bottom, aa many framaa aa raquirad. Tha following diagrama illuatrata tha mathod: Laa cartaa. planchaa, tablaaux, ate, pauvant Atra fiimAa i daa taux da rMuction diff Aran^a. Loraqua la document aat trop grand pour Atra raproduit an un aaul ciichA, II aat f limA A partir da I'angia aup4riaur gaucha, da gaucha k droita, at da haut an baa, an pranant la nombra d'imagaa nicaaaaira. Laa diagrammaa auivanta illuatrant la mAthoda. 1 s 3 1 2 3 4 5 6 1 4 COMMUNICATION FROM TIIK SECRETARY OF THE TREASURY, TnA.V8MITTIKC, IN COMPLfANCE WITif A RESOLUTION OF THE SENATE OF MARCH 8, 1851, THR REPORT OF ISRAEL D. ANDREWS, CONSUL OF THE UNITKD STATES FOK CANADA AND NEW BUUNSWICK OS- THE TRADE AND COMMERCE or TUB BRITISH NORTH AMERICAN CO AVD UPON TUB TRADE OF THE GREAT LAKES AND RIvMi^TCHEVi!:^ | ALSO, ^J/foj't/ Jji/cyf,' } .. / NOTICES Of TUK INTERNAL IMPUOVEMKNTS IN EACH STATE. OP TUB Gin,F OP MEXICO AND STUAIT3 OP FLORIDA, AND A PAPER ON TIIK COTTON CROP OP TOE UNITED STATJC8. WASHINGTON : BBVERLBY TUCKER, SENATE PRINTER. 1854. I I t a t I y tr tc St COMMUNICATION rnoM THE SECRETARY OF THE TREASURY. I IN THE SENATE OF THE UNITED STATES. August 26, 1852 — Ordered to lie on the table, and be printed. August 30, 1852. — Ordered, that 5,000 copies additional for the Senate, 1,000 additional for the Secretary of the Treasury, and 500 additional for Israel D. Andrews, be printed. August 4, 1854. — Resolved, That there bo printed, for the use of the Senate, five thousand additional copies of tho Report of Israel D. Andrews, Senate Ex. Doc.'No. 112, First Session Thirty-second Congress. Treasury Department, August 25, 1852. Sir : The resolution of the Senate of the 8th March, 1851, requests the Secretary of the Treasury to "communicate to the Senate, as early as possible at the next session, full and complete statements of the trade and commerce of the British North American colonies with the United States and other parts of the world, inland and by sea, for the years 1850 and 1851, witii such information as he can procure of the trade of the great lakes." In compliance therewith, I have the honor to transmit a report, by Israel D. Andrews, accompanied by numerous statistical tables, carefully compiled from official sources, with maps prepared for, and illustrative of, said report. I am, respectfully, THO. CORWIN, Secretary of the Treasury. Hon. Wm. R. King, President fro tcrnjwre U. S> Senate. 1 I NOTE. (n tho prugrcsH of tlio prcpariition of Uio report, it wati found ncccBsary to cliungo Part III to an appendix, whicli containn notineM of tho trade and rommorco of Cincinnati, Louisville, St. LouiB, Pittsburg, New Orlcann, the Hlcam-inarinc of the interior, of tlie inland water- routes, tho increase and vahio of tho foroi^rn and domestic trade, navigation, &.c,, &c. ; aa also tables showinjj tho exports and imports of tho principal Athintic States for a series of years, and statements of the increase in tho tonnage of tiio several States from 183G, witli tho per cent, increase of tlic total tonnage, and that of the several States. It was conceived very desirable to iiuhlish a particular account of tlio inland, coasting, and forcif^n trade of tho principal Atlantic cities, and a ]iortion of tho materials worn collected for thai purpose ; but, for tho want of correct statistical data, it was found to be impo88il)lo to have them of a character suited to this report. It is pi ncr to state in this place my thanks to Mr. N. Davidson, late of tho UutValo Ad- vertiser, for his very valuable and intelligent services in tho preparation of the report, parti- cularly in those portions relating to tho trade of tho lakes and the importance and value of the internal trade. The importance of tho Mississippi trade, througli tho Gulf of Mexico, to every portion of the Union, it is presumed, will be regarded by all as a full justification for the copious notices, in the appendix, of tho Gulf of Mexico and the Straits of Florida ; and the value of tho cot- ton crop to the whole coimtry called for the extended and complete exposition in regard to it there inserted. Similar reasons — and to exonerate the report from the imputation of being sectional — demanded tho notices of the commerce, railroads, &c., of tho southern States and southern citic). It is believed no one will object that they were not within the strict literal terms of the resolution under which tho report was prepared. The annexed map of the Gulf of Mexico and Straits of Florida, and Isthmus of Tehuantepec, furnished, as before stated, by the Coast Survey, is the first one of the kind ever published from authentic sources. It will be found interesting in illustration of the views taken Ir. the paper contained in this report respecting this American sea, and generally with roi '. jco to other considerations. The labors of the Coast Survey are progressing in that quarter, i.nd ere long their results will be published. This map is but an index of what they will bo. Thorough and exact as the severest labor and the highest oidor of scientific skill can render them, their usefulness to our commerce will be unapprcciable, and their benefits will extend through ages. 1. D. A. Washinotov, 1852. f (Ui iir. IV. V. vi. VII. VIIJ. IX. 'i X. 7 XI. 7 xir. A' fiCHEDULE OF DUCUiMENTS. VII SCHEDULE OF DOCUMENTS. I (ttntral InlrodHrlory ; r(Mii|trining a rovicw of tlio trade of the jjrcat liikrH, internnl coni- ini'rre, ami also of tlio triido and roiiimerco of tin* North Aiiioric^aii Colonifs. I. The Stit-fishnitii pf Brithh J^orth t'lnurkn on the Bay of Fundy, alonjf tho coaKlH of Nova Scotin, on the Grand Bank of Newfoundland, and within tlie Gulf of St. Lawrence. II. The Trade nf the Ureal Lakes; accompanied Ity returns exliihitinf^ tho rine and pio- |rresM of that trade, and '\\.' present eunditioti and value, with a ])articular descrip- tion of eacli of tho lakes, in relation to its extent, resources, trihutaricx, outlets, and prosi)cctivo eoinniercn. III. i^eo Appendix. IV. Review of the Canals and Itailrnadu nf Ihe United Htates, showing tiieir intluenco ujmn, and connexion with, the trade of tho Great West ; iicconipanietl by a general map of rnilroadH and canals, American and Colonial. V. The Province of Canada, with a general descrii)tion of its physical features and re- sources, intercolonial trade, foreign eonunerre, transit trade, internal tradic, ami public works; accompanied and illustrated hy a map of the Hasiii of the St. Law- rence, prepared specially for this report. f.Ji 5 VI. The Province of ^Vfiw ISrunswick, with descriptions of its physical characteristics, riv- ers, seaports, ami harbors, its forests and its tisheries, with Ftr.tisticnl returns ami observations on tho free navigation of the river of St. John. VII. The I'rovince of Aoru Scotia, with a description of its geographical position, its most striking featurcR and various resources ; as also returns in relation to its trade, coiu- nierce, flahories and coal mines; as also specinl notices of Cnpc Breton jind Sable Island. VIII. The Inland Colonij of .Veufoundland, witli a iliscription of its position between tlie At- lantic oc«!aii and Gulf of St. (..awrence, its physical features and abunilant fisheries, accompanied by returns of its trade and commerce ; aH also descriptions of the Lab- rador coast, itiul ot" ;he harbor of St. .lohn, in connexion with the proixised estab- lishment of a line of stcanislii])s from tliat port to Ireland, and connected by electric telegraph from thenco to the United States. I.\. The Colony of Prince Edward Isliind : its agricultural capabilities, trade, cuninicrcc, and position, in relation to tho fisheries of the fJulf of St. Lawrence. X. The Inlrrconrse Inlween (Ireat Bvilain and her X'orlh .lint ric(tn Colonies; luconin.iiiiod by tabular statements and returns. XL The Trade of some of the ..Itlantic ports of the I'nitid Stal(s vith tlir ,\orth .Imerican Cvlo- nics hij sea ; illustrated by tables and rt!turns, accoiniJiuiicd by a map of the Lower (\)loiiies ; prepared expressly for this report. .Ml. Review oftheyrcstnlstateoftheDetii-scn Fisheries wing resolution ctf the Sensilc ofthc United Stales: •• That the Secretary of the Treasury bo rctjuestod to cotntnunicate to tlio Si'uate, as (>arly as possiljle, at the next session, lull and com- plete statements of the trach; and conunerce of the British North Aincr- icun colonies with the United States, and other parts ol" the world, on land and by sea, in the years 1850 and 1851, with such itifbrmntion as he can procure of the trade of the great lakes." You directed his attention to the general importance of all the sub- jects embraced in the resolution, their intimate relation to many branches of national interest, and the necessity of having such report submitted to you in the most correct t()rm, and us lull and detailed, as the shortness of time would permit. You were [)leased, also, at a sul)se(|uent ptiriod, to gree with tli(^ c(,'rtain and almost incal- culable annual increasti of this iratle and connnerce. This ill- arranged and imperfect system of managing the lake trade and internal commerc*.^ of the couutr}' is presiinled to the notices of the government, and offered as an apology why the report on this trade and comuK^rce is not more worthy the high importance of the interests involved. If iiatiourd considerations should induce a desire ou the part of the. government to possess other reports on the internal trade of the country, it will be m'cessary to provide f()r a more jn'rli'ct sys- tem of statistical returns and to (.-arry it out by legal re(}uirenients. It is not intended to suggest that any no\t'l coercive huvs should be udo[)ted, interfering with tlur free and unrestricted exchange of goods and productions of all kinds between diflerent sections of the cfauitry. Free connnerce, especially internal canmeree, unli'ttered by restraints originating in s(.'ctioiial or local partialities, or prompted by like selfish interests, is no boon from any govenunent to the i)eoj)le ; it is iniijues- tionably their natural right. There can be no doubt that a system might be easily dul that of Con- gress can supply this deficiency. The public eye has ever been steadily fixt.-d (tu the liireign com- merce of the country as the right arm of national strength. This cnm- nierce has increased so rapidly, and the tradt; as well as the tariffs fi ;oin- nm- ^ COLONIAL AND LAKE TRADK. O have boen so grcally cliangecl, that now anaiigctnents of the old re- turns aro (lemandefl to cnablr the (l('[)artniental condensations to be perfect and roadil}'^ inlolligiblc. The reports on commerce and navi- gation now give the total tonnage of the [Jnited States, but do not state the character or class of vessels composing the mercantile marine of a country scarcely second to any in the world. It is also necessary that more complete statements of the trad(j and commerce of the great cities of the Atlantic seaboard and on the (inlf should belaid before Congress annually, and these; improvements in th<-'ir arrangement could be made, and they might be; fuller in detail than those hitherto submitted, with comprtihensive statisticrd accounts of the coasting trade and naviga- tion, and distinguishing between steamers and other vessels. It is proper to remark that the present arrangement of returns of the internal and coasting trade is mostly govcnned by the law of 1799, when the trade was in its inliuiey, and commerce received rather than created law. In the dis'Missions which have taken plae<' in Congress of late Yf'«rs, in relation to great public questions, such as the public lands, or the improvement of rivers and harbors, tin; most meagre statistical state- ments have been adduced in many cases, and loose hypotheses assumed in others. This is attribu'ible to tlu; absences of authentic olHcial re- turns, and is conceived to ^k; a justification li»r presuming to bring this subject to the attention of C(Kistimate of Colonel Abort, of the topographical engineers, the value of die commerce of the lakes was one hundred and eighty-six millions. Owing to various causes, but particularly to the great influx of ibreiguers, and the. opening of new and extensivi! liuf s of intercommunication, it has recently increased still more largely, until, in 1851, it amounted to more than three hundred millions. And these estimates do not includt; the value of tlie property (•onstantly changing hands, nor has any notice been taken of the cost of vessels, or the profits of the passenger trade. It is not within the scope of this report, nor is it practicable therein, to attempt a/wW exposition of die trade and commerce of the Mississippi, the Missouri, or the Ohio, ilowing through that great valley, unsurpassed in all the elements of wealth by any region in this or the Old World. This trade and commerce is worthy of the particular and earnest attentioii of American statesmen. And it is here proper to state, that one gr(!at caust; of the growth of the lake trade is the tiict that a cheap and expeditious route from the Atlantic to the Great W(\>Jt is aflbrded by th(! internal conmiunications, by railroads and canals, opening the way through the great lakes and through the Aileghanies, instead of being restricted to the rivers Ilowing southward. The following facts in relation to the trade of the Erie canal are pre- sented as confirming the abovi,-, and justifying fiirther and full official investigation as to the entire internal trade of the West:* In 1835 there lefi the lakes by the Erie canal lor tide-water, 30,823 ions of wheat anrl ilour. In 1851 therc^ left tiie same points, on tho sanK! canal, 401,187 tons of similar articles. In 1851 th(; total amount of wheat and flour which reached tide- * Tlie farts licreimiftor Ktiilod will-. r('K|inut to tlio trade and cuiuincrco of tlic MisiBRippi and its tril)iitariP9, and of tliy States and cities on tliuir shores, and on tlie Gulf of Mexico, and coinineti'd witli tlioni, are important not only in reirard to tlial specific trade and com- merce, i)ut ii>r their relation to tiuit of tin- l.iltes, and, inland, by canal and railroad to tho Atlantiu seaboard. It has been found in some defrrce necessary to refer to tho t'ornier in full elucidation of the latter, Tho (^reat interests ot the southwestern and southern StateB de- mand, however, a fuller and more perfect notice than the resolution calling for this report, and limiting it to other sections, will allow to ho now made. ar fl COLONIAL AND LAKE TKADE. , i water by th(3 New York cnnals, was 457,624 tons ; showing thiit while betv/cen the lakes and tide-water the State of New York furnislicd 97,729 ton> over 75 per eent. of the; whole quantity delivered, in 1851 it onl^ nnished 50,437 tons, or about 11 per cent, of the whole quantity, t'le remaining 89 per cent, having been received from the West, and from the territory of Canada on th(! lakes. The total tonnage ascending and descending on all the New York canals in 183G was ], 310, 807 tons, valued at $67,634,343, and paying tolls amounting to $1,614,342 ; while in 1851 it amounted to 3,582,733 tons, valued, ascending and descending, at $159,981,801, paying tolls amounting tn $3,329,727. The tralfic on the Erie canal, and the principal routes from the interior to the Atlantic, has sucli an important relation with the whole trade of the nation, that it was conceived that this part of the report would be incomplete without a proper reterence to the trade of such routes ; which will be found attached to part IV, with a reierence to the com- merce of some of the principal Atlantic and interior ports and compara- tive statements. The great lakes are not a straight lin(!of water, but present a zigzag course. Their surplus waters all find their way to tlu; ocean by one great outlet, the noble St. Lawrence. Notwithstanding the opinions that may be entertained adverse to that mighty river as a channel of communication between the West and the Atlantic, it is nevertheless certain to be more used, and to increase in importance, in proportion to every material stride in the prosperity and advancement of the country bordering on the lakes. Stretching down into New York, as if lor the especial accommoda- tion of a comparatively southern region, is Ijak(.' Erie; while extend- ing fiir into tlie regions of th<; northwest, to meet the requirements of that region. Lake Superior spreads his ample waters. An examination of the map prepan^d by Mr. Keefcr, and attached to this report, under the head of Canada, will prove that nature has provided the great lakes for all the different and distant portions of this continent, and that the St. Lawrence is their natural outlet to the sea. There are those who maintain that the improvement of the naviga- tion of tilt! St. Lawrence, and the widening and deepening of the Welland and St. Lawrence canals, so as to allow vessels of a larger class than at present ingress and egress, with their cargoes to the ocean, and the extension by the British government, to the United States, of the free use of both, would cause a commercial city to grow up on the banks of that river which would successfully rival New York in European trade ; but important as the results doubtless would be to the interests of the Canadas, and especiall}' of Lower Canada, and greatly as those interests would be promoted by such measures, there is little cause for believing that such anticipations of injury to New York or to any of our Atlantic cities would be realized. Their trade would not be decreased, whilst that flowing down the new outlet would be increased. New resources would be created bj' the new stimulants thus given. Although the subject of harbors has been referred to in the report which follows the lake trade, yet its great importance demands some 4 I .1 6 ANDREWS llEPORT ON farther tiolicc. While ihecoiiiinerciMl connexion between the East and the West by canals, steamboats, and raih'oads, is increasing with such rapidity under the combined infhience of enterprise and necessity, it is quite evident that provision must soon be made Jbr adequate harbor* accommodation on the hikes, to meet the necessities of their commerce, already rivalling th.it on the Atlantic. It is a remarkable iiict that there are but few natural harbors on the lakes, the shores diflering in that respect from the seacoasts of the United States, and of the northern colonies, which are amply provided with the finest harbors. While the frommerce of Chicago, Budido, Oswego, and other lake ports, is of more value than the commerce of any ol' the ports on thi; Atlantic, except New Orleans, Boston, and New York, the harbors of the lake ports, even whilst their commerce is yet in its infancy, are wholly inade(]uate to the nund)er of vessels jdready on the lakes. The numerous disasters in conse(]uence of the insecurity of these harbors, call loudly lor the improvement of such havens as can be made secure and convenient by arlificifil means. The commercial and navigating interests in that section have from the outset been sensible of the drawbacks arising Irom the absence of security to lite and proj)erty, and have unceasingly presented their claims for the artificial improvement of their harbors to the considera- tion of the State and Federal governments. At a public meeting held at Milwaukie, in 1837, with ref(*rence to the improvement of harbors, it was " Itesolml, Tiiat we will not desist from memorializing and petitioning Congress, and ])resenting our just rights and claims, until we have finally accomplished our object." The spirit of this n^solution, it cannot be doubted, is the prevailing senti- ment throughout the entire West, connected by its trade with the lakes. It is not presumed, in any part of this report, to argue the question of the constitutionality of such improvements by the federal government; but it is unquestionably due to that great interest, and to the preserva- tion of life and properly, to slate that a great and ])ressing necessity exists for the construction of harbors on the lakes by some authority. Stale or Fetleral and by some means ; and whether these should be Eublic or private, enlightened statesmen must decide. The work should e done. If the government of the United States, sustained by the patriotic afreclion of the people, is restrained by the constitutional com- pact from doing things undeniably nettded for the promotion of impor- tant national interests and the security of its citizens and their property, some other means of relief should be devised. If it does j)0ssess ade- quate constitutional power, it should be exercised. The past action on this subject has paralyzed, rather than aided, many improvements. Harbors and havens, tlie construction of which* was commenced by government, hiixc. not been completed, and are in a state of dilapidation ; and w'hile the ])ubllc have waited for farther aid, many valuable lives and great amounts of property have been lost. It is extremely doubtful (even if there were sufficient local wealth, and if we could allow the ex])e(;tation of that unity of action in the vicinity of ijie lake const necessary to secure the construction of any one of the many harbors and havens their lake commerce now so COLONIAL AND LAKE TllADB. absolutely requires) whether they could be completed without Federal aid. The undersigned begs leave to call the attention of the honorable Secretary oi' the Treasury to the necessity of having marine hospitals in the large commercial ports upon the Udces. The casualties of that navigation are little difierent from those of the sea ; and while the " fresh- water sailor" contributes, Irom his monthly wages, to the same " hospital money," as he who "goes down upon the gre.-it deep," equal justice demands ccjunl expenditure l(:)r the benefit of both. It is not enougli to say that these hospitals would bo beneficial ; they are imperatively demanded by the mariners and the ship-owners of these " itdand seas." There is every year much suffering, espe- cially at tiie large towns ol' Buffalo, Oswego, Clev(;land, Sandusky, Toledo, Detroit, Chicago, and Milwaukie, all of which have a large Ht<;am and sailing marine, and are rapidly taking rank among our leading commercial cities. At these ports a large number of sail- ing vessels and steamers pass the winter ; the number of sailors need- ing relief from suffering is thus increased. Some of tliese sailors are now often let out on hire, by the collectors of customs, to those wanting labor. No censure is intended of those officers ; such course is forced upon them by the necessities of tiie case, but such a state of things ought not to continue. That these seamen could be comfortably pro- vided for at a trifling cost to the government, by the expenditure of no more than ihe monthly contributions received from those engaged in the lake trade, if proper hospitals were erected, cannot be doubted. One link in the chain of communication tiirough the great lakes is yet to be supplied. This will be effected by the construction of a ship canal around the Falls of St. Mary, which will open to the lower lakes a navigation of fully a thousand miles. Our shipping will have an un- interrupted sweep over waters, which drain more than three hundred thousand scpiare miles of a region abounding in mineral and agricultural resources. They may be water-borne nearly halfway across the con- tinent. The inexhaustible elements of wealth on the shores of Lake Superior will then become avail;d)le. These, as yet, have hardly been touched, much less appreciated. Its fisheries are exhaustless. Na- ture has developed its mineral treasures upon a scale as grand as its waters. Its copper mines, the most extensive and productive in the world, furnishing single masses of the unparalleled weight of sixty tons, suppl}' half of our consumption, from localities where, ten yeai's since, the existence of a single vein was unknown. The iron mines near the shores of this lake surpass those of Sweden or Russia in extent, and ecjual them in the excellence of dieir materiel. It is pre- dicted by acute metallurgists that its silver mines, though as yet unde- veloped, will one day vie with those of Mexico. While we behokl with wonder the munificence of the gifts which Provi- dence has showered upon this extensive; region, thousands of miles in the interior from the ocean, we maj' also look forward with hopeful pride to achievcnncnts in art, and to commercial enterprise, commen- surate in grandeur to those gifts, for their distribution throughout our country and the world. Reflection upon these bounteous gifts leads us to the conception of the means necessary to be adopted for their ade- ii '■ !l 11 8 ANDREWS REPORT ON I quate use and en joymenl. When the Caughnawaga canal shall have been fanished by the Canadian government, uniting the St. Lawrence and Lake Chiimplain by a ship canal, thus completing the judicious and successful improvements on the St. Lawrence, so creditable to the en- terprise and national views of that government ; and when a siiip canal shall be constructed from Champlain, by way of Wliitehall, to the Hud- son river — and commercial necessities will not be satisfied with less — when the waters of Superior thus flow into the Hudson, and the ship- ping of New York can touch upon the plain in which, with their branches interlocking, the Mississippi and the St. Lawrence both have their origin, it will be a stride equivalent to centuries for the nation. A boundless field of commerce, and a vast expansion of transportation, will thereby be opened, and a development of wealth, such as the world has never witnessed, afforded. The commercial results anticipated will not alone belong to those whose labor and enterprise may primarily effect them. Commerce, ex- ternal and internal, by steamships on the oceans or on the lakes, by rail- roads over, or canals through, the land, is the advance guard of civilization. Whenever true commerce receives any new impulse, its beneficial effects accrue not only to the country from which it springs, but to the world. Its advancement is theretbre one of the highest duties not only of enlightened statesmanship, but of philanthropy. Although this report may have been elaborated more than might seem to have been designed by the resolutions or instructions under which it has been prepared, it is believed that no apology is necessary for thus devoting a few pages to the evidences of the rising wealth of this broad empire. So complete is the dependence of one section of the country upon another — so varied arc the productions furnished in the different degrees of latitude embraced within the present bounds of the confederacy, and yet so admirably are the channels for trans- portation supplied by nature and art, that the prosperity of each sec- tion overflows into the other. This diffusion of prosperity, produced by community of interests and sympathies, freedom of trade and mutual dependence, is a sure pledge that our political union can never be broken. The undersigned is not without hop(! that the facts presented in this report may tend to promote the struggling railroad interests of the West. That section needs capital, and greater facilities for transport- ation ;.the former creating the latter. The magnificent systems of rail- roads in course of construction, or projected. Tor the transportation of various productions from the country bordering on the Mississippi, so far south as St. Louis, must become important channels of trade. The political and moral benefit of railroads as bands of union and harmony between the different sections of tliis broad empire, can only be measured by our posterity. The securities issued the United States and on account of many of the railroads projected and in process of construction in the West, are seeking a market among the capitalists throughout the world. Ignor- ance of the resources of the country which will support the roads, and of the progress of the regions through which they pass, causes the de- pression of these stocks far below their value. The large amount of I I J COLONIAL AND LAKE TllADE. money required to complete the works silreacly contemplated, rnnkes it a matter of high importance, which has not been lost sight of in this report* that such information should be given to the financial world as may remove some of" the obstacles encountered by the great interests of the West, owing to ignorance of their true condition and resources which prevails in the money markets of Europe. This ignorance is not confined to foreigners, but exists among a portion of our countrymen. The former cannot understand how rail- roads can be built, and made to pay, in comparatively new countries ; the latter, living near the banks of great rivers, and ou the Atlantic coast, where alone surplus capital, as yet, abounds, cannot appreciate the necessity existing for the constant creation of these iron lines. Commerce depends for its existence and extension upon channels af- forded as its outlets. Primarily it follows what may be termed the natural routes, which are often not convenient ones. Modern commerce has sought, and is constantly creating, at great expense, artificial channels ; and this is so true of the United States, that such channels have, in a great degree, superseded the natural routes ; for the reason that the direction of the American internal com- merce is between the agricultural and (he commercial and manufacturing districts, which are not connected by the two great outlets, the Missis- sippi and the St. Lawrence rivers. Produce leaving Burlington, Iowa, following its natural outlet, is landed at New Orleans ; or, leaving De- troit, and following its natural course, at Quebec. By the changing influence of artificial channels, it is now easily borne to New York, Philadelphia, Boston, or Baltimore.* These are the facts which give so great consequence to the leading artificial lines of communication, such as the Erie canal, Erie railroad, Western rmlroad, the Pennsylvania railroad, the Baltimore and Ohio railroad, the Mobile and Ohio railroad, the Virginia works in progress for connecting the seaboard of that State with the western States ; the South Carolina railroad ; the several works in Georgia, and other roads and canals alluded to in the report. Many portions of the country are without even natural outlets, by which to forward their products to the great leading or national routes of commerce. Their products are comparatively valueless, on account of the cost of transportation to market. The wheat and corn grown in the central portions of Kentucky, Illinois, and Missouri, will not, on the spot, command one quarter their value in New York or the other markets on the Atlantic coast. This difference in value, between the points of production and con- sumption, is owing to the cost of transportation. Hence the necessity of local as well as national channels to the development of our re- * From New Orleans to Now York 4,290 tnilea. " " to Philadelphia 4,054 " «• " toBaltimore 3.648 «« •• " to Boston 4,898 " " Quebec to Boston 2,696 " •• •• to New York 3,304 '« •• " to Philadelphia 3,540 «• '• " toBaltimore 3,976 " •• " to New Orleans 7,594 " 10 ANDREWS nEPORT ON sources, iind to the further creation and wider extension of inland com- merce. Efforts to construct channels of commerce suited to its wants are now engrossing tho energies and capital of the wliole cmintry. Wc have already constructed thirtec.n thousand miles of railroads, and have at least thirteen thousand more in progress. Our roads completed have cost four hundred millif)ns ; those in j)rogress will cost at least two hundred and sixty millions more — making an aggregate of six hundnxl and sixty millions. These roads are indispensable to keep alive and develop the industry of the country. The cost of these roads will not he less than twenty thousand dollars per mile, rc(iuiring an annual outlay of about eighty millions for works m progress. The capital of the country is not equal to this demand, without creating embarrassment in the ordinary channels of business ; and unless we can avail ourselves of lijreign capital, a portion of our works wdl be retarded, or we shall be involved in liuancial trouble. We could borrow from England, Holland, and France, at compara- tively low rates, the money needed ibr our works ; and it is believed by statesmen that by a judicious extension of our commerce with other parts of Europe to which hitiierlo less attention has been paid than it deserves, inducements could be created lor the investment of a portion of their large surplus capital in profitable works of internal improvement in this country, yielding high rates of interest, provided the foreign capitalists could be made to fully understand our condition, the necessity that exists (or these works, and the prospect of their yield- ing a remunerating traffic. As it is, our works are mainly carried on by aid of Ibreign capital ; but we have to pay, at times, exorbitant rates for the use of money, simply because so little is known of the objects, value, and productiveness of our works. One course adopted by many of those who are constructing the roads in progress is to raise money upon what are called road borids. These bonds are based upon the whole cost of the road, and are consequently perfectly safe investments. They are, notwithstanding, sold, on an average, as low as 85 or 87 cents on the dollar, and the capitalist is alone benefited by the advance. One object which the undersigned has had in view in the prepara- tion of this report, is to diffuse information that will secure an active demand for our sound securities at the best rates, so that the public- spirited companies who are struggliiig under heavy burdens may receive what their securities arc actually worth, and may not be compelled to heavy sacrifices. Our companies during the present year will be bor- rowers in the market for fifty millions, to be raised, in a great degree, on these railroad bonds. This amount will be borrowed mostly firom European capitalists, at a discount of 12 to 15 per cent., making an aggregate loss of six to seven millions. These bonds bear 7 per cent, interest. The above discount brings the rate of interest on a bond having ten years to run to about 8^ per cent, per annum. These bonds are sold at the above rates, because so little is known of the projects, or of tlie real strength of the country. The purchasers demand a premium in the nature of insurance, and as soon as it is vu on sui in as i C01X>NIAIi AND LAKE TKADB. u /-and llicro is no risk, tlicy demimd and receive? a premium equal to a perfect security. It in no |);irt of this report to advocate, in any way whatever, any particular raih'oad, or any particular route of commerce ; but in view of ili(! unquestionabI(! necessity that exists for more knowledge on these points, both at homti and abroad — in view of the somewhat surprising fact that we have no published documents which contain any information in relerence to our public works, ealcuhited to throw light upon ihe subject, the undersigned has Iclt it his duty to meet, as far as possible, the wants of that great interest, although the shortness of time allowed, and the dilHculty of obtaining materials, has rendered the work much less perfect than he could liavc wished. The accompanying re- port on tiie railroads and canals of the United States, prepared with the assistance of Mr. Henry V. Poor, the editor of the American Ilailroad Journal, New York, with his map annexed, to which reference has been made, may, it is hoped, prove to be of value not only to the railroad interest, but to ihe countr}' gener.dly, and important at this period to American and European capitalists. The unilersigned conceives that the ))osition of our internal commerce, as illustrated in this it-port, may well be a subject of national pride. For the last fl.'W cc^nturies, the attention of the world has been given to maritime commerce, created by the discovery of America and the ocean path to the East Indies. The world entered u])on a new epocb when the great maritime powers struggled lijr dominion on the high seas. As ancTo(juent American writer* has said : "Ancient navigation kept near the coasts, or was but a passage from isle to isle ; commerce now se- lects, of choie<', the boundless deep. " The three ancient continents were divided by no wide seas, and their J'" iutercoursf! w;is chiefly by land. Their voyages were like ours on Lake Erie — a continuance of internal trade. The vastness of their transac- tions was measured not by tonnage, but by counting caravans and camels. But now, f()r the wilderness, commerce substitutes the sea; for camels, merchantmen ; l()r caravans, llcets and convoys." Our time presents another epoch in eonnnercial histor3\ Internal trade resumes in this country its ancient dominion. Commerce now avails itself of lakes and rivers, as well as of the sea, and often substi- . tutes the former for the latter. For merchantmen, it now substitutes steamboats; for fleets and convoys, canal boats and freight trains on railroads. Upon this commerce that of thtr fum ilepends. Its prosperity is the surest foundation of national power. As has been said by a philosophical historian,f "An extensive and lively commerce would most easily, and theret()re the soonest, be found on the banks of large rivers running through countries rich in natural productions. Such streams facilitate the int(>rcourse of the inhabitants ; and a lively trade at home, which promotes national industry, is .always the surest foun- dation of national wealth, and consequently of foreign trade. The course of the latter depends in a great measurt; upon exterior circumstances and relations, which caiuiot always be controlled ; but internal com- merce, being the sole work of the uiUion, only declines with the nation itself." ! I ,1 ' , I lit )i :5I f'' ' ;i.i; •Bancroft. t Ileeren. 19 ANDREWS REPORT ON Si 'I ji THE TRADE, COMMKIICK, AND NAVIGATION OF THK BRITK^H NORTH AMKRICAN COLONIKS. In conformity with your personjil directions, iind pnrsuunt to your written instructioiH, tin; uiKl(Tsi<2[ned liiis diligently prosccutod certain inquiries with referenci? to the J3ritis[i North Americiin colonies, more especially as regards their foreign, internal, and intcrciolonial trade, their commerce and navigation, and their fisheries. Having procured some new and special information on these several points, of much in- terest ti citizens of the United States, he submits the same without delay, in the briefest possible ff)rm, to the consideration of tlui gov- ernment. Since his appointment as consul at St. John, New nrunswick, in 1843, the undersigned has had the honor, on several occasion.^, of calling the attention of government to the extent, value, and importance of the trade and navigation of the British North American colonies, and of pointing out the necessity of action on the part of the general goverinnent, to meet the important commercial changes which have taken place within the last few years. He has also had the honor of suggesting the neces- sity of wise and liberal legislation in relation to this important and valuable trade, with the; view of securing its profits and advantages to citizens of the United States, in whose immediate neighborhood it exists, and to whom, under a fair and equal systinn of commercial in- tercourse, it may be said to appertain. In the beginning of this report, the undersigned has replied to one part of the resolution of the Senate in relation to the trade and com- merce of the great lakes ; and in the latter portion he has the honor to submit a number of documents and statistical returns in n.'lution to the British North American colonies, made up to the latest possible mo- ment. He most respectfully, but earnestly, solicits the attention of the government, and of the whole commercial community, to the docu- ments and returns hennvith submitted, and re(|uests a particular exam- ination of the separate reports on each colony, respectively, and of the special reports on the British colonial and Freucn fisheries of North America; which, at this time, will be found to possess much interest. The undersigned also invites particular attention to the sketch of tho early history, and present state of our knowledge of the geology, miner- alogy, and topography, of Nova Scotia and New Brunswick, prepared expressly for this report, by one of our most distinguished geologists, Dr. Charles T. Jackson, who, in conjunction with Mr. Alger, of Bos- ton, first brought to public notice the important mineral resources of" these provinces. That full confidence may be placed in the statements relating to trade and commerce of the colonies embraced in this report, it may be proper to state that each colony has been visited — the three following : Canada, Nova Scotia, and New Brunswick — several times in person by the undersigned, and that the returns have been carefully compiled not only from official documents, but from trustworthy private resources; and in this connexion the undersigned gratefully expresses his obligations < 1 COLONIAL AND LAKH TitADB. 13 lo Thomns C. Kcclcr, csc]., Montreal, for his contribulions respecting tho resources, trndo, nnd coinmcrco of Canndii. The possessions of Cire.'it liriLiiin in North America, cxehisivo of the West India Jshnid.^, are, the iniited provinces of Canada Eusl and Cana(hi West, lh»; province of New lirnnswick, the province of Nova Scotia, wfiich inchides the island of Cape IJrcton, tho island colonies of Ne\vfi)undlan(I uud Vr'uwo Edward Island, Lnhrndor, and the wide-«[)read rei^ion (inelndini^ Vancouver's Island, iIk; tnost iniportant position on the I'aciiic ocean) undtT the control of the Hudson 8 Buy ('ompany, (.'Xtenditip; fnjiu Labrador to the Pacific, and from lh«! north- ern bounds of Canada to the Arctic ocean, except the districts claimed by llussia. These possessions, vi(!wed nien^ly with reference to their vustsuper- lices, which (sxeeeds li)ur' millions of geographical s(i[uare miles, (;omprise a territory of great im{)ortance, mon; es|)eeially when the raanil()ld advantages of their geographical position are taken into con- sideration. But their importance should be estimated less by their territorial ext(;nt than by the numerous resources they contain; their great capabilities for improvement ; tlu; increase of which their com- merce is susceptible ; and the (sxtensive field they present for coloniza- tion and settlem(;iit. The British North American provinces, to which these reports and documents are more especially confined, occupy comparatively but a small portion of the aggregate superfices of the whole of the British possessions on this continent; yet they cover a wide extent of country; as will be perceived by the following statement of their area : Canada East, (acres) J28,C69,680 Canada West 31,745,639 IGO.405,219 New Brunswick 22,000,000 Nova Bcotia (proper) 9,534,196 Cape Breton 2,000,000 • 11,534,196 Newfoundland 23,040,000 Prince Edward Island 1,360,000 Total area British North American provinces. . . . 218,339,415 In 1830 the population of all these provinces was slated at 1,375,000 souls. The census returns at the close of the y(!ar 1851, give the following as their present population : Canada, East and West 1,842,265 New Brunswick 193,000 Nova Scotia and Cape Breton 277,005 Newfoundland 101,600 Prince Edward Island 62,678 Total 2,476,548 :f! ii m. ' ! I il 1 1 1 14 andkewh' UK port on Tho following tabic is an abstract from the late Cun.uliuu census : NttlvM or I''n((taiul and Walim Hcotliind Iroluiiit (^anu Franoo und ltul)riiini i Italy and (ircnco ' Hpalri und I'ortiigal .Sweden und Norway Ki|HMiu, i'olund, and PruHnia .... HwiUurlund Austria and Hungary (iuurnMoy •Icmoy and otlior Hritisli iHlandH. ( )lhur placuH Born at hou Birtli-plttco not known Total |>opulation ' H90,SGI l.owor ITpprr Total. Canada. Canada. ii,a:w H:,',r)!)!» »3,9m> i4,.'-.(;.'i 75,811 !)u,.t;«; .'il,4t)!> I70,a(i7 ^'J7,7(i(> (iU1 7!) 13U 47 345 39iJ 4 l(l(i 110 IS'J y,957 10,1IG 359 1,007 l,3Gti an 15 4:1 18 57 75 19 ait 41 H 188 19«J 38 ao!) 847 a n l.t IIH a4 14;.» U93 131 421 83(1 1,351 •J. 181 10 Wib 178 'i,44G 88!) 3,335 890, SGI l)5a,004 ^sia.ac". Tuking th«3 uveruijic ratio ol' iiicrca.so of lliesc colonics rollccfivfly, it has been found that they doubhi their population every sixteen or eighteen years; yet, various can'f\s have eontribiited to render the increase smaller in the la.st tweniy-one yeius, thiui atliiriner periods. But the comtnereial fre(!(l(ini whi'li (Jreat Britain has reeeiitly con- ceded to her dominions, both at liome and abroad, has eauscul these North American colonies to take a new start in th«.' racf; of nations, and in all probability their population will incr(?a.s(! more rapidly heri^after than at any previous period. The swelling tide ol' population in these valuable poss(!Ssions of the crown of England, great as has been its constant and wonderful in- c. *ase, will scarcely excite .so much surpri.s(! as a consideration of the astonishing growth of their trade, commerce, luid navigation within a comparatively brief antl rec(;nt prsriod. In 1806, the value of all th(! < sports from the wliol" r.l' {b.o. British North American colonies was but iri»7,287,940. During the next (piarter of a century, after 1806, ilu se exports were more than double in value, J})r iti 1831 they amounted to $l(),r>23,/il0. In the twenty years which have elapsed since 1831, the e-xports un\c not merely doubled, but have reached an increase of 116 per cent. L»i"ing tt^e year 1851 the exports of the British North AmerieatJ colon'cs i rr, i.tL'i to no 1^ ;s than $35,720,000. E(iu;d With ll: j constant increa.se in the value of exports has Ihx'H the in* r.'Ubo o! shipping .md navigation. The t"nnag(j outward, by sea, from all the ports of these colonies, in 1806, was but 124,247 tons. COLONIAL AND LAKB TRADB. 15 In 1831, th<* tonnngo outward, by ficn, ritnoiititcd lo 8>'J6,()68 tons, ex- hibiting ail iricrniw nf (57 per cent, in tin; ([iiiirtcr «»f' a cent my which had th(;ii elapsed. So hirgi! an iricn'ase as thi.M eouhl not heM'xpcctcd to be inaintnin'-d ; yet ths taken pbi'e during the iwenly yenrs since ehipsed has been nearly ^s icmarkabK. Iti 18.01, the tonnage out ward* by sea, from the Norlli Anicricnii olonies nnionntod to l,/jH3,|04 tt<«i^ or nearly doubh; what n wna in the year 1831. At an early period after their (irsi settlemeni \ho inhai)itani.- ot' the North Am(;rieaii colonies direeti d their attention to ship bnildin-,'. The eounlriert they oceu[)y furnish timber of great excellence t(>r this i)urpose, and ar(j possessed of unrivalled faeilities |(»r the constructinn ;*iid launch- irig of ships. This branch of business has steadily inceast-d, until it Ici8 attainetl a prominent position as priiu'ipally employing colonial ii.atcrials wrought up by colonial industry. At first die colonists only constructed such vessefs as tlu^y re(|uired l()r their own coasting and f()reign trade, and for tla; prosecution of their unequalh'd fisheries; but of late years they have been somewhat extensively engaged in the con- struction of ships of large siz(!, liir sale in tla^ l.'nited Kaigdoiiis. New ships may therefiirc b(> classed among tli(* exports o( the iiritisli North American (colonies to tin* paniit State. The new ships built in these colonies in 1832 nm< aited, in thr; ag- gregate, to 33,778 tons. In 1841, tin; nc^w vessels wei ■ nnmt than three times as many as in 1832, and numbered 104,087 tons. In 1849, tho tonnag«! of new ships increased to 108,038 tons. In LS.OO, there was a still further increase, the nt;w ships built in that ^ ''ar numbering 112,787 tons. That the <;olonies have great capacity for the profitabl< employmenl of shipping is demonstrated by tla^ steady increase of tli' ir mercantile niurinc;. Krom those periods in their early history, when i ach colony owned but one coaster, their vessels, year by year, without a decrease at any peiiod, and without a single pause «•• check, ha e regularly swelled in numbers and in tonnage, up to the ])resent uk uient, when their aggregate! exceeds half a million of tons, now owiu-d and regis- tered in the cohaiies, and fully employed in their trade and I'usiness. The rate of this steady and continual increase of the tonnige of the colonies may be gathered from the following statemenl of tli tonnage owned I'v' tli(! colonies at various periods sinc;e the conimei: ^'nienl of the present century. Aggngate tonnage of the provinces of Canada, New Bi inswick, Nova Scotia, Newf()undlan(l, and Prince Kdward Island, ai varioUvS periods sinc(! 1800: Tona. 180G 71,943 1830 170,040 183() L^74,738 1846 31)9,204 ISrX) 446,935 The commerce of the colonies may be said to have had its beginning within the past century. Without entering upon details of its rise and extraordinary progress, which can be clearly traced in the documents IC ANDREWS REPORT ON attached to this report, and to the report which I had the honor of sub- mitting to you in 1850, it will be of great interest to notice its present extent and importani^'. The tonnage entered inward, by sea, at the several ports of the North American colonies amounted in 1851 to an aggregate of 1,570,663 tons. The tonnage cleared outward in that year from the same ports amounted to 1,583,304 tons. Commensurate with this large amount of tonnage, employed in a •commerce which may be said to iiave had its beginning since 1783, has been the extent of colonial trade during the year just past. The value of this trade is exhibited in the condensed statements whicli follow. The total exports of Canada lor 1851, made up from United States and Canadian returns l()r this report, give a different but a more cor- rect result, as will be seen by the following statements : The total exports from Canada for 1851, as per returns. . $13,262,376 Of which Quebec exported §5, 622,388 Montreal 2,503,916 Inland ports 5,136,072 13,262.376 Exported to Great Britain $6,435,844 United States 4,939,300 " British North American colonies. . 1,060,544 «• Other countries 826,688 13,262,376 The character of the above, and the comparative value of the chief material interests of the colony, may be seen by the following table: Mines $86,752 Sea 249,296 Forest 6,063,512 Agricultural 817,496 Vegetable ibod 3,766,396 Other agricultural products 38,028 Manufactures 55,124 Unenumerated 2,115,772 13,262,376 Mil COLONIAL AND LAKE TRADE. 17 Imports into Canada by river St. Lawrence, giving onhj the imncipal arti- ' cles and values, for the year 1851. Articles. Tea Tobacco Cotton manufactures Woollon manufactures Hardware manufactures Wooden ware Machinery Boots and shoes Manufactures of leather .. . . . Hides Tanned leather Oil, not pnlin Paper Rico Sugar Molasses Salt Glass Coal Furs Manufactures of silk Manufactures of India rubber Dye stutl's (Joftec Fruit Fish Unenumcratcd Vak $168,084 18,924 3,018,332 2,301,816 1,627,208 11,612 6,852 6,868 53,156 1,164 46,440 135,708 65,228 12,396 712,408 60,968 25,980 78,260 101,176 90,032 407,492 233,324 38,916 13,632 54,304 71,260 5,855,776 15,217,316 Tl'is includes the imports in transit for the United States, and those under hond tor Upper Cjuinda. tl : ; : 'I : if Exports from Canada to other countries, (princij)aUy Great Britain,) giving • the jirincipal arlirfjs and values, for the year 1851. Articles. Apples Ashes, pot . . Ashes, pearl. Ash timber. . iiarloy liattens Hcef Kirch timber. Hiscuit Butter Deals, pine and Kjiruce. Kim timber Hour Handspikes, [jard Lath-wood and firc-wood , Masts Moal, corn and oat. Values. P,404 86,900 37,372 14,900 408 1 ,960 5,268 18,468 4,376 26,596 937,480 196,124 570,876 900 2,256 32,080 67,100 9,976 i If 18 ANDREWS REPORT ON Erporls from Canada, Sfc. — Continued. 1 . n Articles. Oak timber Oars Oats Peas and bi'ans Pine tiniberj rod and wiiite. Pork Shingles Spars Staves Tamarac wood a id sloppors. Furs and skins Total from Quebec Value of similar articles from Montreal (Jnenumerated from othci* ports Total exports by tlie St. Lawrence. Values. $189,308 4,536 2,276 8,960 1,974,760 30,424 260 44,640 382,136 6,096 12,208 4,671,048 2,060,156 1,401,212 8,132,416 'i i . As nearly as can be ascertained, the {bllowing statement^^ exhibit the natiu"al j)r()thiel,s, domestic manufactures, and foreign goods imported into the colonies from the Tnited States l()r 1851. Canada New Hrunswick Newfoundland Nova Scotia , Prince Edward Island Natural products, $2,024,188 869,683 803,946 H 17, 361 77,858 Domestic manu- i Foreign goods, facturcs. &c. $3,471,685 335,515 115,397 415,943 $2,712,675 325,702 34,923 1.57,160 Aggregate of colonhd imports from Great Britain, V/iiCed States, and other countries, fur the i/eitr 1851. • I Great Hritaiii. United Stales, i Otlier countries. Canada ^12, 876,828 Si8,936,236 Nova Scotia 2, 1.1S,()35 1 ,;)1)0,965 New IJrunswick' 2,2!»2.,Slt(( 1 .6.'t4, 175 Newfomidlaiid 1, 6(1(1, 7.")0 998,735 Prince Kduard Island 279,(^98 ! 41 ,003 Tot^i -■,878,706 12,678,279 S>1,447,376 2,003,640 954,9.35 1,655,695 305,974 6,191,405 * New Hriiiiswii'li rcliini.s fur 1851 show ;iii iiureaso in exjiorLs nl" about 15 per cent., and of 19 pcrcciil. in the inijioils, jircater tlinii in uiy otiicr rulnny. ■'** i COLONIAL AND LAKE TRADE. 19 Aggregate of colonial exports to Great Britain, United States, and other countries, for the year 1851. Great Britain. United States. Other countries. t Canada t ft6,731,204 $4,939,280 736,425 415,140 99,970 55,385 $1,035,538 2,663,640 Nova Scotia *• ' 142.245 New Brunswick ' 2.909,790 535,190 Newfoundland 2,162,755 Prince Edward Island 84,966 2,538,680 184,638 Total , 11,568,925 6,218,060 6,877,831 5 r COLONIAL TRADE IN 1851, CANADA. Imports— sea *$15,324,348 inland 8,681,680 Exports— sea 8,081,840 inland t3,259,888 Add for value of new ships built at Quebec, and sent to England for sale, $1,000,000 ; imd a farther large sum for under-valuation of exports — making in the whole S24,006,028 35,347,756 $40,000,000 NEW BRUNSWICK. Imports S4,852,440 Exports 3,780,105 8,632,-545 New ships, 45,000 tons in NOVA SCOTIA. !/fUi'rl( .Jr/wo/f, thus fur- nishing another proof that profitable commerce can only exist in perfi'Ct freedom. Although the convention of 1830, u[)on the whole, ji;id a l)eneficial influence, yet it still left the IrijdeoftJK! United Stales wilii the colonies subject to many onerous and uiniecessiny restrictions, wliic:li hav(; had a very injurious efii-ct u])on it. Until near the year 1840, that trade did not r.ipidly increase; but tiH>n it suddenly expanded. From that oeriod to the pres(.'nt time then; has been a constant increase, but by no i COLONIAL AND LAKE TRADE. 21 means to the extent which would have unquestionably taken place if the trade had been wholly unlettered, and allowed to flow freely in its natural course. It is somewhat singular, thai, notwithstanding the geographical posi- tion of these colonics with reterenco to the United States, and the national importance of the various rehilions with them, no change has talten place in the policy of this country toward them for nearly a quarter of a century, (while so much that is wise and great has been accompUshed during the same period lor the benelit of commerce in this and other countries,) except the drawback law of 184(5, which has increased the export of forciign goods from $1,3(53,767, in 1846, to $2,9.54,536, in 1851. For many years alter the Ilevolution, under a wise and saga- cious policy, the colonial trade reci.'ived a very considerable share of attention, and efliMts were made to place it on an equitable, if not a liberal basis; but it unlbrtunatcly became; involved widi (lueslions em- bracing tlu! whole l()reign policy of the country, which prevented the J adoption of permanent measures of a liberal character. Soon alier the imperial act of 1846, which had such atUsastrous effect upon colonial trade, delegates were sent from Canada to this country to arrange the terms of a reciprocal free trade in certain specified articles. The proposition was lavorably received by Mr. Polk's administration, and was ably supported in Congress by leading gentlemen of both parties. A bill w^as introduced in 1848 for reciprocal free trade with Canada in certain articles, which passed the House of Representatives, and would probably have passed the Senate, but l()r the great pressure of other im[)orlant matters. This bill of 1848 was considered by a portion of the people of the United Slates as strictly a colonial measure, for the benefit of the colo- nists only ; especially, it was supposed that it might prove prejudicial to the agricultural interests of this country, as Canada for a few years has been an exporter of wheat to a small extent; but the subject having since been discussed, it has (whibiled itself in a new light, and is now considered by many as one of ecjual interest to the United States and to the colonies. The agricullun^ of a country is well considtTcd as its most valuable interest. It was natural llierelbre, thai the lirsL question raised as to the policy of nciprocal trade, should have relat(>d to the effects of free Canadian consunq)lion upon our agiicullural interests. The accom- panying tables, showing the total production of wheat, rye, and corn, in the' United Slates, i'or the year 1850, with the (luantity of agricultu- ral produce in Canada, show that nothing is to be teared from Canadian consuuqition. I'll M n ' 1 fl * : 32 ANDUEWS' REPORT ON Agricultural Abstract — Upi)cr and Lower Canada, 1851. Lands, produce, live stock, and domestic manu- factures. Number of persons occupying lands Of whom those held 10 acres and under 10 to 20 20 to 50 SO to 100 100 to 200 Over 200 Number of acres held by the above " under cultivation " " crops in 1851 " <' pasture " " gardens and orchards. " wild or imder wood " under wheat " " barley rye peas 'JdtS buckwheat inai/e potatoes turnips other crops, fallow and idle. Produce in bushels — Wheat l^arlcy Rye I'eas Oats Ituckwhcat iVlaize Potatoes Turnips Clover and grass seeds Carrots Mangel wiirtzel Beans Hops Ifay Flax or hemp Tobacco Wool Maple sugar Cider Fulled cloth Linen Flannel , Live Stock — Bulls, oxen, and steers , Milch cows Calves and heifers Horses , Sheep P'J?s Pounds of butter " cheese , Barrels of beof , " pork fish , lbs. tons. lbs. galls, yards. Lower Canada. 94,449 13,261 2,701 17,409 37,885 18,G08 4,685 8,113,015 3,605,517 2,072,953 1,502,-355 30,209 4,508,398 427,111 42.927 46,007 165,192 590,422 51,781 22,669 73,244 3,897 649.703 3,075.868 668,626 341,443 1.182,190 8,967,594 .5.30,417 400,287 4.456,111 .369.909 18,921 82,344 103,999 23,602 111,1.58 965,653 1.867,016 488,652 1.430,976 6; 190. 694 53,. 327 780,891 889,. 523 860,8.50 111,819 294,514 180,317 236,077 629,827 256,219 9.637,1.52 511,1114 68,747 223, H70 48,363 Upper Canada. 99,860 9,976 1,889 18,467 48,027 18,421 3,080 9,823,233 3,697,724 2,274,586 1.367,649 .55,489 6, 125,. 509 782,115 29,916 38,968 192,109 421,684 44,265 70,571 77,672 17,135 600,151 12,092,8.52 625,875 479,651 2,873,394 11,193,844 6.39,. 384 1,606,513 4,987,475 3,644,942 42,460 174,895 .54,226 18,109 113,064 681,682 .50,6.50 764,476 2,699,764 3, 581,. 505 701,612 527,466 14,955 1,169,301 193.982 296,924 2.54,988 203,. 300 968,022 569,237 15,976,315 2,226,776 817,746 528,129 47,589 Total. 194,309 23,237 4,590 35,876 85,912 37,029 7,765 17,937,148 7, .303, 241 4,347,539 2,870,004 85,698 10,633,907 1,209,226 72,843 84,975 3.57,301 1,012,106 96,046 93,240 150,916 21,032 1,249,854 15,768,720 1,294,501 821,094 4, 0.55,. 584 20,161,438 1,169,801 2,096,800 9,443,.58G 4,014,851 61,381 2.57,239 168,225 41,711 224 222 1,(147 1 335 1.917,666 1,2.53,128 4.130,740 9,772,199 7.54,939 1.308,. 357 904,478 2,030,151 305,801 .591,438 4.35,305 439,377 ,.597,849 825,456 25,013,467 2,737,790 886,493 751,999 95,952 1. The grain crojts in Lower Canada arc all taken in the minot and not in tho busho), excepting the townships. Beef and pork are very incorrectly given in both parts of (ho province. The fish in Lower Canada i.* exclusive of tho Gaspe and Bonaventuro fisheries, of which there is a separate report. W. (;. CIIOFTON, Secretary Board of Registration. COLONIAL AND LAKE TRADE. 33 Abstract of the cereal produce of the United States in 1851. State. Maine Now ICanipsliirc Vermont Massacliimctts Rhode Island Connecticut New York Now Jersey i'cnnsylviinia Delaware Maryland District of Columbia. Virginia North Carolina South (^'arolina Uoorfria Florida Alabama MisHintiippi liouisiana TexaH ArkansaH Tennessee Kentucky Ohio Michigan Indiana Illinois Missouri Iowa Wisconsin California TKIUMTOniF.S. Minnesota.. . Orgon Utah New Mexico. Wheat.bushols of 296, a5!) 31,211 41) 41,762 13,121,41)8 1,601,100 15,367,691 482,. -ill 4,494,680 17,. 370 11,2.32.616 2,130,102 1,066,277 1,088,5.34 1.027 294,044 137.990 417 41,689 199.639 1.619,381 2^ 140,822 14,487,351 4,925,889 6,2I4,4.'i8 9. 4 1 4.. 575 2,981.6,52 1, 5.30,. 581 4,286,131 17,. 328 1,401 211,943 107,702 196.516 Rye, bushels of 103,916 183,117 176,2.33 481,021 26,409 600,893 4,148,182 1,2.55,578 4,805,160 8,066 2-26,014 5,. 509 458,930 229,. 563 43,790 53,750 1,1.52 17,261 9,606 475 3,108 8,047 89,163 415,073 425,718 105,871 78,792 83,364 44,268 19.916 « 1,2.53 125 106 310 100,503,899 14,188,639 Wlicat, uverngi Rye. Corn pncc per I do do do do )U.-^lu' Indian corn, bushels of. 1,7.50,056 1,573,670 2, 0.32,. 396 2,. 345, 490 .539,201 1,9.35,043 17,8.58,400 8,759,704 19.835,214 3; 145,542 11,104,631 65,230 .35,254,319 27,941,051 16.271,454 .30,080,099 1.996,809 28,754,048 22. 446,. 5.52 10,266,-373 5.926,611 8,893,939 .52,276.223 .58,675.591 .59,078,695 5,641,420 .52,964,363 .57,646,984 .36,214,537 S. 656, 799 1,988,979 12,2.36 16,725 2,918 9,899 365,411 592,326,612 80 C(cntfrom each country, respectively ; also staling the number (f quarters of wheat to which the entire number of sacks and barrels of flour from each country are all equivalent. • The V. Slntes of AnicricH. Cunada. YiAii 1849. Quantltlen imported from— France. All parts of Eu- rope, except France, Inclu- ding the Axlu- tic partH 70,aj2 t^cotliuid 626,266 Ireland 60.5,887 the I'liilcd Klugdum 613,000 140, i&J 788,888 3,144,688 104,721 4,802,475 B«rley imported- 82,613 991,097 2.84, 86S 04,780 8, ,596 1,077,806 Hccitliind 2.84,868 Ireliind 4,0rh» 68,834 86,507 1,290,845 8,690 1,881,008 0«t» Imported — Into KTiglan 1 1,142 1,181,409 74,870 9,79! 192 7" 1,182,743 7-4,876 Peotlund Inland 19U 9,988 the I'nited Kingdom 1 , 88J 1,2C),6T0 199 1,267,107 1' M 11 I. 'i *• II 26 Andrews' ueport on Account of wheat, barley, and oats imported into Evgland, ^. — Continued. J 'la Yi:ab 1800. Quantities 1 nport«d from— Article*, Ac. nieU.Htate:* of America. Canada. France. All partKof Kti rope, excpt Kraiiee, ineltl- ding llie Asia- tic parts of Turkey. All (illur P4rlH. Aggregate of the ini|)orta- lion from all parts. Wheat Importcil-- Into Kr)^t)iii8 24."), 292 1,925,175 112,029 0,180 8,810,440 Wheat llour (reduced to lu equiva- lent in quarters of wlitttt) im- ported— Into Kucland 399,871 33,428 3,534 l^iitiiiem. 3(,.^74 34, 0«;t S40 435, 575 r.7,0!«2 50, 703 27,989 2,875 1,310 2,W4 224 6 [),Hl[i I ()70,S.>()2 30,60!) ! 18,195 11,940 i H'M Total exportod inliind to the lini- ted States 'Montreal and Qucl>oc Total exported. 404,10.3 I 1,3.13,303 :i80,GlH 88,4(i.') 313,284 I 790,078 371,610 I 161,312 684,721 I 1,441,828 DccrcaHo in inland export to tlio United Stales. Increasn in sea export Canada 684,894 I 951,990 :)0,819 .■)62,095 90,992 I 72,847 I ^:i Total (pamtity imported info the United States from Canada,^ for the year ending June 30, 1852. Wheat, bushels 870,889 value, S609,681 Flour, ewt 496,201 1,008,928 Rye, oats, &c., &c 203,.'i70 1,802,179 •Exported by sea via Montreal and Quebec, t All from Canada except vahie, »4r>r),204 Flour, cwt 343,.033 1)24,079 1,379,283 To the British North Amuricun eolonies other than Can- adii, viz: Whcfit, l>ushela 24,2r)0 viihie, 18(23,132 Flour, ewt 139,(iGl 34(J,89r> 370,027 Total 1,749,310 Total (lomcslic flour, ^c, rrjwrtnl from the finital Stdtcn to the lintish North Amcrinin colonici. TO CANADA. Wheat 208,130 l)ushels vahie, $l.'i0,288 Flour 5], 17(5 barrels 191,760 Corn 88,306 bushels 39,158 Other grain 0,911 388,107 of raib tantfl ol during TImj ducn pi years, dred thl fiorn till makinu tribute(| lmport.i\ TO OTHER BRITISH N. A. COLONIKS OTHKR THAN CANADA. Wheat 261,971 bushels value, 35220,319 Flour 200,664 barrels 94r>,e*J87 Corn 101, l()9 bushels 66,199 Meal, Italian . 67,273 barrels , .. 173,637 Meal (rye) and other grains 172,187 1,677,629 It will be easily seen by these tables that the whole of the Canadian wh(!at, &e., irnjjorted in bond, is ri'-exported to Kngland and the colo- nies; antl also, in addition, that the export to (!ana(l;i and the eoloniea, fi)r their e()nsuin[)ti()n, is nearly two millions ol' breadstuHs the produce of the United IStates The upper province, generally known as (!ariada West, has a greater interest in a fre(.' intercourse with tlic I'niled Stales lliati Lower (/anada t)r Canada East. The oriLjin, language, imd oiIkt (listiNetiv(! li'atures of the inhabitants of Lower Canada, make their alliuilies with the United Slates much less than those ol" the lJj)per (y'aiiadians. Moro over, the geographical position of Upper (^Janada makes N(!W York a more convcni(.'nl, while it is at the same tiint; a laigi!r and more secure market lor her produce, than Montreal or (Quebec. The various lines )I 1 COLONIAL AND LAKR TRADK. 29 of railwny, Icjidiiig Worn ihc A'.lunlic to tlio Ifikrs, give to tho inhabi- tants of tlir upper provirice facilities of cotTirminication with N(!vv York, during u pari utilio year wlicii acx'ca.s to (iuclMc is extremely dilHeult. • TIk) canal lolls levied by the Slate of New York on Canadian pro- duce passing through her canals toward tidii-water, nniounted, in two years, 1850 and 1851, as near as <;onld be ascertained, to over six hun- dred thousand dollars ; and property passing through the sanu; elianncls fiorn tide-water, ti)r the same period, probably ))ai(l half as much more; making about t()ur hundred and fifty thousand dollars annually con- tributed by ihc Canadian trade to New York canals. Jmporlx info Canada from the United States, 5""^*"/? the. principal articles and values, for the year 1851. Articlos. Tea Tobacco ■ Cotton munufacturoH Woollen nmniifiicturoH Hardware inanut'acturcii Wooden ware Maciiinory Boota andfihocH ManufacturcH of luatlu'r .,., . Hidoi Tanned loatlior Oil, not palm Paper Rico Suffar MolaMioH Salt r.lass Coal Fiira ManufiicturcH of silk ManufactiircM of India rul)l)er Dye ntutTH CofTco Fruit Fish linanuniuralod Valuod. $89.1,316 4U3,860 5t)5,124 43!),a«0 318,844 53,724 85,768 42,592 47,388 89,204 126,232 47,804 32.996 19,920 278,468 19,296 79,816 18,828 38,652 44,264 80,768 53,960 12,680 116,988 81,144 17,544 4,780,372 8,788,712 [, 30 ANDREWS REPORT ON Exports from Canada to the United States, giving the principal articles and values, for the year 1851. Articles. Ashes [jUtnber Shingles Cattle of all kinds and sizes. Horses Wool Wheal Flour Barley and rye Beans and ])cas Oati Butter Kggs Uncnumeratcd Values. 465,992 766,628 20,732 140,176 185,848 41,896 491,760 1,181,484 75,596 41,588 135,708 38,004 38,008 1,705,664 4,929,084 As can be seen by referring to table No. 9, in Canadian returns, the dutiable and tree goods are thus stated for the year 185 1 : Dutiables imports into Canada from the [Jnited States. — $7,971,380 Free imports into Canada from the United States 1,147,388 *9,118,768 Amount of duties collected on $7,971,380 is $1,166,144, or about 14$ per cent. The active character of the inland trade between Canada and the United States may be seen by the following statement of the tonnage inward and outward : INWj American. IRD. British. OUTW American. ARD. British. TOTALS. Inward. Outward. Steam Sail 1,224,523 1.39,807 845.5.S9 202,030 7.'i3,3l8 153,(;7(» .564,080 206,361 2,070,112 341,006 1,317,407 360,031 Total 1,364,390 l,047,«2y 006,068 770,450 2,412,028 1,677,438 Inward and outward. Steam— American $1,977,841 J3rilish J ,409,678 Sail — American Briii.^h.. . 293,537 408,400 $3,387,519 701,93: Grand total, inward and outward 4,089,456 Ih re CO The discrepancy between this and other amounts is explained in a note in table No. 9. 41,896 COLONIAL AND LAKE TRADE. 31 The total amount imported from Canada into the United States for the three years ending June, 1851, is, by commerce and navigation report, $11,156,342 — on which the following amount of duty has been collected, as will herewith appear : Statement of revcnm: collected in ike different districts of the United States bordering on Canada, from 1849 to 1851, inclusive, (three years.) Districts. Gross rcvonue. Expenses of collection. Vermont Champlain Oswcgatchio , Cape Vincent Sacke't's IJarbor..., Oswego Genesee , Niairara IJuttalo Krie, (Presquo Isle). Cuyahoga Sandusky Miami Detroit Micliilimackinac. . Chicago $181,915 02 133,326 68 42,842 41 22,4J() 78 16,603 54 273,173 92 45,324 66 44,076 44 148,740 03 1,155 26 126,677 24 34,018 44 244 54 47,935 42 1,797 42 10,670 41 $27,472 47 22,965 22 16,002 22 14,222 58 27,000 95 38,210 43 13,368 47 21,277 69 49,601 19 31,924 35 13,228 71 5,927 49 2,470 40 32,868 22 4,535 02 10,360 73 Net revenue. $154,442 55 *109,751 44 26,840 19 8,188 20 1234,947 50 131,722 66 22,798 75 ||98,885 78 Mem. E.\cess of expenses. > O $10,397 41 113,448 53 28,090 95 '"il\m"2h "'§i54'75 1,130,912 21 i 331,436 14 844,338 50 30,769 09 2,225 86 '2*737" 60 46,129 96 1 2 3 4 5 6 7 8 '9 10 n 12 c Tli(! first proposition lor reciprocnl free trade was confined to Canada alone, and limited to certain natural products of either country; but the ([uestion li;is since taken a wider range. It is now believed that an arrangement can be effected and carried out tor the free interchange between the United States and the colonies, of all the products of either whethcM- of agriculture, of minces, of tiie l()rest, or t)f the sea, in con- nexion with an agreement lor the lii-e navigation of the rivers St. fiawreni-e and St. John, the concession of a concurrent right with Britisii subjects to the sea fisheries near the shores of the colonics, and the remission of the export duty levieil in New Brunswick on timber » After deducting $610 02 — moiety of sales merchandise distributed per act April 2, '44, b. 3. " 15 99 — duties on merchandise refunded. " 233 53 — expenses attending prosecutions. " 2.')3 06 — inuiety of .sales merchandise distributed per act April 2, '44,8.3. " 154 93 — duties on merchandise refunded. Total 1,267 5^^— ^liJd'icted from net rcvonue. iiEfArrrii.ATios. Gros.s revenue $1,130,912 21 , Net revenue $844,338 50 Expenses 331.436 14 i Excess of e.vpcnses 46,129 96 793,208 54 Add amount deducted 1,267 53 799,476 07 799,476 07 fl Hi. I 4; :j">.i 32 ANDREWS REPORT ON l!iU Pi and lumber cut within the limits of the United States, and floated down the river St. John, lor shipment to American ports. The free navigation of the St. Lawrence was a prominent subject of discussion during the administration of John Quincy Adams. At this time it is greatly desired by all tiiose western States bordering on the great lakes, as their natural outlet to the sea. The free navigation of the St. John has been rendered absolutely necessary by the provisions of the treaty of Washington, and it would be a great advantage to the extensive lumber interest in the northeast- ern portion of the Union. The repeal of the export duty on American lumber floated down the St. John to the sea would be but an act of justice to the lumbermen of that quarter, upon whom it now presses severely, and who have strong claims to the consideration of the gov- ernment. At present tiiere are no products of the colonial mines exported to the United States, except a small quantitj^ of coals from New Bruns- wick, and a larger quantity from the coal fields of Nova Scotia and Cape Breton. A notice of tiiese coal fields, and a statement of the quantity of coals exported Irom them to the United States, will be found under the head of No via Scotia. A free participation in the sea fisheries near the shores of the colo- nies is regarded as the just prescriptive privilege of our fishermen. Without such participation, our deep-sea fisheries in that region will become valueless. With reference to this important subject, the undersigned feels that he would be wanting in his duty to the government if he did not ear- nestly call its attention to the critical state of the colonial fishery ques- tion, which, owing to a recent demonstration of imperial and colonial policy, has assumed a very threatening aspect. Since the Fishery Convention of 1818, by which this government, on behalf of American citizens, renounced forever their right to fish within three marine miles of the seacoast of New Brunswick, Nova Scotia, and Prince Edward Island, many of the hardy and industrious fisher- men of our country have been compelled to pursue their adventurous calling (the importance of which cannot be over-estimated) near the shores of these colonies, in a manner by no means creditable to the standing or character of the people of the United States. The files of the State Department furnish abundant evidence of the losses sustained by our citizens in consequence of their vessels having been seized and confiscated for alleged violationsof the fishery conven- tion, to which the necessities arising from the nature of their pursuit compelled them. For several years past, the colonists have constantly urged the im- perial gov(!rnment to station an armed lt)rce on their shores, " to pro- tect the fisheries from the unjustifiable and illegal encroachments of American fisljermv.'U." The force hitherto provided has not been such as the colonists desired, having usually been limited to three or four vessels, under the command herctofijre of discreet officers of the Royal Navy, who have generally exercised the powers with which they were invested with liberal discretion. With the view of" bringing matters to a crisis, the colonial legisla- COLONIAI. AND LAKE TRADE. tures have lately renewe ' their appeals to the imperial government for aid to drive American fibuermen I'rom their shores, and compel them to follow their calling in places where fish are not so plentiful or so easily caught. And in order to show their own determination, the provinces of Canada, New Brunswick, and Nova Scotia have entered into an agreement to provide a certain number of small cruisers, at their own expense, to be stationed at various places agreed upon, to assist in efiecting the object they desire. The last appeal of the colonial authorities has been viewed favor- ably by the new administration of Earl Derby. A change has taken place in the British policy with reference to this fishery question ; and a circular letter has been sent to the governors of the several colonies, announcing that her Majesty's government has resolved to send a small force of armed vessels and steamers to North America, to protect the fisheries against foreign aggression. The colonial governments have fitted out six cruisers, fully manned and armed, which have sailed for the best fishing grounds, and there is imminent danger of a coUision. The colonial cruisers threaten to make prize of every vessel " fishing or preparing to fish," within certain limits, which the colonial authori- ties contend are within three marine miles beyond a line drawn from headland to headland, and not three miles from the shores of the coast, which our citizens contend is the true reading of the convention. T Our fishermen generally entertain the conviction that the threatened exclusion by the British and colonial governments is a violation of rights, accruing to them under the laws of nations applicable to this suDJect and to that region, fortified by former use, tilf it has well nigh created a right by prescription ; and many regard such threatened exclusion as an illiberal and uncalled for measure at this period, doing the British or the colonies no good, while it injures them seriously. In such a state of feeling it is next to impossible to prevent difficulties and collisions between them and the British authorities, and wrongs may be done on both sides. Every dictate of prudence and of wise policy, and just protection to our citizens against an uncalled for interference by impru- dent subordinates, therefore, imperiously demands that the Federal gov- ernment should, as soon as practicable, dispatch to those waters, and maintain there, a respectable naval force, under command of discreet officers. It may be here not inappropriately observed, that ships-of-war bearing the American flag is a rare spectacle in the waters of Maine, while British armed vessels often visit our coast and harbors. lo conclusion, the undersigned would respectfully state, that, although the returns and statements herewith submitted furnish gratifying evi- dences of the commercial intercourse between the United States and the British North American colonies, and although those returns may be deemed perfectly correct, having been derived from official sourc es, yet it is proper for him to remark, that they do not represent the whole value of the trade. It is well known that in many instances colonial produce is entered at prices much below its real value ; and on the northeastern and north western frontiers of the United States there is ever an active barter trade carried on with the neighboring colonies, of which no account can be taken by the public officers on either side. It is therefore perfectly 3 Mi U I 4 I: m I ;|^, !•.■ ■ ,1' i Uh. 34 ANDREWS' REPORT ON within bounds to estimate the entire exports of the United States to the British North American colonies as now amounting to eighteen milUons of dollars annually. It is universally admitted that it would be much better to place this border trade on a different basis, and under the influence of a higher principle. This would enable us to mature and perfect a complete system of mutual exchanges between the different sections of this vast continent ; an achievement not only wise and advantageous, but worthy of our high civiUzation. It has been remarked by a learned writer, (Lord Lauderdale, on Public Wealth,) that " Those trades may be esteemed good which consume our products and manufactures, upon which the vjilue of our land and the employment of our poor depend; that increase our sea- men and navigation, upon which our strength depends ; that supply us with such commodities as we absolutely want for carrying on our trade, or for our safety, or carry out more than they bring in, upon which our riches depend." The trade with the colonies fulfils all these considerations. It takes from us largely of those products and manufactures which enhance the value of our soil, and give profitable employment to the labor of our people. It greatly increases our ships and the numbers of our seamen, giving us the means of maintaming our nav}', and adding materially to our strength as a nation. It supplies us cheaply with those commodi- ties we absolutely require for condncling our foreign trade, and sup- plying the necessities of home consumption. And lastly, it carries out mfinitely more than it brings in, and so adds vastly to our individual and national riches. The undersigned has th(^ honor to b(; your obedient servant, I. D. ANDREWS, Uniied States Contvl. Hon. Thomas Corwin, Secretary of the Treasury, Washington, COU>NIAL AND LAEB TRADE. 36 PART 1. I THE DEEP-SEA FISHERIES m IN 1 JTie Bay of Ftindy, along the coast of Nova Scotia, on the Grand Bank of Nevfoundland, and ivithin the Gulf of Si. Lawrence. In connexion with the pending question of commercial reciprocity between our country and the British North American provinces, and as concerning the interests of a large and valuable class of citizens in the fishing towns of New England, the fisheries on the Atlantic coast of Nova Scotia, as also those within the Gulf of St. Lawrence, near the shores of Cape Breton, Prince Edward Island, New Brunswick, and that part of Canada known as GaspcS, occupy a prominent position. It is sufficient at this moment to state that, except near certain por- tions of the coasts of Newfoundland and Labrador, and around the Magdalen islands, our citizens are not permitted to fish, save at the distance of three marine miles from the land. It has been contended by the provincial autliorities, acting under the opinion of the law-officers of the Crown in England, that these three miles are to be measured from headland to headland, and not from the bays or indents of the coast. Under this construction of the convention of 1818, our vessels have been sometimes seized and confiscated; but the imperial government has inclined to the opinion that this construc- tion of the convention was too strict, and that our vessels might enter bays, straits, or estuaries, the entrances to which were more than six miles wide. But even this modified construction of the convention bears hardly upon our industrious fishermen in a variety of ways, as I now proceed to show. The fishing grounds to which our vessels principally resort are in the bay of Fundy ; along the Atlantic coast ot' Nova Scotia ; around Sable island; on the (5rand Bank of Newfoundland; and everywhere within thcGulf of St. Lawrence, as far north as the entrance to Davis's Straits, beyond the straits of Belleisle. Our vessels principally iish for cod and mackerel, although they also take herrings at the Magdalen islands, or on the coast of Labrador. It is true that they have a concurrent right of fishing on the west coast of Newfoundland with the fishermen of England and France, and a joint right of fishing, with British subjects, on the coast of Labrador and at the Magdalen islands; as also the right of landing at such places on those coasts as aie uninhabited, for the purpose of curing and drying V " » si'f ' it: 36 ANDREWS' REPORT ON ■I I fl« (!■■ ! their fish; but this privilege is seldom, if ever, exercised, because it is of no practical value to our fishermen. Those portions of the eonsts of Nova Scoti.j, Cape Breton, Prince Edward Island, and New Brunswick, on wliich it would be advan- tageous for our fishermen to land f()r purposes connected with the fishery, are prohibited by rcnson of their settlement and actual occu- pation, while they are shut out from the best fishing grounds by reason of the convention of 1818, which excludes tliem from taking fish within three marine miles of the coast, within which distance the best fish are often f{)und in greatest abundance. The limits claimed by the British authorities under that convention, if strictly enforced, would exclude our fishing vessels from the bay of Chaleur, the bay of Miramichi, the straits of Northumberland, and George's bay, within which the greatest quantities of the best mack- erel care now taken annually. If an arrangement could be made by which our fishermen would have the right to fish within three miles of tlie land, wheresoever they pleased, on the shores of the provinces, and also the right to land on those shores anywhere — first agreeing with the owner or occupant of the soil for the use of the necessary ground for fishing stations — it would lend greatly to increase the quantity of fish taken, would furnish the market with a well-cured article, enhance the profits of fishing voyages, and lead to a considerable extension of the number of vessels and men now employed. The codfish caught in the Gulf of iSt. Lawrence, by our fishermen, are pickle-salted in bulk, on board the vessels, as they are caught, and are thus brought home to be afterwards dried and cured. A liberal supply of salt is used, in which the fish first caugnt lie four months, and the last caught, one month. The citaUty, so to speak, of the meat — its strength and flavor — is (juite destroyed. When unladen from the vessel, the fish arc found to be of a dead, ashy color, instead of the bright, wholesome hue which good fish should have ; and so brittle as scarcely to bear handling — with hardly any smell ur taste, except that imparled by salt. The home consumption of such an unpalatable article is gradually diminishing, while the inforiority of the cure deprives us of" the advantages of foreign markets, for which these fish are wholly unsuitcd. The mackerel taken in the gulf b}' our fishermen are split, sailed, and dressed while the vessel is under way ; and it often happens that a full fare is made in four or five days, when tliese fish are plentiful. In such case the vessel, being full, must leave the fishing when at its best, and make a long voyage to her port of return, in the northern Slates, in order to discharge ; and before she can again reac;h the ground the chances are that the fish have disappeared, or that the season is over. If our mackerel fishers could remain upon the fishing ground during the whole season — touching at some convenient station occasionally, to land the fish on board, and thus keep their vessels in good sailing trim — • five or six fares could be made in each season, instead of the two fares, which they rarely exceed at present. The right of fishing within three marine miles of the land is very important, as regards the mack- « COLONTAIi AND LAKE TRADE. a? erel fishery ; because the best and fattest fish arc generally found in the largest schulls, in close proximity to the shore. To the cod-fisher the right to dry and cure his fish on shore would also be important. The vessel could be kept in better trim, and fresh bait could be more readily procured ; the fish would be more perfectly cured and fitter for food than under the present mode of salting and curing. A suj)erior quality of this description of fish would open to us not only the market of California, but also several foreign markets from which our fish are now excluded, by reason of their imperfect cure. Immediately after the disappearance of the ice in the Gulf of St. Lawrence, every spring, vast quantities of herrings draw near the shores, in order to deposite their spawn. Our fishermen cannot partici- pate in this fishery, because they are unable to enter the gulf so early. The quantity of ice passing out by Cape Breton prevents their doing so until the season t()r this prolific fishery has passed. If our fishermen could land and set up fisiiing stations on the coasts within the Gulf of St. Lawrence, they might send home the season's catch by freighting vessels, and winter their boats and part of their vessels there. In such case they would be ready to participate in the early herring fishery the moment the ice left the shores ; and, having procured a sufficient quantity f()r curing, they would also be furnished with an ample supply of bait for the early cod-fishing, which is excellcMit. As the herrings approach the shores they are naturally followed by the cod, which feed upon them. In the early part of May liie cod arc found in great abundance within half a mile or a mile of the land, in very shoal water; of course, they may he taken with perfect ease, and therefore with much profit. Instead of returning to their port of ownership with the fines of her- ring and cod which miglit thus be taken befiire our vessels are now able to enter the gulf, these cod would be dried and cured in the best manner by shore crews, and rendered fit ihr any market. The ves- sels and their fishing crews might at the same time be constantly and profitably occupied in pursuing closely the several fisheries, as they succeed each other, throughout the (Milire season, securing the best fish of every d(;scription In tlu; largest quantities. By leaving some of the boats and vessels on the coast, the fisheries, especially that for mack- erel, might 1)0 prosecuted until some time after the period when our vessels are now obliged to leave the gulf on their homeward voyage, at which late period the finest fall mackerel are always taken. Permanent fishing stations within the gulf, with boats and vessels always there, would render the fisi.Mig season considerably longer for our fi3hermen. Th(;y would then share in the early spring and late fall fisheries, from both which they are now excluded by the existing arrangements. It is only necessary to advert to the frightful loss of life and property which occurred in the Gulf of St- Lawrence last October, to show how advantageous it would be to our citizens if", instead of remaining at sea tlirough the heavy gales which frequently occur in the gulf, their fishing vessels had each some convenient fishing station, well sheltered, to I I. ■ I 38 ANDREWS REPORT ON which they could resort at all times, and where the crews could be ren- dered useful on shore during the conlinuanco of bad weather at sea. NAVIGATION OF THE ST. LAWRENCE. In connexion with the right to land and cure fish on the shores of the gulf, the free navigation of the river St. Lawrence becomes a matter of much importance. The fish caught by our fishermen in the gulf, instead of being sent by the long and dangerous voyage around Nova Scotia, in order to reach some port in the Union from whence to be sent into the intt rior, might, when ready for market, be siiipped in our own vessels from the fishing stations on the coast, and these vessels, proceeding up the St. Law- rence, might reach any or all of the ports or places on the great lakes, where a supply of sea-fish is highly prized. The numerous and constantly increasing body of consumers in the great West, even to its remotest extremity, would thus be furnished with good fish at reasonable rat(!3, caught and cured by our own hardy fishermen, and transported in our own vessels. FRENCH FISHERIES AT NEWFOUNDLAND. The recent movements in France with regard to bounties on fish caught at Newfoundland, and exported to foreign countries, are singu- larly interesting at the present time, because it will be found, from what follows, that the changes which take place during the present year in the allowance of those bounties are calculated to exercise a powerful effect on the deep-sea fisheries of the United States.* Hereafter we are to have fish caught and cured by citizens of France, entering our markets under the stimulus of an extravagant bounty, to compete with the fish caught and cured by our own citizens. This altogether new and unexpected movement on the part of France has already attracted attention, and excited much interest and uneasi- ness among the fishermen of the eastern States. Tlie matter at present stands thus: The law of France which grantful bounties to the sea fisheries being about to expire, the project of a new law was submitted to the National Assembly on the 20th December, 1850, by the government. An able report on these fisheries was at the same time submitted, which, among other things, sets forth that the bounties paid by France during the nine years from 1841 to 1850, inclusive, for the cod-fisliery only, had amounted to the mean annual average of 3,900,000 francs ; the number of men employed annually in this fishery amounting to 11,500 on the average. The annual expense to the nation was therefore 338 francs per annum for each man. France, it is said, thus trains up able and nardy seamen for her navy, who would cost the nation much more if they were trained to the sea on board vessels of war. 'Translations of recent legislative documents of tlie National Assembly of France are ap- pended to this report, and to these reference is made for full particulars. For these and other Taluablo documents the undersigned is indebted to Hon. Abbott I^wrence, minister at the court of St. James, to whom his best acknowledgments are Justly due, and are respectfully tendered. ' i COLONIAL AND LAKE TRADE. 39 A cotnmitteo of the National Assembly reported at length upon the proposed law, and the state of the deep-sea fisheries. From this re- port, it appears that these fisheries, aUliough enjoying large bounties and privileges, were languishing, owing to the great distanee at wliieh they arc eondueted, and u farther inerease of bounties on exportation was recommended, in order to stimulate their drooping energies. Unon this elaborate report, the National Assembly passed the j)roposed law on the 22d July, 1851. It provides that, from the first day of Janu- ary, 1852, until the 30th ' ne, 18G1, the bounties for the encourage- ment of the cod fishery shall bo as follows : \i- BOUNTIES TO THE CREW. 1. For each man employed in the cod fishery, with drying, on the coast of Newfijundland, at St. Pierre, and Mi(j[uelon, or on the Grand Bank, 50 francs. 2. For each man emi)loyed in the fisheries in the seas surrounding Iceland, without drying, 50 fVanes. 3. For each man employed in th(; cod fishery on the Grand Bank, without drying, 30 francs. • 4. For each man employed in the fishery on the Dogger Bank, 15 francs. I :lH BOUNTIES ON THE PRODUCTS OF THE FISHERIES. 1. Dried cod of French catch, exported tlirectly from the place where the same is caught, or from the warehouse in France, to French colo- nies in America or India, or to the French establishments on the west coast of Africa, or to transatlantic comUrus, provided the same are landed at a port ivherc there is a French consul, per quintal metriipie, (equal to 220J pounds avoirdupois,) 20 francs. 2. Dried cod of French catch, exported either direct from the place where caught, or from ports in France, to European countries or foreign States within the Mediterranean, except Sardinia and Algeria, per quintal metrique, 16 francs. 3. Dried cod of French catch, exported either to French colonies in AmericH or India, or to transatlantic countries, from ports in France, without being warehoused, per (juintal metri(iue, 16 francs. 4. Dried cod of French catch, exported direct from the place where caught, or from the ports of France, to Sardinia or Algeria, per quintal metrique, 12 francs. ^'i BOUNTY ON COD LIVERS. I 5. Cod livers which French fishing vessels may bring into France as the product of their fishery, per quintal metri(|ue, 20 francs. From the foregoing scale of bounties, it will be seen that there are Bome grounds for the fears entertained by the fishermen of New Eng- land, that the dried cod caught and curecl by the French at Newfound- land, will be introduced into the principal markets of the United States, 40 ANDREWS* REPORT ON l!v I I with the advantngo of a bounty very ncaily o(|ual to two dollars for each Amrric-aii (]uintal — a sum almost equal to whnt our fishermen ob- tain for their dried fish when brought to mark(^t. It must not be over- looked, either, that, besides this excessive bounty on fish exported to transatlantic countries, the FnMich fishermen will enjoy also the bounty of fifty francs (almost ten dollars) per man i()r each of the crew, a far- ther bounty ot twenty Ir.'uies per (juintal metriquc on the cod-oil which he lands in France; and farther, an almost entire remission of the duties on salt used at Newfiumdland. With competition at hand so encouraged anrl stimulated, it will soon be necessary to give our fishermen every facility and advantage (or pur- suing their business which by anj'' possibility can bo procured for them. By the treaty of Paris of 1824, the Frr^nch were restored to tho fisheries at Newfoundland. They in a short lime took possession of the west coast and the northeast coast, and under the high stimulus afforded by their heavy bounties, they nearly drove the British fishermen «)fr of those coasts, and competed successfully with them in the foreign mar- kets they had previously supplied. COLONIAL AND LAKE TRADE. 41 :| PART II. THE TRADE OF THE LAKES. In obodionco to your instructions, tlic following dotailcd report is submitted on tlio condition, history, and prospects of the trade and com- merce of tlie great hikes of America ; tlie character, nature, quahty, and value, of their imports, exports, and coastwise shipments; tno places where originated, and whether on the increase or decrease ; the present enumeration of their entrances, clearances, tonnage, and crews, whether progressive or retrogrr ssive; with comparative state- ments of the present and past j'cars; the iiicilities and obstructions to their free navigation and the transportation of goods; the internal im- provements completed, under way. projected, or imperatively re- quired; the chanictcr for ])roductivcness, wh«Hher of agricultural or mineral wenlth, or of that arising from fisheries or the forest of the cir- cumjacent districts; the; growth, prospects, anrl present condition of the harbors, light-houses, beacons, piers, and other works indispensable to secu: 1 navigation; and, lastly, the; farther works of construction, re- moval of obstacles, nnd general improvements of navigation, requisite for the develojjinent and (exploration to the liillest extent of the inesti- mable resources of these noble waters, and the vast territories sur- rounding theni. It has been dilHcult to obtain much inlbrmation and full detailed statements on some of these points, owing, it is believed, to the abs(!nce of proper legal retiuirements and authoritative departmental instruc- tions in that respect, and tlu^ want of means (except at the private expense of th(> officers and others) of furnishing such statistical data. Most ot" the ollicers of the customs on the lake frontier are attentive, and are desirous of furnishing all the statistical raid general int()rmation in their power, and many of the citiz(!ns engaged in trade and com- merce, '{md in the shipment and trans|)ortation of produce and mer- chandise, and especially incorpoiated companies or associations, have frequently furnished the pubhc with useful inliirmation on the lake trade and commerce. The interests of those engaged in such business arc ordinarily ad- vanced by expositions of such data. But full and authentic data, in proper f()rm for ready compilation and condensation into intelligiblo tabular statements, especially those ii)r comparison, cannot be obtained without legal provision to such end, and particular departmental in- structions presenting uniform abstracts. Funds are also necessary, to coinpensat(! the time and labor devoted to such important service. Several of the most valuable revenue officers on the lake and inland frontier now recc^ive inadequate compensation for their faithful and I H i i I ' ANDREWS niCl'OIlT ON V \ I i i ll\ onerous services. And willi respeci lo fcdcriil oflicrrs, i)unctualu\j should 1)(! cnrorced hy lcu;;il ('iKictrncntH. TIk; or^iiniziilion of a slu- tistieul otHce, tlu; duties ol' which should iiicluch; the decetuiitd e(>u8us, as II perioanent hurcjiu !ittiieh('d to llie proper (le[)jnliM(iit lit Wiishing- toti, lo which full inlorinntioii find (hitii. iVoiii idl tht; dcpiu'ltueuts luid offices lit the s(!iit of goverinn( nt und throughout the llui*iu, ntid Irotii all oiu" ofHcera .'ihroad, should he rendered, luid which could ohtiiin like iulornmtion troni the SSlate governineuts and other trustwt)rthy sources, and Ironi l()reigngovernnienttt likewis*', might provi; r taxation. It would be especially important lo ours as enabling it lo abolish indirect or direct restrictions and burdens upon the advancement of every branch oi' industry, as it might then do without danger of mistake as to the fiicts. The para- mount duty of this gcvernmenl is to relieve the peoph; Iroin all un- necessary taxation, ami this measure wouhl tend to further such object. Congress would not then, as is now too often tlu? case, be compelled to legislate on such subjects in the dark, by conjecture, or, what is infi- nitely worse, upon ihe false data and incorrect and deceptive statistics furnished by interested persons. NoiNvithstanding the diHicullifts now existing, it is believed that an approximation, sufficiently near the n'alitics of the case to convey an ade(iuate understanding of ihi- subject, has been attained in the following pages; and that tht; results, as sliown, will be alike gratify- ing to the enlightened and patriotic statesman, as displaying the im- mense development and incalculable prospects of the resources of his country, and astonishing to the casual observer, who has, it is p»obable, never regarded the lake trade of the West a> the right arm of the nation's commerce, or its area as the cradle «Jt national wealth, pros- perity, and progress. For the convenience of reference and comparison, i»s well as from regard to historical and geographical propriety, llu; matter collected on this subject has been thus divided and arranged. A review, general and detailed, of each of the lake districts of col- lection, seventeen ia number, commencing from the Vermont district to the eastward as the first, and among the first constituted, and thence proceeding westward to the head of Lake; Superior. To each of these districts is attached a synopsis of such commercial and custom-house statistics as were attainable, juid found to be to the re| nc H\ to| I COLONIAL AND LAKB TRADE. 43 point; ulso, a grnoral synopsis of the lakna, scvrnilly, with tlirir trjulc und hack countries ; and, added to tlirsi>, detailed Htatistical tables in roforonce to the whole ofilif; great St. l^awrence basin. To enter in this place on a discnission to prove what is so generally ndnnitted as the advantages accruing to u country Irom a various and extensive i^orrunerce, would i)e superfluous ; but, nevertheless, so little appears to be known, and such liinitJ.'d interests to he fell, in relation to our own internal commerce, and to its bearing on thign commerce has grown up to be second only to that of Great JJritain, and to threaten it also with rivalry, appears to have blinded them to a perception (»f the dillorence of the circumstaru;es attending maritime and inland navigation ; of tlui reasons why the latter re(iuires aid from the public to effect what in th(! t()rmer is safely lelt to the means and enterprise of individual communities ; and, lastly, ol' the prepon- derating inffuence of the latter on the t()rmer branch of national pros- perity. It app(!ars, moreover, to have led casual observers to the opin- ion that, because our maritime commerce has experien(*eil so wonder- iul an increase under circumstances somewhat untoward, it could have made no greater or further progress if liberally f()stercd by the hand of government; and, secondly, that becaust; one branch of commerce has so succeeded, all other branches can so succeed. To these propositions it may be replied brielly : First. That the maritime commerce mendy exports to foreign mar- kets the suiplus productions of our country, whereby to purchase im- ports from tljc same or similar mark(!ts. That this ni.i' 'I'le t )rnmerce is sustained fljr th(> most part by opulent eommer^ ml connnunitios, on whom no burdens rest, at farthest, but the const! uciNm of their own harbors and their maintenance. That without a supply of produce lor exportation, the tiireign com- merce woukl U- carried on under such an adverse balance of trade as would be mjurious rather than profitcable. That, fJ)r the present, the preponderance of our foreign exportations must ln'of raw material, as agricultural produce, produce of the forest, the fisheries, and the field. That even when this ceases to be the cas*', and our articles of ex- port shall hi', more largely nianufa<;lures and articles of luxury, in lieu of raw produce, the necessity of raw produce to the seaboard and the large commercial cities will still exist and increase, from the necessity of supplying material and subsistence for the commercial or manufac- turing population. That of those articles of raw material which arc neither shipped as foreign nor used as domestic provision, such as minerals and metals, every ton native, brought into the domestic market and manufactured at home for home use, supplants so much of foreign raw material or it b I 'H !■ .1 ! '\i 44 ANDREWS llEPORT ON T ^! manufacture, and tends thereby so fur to change the balance of trade in our favor. It is contended by some political economists, that of nations engaged in commercial pursuits, the largest exporters and the smallest import- ers must be the gainers, since a large excess of importation must cause a drain of the precious metals to pay for such excess. It does not follow that if this be true as to foreign or maritime commerce, it is equally so as to inland or interior trade. The former cannot exist but by means of the latter ; the latter may exist, and in some sort flourish, without the aid of the former. Again, for articles of bulk and weight, no means of transportation can compete with water carriage, Cbpecially for great distances. It is the best and the cheapest. Xhis, then, is the position of our inland and maritime navigation and commerce; the former is the feeder of the latter, the source of its greatness ; for at such a vast distance do our granaries and storehouses of agricultural and mineral wealth lie from our marls and workshops, that but for the network of lakes, rivers, and artificial improvements with which our country is so wonderfully intersected, they could never be rendered available tor exportation or home consumption on the sea- board, and in the old and thickly settled districts. These considerations show the interest which the external or mari- time commerce has in the advancement of the lake trade and naviga- tion ; and establish that the maritime commercial communities, and the commonwealth, should, as a matter of justice and (kity, as well as of expediency, aid liberally -ill improvements which mav facilitate the prosecution of business, the cultivation and exploitation, and yet more the transportation, of that produce which is necessary to the existence of the one, and the well-being of the other. The lake trail' is obliged to ef?ect much more by its own means than the foi'eign, and it has infinitely less means whereby to effect it. It is well known that this inland or lake trade is in the hands of new States, peopled, for the most part, by emigrants, whose chir'f possession is their industry, swelling the coffers of the older and wealthier com- munities. The latter now virtually demand that these infant Stales shall not only produce, but transport })roduce, and clear the way fi)r that transportation, (()r their benefit, at their own expense. Hence the expedienc}' and justice of lending, under these circumstances, federal aid to the new Stales, so fin- as removing or surmounting such obstacles in free channels of trade o{)en to all or any Slates, as are ofTered by ihe flats of the Lake St. Clair, the rocks and shoals of Lake George, or the Sault St. Marie, is, it is considered, incontestable. The details of the districts, and th(^ general synopsis of thc^ lakes and lake countr3^ will undoubtedly suffice to establish the facts and show the realities of the vast extent of the existing trade, its past growth, and its gigantic lulur(\ liul a brief" glauce at its general fea- tures may be useful fi»r the concentration of ideas and n^ady percep- tion of results. The coast line embraced in this report include both shores of Lake Champlain, with which it commences (discharging its waters into the St. Lawrence bytheSorel or Richeli(ni river,) the southern bank of the river COLONIAL AND LAKE TRADE. 45 trade may St. Lawrence, Lake Ontario, the Niagara river, and Lake Erie, to the dividing line between New York and Pennsylvania; thence the southern coast of Lake Erie to the Pennsylvania and Oiiio line ; thence the southwestern coast of the same lake to the Michigan line ; and thence the whole southern banks of the Detroit river, St. Clair lake and river, the western coast of Lake Huron, along the southern peninsula of Michi- gan, the whole coasts of Lake Michigan, including the shores of Illi- nois, Ohio, Wisconsin, and Michigan, and all the southern and south- western coast line of Lake St. George, the river St. Mary's, and Lake Superior, including the shores of northern Michigan, Wisconsin, and Minnesota, to the frontier of the British possessions at the outlet of Rainy lake and Lake of the Woods into the waters of Lake Superior. The extent of the whole line exceeds three thousand miles in length, and embraces portions of the following States, several of them the wealthiest of the entire TJnion : Vermont, New York, Pennsylvania, Ohio, Michigan, Indiana, Illinois, Wisconsin, and the Minnesota Terri- tory, on the one side ; while the lakes open to our commerce on the other a coast line of nearly equal extent, and in some parts of hardly inferior fertility, on the Canadian shore. The lakes themselves, with their statistics of measurement, are as follows: Lakes. Greatest length. Greatest breadth. Mean depth. Elevation. Area. Miles. 355 320 260 240 180 Miles. 160 lOtI 160 80 35 Feet. 900 900 900 84 500 Fett. 627 .578 574 565 232 Sq. mites. 32,000 22,000 20,400 Michiiran. .•.....• Erie 9,600 Ontario.. ...•■...•>■■■■>■..■••■■•. 6,300 Total 1,555 90,000 These lakes are estimated to drain ati entire area of 335,516 square miles, and discharge their waters into the ocean through the river St. Lawrence, which is rendered navigable from Lake Erie downward to all vessels not exceeding 130 feet keel, 2G beam, and 10 feet draught, and the free? navigation of which tor American bottoms may, it is anti- cipated, bc^ acquired by the concession of reciprocity of trade to the Canadian government. The whole traffic of these great waters may be now unhesitatingly stated at $326,000,000, employing 74,000 tons of .steam, and 138,000 tons of sail, for the year 1851 ; whereas, previous to 1800 there was scarcely a navi- gation of the lakes, is an end less worthy than the furthering and encouraging any system of post office transportation, and ocean steam- marine, liowtivcr incomparable its deserts; and this without regarding the preservation of what is generally held invaluable among earthly things — the lilt; of human beings. The expediency and justice are thus shown of extending some meed of protection and encouragement to the regions, with their ports, har- bors, and marine ef)inmunieations, which arc tfic theatreof a ("ommerce so valuable as that ft)r which all the Atlantic cities are contending ; and to pertect the internal and inland conununications of which, by canal* and railroads, the young State.-, in which that tliealre is placed, are making so great efforts. The jjolicy of doing so cannot but be seen on considering the eflt'ct which the construction of railways, the opening of canals, and the facilitation by all means of transportation and intercomnuuiication, has upon the growth of cities, the population, cultivation, wealth, and pros- perity of districts, which actually seem to grow and (!xpand in arith- metical progression to the ratio of their improved accessibility, and the number of their outlets and avenues Ihv commerce and immigration. It may not, thereliae, be now impertinent to examine the operation of these influences on the unparalleled increase of the West, which can, in fact, be traced directly to these causes. It has been shown already that, however remote the period of the discovery, exploration, and partial colonization oi" these wilds and if COLONIAL AND LAKE TRADE. 61 mecti 3, h:ir- ninorcc f ; and canal* cd, arc waters, anything like practical navigation of them tor commercial pm*- poses was unattempted until after the commencement of this century. In 1679 a French craft indeed was launched at Erie, Pennsylvania, for the expedilion'of the celebrated and unfortunate La Salle ; but this, which was an experiment for a special purpose, wholly unconnected with trade, was not followed up. In 1797, as has been before stated, the first American vessel was launched on the lakes. In 1816 the first steamer was built on the waters of Lake Ontario, and the first on Lake Erie in 1818. For some considerable time the first vessels put in com- mission on Lake Erie, were used merely for facilitating the movements and operations of the Indian traders, carrying westward supplies and trinkets f()r the trade, and returning with cargoes of furs and peltries. In 1825 the Erie canal was completed, and its influence began at once to be felt through the western country. The western portion of the State of New York immediately began to assume an air of civilization and to advance in commercial growth. This influence continued still to increase until the Welland canal and the Ohio canals were completed. The tonnage, which had then increased to about 20,000 tons, found nt this time full employmentin carrying emigrants and their supplies west- ward, which continued to be their principal trade till 1835, when Ohio began to export breadstuff's and provisions to a small extent. In 1800 Ohio had 45,000 inhabitants ; in 1810, 230,760; in 1820, 581,434 ; in 1830, 937,903. During this year a portion of the canals was opened, and during the ten years next ensuing after 1830 some five hundred miles of canals had been cf)mpleted, fe" lecting the lakes by two lines with the Ohio. Under the influence of ...ese improvements llie population of the State augmented to 1,519,467 individuals. In 1835 she exported by the lakes the equivalent of 543,815 bushels of wheat. In 1840 her ex- ports of the same article over the same waters were equivalent to 0,800,000 bushels of wheat, being an increase, in tiie space of five years, in thc%rticles of wheat and flour, of what is equal to 3,300,000 bushels of wheal, or nearly six hundred per centum. These articles are se- lected, as being the most bulky, in order to illustrate the effect of canals upon lake commerce. At tliis period, 1840, there were not completed over two hundred miles of railway in the State, and this distance was composed of broken portions of roads, no entire route existing as yet across the length or breadth of the State. In 1850, there were in opera- tion something over f()ur hundred miles of railroad, and rather a greater length of canals, while the population had increased to 1,908,408, and her exports, by hike, of wheat and flour, were equivalent to 5,754,075 bushels of wheat, and that, too, in spite of the fiict that the crop of 1849 was almost an absolute failure throughout the West. In 1851 the exports of wheat and flour, by lake, were equivalent to no less than 12,193,202 bushels of wheat ; and the cost of freight and shipping charges on this amount of produce falls little, if any, short of $510,000 ; nearly the whole amount having reached the lakes via the canals and railways of Ohio. Similar sketches of the other northwestern States, during their rise and advancement to their present condition of prosperity, and influence on the confederation, might be adduced in this place, all equally flat- i; ; : U 52 ANDREWS nEPORT 0\ tering to the energy and enterprise of the western people, and to the influence of internal improvement on commerce ; but this narrative of the eldest State of the group will suffice to illustrate the subject, and give some idea of the unexampled progress of the whole. Westward of Ohio, the Walxish canal brings the vast productions of Indiana to the lakes, passing through a small portion of Ohio, from the port of Toledo to the junction, tiience to Evansville, on the Ohio river, and traversing the entire length of the Wabash valley, one of the finest wheat and corn cf)untries in all the West. This canal is four hundred and sixty-lour miles in length, and is one of the most important of re- cent improvements. It is worthy of note hero that, in addition to its vast commercial business by the great lakes, Ohio, and more particularly its commercial capital, Cincinnati, the largest, wealthiest, and finest city of the West, and the great emporium of that region, has an immense commerce, both in exports and imports, by the rivers Ohio and Mississippi; and it appears 'that a laiger portion o(" groceries are imported lor the use of the interior, into Cincinnati, by the river, than to the lake-board, via the lakes; and farther, that while a much larger portion of the trade in cereal produce goes by the lakes, a majority of the live sto(;k and animal provisions is sent by the rivers or otherwise. No ill efleet is produced, however, on either commercial route, by this competition, but rather the reveri^e, there being times when either route .'done is closed to navigation — the lakes during the winter by the ice, and the Ohio by the failure of its waters during the summer droughts. There is, more- over, commerce enough amply to sustain both channels ; and while the State, its beautiful capital in particular, is a great gainer, no port or place of business is a loser by this two-told avenue and outlet lor com- mercial transportation. The southern Michigan and northern Indiana railway terminates both at Toledo, Ohio, and at Monroe, Michigan, on the hdces, and runs west- ward, through the southern counties of Michigan and the northerly coun- ties of Indiana, to Chicago, at the head of Lake Michigan, on the east- ern border of Illinois. This road passes through some of the most fertile portions >m these States, and, being recently completed through its entire length, may be confidently looked to as sure to add greatly to the commerce of the lakes at its termini. Farther to the northward, on the Detroit river, the central Michigan railway communicates across the peninsula, from the city of Detroit, with new Buffalo and the lake ; and, having been open some years, has done more to develop the matchless resources of this State, and to urge it forward to its present commanding position, than any one other route. Cities, villages, and large flouring mills are springing into ex- istence everywhere along the line of this road, depending upon it as the avenue of their business to the lakes. The Pontiac railway and many plank roads connect various other fioints of the interior, and are vastly beneficial to the commerce of the akes. Following the line of the lakes westward. Lake Huron may be passed over, as presenting no internal improvements worthy of note. One of the principal of those which are already projected is the exlen- COLONIAL AND LAKE TRADE. 63 sion of the Pontiac rnilrond to Saginaw, touching at a point on tlie St. Clair river, opposite to Sarnia, Canada West, where it is destined to com- municate witli a branch of the great western railway from Hamilton, on Lake Ontario, to Lake Huron. Another road is also projected in Canada, from Toronto, across the peninsula, by Lake Simcoe, to Pene- tanguishine, on the great Georgian bay, which will shorten the route to the Sault Stc. Marie by many hundred miles, and, should the much demanded and long proposed ship canal around the Sault be now at last effected, will tend more largely than any other improvement to develop and bring to a market the incalculable mineral resources of Lake Superior. Southward of Lake Superior, and bordering on the western shore of Lake Michigan, lies the upper or northern peninsula of Michigan, and the northern portion of Wisconsin, little known as yet, except to lumber-men, trappers, traders, and voyageurs, and naturally hitherto the theatre of no internal improvements tributary to the commerce of the lakes. Passing southward, however, to Green bay, and its sources in the interior of Wisconsin, there are lately completed some improvements in the internal navigation of that State, which are, perhaps, of more imj)ortance to the luture growth of the lake commerce than any yet perfected in any part of the State. These are the works on the Fox river, and the canal connecting the waters of that stream with the Wis- consin, which opens the steam navigation of the lakes to river craft, and vice vcrsd, although it is scarcely probable that the same vessels which navigate the lakes will pass through the rivers. This, in fact, is by no means necessary to the success of the project, the importance of which is found in the fact, that by it the steam route from the Atlantic to the upper valley of the Mississippi is incredibly shortened ; and thereby the whole trade, s[)ringing into (jxistence throughout that vast upper country, is, in a great degree, rendered tributary to the lakes. The junction of the Wisconsin and Mississippi rivers is, in fact, by this njule brought nearer to the lak(\s than to St. Louis ; and the trans- portation of goods being by an uninterrupted line of steamboat navi- gation throughout the whole chain of lakes and across the State of Wisconsin, the trade \o be one day transacted by this route will be enormous. The richness of the soil of Wisconsin in the valleys of the rivers, and on the borders of the Lake Winnebago, is rarely surpassed or equalled, and towns containing from one to three thousand inhabitants are every- where springing into existence lluough her territories, which are proba- bly destined lo become, in a few years, great commercial cities. Southward ot' this route there are no very important channels of com- munication tributary to the lakes until we reac-li Chicago, where Lake Michigan is connected with the Illinois river by a canal of 100 miles in length, opening to that lake the vast wealth and traltic of the riehest corn valley in the known world. Railroads are also projected from Mllwaukie, one of which is com- pleted some forty miles to the westward, which is destined to extend to the Mississippi. There are also plank roads from many points, more seful as avenues of commerce to the lakes ; at present, h.w- or le ss usei !• ■ : f m .1. i 54 ANDREWS REPORT ON .1 ! ever, the only eommunication between the northern and soutliern routes is by the lUinois and Miehigan canal. This was originally intended to be a ship canal, cotniecting Chicago with INtu, on the Illinois river, but was only constructed equal to the admission of ordinary canal boats, which can, on reaching the latter point, be towed by steam down the river to St. Louis, and return thence laden with sugar, hemp, tobacco, flour or grain, and thence by horse power to Chicago. Whether the original plan of this canal will ever be carried out, is at best very problematical, since there are obstacles in the periodical shal- lowness ot the waters of the Illinois which would frustrate the only object of the improvement, to wil, ihc through-navigation of the works by lake craft. This canal was opened in May, 1848, and the first section of the Chicago and Galena railroad in March, 1849. In 1847, the year pre- vious to the opening of the canal, the real estate and personal property inCookcounty, of Nvliich Chicago is the capital, was valued at $6,189,385, and the State tax was $18,1(52. In the year following, when the canal had been one season in operation, ihe valuation rose to $0,986,000, and the State tax to $25,848. In 1851 this valuation had risen yet fiirthcr to the sum of $9,4-31,826, and the State tax to $56,937. In 1840 the population of Chicago was 4,479, and the valuation of property not far from $250,000 ; while in 1851 the p()})ulation was about 36,000 and the assessed valuation of real and personal property was $8,562,717. In 1847 the population, according to the city census, was 16,859 ; in 1848 it was 20,023 ; in 1849, 23,047 ; and in 1850, according to the United States census, 29,963: having increased twice more rapidly than betore, since the completion of the canal. The population of Chicago at this time — August, 1852 — is nearly, if not (piite, 40,000. In regard to this train of argument, and to this view of the cHect of internal imj)rovements on the growth of the West, and on the commer- cial condition of that jwrtion of the country, it will be well to t()llow up the sam(^ train of examination in relation to the growth of certain, points to the east of the great lakes, such as Buffido, New York, Oswego, Bos- ton, and other cities directly affected by the same commerce, through the internal channels of communication in New York and Massachu- setts. In 1800, the city of Nevy York, with its suburbs, had a population of. 63,000— in 1850, of, Boston 38,000 Philadelphia city and co. 73,000 Cincinnati 750 Buffalo Oswego Albany .5,349 Chicago St. Louis 2,000 700,000 212,000 450,000 115,436 42,260 12,205 50,763 29,963 77,860 Hence it ap[)cars, that between the years 1800 and 1850 the popula- tion of New York and its suburbs doubled itself once in every 10 years; Boston, once in every 25J ; Philadelphia, in every 20; Cincinnati, in every 6J ; Albany, in every 15 ; St. Louis, in every 9^ years. This covers a term of half. a century; but from 1810 to 1850, a m in COLONIAL AND LAKE TRADE. 66 period of tbrty years, tlic pnnulntioii of Now York doubled itself f)nee in every 15 ycirs; Philadelpliin, in 18^; Boston, in 18J ; Albany, in 16; Cincinnati, in 7 ; St. Jjouis, in !M; Buffiilo, in 8^ ; and Detroit, in 8i. From 1820 to 1850, a period of tliirty years, the population of New York doubled once in 13 years ; I'liiladelpliia, in 16 ; Boston, 15 ; Al- bany, 15^ ; Cincinnati, 7J ; St. Louis, 7 ; Buffalo, 6^ ; Detroit, 8. From 1830 to 1850, a period of twenty years — the term of duplica- tion — this being the first census taken alter the opening of the Erie canal, but belbre its influence had been much felt on the seaboard, owing to the non-completion of tbc Ohio and lateral canals — was, in New York, 15 years; Philadelphia, 17^ ; Boston, 20; Albany, 20; Cincinnati, 8^; St. Louis, 5^ ; Buffalo, 8^ ; Detroit, 6; Cleveland, 5; and Sandusky 5. And from 1840 to 1850 — a period of ten years, du- ring which nearly llie whole western population had become exporters by mciins of the Ohio, New York, and Philadelphia canals, and the various lin-^s of railway — the efli-cl of these influences on the period of duplication in tiie citi( s f)f Boslon, Philadelphia, and New York, has been truly astonishing; but the same inlluence, reacting and reflected from the East upon the western cities, is yet more wonderful. According to the rati(j ol' their iner(;ase during these ten years, New York would doubh; her population in 12 years; Boston, in 12; Phila- delphia, in 12il ; Baltimore, in 13A ; Albany, in 16^; Cincinnati, in 6; St. Louis, in 4; Bulflilo, in 8^ ; Detroit, in 9; Cleveland, 6^ ; San- dusky, 5A; Chicago, 4 ; Milwaukie, 3;^ ; 'J'oledo, 6; Oswego, 8. Hen(!e it appears, that every new improvement is bound by inevit- able laws to j)ay its tribute to some great channel of internal com- merce. The (;xistence of such a channel has indirectly created the necessity for the im[)rovement ; and the sanu- law which called it into existence as necessarily rcciuircs it, by a reactionary impulse, to indem- nify its creator. Before the present century shall have passed away, the United States will undoubtedly y)rescnl to the world a spectacle uiie(iualled in past history. More than fifty millions of re[)ublican Ireemen, all eciual citi- zens of a contiHleracy of independent Slates, united by congenial sympathies and hopes; by a devotion to the principles of political and religious freedom, and of sell-gov(>nnnent ; bound together by a com- mon language and harmcmious laws, and by !i sacred compact of union, will also be firmly cemented with one another by indissoluble bonds of mutual dependence and common interests. The remote sections of the confederacy will be made near neighbors by means of canals. Railroads will chain all the several parts each to eacb ; tlie whole people from the Pacific to the North Atlantic ocean, from the great lakes to the Gulf of Mexico, cultivating the arts of peace and science, and incited by a genuine rivalry for the accomplishment of the real mission of the American pi'ople. I l! !«! I'' I 56 Andrews' report on THE LAKE DISTRICTS, WITM A IIRnCRIPTlOV 01' KA( 11 : STATI8TICAL STATKMKNTS OF THE CANADIAN AND DOMKSTIC TIIADK, AND A GENKRAL HIJMMAIIY. No. 1. — District of Vermont. Port of entry, Burlinp;t()n; l.-ititudo 44° 27', lon^ntudc, 73° .10'; popu- lation in 1830', 3,52.0; in 1840, 4,271 ; in IS.'jO, (J,! 10. 'IMiis, wiiicli is the cjistcrtiniost of nil the lake districts, compriscvs tlio wholf! eastern shore of I^iike Chmnpliiin, from its southern extrcnnity uL Whitehall to its northern t(>rniinalion, exe«'ptin,u;only a tew miles at the head of Missisquoi bay, which lidl within the ('anachan lin(> ; and em- braces idl those portions of the State of N'ermotit which are subject to custom-house regulations. Lake (Ihamplain is about one; hundred and five miles in length, and varies in breadth from one to fifteen miles; it contains sevi-ral islands, principally toward tlit; upper <'nd, of which the largest are North and South Hero, and La Motfe island ; and, in addition to all the waters of Lake (leorge, its principal tilHuent, the outlet of which enters it at Ti- conderoga, Receives nine considerable streams:, the Otter creek, the Onion rivtir, the Lamoile, and the Missistjuoi, from Vermont to tlit! north and eastward ; the Chazy, the Saranac, the Sable, and liotiuet rivers on the west, and Wood creek on the south, from the Stale of New York. It discharges its own waters into the St. Lawrence by ihe Sorel or Uichelieu river, in a northeasterly course ; the navigati»)n of which has been improved by the works of the C/hambly (Canadian) canal, so as to afl()rd an easy communication l(>r large vessels to the St. Lawrence, and thereby to th(i gn>at lakes. From its southern <'X- tremity it is connected by the (Miamplain ciuial with the Mt)liawk river and the Krie canal, at the village of Waterl()rd, where the united works enter the Hudson, and thus li)rin a. perfect i-hain ol' iidand navi- gation Iroin the lakes of the tiir northwest to the Atlantic seaboard. The whole length of the Chani[)lain canal, including al)out scvent(M'n miles of improved natural navigation on Wood cr(!ek and the Hudson river, is about sixty-t()ur miles. It is Uirty leet wide on the surface, twenty-eight at the bottom, and f()ur deci). The amount of lockage is eighty-tour feet. On account of this ;ntificial Wur of interconununica- tion, Lake Champhiin is included, not improperly, in the great chain of American lakes; although, to sp(3ak strictly, it is not one of them, having no natural outlet directly into tlu-m, and so liir from being the recipient of any of their waters, serving, like them, itself" as a fleder to the St. Lawrence. The lake is I)ordercd on its eastern shore by lantls composing thi district, with a coast line of considerably more than a hundred miles including its many deej), irregular bays and inlets, of great productive- ness and fl-rlility, especially adapted to grazing and dairy linnis, and to the cultivation of the northern fruits, its western shores are, fi)r the COLONIAL AND LAKE TRADE. 67 most part, high, wild, mid hiirreii, soon rising into t)i(* vast and ahiiost inacccssihh? ridges ot tlio Aihroiuhick mountains, lying within tho counties of Hamilton, Herkimer, and Esseix, in New York, a region the wil{l(,'.st and mosi rugg(;(l, the least adapted to cultivation or the residence of man, of any to the eastward of the great American desert; and still the liaimt of the deer, the moose, tlu; cariboo, the otter, and the hciiver, th( wolf, the panther, and the loup-eervier, which still nliound in this liistness of rock, river, lake, and lorest, almost within sound of great and populous cities. liy its means of communication with the St. Lawrence, and its out- let to the Hudson, this lake has become the chainiel ola large and irn- |iortant tradting, but, on the con- trary, l)v increasing facilities and consequenlly augmei.iiiig diTi ids, adds to the liveliness and vigor of business, and is ullim:itely ben Tcial to all. Hence, there appears no just ciust! IJ)r iipprehending \:i\ per- manent decrease or deterioration of the ship[>ing inter st-!, connectetl with L;\]\v. (Jhainplain. Burlington, the port ol" entry of this (hstricl, is the largest town in the Suite of Vermont, containing about ten thousand inliabitants. It is beautitully situated on a long, rey[ular slo|)e of the eastern shore, as- cending gradually from the head of Ihirlington bay, on the southern side of the debouchure of the Onion river into the lake, and is the capital of Chittenden county, and by liu" the most considerable commercial place of the State. It has, i^oreover, a fine agricultural back country, of wljich it is the mart and outlet. lUirlington is distant from New York, by railway, about three hundred miles; from IJoslon two hundred and thirty-live; and from Montreal one hundred. By its possession of* a ccntrid position, with the advantages of both land itnd water steam facilities, alike l()r travel and transport;.! i.-:- to the grand cmporia of Canada, New England, and New York, u '•>■■. making rapid advances in Wealth and j)opulation; anil now, with railroad communications open on either side of the lake, can scaix'ely fail to improve and in- crease, in a ratio conuneusurate witii that of the improvements in its vicinity. The oidy method, within our reach, ot arriving at the aggregate amount of the lake commerce and tralHe, is by taking the accounts ot' the eiinal olfice at Whitehall, which exhibit the amount and value of merchandise delivered at the lake, and the (juantity and value ol" pro duce received from the lake; and then by estimating the coasting trade of tht< lake above Whitehall, which does not reach the canal. By deducting from the aggregates of thesi', the Canadian trade of the dis- tricts of Vermont and Champlaiu, we arrive at the gross amount of the I I ! :'. t( 1^1 ■ 58 ANDREWS REPORT ON aggregate coasting trade of the whole lake, as comprising both the col- lection districts ; but owing to this compulsory mode of procedure, no definite understanding of the proportion of commerce attaching to each separately, of the two districts, can be reached. The amount of assorted merchandise delivered into Lake Champlain in 1851 was ] 25,000 tons, at $1 75 per ton. Average valuation as on Erie canal , $21,875,000 Amount of produce received from the lake 3,515,895 Add i()r coasting above the canal 1,000,000 Total commerce of the lake 26,390,895 The Canadian trade of Vermont district, lor the years 1850 and 1851, was as ioUows : Exports of domestic produce. . . " Ibreirm merchandise. 1850. $051,677 294,182 Total exports 945,859 Total imports 607,466 Total 1,552,325 Subtract total of 1851 1,033,989 1851. $458,006 309,566 767,572 266,417 1,033,989 Decrease of 1851. 519,336 1850, The tonnage in the Canadian trade for the two years was as follows No. Tons. 695 91,961 731 105,359 1851 788 94,235 695 91,967 818 m,813 Decrease in 1851 30 28,578 36 13,390 The aggregate shipping of Lake Champlain, both foreign and coast- wise, is represented to have numbered 3,950 enfrances, measuring 197,500 tons, and employing 11,850 men, with a corresponding num- ber of clearances of the same measurement and crews. The enrolled tonnage of this district in June, in 1851, was 3,240 tons of steam, and 692 tons of sail. Tonnage. Tons. Inward. — American 166 steam. 56,421 338 sail. 17,490 504 73,911 COLONIAL AND LAKE TRADE. 59 Tons. British 122 steam. 9,566 162 sail. 10,758 284 20.324 Outward. — American 147 steam. 58,024 318 sail. 17,020 ^565 75,044 British 119 steam. 9,321 111 sail. 7,602 230 16,923 Value of produce imported from Canada in bond $311,512 Value of imports from Caniida 251,211 Value of goods of domestic produce and manufacture ex- ported to Canada 458,006 Value of foreign goods 108,712 Value of goods of foreign produce and nianulaclure (.ex- ported to Canada in bond 200,854 Value of property cleared at Whiiehall tor the South 3,515,895 No. 2. — District op Champlain. Port of entry, riattsburgh; latitude 44^^ 42', longitude 73° 26'; popu- lation in 1830, 4,913 ; in 1840, 6,416 ; in 1850, 5,618. This district, which is situate on the western side of Lake Cham- plain, over against that last described, including the peninsula at th(! lower end ])etween the waters of tiiat lake and lake George, with the thriving town ol' Whitehall and the outlet by the Chiunplain canal, has a coast-line of ecjual extent, though less indented by bays, than tiic opposite district of Vermont. It has two principal harbors — Whitehall, situate on both sides of Wood creek, at its enlrance into the lake, in a beautiful and romantic site, with considerable water power, through which passes the very great majority of the whole export and import trade lor Canada, and which is a singidarly flourishing and improving village ; and Platts- burgli, near to the upper extremity of the lake, lit the head of a fine and spacious bay at tne debouchure of the Saranac river, by which it is connected with the mineral and lumbering regions of the interior, and with the recesses of the Adirondack chain. The village is well laid out, and contains the United States barracks, and several prosperous manutiictories on tlie river. This district has httle or no back country, the mountains rising abrupt and precipitous from the very verge of the lake in many places, and leaving a narrow strip of shore only, with a few villages scattered along th(^ road to Plattsburgh, beyond which all is howling wilderness as far as to the valley of the Black river. Little *Tlie Canadian trade of tliis district, principally, in in American vessels. i f;; i m m I la W ANDREWS' REPORT ON dependence can, therefore, be placed on these regions for agricultural produce, although their forest and mineral wealth compensates, in some measure, for the sterility and ruggedness of their soil. Plattsburgh is the port of entry of this district, although Whitehall is the larger commercial depot. The only railroad which toucnes it is that of Ogdensburg, crossing Missisquoi bay and the narrows of the lake at Rouse's Point, and opening, at the town of Ogdensburg, a perfect inland intercommunication between the great lakes and the Atlantic ocean at Boston. It is on the water communications, there- fore, afforded by the lake, that the population of this district for the most part rely lor the prosecution of their commercial enterprises and the transportation of their produce. There are five daily steamers running during the season from White- hall, touching at Burlington and Plattsburgh, lor St. John, Canada East, and for St. Alban's, Vermont. Tlie Canadian trade of this district during the years 1850 and ]851 was as follows: 18r.O. 1851. Exports of domestic produce $322,378 $375,549 foreign merchandise 316,843 373,453 Total exports 639,221 749,002 Total imports 435,383 294,484 Total commerce. 1,074,604 1,043,286 1,043,286 = Decrease in 1851 31,318 Years. 1851. 1850. Difference. . No. 598 788 190 Tons entered. 123,229 120,294 2,935 No. 598 754 156 Tons cleared. 123,229 116,931 6,298 The decrease of the year 1851, it will be observed, aflectsthe num- ber of entries and clearances only, the compmative tonnage being an increa.se on the preceeding twelve months. The tonnage enrolled in thi.s district, June 30, 1851, was — steam, 917 tons ; sail, 3,291 tons. Canadian trade. Imports in American vessels $1,019,039 Exports in American vessels , 24,246 Tonnuirc. o Inward. Tons. Outward. Tons. Americiin, steam 90,436 American, steam 90,436 sailing 8,139 .saihng 8,135 Total. . 98,571 98,571 Itural some all is les it vs of liere- the and 851 COLONIAL AND LAKE TRADE. 61 Inward. Tons. Outward. Tons. British, steam 3,899 British, steam 3,899 sailing 20,759 sailing 20,7.j9 24,658 24,658 Duty collected on imports in American vessels $46,639 Do. do. British vessels 5,210 Total duty 51,849 Imported from Canada in American vessels $228,241 Do. do. British vessels 24,246 252,487 Amount imported in bond 27,994 Amount of free goods 13,802 Total 294,283 Value of donjestic goods exported $375,549 Foreign goods exported $267,587 Foreign goods entitled to drawback 105,^56^) 373,453 No. 3. — District of Oswegatchie. Port (if entry, Ogdensburg; latitude 44"^ 41'; longitude 75'^ 32' ; population in 1830, not defined ; in 1840, 2,526 ; in 1850, 7,756. This district extends along the southern shore of the St. Lawrence, firom the point where tlu; boimdary line of New York and Canada strike.^ tlu; great river — 43°, 73*^ 20' — to Alexandria, nearly opposite to Ganano(|ue, on the Canada side, and tlie thousand isles of the St. Law- rence. The extent of this coast line is about eighty miles, trending in a southwesterly direction ; it includes the considerable commercial depot and improving townof Ogdensburgh, besides the smaller ports of Massena, Louisville, Waddington, Morristown, and Hammond, and it has become the liieatre of a very large and increasing trade with Can- ada, and coastwise, particularly since the opening of the Ogdensburg railroad. This important line was opened from Ogdensburg to Rouse's Point, where it combines with the eastern and soutiieastern routes, in the au- tumn of" 1850 ; and from this point passengers and freight crossing Lake Champlain have ea.sy expedition, either to the New England States by railroad, or to New York, via Lake Champlain and the Hud- son river, or by the new lines of railroad down the valley of the latter great thoroughfare. There being no line of transportation whatever through this district fiom the Canadas, except the above-inentioned road, and previous to the opening of that way none of any kind — the h m -.1 .'.■ 1 1 3 m^„jj/gSi 02 ANDREWS' REPORT ON district itself being, moreover, a mere strip of ten miles' width between the river shore and the Adirondack highlands — the effect of this road has been very great on the general commercial prosperity, and particularly on that of Ogdensburg, which monopolizes the Canadian transportation business, for the other ports mentioned are merely river harbors, doing a small coasting business, and driving some small traffic with their neighbors across the water. In consequence of these advan- tages large quantities of freight find their way into this port from all parts of the upper lakes and of Canada, for transmission to various marts on the Atlantic seaboard ; and large amounts of merchandise, both Ibreign and domestic, pre thence distributed through the difierent lake ports, both of Canada, and the United States, from New York and Boston. The following statistics w' li show the comparative coasting trade of Ogdensburg in some of thj principal articles during the past five years, the results ibr 1849 being made up only to the 1st of October of that vear. Imports coastwise. I Articles. Flour barrels. Whiskey do.. . Pork do. . , Beef do.. . Sugar '. ".gsheads. Pig iron tons. . Coal do.. . Wheat bushels. Corn do.. . Salt barrels. Tea chests. CoiTcc tons , . Tobacco boxes. Sundry incrchandise,value 1847. 5,000 1,217 3,000 325 300 3,000 15,000 3,000 10,000 10,000 320 2,000 $2,306,200 1848. 4,500 1,157 2,500 1 375 350 3,054 25,000 4.000 15,000 15,000 320 2,000 $2,482,925 1849. 3,800 865 1,800 300 275 2,500 18,000 3,500 10,000 10,000 320 1,200 $2,106,450 1850. 158,600 452 2,612 2,758 37 300 490 149,310 31,934 10,369 78 Included in m 15 $1,612,668 1851. 375,000 1,291 2,887 6,034 43 100 371 377,725 82,458 14,287 44 erchandise. 37 $426,927 The above statistics clearly demonstrate that the opening of the rail- way lifts created a complete revolution in the trade of Ogdensburg, :i large demand having suddenly sprung up lor coastwise imports of pro- duce, to be exported seaward by railroad, while the call for foreign merchandise, formerly imported coastwise for home consumption, has been entirely superseded, goods of that description being now largely introduced by railway from the seaboard, for distribution through Can- ada and all the lake regions. B}"- this change, the mercantile prosperity and activity of this town and district has, it will appear, been increased fifty-fold, and the trade matured from a mere home-consumption business to an immense for- warding, f()reign importing, and domestic exporting traffic ; nor, in view of the incalculable hourly increase of western product iveness and con- sumption, can any one pretend to assign any limits to the future improvement of this branch of commerce. l^MMt^ ."»■- /■'-.: ^(irj^r. l" ween road and adian COLONIAL AND LAKE TRADE. 63 The coastwise exports during the same period, of a few leading articles, were as follows : The estimated value of the imports and exports for the years nbove named, is as follows : 1847. 1848. 1849. 1850. 1851. Coastwise imports Constwiso exports Foreifii imports $2,804,150 389,325 #2,988,015 341,933 49,831 81,844 #2,482,695 311,084 48,395 32,685 #2,463,648 359,933 205,815 #2,424,145 918,687 214,520 618,648 Foreign exports. •••••• Total commerce.. . 3,193,475 3,461,623 2,874,859 3,029,396 4,175,900 The report of inwarti and outward bound vessels is as below, for the last two years : Years. Inciease Number of entries. Tons. 1' Men. 1 Number of. clear.inces. j Tons. Men. 1851. 1850. 1.002 669 .351,427 242,780 , 19, .538 12,464 973 ; 655 359,287 242,931 19,341 12,218 333 108,647 ; 7,074 318 116,356 7,123 From the above figuios it will be readily perceived, independent of" the general increase of commerce in the district consecjucnt on the open- ing of tlie railroads, that tiie returns for tiie years previous to 1850 are in round numl)ers, and are probably very far from accurate, whilst those tor 1850 and 1851 are in detail, and the merchandise is valued at a very low rate; so much so, that if the valuation of assorted merchandise were made according to the rates adopted in othc^r districts, it would raise the gross amount to a sum higher, l)y at least a million of" dollars, •than tliat exhibited above. The tonnage enrolled and licensed in the district is 1,985 tons of ■1: :!#"* i". I.MITER, Collec...^. C>i.leitor's Oun.K, District of Oswegatciuf,, N. Y., Ogdensbiiy^, December 31, 1851. ('nnadiuu Trade in 1851. Imports and exprin- m American vessels $332,420 Do (I . Briti.-:ili vessels 500,747 Exported Ibrcign goods entitled to drawback — In American vessel? $74,367 In British vessels 193,807 Goods not entitled to drawback. Domestic produce and manufactures — In American vessels 52,369 In British vessels 199,681 Total exports Imports paying duty — In American vessels 18,305 In British vessels 63,727 On the sea 9,425 268,174 98,424 366,598 252,050 618,648 Duty collected. 3,732 13,742 1,893 91,457 Produce imported in bond 115,286 7,775 19,367 Free goods Total imports 214,518 COLONIAL AND LAKE TRADE. No. 4. — District op Cape Vincent. C5 Port of (mtry, Cape Vincent ; latiludo 44*^ 06', longitude 700 21'; population in 1830, not delined ; in 1840, iKJt defined ; iii 1850, 3,044. This district, commencing at Alexandria, on the soulhwcstern horder of Oswegatchie, extends ab( ut eleven mih's southwesterly up the St. Lawrence, to the outlet ofLake Ontario, and Black river bay, on which Sackett's Harbor is siluatetl. Cape Vincent, owing to the sinuosities and irregularities of its shore?, has a coast line of nearly thirty-eight miles, and embraces the shipping ports of Cape Vincent, Clayton, and Alexandria, whieii arc l()r the most part men; stopping places lin- the lake steamers plying between IMontreal, Ogdensburg, and the ports of Lake Ontario, wliicli touch at these landing-places to procure wood, vegetables, milk, and other necessaries. To this fact is owing the very considerable amount of tonnage entering and clearing tVom these little ports, thougli it is at once evident that no indication is thereby allbrded of the actiiiil bu?ini;ss Iransacted in the district. It has some small trade with Cimada, carried on [)r:ncipally in skills across tin; Hi. Law- rence and among the thousand islands; but, if there; be any coasting traffic at all, it is so slendur that no returns of it appear to have been, at any time, regularly kept. CajK> Vincent, the port of entry, is some twelve to thirteen miles Irom Kingston, C. W.; the distance beting about four miles over the main channel of tin- vSt. Lawrence liom Kingston to Long Island, then between seven and eight miles across the island, and then a mile over the channel on tlu; American side to Cape Vincent. The imports from Canada, 1851 ig61,3,58 The expoi is to Canada, 1851 33,188 i Total Canailian commerce, 1851 94,546 Imports from Ciuiada, J850 $50,756 Exports liom Canada, 1850 69,284 Total Canadian commerce, 1850 120,040 Do do do 1851 94.546 Decrease 25,494 The Canadian commerce of this district previous to these years was of th(! following valu>'s: Total Canadian conunerce of 1849 890,484 Do do do 1848 91,597 The enrolled toiUKim; of the. district amounts to 2,496 tons, all sail. YeaM. IS.")! 1850 Inereasu .. Eiitrios. Tons Crew. Clouniiiccs- ToiiH. 749 I inO,!):)!) 19.1207 i 7US i :iM,:A:> ; 14,518 , 41 I 110,385 ' 4,G59 i 749 7(18 *1 439,930 3:J9,545 110,385 Cruw. 19,:207 14,545 4,G59 '!' 'I i 66 ANDREWS REPOftT ON Canndian Trade. Imports in Amcrictin vessels $61,358 duly, 81,370 Exports, (lomeslic: producer nnd rnnmiractiiros 32,389 To fi /I aire inward. In American vet^sels, 096 sail 427,457 In British vesLH-ls, 53 sail ]2,473 Same outward. No. 5. — DisTuicT 01" Sackktt's Hauuoii. Port of entry, t^ackett's Harbor; latitude 43<^ 55', longitude 75^ 57'; populalioii fiflowiisliip in IS5(I, 1,130. riiis district Is eonipo>i'(l of that [)()rliou of the eoa.-l ot" J^ake Ontario which runs ahnosl in a iluf southerly din^-tion lioui 'J'ibhit's I'oint, roinid Chiurnciit hay, IJIaek river, and IleiHhMson's [jay, ferniinatintj at Stony I'oiiil, and enihracing a coast lim (v-liniat( il at one hiaidicd miles, li)Howin^f llie sinuosities oi'its very iiregular a?id deeply indenled shores, it iiichides the slii[)])inu' piac! s ot" 'rhree-Mile hay, Chamnent hay, Toinl I'eiiiusuhi, Dexter, Sack( ll's II uhor, and IltMiderson. Saekett's II uhor, the principal connucn-iid place and [)iirt ol" entry ot" the dislricl, is silujiticl on th<" southwt . I side of a deep inlet known as Jllaek River Uay, al altniil einjil niilc,-; di~Iaiirc (Idni the lake. hs bay and harbor are we!! .-iluated liir sin Iter and detiiice. 'I'lie harbor is by liu' the besi on iiuke Onlaiio (()r sliip-bnildinus and as a navrd and eoniinercial dejx'ji. A crrseeiit ol'land slictches oil' lioni the lowei part otllie vil!anl ol" the last Kiiglisli war, when it became a considerable naval and military depot ; but, since llie |)romulgation of peace in 181-1, it li.i made ]ittl(> comparati\(' ini[irovement, other points iiossessing su|)eriiu- advantages of" position as regards artificial rout(>s, l)y railroads and canals, having diverted f"roin it a portion of its business, although it still maintains its eonnnercial character, 'i'lie ad- jacent country is a fine agricultural rtgiori, and its abundant water- power r( uders it well ada[)ted to lIu- growth of mauufacluring ( nler- prise, while Watcrtown, a iJ>\\ miles inland, is a llonrishing town, well situated on th<> lllailv rivt r. Still, in sjiif' of iIhsi' ;alvantag(^s, the (;ommer((' of Saekett's llaioor has been on tin decline l()r some years; whether on accoinit of the c-xhaustion of lumbei' risomccs, or the diver- sion of supplies t()r the inland h(tine consumption, and ol' agricultinal produce Ibr ex])ort, f'romthe coast trade to canal and lailroad transpcjr- tation, (loi^s not snliicicnllv appear. At all events, the declared value of the eoniaierce of the district has materially d( dined, as will be seen from lh(> ibllowing table, since liSlt!. The other small towns, mentioned above, are used lo a trilling exUnit I COLONIAL AND LAKU TUADU. 67 as lundin^'-pliices for imported iiuTcliiindisc, and for Fliiprncnt of pro- duce, by iIk; surrouniliii- iiiliaMtMiits, to tli*' cxtrnt of tlicir own wntils and convenicnccti, but not in such ;inionrits us to render tliom worthy of" any notice as commercial depots. r>7'; Dccliircil values (or 1846. Ucclarod viiliics for 1817. Dcclarnil valuoB lor 1851. Coafltwisp inii>ortH j,l,.').'iO,!)0<) i,l(t(i,!iH(; 75,3'ir) *il,a57,8-J3 3,Wl| btl,47H 3H,i>r)3 Ji4'J7,8n<) 5(i,118 Foreign iiiipurtH. • Coustvviso oxporls 303,a.')8 Forciigii cxportH 21 'IHO 'I'otiil 2,735,091 Si, Ml, 44.1 87;'' 165 Some j)ortion of'the !il)ov(' deterioration may l>e, perhaps, ascribed to a discrepancy in the vahintion of articles; but it is hardly probable that the result, as a whole, can hv altribuled to such a cause;; nor is it necessary to seek far lljr reasons, since the experience of every day teaches us that the places which poss(\ss the greatest I'acillticis of Iransmission and transportation o|" j)roduce and men-handise, and the most numerous inlets and outlets for articles of commerce! in the shape of internal iiii[iroveinents and intercoinmuiiicatioiis, will necessarily attack and take; at disadvantat^'c tliost; which rely solely on fixternal traile. It is not to be doubted, therefore, that Ogdeusburg and Oswegf) have attacked Saekett's Harbor, and diverted fiom il a jjortion of its coastwise tratlic ; while it is as certain that some of the agricultural produce; which ti)rme>rly sought a market, via the lakes, ne)w seeks the same idtimate elestination inlanel, via canal and railroad. Sae'h are the reve>Iutions, in some sort, of ceanmerce, and such the j)rogre'ss of the times; the' result Ix-ing, that the)S(^ place's which arc content to l)e stationary, and elo not (auleave)r to keep up w iih the inove- ment, e'uterprise, and energy of the; times, must ne'e'els retrograele ; nor can any natural aelvantage'S insure to them a long monopoly of pros- pei'^ty and success. The' liillowing table will be suilicient to conve^y se)mc idea as to the e)j)e'ration e)f the changes alludcel le» abe)ve', aiul thej e-lass eif artiedea aiii'eteel ihere-by : " III, ''^\'\ !• ; r i 08 ANDUEWS KKPORT OS Exports cnustwise /or 1SA7 and 1851. Articl(!H. Liimbor thuiiHiind fcot.; StiivcH Ili(iiis;in(l. . . .1 Shin^rlns do : Asliof) barrels | Pork do OaU IiunIicIs i Ifarloy do I Corn do Wheat do ! PoaH niid buans do i PutatocH do Flour iiarrclH . . . Indian niual do liuttur IxiimkIh. , . Choeso do Woid do Pit; iron tons Leather pounds . . . DutncHtic K|iirit.s gallons... , Do. woollens yards Do. ('nitons do 1847. 1851. 4,40fi '..>,896 919 SS 371 67 420 366 :).')•• 145 'M,r>m 34,UR8 H(),G78 G-2,89.'> 41,6-24 42,.'»81 4, 9:2(5 .•i,4ll2 :i,.'i.'i.1 7,173 l,?.-)!) 970 78H 169 4,141 H.^jOOO ItH.-lOO 9,70(; 1,.344 G4,H00 11,400 a,oa! 732 17, GOO 1,500 :t6,240 63,240 .'iG,2.50 .')34,000 Total estimated value i $841,478 P03,358 For the siiiiic y( ;ir.s llic iinporlations ol" .scnic lew :irticl(>s of coast- wise trarlo were as follow.-^ ; and l)eyi)U(l this tliert; is no more to be slated conctrnins: this distriet, unle.-^s it be to point out that in 1847 the exports to Canada consisted ot" barley, oats, eorn, ve,G;efable.s, chees(% machinery, and nianut'acttnes; while iti 1850 and 1851, flour wheat, and vegetables were importtul Irnni that country, together with animals. The Canadian trade has augmented somewhat, while tlus coasting trad(> has deer(.'ased. Cixistwisr Tniportdtinns. .Articles. Fruit barrels. . . .' Salt do i Flour do ! Wheat busjielf . . . .| Cotton bales j Wool do (Jyiisiim do Coal do Hides pounds. . . .| 1847. l,:iC9 11,984 I,1GG I.''), 26.') 3.') I 231 4.30 340 25,150 18.')1. I,. '501 7,851 1,630 .37,890 147 aai 1,280 33,960 m :^f A k r I COLONIAL AND LARU TIIADK. 69 Tlio atoani tnnnagr cnrollod in the dislrir^t, .Tuiit; 30, 1801, was 343 tons, and sail lonnago G,7()8. YcarM, KiiUiiiS. Tons. (^rnwH. ]{I51 (m 737 348,43s 3L>y,lt2G 11.7fl(i 13,(W1 1850 Difforcnco 53 'M,:m l,im ClcariiiHo TOIIM. OrevvB. (i71) 751 347,:!!)4 33-J,433 13,U7U 7a 14, %1 975 Cuinid'utn Trade in J 85 1. Imports— Aincriciin vessels fOO, 1 1« ; duty, Sil0,399 Exports — AnKMiciin vessels 21,980 Entrances und rlcnnnias, District of S(ic/,r(t''s ILir/ior, i\i in Ynr/i, during t/ic year 1851. I I No. vessoU, ToilK. Mnti. Fi>ltKt(iV TKADI'.. Entcrud — Aincnran vessels llriliNli (lu.. Cleared — Ainiincaii . . .do.. Uritjiil) do.. aOO ! 31 i an? ■ 31 1 CUASTI\(i TKADK. Entered — Number of vimscU. Cleared — . . . .do do. . . 1G3, «!()..'■.« 2,!tl»4.(l() l(id,7G().!)l :J,'.)!>4.0I) 453 j 181,C2(J.G1 441 181,(i3'J.45 0,8.35 193 (),H34 193 G,98:2 (!,!)36 Hoys. 349 340 347 347 No. (). — DisTrtirr ov Oswego. I'ort ol entry. Oswego; l;ililii(le 43^ 25', loiii^itudo TG"^ 37'; popu- lation in 1830, 2,703; in 1810, 4,605, : in 1850, 12,205. Tlu; district ot" Oswego lias eighty miles of eoasl-lirie, I'rorn Stony Point lo tli(^ western slior(! of Sodiis bay, and enihraees llie ports of Texas, Salmon rivor, or Port Ontario; Sandy Creek, Oswego, Little Sodiis, and Sodns Point. i\on(! cf these |)orts, with the exeeption of Oswego, althongh they are all-important to th(> a^ .(nnniodation of their own immedialent-ighborhoods, lijr the sjiipment ol preddeeand thointro- ;cs iiic of a lliirclidd iiiiliin'. First, rm ciisy iiiid nipid (Miiiiimiiiiciitioii, i)()lli hycjinid aiid railwiiy, with New York ;md lloslor:, via Allciny, and hy hd west pier, which is well built of stone and is in good condition. ll is calculated that H)r ihe moderate sum of !!il207,.371 these works tran be sceuri'd antl improved in the Ibllowing manner, s(t as to render the harbor jKMiictly secure and of easy access to the largest class of vessels in use on the lakes : 1. By rebuilding the whole pier-line in substantial solid masoiu'y. 2. I3y enlarging and strengthening the west, or light-house, pier-head, and deti'iiding it by a five-gun battery. fi. By removing llie gravel and (le|)osites within the piers, which have become a barrit r to the entrance of the nnier and outer harbors. It is an original deposit(; by the lUtoral currents of the lake, not m/zW or increased by the [)iers. Once removed, it can never return while the piers stand. The principal harbor-light is on the pier-head on the west side of the entrance. The tonnages of the port in 1840 was 8,340 tf)ns ; by com- paring which with tlu> present tonnage, as given behtw, the general mcrease of the port will be readily six-n. The population of the town is about 13,000 pcirsons. The Osw(>go canal, ibrrned principally by improvement of the i»atural course of the river, passes through the great salt districts of the State at Salina and Liverpool, to Syracuse, where it connects with the Erie canal liom Albany to Bufiido. Oswego is, therelbre, the great outlet for the western exportation of domestic salt. 'I'he Syracuse and O3- we Hut .05 the exli lak( Fl<)i VVli Con Itiir Kyr OatJ COLONlAIi AND LAKH TIIAUE. 71 nnd -() fur ni|)i(| iStOf;, u/rg; pcr- Jido inty, WflS ivcr, wrjTo railway coiiiierla thr city witli Synii-iisc, and tlirtich :»()'j,:)77 :iH!),j:ti,8;jo 4:2(i,l',»l \,^2:)i,:m (i.'i,aH(i 1 •.'(),(;;■)!] 104,858 , :ii,45(i (3G,4;J!I l()(J,.'il8 ' i:i;»,(i!t7 ii3,4(;:j i7;),y»(4 '.M,(iia ','r.,()(i8 «;:j,(i34 :ri,(i!)8 *,'(;, i2(i'j 27,!)r)0 •i().;j7ri (i,7rt) i.->,8r)4 I(i,s73 11, 4r. 4,47'J .')i,ioi,4;w (i7,riWi,9«5 bH,8a:i,417 '»"> The annexed figures will show what portions ot" some of the ahovo urticles were received from Canada during the same period: i ArticloM. Flour linrrt'lN Wliuut Iiuslicls ilyo Ill . . OiltH do. . i'eiiH do. . i'otatoi^s do, . liUiidx^r t'crt.. AhIii^h liarrclM Uiittcr |iuuiids Wool do. . 184n. \m). 18.'-|1. i08,(i-j;) 1 :2(;o,874 •J.W,87.'i (;r.'.1,!fj() ' l,im,444 G7(t,t}0a It;. (144 1 7,4<.t'.» 5:J.!)5() .'■).->, 700 1 !)0,lij(J 7H,77! \n,-A-2'2 1 r.".',a8(l (JO, 33.1 (;,(i4s 10,;i7'J lt,4!)G I4,i;n,;>87 .'■iO.Gs,'>,(iS-J (;-,>..VJ7,843 •-'.'i.'t.'i l,.''.8(t ,')H4 ll.->,751) ( ±2.->,087 7.'i,000 '.)7.141 , i 77,941 8d,U08 lj ( Of the above amount of 4,231,899 buslu-ls of wiieat, oidy l,(i7(j,!213 were forwarded by canal; and, while there were received by lake only 389,929 barrels of Hour, tlu're wire forwarded by canal 888,131 barrels, showing that of the remaining 2,555,()8() bushels of wheat tluMV were manuliictured by the Oswego inill«!, ami sent ti)rward by canal, 498,200 barrels of flour, while prol)al)ly b3,000 barr<>ls of (lour in addition wero iibsorbcd by local consumption. According to this calculation, the capacit}- of the Oswego llouring mills cannot fall short of . 'ill, 000 barrels of Hour per annum. The value of the Canadian commerce of this district is estimated, tin- 1851, as Ibllows : Imports paying duty §435,153 Imports bonded and free 1,349,259 Total foreign imports 1,784,412 72 ANDIIEWS REPOllT ON Exports of foreign merchnndiso 8915,900 Exports of domestic mcrchandiso 2,291,911 Total exports to Canada $3,207,811 Total Ihroio-n couuiicrce 4,992,223 This, it sliould bo observed, amounts to very nearly one-lialf the entire Canadian eommoree with tiie United States. Owing to the large pro- portion of Canadian produee entered in bond, the amount of duties col- lected is comparatively small, when contrasted with that received in other districts; but tliis fact renders the trade none the less valuable to Oswego. The whole amount of unties collected in Oswego, in 1851, was $89,760, while th(ve was assessed and sccuhmI on the properly entered in bond the further sum of §22(5,937, making a total of S35G,0"97 duties assessed on property I'iered at 'h(^ ])ort of Oswego during the year. The coastwise imports at the port of Oswego, l()r the vear 1851, amounted to .' .' . . . $6,083,036 Coastwise exports of 1851 11,471,071 Total coastwise 17,554,107 Add foreign commerce 4,992,223 Total 1851 22,546,330 The (MU-oUed and licensed tonnage of tlu; district amounts to 21,942 tons sail, and 4,381 Ions steam, being an aggregate of 26,323 tons. The whole number of entrances and (dc-aranees for the year are as below : Years. 1 1 Flntmnces. i Tons. 721..3S3 r).")U,40(i Men. Cloar.inces. 1 1 ' Tons. 1 Mon. le.'ii 1850 1 3,318 ..j 3,004 2^',1.57 24,032 ■ 3.198 2,771 Gr^5,793 C04.159 1 2(!,029 23,548 Iticrcaso .} .314 1 <;4.997 4,125 1 1 427 til,G34 2,481 The enrolled tonnage fi.r 1840 was 8,346: (i)r 1846, 15,513; for 1847, 18,460; fi)r 1848, 17,391; and ti)r 1851, 26,323 tons. The value of the conuuerce PS m\ 74 ANDREWS REPORT ON Tmportu at the District of Oswego, coasttvise, during the year ending De- canter 31, 1851. Articles. Fisli barrels. Ashes — pot and pearl . . .casks. . Lumber i'eet. . . Slaves uiul heuding M... . Laths M.... Shingles M ... Wiieat bushels. Flour barrels., Barley bushels. Rye do. . Oats do. . . Corn do. . . Potatoes do. . . Peus and beans do. . . Applos barrels. . Peaches baskets.. Butter packages. Cheese do . , . Pork barrels.. Hams and bacon casks ... I^ard nricknges. Beef barrels,. Tallow do. . . Hides tujinber . Sheep-pelts Imndles . Wool pounds . Kggs barrels . . Beeswax do. . . Horses number . Cattle do . . . Grass-seed casiw. . . iiemp bal«r . . . Hops do. . . Malt bushels.. Tobacco hhds ... Broom-corn bales. . . Wliiskey barrels.. AIo und porter du.. . . Dry goods boxes ... Furniture packages. Paper and books bundles . Ijcatlier rolls. . . Paint barrels . . Sala;ratus cuislis. . . Glass .boxc m i Starch do. . . Oil cake tons. . . Lard Oil barrels., Candles boxes. . , Iron (pig and scrap). . . .tons.. . Nails kegs . . Grindstones number Coal tons. . Limestone do. . . Corn-brooms dozen... Platform scales number , Sundries , Quantity. Value. 33.'i 3,«95 dl,?.'y;)..')74 1,79!) J, 179 1,42a 3,561,697 l.'>0,or)4 171,347 97,213 1, ■)1,30G 4,874 3,202 3, .327 4,'il 4,029 3,888 27,9.'»() 10,666 22,208 15,940 447 7,090 272 42,400 702 67 50 15 406 266 377 7,955 282 300 2,619 200 251 245 355 1 , 108 1,275 132 2,305 303 633 2.4.33 685 5.50 279 1,300 799 640 12G 300 $2,345 97,, W) 213,000 K,995 4,716 3,5.57 2,849,358 520,216 102,808 26,284 29,164 6fi5,6.53 2,437 2,403 4,159 .564 48,348 38,880 419,250 175,000 266,496 1,59,400 9,834 21,270 20,400 12,720 7,020 2,680 5,000 400 4,872 7,980 18,850 4,773 25,, 380 4,500 26,190 1,200 2.'), 100 12,2,50 38,300 44,. 320 8,928 1,960 5,763 606 25,320 72,990 2,740 16,. 500 1,IIC 6,500 3,196 1,280 2.52 6,000 36,. 532 Total. 6,083,036 De- COLONIAL AND LAKE TRADE. 76 Exports, coastwise, from the district of Osivrgo, during the year ending December 31, 1851. Articles. Fish Oil casks... . Lumber feet. . . Flour barrels.. , Wheat bushels . , Corn do . . . Apples : bavrcls. . Rice tierces.. . Horses number. Pork barrels.. Hams and bacon casks .. Lard packages. Wool pounds . Hides and nkins lo. . . Cotton do. . . Tobacco do. . Spirits casks... Spirits of turpentine... .barrels. ,bo: Candle Starch pounds , Furniture Pianos number. Wagons and carriages . . . .do . Tobacco bo.xos .. Snuff. .jars. Ground gypsum barrcN. Water lime do. . . Salt do... Leather pounds. Boots and siiocs flats Drugs, kc Glass, glass-ware, and eartiionwaro. iluilroad iron tiin:; IJar and otlier iron , . .do Pig and scrap iron do Steel pounds. . . . Nails and spikes do Stoves and castings tons Hardware Tin boxes Sugar pounds. .Molasses Tea chests . Coffee poinuls. Coal tons... Books and pn per Sundries Quantity. Mo 148,300 2,727 2,. 500 7,500 G,61() G03 150 595 1,014 144 15,495 100,. 581 111,87a 97,125 650 1,.350 .550 105,285 43 J8 850 495 5,498 16,101 376,601 1,50,000 43,429 3,117 1,267 415,400 ■J,. 593, 631 1,376 1,050 9,961,000 1,440 3.380.799 3,213 Value. $70,7.52 13,125 1,668 10,908 2,000 3,750 8,317 15,075 12,000 8,925 20,280 1,296 .■«,409 12,189 10,069 11,6.55 26,100 20,250 2,200 11,717 29,250 8,900 13,360 34,000 1,900 4,811 1G,101 .328,941 ;)0,000 .•)0,000 16,000 16,000 147,139 1,7.37,160 249,360 .)7,997 62,310 143,745 11,080 16,300 6,. 300 677,270 98,112 43,200 338,080 16,065 18,500 7,073,525 Total. 11,471,071 No. 7. — District of Genesee. Port of entry, Roc'icster ; latitude 43° 08', longiliulo 77° 51'; popu- lation in J830,' 9,207; in 1840, 20,191 ; in 1850, 36,403. The Gonrsee district has a very limited commerce except with Canada ; with eighty miles of coast it lias but one shipping place, which i.s situated at the mouth of the Genesee river, at a distance of about three miles from Rochester city. The; passage (jf the Erie canal In [™!l 'i I I ^ 76 ANDREWS' REPORT ON and a par;illel line of railroad through the entire length of the district, but a lew miles distant from the coast, offering better facilities for the transportation of passengers and merchandise, whether eastward or westward, than the lake can alKn'd, confines the commerce of the port entirely to Canadian trade. Rochester is well situated on the falls of the Genesee, which are three in number, with an aggregate descent of 268 i'eet williin the city limits, aflbrding almost unbounded resources in the shape of water-power, applicable to most manufacturing purposes, and applied largely to the flouring business ; the greater part of the wheat sliipped by canal Irom Buffido being Uourcd and reshipped by canal to its ulterior destination. It occupies both sides of the river, and had a population, in 1820, of 1,502 individuals. In .1830 it had increased to 9,209: in 1840 to 20,191, and in 1850 to 36,403. In 1812 it was laid out as a village, and in- corporated in 1817. It was chartered as a city in 1834, and tlu; city limits now occupy an area of 4,324 acres, well laid out with a good regard to regularity. Rochester has three bridges across the Cenesee river, besides a fine a{|ueduct over which the canal passes, traversing the lieart of the city, and adding mueh to its prosperity, as well as to the ra})idity of its growth. Tlie (Canadian commerce of this district was, for 1851. Imports S49,040 Exports 913,654 Total 962,694 1850. Imports $95,283 Exports 326,899 422,182 In 1851 §962,694 1850 422,182 Incn^ase 540,512 The amount of tonnage entered and cleared from this port was : Men. Tear. Entrances. ; Tons. 1851 .... 487 212,794 7,'J'J7 CiiM ranees. Tons Mon. 487 212,794 7,997 There are enrolled in this district 429 tons of steam :md 57 ol" sail shipping. Exported to Canada. In British vessels, loreign goods $335,708 In British vessels, domestic goods entitled to drawback. . . 445,967 In British vessels, loreign goods entitled to drawback 131,979 913,654 COLONIAL AND LAICE TRADE. Imjjortcd from Canada. In American vessels $8,456 In British vessels 40,584 49,040 n Doty collcRled, $1,765 8,773 10,538 No. 8. — District of Niagara. Port of enlrv, Lewiston ; liititude 43° 09', loii^Mt\u1e 79° 07'; popu- lation in 1830," 1,528 ; in 1840, 2,533 ; in 1850, 2,9.24. This district embraces all the lake coast of Ontario, from the Oak Orchard creek to the mouth of the Niagara, and thence up that river to the falls on the American side, and includes the ports of Oak Orchard Creek, Olcott, and Wilson, on the lake shore, Levviston and Youngs- town on the river, and an office of customs at the suspension bridge which crosses the Niagara, at three miles distance below the falls. There is a very considerable trade from Buffalo passing through this district to Canada, across the suspension bridge ; especially in the winter season, at which time it is by far the better route, on account of the railroad comniunicalion tiom the fiills, which were, in i<)rmer j'ears, generally considered as the head o(" navigation. At that time the trade of the Niagara district was of the greatest im portanee ; but since arts and scienee have opened new channels of coui- munication on either side- of that great natural ^ibstMcle, the field of its couimercial operations has been narrowed down to the supply of the local wants ot the eirrumjaceut country. Jicwiston. the port of entry antl principal j)la.ce of business, as well jis the largest U)wn ot'tlie district, is situati'e ou tlii' east side of the Niagara river, seven miles ai)ove its niuulh, opposite to Queenstown, Canada, wiih \\ iiieh it is connected by a tt'rr}'. It has a population of about 3,000 persons, and eonnnunicales with Builalo and Lockport l\y rail- ways, and with Hamihou, Toronto, Oswego, and Ogdensburgh, during the sununer season hy daily steamers. It carries on some valuable traffic with Canada. The district is, as yet, rather barren of internal improvements, having for their oljjeet the connecting iIk; circumjacent regions with the lake and river; t()r there is but one railway passing through it, which has Builiilo and Lockport l()r its respective irrmiin. One or two other roads, however, are in process (jf construction, designed to connect Rochester and Canandaigua with tlu^ great western railway through (yanada, as it is intended, hy means of a second suspension bridge across the Niagara, near Ijcwiston. It is, however, a (juestion with many minds whether it will be pos- sible to construct a bridge' upon this principle sufficiently steady and firm to admit of the passage of u locomotive with a heavy train. But, be this as it ina}^ tliert; will he no dilliculty, it is j)robable, in making the transit in single cars, by horse-power. It seems somewhat remark- able that, while the success of railroiul communication by means of sus- pension is so entirely problematical, no attempt should have been made, I ' I ' 78 ANDREWS KEPORT ON ■n or even proposed, to throw a j)ermaiient arched bridge across the river near the mouth of the Chippewa creek, which could bo effected, one would imagine, by means t>l stone piers and iron spans, without great risk or difiiculty. Should the suspension plan, however, prove unfea- sible, it is probable that the iron tubular bridge system, so triumphantly established in Great Britain on the Conway and Menai straits, will be adopted. So that it may be almost confidently predicted that the Niagara district will very shortly be brought iuto the line of a great direct eastern and wesiern thoroughfare, which will add greatly to its Canadian commerce overland, and materiall}' incn.-ase llie size and progress of BuHido. In tormc^r days, all fieiglit coming up Lake Ontario, destined f()r con- sumption, was transported by land from Lewiston across the portage around tlie falls of the Niag' ra. The noble river itself affords an ex- cellent hfirbor at Lewiston, being iiir below th(> rapids and broken water, which (^xiend to some distance downward from the whirlpool. Youngstown, a few miles lower down the strerun, is also a good land- ing place tor steamers. A line of fine mail-steamers plies regularly between these places and Ogdensburg and Montreal daily. The otluM- norts abov(^ mentioned ure mere local places for shipm( nl of" donu-stic country produc(^ and tlie receipt of merchandise. No definite returns have bar3, wu«: 1 Yoarw. Eiilraiiccs. 1 Tons. M«ii. 1 iH.'ii ; !)ij() JH50 '.tO.l 427,96rt .•t5H,().lH 21,188 1G.950 IncreaHe.... 87 09,920 4,23« ' ' louninco,>4. Ton.i. Men. 990 1 903 427,908 :ir)8,048 21,188 16,9.'i» HI 69,920 4,238 COLONIAL AND LAKE TRADE. 79 river i, one great 1 II feu- tan tly will at the great to its and COIl- )rtage 1 cx- okon The enrolled and licensed tonnage of this district for 1851, was : Steam ]nO tons. ^Sail 505 •' Total tonnage 605 " The increase in this district will be seen by a glance nt the follow- ing tables : KnroUed shippiiiL!: I'^i' the year 1838 119 tons. '' " ■ " 1843 112 " " 1848. " 185] . 730 " 605 " The foreign ceintnercf- for the years 1847, 1850, and ]851, compare as follows : 1847. 1850. 1851. Exoorls, dome slic > oi^r r -i , ( S260,074 $426,7<31 " fi>reign J mAy,on J ^^^^^j j ir^c)^()23 Imports from Canada 18,015 353,054 103,985 184,550 679,492 689,767 CmuuUan Lradv in 1851. ImportH. Duty oollecled. In Am(M-ican vessels $42,115 $7,854 In liritish vess(>ls 61,870 12,102 103,985 19,957 Erporls — -foreign good;;. In American vc.^.mI.^. In llritish vcs.sels . . . Kiuitlod to (Irawhack. Not entitled to drawback. ... 821,722 $32,052 . - . 75,242 28,007 99,964 60,059 Exports — (lomrslir prndurr and mnnvj\icl.urr. \\\ Anirrican vessels $212,924 In British v(,769 >A I;; /c V' % 'i 80 Andrews' kei>ort on Suitcnunt of rnen and tonnage emplnyal in (he Canadian (nide mth this district. American sfoaniboufii 2,968 rncn. 424 boys. " sriil vcss(>ls 66 '* 1 boy- Total Aincrioans in Ibroign trado 3,034 " 426 boys. Foreign stcnm vessels 9,209 men. 491 boys. " sail vessels 130 " 54 " Total in tbreign vessels 9,339 " 546 " Stalcuunt (if irnr.s an hoard axmli/ig vessels. No. ciitricH. 'j'oiiH. Men. Hoys. Steam vessels 282 203, 1 20 (>.930 818 Sail vessels 19 1 ,()95 80 17 Total 301 204,815 7,010 SSf, No. 9. DlHTniCT OK Ihfl'I'AI.O CllKKK. Poit of entry, IjuHjIo; latitude 42^ 53', if^mitude 68^ 55'; jKipula- tion in 1830, 8,608; in 18-10, 18,213; in 1850, 42,261. Tbis distric:t lias a eoast-line oik; hundred milt .s in extent, eoniinenc- ing at the great lalls on tlie Niagara river, anil thence extends south- ward and \v«^st\vard, embracing the ports ot" Schlosser, Tonawanda, and Black KocU, on the river; liuli'alo, on Biilildo Creek, at the l()ot of Lake Erie; and Cattaraugus Creek, Silver Creek, Dunkirk, ^'an 15uren harbor, and liareeloua, on the southern shoie ot" Lrdve Erie; being all the ports between the Falls of Niagara and the eastern State liiu- of Pennsylvania. "Buflido Creek" has a commerce larger than thai of any other lake district in the I'liited States, amounting to nearly onc-lhird ot" th(> whole declared value ot"tlie lake trade, and showing the astonishing increase, in the single year 1851, of $19,087,832. This increase may partly be attributed to the ojiening, in May, 1851, ot' a new av business of 1850, of S2,57().5()2. Black Uoek, the next [)ort in order, is similar in situation to the last described ; being situat<" on tin; Niagara river and Erie canal, only two miles distant from Buffido. Tlu; returns •>f the trade and commerce of the lakes at this jwint are usually included, bv the eollectur, with tl'ose of Buffido. In 1.850 and 1851, tliev were, however, made distiiici, and arc as lijllows : in 1850, SI,!M7.()i)3; in 1851, S2,349,334; showing an increase on the y ..r of SlOI,()4l. The priueipiil eoiiunerce ot' Bl ick Koi'k consists in a traffic carried on with Canada, by means of a ferry, which plies constantly between tlw^ o[)p()siti' banks of the river, and in the manuliicturc of 11 our. point. tor wlucti [jurpose s( vera I mills have bi\n established at this Silv;n- cre(>k, Cattaraugus creek, Van Buren harbor, and Barcelona, ANDREWS UEPOIIT Olf 1 I i aro, each of ihem, convenient lundiii:; places tor su|)i)li<'s, and li)r the shipping of the produce of the neighborhood ; bnt iIk; vahie of their conuncrce has not hern tnadc! up or returned, as the sniall-chiss ve.sscds, wliich ply in the tr;i 'c IhIwi-cu Uullido and these porl.s, rarely extend their trips heyond th^ limits of the district, in which c; .' they are not required to report their cargoes at the custom-house. '( heir imj)orts Cvinsist of all kinds of merchandise, and tlu ir exports t»t l)utter, chcf^se, pork, wool, lumber, and vegetables, the (ounlry beliin;! and adja(;ent to them being one of the richest and most li;rlile portions of the whole State of New York. Durdvirk is situati; on Lala; Erie, about '15 miles west of JUillido, with whicli it is coiUKicted i)y railway, ft has a luie harbor, with an easy access for vessels of light draught ol" water, and communicates with New York by the Erie railroad, ■-104 miles in k-ngth. TIkmx! are some slight obstructions at tin; harbor month, as is the case with most of the lake port.-^ which il" remove d, would make navigation perli;ctly free l()r vessels ui light draught ; but the bottom being of rock, it cannot readily be d(H'pened. The eoimuerce of Dunkirk, which previously was merely nominal, amountiHl in 1851, afti:r the opening of tlu; Erie railway. l'> llie sum of $9,394,781). being of exports ?>4,0Ub,()()t), of injports *5,a94,78(). The Ijudiilo antl iStati; Liiu; railway, which eoiuieels that city with Dun- kirk, also connects it with Erie, i'a. The citv of liullido, the j)ort of entry of this district, had a popula- tion in 1810, of 1,508 persons ; in J 8:20, of 2,095 ; in .1830, of 8,0(.)8 ; in 1840, of 18,213; and in 1850, of42,2(jl; showing an increase of 113 per cent, from 16'-)') lo 1840, and of 132 per cent, liom 1840 to 1850. This would h :;,'! to Uie conclusion, on tlu' average ral(M*f increase on the last leii }•;.;-, tiiat on the 1st of .January, 1852, its population did not fall tin- .sli<,n of 50,478 persons. Bulliilo occup.vi- a commanding business situation at the western terminus of the Erie cinial and tlu; eastern t<.'rminii.s of Lake Erie, con- stituting, as it were, the great natural gateway between the marts of the East and the prnchacing regions of liu; West, l()r the pa.?sagi' of the; lake, commerce. It is distant from Albany, on a straight line, 288 miles — by canal 303, and by railroad 325. From Rochester, 73 mihs; Irom Niagara Falls 22, SSE.; Irom Ch^veland 203, ENF..; Irom Detroit 290, E. by N.; from Mackinaw 027, SK,.; ii-om (.Jreen Day 807, E>SE ; liom Montreal, Canada East, 427, S\V.; and from Washington, D. C, 381, NW. The harbor of Bullldo is constituted by the mouth of Butfalo creek, which has twelve lo Itjurteen il-et of \v;iter |()r thi* dislanci! of a mile from its mouth, with an averai:e width of two hundred li-et ; and is pro- tected by a fine, substantial stone pier and sea-wall jutting out into the lake, at the end of which there is a handsome light-house twenty teet in diameter, by ti)rty-six liict in height ; there, is, how<;ver, a bar at die mouth preventing the access of any vessels dra.vving above ten lt;et of water. A ship-canal seven huiidred y.uds long, eighty teet wide, and thirteen deep, has been constructed into the |)lac(! as a further accom- modation ti)r vessels and ti)r their security wiien the ice is running; yet the harbor, which is perteclly easy of access in all weathers, is very fa n in c; tl in f i I COLONIAL AND LAKE TRADE. 88 i far from hoing ii(lo(iiiiil(! to the cotniiu'rcc oi' tlin placn, iind is often so much ohsttiiclcd hy ■'^iii;!!! cnili. iind ciiniil-hD.its, ('S|H'cially when IokciI in su(ldL'nl> l)y stress oi' wcMtlier, tli;it ingress or egress is ii inniier not easily or rii[>i(lly efll'cted. TIk! extension of the Erie c!Ui;il :i mile to tlie esistwaicl of its originid tertninns, :nid lh(( eonslruction of .si(h'-euls into it tor the refuge of ho:its, will do something to relievr; this prc.'ssnre ; and much lins he(>n efli'cted by the enterprise of the city uuthoritios, who havo .'ilreiidy expended l;ng(! snms in the cxcnvMlion of ship-cniiiis inside the sea-widl, on which Wiuehonses lor the storing f)f goods iuul facilitating tlie transhipnienl of merchai ilisi^ are in progre.-s of erertitni. Two very large canal hasins are also in progress, nnder the auspices of the ^>tate, (i)r the hette, and This will tend to attract them fro increas(; its (tapacity l()r lake; ship| is being constructed near the moui thing more than a mile distant, east iccoinmodation ol (tanal-boats. harbor, anil will materially I'tlu! !d)Ove named basins rbor, and the other soiuc- ae two, being in the innne- diatc; vicinily of the creek and comnnmic iling with it, and also with (!acli other by canal, will alll)r(l ampl(> faeilities li)r transhipment to both sides i»f the city. More than this, however, is rcf|nired, to meet the demands of tin; larg(! and daily increasing commerce of the place, and it is contempla- ted to open u new channel from the lake? to the creek, at above a mde's (listanc(Hrom its month, ■ across the isthmus, which is n(>t above two hundred and fifty yartls in wiillli ; and this improvement, with the erec- tion of a. new Invakwater, would nauler it sullicienlly capacious l()r tlie computed int.'reast- of sliipj)ing i()r many years to come. Bulliilo is a handsome and well built ciiy, with streets, i»)r tin.' most part, rectangular and lectilinear, and many handsome i)uildings. It is the terminus of that stupendous State work, the' Krie eanal ; ot' three lines of railway coiuiecling it directly with New York; and of one eom- inunicuting, through Albany, with both iIk; cities of New York and Bos- ton. Jt is also the eastern terminus of the liullido and State Line rail- way, whicli is destined lo extend westward, by means of the sonth shore railways, to '1'o1(m1o, Detroit, and (,'hicago. A railioad is also projected hence to Brantl!)rd, in Canada Wi'St, which will o})en to th(! city the whole trade; of the rich agricultural valley of the Grand river, with the atljaci.'nt lumbeiing districts, and is destined to connect with the gr(\it westf-rn road, and tliencH', via Detroit, \\ ith all [he West, and by Lake Huron with the mineral regions of Jjake Superior. It has a dry-dock of suflicient ea|)aeity to admit a stc^amer of sixteen hundred tons burden, and thnu; hundn.-d and twenty tl'et length, with a ma- rine railway to liicililatc; the hauling out and icpairing of vessels. There is also near the same ship-yard in which these are to be l()und, a large derrick lor the himdling ot' boilers and he;ivy machinery. In short, it appears that this city is resolved to k(>ep fully abreast with the progress of tin; tinjcs, and not to lose the start which she took by Ibrce of her natural advantages through any want of energy or exertion. As being the oldest port on Lake Erie, and hiiving taken, aivl thus far held, the lead in the amount and value of her lake conmu rce, the commercial returns of Buffalo are fuller than those of most other j)orts ; and as the history of her commercial progress is little less than the n •,•*!. .J^. w. IMAGE EVALUATION TEST TARGET (MT-3) 1/ /#/.. 1.0 I.I i£|2.8 ■2j8 1 2.5 |50 ■^~ Hi^ •^ 1^ 12.2 u ■tt Li i us 110 m 1.25 III 1.4 II 1.6 ^ 6" ► Photographic Sciences Corporation 23 WiST MAIN STRIET WEBSTER, N.Y. 14580 (716)«72-4S03 4: ^ \ c\ \ -'•'-. V -«^\ o^ do Lard ) The figures above are taken from the canal returns for the several years, and of course do not embrace the whole imports of the lakes, but are given as the best attainable standards of the increase of lake commerce, up to the date when the statistics of that commerce began to be kept in a manner on wliich reliance might be reposed. The table next ensuing will give a fuller and more satisfactory idea of the actual increase of the trade, as well as of the various kinds of articles received at Buffiilo, during a series of consecutive years. In this table all packages of the same article are reduced to a uniform size ; and for this reason, probably, some articles wiU be found to vary in quantity, tiir the year 1851, from the figures contained in the report made up at the collector's office, and furnished by Mr. Wm. Ketchum, the collector, showing the receipts at Buffalo, Dunkirk, and Tonawanda, by lake, together with their tonnage, their value at each point, and their aggregate lor all the points combined. The following table was made up from day to day, during the several seasons, and will be Ibund substantially correct. By reference to the official tables, following this report, some details will be found very curious and interesting at this juncture, for reasons which will be ad- duced herealter : 86 ANDREWS REPORT ON Articles. Flour barrels. Pork do... fioef. do... Bacon pounds . Seeds barrels . Lumber feet . . Wool bales . Fish barrels. Hides No. Lead pigs. Pig iron tons. Coal do . . Hemp bales. Wheat bushels. Corn do . . Oats do.. Rye do.. Lard ^ pounds. Tallow do.. Butter do . . , Ashes casks. . Whiskey do . . , Leather rolls. . Staves No. . 1848. 1,294,000 66,000 53,812 included in pork 22,020 21,445,000 40,024 6,620 70,750 27,953 4,132 12,950 865 4,520,117 2,298,100 560,000 17,809 5,6.S2,112 1,347,000 6,873,000 9,940 38,700 3 313 8,091 I 000 1849. 1,207,435 59,954 61,998 5,193,996 21,072 33,935,768 49,072 5,963 62,910 14,742 3,132 9,570 414 4,943,978 3,321,661 362,384 5,253 5,311,037 1,773,650 9,714,170 14,580 38,753 3,870 14,183,602 1850. 1,088,321 40,249 84,719 6,562,808 9,674 53,076,000 53,443 10,257 72,022 17,991 2,881 10,461 421 3,672,886 2,504,000 347,108 .50 5,093,532 1,903,528 5,298,244 17,316 30,189 8,282 19,617,000 1851. 1,216,603 32,169 73,074 7,951,500 11,126 68,006,000 60,943 7,875 48,430 28,713 2,739 17,244 3,023 4,167,191 5,988,775 1,140,340 10,653 4,798,-500 1,053,900 2,343,900 13,509 66,524 8,188 10,519,000 At the present moment the official (locume>nts, alluded to above as following this report, merit something more than ordinary attention, as they display the character, quantity, and estimated value of each article passing over the lakes eastward, in pursuit of a market, and the places of shipment on the lake indicating, with sufficient accuracy, the regions wiicre produced. Thus it will be observed that the small amount of cotton received came via Toledo, which may be held to sig- nify that it reached that point by canal from Cincinnati, to which place it had been brought from the .southward by tiu *^hio river. The same remarks will apply to tobacco, and in som- t to flax and hemp. The latter, however, arrive in nearly equal »;i. .>••••*■•>••■•■ AvcrrflfTiitG. .......>>■.■•■•••■••. 14,713 1,194 939 143,4.'i3 119,537 .375 528 69,027 56 048 Do of 1850 inc. 255 doc. 5,084 dec. 153 255 inc. 12,979 5 084 AffoTPtfale increase for 1851 . . . . . 102 7 895 ;:!i: w\ Coasting trade for 1851. of Outward. Inward . . Total coasting. Total coasting and foreign. . . . Do. do. uo. 1850. Increase of 1851. No. 3,719 3,762 7.481 9,050 8,444 606 Tons. 3,037,530 2,713,700 373,830 I Men. 1,448,772 60,374 1,433,777 ! 59,705 2,882,049 i 120,079 134,792 125,672 9,120 This array of tonnage would suffer little by comparison with that of any of our Atlantic ports. It is composed of 107 steamers and steam- i)^ 9 f8 AMOBBWS RBFORT ON propellers, and 607 sailing vessels, varying in size from steamers of 310 feet length and 1,600 tons burden, to the smallest class of both steam and sailing vessels. It is a significant fact, that out of nearly 7,000 tons of vessels building at Buffalo on the Ist of January, 1862, there was but one sailing vessel — of 230 tons — the remainder consisting of Steamer's and propellers; showing conclusively that steam is daily growing more rapidly into favor in a trade so admirably adapted to its successful application as that of the western lakes. The present population of Buffalo, as stated above, is estimated at 60,000 persons ; the principal part of the inhabitants being employed in occupations more or less closely connected with the commerce of the lakes and canals. There is, moreover, much manufacturing successfully carried on in this place, more especially in leather, iron, and wood. In the above calculation of the commerce of Buffalo, no estimate has been made of the enormous passenger trade, or of the value of the many tons of valuable goods and specie transported by express over the railways and on board the steamers. But were it possible to arrive at the value of such commerce, it cannot be doubted that it would swell the aggregate amount of the trjide, bv many millions ol' dollars. The enrolled and licensed tonnage of this district is 22,438 tons, of gteam measurement; and 23,619 tons of sail, enrolled. COLOiriAL AND liAKE TRADB. 89 I ^55 ^00 « s o o n > »o go f r- ^ »C e»5 rH rt >fl cs OJ © SI Ol ?9 CJ «? ui >-< •-< ■«•« 0> (M 00 ■»«• "I il Eh a< SV 00 «0 ifl -H « Id a o Eh a. IS a. a. IS > OJ3 9 V O 13 o o Eh 0< l« 7> O L> & t» in ^ Ors 03 n C C 3 o o Eh O. s "3 > 9Xi n a E-i o. 2 A ^ ^ 00 ^ Gl5 i-Hin «o 00 •* ta 00 to *j o eo ifl ijj -H gi O) ■«><-« in «o te 00 HC ?! .-1 •^ 00 05 'fl OJ ( 00 m «C5 Oi i-H ; i-lC* 1-1 C5 I- "rtl 1— 105 "-" 3 I ^ tfl 00 a, o 'S • o £j3 :- S • a ■a a^ -5 S*| ail's "S 4-* •*■<» lO <« 2 i! 2 S r H - 1» U BO Si °4 b S h O H U ANDREWS* REPORT ON m I )A(Sv'USi2PkHSOOH£mSonc5aonaSM|£u;« in COLONIAL AND LAKB TRADE. 3 § 4 I i ? ii I s% J3 M a « n a o H s & ■3 m ^ 1-^ ffi S^-'g 8'*S s s s I- e I- lO lliiffliti.i •2 a '§S2 '•3 3 3S?I II 3! s J5 i » § s 3 i is 3 s ° 'S sSnMd-va^b;dai30H£ 1 • • • w ■ n« H n N : : H Si 1 • • • 1 , « ti) » : ;»•« :* is : : JJ. -i- :"** '! ;^0 ; gS >4 i-t 1 1 c 6 i ; : ; M |55 n i ii i3 Ms i M • o • 'TH • Mi i a i ' i i « i • is i 1 i : >- : of : ■ • ; ;ri 1 oe" Buffalo robes. i 1 M N M h M on ; '. : ". I '. rt ; ; ". IH 11 • ■ • ;- a 1 i 1 1 Hmmn «D i i i i i^ o 1 - r : ;-rr4 ; : ! : • I I ;X I ; I • ; • 2 ::::::::: : i-i- -:- -k4-;- i is i si ; 1 : ; o ' • • ' • i-t • Bones. •1 a i'" : i : i :38 : : i 4 i :- —;■-:-:-;• I * »i. 1-1 SI I i i^" '^ : i i i : "^ i m 2J 5 : : -S i M • : : c> ! ! ! ' ! I t ,' ^ 1 : i i i s • Brie C ^ i i ;^; ; i ; i : o '• '• '. ^ '. . '. i '. *. 5§ ::::::::: : »-:: :::::.•: : rH MM li . . . . ij" . ; ; ; ; C5 ; 1 5 :3 1 2 MM k i Beer pumps. 1 1 ••«;•;;;;;• i i i i " i (» i o * * I * ^ ^ .^ ! : ' llll llfli ;i n • M M N ■^§li|e|||5g 1 8« 11 5 s ^ i Ill 1 1 COLONIAL AND LAKB TRADE. g :ll ANORIiWa' BBPORT ON If ■CJ a o i 1 §> i 1 f Jf.3- 5 J'««»229" I2s»pg* sr's^s 8 ?J «« »* 91 Ok »• J-o I |S 2 s » " ?' r -■ "^ r: n ^3s f, ^n ajo-S5§a isStS-ai ^Jl :& «J ft a! S ? -J ^. V U- S O ^ to '^ iaO 3S •r If S^ ^ COLONIAL AND LAKE TRADE. \)5 a c 1 «5 I 1 1° I I 3" I I 2! M ■A S i .31 i, is IS a w«l II 8 ^ %^% « . eo iH r> 91 22|33 'S9' ^mScS ^i flJS ;a;3''st: a 8 9f 3 •-0 s ^o1 go 82a 13 I! S'H S?? Ssi! ¥* ■S 2 m ANDREWS REPORT ON fl •a H S-" s SS 9, S I n 3 c: ■a § I a; s ^ I e o ID M 1 «5 n i i s & S S s ^ S9 tf)ia a •a a a n a o ssg s« ss dot iQ o CO toco ss 3 s •3 .S 2 a 5 4 B o r-»« mat _j aft • 33 c CO "^ «ft ^ §23 2-i MS);* 5 « _ "2 = S di f 3 S I- V c i V 3 US •a a a <« COLONIAL AND LAKE TRADE. 97 ss CO o 3 ca I- 3 .2 c o {>> ^3 S,c "^ 20 1 •a cr -t CO :■* S§ rH o, f tH III;: iH • : : ■ i : !o> • 1 1« ; 121 »i 1 N ; woi -f »< — » W J5 ; rH irt t-"M 1-1 *l T-t •eo" IN S Mg : I '^ liss Ijlj CO • 1 : t^ th ; : i • : ;iM : i 1 ; CO • t'l § H ""': i i i i 1 : : ioo' i ! N j : i cT 2 ?1 •3 ^ ■^ SI? »*» : : ^ : i :* i f- 'if : o : :§ M M i i ca I if S IC -M « -*■ O t^ "^ r-« CO h* ::!::: ! i N : «' cT : 1 d o n a s a o 1 **• ! 1 O :»> « MUM 1 I CO : C5i . -M 1- •f-IO :;:::: : : '-'* I ; X ■ ■ ■ 1 ; 1 ;§ is 3 IH : : ■ : i 1- ^ : : : 5 if* "J* i '■ J" r j - o c r- ; -?! JJ o ; N : ^ • t ware. I'icces. s^l- i : rH : 1*5 i^"* : : : : <^ ;» :o » : 1 1 _ _ ^1 •O I 1 3 1 Ci : »- oi — -A. • : - ig ■ ^T ■« 2 c ^e : 1 U 1 11 5^ ^ : ill m Oku 3 : -3 ■ — "^ C 13 J- Si 5 '3 i i M i1 : • : ■ /■ s ■ : : is ;■" . 3 i : ^ ^ X * ; ^■32.2; ; -Z 5: ;^ a i a: '? p •» : E- ■a a ^ ! ! { ! i!'; I 1 98 ANDRBWS' REPORT ON '^ a o w a i I a 2 I CO lai a 3 I S o ^ d n o ii 3 . ^ u •o o a a ■3 o a □ •a S oToaf T-Tr^" CO r^&i ^ ► S I- .« C ^ TI -„ , 0>(0 r5 efoo* CI CD Oi coco i to oto 00 s 00 ea ■2 O - a V ■ _ • ». «^- ^5o « : :q :« I J^ k ) CO I s ^ 3 .S a c P ^ 1 I I § M 3 I a o M O n a O & a d O •3 I n M O « 9 SB 3 I a s s I I COLONIAL AND LAKB TRADE. 9 n s t- CO sotOi-t'^'f^r-':-* « 0» ri IJS b3S.;"3:= *> ce^ 3 '- !3 4> a a M *^ *^ §. '.So; 5- ■g c »ft M O W IN 00 O ^ 00 <© '«a' (N ^ N fc&^ ^05 8 3 S 2s|gfi^ au a Si V M cei-3'uX i::)l3du-^ai&ni>Cnig£HSvOHouaSSVAOdaoDS^M^uS 3 ; i I ^Pi^-^ : 100 Andrews' report on ■'i i il lit c o I E ir, & £ V M •^. o 3 i « a — - ■o s O 0< to n • (A -3 t- • ^ X W X rt t* .it ..^ fj o i-T oT o % 'S, o ! « .3 s-'tS . . ■ ..u • : ; : :S : rt : J rt a : — ''= - ~ = >■. • - ^ n ^ - = u .i s £ "3 .h y — 3 ill' J! 3 vi fc. t- s i; s H «: 5v to \f }:z Si_% i2? r- 51 V' c c -'5 <= 6. i i - s * i - V g -2 « ■A ?:--.;; y. ~ S si :4 ;£ o S c/i(5 i* i* ^* ?? ^i •*< • SSI2 "8* ! c »; 5 I :« I- O «;S _ > "•0 c S 2 o r >• u ti! a S ^ "5 .5 u So ■3 3 ;;? s cc If: •^1 Ot4 a „• s JJ "- K % ^ j; ;i; - ■-: tl : bi. to r? SKUJPCS r^ S '^ f 1.; I! 102 ANDREWS* REPORT ON 9 .g '♦J § i 1 •iH li 5:"::: : • Jo9 • '; I • •M ;i-l ; iH • §1 1 ::"::':': ': '; i ': * ; M 1 > 1 1 r 1 0» • ; ; ; ; ; i : • i"" Ms j 8 i 3 ;;■*•; ■ • • ;C9 |t-i J Jt< • ::§:'-; i" jg j ;- t- • « : 2 : r-4 Tripe. J : Jo • ;J ; ; ; : :■*" :•''::§: ;;;«;;•» S : s 1 ■n : :|||2g :•- : : s 00 9» ; iS « Stave bolls. | Sundries. QJ W ■3 o j5S SSS JS" >4 . CO ea «P "t 74 '^> " i-i ■' » :«?.«• :||5J. no '■ ? 3 ( 2 M : iiill' C o " « '3 , :: :S ;•:.:: : • '. . . •n , • 1 G C V S if i 3 ^ n s COLONIAL AND LAKE TRADE. 103 I -a J a o -2 Si g ^ 'S C I. ■§ S K o '4 .1 s 81 g 2S2 tr r^OO C&*-« S •^ © CO i-t r-« t- »» 95* i?::^ a s 9 •9 li o k. b n o X I e N (A o I,, Its ?t h 104 ANDREWS REPORT ON I Statement showing the rstimnfrd value of each aggtrfrale of the serrral arti- cles riccikcd at each of' the several ports in the (lis/riet <>/' liiijluto Creek coaxttelsr ami from Canada, and total values of all, for the ijcar ending the '61si December, 1851. RECEIVED AT flUFFALO. Articlos Ashes Ale Aie Alcoluil Barloy Beef Beef Beef Bark , Baroii uiid liuiiis Bacon iiiui hiiiiis Baouii iiiui hums Bacon iind hitins. Bacon and hams Bacon and hams BccN\Va.\ ficcKwax , Beeswax BruoniH Broom -corn . . . . Broom-corn . . . . Bookn Boots and shoes Bladders Butter Butter Butter Butter Butter Beer-pumps . . . , Bcer-lmttles . . . , Bath brick Brick Brick Bones Bones Bristles Bristles Brandy Brandy Buffalo robas. . . Candles Carpeting Carriages , Cedar posto, . . . Cedar posts. . . . Cement Cheese , Cheese Cheese Cider , Cigars , Coal , Copper Cop))er Copper Quantities, Packages. 13,721 ; 7 Hit ifir.,iHH 54,414 (),:J-J-> .S.'ili l-,".l 4,i.'l.'V 1, -'.>:-> 3,540 !I5 1,284^ 2.-)7 !t 32 2,28(1 5,238 8.i 340 84 7 19,251 1,22<) l,l.')fi 18 8 2, 1,0110. 805. 37,800 50 5 272 10 20 4 4 3.24(5 3,551 57 171, 1,530. 42 521 163,0i»9 701 C2 84 57 17,001) 540 243| 15 casks barrels dozen iiottles. casks Iiiishel.s barrels tierces casks packages . . l)oxes I)arr(ds ,. . . tierces .. . . casks hogsheads . tons barrt^ls .. . , casks boxes dozen bales tons boxes Ik)Xcs barrels .. . . kegs Krkins barrels .. . , casks hogsheads , tons tons hogsheads , sacks casks hogsheads . casks bales boxes rolls cords. . barrels , boxes . , casks.. , tons.. . , barrels , cases. . , tons , . , barrels , tons . . . masses , Pounds. 97 15(i Value. (i,8(i0,.'i00 18,ti(M» 720 284.040 7.077.024 7.4I2.4MO 2.4K8,HU0 178,000 12,900 70,800 1,348,H0() 71(1. 800 l,77ii.iMm (;i;..'ioii 2,5(i8..'ioo 38,,V)0 2,700 3,200 2-»,f00 l,047.(iOO it;..')()o 102,1100 5.040 2.100 1.925,100 122,900 28!I.0(I0 7.200 4,800 100 1.000 3,220 151.200 112.000 10,000 113,500 2,000 GOO 4.200 194,7()(l IOC,. 530 1,140 119,700 800 300 3,,5!H;,280 25,200 11.4(M) 34,018,000 \ i,3ii,.5o6 1^ *291,550 388 lfi..5fi9 110,333 521,894 C45 405,765 8,890 3,420 03,879 8.. 500 3,300 84 234,859 10 94 64 330 1,820 400 1,480 102,300 21,306 1,710 8,550 858 1,042 346,256 252 2,850 08,036 200,700 COLONIAL AND LAKE TUADE. nKCKIVED AT BUFFALO— Contiuuoil. 106 10 24 G4 ArticlcH. QimntiticH. Packngou. Coffeo Cum Corn iiiual.. . Cotton Cranbcrrii'H. . Door ttkiiis.. . Eartlictiwaro Eartlii'iiwiire . EurtluMiwuri! . Eggs. FeatluTH Felt Fish Firevoiid Flax and Ii(mii|i. Flaxscfd FlaxBood FlaxBPcd Flour Fruit, iricni Fruit, (Irifd. Fruit, diii'd. Fruit, dried. Fruit, lirit'd. Furniturt! .. Furniliiri! ., Furnitiiri'. .. Furs Fur8 Furs GinscMfT.. . , GinsoiifT . . . , Ginseiiir . . . Glass Glass Glassware, . Glassware. . Glassware.. Glassware.. Ghio Gr irease Grindstones Grindstunes Hats Hair Hides Hides Hides Fligh wines Hogs Horned calllo. . . . Horses Hops Horns and hoofs. Hardware Hardware Hardwii r(^ Hardware Iron Iron Iron Iron 5.3 ,'J.18,74(i :no 1,417 •Kil) l.'i4 3 116 ii,4:w 3, ;<:»(; i,(i:»7 y.iwi 2,471 113 1,338 l,H.-)7 ,21fi,(it»3 2,108 2,()it5 21 »8 u>:> 303 327 1,925 2 2,285 115 5!t 222 7 195 3,185 18 1,830 611 710 48 291 1,1. '■)4 4,7.53 1,723 18U 364 48,013 604 26 62,780 97,697 8,594 2,761 7 269 643 81 2,010 890 6,050 7,186 540 197 saeks I)UsIh31h. . . Iiarrelri. . . bales barrels. . . bales casks . . . . barrels . . . crates. . ,, barrels . . . sacks . . .. rolls barrels . . . eords bales tons sacks barrels . . . barrels . . . I)arrels . . . barrels . . . boxes . . .. baskets . . sacks boxes . . . . packages. tons packs . . .. boxes . . . . casks . . . . barrels . .. boxes . . . . packages, boxes . . . . tons Itoxes . . . . casks packages . tons barrels . . . barrels . . . tons cases , . . . packages. bundles tons. . . . casks . . bales hogsheads , boxes .... barrels . .. . bundles . . . pieces .... pieces .... , I tons casks . , . . , bundles .. . Pounds. 5.300 332, 469, 776 (i;f,',(;()4 i;i9,.')i)0 l!tri,3«0 130,21)0 Hi, (1(10 15,6(l0.4riO 166,800 10,.'i70 2,994,300 164,0110 1,337,9,)0 64H,9-J0 26-2,7f<(;,>,'48 2 10, WO 528,850 487,100 245,900 22,710 "195*250 ."■as, 1(10 29,1(10 259,650 3,921,300 9,0(10 109,200 3,478,9.^)0 22,600,800 9,769,70(1 5,156,4(1(1 2,208,800 2,100 201,750 209,720 15.412,260 Value. $530 2,672,4.36 5,858 13,950 8,502 46,500 8,136 91,4.56 66,720 528 59,886 246 44,478 21,609 4,258,110 2,108 14,711 65,400 245,900 6,052 7,810 33,360 4,365 17,310 30,598 4,500 1,092 188,765 627,800 635,011 257,820 165,660 784 4,304 18,849 301,436 t ' i 'I I 'Ml " (■■; i is 111 I'm ill Til I III 106 ! I ANDREWS' REPORT ON RECEIVED AT BUFFALO— Continued. Artioloi. Quuntitiei. Package!. NaUi Lard Lard Lard Load Lead Lead pipe Leather Loatlior Lumber, black walnut. Lumber, black walnut. Lumber, black walnut. Oak, timber Oak, timber Oak, timlwr Ship-plank Lumber Shingle bolls Latha Shingles Malt Machines Machines Machines Mattresses Merchandise Morchandisa Merchand Iho Medicines NuU Nute Nuta OatB Oil Oil Oil-cloth Oil-cakc Oil-cake Oil-stones Paint (clay)... . Paint (lead).... Paper Paper Paper Pianos Planter Peas and beans. Poultry Poultry Railroad tics.. . Pork Potatoes R^ga Ra?" Reapers Roote Rope Rye Salteratus Salffiratus Sausages Sheepskins . . . . iins .... .S.OSl kogs 'J, 354 barrels... 2,4H2 casks.... 2,577 kegs 20,888 pigs HO tons 18 pnc^kngos . 8,343 rolls 121 boxes .... 661,479 feet 153 tons 1,511 pieces.. . . 386,0,310 bushels 61,336 bales 48J tons 3,526 packages.. . 825. ••••■...... 1,480 40 tons 413,000 feet 85,792 27,288 pieces Pounds. Total pounds. Tons of 2,000 pounds. 1,513,480 745,680 4,373,100 25,350 141,580 99,144,000 94,500 2,077,200 608,000 5,. 580 6,600 1,717,900 69,440 70,080 11,300 4.000 7,800 36,100 8,080 240,0'8,G00 12,364,700 473,050 33,000 14,800 2,346,520 119,152 1,462,923,246 731,461.1246 RECEIVED AT DUNKIRK. Ashes , Ale... Ale... 147 casks , Alcohol Barley . , Beef. Beef. Beef. Bark Bacon an<1 hams. Bacon and hams. Bacon and hams. Bacon and harns. Bacon and lmin». Bacon and hams. Beeswax Beeswax.. Beeswax 9,293 barrels 487 tierces . 1 1 tons . . . 833 barrels. 2 casks . . 4 barrels. 91,850 3,192,910 270,568 600 Value. #47,365 49,710 8,496 1,014 8,238 320,880 136 311,580 43,776 2,233 660 207,888 3,255 3,285 1,017 300 780 1,497 2,155 2,835,217 3,709,410 14,104 825 177 63,840 1,637 31,889,951 3,638 80,675 11,922 190 n I iM m ■I ■ \n. if 5 08 Andrews' uei'out on IlKClilVKI) AT DlNKiriK— CoHliniiod Articlu*. Uuuiititiui. Piickajfoi. ruuudn. Viiliia. Broom* Brooiii-riini 1 2110 bnlei* Hi ItllM'M 4 boxen 40,000 3,200 200 Bruoin-ciini |2,400 Roukii liuuti) mill MJiuut* 400 I (JO Bladdi'iH BiitUtr C,2:i0 lu-iTM [ 639,800 Butter Biittor . . . 63,700 Btilttir rtli liarrel* Buttpr 1 Boor-ttiiiM|)H Bofr-lloltllM ' Biii.i iiricli •\{) (KID 120 0(10 I''''* Brii-k • • » • Brick Bone* ...; BoneH BriKtloH 1 BriBtlcw Braruiv Burtulo riilfiw 11 Imlf H llll.M s 3 rolls 1,1IH) 240 •JO 2,100 550 CiindlcH 48 90 ISO Carpt'tinj; Ciirriii{,''os n Codar (><)^lH Cedar poNtN (.'otneiil CllDOSC Cheesp / 10,178 boxig j 204,1(H» 3,3(K) 20,399 88 Cheese Cider 1 I 2 caKkn 11 biirrclg Cijyars .! Coal 1 1 .'i32 OtM* '< 7 busli.dK (i barri'lH 2.113 12 Cotton Crnnberri(i'< r)4'> barrels y bales 87,200 :«.').'in Deer-skiiis a«o 1 100 Earthenware 2 I'askrt Earthenware 2 IjSOMbarreis i' U>0 llHsackd .i.itlMi 139 Earthenware Eggn Feathorti :i,624 2,360 Felt Fish j Gib barrels 185,400 3,708 Firewood F!ax and liemp Flrxseed '• ' 422 sack 61,7.'«.'> barrels Hit! l)arr(!ls 42,200 13,334,760 21,760 FluA'-ipd Flaj. c, •■ 1 Fliia- ; t'l'uil, grn 1,055 216,072 136 Fru't, ci;..i, ' i- ill:'., dr'i'ii . . . .' Fruit, drifd ,, COLONIAL ANO LAKE TIIADK. IIKCKIVKD AT l)r\KlllK-roiitimi.«!, !(«> 400 ;j,70o l.'>0 • • • t • • • • • • • • • • • • • • ■ • • • • • 550 4H 90 l.'iO Articlnr Qimntltloi. .ifL'h. Fiiriiitiii' Furtillu Fiiniiiui Funi . . . Fum . . . Flint . . . (■Jinwiiii;' UillHttllur (jrillHOlli:' RIlIMH . . GlimM . . Gi lilHKW I . M j (•laSNW I' (tlllHKSV I I (illlHHV\ .1 Cliui... |l! I LlWitii^r . . . Sliiii!,'!" ...Ms Latlis S)litn;lfi . . . Muh Macliiiii-s. . . Macliiiiis. . . IMiichini'M, . , I'li ualniit. , 111 tell Wiilimt . 11 id; Wiiliiiil. X ISH (lackaifOH . 3,4(M) :wo 1,300 fl,4H0 T'J liurroU. m> I'J I IllX'tl.. 18,1100 lH,(;iio QIO a,4oo VahM 3,40l» l,7364,000 120,000 2,800 1,000 1,100 5,000 1,400 85,000 35,600 4,400 120 162,000 71,000 133,700 2,880 Value. $56,450 48 27 190 5,550 900 77 768 300 13 415 24,204 1,203 70 300 1,100 260 260 175 2,655 2,461 353 60 8 171,900 4,346 18,588 135 COLONIAL AND LAKE TRADE. RECEIVED AT DUNKIRK— Continued. ■ Articles. Ware Ware Wine Wine Wheat Wool Wool Wooden ware. . Curriers' blocks . Handspikes .... Oars Quantities. Packages. 100 packages , 3 boxes .... 4,442 bushels. 3,294 bales.... 40 packages . Oars Oars Wagon woods Total pounds , Tons of 2,000 pounds. Pounds. 32,300 300 266,520 658,800 7,460 29,374,879 14,687,879 RECEIVED AT TONAWANDA. Value. $1,050 15 3,331 197,640 373 959,857 1,168 casks 584,000 23,360 Ale Ale Alcohol •..•.•■•■.• 420 bushels [ 1,803 barrels 20,160 576,960 294 Beef Heef 14,424 Beef Bark 1,005,592 Bacon and hams 70,391 Bacon and hams Rfimn nnd liums. ............... Beeswax Beeswax Beeswax Brooms Broom-corn Broom-corn Books Boots and shoes Bladders Butter 137,817 Butter Butter 13,781 Butter . Butter Beer-pumps Beer-butllus Bath brick Brick Brick Bonos Bonos Bristles Bristles Brandy if iil'l i ' ! m it II 112 ANDREWS' REPORT ON RECKIVED AT TONAWANDA— Continued. I te Articles. Brandy . . . ■ Buffalo robcr Candles .. . . Carpctiii;^ . . Carriiigfs. . . Cedar pusls. Cedar [losts. Cement . . . . Cheese Cheese Cheese Cider Cigars Coal jpjjer Copjier . Cojiper . Cotliie . . Corn Corn-ine.il Cotton Cranberries . . . . Deerskins EartlienwMrc , . Earthenwiirc . . Earthenware . . V.ggs Feathers Felt Fish Firewuoil Fla.x and hcm|). Flaxseed Fla.xscpcl Flaxsii-d Flour Fruit, irrciii .. . Fruit, iliii'il. . . . Fruit, dri'ul iT.'t bushels. ^'.>j , •J.-^f* !;")() barrels , IJ.T.'.O 1:21, nK; '2 barrels ](!, 147 eords.. .,,.., (ill) in.imii I70,l^'l barrels, . I'itCi M.dJ'J i'.',u;n :).-.'(ii) Value. *4.60n ^•).10!» 1,175 1,240 li) 3!2,y'J4 1,746 "i,"()tj'i 1,'J(M) 1.1)0(1 1,175 1,240 '.KM) j.ono t ■i COLONIAL AND LAKE TRADE. RECEIVED AT TONAWANDA— Continued. 113 Articles. Quantities. Value. Packages. Pounds. Hides ) 13,940 107,100 Hides #697 Hides 11,895 gallons High wines 3,980 Hosts Horned cattle Horses Hops Horns and hoofi Hardware Hardware Hardware Hardware Iron Iron Iron Iron Nails Lard i 4,450 barrels 1,112,597 Lard 77,883 Lard Lead Lead Lead pipe Leather ] 58,856 10,594 Leather Lumber, black walnut i Lumber, black walnut Lumber, black walnut Oak timber i 1.013.849 feet 4,516,500 Oak timber 141,960 Oak timber Ship-plank Lumber 15,141,878 feet 45,425,000 515,856 Shingle bolls Laths Shingles 557 M 111,400 1,382 Malt Machines ) 59,553 i Machines 2,508 Machines ) Mattresses Merchandise Merchandise Merchandise Medicines Nuts Nutfl Nuts . Oats 10,485 bushels. ... 335,520 3 145 Oil Oil Oil-cloth Oil-cake ] 22,912 170 Oil-cake Oil-stones S Paint (clay) Paint (lead) Paper Paper Paper Pianos :• !' 8 114 ANDREWS* REPORT ON RECEIVED AT TONAWANDA— Continued. Articles. Quantities. Packasres. Plaster Peas and beans . Poultry Poultry Railroad ties.. . Pork Potatoes Rags Rags Reapers Roots Rope Rye SalieratuB Salraratus Sausages Sheepskins .... Sheepskins .... ti3 bushels. 2,257 barrels . 238 bushels. Pounds. ,980 722,240 14,280 Sheep Seed. Seed., Seed.. Stone. Stone. m: Soap I Starch , Starch ' Staves ' 6,729,725, number. Stave bolls ' Sundries '• Tallow Tea ' Tin ! Tobacco ' ) Tobacco I > Tobacco ! ) Tongues 33,898 333,890 G2, 917, 459 861,035 I 11,150 i 190,401 ripe , ype. Varnish . . , Veneering . Ware Ware Wine Wine Wheat Wool Wool Wooden ware . . . Curriers' blocks. Handspikes Oars 162,669 bushels. 9,760,140 142,721 Oar» Oars Wagon woods. Total pounds 226,422,241 Tons of 2,000 pounds { ] 13,211 ,241 Valuo, $83 27,084 142 2,233 667 201,870 86,000 669 11,424 113,868 42,816 2,089,663 m 1 uo, «83 27,084 142 2,233 667 !01,87O 8(ii666 669 11,424 M h A3 113,868 42,816 089,663 COLONIAL AND LAKE TRADE. STATEMENT— Continued. 116 Articles. Ashes .. Ale.... Alcohol . Barley . . Beef. . . . Bark Bacon and hams. Beeswax Brooms Broom corn Books Boots and shoes . Bladders Butter Beer pumps Beer bottles Bath brick Brick Bonca Bristles Brandy Buffalo robes . Candles Carpeting. . . . Carriages . . . . Cedar posts . . Cement Cheese Cider Cigars Coal Copper Coffee Corn Aggregate quantities received at Buffalo, Dunkirk, and Ton- awanda. Corn-meal Cotton Cranberries . . . . Deer skins Earthenware . . . Eggs Feathers Felt Fish Firewood Flax and hemp . Flaxseed Flour PVuit, green ..'. Fruit, dried . . . . Furniture Furs Ginseng Glass Glassware Glue Grease Grindstones. .. , Hat Hair Hide. Pounds. 7,536,350 19,320 284,040 7,997,184 :.'3,849,150 12,900 7,817,552 45,050 22,800 1,104,100 105,200 5,240 2,100 3,126,617 100 1,600 123,220 263,200 123,500 2,600 4,200 195,860 106,770 1,230 121,800 97,800 156,300 3,877,123 28,500 11,400 35,550,000 1,312,.')00 5,400 344,568,096 633,960 139,500 285,580 130,480 83,000 15.814,766 17,270 10,570 3,180,340 48,605,000 1,341,207 691,120 312,880,104 2;i2,560 539,479 53,931 2.52,500 23,090 196,550 542,580 29,100 277,650 3,939,900 9,600 109,200 3,660.560 Aggregate value of each article re- ceived at Buffalo, Dunkirk, and Tonawanda. $315,548 388 16,569 116,626 616,993 645 488,078 9,010 3,420 66,279 8,900 3,. 520 84 312,340 10 24 214 330 1,820 400 1,480 162,850 21,354 1,800 8,700 858 1,042 371,248 285 2,850 71,100 269,500 540 2,757,658 5,870 13,950 11,732 46,600 8,268 102,320 69,080 528 63,613 32,540 46,224 22,664 5,069,815 2,244 15,773 69,500 253,300 6,084 7,862 35,098 4,365 18,390 30,784 4,800 1,092 197,700 tjl si 5i ii M il 116 ANDREWS' REPORT ON STATEMENT— Continued. Articles. High wines Hogs Horned cattle . . . Horses Hops • • Horns and hoofs. Hardware Iron Nails Lard Lead Lead pipe Leather Lumber, black walnut Oak timber Ship plank Lumber Shingle bolls Laths Shingles Malt Machines . . . Mattresses . . , Merchandise , Medicines . . . Nuts Oats Oil Oil-cloth Oil-cake Oil-stonea Paint (clay) . . . . Paint (lead) Paper Pianos Plaster Peas and beans. Poultry Railroad tics.. . Pork Potatoes . . . Hags Reapers . . . Roots Rope Rye Salteratus. . Sausages . . Sheepskins , Sheep Seed Stono Soap Starch Staves Stave bolls. Sundries.. . Tallow Tea Tin Aggregate quantities Aggregate value of received at Buifalo, each article re Dunkirk, and Ton- ceived at BuiTalo, awanda. Dunkirk, and Tonawanda. Founds. 22,882,700 jJ63 1,637 11,244,000 7,30,840 6,029,400 301,470 2,432,000 182, 4(K) 2,100 784 204,750 4,400 211,030 19,173 15,412,260 301,436 410,900 16,317 4,7.59,997 387,419 1,622,160 81,110 3,600 180 • 962,406 786,880 3,706,500 14,000 12,159,600 225,082 851,000 15,780 290,948,000 1,066,972 465,750 3,105 510,720 4,153 1.331,200 16,627 26,880 806 161,253 11,718 5,460 1,092 929.900 170,000 33,700 1,388 162,220 3,471 .16.637,760 343,478 2,074,860 173,6.57 11,400 2,280 4.004,412 30,177 .'J. 120 156 1 1.940,500 291,200 22,976 86,784 11,000 2.100 182,000 552 194,780 2,930 8,050 814 3,. 546, 800 4,202 11,790,240 445,188 821,040 8,213 2,130,900 53,272 2.12, 200 58,000 30,300 1 ,010 • 21,800 3,860 1,088.360 11,661 198,210 13,715 11,500 553 1,490,600 188,075 1,597,480 49,920 815, 17H 54,596 4,711.390 9,475 26,850 1,074 140,700 8,236 162.061,4.59 ,522,7,50 94,500 126 3,100,2.35 .569,480 690,1.50 48,729 5,. 580 2,2.32 6,600 660 ; i of dlo, and COLOmAL AND LAKE TRADE. STATEMENT— Continued. 117 Articles. Tobacco Tongues Tripe Type Varnish Veneering Waie Wine Wheat Wool Wooden ware Curriers' blocks Handspikes Oars Wagon woods Total pounds Tons of 2,000 pounds Aggregate quantities received at Buffalo, Dunkirk, and Ton- awanda. Pounds. 3,142,001 72,320 70,080 11,300 4,000 7,800 G8,40O 8,380 250,045,260 13,166,221 480,510 33,000 14,800 2,346,520 119,152 1,718,720,366 859,360,366 Aggregate value of each article re- ceived at Buffalo, Dunkirk, and Tonawandtt. $237,900 3,390 3,385 1,017 300 780 2,547 2,170 2,952,416 3,949,866 14,477 825 177 63,840 1,637 34,939,471 i if h ; I i. »■ Recapituladon showing the total value and quantity of all property received from and shipped to the westward, in the district of Buffalo Creek, during the year ending December 31, 1851. Received at — Buffalo Dunkirk Tonawanda Totals Shipped at — Buffalo Dunkirk Tonawanda Totals Grand totals Tons of 2,000 pounds. Value. $31,889,951 4,000,000 2,089,663 901,811 37,979,614 204,536 15,867 5,037 44,201,720 5,394,780 1,692,423 225,440 51,288,923 1,127,251 89,268,537 WM KETCHUM, Collector. District of Buffalo Creek, N. Y., Cditom-hodse, Buffalo, February 19, 1852. "I' IMi f 118 ANDREWS* REPORT ON An account of the princijml articles o/jbreiffn i/roducc, growth, and manu- facture, exported, to the British North American colonics, in British and American vessels, /rum the district of Buffalo Creek, fur the year ending December 31, 1851. I I ArticloH. Tea poiindH. CoiTee do. .. Dry i^oods Medicines Crockery Toys Tin plato boxc!*.. Raisins poundH, Lemons boxes. . Nuts pounds. Pepper do . . . Oranges boxes. . Pimento pounds . Logwood do. . . Currants do . . . Cassia do. . . Indigo do . . . Figs do. . . Madder do . . . Ginger do. .. Bonnets, Lcgliorn No... Sundries Quantity. 143,457 46,849 73 10,17.'; l-W 4,897 3,140 83 a,12i> 4,496 2,400 73 149 501 715 75)9 285 AMCniCAN f CXHKI.S. Vdluo. «40,422 2,604 7,920 3,701 1,013 474 179 193 280 357 119 271 115 31 105 11 58 41 35 32 445 DHITIAII VKSHELS. Value. 58,406 $23,458 1,866 5,439 1,690 672 787 672 865 463 116 183 72 110 220 74 12 83 9 41 35 355 1,321 38,543 TOTAl.. Value. $63,880 4,470 13,359 5,391 1,685 1,261 651 1,058 743 473 .302 343 225 251 179 23 141 50 76 67 3.15 1,766 96,949 GcsTOM-iiorte, 0i{/faio, Actr York, "\uary I, 1852. WM. KETCHUM, ColUelor. t 1 COLONIAL AND LAKE TRADE. 119 An account of the minci'pal articles of the growth, produce, and manvfac- ture of the Unitca States, exported from the district of Buffalo Creek, New York, to the British North American colonies, in British and American vessels, fur the year ending December 31, 1851. 3,880 4,470 :<,359 5,391 1,685 1,261 851 1,058 743 473 302 343 225 251 179 23 141 50 76 67 355 1,766 ii ArticloH. Dry goodfl Orocorios SuntlriuH Manufactures of iron. . ManufucturcH of wood. Furniture Booi(8 und stationery .. OvHters Aflarblo and stono Drugs and nicdicincH . . Olasawaro Siiirits Grain Chcoso Fish, dry Fish, pickled Oiln Skins and fur Boots and hIiocs Salt Lard Leather Hams and bticon Beef and pork Tobacco Sugar Broom corn Cool Cordage Cattle Clocks Tallow Quantity. 7^921 8,742 44,565 30,391 120 4,450 57,062 7,998 2,182 14,917 61,164 9,6.18 620 49,2.')9 76,197 50, 450, 10,400 25 1,129 139,274 gallons. bushels. pounds. . . .do. . . barrels . gallons. pounds. , . pairs . barrels. pounds. , ..do. . . .. .do. . . barrels, pounds. , . .do. . . , .tons . . ,..do... pounds, number. , . .do, . , pounds. AMERICAN VE19RLS. Vuli BniTiaii VCAKELS. Value. $51,991 25,511 43,875 47,900 12,860 8,063 9,889 2,059 1,746 3,082 4,557 1,047 4,523 1,191 600 546 2,260 4,804 7,736 1,597 1,070 4,321 322 2,763 6,084 2,820 1.58 1,637 703 1,325 2,334 3,931 263,305 $.'>5,.')63 26,891 22,970 46,345 9,884 5,724 7,278 871 2,511 7,311 5,362 1,239 876 1,305 296 237 2,115 5,987 4,499 675 129 6,871 161 4,194 4,093 1,768 1,650 1,156 796 480 567 5,732 235,536 TOrAI.. Value. $107,554 52,403 66,845 94,245 22,744 13,787 17,167 2,930 4,257 10,393 9,919 2,286 5,399 2,496 896 783 4,375 10,791 12,235 2,272 1,19» 11,193 483 6,957 10,177 4,588 1,808 2,793 1,499 1,805 2,901 9,663 •if 498,841 CusTOM-iiocsE, Buffalo, Aeio Forllr, January 1, 1852. WM. KETCIIUM, ColUctor. M u 120 ANDREWS* REPORT ON An account of the principal articles of foreign produce and manufacture, with the values and amounts of duty, entitled to drawback, exported to the British North American colonics, in British and American vessels, during the year ending December 31, 1851. * Arttclea. Dry goods . . Sugar Wfno Brandy Dry hides. . . Cair-Rkins . . , Machinery . . . Boil<;r plates . Railing Quantity. AMK.RICAN VKX- ICLi. Value. 219,080 pounds.. SO qr. caslfH. 3 hir. pipes. 2,000 S20 dozen . . . 7 cases .... 105 100 boxes . . . |3,280 3,C74 1J2 127 1,126 151 8,. 510 Duty. BniTIRII VBI- ir.La. Value. Duty. $884 70 1,081 83 $2,335 5!) 28 127 00 54 89 30 20 2,237 90 $G88 72 3,449 168 14 3,404 327 133 1,021 20 95 65 53 20 Total value. $3,280 (K) 6,009 00 152 00 127 00 4,575 00 151 00 3,404 00 327 00 133 00 9,6482,026 9J 18,158 00 Total duty. A884 70 1,770 55 59 28 127 00 223 03 30 30 1,031 20 95 65 53 20 4,264 81 J CuiTOM-HoviE, Buffalo, .Yeic York, January 1, 1853. WM. KETCHUM, Colltetor. m |i i' COLONIAL AND LAKB TILa 121 S ^ .- 1^ ti ^ B 1-i ^ §.^ ^ << CO I a i> -a cow 01 »-• o> ei ^ c«^"m5 io»»i*ot(5wf-o r^ AOtO^ s 35S s il' 5« 41 u «f 4> £££$ ^S£^S }00^©*^»-»(JOQ©CCH-q ' ss -2 s ' ' |i| _ fi§| _ 1-2 II "Bg g— i u A&§ w lilllllllllllllllllll I I •y s w I 1 il ■t > 1 122 ANORBWS' RBPORT ON Statcmrnt of Canadian produce imported into the district of Buffalo Creek, New York, for warehouse and for transportation in bond to the port of New York, for exportation to foreign countrici, during the year ending December 31, 1851. ArticloN. Wheat •••• buRholi). . Flour burrolM. . Uarloy buihoU . . Uuttor pouiidH. . AHhoH barrolM. . Wool poundR. . CanvaM* yanlH. . Furs t. .biirrclH. . Port winu* liogHlicadM. Hhorry wino* caiikN. . Branay* Qtiaiility. Vulue, HH,3ir> $5U,901 93 10,7ti.'i .34,007 95 t)87i :i[A sa 11,7125] <)fi4 49 300 .'i,28.1 C5 J), 017 1,H48 48 .1,170 3'J(i 03 9. 180 40 3 133 43 9 17!) 68 3hhdii.&lcai«k 3IMJ 46 100,489 74 * Iin ported for conauinptiun. CoiTOM-HouiK, Buffalo, .V. Y., March 18, 1852. WM. KETCIUJM, ColUltr. Statement of Canadian produce imported into the district of Buffalo Creek, New York, during the year ending December 31, 1851, {being free of duty.) Articles. Horses number. Horned cattle do. . . Sheep do. .. Grass secdit bushels. Personal otFccts CuiTOM-iiODSE, Bvffalo, JV. I'., March 18, 185-2. Quantity. 36 a 133 2,856 Value. $3,158 155 349 6,873 9,744 20,273 WM. KETCHUM, ColUtlat: reek, lort of Tiding 93 95 35 49 C5 48 0.1 40 4a 46 74 ree of it*-. COLONIAL AND LAKB TRADB. s. t I a. s e 00 ^"j I— ( 1^ i ^1 e 91 el 3ii as 11 4. ■S3 SB ^ ^ a s I 3 ♦r O I- *SJ 2? 91.- ev; a 8 5 I li 00 h- , J5 I ^ % ^ 4J «Q 1^ S.P. ^ £2 « a a s *a £ .a 4 £ •c & .9 3 -S o 3 I 6-g 1 c if 05 6 is J1S5 5? g s23 ^1 i-a, 5^1 25 1 0-0 111 ^39 o V, i! « 0.3 o £ a! o aoB S8 II S I I l;ll 'it i 124 ANDREWS REPORT ON A statement of the vessels and tonnase which entered into, and cleared from, the British North American colonics, at the district of Buffalo Creek, New York, for the year ending December 31, 1851, distinguishing British from American, and steam from sailing vessels. INWARD. I AMERICAN. S BRITISH. S{eam. No. Sailing. Tons. team. 1 Sailing. i No. Tons. No. 1 Tons. No. Tons. 1 1 72 18,493 98 11,705 295 48,45C 306 23,755 OUTWARD. AMERICAN. BRITISH. Steam. Sailing. Steam. No. Tons. 1 1 Sailing. No. Tons. No. Tons. No Tons. 71 1 18,152 134 13,774 29G 48,672 1 297 1 22,568 1 District of BuKrAi.o Creek, New York, Buffalo, January 3, 1852. WILLIAM KETCHUM, Coilector. No. 10. — District of Presque Isle. Port of entry, Erie, Pennsylvania ; latitude 42° 08', longitude 80° 06'; population in 1830, 1,465; in 1840, 3,412; in 1850, 5,858. This district embraces the whole coast line oC the State of Pennsyl- vania on Lake Erie ; it contains about forty miles of shore, and has three shipping points — Erie, the port of entry, North East, and Elk Creek ; the two latter being principally engaged in the .shipment of staves and lumber. Erie is a beautiful town oi' three thousand inhabit- ants or upward, finely situated on Presque Isle bay, on the southern shore of Lake Erie. It is distant from EBifialo 80 miles SSW. ; from Cleaveland ]00, E. ; from Harrisburg 270, NW. ; from Washington, D. C, 343 NW. The town stimds on a bluff' commanding the harbor, Ibrmed by the projection of the peninsula of Presque Isle, the mouth of which was formerly closed by a difficult sand-bar. This has been, however, partially removed, and piers constructed by the United States government, by which means the channel has been so far deepened that most of the larger steamboats and vessels which navigate the lake now readily enter it. The peninsula of Presque Isle has been gradually converted into an COLONIAL AND LAKE TRADE. 125 island, the wash of the lake currents having severed the isthmus ; and, the harbor having two entrances, it is expected that it will be perma- nently deepened, and the bar at its mouth by degrees swept away. Th(! depth of water on it, at present, is from eight to ten feet, and within the harbor much more. It was in this harbor that Perry's fleet was built, within seventy days from the time when the trees, of which it was constructed, were yet standing in the forest. Thence he sitiled to give battle, and thither he brought back the prizes of Lake Erie, the relics of which may be yet seen rotting and half submerged, near the navy yard. The naval depot is still kept up at tills plnee, and here the one or two small vessels which represent that nrm of our service on the lakes are accustomed to go into winter quarters. But the commerce of the port is very limited. A canal from Erie to Beaver connects it with one of the finest coal regions of the State, Pennsylvania, and this coal, being bituminous and of fnie f[uality, is used by nearly all the lake steamers. This causes innny of them to put in ller<^ when they would otherwise continue on the flireet route ; for Erie is ninety-seven miles, more or less, fi-om Buflido, and, l\ing at the southern end of Presque Isle bay, is from liftcen to twenty miles oil" the direct course from Buffido to Cleveland. The agrieulturid resources of the country cireumJMcent and inland are not yet fully (hneloped, ;ind of (ronsequence contribute but little to the conuncrce of the plsiee. It will be seen th;it last year the supplies of Hour l()r consumption lune were received from other lake districts ; but it is certain that this stnte of things cannot long continue in such form, inasmuch ;is the mineral and manufacturing resourcesof the district arc in rapid progress of development ; and the agricultural productions must rapidly miiUire under such stimulus as that given by liberal prices and a constant home dtunand. It carmot be doubted that, before long — the demand ti)r agrieulturrd produce in the mining and manufacturing dis- tricts already being considerably in advance of the production of many articles — attention will be so sirongly attracti^d to the resources of the soil as to insure not only an adecjuate supply for home use, but an ample surplus (()r exportation. The importJitions i()r 18-51, consisting principally of assorted mer- chandise, Hour, fish, inid manufactures of iron, amounted to— Imports coastwise 81,979,913 " f()reign 3,455 Total importulion 1,983 ,368 The exj)orts consist of wool, lumber, wood, bark, glass, stoves, bar- iron, <'oal, smd merchandise received by canal, with a small quantity or grairi — the whole amounting to the following aggregate : KxpoFts coastwise $2,207,582 " tt)reign 15,415 Totu I exportation 2,222,997 ; ;, >. h ft '" > -0 '. 1 i 'f 1 •1 u f i f titm ) .1 =11 126 ANDREWS REPORT ON The entire commeree of the port amounts to a total value of $4,206,483. The character and quantity of some of the chief articles of export, and their comparative increase and decrease are exhibited in the annexed tables for the series of years as named : Articles. 1845. Coal tons.. Leather pounds. Wool do. .. Butter do. . . Cheese do. . . Stoves do. .. Railroad and bar iron tons.. Glass pounds . Hemp .tons.. Pig-iron do. . . Iron and nails do. . . Staves M. . . Lumber do. . . Tallow pounds. Tobacco do. . . Beef barrels. Barley bushels. Castings tons . . Corn bushels. Cotton pounds. Eggs barrels. Flour do... Feathers pounds. Ginseng do. . . .! Pork and bacon do. . . .1 Oats bushels. . Whiskey barrels..! Ashes casks.. .1 8,507 46,661 65,435 1,041,000 250 18,500 150 83 1,168 3,324 .WO 4,448 550 853 25 550 250 520 4,800 115 2,184 1846. 1851. 21,534 123,370 476,922 1,257,000 I 2,052 .')21,500 409 800 612 1,056 3,901 36,200 333,602 882 7,.';81 555 10,107 5,679 541 14,563 56,760 14,075 2,546 16,300 35 2,272 86,000 19,396 486,303 989,062 1,416,695 1,071,694 360 573,499 15 944 661 1,492 12,899 31,700 11,822 14^389 2,050 110 54,041 2,088 323 The Eric extension canal has been in operation since 1845, and iht; effect is seen in the increase of business. It is worthy of note, that during some seasons produce goes southward, and at others northward. The licensed and enrolled tonnage of this j)ort is 7,882 tons. The tables following this report exhibit the commerce of the district in detail, with value, tonnage, entrances and clearances, complete. CANADIAN TRADE IN 1851. Imports. Duty collected. In American vessels S419 00 $84 00 in British vessels 16 00 4 00 435 00 88 00 I ! i i I Free goods — plaster in stone. Tong. Value. in American vessels 671 81,342 In Briii-sh vessels 839 1,678 3,020 Total imports $3,455 COLONIAL AND LAKE TRADE. Exports — domestic produce and manufacture. 127 In American vessels $12,385 In British vessels 3,080 15,465 Total imports in American vessels $14,146 Total imports in British vessels 4,724 18,870 Tonnage inuxird. No. Tong. American, steam 2 680 sail 14 1,039 British, sail 6 721 Outward. American, sail 33 3,205 British,sail 6 721 Lake receipts coastwise at the port of Erie, Pennsylvania, in 1851. Articles. Merchandise and Hiindrics Flour Water-lime Fish... Salt Salt Railroad iron Railroad spikes liimestone IlofM Iron ore Total. Quantities, 6,ti82,600 )ounds. . )arrels. . 9,839 984. ..do.... 4,645. ..do. ... 21,246. . .do. ... 10,200 bags.. . . 1,815 tons 564 kegs. . . . 340 cords . . . 66,533 pounds. . 570 tons Value. 11,800,000 34,4.36 1,430 27,876 21,246 1,275 81,700 1,692 1,610 6,653 1,995 l,979,9ia >i ! SI 1 ! -r ft SL S : 128 ANDREWS* REPORT ON Shipments coasttmse at the port of Erie, Pennsylvania, in 1851. Articles. Wool Butter Cheeao Leather ■ Starch Stoves and hollow ware .. . Iron, bar, f'c Merchandise and sundries. Glass Glassware Oil-cake Oil-cloth Saleeratus Flax Malt Tallow Fire-brick Shingles Corn Oats Barley Dried fruit Rye Coal Pig iron Railroad spikes Pork Cider Eggs Rye flour Flour, "fancy" Whiskey Apples , High wines Asnes Nails Lumber Oara Bark Paper Sheep ])olt8 Staves , ,. , Hoop-poles Total . Quantities. 486,303 989,062. 1,416,695, 19,396, 102,706, 1,071,694, 720,672, 2,876,000, 351,985, 221,514, 116,000, 37,450, 9,662, 30,959, 77,800, 31,700 31, 621, 14,389 54,041, 11,822 894 10,442 82,000 944 356 110 206, 110 812 1,237, 1,430, 1,018 658, 323 6,097, 12,699,762 831,220 262 4,500 705 1,492,728 758,500, pounds . . .do. . • , . .do. . . , . .do- . . . .do. . . , . .do. > • , . .do. . . . . .do. . . . .do. . . , . .do. . . , . .do. . . , . .do. . . , . .do. . • , . .do. . . ,..do... , . .do. . . ,..M... , , .do. . . bushels. , . .do. . . , . .do. . • , . .do. . . , . .do. . . ..tons,.. ,..do... , . .do. . . barrels. , ..do. . . , . .do. . . , . .do. . . , . .do. . . , . .do. . . , . .do. . . , . .do. . . , .casks . . .kegs .. ...feet.. , . .do. .. cords . . renins . bundles pieces.. , . .do. . . Value. $145,890 123,633 85,001 4,849 6,162 37,539 21,620 1,100,000 12,319 51,206 696 7,490 483 1,857 3,112 2,536 620 1,552 7,194 16,213 5,911 1,788 5,221 228,000 23,600 21,360 1,100 618 1,760 2,436 5,566 8,580 2,036 3,948 12,920 24,388 128,997 33,248 524 11,250 16,920 29,854 7,585 2,207,582 Clearances coastwise 1,561 Entrances coastwise 1,561 No. 11. — District or Cuyahoga. 312,200 tons. 312,200 " I Port of entry, Cleveland, Ohio ; Intitudo 41° 30', longitude Sl^ 40'; population in 1830, 1,076 ; in 1840, 6,071 ; in 1850, 17,034. This is a most important district, second in the value of its commerce to none west of Buffalo. It embraces all that portion of the south coast of Lake Erie which lies between the western State line of Penn- sylvania and the Black river, a distance of one hundred miles. It contains, beside Cleveland, the port of entry, many minor ports of COLONIAL AND LAKE TRADE. 129 2,536 1,552 7,194 16,213 5,911 1,788 5,221 J28,00n 23,600 21,360 1,100 618 1,760 2,436 5,566 8,580 2,036 3,948 12,920 24,388 128,997 33,248 524 11,250 16,920 29,854 7,585 considerable importance, sucii as Conneaut, Ashtabula, Cunningham's Harbor, Madison Dock, Fairport, and Black River. This district has for its back country one of the finest and most varied agricultural districts of the whole lake-shore region. The face of the land is soft and rolling, the soil in great part warm and fertile, and es- pecially adapted to the cultivation of fruits and vegetables, and to the growth of all the cereal crops. Among its most important and valuable exports are wheat, corn, and Hour ; large quantities of fruit, both green and dry, are sent off" annually, together with pork, beef, butter, cheese, and vegetables, in all directions, but chiefly eastward by the lake, with the exception of butter and cheese, large quantities of which go southward by the Ohio canal, des- tined for Cincinnati, and thence for New Orleans and other southern cities. A railway passing through the entire length of the district on the lake shore is nearly completed, which is destined eventually to become a portion of the continuous chain from Buffalo to Chicago. One rail- way, connecting Cleveland with Columbus and Cincinnati, and another forming a communication with Pittsburg, are already completed ; and many branches of importance, scarcely second to the main lines, are far advanced already in construction. Of canals, Cleveland has two of great value, one connecting her with Portsmouth, on the Ohio, and another uniting the line at Akron with Beaver, on the Ohio — virtually a canal Irom Cleveland to Pittsburg, inasmuch as loaded canal boats are continually towed by small steamers from the mouth of Beaver river to the latter city. With three different lines of internal communication direct to the harbors on the coast, most of them among the best on the lakes, and these from the centre of the richest of the western States, it will readily be perceived that the district of Cuyahoga must be the theatre of com- mercial transactions which have no small influence upon exchanges of produce and merchandise in the great marts of the seaboard. Con- neaut, the easternmost port of the district, is about twenty miles west from Erie, situated upon a river c^f tht same name, which afl^)rds a good harbor. No returns exhibiting the commerce of this port, sepa- rately, have been received ; but it is very considerable, as Conneaut is the entrepot lor the landing of supplies and tlie shipping of produce for a large and fertile agricultural region, not only of the adjacent coun- try in Ohio, but of an important section of Pennsylvania. The next port to the westward is Ashtabula, similarly situated on a small stream bearing its own name, forming a good harbor, with facili- ties equal to the requirements of the place. The town stands back some two or three miles from the port, upon a rise of ground, forming a singularly eligible site. The commeice of this port for the year 1851 consisted prin^;ipally of butter, cheese, wool, leather, beef, pork, ashes, Iruit, lumber, staves, &c., tor exports, amounting to the value of. 8450,291 And of merchandise, agricultural implements, furniture, hides, and a little wheat and flour, for imports 504,211 Making a total declared value of the trade of this port 951,502 9 i] it u< IB ' ! U I 1 130 ANDREWS' REPORT Olf The tonnage owned at Ashtabula consists of two brigs, of 280 tons each, several schooners and one scow, making an aggregate of 1,741 tons, employing seventy- six men in their navigation. Cunningham's Harbor is a port at present of small moment, except for the shipment of staves and lumber. Madison Dock is a, pier built out into the lake, in front of the town of Madison, about eighteen miles west irom Ashtabula, and twelve east from Fairport, for the accommodation of the neighborhood in shipping staves, lumber, and produce. No separate estimates of its commerce have been kept for the past yeur. Fairport stands on the Grand river, which furnishes one of the most eligible harbors in the West, and is quite sufficiently capacious for the traffic of rmy western port. It is thirty miles west from Ashtabula, and thirty east from Cleveland, and is merely a shipping and receiv- ing port — Painesville, on the ridge, three miles inland from the lake, being the principal mart and place of business, as well as the county seat of Lako county. It is to be regretted that no particular returns have been received from this place, indicating the amount of its com- merce, tonnage, &c., as it is a port of no little consideration, and holds the key to a fertile agricultural district, inhabited by an industrious and enterprising population. Black River, the only remaining minor port of this district, lies about twenty-eight miles west of Cleveland, on the river from which it takes its name. Its commerce is of no great importance at present. It enjoys good harbor facilities f()r the shipment of staves and lumber, which are its principal exports, imd for tht receipt of such supplies as are in demand. The city of Cleveland, port of entry of this district, and capital of Cuyahoga county, is situated 130 miles NW. from Pittsburg; 146 NNE. from Columbus ; 200 b}"^ water from Bufiulo ; 130 from Detroit ; and 359 iiom Washington. The history of the growth of this city is one of the marvels of a mar- vellous age and region. Its population in 1799 consisted of a single family. In 1825, it had risen to 500; in 1830, to 1,000; in 1834, to 3,400; in 1840, to 6,071; and at this moment there are 25,000 souls in the city proper, and at least 7,000 more in Ohio City, across the harbor — virtually one city with itself, though under a diflerent corporate government. It is at this day one of the most beautiful cities, not in the West only, but in the United States ; built, for the most part, on an elevated plain, above the Cuyahoga, commanding a fine view of the lake and river ; planted with groves of forest trees, and interspersed with fine squares and public places. As a place of business it is of high importance, and its future growth can scarce fail to be commensurate to its unparalleled rise ; nor are its inducements as a residence inferior to its commercial advantages. Its harbor is one of the best on Lake Erie, spacious and safe when once entered, but, like all the lake harbors, liable to the formation of obstacles by the accumulation of sand at the mouth of the river which forms it. This bar can be kept down only by continual dredging, and hence the constant demand on Congress for appropriations to this end. COLONIAL AND LAKE TRADE. 131 i\ mar- when tion of" which g, and is end. \ The harbor has depih, for a considerable distance, sufficient to ac- commodate the largest vessels which navigate the lake ; it is formed by the projection of two piers, one on cacfi side of the river, fJ)r twelve hundred feet into the lake, which are two hundred feet apart, faced with substantial masonry. There is u light-house on the high bank on the shore of Lake Erie, and a lower one near the end of one of the picra at the harbor's mouth. The commerce of Cleveland, apart fiom the rest of the district, is not shown by the returns received ; and in such returns as have been sent in — showing the business of the district — the valuation of the very same articles is set at a rate so nmch lower than in the other districts, as greatly to undervalue the real commerce of Cuyahogn, and to exhibt it at the greatest possible disadvantage. It has co'iscquently been Judged best to raise the valuation of articles to the same rate adopted in the other districts, so as to produce and ex- hibit a unilbrniity of values in all the districts; since, wliichevcr be the correct valuation, the higher rate is fiivored and adopted by the ma- jority ; and it cun prejudice no one district or port of entry to the wrongful advancement of another, if a uniform rate be adopted. The necessary alterations being, therefore, made in tiie figures, the commerce of Cuyahoga district, as represented by Cleveland, its port of entry, is as follows : Imports, coastwise $22,804,159 Exports, ... do 12,026,497 Total coastwise $34,830,656 Imports, foreign 360,634 Exports, do 284,937 Total foreign 645,671 Total commerce, for 1851, of Cuyahoga district 35,476,327 Whole number of vessels from foreign ports — Entered in 1851 322 Entered in 1850 292 difK rence : gain, 30. Cleared in 1851 247 Cleared in 1850 215 difference : gain, 32. The following table will show the coniparative business of Cleveland in some leading articles of its trade for a series of years, as named. All these are exports : 1 I; ;Ub I m 111' n\ If 132 ANDREWS REPORT ON ArticlcH. Kloiir barrels Wheat busholH. .i Corn do. . . . Oats do. .. . Pork barrulH. .{ Beef do 1 Butter poundf*. . Lard do. .. .{ Coal tonH...| AfHos burroli*. .' Whiskey do. . . .! Tallow pounds. .{ Bacon do. . . .'< Staves M. ...' Wool pounds. .1 1847. 1848. 697,. -isa 472,999 2,366,263 ! 1,267,620 1,400,332 690,162 32,000 254,707 27,289 1 28,338 8,246 10,321 917,090 , 1,927,300 480,160 1,140,500 8,242 11,461 2,052 ' 440 12,067 28,45'> 140,000 840,900 i 1,378 773 573,933 1 t 1851. 656,040 2,141,913 906,653 68,464 13,580 26,944 1,550,900 1,730,700 81,500 1,830 .18,774 198,000 1,164,600 789 3,939,100 To this tabic may be utlded an (wpoi t tor the yvixx 1851, unknown to former years, of live hogs, 80,000. It will be remembered that 1847 was the memorable year of unpre- cedented demand Tor produce, arising out ol* the ilimine in Europe, which cuu.sed the exportation of nearly all the produce held in the country, so must be ascrilied to no fa )ff" tiir 1848 and 1851, but to the excess that any difference and apparent diminution on the subsequent years falling of of demand llu- 1847. The valuation o{' the commerce of Cleveland t()r the three ycan^ above named, i.s thus .stated : ^ K Imports Exports Total 1847. M, SIS, 997 9,728,399 14,247,369 1848. 13,716,632 Whole number of entrances coastwise — For 1851 1,981 For 1850 1,381 18S1. j>7,003,388 $22,804,159 6,713,244 12,026,497 34,8.10,656 A 1^ Increase. .600 Whole number of clearances coastwise — For 1851 1,963 For 1850 1,378 ' Increase 581 Total foreign trade — For 1851 $645,671 For 1850 549,549 Increa.se 96,122 voai'!* .S ^ i COLONIAL AND LAKE TRADE. 133 It should be remarked, however, thut this increase is more than overbalanced by the (juantity of railroad iron imported Irom Encland by the St. Lawrance via Canada. So that, in fact, as regards direct trade with Canada, in lieu of an increase, there is actually a considera- ble decreast!, more especially in the exports of domestic produce. Below will be found full details of the trade of this district, by the returns so far as - .'ived. The licensed and enrolled tonnage of this district f()r 185] was 36,070 tons— 11,355 steam, jmd 24,615 sail. Canadian trade in 1851. Duty collected. Imports. — In American vessels .S220,538 ^52,444 In British vessels 140,096 42,154 360,634 94,598 Exports domestic produce and manufacture — In American vessels #151,758 In British vessels 133,179 284,937 Total imports and exports — In American vessels $372,296 In British vessels 273,275 645,571 Abitract of duties received from imports or merchandise in American and foreign vessels during 1850. 1850. — Amount of duties received from imports in Amer- ican vessels $25,960 24 Amount of duties received from imports in foreign vessels 41,554 01 Total amount received in 1850 67,514 25 u 4 a. 1 ! n ij it 134 ANDREWS' REPORT ON Statement of the forcifrii trade of the district of Cuyahoga, showing the number of vessels, tonnage, and number of crew, cvgaged duiing the years 1850-'51. I: h; YeiiM 1850 Amoriciin vchsoIh oiitorod Foreign vomoU nntorod . . Amoricaii voshoIh cleared. Foreign voiuiolii uloarod .. 1851. American vcMclft entered Foreign vessels entered . . American vessels cleared. Foreign vessels cleared . . Nninbcr of vessels. Tonnage. Crew. 192 100 25,484.75 11,8:12.00 1,150 587 2!)2 ;)7,31().75 1,737 125 14,881.25 10,327,00 719 541 215 25,208.25 1,260 220 102 28,812.67 11,770.00 1,431 707 322 40,.')82.67 3,13d 153 !14 17,760.fi0 10,545,00 943 639 247 28,305.09 1,581 Entrances and rlcarunceji in l850-'5l. — Coasting trade. 1860. — Numbrr of vessels entered 1,381 Do do . . cleared 1,378 1851. — Number of vessels entered 1,981 Do do ..cleared 1,963 i An exhibit of the coasting triulc of the district of Cuyahoga, Ohio, during the year 1851. KXPORT.S. n • Wlicat.. . . Species of mere landiso. . . . .huflhclK. . Corn do.... Oats • • • • • alio* ( • * Flour Pork Beef Beef . . . .tin rrclH. Lard L'lro Butter • .. . . .do. . . . Butter .... . .. .barrels.. QuaiititicH. Value. 2.141,913 $1,499, .339 10 !H)(),653 362,661 20 68.404 17,800 64 656,040 2,1.32,1.30 00 13,580 190,120 00 15,011 165,121 00 4,428 26,. 568 00 4,314 69,024 00 8,731 69,848 00 13,575 122,175 00 967 17,406 00 COLONIAL AND LAKE TRADB. EXPOIITS— (Continued. 136 719 541 942 C39 1,581 HpocioH of inorclmndiMo. QuantitioR. Hiffh wlneR biirrclH. Whiskey "lo. . . Green apploH do. . . Driod apploH do. . . Tallow do . . . Salt do. . . Fish do.., Lard oil do. . , do. .. Paint. Soed . AsheH, . .do. . . .do... caskH . . Wool baloH . . Ciloiis boxes. . (flasHwaro do. . . GlasHwure ° caskH.. Chco8o boxes . , Htarch do. . . White lead kogx,, NailH. .do. Powder do. . . Candleii boxes.. AxoH , do. . . Kacon do. . . Tobacco do. . , Tobacco Iiiid.. Broom-corn biilcH.. Bar-iron tons. . Pig-iron do . . , Orindstoiies lo. . , Rags do. . . Coal do. . . Kcfined cupper do . . . Oil-cake do. . . Bacon caMkH. . Lumber M feet. Walnut do. . . Staves M feet . liOiitiior rolls.. Stoves and furniture Stoneware fralloiis. F'oathers wicks.. (ircen hides picix-s,. Shoen-pelts bales.. Fire-brick M. ., Wrap|>in^ paper reams.. Live honfs No.. . Ureiwed hops do. . . Horses do. . , Cattle do. . . Sheep do. . . Chickens do. . . Mattresses do . . . Hemp bales. . Furs do. . . Morchandiso tons... , Total vahio 24,80.'-. i:i,909 2,763 66U 7,131 1,4.55 1,263 5,686 8,280 944 1,830 26,261 22,930 8,775 451 40,069 3,397 1,176 27,824 518 2,350 125 149 1 ,000 803 650 2,681 1,515 2,674 l,9.'i6 8 1,. 100 101 160 1,294 1,116 165 789 2,613 644 l.'i5,148 920 4,447 886 1.50 7,616 80,000 6,604 630 2,889 6,220 5,3(M) 169 357 Vak 3,681 #210,842 .50 111,6.52 00 4,0.52 00 22.104 00 9,900 00 7,1.31 00 10,185 00 37,890 00 34,116 00 74,. 520 00 7,. 5.52 00 45,7.50 00 1,969,. 575 00 45,860 00 26,2;J5 00 13,. 530 00 120,207 00 10,191 00 2,. 3.52 00 97,384 00 1,813 00 14,100 00 1,.500 00 2,235 00 12,000 00 28.105 00 7,800 00 160,800 00 45,4.50 00 13,. 370 00 f.,877 00 224,125 00 38,380 00 1,920 00 64,700 00 10,044 00 2,310 00 14,202 00 78,390 OO 3,864 00 12,411 00 :e,2(io 00 13, .341 00 22,1.50 00 3,300 00 26,6.56 00 400,000 00 69,342 00 50,400 00 86,670 00 12,440 00 530 00 2,. 535 00 5,3:)5 00 80,000 00 2,944,800 00 12,026,497 00 T ■ J , il: ii •; ^ ir I.; (■ ■ : ld(i ANDREWS' REPORT ON IMl'OKTH. ^'1 Bpociqit of inurclmndiNo. Salt barrnla. . Water-linio do. . .. Lakn 6»li do. .. . Lumber M foot. . Shinglo-wood cordH. . . Shingloa M. .. . Railroad iron tunM.. . ilailroad HpikcH ko^^H.. . StovoH No. . . . Pig-irun toiM... Bar-iron do, .. . CaatingB do. . . . Crude plaHtor do. ... Bloom iron du. .. Loliigli coal do. .. Copper ore do. . . Marble do. . . MolasHoa barrols. iiugar do. . . Sugar lihda. . Powder ki>gH.. Nails do. . . White lead do. . . Leather aidca. . Leather rolla . . Dairy salt aacka. . Coa.ae aalt barrcla. Khoes tioxoa.. (lops baloa.., Green applca harrela. . Cranberrica do. . . Siacawit oil do. .. Potatoes buHliols. , Oyatera barrels.. Oyatera boxes.. Patent paila dozen.. Burr-blocka pieces.. Locomotives No. . . Limoatono cords.. Fire-wood do... I^atha M ... Merchandise, aundriea tona . . Total value , Quantities. Value. 00,607 m, H,:iKJ 10, :>a,iJ!)4 144, I2,12(i.'i 122, 9aj» «. .•<,!»H8 H, 7,:JH3 36(1, 4,(>6(i 27, .540 •'«, 70(J I'J, 4UCJ 20, 161 'J, i,4ia 4, '2V2 10, .■iH 6, H15 285, i,ai:j 42, 8H4 14, 5,083 86, 77.5 :,{), !>,.'i35 28, a, 980 10, 7,050 13, 4,5.50 13, 1,120 :»3, 50,947 s, 1,663 394 19, 159 12, 8,a77 16, 545 :«, 100 ■■«, 11,000 •s 607 3, '2,066 37, .358 1,148 1, 22 176, 784 4, 424 1,991 9, 25,083 20,066, 607 00 478 75 911 (Ml ().'« 00 361 00 975 rM 650 00 866 00 210 00 768 00 990 00 660 00 236 00 600 00 168 00 250 00 455 00 144 00 .394 00 375 00 6'^ 00 430 00 254 00 (»0 00 am 00 194 70 078 75 700 00 720 00 .554 00 270 00 000 00 500 00 642 00 188 00 718 00 435 00 000 00 704 00 848 00 986 50 400 00 22,804,159 00 COLONIAL AND LAKB TRADE. 137 No. 12. — DisTKicT OF 8anduhky, Ohio. f*ort of entry, Sandusky city ; latituih- 41° 22', longitiulo 80° 42' ; fM)j)ulalif)n in 1850, .'i,()87. Till! district of Sandusky cxtcndH from Black river westward, ir>- cludin^ the ports of Vermillion, Huron, Milan, Sandusky, Venice, Fre- mont, I'ortago Plaster Bed, and I'ort CMinton, l)(;ing a distance of filly inilc8 lake coast, and some fli'ty more of hay and river. In natural advantages lor eonmiercial progress, j)rol)ably this district is surpassed by no oilier t)n Lake Erie west of Buffalo Creek. Within its borders are several navigable rivers and oiu^ of the finest bays in the west, ca- pable of furnishing anchorage to any number of vessels, at which they may safely ride during the most severe gales, and to which they gain access during the prevah'nco of almost any wind. The whole of the buck country on which it rests is fertile and rich in agricultural resources, and sends f()rth annually large (|uantities of surplus produce over the diflerent railways and canals by which it is penetrated. Vermillion, the easternmost of all the ports in this district, is situatcul on the lake; shore at the mouth of th(! Vermillion river, about ten miles distant from Black river, and as many more from Huron. It has no re- markable features which reijuire particular notice, but is simply a place for exchange of produce against merchandise, f<)r its shipments to other markets. This statement exhibits the commerce of the port as fi)llows : Imports $116,295 Exports 196,712 Total 313, 007 In 1847, the valuation was $377,000 M! Huron, the next port in course to the W(;stward, is situated on Huron river. abt»ut ten miles east from Sandusky, and has a good harbor, with this cxct'piion — that in some seasons there are accumulations on the bur at its mouth, which require removal in order to make access lo it easy. A ship-canal has been constructed from this point to Milan, u dis- tance of eight miles, by which vessels ascend, and load at the latter ])oint. A railway was projected from this point to intersect with the Sandusky and Mansfield railroad ; but is nc»t yet in progress. The com- merce of Huron is valued us f()llows : Exi)ort8 $581,676 Imports 877,155 Total 1,458,831 In 1847, the valuation amounted to nearly $3,000,000 Milan is not, to speak with exactitude, a lake port ; but an account of its business is necessary to a full computation of the lake trade as no : Ei 138 ANDREWS REPORT ON I 1 t '■ . returns of its business are supposed to be taken by the collector at Huron, through which port all vessels pass in going up and returning from Milan. This commerce, according to the canal-collector, amounted last year to — Exports 8435,816 Imports 690,185 Total 1.126,901 As no separate accounts of this trade appear to have been kept in 1847, it is probable that they were included with those of Huron. Sandusky, the port of entry, lies on the south shore of a most beau- tiful bay of the same name, about five miles from its moutii, and con- tains about 8,000 inhabitants. This bay is about twenty miles in length and five in width, forming a shelter large enough to give anchorage to the whole lake marine, with an average depth of twelve feet water. The bar at the mouth of the bay is sometimes enlarged, or its shape changed, by the spring-currents. A straight channel has, however, been dredged through it, at the expense of the city, in which there is about eleven feet of water. Sandusky city is the capital of Erie county, Ohio, and lies 60 miles west from Cleveland, 110 miles north from Columbus, 414 from Washington — directly facing the outlet of the bay into Lake Erie, at three miles distance, of which it commands a fine view. The city is situated en an inexhaustible quarry of fine-building stone, of which many of the best buildings are erected. The Mad river and Lake Erie railroad connects this city with Cin- cinnati and the Ohio, the passage from city to city occupying about ten hours. This road runs through one of the most beautiful and opulent agricultural regions in all the West, literally overflowing with the cereal produce of a young and productive soil. The Sandusky, Mansfield, and Newark railway connects it with Newark, passing likewis(! through a rich portion of the State, and crossing the Cleveland and Columbus road, by means of which it has communication with boih those cities. Tno advantageous relations of this city in regard to the central por- tions of the State, together with its superior liarbor facilities give it an active commercial aspect. The deputy collector has furnished returns showing the imports coastwise to amount — In 1851, to $15,985,357 Exports same year, to 6,459,659 Total trade constwise 22,445,016 Canadian imports, 1851 272,844 Canadian exports, I85J 99,088 Total commerce in 1851 22,816,948 COLOmAL AND LAKE TRADE. 139 Totalin 1851 $22,816,982 Total in 1850 12,111,034 Increase 10,705,948 Nunnber of arrivals in 1851 1,998 Number of departures in 1851 1,990 3,988 The total quantity of wheat shipped from Sandusky to Canadian ports amounted — In 1851, to 121,672 bushels. Coastwise 1,800,000 " Also, 147,951 barrels flour, reduced to bushels 739,735 Making a total equal to 2,661,407 " The following comparative table will show the principal exports from Sandusky for the Ibllowing consecutive years : Articles, &c. Wheat bushels. Flour barrels. Cum bushels. Oats do. . . 1849. {'ork barrels. Hams pounds. Butter do. .. Cheese do . . . Lard do. .. Tullow do. . . . Ashes casks. . Whiskey - barrels. . High wines do. . . . Wool pounds. . Tobacco do. ... F'urs do. . . . Hogs number. . Salcoratus pounds. . Arrivals Clearances Duties collected value. . 829,210 .56,686 98,485 9,881 15,781 10,800 610,951 3,660 695,881 274,712 1,908 .'J,.')53 2 491 1,435', 360 183,259 42,800 11,707 11,000 1,168 11,136 $11,052 1850. 1,552,699 78,902 288,742 18,634 8,073 287,187 754,588 545,685 860,798 176,379 1,568 2,778 5,278 1,669,677 316,000 61,126 34,751 30,000 1,610 1,546 $20,806 1851. 1,922,069 147,951 712,121 84,198 5,564 175,900 382,340 8,100 229,712 115,337 2,082 3,978 11,916 1,690,. 557 549,046 109,125 105,026 20,156 1,998 1,990 $33,834 Fr(!mont, formerly called Lower Sandusky, is situated on Sandusky riv<>r, about thirty miles from Sandusky city, and is accessible to ves- sels of light draught. Its commerce is gradually on the increase, as will be seen by the accompanying statements furnished by the deputy collector : ! I' i -I: '1! ^ I 140 ANDREWS* REPORT ON Imports : $359,419 Exports 314,530 Total for 1851 673,949 Total for 1850 217,843 Increase 456,106 Venice, at the mouth of Cold creek, on Sandusky bay, three miles above the city, is the place of shipment lor the products of two large flouring mills ; the shipments in 1851 were 34,771 barrels, valued at $121,698. Another shipping point on the opposite side of the bay is .it the plaster quarry, known as the Portage Plaster Bed, and its business consists tor the most part of shipments of piaster, both ground and crude. In 1851 there were shipped of the ground article from this port 4,051 barrels, valued at $5,265 Crude, 4,414 tons, valued at 13,242 Total 18,507 Port Clinton, the only port in this district not already noticed, is sit- uated on the lake about ten miles west from Sandusky, and having but a narrow peninsula of land back of it, is not a place of extensive trade. The statement of the deputy collector fixes the value of imports for 1851 at $59,049 Exports for the same year 67,235 Total 126,284 Besides the above-mentioned regular ports, there are numerous islands included within the limits of this district, among which are Kelly's, Cunningham's, Put-in Bay, and others, some of them affording the best shelter to disabled vessels, in severe gales, to be found any- where on the lakes. It was in the immediate vicinity of this group, and in fact in the midst of it, that Perry's engagement was fought, and the killed Ibund a burying place on the island last named. The commerce of these islands is not large. Wood, fish, with some vegetable food, are exported and supplied to vessels, and supplies for the inhabitants are imported ; but no definite returns on which to esti- mate the value of their trade have been received. The following tables will exhibit the trade of the district in detail, by which it will be seen that the total commerce was — In 1851 $22,511,570 In 1850 14,907,788 Increase 7,603,782 COLONIAL AND LAKE TRADE. 141 Years. Entrances. Tons. Men. Clearances. Tons. Men. 1851 2,843 2,647 540,171 472,620 19,565 18,459 2,840 2,590 537,979 464,807 19,433 1850 18,095 IiirrpfLfin ...>■■••■•■ 196 67,551 1,106 250 73,172 1,338 The Ibllowing table will exhibit ii few of the principal articles of export from the important ports in the district during the years 1847 and 1851 : i t|: ' Articles. Wheat... bbls Corn . . . .bush. Flour. . . .bbls . Oats .... bush. Pork .... bbls Beef. do. Ashes . . . .do. Whiskey ..do. Lumber . .feet Staves . , . No , Sandusky. 1847. 1,818,754 162,265 113,066 150,000 10,150 610 1,817 2,815 67,859 1851. 1,800,397 712,121 147,951 84,198 5,564 1,084 2,088 3,978 266,000 1,079,099 Huron. Milan. 1847. 1,588,866 11,114 7,082 100,000 22,789 2,644 2,653 1,255 100,000 1,813,058 1851. 1847 344,784 266,222 1,973 65,423 248 1,390 492 1,574 698,574 1,364,000 SCO .Sg 9) 0) S ^* s 1851. 258,778 220,264 1,763 56,033 439 297 535 1,402 718,000 1,456,500 Vermillion. 1847. 1851. 40,000 ! 1,000 I 2,000 I 20,000 I 1,000 500 200 37,362 39,895 6,864 6,860 394 107 101 700,000 700,000 75,000 1,133,000 There are enrolled in tiie iSandusky district 73 tons of steam, and 4,785 tons of sailing vessels ; total 3,858 For 1847. total \ 4,322 Increase. 536 it i •:■ Abstract of value of domestic exports of' the district of Sandmky, Ohio, to Canada, during the following years, viz: ] 849.— In American vessels $24 00 In British ves.sels 2,950 00 Total 3,074 00 1850.— In American vessels $39,435 00 In British vessels 43,236 00 Total 82,671 00 ii I * J i 143 ANDREWS RSPORT ON Canadian trade in 1851« Imports — In American vessels. In British vessels. . . Duties collected. $56,859 $2,244 18,769 3,515 Total. »75,628 5,769 [♦ Tn this is included 2,286 tons of railroad iron imported via Que- bec duty paid on 758 tons, $5,076 ; balance, 1,528 tons, in bond. There was imported into the district of Sackett's Harbor, in British vessels, not included in the returns, 2,045 tons 6 cwt. 1 (jr. 19 lbs. rail- road iron ; value $49,476 31 ; duty $14,842 90.] Exports — In American vessels $33,239 In British vessels 65,849 99,088 121,672 busliels of wlieat included in the above ; the whole amount principally provisions. Total imports and exports — In American vessels $90,098 In British vessels 84,618 Total 174,716 Tonnage. Inward. American vessels 4 steam 1,494 . 53 sail.. 4,760 . British vessels 2 steam 280 . 15 sad.. 746 Outward. .10 sail.. $1,396 . 3 steam 336 , 9 sail.. l,30a Total. .74. .22 COLONIAL AND LAKE TRADE. 143 Imports coastwise into the district of Sandusky, Ohio, during the year ending December 31, 1851. Species of import. Merchandise • Express packages Railroad iron Spikes ' Machinery Stoves and castings Pig iron Iron, assorted Sheet iron Nail Tin platu Threshing machines Steam-engines and boilers. Scrap iron Locomotives Coal Salt Dairy salt Fish Beer Water lime Cranberries Ijumbcr Shingles Shingle-wood Fire-wood Cheese Wagons Stone ware Cedar posts Ground plaster Furniture Whiskey Ploughs Apples, ffveen Do., .dried Butter Piano-fortes Grindstones Coaches and carriages. . . . I^ths Sand Timber Hoop poles Marble Barley Lard Powder Malt Tea Oil Empty barrels Potatoes Shingle machine Brick Miscellaneous goods Sundries Quantity. 21,011 900.. 17,486.. 480.. 3521 1,241.. 192.. 449.. 73 710 81 2.. 3.. 40 12., 2,745 52,738 4,224 7,538 2,058. 1,502. 1,099. G,809 11,075 440 4,587. 383,889 10. 0,140 913. 2,690 74,900 603 314. 11,284 90. 279 362. 75 85. .'<,970 70,000 220,000 9,000. 44 256 359 950. 206 196 60 500. 240 1. 30,000. 254 677 tons .. . . .do .do .do .do .do .do .do bundles , kegs... . boxes. . . tons . tons ... barrels . bags... barrels . , . .do.. . , . .do... , . .do... M feet. M cords . . , .do. . . . boxes, . gallons. barrels . ..do... kegs... tons . Value. barrels . pounds, barrels. M pieces, bushels . . feet tons . . bushels, kegs... ..do. . . . bushels, chests. . barrels. bushels- tons . . . articles. $10,505,500 3,900,000 699,440 38,400 28,260 198,560 7,680 44,900 282 2,506 889 700 3,800 400 96,000 11,100 55,902 520 52,766 12,348 2,255 6,594 68,090 27,687 5,328 10,320 23,033 800 614 114 4,040 7,490 4,824 2,512 22,568 317 2,790 72,400 1.350 i7;ooo 7,952 1,400 17,600 90 3,525 113 2,154 3,600 93 4,800 1,920 260 120 125 130 1,062 324 it •'■ \ 15,985,357 144 ANDREWS' REPORT ON Exports coastwise from the district of Sandusky, Ohio, during the year end- ing December 31, 1851 — destined mostly for the eastern market. Species of export. Wheat Corn . . . Oats Clover seed Timothy seed . . . . Flax ') HH 1 Is Exp . laoKages. yiour...'. B»ef. Pork Whiskey High wines Alcohol Beans Eggs Cranberries • Ground plaster Crude. . • ^o Sweet potatoes Ashes, pot Apples, green Do.. . dried Peaches, dried Butter Lard Tallow Faatiicrs ■ Wool Beeswax Ginseng Leather (in rolls) Do. . .(unfinished) Furniture Merchandise • . Rags Cheese Oil-cake Candles Corn-meal Tobacco Hams Broom-coru Furs Live hogs Dressed iiogs Flaxseed oil Black-walnut lumber Staves (pipe, hhd., and butt). Hides Shft^p-pelts Deer-skins Empty casks Potatoes Salaeratus Bristles Railroad iron Railroad chairs Pig iron Lard oil Beef-tongues Lumber Ship-plank 2,621,224 1,282,509. 239,936. 203 740. 1,859. 643. ?50,000 194,682 3,0.38. 7,196. 5,i>52. 12,598. 589. 11. 2,962. 4. 4,146. 4,414 93 3,214 190 86,452 16,408. 382,340. 267,337. 157,127. 36,351. 2,340,771. 3,295. 3 51 106,768 188,700. 810.093. 656,101. 8,100. 247,026. 17,807. 113 549,046 187,100. 21,565. 128,435. 72,399. 32,827. 1,331 425 5,947 2,256. 1.035 54. 1,084. 411 20,156 6 42 197. 11. 3 33. 2,046 252. bushels . . . ...do . . .do barrels.. . . . . .do . . .QO ..•••• . . .do pounds,. . . barrels .... . . .do . ..do . . .do.. • • • • . . .do . . .do . . .do • . . .do, . . .do . , .do tons bushels,. . . casks barrels .... pounds, . . . . . .do . . .do . . .QO .••••• . . .do . . .do . ..do . . .do barrels .... rolls pounds.. .. . . .do . . .do . . .do . . .do . . .do . . .do barrels.. . . pounds.. .. . . .do . . .do.. . . . • ...do barrels . M feet. M bundles . , I • •CIO • • ■ • < bushels, pounds, narrels., tons, . . . , .do.... , .do. .. . barrels. . . .do..., M feet. , .do Value, «••#•••• $1,808,645 513,004 71,981 2,842 2,810 6,971 964 500,000 681,386 21,286 86,352 36,088 91,326 12,958 38 14,810 24 6,219 132,420 93 67,494 380 3,458 1,969 3,823 18,714 13,370 10,905 795,861 824 100 2,550 21,353 18,870 162,019 14,963 486 2,470 1,780 175 ,'>4,905 11,226 1,078 128,425 434,394 295,443 42,599 5,375 148,675 6,204 36,225 8,700 813 205 907 42 1,680 15,760 880 108 495 20,460 3,528 ,808,645 513,004 71,981 3,842 3,810 6,971 964 500,000 681,386 21,286 86,352 36,088 91,336 12,958 38 14,810 34 6,319 132,430 93 67,494 ' 380 3,458 1,969 3,833 18,714 13,370 10,905 195,861 834 100 3,550 21,353 18,870 162,019 14,963 486 2,470 1,780 175 54,905 11,336 1,078 138,435 434,394 395,443 43,592 5,375 148,675 6,204 36,325 2,700 813 205 907 42 1,680 15,760 880 108 495 20,460 3,528 COLONIAL AND LAKE TRADE. Exports coastwise — Continued. 145 species of export. Shingles GriiidstoncH Siiip-knceH Railroad tie:) Buggy wdj^fons Fliiggiiig stones Block stones Stoves and furnitiiro Glass ware Medicine Wood Fish Tloop-polus Timber Ox-Hiarrow Ncatsfiiot oil liisL'cIlancous Total value. Quantity. 530 1,068 60. '-',400. 2. Hi) 1,000 150, ."i 1 2,877 1,194 139,000. S.! .'i 10. 423,765 M... tons . M foot, tons . . . ..do..,, lioxes . . box . . . . cords., . barrels. sticks. . barroL, .,,do,.. pounds. Value. $1,.T35 10,2^4 60 480 175 3,000 8,000 10,500 50 30 3,409 8,7.?5 1,390 175 90 3.50 53,765 0,459,659 CuiTUM-iiousK, Satiduiky, Ohio, January 7, 1852. No. 13. — DisTuicT OF Miami, Ohio. Port of cr .y. ' "oltulo ; latitude 41° 38', longitude 83^ 35'; popula- tion iti 1840, 1,222; in 1850,3,829. Tliis district li;is a shore-line ollii'iy miles in extent, comprising that portion of th(! hike ;nid river const lying hetween Port Clinton juhI the dividing line hetween Michigiin and Ohio, ;nid includes the ports of Manhaltiui, 'I'oledo, Mauniee, ;md Perryshurgh. The li)rrncr is a port of but little importance, turnishing no returns. Maumee city and Per- ryshurgh are hoth situated on the Maumee rivt>r, within a few miles of Toledo, and might, perluips, be considered with more propriety suburbs of that pl;ic(^ thiUi indefxiulont j)orts of entry. The commerc(! of Per- ryshurgh is returned by the collector as ti)llo\vs : Imports $204,755 Exports 4 1,055 Total 305.81 1 That of Maumee city is ascertained Irom the same source to be — Imports $16,207 Exports 30,557 46,764 !>: 1 Toledo is, in one res[)ect, more advantageously situated foi an ex- 10 146 ANDHKWS' REPORT ON tensive lake commerce tlian perhaps nny other westoni port, from thfi fact that it has two canals, both connecting it with tlie Ohio, terminating in its port: one the Miami and Erie canal to Cincinnati, and the other the Eric and Wabash canal, intercommunicating with Evansville, Indi- ana, and traversing the entire Wabash valley, which thereby renders the richest portion of the entire State of Indiana tributary to its traffic. This circumstance, when taken in connexion with tiie fact that rail- way transportation has hitherto been unable to compete on ecjual terms with water for the inland carriage of heavy freight, such as agricul- tural |)roduc(>, renders it absolutely certain that, at no very distant date, Toledo must become llu; grand depot for the lake trade of the valleys of the Miami ami Wabash ; and, inasmuch ns the course of trade for productions of that sort is annually lending mort; and more to the northward, this is almost tantamount to saying that it must needs be ultimately the great meeting-place and mait for the immense products of all northwestern Ohio and of all northeastern Indiana, these valleys being beyond all doubt the very richest and most fertile portions of the respective States, which cannot be surpassed, if ecjualled, by any in the Union for tlunr agricultural wealth. Toledo is well situated on the west side of thv Mauiiici' river, at u short distance^ from the head of Maum(M:' bay, in Lucas county, Ohio, 134 miles NNW. from Columbus and 4G4 from Washington. Its present population is estimated at about 5,000 individuals, and is con- stantly on the increase. One line of railroad is alr(\'idy completed, connecting Toledo with Chicago, known as the Southern Michigan ; and another — the lake shore road, which will f()rm an intrreommunication with Buflalo, Cleveland, Sandusky, and the other eastern marts and harbors on I Ik; lak(^ — is in rapid progress ; and will, it may b(» confidently expected, be finished within a tW(>lve-month, or a little over, which will ot" course add a new stimulus to the business of Toledo. A third road is also j)rojceted through the Miami valley, in the direitlon of Cincinnati. Thesi dvantages, together with the possession of an excellent harbor and good arrangements for freighting on the lakes, have already so liir developed the commerce of this port, as to give the most gratifying assurances in regard to its t'uture ])rogross and prosperity. The commerce of Toh.'do, so far as can be ascf;rlai ned from the scanty returns which have been sent in by the collector, are as ti)llow8 for the years 1851 and 1847; no comparative statement concerning other years being attainable, from the absence <)f reports : Imports coastwise for 1851 $22,987,772 Exports coastwise for 1851 7,847,808 Total coastwise for 1851 30,835,580 Imports, foreign, for 1851 $33,007 Exports, foreign, for 1851 f>6, 304 99,311 Total commerce, 1851 30,934,891 'S\ COLONTAL AND I.ARB TRADE. 147 Entrfinces 1,603 Clearances 1,609 .tons 418,892 . " 419,942 Total. 3,'>12 838,834 The total commerce of the district, including nil the ports, for 1851, was- Imnorts $23,301,741 Exports 7,985,724 Total 31,285,465 The same ibr the year 1847 amounted only to — Imports 84,033,985 Exports 4,034,824 8,068,809 Commerce of 1851 $31,285,465 Commerce of 1847 8,068,809 Increase on four years 23,216,656 The total enrolled and licensed tonnage; for 1851, is 3,286 tons. Entrances for 1851 in the whole district. . . .1,710. Ifnis 437,996 Clearances do do ] ,714 " 438,449 Totals 3,424. 876,446 H Hi fill CANADIAN TRADE IN 1851. Imports. In American vessels $8,441 duty $2,129 In British vessels 18,028 do 5,390 Totals 26,469. 7,519 Exports. In American vessels $2,940 In British vessels 63,364 Total exports 66,304 *; 148 ANDREWS REPORT ON Totnl imports and exports — In Amcricin vessels $11 381 In British vessels 81,392 Total Canadian trade; 92,773 Tunnagc inivard. American, sail 12 1 ,742 tons. British, sail 7 934 " British, steam 2 404 " 2,080 Tonnage oulwurd. American, sail 1 150 tons. British, slcain 2 404 " British, sail 7 934 " 1,488 Statement showing ,'hr jirincipnl arfirlnt, (heir (/uantifij and value, imporff^d coastwise into the port of Toledo during the ifcar ending Decenibir 31, 1851. ArticlcH. ii r Assorted mcrrliandisR tunH. . Iron, bar and biindlu du.. . Iron, railroad do. . , Iron, y>\q do. . . Steel poiindH. , Nails kvga. . Spikes do. . . CaxtingH, iron pounds. . Tin boxes. . Axes do. . . Stoves nnnilx'r. . Stove trinimmgs ponnds. . Hardware tons. . Hollow ware pieces. . Scales packages. . Machinery do. . . . Stoneware gallons. . Glass boxes. . Cheese do. . . Cofl'ee bags. . Sugar barrels. . Molasses gallons. . Tobacco pounds. . Hides, Spanish number. . Hops bulcN.. Powder kegs, . Spirits , barrels. . Oil do. . . , (Quantity. Valuo. a.'j.yfio $18, (308. 000 -m IH.'iOO 9,415 4-23,(;7.'> 113 4..ViO 18,9-28 2,082 (i,0(J7 19,.1;-)4 10,(199 50,499 187,.W8 7,502 :,',17(i 20,7(iO 7:20 7,920 4,199 .'■.0,;i86 ao,iJ9-> 13,190 5.')7 3«),90() 3,G19 7,-j:w 420 27,300 .583 52,470 ICfi-'iO 1, ()(;.-> 3, '249 6,498 2,898 7,249 ()47 9,(t.'i8 3,900 70,200 13,. 380 47,888 33,810 5,071 16,380 2,293 23 2,760 20,242 80,968 481 26,4.')5 133 3,960 COLONIAL AND LARB TRADB. STATE M KNT— Continued. 149 Arliclea. Candy boxcH. AppluH, grcou IJurrolH. A|)|iloH, aff8.. Lciitlior rullH. . Koots and hIiiios , . .caH(>s. . VVliite lend \icgn. , Coul, bitiiininouN tonH. . ConI, Lehi^rli tuns. . Pinnus number. . Wagons do. . . C'urriajres, &.c do. , , Kniiruud passenger ears do. . . Do. . . .loi'oniotivcH do. Beef barrels Tallow do. Quantity. Valuo. 2,775,149 $1,110,017 1,639,744 1,082,231 1 242.677 849,.W9 14,1. 10 706,910 4.096 5,»!)8 38.6.'i8 .'i02,.'i.'i4 27,lt;5 434,640 6,078 182,340 23,r)47 117,735 744 22,320 .301 27,090 l,?.^ 3,518 7,2!)6 69,312 1,884 88,260 i! i 'It 160 ANDREWS* HE PORT ON STATEMENT— Continued. ArtirleM. Gr«»M jioiindit, liinMed oil Liirn^lH, Oil-caku toiiti. J-liddii iiuiiilxT. Sliaiip-pultH ImluN. FurH (eHtiiniited) Oats ' bimliulii, Bcnns do.. Hiirluy do.. Corn-moiil Imirx, Bood ImrrJl*. Potatoes ImihIioIh. Craiiborrira barri'ls. ChccHO boxvH. Butter kv^H. Candic!) Ikixch. Rnoswax ))oiiiid8. VjBg» biirrolfi. Fish do. . Sugar h(i;;sbcaHi'. MoliiSMeH biirrclH, NutH bUHllclH. Tobacco Iiorrslicaiis. Tobacco Iioxcs. Spirits 'axkri, Lcutbcr rollH, Wool ImleH. Foatlinrs do. . Cotton do.. Hrooiri-corii do. . ilcrnp do. . AslicH caHkN. iiiiinbcr M feet. Staves M. RugH poundfi. iloofuig piipi^r roll8. CarriagcH iiiiinbvr. Varniini l>urrclH. IV'pporinitit, oil of. )ioiiti(lH. Mercliandi.sc do. . Express ifoodi) pai ku^roH. SundricH do. . Woali-boards do/cii. Total vuluo , (Quantity. 147 7, laa 11>3 ()i,44l l!)<) am HI4 4,H.'-|(J n,7!l6 (•78 7«H 3,11!) !.'.4.'54 .'ilW IM .'JhM l.'i() 1,'JI(! 2I,!>:J4 !J,«i4!> '-',K)!) l,(l!»0 3!»4 l.M) "•J.'i 4,H47 a,!.*<4 V»,.')(I4 :)l,4.'-)3 1,«(;!> 5f) 40(1 4(13,. Ma 9.0H1 Vuluo. #l!»,Hi>rt 3,H-J3 l.-i, :)!»(» .'>,l!>0 lO.'i.DOU 19,.3.'W :t37 l.'Jtll i]!),i;i(> H,|().'i 4,()r>rt a,. 304 37,4'Jrt 112,270 »,050 3,408 a, 275 .')r.,8.50 .'),4.3'i !»7 42,.'>K0 '23,4.36 lf^(i,4.3!) 7;t, ',»(!() i>r,>,;>25 .38, LW 3,940 l,H73 l'l,M7.'i I-,' 1, 1 7.') :f_>,oii 943 .'i,H41 ;>,300 4,3G8 M{) l(il.10.'> I) 1 7. 500 :io',>,«oo •J,.3.'i.'i f,a47, HUH No. 14. — DisTiiicT OF Detroit. Port of oiitrv, city of Detroit; luitii(lo 42^ 20', loncitiulo 83^^ 02*; populntion ill 1830, 2,222; in 1840, 9,102; in 1860, 21,019. 'I'Ik' district of Detroit li;is tlic most cxtcn.sivc coast-line of finy lake district not bordering on J^;ike Superior, ;nid embraces all that jjortioa oi" Micliig.'in known as tiic Soullieiii i'eninsiila. (Jonuncnciny at the western lino of Ohio, it extends thence northerly along Lake Erie, np the Detroit river, Lake tSt. (^laJr and .St. Clair river, to Lake Huron, up that lak(> northwestwardly to the island and straits of Mackinaw, and goutiiwurdly, wiih a little westing, to the Indiana line, not far Ironi the COLONIAL AND I.AKK TRADK. 151 heiul of Fiako Micliigiui — ii dislancc, lijilowiiig tlir Blnuositics of tin; ■horcs, wliicli dors not liill vrry far shot I of a tlioii.sarid iiiilrs. ll lia.s lil'h'cii |)ortd, iioiK^ ot'wiiicli have any |ncrtciil im|)orlaii('i', with thu exception of Dcltoil and Monroe; allliou^'li ills more than proliahlu that within a fi-w years .several of ihein may rival the mo.-*l promising harhets and ports in the West. There is, proliahly, no Slate in lh(j Union which sinpasses Mieliigan in its commercial a(lvanlai,'es, or which, if properly l()stered and developed lo tlu^ extent of its vast internal re- sources, it will n«)t nllimately e(|nal or exceed in all the aelnal realities of pro^Mcss and |»rosperily. She has more natural hiuhors, involving hut little expense or lahor to render them availahle iti all seasniis to all classes of slii|»piMg, ihaii any other Slate bordering on the lake.i. The fxtent oi country enclosed within her extensive coast m-c comprises 3[),iii'')(i scpiare miles, some of it the hest and most ll-r ii. land of the West, watered hy nuiinTous lake.s and streams — many of the latter navig.ahle, and very extensively used il)r lumhering purposes, which in the j)rincipal occupation and intert^st f the inhabitanl.i of the northern section (»f the Slate. Atnonir the.se rivers are \hv. Kaisin, Huron, Ifouge, Clintoa, lilack, Saginaw, Thunder Hay, iManislee, While, iMask(p»n, (Jrand, JValama- zoo, aiul Si. .Joseph's — the six last named tiow.ng into f,, !:c Michigan, and th(! re.st into Lake Erie, St. Chiir, and Huron, and •, • Detroit and St. (.'lair rivers. Although .scaicely one third ot the ahove an . 'sunder succe.' lul cul- tivation, yet Michigan is already known, ihreiij^i; lut the eouutiy, na a large exporter of the choicest wheat and flout, ll may indeed be said, without tl-ar of contradiction, that li)r two seasons past the (|unlity of Michigan wheat and Hour has been, on the avcrajic, < (jual if no! supe- rior to tliatof any other State; her exports of Hour amounluig to .ODO.UUO btirrejs, and of wheat to 1,() of the .southern Michigan r.iilwav on Lake Krie, about 10 miles south of Detroit, and is situated at the lower lidlsof the river Uaisin, with a population of about 6,()(K) souls. There is a daily line <»f steamers connecling it with Buf- falo, and the harbor is accessible tor vessels of the largest class. Unfi)rtuualcly, no ,<;peeial returns, showing the commerci^ of Moiuoe, are at hand. It is, however, a \hnt< rapidly increasing in importance, and must Ix; evenluallv the (le|)< for a \rr\ large amount of trade. Tin; returns from the district of" Detroit, which have been recei\fd, show the coastwise business oidvoftiiat port; .so that CJibraltar and 'I'renton, on the Detroit river; Mount C'lemcus, on the (jlimon river; Algouac, Newport, Si. Clair, an I l*(»rt Huron, on the river Si. Clair; Saginaw, on Saginaw bay; Thunder liay islands, in Lake Huron; (iraiul Haven, St. Jo.^ej)h"s, and New linflido, on Lake Michigan, are all of them un- represented. This is a circumstance dee|)ly to be regretted on several accounts. Tlii'se are the outlets of the principal lumbi-r regions of" the wesl<'rn States, and sup|)ly the prairies ctt" Illinois, as also St. Louis, and other southern cities, with nearly all their lumber anil shingles, besidt s send- ing vast ([uantities to Detroit, Sandusky, atul Buflido. The St. Clair, Sandusky, and Maskegon lumber is as extensively known in the West i I . t ' I i 152 ANDREWS REPORT ON \l as being of superior quality, ns is the pine of Cnnndn to the eastwnrd. Agiiin, these portions of the district are so very riij)i(lly increasing in im- portance tliat their influ(Mice will ere long cause itself to he most sensibly ielt in the commercial cities of the West. Lastly, lh<'re is still a very large tract oi' public land in various parts of this district, in the hands of the government, f()r the most part well watered and well timbered, which sooner or later will become of immense value. In p; «t years these government lands have been trespassed on, by persons engaged in the lumber trade, to a very great extent ; but the confiscation of several vessels, with their cargoes, has, it is to be hoped, effectually put an end to these deprrd;itions. Then> is a very valuable^ business also carried on in the ports of Gib- raltar and 'J'renton, in the sliiinnent of staves ; and at Port Huron, Newport, and St. Clair, on the St. Clair river, ship-bnilding is prose- cuted to a ccMisiderable extent and to very decided advantage ; on(! otthe largest steamers whic.-h navigate s the l;dies, of l.GOO tons burden), with an engine of 1,000 horse power, having lu^en constructed on these waters. In this district are sitnattHl the St. Clair (lats, tlu^ greati-st natural obstacles to the free navigation of the great lakes, with the exception of the rapids on iIk^ 1ow(M' St. Lawrence, tlu^ Falls of Niagara, and the Sault Ste. Marie. These shallows lie nearly at the head ol Ijake St. Clair, about twenty-five nnles above the eitv of Detroit. The bottom is of soft mud, bearing a loi'ty and dense growth of wild rice, widi a very intricate, tortuous, and difbcnlt channel winding over them, in many places so n,u row that two vessels caiuiot pass them al)reast ; nor is it possible to navigate I hem at night. There would be no dilheulty whate.'er, and but a most trivial ex- pense, as comparetl with the a(l\ anlag(v^^ which would accrue liom removino; this barrier, in dredi'ini>: out a straiirht channel of sullicienl depth to admit vessels of the largest diaught. Nor is there any work more urgently and reasonably solicitetl from Congress by the men of the West, nor any more entirely juslilied by every consideration of sound economv and jjolilieal wisdom, or more certain to produce n turns incalculable, than the opening the llats of the St. Clair, and carrying a canal around the Sanll Ste. Maiie. These improvements would at once perft'cf the most splendid and longest cliaiii of internal navigation in the world, extenc'ing above two tlKtiisaiid miles ifi length from Fond du Jiac, at the head of Lake Superior, N. lalilud<' -Ki^ 50', W. longi- tude 92'' 20', to tlie mouth oftlie St. l/iwrenee riv.r, in 'K!^ 20' N. lat- itude, i'}')" ?}f)' \X. longitude. It is not, in fact, too much to sav — so iinpi latiNcly are these im- provements demanded bv the incK ase ot' eonimeice, and the almost incalculable mineral resouiees ot iiorlhern .MiehiL' hi — that within a li-w years they niusl and will be carried into elii'ct, at whatever cost and eXjXMise of label'. Above St. Clair river the first port is Saginaw, situated at the outh^t of a river of the saini- name into the great bav of Saginaw, larger itself than a large European lake, settIrii,Mip into tin- land southwesterly from Lake Huretn. 'I'his ba\, with the exception of Oreen bay, is the largi St in all the West, but is rarely visited by any vessels except lh(;se trading directly thither, unless driven in bv stress ol' w<'ather, >li nv COLONIAL AND LAKE TRADE. 153 since it lies some consirlernblc distance off the direct line from Buffalo to Chic.'igo. The port, however, imports nil the supplies necessary for the lum- bering population, and exports what may be stated, on a rough calcu- lation, at 10,000,000 feet of lumber annually. At the Thunder Bay islands little business is done beyond the ship- ment of the produce of tlie fisheries; and to what extent these arc car- ried on in that locality, owing to the total absence of all returns, it is impossilile even to hazard a conjecture. On Lake Michigan, the ports of Grand Haven, St. Joseph's, and New BuHido, are places of shij)ment of produce, and importation of supplies to a reasonable extent; whiles (irand Haven, Masiiegon, and Manistee, are all great exporters of lumber. The commerce of the dis- trict, independent of Detroit, which is the principal depot for the com- merce of Michigan, cannot fall short of" $8,000,000, and may exceed it, though it is not possible to state it with precision, for want of the need- ful returns. Detroit, the j)ort ol" entry of this district, and capital of the county, is a finel}-^ built and beautiful town, laid out with stnx'ts and buildings which would be consideied wortliv of note in any city, partly on an ascending slope tVom the river Detroit, partly on tli(> level plateau some eighty leet above it. The city now contains about 27,000 inhabitants who lack no luxury, conv(>ni(Mice, (•omli)it, or even display, which can be atl.'uned in the oldest ol'tiie seaboard cities, though itsell" the growth but of yesterday. It is situate 302 miles west ol Bullido, 322 east- north(\'ist of Mackinaw, (J87 west, by land, of New York, and 524 noithwest of Washington. The river Detroit is, at this point, about three (piarters of a mile in width, dotted with btMiiliful ishuids, and of depth snllicient for vessels of a huge draught of water. The shores on both sides are in a state ol' garden-like euhivation ; and, from the outlet of the river into Lake Erie, t(» its origin at Lake llinon, resemble a eontiiuious villag<', with line farms, |)leasant villas, groves, and gardens, and excellent loads, as in the oldest settlements. The soil is rich and tertil(>; the air salu- brious, and the climate far more (([iiahle and j)leasaut at all seasons than on the seaboard. The renions around are particularly suited lor llie etdlivation of grain, vegetables, and all kinds of fruit; many va- rieties of the latter, which can be raised oidy with gnat care to the eastward, as the apricot liir example, and sonii: of the liuesl plums, growing here almost spoulaneonslv. The waters tc-em with fish, and the woods and wastes with game, which ha\e recently become an arlicle oi" trallie to the eastern eilies in sueh enormous numbers as to tincaten the extinction of the rat'c, and to call lltr the alteiuion of the citizens to the due regulation of the trade, as regards lime and season. IJein;; not oidv the oldest but the large>t town in the Slate, occupy- ing a conimandinLr situation, eiijoving all the advantages which arise ironi a central po.>ition, a magnificent riviM", and a harhor ol' unsur- passed eapaeily and seciu'ity, Detroit h;is arrived at a stand of com- mercial eminence from which it can now never be dislodsj^ed. „ . i The Michigan (Jemral llailroad extends to Chicago, via New Buflfalo '? If '! I; ^ i illM 154 ANDREWS REPORT ON and Michigan city, a distance of 258 miles; and tht Pontiac Railroad some 20 nriilos to Pontiac. There are also about 120 miles of plank roads running iiom the city to several flourishing towns, in various rich portions of the State, as Ypsilanti, Utica, and other thriving [)lac(!S. The comm(M-cial returns from Detroit are of the most contlicting character; hut the following results are believed to approxiniiite as nearly to a true estimate of the actual commerce of the port as can be attained : Imports, coastwise $15,410,377 Exports, do 3,961,430 Total 19,377,807 Imports, foreign $98,541 Exports, do 115,034 Total. 213,565 19,591,482 Add the estimated value of the commerce of the other ports of the district — say 8,000,000 Total (.'ommerce of the district 27.59l,4S:i The tonnage of the port of Detroit alone was — Clearances, for 1851 2,611 tons 920,690 Entrances, " " 2,582 " 905,646 men 41,931 " 41,546 Totallbr 1851 5,193 " " 1850 4,420 Increase, 1851 773 " 1,826336 " 1,439,883 " 386,453 " 83,477 " 64,098 " J 9,379 The entrances and clearances from the other ports cannot Ik; reached, owing to the usual deficiency of returns fiuni this region. In 1847, however, the business of" tlie district was represented as follows, i' the various ports, and by tliese some idea may be fitrinc'd of tluir comparative value: COLONIAL AND LARB TRADE. 155 Place or port. Detroit Monroe ■ Trenton Brest St. JoHeph Grand Haven Kalamazoo and Black rivers. Porta north of Grand Haven Saginaw Port Huron ■ St. Clair Newport Algonac Mt. Clemens Total Add railroad iron Grand total Value of exports. P,883 1,139 8 12 833 265 100 58 45 159 59 14 37 1G8 ,318 ,476 ,425 ,000 917 ,068 ,738 ,250 702 ,400 ,320 ,772 ,820 ,711 Value of imports. 6,786,957 6,991,827 13,778,784 ^4,020,559 817,012 06,000 517,056 220,000 60,000 45,000 18,000 100,000 30,000 20,000 15,000 123,200 5,991,827 1.000,000 6,991,827 Another groat advantngi.' will .shortly accrue to Detroit from tlie opening of the Great Western railway, about to be constructed through Canada, which will brhig it into direct communication wilh the New York and otlier eastern njutes; as well as from the completion of the Lake Shore road. The.';(; will l)ting the city within twenty-four hours' journey of New York and thi; Atlantic ocean. Such arc the giant st(i(l(s with wliich the fortunes of the West, through energy and enterpri.se, are pressing on to the ascendant. The enrolled and licensed tonnage of the Detroit district tor 185] was 40,320 tons, of which 2J,944 were steam and 18,37G sail. Canadian tradr. in 1851. Duty collected. Imports. — In American vessels 335,855 SG,215 In British vessels (J2,()85 10,819 08,540 23,034 Exports. — III American vessels 374,072 In British vessels 40,960 115,032 Total imports and exports. — In American vessels $109,927 In British vessels 103,(345 213.572 156 ANDREWS' REPORT ON Tonnnge. Inward — American, 2 steamers 389 tons. 9 sail 1,544 " 1,923 British, 294 steamers 49,081 " C8sail 7,300 " 56,381 Total tonnage 58,304 Outward — American, 14 steamers 2,086 tons. 17 sail 1,668 " 3,754 British, 315 steamers 51,727 " 67 sail 5,546 '« 57,273 Total tonnage 59,027 Imports coastwise into the port of Detroit during the year 1851, with their value. Articles. Merchandise tons. Coal do. . Pijr iron do. . Hiirji wiiics barruJB. Hairs number. Wool Imlos. Barley busliols. Marble pairs. Fisli barrels. Flour do. . . Watnr-linic do. . . . , Starch boxes. , , Powder barrels. . , Wluskey do Salt do Lard kefrs. , Cut stone feet, , Buildinj^ stone.. cords. , .bo: iper. Slice]) number. . Hides do. . . , , Wlieat bushels.., Fruit trees bundles. . , Piaster bairels. . , Do. .(crude) Ions. . , Sugar JKjfrsluMds. . , ('aslin^rs pounds. . , Iron bars and bundles. . , Midasscs barrels. . , Oil do Quantity. Gin Staves thousand. . . Lumber tlidusand feet. . . Horses number. . . Pai 18,000 30,106 1,120 800 t»-.>0 81 2,1 -JO 831 4,1111 1,8-J7 2,117 101 721 2,301 40,207 3,1 HO 2,0(10 421 5.011 .•(31 J , i;io 2.37 1,H31 00 6,700 .35,000 .36,400 121,520 G,045 15,000 l->lf': 500,000 150,530 28,000 8,000 1,320 4,050 848 8,310 20,594 5,938 2,117 250 14,840 8,408 40,207 15,582 800 4,210 10,022 G,()20 11,900 9,480 3,G(i!2 2,393 2,282 2,4.50 18,000 7,900 6,700 35,000 3(i,4()0 121,520 G,04S 15,000 COLONIAL AND LAKE TRADE. 157 Imports into the port of Detroit during the year 1851 — Continued. Articles. Leather rolls. Pork barrels. Codfish I>uun(ls. Bark cords. Nulls kegs. Apples barrels. Railroad iron bars. Salt. .bags. Bacon pounds. Cider barrels. Coffee bags. Tobacco hogsheads. Tea chests. Crude potash tons. Corn bushels. Stoves number. Shingles thousands. Wagons number. Stoneware gallons. Quantity. Value. 1,100 620 7,110 900 18,300 1,100 8,340 18,700 10,000 100 1,140 Gl GIO 211 4,500 3,300 240 43 58,480 jj22,000 9,300 284 2,700 73,200 2,200 93,074 2,500 700 300 14,592 6,100 12,200 12,661 1,800 33,000 240 4,. 300 5,848 Total. 15,416,377 Exports comtwisc from the port of Detroit Jvrivg the year 1851, ivith their estimated value. Articles. Quantity. Flour barrels. . Lumber tliousand feet. , Wheat bushels. . Shingles tliuusaiuis. . Laths do. . . c Wool bales. , Pork barrels. . Furs bales. . Fish half barrels. , Flides number. . Uats bushels. . Reef. barrels. . 8tarch casks. . Hams pounds. , Leather ndls. . Hags tons . , S.ilceratus boxes. Coal tons. Nails kegs. , liay bundles. , Sheep tnimber. . Pig-lrun tons. Oil barrels. Cranberries do. , . Watcr-linic barrels. Corn bushels. /orn- il barrels. Staves thoummd . Ashes casks. High wines do. . . Fisli barrels. Shingin bolls cords. Value. 460,325 tJ 1,4.53, 596 .30,717 245,736 897,719 618,403 12,944 25,888 8,445 21,102- 2,977 178,620 1,704 20,448 420 42,000 4,1.50 12,4.50 1,484 2,968 48,546 14,. 563 568 4,. 544 248 12,400 8,0(10 640 529 26,450 Gl 3,660 51 255 960 4,800 34 136 1,231 3,693 413 500 343 10,290 135 3,240 1,479 4,437 170 170 378,070 151,238 1,GG7 4,989 10.856 217,120 2,207 55,175 2,783 27,8.30 7,336 43,996 693 4,851 ■'<: t| c ; ii .V %^^ i 159 ANDREWS' REPORT Olf Ex^iorfs froKi the port of Detroit during the year 1851 — Continued. Articles. Salt barrels.. Potatorr.. , bushels. . . .: Whiskey- barrels. . . ,1 Beans .do Hoga Tiumbcv. . . . Merchandise ptinknget. . . .' Ale • barrels. . . .' Brick .i.itousand. . . .1 Clover seed ., barrels. . . .! Malt .b'lshels. . ' Copper Ions. . . . Cattle lic'.ul....| Butter kc.ilos. . , . -barifls. . , 9P1 1,3.V.J 17V. 2,376 i2,09(J 70 8lt.! no 277 1 , lOG r.o J. MO I. ."» 4, He'. J Tot^! 11281 1,055 10,872 358 23,750 (.'■.3,300 420 J, 179 2,580 172 110,800 7,6d0 13,212 .1, 100 405 300 1,350 4,888 3,961,430 I COLONIAL AND LAKE TRADE. 159 Statement of freight carried over the Michigan Central Railroad during the year ending December 31, 1851, in tons and thousandths. #281 1,055 10,872 358 93,750 153,300 426.698 1,280.6.50 ^9.224 21.4-12 67.624 2,085.0)i6 46.016 82.918 9.4()0 86.960 7.59 418 lirif, 800 lb.-, per bbl Iludur ""u.m 217.758 148.417 Ciirii, 58 lbs. iior buabcl Corn iiieal, 200 lbs por bbl 7,802.881 48 685 riu'e-t' 141.B28 ,075 809. 8 ;6 101.770 11.016 >,lU».46(i ..t.80 .095 148.727 110.4,8 811.111 CniiibcrrleH, 12o lbs, per bbl.. , Colli 106.986 Drieil fruit 9.041 49,102 ,521 872.040 5.890 f).'VI.608 52.791 n 278. 975 75,s7-i 1.176 .896 6.',7.5S8 121.661 Kloiir, 21(; lli.«. per bbl Furniture nurt bii(,'{»i(f'' Oniin anil ebivir neeil (larilen ronty anil potatitcs, , . . llaiD.s and biu'on 60.068.724 2,282.948 16.862 S18.('48 68 648 IliKli wines 850 Ibrt. per bbl... lliile.i 9.276 1,828.775 111 602 Iron iin.l nail.i 1,643.645 261 .874 7S2.802 290. WJ8 229.781 19. .541 12,861.2.84 " "44!982 1,174.823 98.176 .867 8.900 .820 2.411.080 406. SIO .52..VIO 2!948 46S.826 1,679.891 LiniH 848. (KIO Lumber, 8'j lbs. per foot I,alhn 4,089.467 860 607 l-eiilber 8.861 272.806 19. Ml Minrellaneous mcrcbiniliae 0,itw,82lhf.perbusbtl Olber iinrlcultiuiil products.. . I'la.ter 698.801 1,097.677 64. Wis 1,046.IS1 8.9.54 2.902 66.127 147.888 7.808 6.860 16.008 48.440 4.s.(.0J &i6.400 12.4JI9 2,6S7.1S8 8i.0.'i0 1,744.9H2 1,101.6.81 6/. 820 (6.127 289.509 101.414 807.600 1,815.719 N5.440 4S.624 r'.52.4«0 497,8i!y 17,20'2.8iio 132,82r. i,(t46.2i6 7.779 97.289 17.. 51 5 6.000 1.798 8.400 47.708: 14.420 9.866 128.2.V) 8.519 818.698 69.213 9,870.000 1.57.618 11.,5(X): 24.000 86.500 2.775: 15,152.482 1,109 410 210.091 1,26S.466 888.685 I'iR irim 92.121 93.521 801 .9.10 1,299.711 7,000 ..WO 17.000 485.400 14,615.117 96.775 I'elt.s 108..57D I'ork In bbN., 300 lbs. per bbl.. Pork in bog 819.800 1,868.742 8iilt, 280 Ib-i. per bbl 2,4«0.940 .Stove** 464.800 ."hinKlic, 200I1W. per M Wool 588.1,50 601. h; 8 Wheat, 6n 1b<. per bu.'.hel WblKke.v, 8.')0 II.M. per bill 17,528.948 680.868 9,870.(H)0 8,761.141 462.600 161.600 602 200 .St iiie, Banil, nnil briek Neat cattle, 1,000 lb,<. per head. Hurst',-*, I.OOOlbs. perheail lliiKS, 2 '0 lbs. per head .Sheep, f>0 1bH. per heiiil 8,589.000 426.. '>00 88.000 460. (KIO .8011 .50.225 9.5110 16.000 6. Too .025 8, ,59s, 225 486.000 99.000 466.7(10 .825 91,146.766 5.898 15.000 38.500 84. 575 87.67B ToUl 84,041.877 7,104.889 22, 826. 764!l5, 415. 262 88,242.010 1 1 129,837.784 It ■ •p. n ; i I IGO ANDIIEV/S' REPOaT ON No. 15. — DiSTKICT OF MiClKLlMACKINAC. I \'' t lati Port of rnlry, Mackinaw; [atifudc 40^ 51', IcMigitiulo 84"^ 35'; poj)ii- -)98. Hon III 1N>U, o,:)U Tliiri, vvhicli is ilio most norllii'rly of the liikc; districts, lis well iis llie most (;xt(Misivo of tlicm mII, cinbiaccs tluit [)oili(»ii of the Amciiciin coiist on th(! wcslcni .shore ot" litikc iMiehigiiii, Iroiri iSh( hoyiiim, Wis- consin, 4<'i3 41' north hitiUulc, 88^ (U' west loiiuitiidc, northwnrf I, ini.'idding Miinitowoc, Two Rivers, Cireen liay, Jiiike \Viini('i)a^n), wilhall its ports, in Wisconsin — cnihracrs Utile IJay N{)(|ii(t, Jiig Bay Noipiet ; the Fox, Alanilon, and H(;av(;r isliuids; the eoa?^! on the straits of Mackinaw ; the St. Miry's river to the Sinh. ; thence W(>st aloiif^ the sontli shore; of Lake kSnjjerior to Montreal river — ail in the Stale of Michigan — and continues thence alonii the Wisconsin ^liore to the western extremily of the lake at Fond d\i Lac; whence it pnxHM'ds northeasterly aloii;^ the shore of the Minnesota Territory to l*ort Charlotte, on the dividiii/j; liiu* between the I'liited Stales and the Lrilish possessions. 'I'lie entire lengtii of this coast-line eonsiderahly exceeds l,iUM) inili s, (iillowing the sinnositicri of the shore;; and from the isolated sitnationoi many portions of the district, it has heen t()nnd im[)ossil)le toohlain lull or satisfactory returns. The country bordering upon the great lengtii of coast in this district was partially explored, and even mapped, with suliicient accmacy, more than two centuries ago, by the French .lesuils — those indefiligable discoveri'rs and civili/ers, and pioneer colonists of the mighty West : and from that period it has been at all times more or less lre(|uently visited by missionaries, traders, trappers and hunters, until the pro sent day, when a systematic and steady colonization may br said to lieal and successiul de\( |op- of its prodiiclive laads, jfie ])rose{aition of its lisheries, and the exploitation of its litresls and ils mines. Notwilhstanding all this, there is much ground jlir tla; belief that till! inlluence which it is oiu; day destined to exercise on tin; com- mercial afl'iirs of this continent, though it may I; j a[)[)recialed by a liw tiir-rea(.'hing i.ands, is liltl(3 l!)rse(Mi or understood by the people at, The grounds existing lor this confident expectation arc to be fJjund in the l()ilowing peculiar, and in souk; degrei! singular, features of this district : First, the unecjualled facilities which it possesses i\>r navigation, aflbrch-'d by its numerous lakes, bays and rivers, through whicli, and their artificial improvements, it has ready access t<» both the St. Lawren(;e and Mississip|)i, from which, by the various internal chains of (;anal and railroad, it has easy communications to almost every important market along the vast seaboard stretching from the; Jlalize to the straits of Belleisle.' StHiondly, the unbounded jnoductiveness of its lisheries, which may be, and are, it might be said, advantageously prosecuted through the entire length of ils waters. 'JMiirdly, the irmnense resources it possesses in the magnificent fi)rests of pine which border all the southern portions of its coasts, and are be fairly established, together with a practical and successful de\( lop- nient of ils resources, by the cultivation of its p J' COLONIAL AND LAKE TRADE. 161 capiiblf! of supplying lumber tor the entire c(»nsumption of the North- west. And, fourthly, the incalculable wealth of the minc'il regions of Lake Superior. These li>ur inlluences — apart from any agricultural resources, which, under the stimulus of demand arising from the development of ihe former, arc constantly and steadily on the increase — are already felt surely to a degree which has commanded the attention of thoi^e engaged in coMimercial pursuits, and in fait ol' the goveriunent itself. Every suecei'ding year fresh ports are springing into existence at different j)t)ints — all imperatively demanding aid t()r the construction of light-houses, and jMcrs, and other ilieilities for navigation; and all as imperatively demaniled by the reijuirements of" a commerce growing spontaneously — not forced into life by any fictitious stimulants of specu- lation — witii a rapidity and steadiness hitherto unknown in the com- mercial history ol" the world. At the southern extremity of this district is Manitowoc, about thirty- five miles north from Sheboygan, on the Michigan shore — a port which, almost unknr)wn three years ago, has now, including the country in which it stanils, a population of 5,000 inhabitants, antl a trade, though hitlieito .ilmost entirely overlooked, already exceeding that of Chicago for 1831), as regards exports, although the imports are necessarily f5()mething inferior, owing to the smaller extent of country at present looking in Manitowoc li)r its sui)plies. The exports arc principally lumber, laths, pickets, ashes, shingles, furs, wood, white-fish, &c., &c., to the value of. . . S77,12'2 The imports consist of merehandist>, as salt, flour, pork, beet", meal, butter, laril, &c., to the value of" 106,72] i Making a total of 183,84."J Kntrances, 788 ; tonnage, 227,940. A tew miles north of Manitowoc is the port of" Two Rivers — also in "Wisconsin — well situated f()r lake trade. IJoth tlu^se new ports re(piire appropriations for light-houses and piers. The country adjacent to Two Itivers is finely timbered, and furnishe.< large (juantities of" lumber l()r export, as also shingles, ashes, furs, &c. : but, whenever the land shall be cleared, its exports will consist of grain, wool, animals, and other agricultural produce, such as is furnished by the land of Wisconsin generally. So that, in a tew years, the conunerct ol" these two jx)rts may be (wpected to undergo an entire revolution — becoming, from exporters of" lumber and importers of agricultural sup- phes, exporters of" the produce of the soil, and importers of assorted merchandise and luxuries. The business of" Two Rivers will be confined to the peninsula east of Green liay, and Lake Winnebago, and Fox river ; since that route, being more direct, and affbiding exlraordiujiry facilities f()r water trans- portation, will undoubtedly prevent any trade west of it from passing to the lake shore eastward. The local business, however, necessarily 11 n 162 ANDREWS* repout on Howing to tlipso [)oiuls on tlic sliorc, will keep up, li)r nil time, nn active and udviuilJi^rous triide jilllicin. The port of Two lUvcrs lias lu.'vcr hclbre rcpoitrd its coinrnorcc fully, but l\v. t()llowiiig icsultri show an cxcu'llcnt coinnK'iiccnu'nt : Imports in 1851 $l\ 5,000 Exports in 1851 1 12,703 Total 227,763 Of tlio imports there wore l!)r local purposes $^12,585 Ditto Ibr home (joiisuniption 72,424 « Total 115,00 9 In«18'l7, the imports at this port were valued at S53, 747. Of the exports liierc were — Products of the ll)rest §190,072 Fisheries 10,108 Domestic manufactures 6,493 112,763 il" I im Entrances, 822 steam; 192 sail; making a total of 1,014 arrivals during the season. The next port claiming the atl(nition of the conmiercial classes is in tact the most im|)ortanl in the district — (ircen IJay — situated at the southwestern extremity or head of the great basin of tlu; same? name, and the outlet of tin; Fox river. This port, indeed, bids liiir to rival Chicago, as the lake dejiot li»r all that most important branch of llie lake trade, which has its origin on the borders of thi- upper Mississippi. The work known .as tin; Fox river improvement is now nearly completed, connec'.jng tiie Mississippi with the great lakes, by steam navigation. This work has so greatly im- proved the navigation of the Fox river, (lowing liom Lake VV^inm b.igo into (Jreen Bay, as to adniii the ascent of small steameis to the li)r- rner ; whence, by a iurthei improvement of the Fox river, and a canal connecting it with tiie Wisconsin river, the ])assag(! is free to the Mis- sissippi, entranci' to which is had about two miles below Fort Crjiw- fbrd. From this point st(;amcrs can navigate the Mississippi upward or downward, at ojjtion, as occasions may re(|uire. This is the lirst water route which has been opened connecting the lake, with the Mississipj)!, navigable by steam power; and what the practical result of its i)j>cralinii may be, is yet in the bosom of the future. Fort Crawli)rd is situated 487 miles above St. Louis ; 257 above iJurlington, Iowa; bi- al)ove (laleiia, Illinois; 60 above Dubu(jue, Iowa ; 5 below Prairie du Chien ; 243 Ixdow St. Paul's, Miimesota Territory ; and 255 below the Falls of St. Anthony. The distance from Green Bay to the mouth ol the Wisconsin is about 220 miles, through the richest valh y of Wisconsin; by this route, thero ore then; is an uninterrupted stoam comnmnication I'rom BuHalo, .H' COLONIAL AND LAKK TKADU. l(J3 Oswego iiiid OfT(lori.sburg, or iIk! CiiniKHaii cilii'n, nnd the nioutli »)l'thc St. riiiwrciicc, to St. 'iOiiis, New Orlcnns, and the Hfdizo. Tlii.s is certainly icative ot" a iww era in llu; practia; of inland .steam navigation ; as it will opcm at once an easy and direct comnm- nication l)(!tween New York and the n(?w States of Wisconsin, Iowa, and the Minnesota Territory, rendering any of the ahovonamrd j)oints on the Mississippi easier ot" access by way of the Inkes than St. Louis itself. This is a fact which ( aiaiot he overlooked by immigtants, and will, theri'litre, bring the ])nl)lie lands of thostl)re, of course, the cheapest channel. Along the eastern [)orliou of this route across the State ot' Wisconsin, there- have already sj)rung up several promising ports on Lake Wiimebago and Fox river; among them Oshkosli, Necnah, Menasha, Du I'ere, anil Fond du Lac, all well siiuatctl, with irood harbor facilities, and rich ;io;ri- (-•ultural H'gions circumjacent. The j>ublic lands are in rapid progress of selection and settlement, whether l)V warrant^ or regular entry in the Ianer, is now rapidiv becoming lla; great commtM'cial depot t()r lh(! internnl trade of Wisconsin, and during tiie season ol I80I there was a line ol" steamers regularly plying between this point and liutfalo. The comi)letio!i ollhe Fox river improvennMit will, iiow(!ver, demand much greater t";ieiliti»\'*, henceli)rtli, than have ever bet()re been brought into re([uisilion. No details of the business at (Jreen liay t()r th(> season of 1851 havi> be(Mi received, but it is notorious that the commerce of this place has ar which it nmst be temporarily in arrear until the land sh:ill be cleared, culti- vated, and brought up to the staiulard which shall constitute it an ex- porting in lieu otan importing region, this opinion will be reversed. In consideration of the gre;it and still growing importance ot" (Ireen Bay, and the remoteness of its situation trom Michilimackinac, it might properly be math' a port ot" entry, witii the shores of Winn(^bago, It i ■ 1 I lU i. i K 1.1 1G'\ ANDUEWS REPORT ON It Green Hay, and I lie lako coast, iVoiii tlie straits "f ^fuckiIn^v to Mani- towoc, con.-slitutirig u now district. Dclxnicliiiiu into (iiccn Bay, How frotn liic no ii\' inl tlic rivers Oconto, Pcslitcgo, anil iMcnonionct — llic latter a larffc stn-jiin, ami lor- inorly, tor Hotnc; distance, tla- Iroiilier line Ix'tween the States (.1 Mielugan and WiHconsin. On it are situated several saw-nnlls iJir the cuinnp ol luniher fi»r the (^hiean(» niarl\(>t. The source of this river is hiii n (l-w mih s distant Ironi tlu- shore; of Lake Superior, on the st)utlieiii water- shed of the northern peninsula of Michijafan. Its cours(! is ahoin two liniidred miles in lenij;th to its outlet, in which space it has a descent of 1,049 ll'et, and is ctnphatically a river of ciitaracts and rapids, hriiiju- ing down a vast vonnne of water, and occasionally spreading to a width of ()00 l('(t. it can, therel(»rc, he made availai)le to any cxtenl for water-jjower ; though its navigation will he, in all limes, limited |n canoeing. The lower course of the Menomonee, toward its m(»ulh, is honlcred by tracts of heavilv timbered pine-lands, the produce of which is now growing into hrisk demand in the neighboring Imnhei markets. lielow the lMenomone(<, to the northeast, tlie White Kish, Kscanaba. and l''ori rivers, discharge their waters into tlu' fiittle hay de No(juet. They are also !i-iiiged idong their skirts by extensive pine li)rests, li'om which nmcli lumher is ainmally mainifactured. The M<'iiisti(iue f;dls into Kli/abeth bay, farther to the north. The principal business carried on upon the islands of Lake Michigan, he- longing to this district, i> fishing and wood-chopping: steamers and propellers fre{|uently stopping at them to wood, and obtain supplies ot fish, ti)r the latter of which groceries, fruit, *:<•., are given in direct barter. 'J'he climate is genial ;md the soil productive; but the present inhabitants — being principally Indians and halt-bncds, or iishcrmen. who have flnv tastes except ti»r fishing and hunting — contrive to .«ubsisl themselves principally by those employments, and the cultivation ot small patches otCorn and potatoes. Tin; North and South Manitous have good harbors |()r the shelter ol vessels, as well ns the Foxes and j$eavers. On the latti-r group there is a settlement of Mormons ; but s(t far as civiliz;ition. refinement, and the tilling ol the soil are concerned, they are in no wise superior to tin neighboring tribes of savages. M.'ickinac island, in the straits of Mackinac, whicli c(Hinect Lakes Huron and Michigan, is an old missionary settlement and military post, first establislKMJ above two centuries ago hy the French .Jesuits, with that admirable f()recast and j)olitical wistloin which they (lis|)layed in the selection of all their posts. It is, in fiict, as to natural niilitarv strength, the Gibraltar of tlie lakes, and might easily be rendered Jiiinost impregriMble. 'J'he present ti)rt, however, is a blunder, and could not be deli'iided for hall" an hour, being commanded by an alm iioiii Dilroil, and !)2l i'rom \V'asliin,!j;ton. It is pleasantly situated on the west side of the straits, and at the li)ot ol the rapids, whence its name. Tliese rapids are ahout three ipiarlers of" a mile loiiu;, at alioiit twenty miles IxdoW Lake Superior, with a tall ol" about twenty-one ii'ct. 'J'he ri^cr St. Mary's is, in all, ri(un Lake Supeiif* lo Huron, about sixty miles iu leni,'tli, llowinu first a fi'W dei,M-ees north of east, then hendiii",' al)rii|)tly and llowiiiu; a ll-w dciirees east of south. " Throimh its \\li(»le eoiirse it occupies the liiif ot juiietioii between the ii,fueous and detrital rocks, ({)rcil)ly illustrating' to what extent the physical il'alures ol" a country are influenced by its yeolo^ieal sfiucture." lictweeii Mackinac and the Sault Ste. Marie there are innumerable iir(»ups ot small isUuids, prin- cipally near the northern shore of Lake Huron and the mouth ot' the St. Mary's, their number haviiii,' been estimated at thirty thousand. None of till se are as yet ot" any comiiK rcial importance, unless it be St. Joseph's, which is bc^inniiiij; to txporl strain and live-stock. Hitherto the Sault Ste. Marie has been the head of lake navitration, iu coiise(|ucnce of" the interruptii»n caused by the rapids at this point. When it is considered that the distance to be overcome does not ex- ceed one mile, with a lilt 22 leet, and that the banks otlhe river nowhere vm' to above twenty feet abovt the water line, and are couipos( d of soft, friable rock, imbedded in easy soil, it is astoiiishinii; that a ship canal has not been opened loiiu; a<>;o across this trivial portagt; — trivial in rcf^ard to the labor and expense of rendering it passable; the cost not being estimated as likely to go beyond a lew luiudred thousand dollars — which would open to the American lake marine the naviga- tion of tin; finest laUt- in tlu' world, I'urnishing and re(iiiirinu all articles necessary to build up and maintain a large and prosperous trade. In no other ri'spi'ct, however, is this obstacle slight or trivial ; for m 'f I : Uv. 'I L \m f I II' t! ^;! 'I HI ;i :ii ■f I H - ;i i ! 1 k ;4 i 1 i ] 1 1 166 ANDREWS REPORT ON everything required lor the facilitation of the vast, numerous and wealthy iron and copper mines of Superior, including machinery of enormous weight, and supplies and forage i()r the men and live-stock employed — nor this only, hut the huge blocks of native copper and heavy ore re- turning^ down this route — must ail be transported overland at extraordi- nary difficulty and expense. Even large vessels, several in number annually, are transported over this portage by means of ways and horse- power ; nor is it in the least extravagant to say, that the aggregate amount ol" money thus unnecessarily expended year after year, witliout .'uiy permanent result, would, if collected for a tew seasons, defray not only the interest, but the prime cost of this most necessary work. " Efi(>rts hiivc been made, and will doubtless be renewed," says the report of Messrs. Foster and Whitney, on the copper regions of Lake Superior, "to induce the government to construct a canal around these rapids, aiul -i us connect the conuiierce of Lake Superior with those ol the lower 1. kes. The mere construction of jocks is not, however, all that is re(|uir(xl. It will be necessary to extend a pier into the river above the rapids, to })roi(.'(t the work and insure an (>ntranee to the locks. This pier \\ ill be exposed to liiav}' currents, and at tiuK^s to large accumulations ol" ice, and must be constructed of the lirmest materials and strongly prot(X'lcd.'' Materials of the best (piality can be easily obtained, as the report ^oes to show, from ScfAill's Point, on the Isle Royale, or the Huron islands, l()r the completion of the works, which would not, it is believ(!(l, at any rate exceed half" a million of dollars. The efl(>ct of the removal of" this untoward obstacle — which deters a large, useful, and healthy j)opulation from settling in this region — keeps the jninei;il lands out of the market, and in a very great measure debars liie influx of mineral wealth, which could not hv otlu'rwise shut out — would be to give a general stimulus to trade, and an infusion of vigor, activity and spirit to the whole movement of" the country, with a geneial increase to the national wealth, entirely beyond the reach (»f calculation. It were, tlKref{)re, undoubtedly a wise and {)ru(lent policy, founds vi on the experience ot";dl ages, and in nowise savoring of rash or sp(>cn- lative legislation, to disburse the small comparative amount nec-essary at once to render this vast addition to the ualional wealth, commerce, and niarin'e, available. It is clearly impossible that young and necessariiv poor States — as all new States unavoidably must l)e, until tla^ir lands are rendered caj)abK> of producing, ami their mines ready li)r exploitation — eati con- struct such works at their own expense ; and they must necessarily be raised by aid I'roni go\ernnient, or be left undone, from want of aid, t(» the great detriment of the conununity. Another tliouuli inli-rioi' consideration is this — that in case nothing is done by the L'niled Slates gov<'rnmenl, a canal will undoubtedly be cut, even with the (lisadvautage of n len-l()ld expense, through the hard igneous rocks on the Hritisli sliore, by the Canadian government, w^hich never lacks energy (»r enterprise wlier channels *of commercial ad- vantage are to be opent d or secured to itself Aiai the result of this would be the diversion fiom the citi/cens of the United States of tlii^ -;i.s COLONIAL AND LAKE TEADE. 167 large sums payable, in the way of tolls, on a work ten times more ex- pensive than would be requisite' on the American side. The business of the Lake Superior country ibr 1851 is estimated as follows, lor the articles which crossed the porta^^e at liie Sault ; Imports, 100,000 barrels bulk ; in which are included 2,000 bundles pressed hay ; 20,000 bushels of oats and other kinds of grain ; provi- sions, dry goods, groceries, general supplies, and five mining engines ; forming an aggregate estimated value of $1,000,000. The exports passing around the rapids, for the same season, are as follows : 1,800 tons of copper, at $350 $630,000 500 tons of iron blooms, at $50 25,000 4,000 barrels fish, at $5 20,000 The imports are about 40,000 barrcils bulk in excess of tlie imports of 1850. The cost of transportation on the above one hundred thousand barrels bulk was an average of abi.iit nine shillings a barrel from Dftroit, or a gross sum of $112,000 tor the transportation of 100,000 barrels lor a distance of 500 miles, all by water, with the exception of one mile. The opening of a ship canal at this point would undoubtedly reduce this cost by two-thirds within three; years ; anil within six x-ears the actual savings would defray the wlioie cost of construction. Above the Sault is the wiiole coast of Lake Superior, awaiting only free conununication with the lakes below to send li)rth the ricli mineral treasures of that region in exciiange lt)r liie m;uiutactures and merchan- dise of tin; east. The lake is 355 miles in Iciigtii, iiaving an American i;oast to the exleiil. of not miicii les>; than iiOO miles. The area of the lake is 32,000 s(|uiire niih-s ; its greatest breadth from Crand Island to Nee- pigon b;iy is JGO miles, and its mean deptii ■^A' water 900 ti^et, with an eUniiiion of (127 ll'et ahove the level of th(! sea, and 4i) te(i above the waters of Huron and Mic^iiigan. The water is beautifully clear and transparent, and abounds with the most (l(>licious fresh-water iish, the Havor and richness of wiiieh infinitely exceed tlios(! of the lower lakes, so that tliey will always eonunand a higher [)riee in th(; market. One species, till' siskawit, has only to he known in the New York and east- ern UKirkets in order to supersede all varieties ot sea-lisli, iijr uiKjues- tionably noni' apj)roiieh it in succulence and llavor. 'I'liis l;il<<' is ted by about eiglitv streams, none oi' them navigable, except tor canoes, owing to the falls and ra[)ids with which they abound. The more j)n)miiienl oi these rivers, ilowing ihrougli Ameri- can territory, are the Montreal, Black, l'res(|U(^ Isle, Ontonagon, Kagle, Little Montreal, Sturgeon, Ilunm, l)e;id, ('arp, Chocolate, Ln J'rairie, Two-hearted, anti Tccjuameuen. Tli Ontonagon and Sturgeon are the largest and most important rivers, which, by the removal of some obstructions at their mouths and the construction of piers to prevent the ti)rm;ilioii of bars, might Ix' converted into excelleiU and spacious har- immediale vicinity of some of tl>e most valna!)lc mines. when; the want of sail.- anctiora I p It 1 *:! illi IS now s(.:veri ly lilt. I' II^ ! J 168 ANDREWS REPORT ON The mouth of the Ontonagon is ah-eady a place of some growing business, as is La Pointe, at the Apostle islands, where is a good harbor. Eagle and Copper liarbors are also places of commerce for the importation ofsupphes and the shipment of mineral produce. Ance, at the head of Keweenaw bay, Marquette, Isle Royale, wliere thei-e is a good harbor, are all places rapidly growing into importance. It would seem that the whole lake coast, from the Sault Stc. Mario to the Isle Royale, is rich in iron and copper ore, and it is scarcely possible to conceive the results which may be expected, when the present mines shall have been develo])ed to their highest standard of produc- tiveness, and others, as unqu( ticjuably there will be, discovered and prepared tor exploitation. There are at ])resent two steamers, l()ur propellers, and a considerable number (jf smaller sailing cralt, all of which have been dragged over- land, by man and horse, across the portage, in constant employment carrying up supplies and bringing back returns of ore and metal. All these articles have necessarily to be transhipped and earned over the isthmus ; and 3'et, under all these disadvantages and drawbacks, the traffic is pinfitahle find progressive. This consideration only is sufficient to establish the possiti\' certainty of success which would ii)ll(nv the construction otan adequate and well-prolt^eted ship canal. Indee(l it may be asserted, without hesitation, that a well-concerted s^'stem ot' j)ul)lic works, river, h\ko, and harbor improvcmenls, are only wanted to r-iidcr the great lak(^ regions, and this district not the least, the uiosl vahiable and most important, as they are now the most beautiful and most interesting portion of the Unitetl tStates. The enrolled tonnage i()r the Maekinac district, according to the ollicial r< ports of June 3U, 1851, is slated at 1,4U9 tons, all sail. This is evidently inaccurate, as there were several steamers and propellers plying, at that very date, on the lak(; above the Sault, and several small steamers rutining regularly f)n the wat(>rs of (ireen bay, Lake Winnebago, and the Fox river. Tlie extreme inaccuracy, looseness, and brevity of the returns kept, and reports made from most of the lak(^ j)()ris of entrv, can hardly be too much deprecated or (le()lore(l, remleiing it, as they do, impossible to compile a complete report ot the lake eonnnerc(! sutiicienlly explicit, and with details sufficiently full, to the perti;ct understanding oi a sub- ject at oiKJC so intricate and so inij)ortaiit. CtllKldd liddi (' III lcS51. Ml Imports S'3,!)G7 Duly collected. No. IG. — District of Milwauicie. SS18 ill ' ■'i? '? tt' ■\ i*orl of entrv, Milwaukie ; latitude 43^ -T 45", longitude cS7^ 57'; population in 184(1, 1,71'i; in 1850, 2(),001- 'J'his district, which ti)rmerly was attached to that of Chicago, w erected in 1850, and the reiurns embraced in this report, being th(> lir. that have been mad(! (^f its lake connnerce, give little opporiunity l«)r comparison. the o/' COLONIAL AND LAKE TRADE. 169 The coast extends from Sheboygan, Wisconsin, southward to the northern line of the State of Ilhnois, a distance of about a hundred miles, embracing the ports of Shel)oygan, Port Washington, Kenosha, or Southport, Racine, and Milwaukie. These ports are all situated in the State of Wisconsin, on the western shore of Lake Michigan. She- boygan is immediately adjoining the district of Mackinac ; has a good situation for business, though the harbor needs some improvement. The State legislature has authorized a loan for this purpose of S10,000. There is an excellent farming country in the rear of Shcboygnn, the soil of which ordinarily produces good returns of the first quality of grain ; in the last two years, however, the wheat crop has been almost a total liiilure. The imports of this port for 1851, were $1,304,961 Exports, do. do. do. 121,705 Total 1,426,866 Entrances, 730. Port Washington, twenty-five miles norlli of Milwaukie, is a port of a growing and itni)ortant trade, its iiarbor being lormed by tiie projec- tion ola pier into the lake. TluUown is situated on a liigii bluff, wiiich shields the pier from westerly winds. The ccjuniry circumjacent is well atliipted fi)r agriculture, grazing, and wool-growing. The trade of this port is steadily on the incrense. Imports of Port Washington for 1851 $904,400 Exports, do. do. 139,450 Total 1,043,850 Southport, the name of which has been recently changed, with good taste, to llie old Indian appellation of Kenoshn, is a flourishing place situated on tlio bluffs, 35 miles se-u h of Milwaukie, and sixty norlli of Chieiigo. I'nder the prol. etion of strong easterly gales, iluring the height of which the sea;-< sometimes are hea|)edon ihv. piers, and iJiCidv with such violence as to compel the shipping to stand of!' into the lake for sea-room. Like the rest of this portion of the St;ite of Wisconsin, tli(> soil about Southport is of" a nnlure to encour;ige ;igricultural pursuits; and in coii?;e(|uence the biick coun- try is increasing very rapiilly in population, and the prairies beginning to export their rich and varietl produce, the result of which is a growth otthe commerc(^ of the port beyond the aniici{)ations of the most san- guine. The returns show the imports f()r ]851 to iiave been $1,306,856 Do. do. exports fi)r 1851 661,228 Totf.l 1,968,084 Entrances, 856. 1i If I' If i !, I'ii ?i- IT V 1 170 Andrews' report on Racine lies ten miles north from Kenosha, on a beautiful stream ol" the same name, which forms a harbor in all respects excellent, except for the wonted drawback of an awkward bar at its mouth. The popu- lation of Racine in 1840 was about 1,500 ; in 1850 it was 5,111. The principal business, however, is done on piers, which project from its mouth, as at Kenosha. The city is on a height, and is, without doubt, the most beautiful site for a lake city west of Cleveland. The back country, depending on the city for supplies and a market, is very simi- lar to that already described in other parts of the district. Its imports lor 1851, were $1,473,125 Exports for do. 1,034,590 Total 2,507,715 Entrances, 1,462. Milwaukie, the port of entry and principal port in the district, is situated on Milwaukie river, which fi)rms a good harbor t()r vessels and steamers of light ch aught, but it needs some imi)rovement to make it easy of access to larger crai't. Tlie harbor of Milwaukie is in one respect very favorably situated, as there is a sort of ba}', or bayou, running in behind the north point, making a fair shelter against all but easterly winds. The city stands partly on the river, and partly on the bluffs, which arc \cry high and overlook the lak*,' for many miles. It is ninety miles north fioni Chicago, and contains 25,000 inhabitants. It is the terminus of the Milwaukie and Mississip[)i railway, which is finished some hfty miles west, and is inteiuled evcnlually to eommunieatf^ with the Mis- sissippi at Dul)U(|ue, or J'rairie du Cliien. This road runs through one of the most fertile districts of" Wisconsin, and will bring immense tratlic to this pott. Of late, owing mainly to the j)artial failure of the wheat crop during the two successive years of 1849 and 1850, the commerces of this district has not augmented so rapid!y as f()r several years pre- viously, or as it probably would have done in the event of" good or average crops. The city of" Milwaukie increased in population from 1,712 inhabit- ants in 1840, to 20,001 in 1850, being a ratio of 1,072 per cent, greater than ih;it of" any other city during the same period. It is situated 805 miles northwest from Washington. The commerce; in 1851 is estimated ibr the city as f()llows : Imports $!14,571.;i71 Exports 2,007,824 Total 17,179,195 Entrances, 1,351. Tlie connnerce of" the whok- district fi)r the same yeai- was : Imports ; $19,500,713 Exports 4,504,779 Total 24, 1 25,5] Total entrances, 5,000. tor ert ' COLONIAL AND LAKE TRADE. 171 Ol" Dpt )U- 'he its |bt, ick li- 125 )90 715 The enrolled and licensed tonnage, on the 30tli June, 1851, was set down in the official report at 2,946 tons, of which 287 tons were steam, and 2,659 tons sail. The official report of the collector, however, pub- lished at the end of the season, makes the tonnage of the district amount to 6,526 tons, giving employment to 325 men. Therefbi-e there must be an error somewhere, as it is not possible that the tonnage of the district should have more than doubled itself within a. few months. Such inconsistencies, however, seem to be the rule, not the exceptiojj, in the reports of the lake districts. The iollowing table will show the busiiiess in a lew prominent arti- cles of trade, in this district, for export from the several ports ; and the comparative trade of the port of entry lor the years 1850 and 1851, according to th(! returns. :i ,: h ' Articles Flour barrels. Pork do. . . Bucf. do.. . Wliuut bushels. Oats do. . . . Barli'v do.. , . Com do . . . . Wool pQuads . Hides .do. . . . I .a rd (io . . . . Ashes tons. Li.'iul poiuids, l.uinlicr M teet. Laths M. Shiiiples do. Fish barrolii . Mihvaukic. Racine. Kenosha. 1851. 1850. li:i,2;)3 2,331 IH 1.904 47.tl<»H 17o,:'J3 22.2.33 22(i,25(i 385, «4() 29,120 2t;2 100.017 47G l,4-i« 297.7.-is I 2.1UU ; 15,270 I 5,0«H) ' 12fi.5'J5 276 987,840 1,(150,000 1851. 22.977 1.112 1,712 272,078 80,89H 40.9OH lr-.941 I0G.471 11 2, WO 22,400 55 Sheboygan PortWash- ington. 1851. 2.C51 56 233,052 . 59,769 ; 55,169 I 31,168 •. 30,731 ' 2 with Canad.t. i 172 ANDREWS' REPORT ON If Statement showing the pri7icipnl articles of export and import, coastime, in the district of Milwaukie, during the year 1851. IMPORTS. Articles. Quantity. Merchandise Sundricii Salt , Salt Fruit , Fish Lumhcr Latiis Shingles Cedar posts Whiskey Coal I'irr iron Watcr-linic Cut fltonc Cheese Ui.m Ta n-bark i,.Vi'i Railroad iron, &c HM Fruit trees ll.l.'iO [>o?oniotivcs 4 Potter's clay ' IfiO tons .'t(),.'i!tl (i,i)80, .11.!»85 :J4,881 17,r>17 I,i2()rt, 40,401 4,j).')(; i.'Mas 12,788, 6,517 2,177 Ml . , 2.:):2!) tuns. . . .do... I)iiifa. . , l)iirrcls. ..do... ..do... M feet. M M barrels, tons . . . .d. biirrcls. tons. . . pounds, cords . . tons. . . EXPORTS. Articles. Quantity. Flour 140 fork f, Hecf. 4 Wheat 087 OatH 10;) Harley ]:r, Wool ;n-,> Hides ;-,04 Ashes ] Lard '. 4G Hrooni-corn Corn 7r> .Merchandise 1 Lead ()^I7 Lime X? Brick hj3 May ; Ship-knees Lumber 1 Laths Shing'Ips . ,.., ,. 1 Fish .".'..... A Wood |(i Staves 1 lops Hoop-poles Potatoes .'.■» Sundries I ,0].'. .000, ,04:l .(334 ,40.'i, .Ki,'), 7(l« J)W). ,4IM ,000 843 ,;m-j . ;"),').') ,840 .fiOO .900. •r>o tllii. .k;i3 '.'17 . IH'J ..'•.-4 .000 •,>)I0 10 ,'.0 .(MM) .;);)4 barrels., ...do... ...do... bushels , ....do... ....do... jiounds . ...do.... tons . . . pounds ,, tons, . . . bushels , tons . . .. pounds.. barrels. tOIlM M fee' . M .M birrels, loriln. . ,M tons . . ., M bushels li'llS .. . - Value, »l.''),a!)7,00() 3,.'i02,287 4,t;98 43,(i01 2(i.275 4,832 404,010 4.''),5t)0 •J(i,250 2,.^'iG (i.j,170 1.5,2:«) 12,400 3,494 l,7r.O 7,454 •27,500 27,800 2,787 40,000 4.50 19,. '■.•50,713 Valui "ai42(J,045 70, 0(H) 28..301 4 12,. 580 38.(i81 274,327 lll,^<12 20,1M0 141. WOO 3,280 8,430 28,9.16 7»:7.000 4',t..T.t2 3,700 4.2G5 2.. 500 5,5a0 18,330 2,470 '.'.997 14,336 20.000 4,000 4.000 5(M) 7,. 500 2.093.8.55 4,.5H4.797 COLONIAL AND LAKE TRADE. 173 IK No. 17. — District of Chicago. Port of entry, Chicago ; latitude 42° 00', longitude 87° 35' ; popu- lation in 1840, 4,470 ; in 1850, 29,903. This district is about eighty miles in extent of const-line Irom Michi- gan City, in Indiana, to Waukegan, Illinois, embracing that portion of the coast of Lake JNIichigan bordering on the States of Incliana and Illinois. Michigan City, Waukegan, and Chicago are the only ports. Th(! commerce of Michigan City is comparatively small; but having no detinite returns from that point, it may be roughly estimated at $600,000. It is the onlj'lake port of Indiana, and is about torty miles east from Chicago, and on tht; o])p()site side of the lake; to that city. The Michigan Central railway passes through this place en route lor Chicago, and most of the sup])lies of nK^rciiandise are received by it. Tile exports of Hour, wiicat, corn, and oats from this place are worthy of SOUK! consideration. Waukegan is situated t()rty miles north from Chicago, on the western shore of Lake Michigan, and is a thriving place ol" business, though its harbor consists only of pirrs, extentling into the lake, similar to those at Racine, Sheboygan, and other [)laces in the district of Milwaukie. The country circumjacent to it is becoming rapidly populous, and the land is (t-rtile, and adapted amply and abundantly to re[)ay all the expenses of loii and time anmiaiiy bestowed upon it. It cannot, therel()re, be reasonably doubted liiat its annual increase will not tall short of the gen(>ral progress of its own and the nciglibor- ing States. The aecounl ot'tlie tonnage of this place is as f()llows : Th(^ entrances at Waukegan during the year 1851 weie 1,058; being 098 steamers, 244 |)rop} 4,750 4,a06 1,113 1.213 4,510 315 168 :J,757 619.831 m ANDREWS REPORT ON EXPORTS. Articles. Wheat ,.. buHhcls. OaU- do... Corn do... Barley do. , . Sood do. . . Flour barrels. Pork do. . . ^ool puuiidw. Sundries uiicuurneratod Tot.il exports. Total imports. Quantity. 173,129 (;4,o'j() i>.->, 391 l'.>4,818 (;i!«.834 !il4,65a Tho city of Chic.-igo .stands at tli(! inoutli ol thf Cliicigo river, wiili a population of about 40, (XH), and, as tht; river deboucln .■^ into the head of Lake Miehigan, is therefore the inmost port of the hike, and the Ihr- the.st advanced into the country, wliieh supphes il.s export and consumes its import trade. It i.^, on this account, ino.st liivorably situated l()r a commercial depol. The river witl'ii a mile of its niontli being niad( up into two aHluonts, the nr)rthern and >onth('rn, the city lies on both banks of the main river, and to the west oi' both the tributaries, with floating bridges whereby to tiicilitatc easy communication t()r th(! citizens. Four mil(^•^ south of the cMty, the Illinois and Michigan canal falls into tlit^ south branch at a plact- called Driilgej)ort, and up to this point this stream is navigable ll)r th(^ largest lake crali. The first level of the canal is fed from this stream by means of huge sti-am-pumps, which are constantly employed in fi)rcing water to the height of about eight leet. Qn entering the canal, therefore, the boats first ascend a lock of about eight-feet lift, and thence, on their way to the Illinois, continually lock downward till they reach the lower level of that valley. This canal is ninet^'-eight miles in length from Bridgeport to Peru, on \Uv Illinois, and by means of it the waters oltlie Mississii)pi and the lakes are united, . .-;o that canal boats can readily pass from Chicago to iSt. Louis, and ncc rirsa, as indi <■(! to any point of the Illinois river, without deti'ntion or transhipment of cargo. The (ialena and Chicago Union railway is open from Chicago to Itoch- fbrd, a distance; of eighty miles, ;nid will soon be finished to Freeport, where if will effl'ct a junction with the Calena branch of the llhnois Central railway. The Chicago and Iiock Island road is comph^ted to Juliet, f(>rty miles' distance from Chicago, which is eventually to con- nect Chicago with Hock island, and which is expected to be completed and op(Mied, within the space of one year, to the Mississippi. It is proposful to intersect Illinois with a net- work of railways, by which Chicago shall be coimected with every portion olthe State; and beside these lines, two or three others are projected with the intent of coimecting that city with Green Bay, Milwauki*', Beloit, and Janes- ! "t ( ; COLONIAL AND LAKE TRADE. 175 ville, Wisconsin, by railway, l)ut it is still problematical wliothcr ilicy will be wrought to a successful termination. It is owing, doubtless, to the advantiigeous situation above described, that Chicngo owes her rapid growth during the past tt!W years, her en- viable conmiercial position f()r the present, anil her brilliant prospects l()r the futuH!. In 1840 Chicago had a population of less dian 5,000; in 1850 it num- bered u[)ward of 28,000, having incK-ased in on(! year, as shown by the returns of the city c(M1sus of 1849, over 5,200; and the lowest estimate put upon the populatt)» in January, 1852, is 35,000 souls, while more generally it is rated at nearly 40,000 individuals. No parallel l()r so great an nicri^asc exists. The following tables will give some idea of the details of the com- merce of Chicago, which will be found interesting as showing the pro- gressive business of tin; city, during a long s«Ties of successivt> ViJnrs, as well as th(! alteration ol" the character of that business, as afii-cted by the continual progression of the country, from ;iu earlier and more im- perii'ct to a fuller and belter developed system of cultivation. 'riie progrt'ssive value of the iujports and exports of Chicago i*; ex- hibited during a series of l()urteen years, which will be t()und to give tin; best idea of the actual progression of the place. 1 1 " YeiM In 18.')6. 1837. 18.18. 1839. 1840. 1841. 1842. 1843. 1844. lH4.'i. 1840. 1847. i8:>i. liii|>orti). #325,203 51,000 .373,677 10,065 .'i7!),174 16,044 (i.3l),980 38,843 .'■iG2,10« •Jd8,635 5«4,.347 .•M8.862 G(!4,347 659,305 971,84!! 6H2,210 1,(W6,41»J 185,. 504 •J, (143, 445 1. .543,519 2,<»27,150 1,H13,468 2,(i41,8,-i2 2,296,299 '24,410,400 5,395,471 F.xports. From 1842 to 1847 llie leading articlt^s of export were wheat, tlour, beef, pork, and wool. Tlie (pKuililies exported in those years were as tbllows : Years. 1 Wlioat. ^ i , iiushth. In 1442 , :.>^6.907 1843 »i2f<.967 1H44 1 >91 ,894 1845 1 956.1^60 Ip46 i 1 .459. .594 1S47 1 ,974.304 Flour. Barrels. 2,920 10,7S6 6.320^ 13,7.52* 28,045 32,538 Ueof&pork. Wuol. Bane Is. Pounds. 16.- ;9 1,500 21,492 22,050 96,635 14,938 13,268 216.616 31,224 281,222 48.920 411,488 I From 1848 to 1851 no valuation was made of the importations or ft ! ' 76 ANDREWS' REPORT oy cxportalions ; and the vnluation ol' 1848 is deemed* so utterly iiieorrcct as to he valueless and unvvortliy of cilalion; tor the valuation for (hot year ineludrd, inider the haul of exports, every small 1)111 oi ^;rile, whether sent into the eireuuijaeent country l()r domestie eonsur.!!4ion. or shipped, 'oastvvise or ti)reign, by the lake, for actual exportation. It is tlu-refb set aside. The f()ll( ing tidde shows the iniportatio?\ of lumber during the years mentioned: ArticloR. 1847. 184H. • • 1849. 1850. 1851. BoardH foct, . LatliH No,, Shingles do, . 38,188,225 5,6,55,700 12,148„500 60,009,2,50 10,025,109 20,000,000 73. 259,. 5.53 19,281,733 39,0.'7,7,50 100,. 164, 791 19,890,700 .55,423,750 125,0.56,437 27,-583,475 60,338,250 The table below exhibits some of the leading articles of export from Chicago during th( .same scries of years, and shows the nature and increase or decrease of the trade in various articles: ;n; « ArticleR. Wlieat liusticls. Flour Imrrols. Corn busliols, Oatft do. , . Beef barrels. Purk.. . . ■. do. . . Tallou ... do. . . Lard do. . . Bacu': .... , . .do. . . Tol.,if— > ..do... W.j',>' pounds. Hidcb .No .. 1847. 1,974,. 104 .12,, 598 67,315 .18,S92 26,504 22,416 203,435 139,009 47,248 28,243 411,088 8,774 1848. 2,160,000 45,200 .550,460 65,280 19,7.13 ,14,467 513,005 1849. 1,936.264 51,309 644,848 26,849 48,436 17,940 209,078 .500,000 6tf4,600 850,709 520,242 18.50. 788,451 66,432 262,013 158,054 40,870 16,598 719,100 724,. 500 909,910 85,409 913,862 1851. 427.820 71.H.12 3,221,317 605,827 .53,685 19,990 1,084,377 2,996,747 1,524,600 182,758 1,086,944 1,617 CANADIAN TRAUK IN 1851. Exports of domestic produce and manufacturer. In American vessels S93,(H)S In Briti^^h vessels 2"J,117 lJG,I8'j of eve 11 Imports. In American vesse ' s , $4,935 In British vessels 87G Tonnage inward. — American vessels — steam 2 sail 2 British vessels — sail 2 f uty collected Sl,204 182 1,38G G52 ton>. 290 <• 428 '• COLONIAL AND LAKE TRAnE. 177 Ovvitu;, ki(>\v(!V('r, (,() !i p of llui Slate, (luring' tlio smaller (liaii llicy wn Chieafj[o its ^Meut agricultural Stan, and laid I he |M'rnianent liumdalion l<)r its increase. Tiie Uliiinis and Miehiii scisoiis in operation. lur(! of the wheat crop in this portion ■trs, the returns of tolls arc much have been. Tlie effect of the . Louis may, howtn'er, be seen in th(! impetus given to the pvtpulaiioii and commerce of the city at or near that period. The canal lolls in 1S48 am(amt,d to $83,773; in 1810, to 1$118,787; in 1850, to $i2l,!)72; and in 1851, to $\7;i,m). According to Judge Thomas's re[)orl, made in compliance with a reso- lution of ihe liver and harbor conv<'ti(ion, in 1847, the first shipment ot beef was made from Chicago in 183-'3; but that shipment must have been very trifliiii,', since, in 1830, the; whole exports liom the port were valued at Sl,()()i); in 1837 they ros(Mo SI 1,()()5; in 1838 to $1(!,U44; in 1831) t(. over .1i;3:J,0()0; and in JSIO to ;S;.'28,t)3.'>. In 1840 the im- pcats were valued at )|?5()!2, 1()(J. Siiic«.' that year the increase! in every ujtiele ol" export has bi( n rapid, exce[)t wjjcal, which, f()r the three years last past, exhibits a decrease. The eomtueree of the port of ('hicago in 1(S,j1 amounts to iIk; sum of $2i),805,871, consisting of $5,395,471 exp.rls, and S!24,4 10,400 imports. A' first view there ap[)ears in this statement a fiir greater diserepaney between tin- value of the imports and exports than is usual r\c.i\ in new countries. The dilh'renee may, however, bt; accounted f(*r oti this consideration: that, beside large ([uantities of rich and costly goods, all sorts of ready-made clothing, hats, caps, boots, and shoes, for the St. Louis market, are imported through Chicago, and by canal and river to their destination, all goin^' to swell the in)j)ortation returns for the extensive and growing trade of this places ; whereas, the gooils ore, from St. I^ouis, distributed to all sections of the country, as yet tCK) poor and iww to ri'init article-^ of produce for exportation by the ftiime rout<;. To this it must be added that c;usual fluctuations in the market pric(>s at Chicago or St. Louis frecjuently determine the course by wliicli iidand domestic produce is shipped to the seaboard, whether by the lakes or tla^ Mississippi, so that there may he an apparent bal- ance of" trade against Chicago, when there is none such in reality. In 1851, Chicago received — mostly from the Illinois — and exported, no less than 3,221,317 bushels of corn; also received by lake, mostly from the lumber districts of Michigan and Wisconsin, 125,000,000 feet 12 I n^ .!v^."*;^ IMAGE EVALUATION TEST TARGET (MT-3) ^ «^^ 1.0 I.I 1.25 UiW2A |2.5 |5o ■^~ MBB Hi IM 12.2 U lii i "^ las ■HMk U 11.6 .> V2 ^}. .^J"? ^ uesee — inferior to few in tiie world ti)r the productiveness of its soil, and the quality of its grain, and a fruit or orchard country not easily surpassed. It hiis also, bordering on its southern shore, the most valuable and largely exploited salt district of the United States; while all the regions adjoining it possess rare advantages in their admirable system of in- ternal communieation, and especially in the Erie canal, running nearly parallel to the lake, through then" whole length for a distance of three hundred and sixty-three miles from Buffalo, on Lake Eric, to Albany, on tlie Hudson river. 1'he abundant water-power aflinded by the rivers falling into this side of the lake is turned to mueli profit f()r the flouring both of domestic and in^ported grain, for transhipment by canal l()r New York and the Atlantic harbors. The avenues and outlets of the lake are as follows: It is united with Lake Eri(; by the Welland canal, round the Falls of Niagara, capable of admitting vessels of twenty-six feet beam, one hundred and thirty fi^et over all, and nine feet draught — the heaviest that can be carried across the flats of Lakes St. Clair above, and St. fs I ' 1^ 182 ANDREWS* REFURT ON Peters below — and equal to the stowage of three thousand barrels under deck. With the Gulf of St. Lawrence it has communication by the La- chine, Boauharnois, Cornwall, and Williamsburg canals, of superior capacity even to those on the Wclland, constructed to admit the large lake steamboats plying between Montreal, Kingston, and Ogdensburg. Besides these, it has the Oswego canal, falling into the Erie canal at Syracuse ; and the Ogdensburg and the Oswego and Syracuse railways, uniting with the Albany and Buffalo, Great Western, Hudson river, and Vermont system of railways, having ramifications through all the New England States, and opening up to it free access to all the more important harbors on the Atlantic. In addition to these direct outlets, it of course incidentally possesses all those opening from Lake Champlain. The value of the commerce of this lake for 1851 amounted to about thirty millions, and its hcensed tonnage to thirty-eight thousand tons. The first steamer was launched on this lake in 1816. LAKE ERIE. ^ ■ t 11 This lake, which lies between 41° 22' and 42° 52* N. latitude, and 78° 55' and 83° 23' W. longitude, is elliptical in shape ; about 265 miles in lengtii, 50 average breadth, 120 teet mean depth, and 565 feet above tide-wnter ; 322 above the level of Lake Ontario, 52 below that of Lakes Huron and Michigan ; being the shallowest, and, of consequence, most easily frozen, of all the great lakes. Lake Erie is singularly well situated with regard to the soil, char- acter, and commercial advantages of the countries circumjacent to its waters ; having at its eastern and southeastern extremity the fertile and populous plains of western New York ; west of this, on the southern shore, a portion f)f Pennsylvania, and thence to the river Maumee, at the western extremity of the lake, the whole coast — pro- ductive almost beyond comparison — of Ohio, containing the beautiful and wealthy cities of Cleveland, Sandusky, and Toledo. On the west it is bounded by a portion of the State of Michigan, and on the north by the southern shore of the rich and highly cultivated peninsula of Canada West — undoubtedly the wealtliiest and best farmed district of the Canadian province, and settled by an energetic, industrious, and intelligrnt population, mostly of North of England extraction and habit, and diflering as widely as can be conceived from the French and Irish agriculturists of the lower colony. The whole of the country around Lake Erie is, to speak in general terms, level, or very slightly rolling, with a deep, rich, alluvial soil, covered in its natural state with superb lorests of oak, maple, hickory, black walnut, and in certain regions pine, and producing under culti- vation magnificent crops of wh(;at, corn, barley, and oats, besides feed- ing annually vast multitudes of swine and l)eet-cattle ibr the eastern, pnnincial, and transatlantic marts. No equal amount of land, perhaps, on the face of the globe, contains fewer sterile or marshy tracts, or more soil capable of high cultivation and great productiveness, than this region — as is already evidenced by its large agricultural exports ; and COLONIAL AND LAKE TRADE. 183 n when it is considered that the portions under cultivation are as yet comparatively a small part of the whole, while none has probably been yet brought to the utmost limit of profitable culture, what it may one day become, is as yet wholly incalculable. This lake has few islands, and these principally toward the western end ; but on tlie northern shores it has three considerable promonto- ries — Long Point, Landguard Point, and Point au Pele — which do not, however, afford much shelter to shipping. The tributaries of this lake are : From Canada the Grand river, a stream of considerable volume, with fine water-power, having at its mouth the harbor of Port Maitland, probably the best on the whole lake, and the only one worthy of note on the Canada side. From New York it receives the Cattaraugus creek, and the Buffalo creek, at the outlet of which is the nourishing city and fine harbor of Buffalo. From Ohio it is increased by the waters of the Maumee, Portage, Sandusky, Vermillion, Black, Cuyahoga, Grand, Ashtabula, and Conneaut rivers, and by those of the Elk and some other small streams from Pennsyl- vania. Infinitely its largest and most important affluent is, however, the wide and deep river of Detroit, which, flowing down — with a rapid stream and mighty volume of water — a descent of 62 leet in some 60 mih^s, pours into it the accumulated surplus of the three mighty lake* above it, and all their tributary waters. Its natural outh't is the Niagara river, which, with an average width of throe (luarter.s of a mile and a drplh of t()rly feet, descends, in about 35 miles, 322 feet over the foaming rapids and incomparable cataract of Ni;ig!ira, which of course prevents the possibility of navigation or flotulioii down the stream, tliougli it is crossed at several points by fer- ries of various kinds. Lake Eric, however, is coimectcd with Ontario by the Wdland canal, a noble work on the Canadian side, having a descent of 334 feet efieclfd by means of 37 locks, and j)assable fiom lake to lake by ves- sels of 134 feet over all, 26 feet beam, and 9 feet draught, stowing 3,000 barrels under deck. By means of tliis fine improvement, it has free egress to Lake On- tario, ;ui(l thence to the St. Lawrence ; and by the various improve- ments of that river, and communications from Ontario and Champlain, to many points, as herel(jt()re enumerated, on the Atlantic seaboard. The artificial outlets of this lake are very numerous, and no less im- portant ; many of them already of considerable age, and reflecting much credit on the early energy and enterprise of the State of New York, by which they were principally constructed, in order to secure a precedence in the trade? of the great West. Thi'sc are, ♦he Wclland canal, as described ; the Erie canal, connecting the waters of Lake Erie with the Hudson river, and thus by direct navig;uion with the Atlantic ; the Erie and Beaver canal, from Erie, Pennsylvania, to Beaver, on the Ohio, aflording access to Pittsburg and Cincinnati ; the Ohio canal, connecting it with the Ohio river at Portsmouth, one hundred miles above Cincinnatti, and again (by a branch to Beaver) with the same river about f()rty miles below Pitts- burg; the Erie and Miami canal, from Toledo to Cincinnati; and the Wabash canal, connecting the Miami and Erie with the Ohio at Evans- ^1 m m\ 184 ANDREWS nEPOIlT ON ,li :!: ( f ville, in Indinnn ; and with the Wabash river navigation at Lafayette-, in the same State. For land steam transportation it has the New York Central railway to Albany, wiiere it communieatrs with the Great Western, Hudson river, Harlem, Hoasatonie, and all the eastern railroads ; the Btiflldo and Corninii; and New York railroad, eonnceting at Hornelsville and Corning witli the Erie railroad, direet from Dunkirk to New York city, and the projected BuHiilo anti IJrantlbrd railway to Branlliml, Canada West. It has, again, through the State of Ohio, the Cleveland and Co- lumbus railwa}', the Cohmibus and Xenia railway, and the Little Mi- ami railway, to Cincinnati ; the Sandusky and Mansfield railway, con- necting with the Cleveland and Columbus road at Shelby ; the Madison and Lake Erie railroad, from Sandusky city to Springfiekl. and theneo by the Little Miami railroad, in one connexion, and by the Creat Mi- ami railroad (the Ciaeinnafi, Hamilton and Dayton road) in .inother, to Cincinnati ; and the Lake Shore railway, destined to be (■•.ir.'icd to To- ledo, where it will connect with the Michigan Southern lailroad to the head of Lake Miejiigan and to Detroit, whene( it will ' ivr ;iccess to New Builido and (Chicago, and ultimately to (Jai n;i an.l ilic ^Jissis- sippi, and Fond du Lac, Winnebago, and (Iri'cn Bay, on Lake Mich- igan. The estimated value of the commerce of Lake Erie is $JJl)5),712,/320. But it is difticult to define accurately between the lakes, so closely is their trade intermingled. The licensed tomia^e of the lake is 138,852 tons, of which u large and increasing proportion is steam. LAKE ST. CLAIR. This small lake, which forms the connecting link, by means of the St. Clair and Detroit rivers, between Lakes Huron, Michigan, and Erie, is but an inconsiderable sheet of water if coni|)ared with the vast inland seas above and below it, not exceeding twenty miles in length by thirty in width. It has an average depth of twenty li'et of water, although its mud flats between Aluonac and the embou'iiure of the Tham<'s river are extremely shoal, covered with luxuriant crops of wild rice, and navigable only Iw a shallow and tortuous channel, never capable of ad- mitting above nin(^ and in dry s<'asons not more th;u» seven or eight feet burden. It receives fiom the Canadian shore the ThairM's river, with some smaller streams, the principal of which is the Clienail Ecarte; and from Michigan the riv(.'r Clinton, at the mouth of which is Mt. CMenients, which with Algonac, at the outlet of the St. Clair, its principal atlluent, are the only siiipj)ing places on its waters. At the upper end. Lake St. Clair is filled with many large, low islands, some of them bearing such trees as love the waters ; those being (capable of some degree of cultivation, and others mere flats, covered with wild meadows, affording rank grass as their sole pnxluclion. From the prin- cipal cliannel, looking toward the Canadian coast, the whole exj)anse of the lake, ihr many miles' distance, resembles a vast morass of the waving wild rice, intersected by small winding bayous ; close to the Can.adian COLONIAL AND LAKE TRADE. 185 fihorp, liovvovcr, there is nnotlier pass from the mouth of the Tliamcs lakcwjird. This hike has httle commerce proper to itself beyond the sah^ of wood, Ihiit, vegetabU's, and supphes for passing steamers and sailing craft, although some ship building is done on its waters, and the largest steainboiit running on the lakes launched upon ihem. No sepnrate returns of the small shipping ])laees in the district of De- troit having b(!en made since 1847, it is impossible even to ap[)r()ximato th(! trade of Lake St. Clair; but when it is considered that the whole business of the upper lakes, including the prosperous towns and im- nicasunihly w(?althy back countries on bolii sides of Lake Michigan, and all )hi; mineral regions of Lakes Huron and Superior, pass through this outlet, it cannot but appear at a glance how vitally necessary is the action of (Congress f()r the removal of the obstiuctions in Lake Si. Clair nnd Lake St. (Jeorge, and the construction of a ship canal around the Saull Ste. INIiirie; nor can it fail to strike every one who compares the apathy of the Ameri(;an government, in opening the navigation of the upper hikes and the St. Lawrenc(N with the energy and earnestness dis- play<'d by the British and Provincial authorities in coiuiuering the far superior obstacles presented to navigation on its lower waters, and in Kertl'cting a liee ingress and egress from the ports of Lakes Huron and lichigiui to the tide- waters of the Atlantic ocean. The connnerce of all the lakes to the northward and westward of L.'ike Erie has an estimated value of above sixty millions of dollars, with a licensed toiuiage of nearly thirty thousand tons of steam and sail — a wonderful amount, when the brief period of the existence; of this trade, and of the States themselves which lurnish it, is taken into con- sideration. 5' i <-■ !J il n LAKE HURON. This su[)erb sheet of water lies between Lake Superior on the north- west. Lade Michigan on the southwest and west, and Lakes Erie and Ontario on the south and southeast. It is two hundred and sixty miles in length, and one hundred and sixty in breadth in its widest part, in- clusive ol'the (Jeorgian bay, a vast expanse — almost a sep;, -■■; lake — divided from it by the nearly continuous chain of promoi. ory and islands l!>rmed by the great peninsula of Cabot's Head, the Manitoulin, Coekburn, and Drummond groups, up to Point de Tour, the eastern- most cape of northern Michigan. It is said to contain thirty-two thou- sand islands, principally along the northern shore and at the north- western end, varying in size from mere rocky reefs and pinnacles to large and cultivable isles. The surface of Lake Huron is elevated five hun, as of its waters, is by the straits of Mackinac into Lake Huron, and thence by the St. Clair river down the St. Lawrence, or any of internal improvements of the lower lakes, and the States hcreinbetijre described. Of internal communications it already possesses many, both by canal and railroad, ecjual to those of almost any of the older States, in length and avuilabihty, and interior to none in importance. First, it has the Green bay, Lake Winnebago, and Fox river im- provement, connecting it with the Wisconsin river, by which it has access to the Mississippi river, and thereby enjoys the commerce of its u|)per valleys, and its rich lower lands and prosperous southern cities ; and second, the Illinois and Michigan canal, rendering the great corn valley of the Illinois tributary to its commerce. By railways, again, })erreet(>d or |)rojecled, it has, or will shortly have, connexion with the ^lississippi, in its upper waters and lead regions, via the Milwaukie and Mississippi and the Chicago and GaU'na hues. To the eastward, by the Michigan Central and Southern railntads, it communicates with the Lak(! Shore road, and thence with all the eastern lines from Buffalo to Boston; and to the southward it will speedily be united, by the great system of projected railroads through Illinois and Indiana, to th(> Mis- sissippi and (>l)io river. It is impossible not to be convinced, on surveying the magnificent system of internal improvements so energetically carried out by these still young, and, as it were, embryo Stat(;s, that if they were, in a degree, anticipatory of their immediate means and resources, they were not really in advance of the requirements of the age and country. This is sufficiently proved by their triumphant success, and by the high position of population, civilization, agricultural and commercial rank to which they and they alone have raised, as if by magic, the so lately unexplored and untrodden wildernesses of the west. By the strong, deep, and rapid river of St. Mary's, with its broad and tbaming Sault, Lakes Michigan and Huron are connected with what may be called the headmost of the great lakes, though itself the recipi- ent of the waters of a line of lakes extending hundreds of miles further II I •- > m »i I 188 ANDREWS' KEPOilT ON [Ml h i w to tlin norlhwofilward, though utniavigahlo except to tlin cnnors of the savage LAKE SUPEIIIOR. Ii!ik(< Superior is houuiled on the south hy the northern peninsula of Miehii'an and j)art of VViseonsin, on the; west and northwest hy a por- tion ol the A[iiniesola Territory, and on the north and northeast hy the British possessions. The huids iinnieihatcly adjoining it are, tiir thn most |)art, sterile, harren, and rugged heyond dt'seription, eonsistiug, (()r the most part, on th(> southern shore, ot detrilal, and on the northern, of igneous roeks, covered with a sparse and stunted growth of pines nnd other evergrer'us, mixed with the; feehh- northern vegetation of hireh, aspen, and other dec.-ithious trees of th(»se regions. Litth' of ih<' shores, it IS l»eiieved, arc susceptible of cultivation ; and it is likely, when these wild districts heeome — as they one day will, beyond doubt — tho aval of ii l,-u'g(< laborious po|)ulalion, thiit its inhabitants will depend mainly tiir then* supplies of lixtd and necessaries, as (»f luxuries, on the more genial regions to the south atid eastward. The tributary rivers of this lake are tnimerous, and, bringing down a large volume of water, alflird superabundant water-power li)r matuifactories the nxtst extensive in the world, though, from their precipitous descent and numerous liills ;md chutes, they can never be rendered n.-ivigable li»r more than a ti'w mill's ubove their mouths ex(!(>pt llir canoes; and even for these, owing to the munber and dilliculty of the portJiges, the ascent is laborious in the extreme. That these regions will, at no very distant future period, be largely, if never densely, peopled, niay be held certain, since, fntni the east t(» the west the whole southern shore aboutids with copper — not, as it is generally fiuind, in ore yielding a flnv per cent., but in vast veins of almost virgin metal, the extent of which is yet unexplored, as it is probably unsuspected and incalculable. So long ago as wherj tho French Jesuits discovered these remote and desolate regions, early in the seventeenth century, these mines were known and worked by the Itidians, who, at that time, possessed implements and ornaments of copj)er. 'J'hey concealed, how(!ver, the situation of these mines with ii superstilif)us mystery; and as instruments and weaj)ons of iron and steel w(!re introduced among them by the white man, the use ofcopiu-r It'll into ;d)eyance, and the existence of the mines themselves was lost in oblivion. Within a fi'w years there have been rediscovered several mines- some of which, and those by no means the least productive, have been discovered within a year or two of this date — which are now in the full current of successful exploitation. Many more are doubtless yet to be discovered, as the whoh^ region is evideiillv one vast bed of sJib- terraneous treasure. The isles Itoyale and JMichipicoton are also, beyond (juestion, full of copper, as are portions of the British coast to the nf)rthward, wlicre two or three mining stations have been already established, with mon; or less prospects of success. The grounds of these prospects, and the cliaracter of the country and its mineral depos- ites, are very ably and graphically described in the interesting memoir, by Dr. Jackson, on the geology, mineralogy, and topography of Lake COLONIAL AND LAKB TRADE. 189 the :. of |)()r- the the I l()r II, of liiiid Superior, wliich in appmdrd fo tliis rrport, iind wliichi il i» IxjUoved, coiitairi.s most corrrci and viduahlt! irif!)rinati(>n. Ah ycti Ix-yoiid the* iniiiiti^ statioiiH and tlu; village nt tlir Rault, Lriko Superior lias no towns or places of business «'xeept tlu; points liir Hliip|)ini( tne mineral ()ro(lu(.'ts of lier 8oil, and receiving the supplies necessary to the 8ul)sistenc(! of the men and animals employed in I he exploitation of her treasures. Nor beyond this has she any trade, un- h'ss it l)c the <'xporlaiion of lii-r while-lish and lak(j trout, vvhieli arc une(|nalled liy any fish in the world for exceUenee of flavor and nu- tritious ([iialilies. The only inlet l()r merchandise, or outlet for tli(^ produce of this vast lake, and the wide regions dependent on it, is the portage around the Sault, across which every article has to \n' transportcti at prodigious labor and expense; ; whertNis, by a little less exclusive devotion to what are deemed th(>ir own immediate interest, on tlu; part of the individual States of the Union, and a little more activity and enler- pris(! on that of the general govermiKait, an easy channel might bo constructed at an expense; so trivial as to be merely nominal, the results of which would be advantages wholly incalciilabh; to the coiiuneriM; of all the several States, to tin; general wealth and well-being of iho nation, and to the almost immediate nMnuneration of the; outlay to the; general government by the; increased price of, und douumd lor, the public lauds in those regions. Cicofnrry, Minrrn/ogij, and Topn>rrapfnj of the Inndiarovnd LaJcc Siijurior; ^(/OiiAKi.KH 'l'. .Iackson, M. i)., liiti' I f/i'ifrd Sltifen (icolngist and Chrm- is(, Assaijrr In tfir Sfiitr. of Afassar/iusitfs, and late. (ii:o/oirist to l/ir Statrt of' Mainr, New Ilamiishirc, Jt/iodc Island, and for the yuhlic lands of Mas-Mich usctts. Lake Superior is the largest sheet of fresh water on the face of tho globe, and is the most remarkable of tin; great American lakes, not «)nly from its magnitude, but also from the picturescjue scenery of its borders, and the interest and value attaching to its geological featur*-;. As a mining region it is one of the most important in this country, and is rich in veins of metallic copper and silver, as well as in the ores of those metals. At the present moment it may be regiirdeil as tlu; most valua- ble mining district in North America, with the exception only of the gold dcposites of (yalif()rnia. This great lake is comprised l)etw(;cn the 4Gth and 49lli degrees of north latitude, and the 84th and 92d degrees of longitude, west of Oreenwich. Its greatest Kiigth is 400 miles; its width in the middle is 100 miles, and its mean depth has been estimated at 900 feet. Its sur- face is about 600 feet above the level of the Atlantic ocean, and its bot- tom is 300 feet below the level of the sea. The ancient French .Jesuit Fathers, who first explored and described this great lake, and published im account of it in Paris in 1636, describe the form of its shores as similar to that of a bended bow, the northern shore being tlu^ arc, and the southern the cord, while Keweenaw Point, projecting from the ''H 190 ANDREWS REPORT ON 1 I I r f 'M. '51 ilfl southern shore to the middle of the lake, is the arrow. This graphic description is illustrated by a map, prepared by them, which display's the geographical position of the shores of tiiis great lake with as much fidelity as most of the common maps of our own day, and proves that those early explorers were perfectly familiar with its shores, and knew how to make geographical surveys with considerable exactness. Refer- ence to a former report to the government of the United States by my- self, (31st Congress, ]st session, Ex. Doc. No. 5, part 3d, Washington, 1849,) fullj'^ demonstrat(^s how much was known to the early French explorers of the geography and mineral resources of Lake Superior and the regions circumadjacent ; and that report will be found, notwith- standing some omissions and interpolations, for which I do not hold myself responsible, to contain much that will tend to throw light on the mineral resources of the public lands lying along the southern shores of the lake. The coast of Lake Su[K'rior is formed of rocks of various kinds and of different geological groups. The whole coast of the lake is roek- bound, and in some places mountain masses of considerable elevati(jn rear themselves from the immediate shore, while mural precipices and beetling crags oppose themselves to the surges of this mighty lake, and threaten the unfortunate mariner, who may be caught in a storm upon a lee shore, with almost inevitable destruction. Small coves, or bo;it harbors, are abundantly af lorded by the myriads of indentations u})on the rock}' coast; and there are a few good snug harbors for vessels of moderate capacity, such as steamboats, schooners, and the like. Isle Itiiyale, though rarely visited by the passing vessels, affi)r(ls the best harbors. Keweenaw Point has two bays in which vessels find shelter, viz.. Copper harbor and Eagle harbor. Ade(|uate protection may be found from th«^ surf under tiie lee of the Apostle islands, at LaPointe; and there is tolerable anchorage at the Sault de Ste. Marie, the port of embareation upon St. Mary's river, at the outlet of the lake. There are but few islands in Lake Superior ; and in this resptM-t it differs most remarkably from l^ake Huron, which is thickly dotted with isles and islets, especially on its northern shore. Owing to the lofty crags which surround Lake Superior, the winds sweeping over the lake impinge upon its surface so abruptly as to raise a peculiarly deep and combing sea, which is extremely dangerous to boats and small craft. It is not sate, on this account, to venture far out into the lake in batt<>aux ; and hence voyag(>urs generally hug the shore, in order to he able to take land in case of sudden storms. During the months of June, Juh', and August, the navigation of th(> hike is ordinarily safe ; but after the middle of September great caution is re- quired in navigating its waters, and boatmen of" experience never ven- ture far from land, i>r attempt long (rarerscs across bays. 'J'heir boats are always drawn fiir up on tiie land at every camping-place f()r the night, lest they should be staved to pieces by the surf, which is liable at any moment to ris(3 and beat with great fury upon the beaches. The northern or Canadi.-m shore of tiu; lake is most preei{)itous, and consc({uently most dangerous to the navigator. On tne south shore, again, the sandstone cliffs, which rise in mural or ovc^rhanging preci- pices directly from the water's edge f()r many miles, afford no landing- COLONIAL AND LAKE TRADE. 191 )h)c jiya uch that lew fer- my- ton, nch rior vhh- lold the ^s of" places. This is the case especially along the cliffs at the Pictured Rocks, and on the coast of Keweenaw bay, called VAnsc by the French voyagrurs. On the coast of Isle Royale there are beautiful boat harbors scattered along its whole extent on both sides of the island ; and at its easterly extremity the long spits of rocks, which project like fingers far into the lake, afford abundant shelter fi)r boats or small vessels, while at the western end of the island tlicre is a large and well-sheltered bay, called Washington harbor. Near Siskawit bay the navigator must beware of the gently-siiclving red sandstone strata which run for many miles out into the lake, with a few feet only of water covering them. Rock harbor, on the south side of the island, is a large and perfectly sate harbor f()r any vessels, and has good holding ground for anchorage, with a very bold shore ; while the numerous islands, which stand like so many castles at its entrance, protect it from the heavy surges of the lake. The whole aspect of this bay is not unlike that of tlie bay of Naples, though there is no modern volcano in the back ground to complete the scene. None of" the American lakes can compare with Lake Superior in healthtulness of climate durir)g the summer months, and there is no place so well calculated to restore the health of an invalid wiio has suffered fiom the depressing miasmf of the fever-breeding soil of" the southwestern States. In winter the chniate is severe, and at the Sault Ste. Marie mercury not unfrequently freezes ; but on Keweenaw Point, where th(> waters of the lake temper the chillness of the air, the cold is not excessive, and those who have resided there during the winter say that the cold is not more difficult of endurance than in the New England States. Heavy snows fall in mid-winter on this promontory, owing to its almost insular situation ; but the inhabitants are well skilled in the use of snow-shoes, so that the snow is not regarded as an ob- stacle to the pedestrian, while on the newly-made roads the sleds and sleighs soon beat a track, on which gay winter parties ride and frolic during the long winter evenings of ti)is high northern latitude. From researches which 1 have made, it appears that the mean annual t( m- perature at Copper Harbor, on Keweenaw Point, is 42° ; and fiom my experiments on the temperature of" the lake, at different seasons of the year, the waters of this great lake are shown to preserve a constant tem- perature of" about 39^° or 40° F., which is that of" water at its niaxi- nmm density. It is known that Lake Superior never freezes in the midtlle, nor any- where except near its shores, from which the ice very rarely extends to more than ten or fifteen miles distance. 0<'casionally, in severe win- ters, the ice does extend from the Canada shore to Isle Royale, which is from fifteen to twenty miles distant ; s(> that the caribou and moose cross over on it to the island, whither the Indian hunters sometimes follow them over the same treacherous bridge, liable, althoiigh it is, to be suddenly broken into fragments by the surges of" the lake. By the action of drifting ice, not only have Ixiulders of rocks and of native copper l)een transported far from their native beds, and depos- ited upon the shore at distant places, but even animals, such as sipiir- rels, rabbits, deer, moose, caribou, and bears, have thus navigated 11 1^ r n ii ' 1 i i ^1 t. « u 192 ANDREWS REPORT ON ! K. ill- the waters of Lake Superior, and been landed on islands to which they could not otherwise have gained access. Tiie mouth of every river on the hike shore reveals, by the dcljris brought down by ice in the spring freshets, the nature of the rocks and minerals which occur in its inimediate banks or bed ; and thus indicates to the ex])lorer the proper places where to search lor ores or metals. The early French explonns noticed the fact of the transportation of masses of native copper and rock by drift ice, but they made no use of these facts to discover th(! native deposites of metals in the rocks which border on the rivers. It was by following the hint drawn from these traces tliat my assistant and myself were enabled, in 1844 and 1845, to discover and make knovin to the country those valuable mines, which have so astonished the world by their metallic conlcMils, and which siihseciucnlly induced the governuKUit of the United f^l;ites to undtMtake a g(>ological survey of that teritory, with the conduct of which 1 was charged by tiie Hon. Robert J. Walker, late Secretary of the Treasury, and which I ellected, so lin* as it was p()ssil)l(' to do so, before my labors were brought to an abrupt conclusion, by circum- stances over which 1 had no control. To the construction of a canal around the falls of the Sault St(\ Marie, one of the principal obstacles will be f()und in the winter's ice, against which th(! locks at the (;ntrance to the canal must be guarded, or the work, however strong, w'ill be overturned and destroyed. Vessels of any considerable burden cainiot aj)proacii the shore nearer than about half a mile. Tlie canal must, therefi)re, be carried out into the water to that distance, and the form of the ice-breakers, guards, or mole, must be such as to allow the ice to rise over them, and not to press against perjx'tulicular walls. This is to be donc^ by giving a proper slo{)e, or bevel, to the walls, so that the ice will ride up them and break into pieces. By this meth(»d the harbor and entrance locks may be snilicienlly protected against the driving and expanding ice of the lake and St. Mary's river. The (jpening of a ship canal between Lake Superior and tlu! lower lakes is one of the most important enterprises of the day, and it is only to be regretted that Congress has thought it best t(» appropriiile land instead of" applying money directly to the execution of this great work, which m;iy now be delayed f()r some time, to the great disadvantage of the country at large. So soon as the canal above; mentioned shall be completed, the sununer tour of" travellers will be extended to a cruise anjund Lake Superior, and from J^a I'ointe many will cross over to th(; Falls ofSt. A.idiony, on the Mississippi river ; and thus explorers will find it easy to gain access to remote regions, now seldom visited by white men. The importance of this enter[)rise can hardly be over- estimated, and its conseijuence will be the vast fiicilitation and increase of the commercst trees. Leaving Lac la Belle, we pass down a serpentine stream which enters the great lake. Then following tlie coast, we pass beneatii frowning crags and visit the falls of the Little Montreal stream. All this coast consists of trap-roeks, and of a kind of porphyry or compact red feldspar. No copper veins of any value occur on the coast this side of the point, though many companies iiave wasted their money in attempts to work calcareous spar veins that aie perlictly d(;ad lodes, or free from cop- per. At the extremity of the point, agates are found in amygdaloidal tra[)-rocks, and on the shore hi the form of rolled pebbles. Doubling the cape, we soon pass Horseshoe cove and reach Copper harbor, the site of Fort Wilkius, and oiu; of the first places where cop- per ore was lujticed by the French Jesuits ; since whose time it has ever bcun known to the voyageurs on the lake under the name of the giToi rock. While constructing the fort at Copper Harbor, numerous boulders of black oxide of copper, a very rare ore of that metal, were discovered ; and beti)re long a vein of this valuable ore was discovered in the con- glomerate rocks, near the pickets which enclose the parade ground. This was i()und to hv a continuation of the vein called the green rock at Hayes's Point, and was immediately opened by the Boston and I'iltsburg Mining Company. Uiitortunately, however, the vein was soon cut oil", as 1 had ventured to predict it would be, by a heavy stra- tum of fine-grained red sandstone, which is not cupriferous. There the vein was found to consist wholly of calcareous spar, and (jf earthy minerals of no economical value. The muiers w southwest branch of Eagle river. This vein, when first discovered, was lin* from disclosing its real value. A perpendicular vein of prehnite, six inches wide at the top of the cliff", was observed to contain a few particles of copper and silver, not amounting to mon; than two per cent, of the mass. About halfway down the clifT this vein of prehnite was fi)und to be a f()ot and a half wide, aud contained fivt; and a half per cent, ot copper and some silver. It was thought worth wliih^ to drive a level into the lower part of the cliff", where, according to the rate of widen- ing of the vein, it ought to be from two to three icet wide. This was done at my suggestion, and a magnificent lode of copper was disclosed; many lumps of solid copper of sevt^ral hundred weight being found mixed with the vein-stone. On sinking a shaft at this point the solid metallic copper was soon found to occupy nearly the wliolc width of the chasm, and immense blocks of copper are now taken from this vein by the miners, who are working levels 300 or more fi-et below the mouth of the shaf"t. Large ([uantities of lumps of copper called l)arrel ore, and rock rich in smaller pieces of copper, mixed with silver, are now raised, this last being called stamp ore, and worked by stamping and washing the ore. From this stamp work about five thousand dol- lars' worth of pure silver is picked out by hand, and nmch is still left among the finer j)articl(^s of metal and goes into the melted copper. Suitable cupelling furnaces will ultimately be erected for the separa- tion of" all the silver from this rich argentiferous stamp work, lead being the appropriate metal f()r its extraction by eli(juation and cup* llation. There are other valuable copper mines on Eagle river. The North American Company, which has one end of the cliff" vein, called the South Cliff" mine, and another on which their mining operations com- menced some years ago, is at present in successful oj)eration, and will add nmch to the exports f)f copper from the lake. The Lake Superior Copper Company, which was the first that en- gaged in those mining operations that gave valui; to this district, opened its first mines on Eagle river in J 844. Under the very unfavorable state of things which then existed in the savage and uncivilized state of the country, jind af"ter two or three years' labor, they very unfortunately sold their mines, at the pn'cise moment when they were upon the vein that now has been j)roved to be so verv rich in copj)er and silver. The Phfjeriix Copper Company, formed of the remains of the Lake Su- perior Company, opened these mines anew; and now these give ample encouragement to the new adventurers, who will doubtless reap their reward in valuable returns for their labor and enterj)rise. A new vein a little tf) tlu; eastward of the first that was ojiened, on the river's borders, is said to give promise of valuable returns. The Copper Falls tnine, another bran<'h <»f the Lake Superior Com- pany, is also engaged in working valuable veins of" native copper and silver, and has sent some of" their metals to market. The Northwest Company has a valuable mitu! a fisw miles from Eagle Harbor, and the metal raised therefrom is very rich and abun- dant, some of it being mixed with sprigs and particles of metallic silver. This mine, if opened with (lu(; skill, and in as bold a manner as that of" It d( tl J i COLONIAL AND LAKE TRADE. 197 the Boston and Pittsburg Company at the cliff', cannot fail to prove of great \ alue. There is also a mine, owned by the Northwestern Company, near the Copper Falls mine, in the rear of Eagle Harbor, which is also rich in native copper, but I do not know its present condition. A mine was also opcuied at Eagle Harbor, wiiicii gave a larg<; yield of copper mixed with Inumonite ; but the mine was opcuied like a quarry, rmd was close to the waters of the lake. It Wcis, therctbre, soon iloodctl, and was consecjuently abandoned by the miners. Tiiere is also a mine called the Forsyth, which is probably a valu- able one, but it was not opened at th(; lime I made my surveys. I obtained ilnc specimens of copper and silver tiom this vein, and sent thc'm to Washington, with the large collccti(in 1 made lor the United States govern tuent, and they are now to be seen with my collection in the Smithsonian Institute. A full an(? minute descriptive catalogue of the collection I made for the United States government was sent by me, as a part of my report, to the late Secretary of the Interior ; but it has not been printed, though it was the most valuable part of my report, and is absolutely necessary for the full und(!rstanding thereof, and for learning the nature, locality, and value of each specimen in the collection made by me. Tiio rocks which contain native copper, on Keweenaw Point, are of that kind called amygdaloidal trap, which is ;i vesicular rock, formed by the interfusion of sandstone and trap-rock, an»l is llu; product of the combination of the two gaseous bubbles, or aqueous vapors, which liavc blown it into a sort of scoria at the time of its t()rmalion. It is in this rock that we find the copper-bearing prehnite and other vein- sU)nes [H'culiar to the copper lodes. In Nova Scotia the same facts were observ(>d by Mr. Alger and myself, oidy that there the copper is more abundant in the brecciated trap, or a trap tutf, which lies below the amygdaloid. Prehnite d»)cs not occur in Nova Scotia trap, but in its stead we find analcime, laumonite, and stilbite, as the '.ninertols accompanying the native copper. On Isle Itoyale we have phenomena similar to those observed on K(!w<'enaw I'oint : long belts of trap-rock, with bands of a con- glomerate of coarse water-worn pebbles, and strata of fine red sand- stone. The trap-roeks rest on tlu' strata of sandstone, after passing between thin strata ; and at the line of contact, and t()r a considerable distance, we have an amygdaloidal structure developed. It is jirobable that the trap-rock was poured over tlu; sandstone strata while the whole w;is submerged, and thnt other beds of sandstone we're deposited upon it; so that if this was the casi', we should have a succession of dcposites ; but in some places it ap[)ears as if the triip hatl elevated the strata, and pusheil itself through the sandstone by main li)rce. Whatever may be the theory of this, it is certain that the strike of the strata and the direction of the included tra[)-rock are the same. On Ke'Weeiiaw Point w'v have veins cutting across the general direction of the strata, and, ot' course, of the trap range, or, as the miners call it, I i 'A '! 198 ANDREWS' REPOUT ON l^ " across the country ;" while on Isle Royalo tlin ropp<,T veins more fre- quently run panillel with the Irap ran^ros, or " witli the coimfr!/." On Isle Royale, as near the Ontonagon river, on the south shore of the lake, massive epidolo is the most common " vein-slone" that hears native copper — the metal being intersj)erse(l with it in its mass, or spread in thin sheets in the niitural joints of the rock, with occasional masses or lumps of considerable magnitude. Near Hock Harbor, on Isle Royale, at a place called Kpidote, and at ancHher called after the most abundant mineral l()und in the veins, granular and compact epidote are the prevalent rocks accompanying the native copper. So, also, at Scovill's l*oint the samt' associations prevail in the cnprifennis veins. The most im|x»rtant and productive mines of native copper on Isle Royale have been ojx'iied on the north side of the island ; but still the explorations have been too limited to allow of our judging of tin; value ot" the numerous veins upon that remarkable island. At Wash- ington Harbor, upon Pheli)s's island, several promising veins of native copper, associated with pr(-hnite, occur; but ihey have not been opened to a de|)th sulHcient to (-stablish their value. At Siskawit bay we find a huge body of line red sandstone bordering the trap-rocks, and' shelving down into the lake at a very moderate angle. No valuable copper veins have been found at this place; but the b;iy is one of the favorite stations fJ)r fishermen, who pack aimually great numbers of sikawit, [snhno shkanit,'] the liittest and finest species of the lake trfml family, and large lake trout, namayt-ush, [s(tlmo amcthi/ttiis,'] and white- fish, attihawmeg, [corvgotius albus,! iJir the western market — from 9CM) to l.OOO barrels of these fine fisli being salted and packed ti)r sale each year. The siskawit miiy be said to Im^ peculiar to the shores of this island, lew being caught on the shores of Keweenaw I'oin!, and their migrations being extremely limited. They are caught readily by the hook, but are more (;ominonly taken by means of gill-nets, which are set a yard or two from the bottom, in water of aliout 200 teet depth — the lower edge of the net being anchored by m<'ans of small stones attached to cords, while the upper edge is sustained vjMtically by means of thin laths or spindles ot" light wood. Thes(> nets are set at night, and are drawn in the morning. The siskawit weighs from i'wo to twenty pounds, while the lak(^ trout often weighs as much as fi)rty or fifty pounds. Of all the fish caught upon the lake the siskawit is mf)st prized by the natives on account of its fitness. White-fish are, however, much more delicate, and are i»ret('rred to all others by the white inhaliitants and travellers. TIh; fisheries of Lake Snperior are of great value to the people living upon the shores of the lake, and of some importance to the States bordtaing on the other and lower lakes, and the inland towns near their borders. To the poor Indian tli(> bounties of the great lakes are of vital importance, t()r, without the fish, the native; tribes would soon perish. Came has become exceedingly scarce in these thickly wooded regions, t)nly a lew bears, rabbits, and porcupines, and some nw, (le; boa rei ve the th th COLONIAL AND LAKP. TRADE. 199 rs ir lal |)U lio jet Fo, lus partridges, being found in the woods, and ducks in moderate numbers upon the w , n. AgrieultuK. has scarcely begun to tame th«' wilderness in the vicin- ity of the copper mines, ami the only crops raised are potatoes and u few hardy northern esculents. Small cereal grains — such as oats, bar- ley and rye — will do w(;ll hero as in Canada ; and Indian corn of the northern varieties, in ])laces not too muc.-li exjjosed to the chill breezes of the lake, thrives and ripens. English grasses have not yet been cultivated, but they will undoubtedly thrive as well on the south shore of Jjake (Superior as in New Brunswick and Nova Scotia. The native grasses are abundant and good, but an; limited to small natural prai- ries or dri(,'d-up ponds. Judging from the luxuriant growth of Ibrcst trees — such as tlu; maple, yellow l)ir(^li, and other trees common to Maine and New Brunswick — we should judge that the soil was as good on the shores of Lake Superior as in that State and province;. Those who have only viewed the inunediate coast of" the lake, es- pecially that now (k-nsely covered with a tangled growth of small, stunted, spruce and fir trees, would he likely to undervalue iIk; agri- cultural resources of that region. They shoultl remember that the cold air from the lak(! aflects the vegetation only near its shores, and tliat farther inland thi^ temperature more resembles that of Canada and the northern parts of New Ilanipshirt; and N(!W Y«)rk. This is not only shown by the native ti)rest trees and the llowiring plants, but also, when; clearings have; been made to a sufficient extent, by the agricul- tural produce raised upon the soil. The forests also art; filled with (wcellent timber t()r building pur- poses ; and, where the growth is of mixed trees, such as sugar-maple» y<'Uow birelj, and pines, the whit(.' and yellow pines are of large di- mensions, and finiiish good lumber t()r sawing into boards, planks, and deals. Though ihen^ is little prospect at present of sending sawed boards iiom Lake Supc^rior to tlu^ lower laki; country, the time will coint! when this valuabh; limber will bei-ome of commercial import- imc(! ; and that time will arrive the sooner if the ship canal now pro- posed at the Sault de Sainte Marie shall be construct«'d within any reasonable time. The northern or British shore of Lake Superior has as yet been but little explored, either geologically or f(>r minerals. One mine of blende, or sulphuret of zinc, richly mixed with spangles of native silver, and a vein of sul[)huret of" copper, have been discovert-d at Prince's bay, on the north shore, not far from Isle Royale. 1 know not what j)rogress has been ma(h; in developing the ores of this mine, but at the time when I examined it, in 1847, it gav(; promise of" rich returns. As a general thing the copper on tlu; northern shores is mineralized by std- phur, and occurs as yellow cop[)er pyrites, or as gray or black sulphu- rets of" copper, while the copper on the south shore and on Isle Royale is mostly in tht; metallic slate, and all the valuable working-mines are tlusre opened t()r the native metal. This is a remarkable, reversion of the usual laws of mineral veins, and was first discovered and pointed out by myself, and the first mines f()r native copper were opt ned by my adviie anm to judge of the valu(! of a minrs of the mine ; and other localities are known, where there is a reasonable prospect of successful mining, on the northern borders of Lake Superior. Trade will spring up between us and our Canadian neighbors as soon as their shore becomes inhabited, and, it is to be hoped, will prove ,of reciprocal advantage to the two countries. C. T. JACKSON. THE LAKES.— GENERAL VIEW. This is Ji brief and rapid outline of a eoiintry, and a system of waters, strangely adapted by the hand of Providence to become the channel of an inUuul navigation, unequalled and incomparable the world over ; through regions the richest of th«.' whole earth in produc- tions of all kinds — productions ot" the field, productions of the tbrest, productions of the waters, productions of the bowels of the earth — re- gions overflowing with cereal and animal wealih, abounding in the most truly valuable, if not most precious, metals and minerals — lead, iron, copper, coal — beyond the most llivored countries of the globe ; regions which would, but Ibr these waters, have been as inaccessible as the stc]q)€s of Tartary or Siberia, and the value of the productions whereof must have been swallowed up in the expense of then* transpor- tation. And this country, these waters, hitherto so little regarded, so sin- gularly neglected, the importjuice of which does not appear to bo so much as suspected by one man in ten thousand of the citizens of this great republic, is certainly destined to excel in absolute and actual wealth, agricultural, mineral, and commercial, tla; aggregate of the other portions of the United States, how thrifty, how thriving, how energetical and industrious soever they may be. Of tliese lakes and rivers, during the year 185], the commerce, foreign and coastwise, was estimated at three hundred and twenty-six million five hundred and ninety-three thousand three hundred and thirty-live dollars ; transacted by means of an enrolled tonnage of \i I ll» :si^ 202 ANDUEWR URPOKT ON '( ' (I I' f, I .■] Rovi!nty-S(!Vrn lliousnrul jiiid sixty-oiii- tons of sti-nm, and one liundmd luid tliirty-ci^lit llioiisjiiid iiiiu^ liuiidrcd iiiid ti)iirltrti tons of sail, or tm ii/,'i,M('<,'al<' licf'Mscd lomia^(^ «»l' two liutidii'd and litltt'n lliousaiul luiiu liundrcd and si'vcnty-fivc Ions. In the prosecution ol" this cointntrcc, it would apponr, as nrarly as can bo ascorlaincd, that, there was entered an a^'gre^ale u\ all the lake ports tog12, 119,877 Canadian or tiireign. Tlie returns of tlu; coasting trad*- are, it is true, very iinperfeel nud unsatisfactory, as are also the estimates lliunded upoti them ; but, as approximations only can be arrived at under the; cir(!umstances, the best use has been made of the returns n.'ceived; and the results arrived at cannot but appear stranger to tliosi; not immediately conversant with the character ol the lake trade. According to these estimates the coasting trade is divided into ex- ports, S132,()17,47(); and imports, Sl82,4.'i5,})88; showing a dilferencc of $.00,438,518, when there should have been a perti-ct balance. This discrej)ancv arises from a higher rat«! of valuation at the place of importation than at that of exportation, or virc rrrsd. I'roducts of agriculture, the f()rests, and the mines, an^ easily valued at a correct rate ; whereas one great division of articles of importation, classed as merchaiidise, including ev(M'ytliing horn the (in(\-i-?! C< oj r- .- 3 o < Ts«-r-»"»'050^«roo .to m ■w.-' J( ifjTfSo =(a^irtiO(3ox)io-^c2^ .00 r- rti« o r-lOOcot — rl-irtOlM t-r-ioooo • CO >«• bs O « V ^^ ■»»• ifS S « -1 00 •-< rt C5 05 00 flj li. a tJ.o -c .5«2««f0aDOJ(M(P-^Q0lO1-i r» u . rt . ' ''i '^ V 2;0'i"«»'-^'.oi'Cif^r-roC>n'-*aDn ' irT cT H :~ CI 5i ffj I- -H i« M • *-H ? I a> a bs •*■«» V CO o ^ to u bn 0« o < T3 bU ct C B o CI 1- ci 00 s^ w c -^ f in -r ID o -H 1- • -^ o 7, '-»»irSut-.«i'T)'cn«'^oor--rea!0'»"iocj • ■x eo eign goi roduce uty. a .si-cji-i-Htoinmote omtoxrs Hjj'nojomrt'j'ffsX) «oi-c<« X* CI f « CO . Ul '»' "A U 5 o.^ i An 2. •u E S-w ^^ 0) 10 ■>»' «« o »>3o • . ao : :§ • ': S »;c»^05^c<^ * I'?, • • •» : I *l a -iCi -N • . 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" t- — ' rt •* J (£ S -H S^J 00 TO « CI ff» !?( C^ 1 o c « c» i- 00 «! « 1— 1 1-^ CO j -f m w r-ii-oc i-i "A ?} to ?: -* rj 3 » o 00 1- in 3 T -^ .-< CI -H irs © Oi "is > >-" -O -^ TT iO -* *-* ^-1 5 '■* CO in i 3 pa to '^ c .~r * od'~ 1 •r 5J 00 — — (N 1- in • « -^ OJ « m to ■* CO ,«-* V 2 to 0^^ C^ -JO^ 00 ei •^ s cd -r' i-T oT to > 3. "g " s? C 10 0-. ifS 1- t- © m 00 C rS -^ r- 1-1 to f-H f s aj to 00 0-. m ^ fc sjT « 1 h (H M »5 « •e 1 1 H • U u s i H _1 H • c » c ■; 5 S = • a ) : 5 i J§i • * inac auki To < : t 'J ' 4 ■ e 31 1 c is St: Si ' I ^ 1 208 ANDREWS' REPORT ON o "a > "S a (2 V _3 > J i 4 I,-' m y Ex ns .s Eh E-t Eh M Pi b u Q < s u s o 3 O 0) "a > T3 S 3 O 04 > irj 1-H 1-H »^ ^H o_ao irt^ » .7j_ ej^ -^r :o 00 •-H 01 "5 ** «a '?r •* o L-f r- Ifl rH JO O SJ -H Ci C^ CO o o» ffl no t~ eoirTco 3 •^ r- ;o C» G> -H t- t- r- o s 3 O &4 o c> be 00 c»* e o a _3 > CJWtO l~ cooo C< S5 -HI oicoT IS' in t— >-i ?Ji JOOOO 05 l~ ««• l-l iS o 00 X ^ CO 1.0 m o CO o5» ov — 3 cq >.0 3 ff( -H J- 00 ifS 05 coo-o « • CO -4 • irj w CO * CO to §1 CO -H • (N 00 CI 00 CO ; •"J- 01 ' •S • 00 lO no »»< I- • CO 'O «o 1* • "CO e« - '5 ii S -" E B g »J< £ V Id >(M « CO iflCl 00 riniiliiiii CO CO to to o no o »■- UO o QO CO to '2 o CO o o gf "3 o 3 C O Eh W w Eh Eh CO CO OD to c» 00 c» 0) i5 o 3 ^ 5 B 3 £ ^aj ;3 5 E 3' S J; » " ;= .c COLONIAL AND LAKE TRADE. 209 o eu -a a o o a xn 0) a O ^■5 3 C O W H m Id a is U H a, CO o m in a^ ^ ^ -H |~ rt ■>!< ^o cot- CT -H irs in _1 Q •^ f •«i "—I i-Hc: -n I- 05 1^ ;:5 to to •<• (T-i to 1-1 ta 05 7! >— in m in Iff c^ffj" r-i (n" o O S to as o 3 O > >ntOmOQC'»'«l-50 ci"— ic»0"Htart'— "J* in ■»" i-i 1—1 CO Ol « T^ — I- S -^ OD •-•ncsocncnin-* — op in -Tto cj «rc»f *) (?» 1-1 ci ©1^ 3 inxi — *iC5in-Hino 'xoatji-c»3c»:!o t- « I- ^c.S^ "^.^ o III «: M 210 ANDREWS REPORT ON 1 y 1 ' \k m •73 (V P a <-> c o O I H H 72 r- •* o OO OS /f CI o "3 p-j;cu,«^^oo ».^«a, : f-H ^ > o> , 1-^ • eo ,1 • o o3 CI ^^ u s,- • ifO i-H <; 3 OcrtcNi-'raO'iroi — 0500 i-QO • I- t~ ^ 3 ^ >) C-S cd 2'::z:5< coootomt- o5 ■V u a > J^ui (N CI M (M ■^ ; ^ u (A U i o CI 1- to t- « (M CO • r-H • •«* • 00 £'*' • CO ,, _,, ocsi- • CI • CI • 00 9 1—" to « pj^eo 1- CI ; UO • '^ a > CI ^00 • aQ •^f iC • 05 UO "T • So i^ to • o> to • o rj . o> to _3 ff»=5 • O ^Cl . r- ■V > '^ : ci r- 23B ■ "o = c" ' •^ 1(0 tn c >o o ■ CI 1- u J~ o • OUOOD . c --^ 3 05 »H to 'l- ^"^ n --. -: — . lO • CO • 00 lO » ■ CO 2 in • ^ _3 ^ ; "3 > o • tfi o o • o • UO u if. 03 ■* • ?J c i h h O H — lor^wMfC ■ 00 to 1- O) (^ * re •o G C O C! CTi -T •r r- f^ -T 1 - • • •iTO -r a O d 2 u ^ % CI 1- 1- ?■? i-i to 00 rt 00 Oj • ; ** i.0 > m EU > i ■2 irt t-(N — «<« (opo-js: o> • • te s I s " l'- « Ul ao "oc> CO • • te rt 2 * bo o Cl" t£ H U> • to o> • r~ ncoD po • l~ 1— 110 ■ TJ i: f CI . O) Cj s . »r . no CO CI "^ . JO s B an . C5 to . -»• CI CI to . • to 1- CI ■* • o> O 1 (tf '» ' T n Ol c > »— 1 • CI ; o rt s in • 110 ,—, • 'r X no -< • to • T • O) . ^ — oo • -T '5 ) u n ■ s o • C5 CI l~ CXj • <-H B O cs |ci I/O • o CI « ; ?i 1 K ••-1 O 'u * u • o lA •^ Q • £ . O C " J I. i t • ; i 1 1 p t > u i'E : 'c - h * c ■ . rt - 3 lis n • o J) >-ieisa.t?rrti5a^i'. co-ei- C JC IC 3 f J7 5L ic 3 L 5C. :c 3 J 3 7 2? :c 5s; '.t i I CO 6 COLOMAL AM> LAKE TRADE. 211 CO o is lot) v. ^.0 t as ft; ^ R, * •go S s ,^ <" "S a S ^ '^ ^ ^ s d5 • OiO ■^ r-> • Q o 1 03 irt « to • to • Ss ' »-4 ^fl ■» — irt • o» • m 4^ a to i" "3 4-* a Id -: SSg3 : CO • tfi • o a , « • r^ ; '« A i-« »-i m • « S 0) »-H u ai o cu to . ■4< '• 00 lO » — • •1< U o • CO • oi !rj lo oj • o S3 «' lO ■ ^* • Oi — —" 1- • o H 9 a: --^sf-^^s i o K* s g : § CI JS m • CD o t) r- r> r^ r> e (tT ; COI- "-Ht- co" s CI o • o» o f-1 1—1 a, •^ -!■ _3 1 S t "id > « . • _•_ ; - - -- s ^ 00 00 o Ul •X) 00 n T3 C 3 CO •—< CO I-H f^ "^ ' IN CI >* to COOJ • -to ^^ t- "T >0 Ol •— — 3 • • 1- tX) 6 t- — "»_— Ol^ •J5 vo • • CI 3i 3 1— t trTi-^-r ■^ •^ to "3 «k »— 1 CO > ai . u ^ U ifS r- • >o • X)(T» • • • o> to SJ n 1- c- .to • -ctm • -< t- C* 1- . . . d to V MS «5 • 1.0 CO •««• CO . . . CO o *v 3 «oc5 r- . (TO CO 'C uO R) v> • l-H lO t> n 6 u^ 1- O • 04 O CO .T g a ■ (_ l'^ i iX' O f • = to 1' lO . . . -71 I-* — 1- o • CO — 1- f • ; : '^' :iO o '- CO -< 1— * f^ 1-^ • C C CO 'T f r* "rt o •> ::.-ifi ' '■ 4 -Qm i; y Ui : -■^l=.•l;.,•''«^o.2;i5^^.J 3 o H ) is^^-sii^i^rg^i^iii.^ .1.1: li 3 c: 56c: V ■- ia ac 'U 3 «;:;, 3? 5<0 1 1 X 1 i ■ ", :ii r If 212 ANDllEWS' UEPORT ON It 1 n '1 1 I, I ,g '*j c o O I Eh i Eh Eh • • r- o o (- • to cap (73 00 • O C-. ^J CJ (?» . lO »!■ i-l 00 •O • ^ -< 1 V ; 1- ; "3 • • f-* if^lTj" 1 > ' • • o • : • ' -^-f O ^' * S' c r. i i'^StS . 1-5 • • X) -U • i- • • 1- g 3 . • fO't 7i • l-N • o o ••*!-< ^ • 1-H , • • • ^5 • o , , • to in o • o -•r 1- s ; ; ; CI .' "' ; ; « "a •••{») \ \ •T 1^ > ; ; ; t#» ' • ,- , - , — - ,— - . . a ^ ^ X : ; :g JS • • :^ s? ca •B . ■ • C-) • ■ . ■^r 'T C • • • *v • " s • • • iXj : *• , • I — 1 CI 1 o • • • C( • • n a. : : : • ■; 1-: -o 3 • T. r i «., ^* • i.T .-T -f -r • ', . 1 1!^ • c: -1" T • Oi r- 5 en to • = ta -r ^ • • '" ^"^ "E ft) 3 • 1 - i.'l T* i-> ; -T -< O O ; • 1- Cl^ ^ ^2 -^ ! — I- M O • w 1-^ ^^ ' I O iC ra ; « = s 1 > : — - :s3?22 : • T 5 f^ <5 ; X g 2 w • ^ 'S 5-. C-. T5 3 — « • JO 1- -r -^ . X t s S r^'cC'o' i — '^ - -r" ! .—v r: -T ?i • • ,. : h^ H r^ r-, 1.-} •?ii-5 •-: • O CI — • • .-? 1 .T 1 H tJ ;u »— * Ol —1 • -r • ; t£ 1— . J, . ' ^ • r. X o « • U 6 :S^'SS§ : ' ^ < ' x x"ci • 3 «' 1^ 1- 5 « CI • ei J* I.-, to . y 1 "£ c: i.T o • X (4 1 ' 5i CI 1 o »* « • O • X o • o X to -r 3 • '■■^ ^__, • CJ -CT* o • -^ c^ci-i": • ^ 3 1) o -o CT . «J< CI^Cl O i.-i ; o- O '^ 1 3 ; ■ V 1 ^rt . 1^ irti-Tooci ■ X ci a 1 •* n X t> • •T3 • • ' • -- • '-* T • -» c t- • •* "T .M • m -r . -S! 13 t cr. — • c CI I- 1 O 1 • '^ • S -fl- •» to CI • = 1- ■^ 1 1 ; -^c^ - T o ro • • 5 X » o • CJ ; ; e» 1- o o • • »r CO ii B • •-H • • M 3 *s • • J5 _fl ^: : IM -1 F^ • dO n >> 1 j 1- • • -: X ; ; ? CI ■ S 1 6 »— 1 • •-S "T 1 1 i ir : : : >" : -..^'r^ ^ : : : : J 1 2 2"^ o ! ! • . 3 • — >?; '^< r>?; ir ■« J- '^ •J S 3 O •3 ^ 'J 3 E £ ^ u b n EC a ^i .^ 39 cd >0oo ^1 IJ t.1 d 2 CO ^;! ;^ COLONIAL AND LAKE TRADE. 213 ^H 'J CO 1 t i :?! : rt ; 'i o X (4 '.%'•. Oi 4 V 5S : ?5'« : • 2 s 00 ■ o • (0 . '3 r« > ^: ■^ . o\ ; : :^ aj 00 • S : ?l 2; c^ o _a «& ; *^ < rs 1 a "rt ^H . ■O . t-^ ? > C> • -. ^' C. ■ ^ : 31 '*-» "o -1" • '" : 1- ; wH o Qt ; 'X' ; U i-ir^co < cn ' so • 1-- -X-XJ t- M • T • 3 3 « rj 1- o < '" ; »- t 13 '&"-- l-H • g[ > o « :;Si7? g"' 11 ■ o ■ i -3 O '^'"^ '0 (Tl • a r. • 3 o -1" 'S ?5 : CI • fO ai ^ ^^'^ ^^ • s u H u ■ — 3 1 — 1- © 1 - • • 1- f© • "? § S ed *r -r 5^~ . . ^ iO u 'ft -r to < 3 >■ """ "~" • ■ o .a en 3 ca 5 o © 3 : © 1.1 • • C ©1- • • -t O^© . ;« i .-^ M 'n « • "C • iz CO •r >~ © •r • •!? 1 CO 2< « pM • • ^ < CD 3 t/> "a .§is .C* . ;ff SI «-• > ■ ^H t« ^ ^ - - ■ c • X 11 ■ © 1- :S : :? 5 ?, o • p-l T • 7iV> . x> • • c 5 ro 1 . fo— 1 . C» • 1 »c s -f • EC» H 2f n :8 • XI :"" CO " XI n > 1- • X • ir: • to ■ wr • T . . . f< ? •*■ i 3 •^ ! ^ . m • XJ L "' 'rt -f • ^^ I'xT • 1 jc r 1- 12 ! ^* »»• X > \f> -o is is? • • • 1; iZ .g 1 1 1— : '^^ . t» • -x; 11*^ 3 X3 *^ s r^H •c • ^ : ^ cT NX 3 c 1 •M :> :§ JO CO ; • • !>^^ ' • • i > c c (• li a> C "^ r'S 2 5-" ; a. ?> S J is- s 1 • S • • 3 2 c •CL,:c:i 5.: 5 1 - 1 Mackinac, Mich. Mihvaukie, Wis.. r • l-H 4) i-i ■ l-- CO *ojn)!Ujnj[ ^-^ 3 1- 5 ■«»• iBs^iis^ • lO « P^i t o ■spooS Xjq -^1-' xT I ^' (ri I-' 1-^" t- c^^ 1- 1- M ifj ff) -^ • f?! IT) rc -r C5 1- ; C^l- 1- 1- ■ r^ ■^ -nunui ■jj 'tionoQ g'^'if • m X 0"- -< jcf : S • t <*> r- 1 11" < 1- 1- Ij; >fl S 11^ 1- © 1- "f? 3 iii •B.unpTij o'm'^^ f? ^ S O X^S S ^ • 1- 00 • 1- 1 p— -nuniu pui] 'iinj| >o"cr? S « t' -r '-< TO -r « «-• ir; -r i- i- '^ o^ f f;f ^» « 's • X OTij^ifj •no»»'-r»r •BOjniarj Ci -r X' "T • if' X' J", -r 1.-; -^ -. -o • ;r X 5l 1^ 2 ' s„ -nuTJiu Tf 'P"°AV 'i«''*' :'«'g5«?i J^" «" X) ^ O y 1- 'ajni[r)JUj1i] 1^ X < 1' JO sajoiian joino «> w^ I -T •^ ^^ CI , 4rt : Iv'^E s •T ■n a _3 1- • • ffv « D JO ^^ ■« ^> o • • >* X -< ifl V s »» F I- > : ::^^S 1- o tn o Urn c : :"''»■ /, ca o u H \ '• , O SCI • •Cj _^ 1 ?2 1- _3 e- T O : ^ CI u "a — ^ oj ', ^ cT /J of E >• ft ' ~"~ p^ • r^" "*"■ s Qi , O O " • 2 (-• ^ !-• o < NM S 3 S cJ -T ; o rt ?l -T ■o ».* 2 (^ 5 C'. t- — • • 1- O ir 1- • -ri rr r i- 3 -r « r> . :\ -.'"".": lO ■B^ L* ^ ■■« ■ 1*^ '^ '^ -^ « 1^ • rt « -r rr • . vo ■ ■ " ^ • o o > <» « 1 o -r • • -r = Tl ~. o « c H w ~. r-. ri • • 1. O X O Cj "3 C-. =M- ■ ■ " — . *; '^l s -r — -J ! ! (?) in 1 - rT • «" o V.:;?^ : ; 5^. -M X T • • • • >•;;;;; i u o : : : itS 2 » 3 is 5 D 1 > 66 cgao iS 3 123 3 o CO IS OS 5^ COLONIAL AND LAKE TRADE. -^5 3 C c o e M Eh 1 ^ $=:!53:r'^R^5S : :f;^ 1 IT 1 O'oo—aisia-ii-jo-fai OMio • •« n fc lO CI C5 — — >"5 V3 Tt! iri -^ 5> <* 55 . I lo im- >fl M CI a". T CI Ci -^ re *i «5 O • . — ^ »-^ CI CI -r •«f«r (ft ^ • . -^ IS C 4/> ' • • r* Qt . . 1 • • I ^^ 00 PC u (4 ; 2[ ; • '?"^ X • • f-H • • • X . . ' . . "^ _3 • • •CI '2 CI •« • •CI • • irt ; ;0 ; • ffJ § H cn • • ■ 1- • CI • • • f-1 • • ^^ V. !»• • • .19.: : ff> I- « Oi ' 51 "t « • 1 • • c» *'S5 :?, v-2 •* • • ,,^ nmsd.tjl pini ^ O CO • CI • ; to 'ifn[,) '.HU!i 'onoik^ ^^' 0^ :-i- :« X •r c» o • = • -r . . . ~5 •OiOM • (J) : : :?j X Ct -ouoiHpuaiioi|)jij;.| <*> ; ; ;ifl to o • => CO • i; «3 o o • to • • w^ •Hojnpiij 3 'ri S * ?, S o S • ■a -nutiiii puu 'sHn|i) n •-«»»• ■ X ifs o rj • 1< to — 1- J O O 00 • « r^ s = • •;)-!5 'saijaiojo -^ X to CI to • '■^ 3 CI • -r X « • c5 - - — m U •S.UIIJ -DHjmintll ojjoqo^L ::S : : : : •^ ; : : : ii O • rv • X • CI 13 • • • • CI • • M xl CI • I- • • +» /. • •••*••« a. Ui •paiinsip 'siuuls — H . — * ; 1) ; >n ':i . ; ; ; r: ; ; « u ••>»■' • ^ CI • CI S **" : ' 1-^ t- — ■-) • • X t* • M • •BOtll.) . . CI >."! • n • -ipoui ptn! H3nj(i ta -»• « : : '^ ' . -o •■ " ! ^ '. CI -J" ■fi ^ 1- • • . . C^ • • • ri --O -r • 31 -r X S ts • . . . CI • • • Xjoiidh CI W X • ifs r 1- '.'5 — • . . .-fl • • ■ CV -«)« pmi H5;-0{j r-i *" ' ' : 2i?:;«u : « Ci '* !T. r -r ■ • CI X "T t- • * • • • • • CI X 'O — • • f to -T CI • . , . to • • • •BOJIllOBJUn — r^.-! • ■ c:i — in »r • . . • CI • • • C! -iinui pun Joi()Uj'i o ^ I- C^C*« : i''^' M ;r « • ; :'.*'!: : 1- • • • * * • • • S : :>-^ " '''• • • • • -• 1 \^.^:' s^^^- ' ! ' '• ! cj 3 • • -f •- * ; ^ ^66, 3^dSo«cg£c 3 «■' a^ < 2S?.o 1 IF I R I'l 3* I' i! li; ^ 1 i? ■ 316 1-^ ANDREWS* REPOIIT ON M Ui t» •I u u s u -I s ll 4) a "73 a rt.S oS u is s. f,m 1!.^' a o e u -3 S a <2 (9 -a r^ "-^ ^ CD f^ — f-. — V3 •I I- ?J *?5 I- to o I- -< i rt « -?» ^S ••» T '* '1 »r -^ rt -« S i- 1- T "to en /j I- -J r- CI "^ P ifi W '»• Z> * T) «•■ /J vO 'T m ^ ir- tI -^ ro lO e CI TO a c !:1 s SI o CI s a •n a o H H c/2 ■1 u 5 u a •A u H u 1 u. b y, •1 X COUmrAL AND LAKE TRADE. 217 A. 3 u r. S o .1 e 2 B M U5 « 91 W «5 rrj '-ij —• fi=^ ^«« • f? to Si g? «r I- 5> >fl S « 7) ji -r ri I- if^ -^ S * o 1*. c $ i:? «» 3 « die ?» = n - .= .* is s a. S«f3 ?! •»■ 1- 2 .s 3 o - > .- o s - Oh 4) O 10 o S! 2 S u» 111 'M »0 is I- C O - ■- ■- rt ^B j«! > - bi«2 a" P "o § £ "o r« S ^^ rt «5 ¥•- = Si 3 rt:ri'^ — J5 o ^ If If HI HH.-.«SW*»Sf»!« 218 Andrews' re pout on •pnox pojBjouinuaufj a c c U H J?: W w H H id It u •<) o 'A ■< Id a u H u •< [h U ■fiojnpnjtuiniu aaipBoipuDflopjij •spoo3 Xi([ JO soanpiynuBj/^ ■iiouoo JO 8^ jnpt!jnin!i\; JO S^JIipDJIIUIl]^ •OJCMpjBJJ iCjlOMOf •ai«.wuoi[jJii3 o 'a > O « '» • O «- « t— "T ■ 00 to 1(^55 . .t; 'X (>J O •^ < «- lO •«S> ifS • Ci to O —1 n • to C5 ro to n 1- C! o i« . ''.) O 1- to — -^ lO -H ■-< C3 C*3 O C- "T —l >-< I- «• •?! a> lO M u1 ^I^TD to 1- a: ID — fC ifl •* to C5 ■-1 ■* IT m rn-v CI C«5 05 S^ to (r< in CI ■ Oi ^-"^ T •«t • 1-M enmi^ C-. — 1- to • CI T t- TO O O 'fJ (N • o 05 TO wi o to fO 1- x -N = <0 1- -I »)• • « -HC«5^ .'5 -t ^- S-. -r 1- 1- 1.-5 -r ^C^lfl CJ^tO « f ttT x' -r^ c! ^ «1 — 11^ o 1— ( ff> fc -r o — lo o 1 -r 13 gS CI C* !■• C5 -T -1> C! 1- = ^ « "T «- 1-^ - c» 1.'^ cooc •M — -f ,_^ fOTI« — 1- to • -r -r -71 1.-: •W T -^ • C* -- ri n^'^r ^f c» ; rs •*» l~ XJ lO cj> l~ O • ^^ no — X 1- '^ X 1- c» n -H ffj to 1- l«k - to T >-i CJ - - 1— « • r • -^ • '~ . c c -«-* t- = o ■ ,D o ? ?s.z i>'4 _C "> <* "^ Z bco 5 c •r "r! t t; . ~.= "^ -c :e '° cS .E 3 ? u i : I. • o c i^ ! _o ; ^ clH "- • '^ • ■ .'. ^ : 5 c ^ ' ^ lih ; e2 E5SS-^>c'iieS"?'"S5i'S*t a > ;? e 10. .c! !« 1% is :5 I 1 I COLONIAL AND LAKE TRADE. 219 CO ■>- § -JiT »» Vj ^ S >«.» be g "« !^ o » t*^ ■^j "ca ,3 ~ii "« ••ss s s ^' V O "1 3 -<; ;:i ' T^ !«. s ?; <0 ^ ••^ ■■J c^ »< T^ 8 ~«, o «^ ■>- 1^ s ~N o ■^^ "<: VJ S ■r- ^■.4 bn • IS ss -« § se "S o •^ • f»4 t; -^ -:^, K o ^ CD %> itT »-^ »0 T TO O lO r*? C-* I'- ^ o • —• ^ ^ ai • M ?Jj Ol ■«t> m iC PO I-H B «n O U c» • irtl-ifSCOC^Ji-TCICTJ-HOOOStOO • • 1— ( 35 M O Q o H •«• CO CI C»_-* •^ T »» rl • • f— 1 •^ — .„ _ CJ in • * p^ • t^cr>ciaitDoa505-*-< * ■ 1^ CI ■ X • — — 110 CO CO CO 1- T to CI to ^ ui 6 • . VD • lO 'X 35 00 uo 3 >- ae CO 1- • • 1— I to w ^^ h - ^ 3 • • 35 • I.O CO C lO CO CO lO CO o : :^ GO O ■r* m > ■ 0 1- UO CO CI CO to -« -Xl — 1 UO CO to • • (J5 si -!• CO — • CI CI — 1 «y5 > («k *- < ^ 1-H CI CI 1- -T • • 1.0 X 35 05 • X*" "00 -^ Tj -1 • • to O "O -I- • T "!»• • . I- in re • • i- l~ = 35 • co_^ I.O i O u _3 OCi 1^ ID • . •T 1.0 35 to . no to o "3 > = ton • . UO CO 1.0 35 . 7i 5 H 5.^' : • to CO ; "o to 1-H • •^ > " ■ t- S V- CO ' '^ "^ •-£! 'A • o • • (^ o -^ -^ • "J- X ■2- 3 • QD • T 1- '-' lO • Qt X) u .^ ■« rt •» • • t-'i.o'x'x" • 00 T. • CO • • to CO CI CO • o z >■ • ^ • |eoco ; 00 ■■£J'x?i • X • CI to • ~-T "35 • X • -r o • o i-O 2j2 0) 1- uO to • CI • C5 f • »-H to o ■^ il _3 TO 1^ CD • • 1- .ox • 1.0 t- h 0) g fd =r to 1.0 • • X . ?? 1.0 • B S — CI I" • ; X < *• > "»> •35"" 35 — lO • — CI l~ rr • w ^ -r ^ro • O X lO iO • CI .5J S ^^"t ^. • X CI CI Cl^ • m^ 3 Q 5 -^to' =5 • 35 •'T t- ■»!< • CO c iC CI to • to CO CI X i . < T ti ^ CI 1 it • no 3; -»• X • i L/ ' i.O to 1- •COI-tOiO • CO ■< ej ■Xi 'JL. -< • -" 35 35 « • I-H \ ta 5 3 = ir. XI • — -> 35 X to 1 > t=^^ • to rs 35 M • • CI -^ X a s ^ • • 1- • • CO 35 CI Xi "35 -2 (£ 1 • ■ = • • = 1- -* I- t^ a u •SI • • CO • • t0^35 CI to • • o"— io"35 CI -J aa S: • • C5 • -l-COt- X 1 t r* • • f. f^ lO B xr to 1^ : :?i :?!2 ^^ ul 10 to to UO f< « ci 00 X' CO • -I/O '1-1.0 00 o — * 3 • ' ci '. -r X ^ e4 ; "35 ; CI E ?i > in < •> 6 6 o 6 6 r iiic : "t • • • "r^T : -t: -o -t3 T3 -o S. loV n^i 1 : • ' 1 u • • • • ••J : : : : I • • l Q • ,: " : ^ ♦ Ei-^S.IlSi^rg.-H^-i :-S 5 g •■OOC S'^oo^^i ;d«5 Ic slid 1 :l I fl ? ■■ I Hi! tii 220 Andrews' report on 1' U- .^ !^ •2 « e ^ p -« o i'^ ti « <;) ^j tS k. 4^ .«" «^-s lc ro . *^ R bo ^ ■^ ^ 'v ^1 S K >' c (? <-N « "vj 1 « «o 3 a o b ft > -a > a cS o 'C u s < s 3 O s M lO r» C»5 ■a c o IS > . O I-- • .-TC* • •ffjl- • "rn t • (M U) . . r inio -^ to n ti-ii-io -^ "-I 51 QC ■«»■ ffj ?0 ifS ■^ -- (30 O "M i-'5 I— I T»- C> lO -* — • 1.1 — » ^ ;0 PS IT f >f5 Ol CJ I- « 'TO I- ■» rt 1- I- ITS X ■^ TO (A I- S I- I- X 1' 3^- 2 g: 'J ITS wt to CJff-. (N — II -^ 3 s? 05tN O ^5-1 o o c o _ -a -3 "a T3 "3 a; c " c rt t» o o-r;-= o c •3 J-^-ot; •T&J • hir' ti; a S bo 15 3 t)-3 s CO •JO 05 r- ■•T I- ffl to 3". O t: a I El Pi < S.s i- (ij # 0) J3 00 (5 ti « L-5^iNr&. =-= = ?-s w C 3 o tU) 3 e; 3 s C rt COLONIAL AND LAKE Til A BE. 221 m V, o id o o I Eh w J5 w H H 0 CV O O oarcitoofcoto CJ to to C5 I- = C» I- l.-S l-H 1-1 ,-, .^ • O C! 1-1 05 X 3 lO O .a -^toi-j-tocjocjc^sro-j" 'T'TtO'rX'JDSO-rtoirs-r to O « I- rt /J Q ""^ X ■ •V 1-^ iO o p cj to c> a «■- -^ CI ■V r- C< « to — c c? to I- to o CI CI CI e> f to -< s w o; I- 5 — I- — " "»• n to — r^ CI CI ooo T3 "UTS « - i* K c ^ o 2 :?•;= ® So' ?5 Id 15 -a . 3 " O as C>1 00 C) 1» C! X) to CI c o = c ti ;:? tj-S «< O 3 ■r: ' 1 !' 'i 1. ' \ I •• . H I 222 ANDREWS' REPORT ON ^3 3 .s c o U I W H J o t^ •-i'00'r'^xii- • 05 1^ r- « >o t- tc m • irt • >* o "§'* j'^SS"'"?} *^ . lO ; ■i o 1— ( E-i o^ 'i i-itD«»" ••"roocimt-toooo) ■ t- ■ ^ O t • (TJ t- to IfS Ci QO rt .-1 . o S» la . •»»• "l. d fM « F-H ::; (£ U i-<«to«oo5pe^(N oci'ni-.toioor-t- to to 1-- OJ o ffl w Ol O h E en C o M QCi 09 Tl<^0 O* « f-^«0 ClM I- t- ocT Q 1 55 ff)t^tont-0Di-i^to 1-1 « T lO •«»i Ol O CTl i-H CO 'JilN torn ift © 1-^ CO CO < d ^1 nJ O ifS ifl 'rtiMS'«f1''CCtO 00 X c» < (N fO O ?%i:^S{:SS^ to r.. to [A C-^^C-t to tc 00 c o fc i-'oTo 1-11-1-1 « « lO '^ ^H 1— « X f-H ^r Q-X f-H 1-4 C<9 s?; M ^ O , H "!3 CO _-_ - (X ^•♦o •^;0'->c<5-«rc»:«o I- 1' o — t~ao 1-1 C» CI r-H M .-5 -T 1-1 l-H cr> r; ffj 1- — . rt 1~ d •^ »■ !« ;^ rl ei ■< u Id to c X T -^ O 1- lO -r CTJ CI s C' fO to 1/^ 1- CD = 1^ 'O i^ 00 X "«• •< C'^s»>'fomso-H o C3_ Irt .X c oc r- — t^ o If; 7D c» cf ff (?r H O ffi — < "M to -xi :o C- -H X CJ •* " c» — < •r c FIN cd -- - M 1^ ~ fO to 1- 'O O CI -H o t ir 2J d to _ >r, Y 1- ^ J3 * AJ U c c E 0. > c C 4. "t -b ■i c c a. t, c C d o - 1. n X b 6 01 G % c St u e. u 0. b c s: ~ a > 'I i 5 '5 t. r c c 1 COLONIAL AND LAKE TRADE. No. 7. 223 Property coming from Canada by way of Bvffalo, Black Rock, Oswego, and Whiuhall, during the year 1851. ArticIbB. THE FOREST. Fur and peltry pounds , . Product of wood — Boards and suuntlinir feet. . Shingles .M. . . Timber cub. feet. . StaveK pounds. . Wood . , cords. . Aehcs, pot and pearl. . . .barrclB. . AGRICULTURE. Product of animals — Pork barrels. . Bacon ,. . . .pounds. . Butter do. . . . Lard do. . . . Wool do. . . . Hides do Vegetable food — Flour barrels. . Wheat bushels. . Bye do. . . . Com do. . . . Barley do. . . . Oats do. . . . Br.iu and ship stuffs. . . .pounds. Peas and beans bushels. Potatoes do . . . All other agrirultural products- Cotton pounds. Clover aiul grass seed do. . . Hops do. . . BufTalo. 11,186 10,200,4-27 164,000 2,989 356,151 MANUrACTURCS. Domestic spirits gallons. . Linseed oil do. . . , Lciither pounds. . Furniture do. . . . MachincHand parts thereof.do. . . . Iron do. . . . OTIIKR ARTICLES. Stone, lime, and clay. . .pounds. . F.girs do . . . . Fish do. , . . Sundries do. . . . 38i> 19 6,000 1 -2,788 700 95,020 16,317 19,302 l.'>0,960 Bl'k Rock, 13,393,957 370 44,492 74,209,425 6,645 232,855 104,143 90 6,000 21,416 10,470 3,8«2 2,200 11,669 2,000 83,317 8 950 2,475 5,729 Oswego. 24,090,425120,893,897 2,800 34,13: 889 4,898 141,209 Whitehall. 1,041 Total. 12,227 1,929 1,187,371 343,932 684,280 70,176 19,844 111,291 64,896 56 68,679 ,860 455,778 2,081 154,461 4,835 7,589| '7" 9891 25,606' 243,084 3,.')09 21,132 1,101 25,862 1,120 13,000 184,638 172,363 132,091 679,501 172,944 1,467,707 356,151 8 3,352 19 6,000 17,686 155,161 241,064 16,317 371,773 837,715 78,165 104,143 51,179 366,671 3,509 86,028 146 6,000 91,196 25,662 10,470 1,120 6,742 5,000 13,900 184,638 11,669 172, .363 134, (mi 1,252,728 .M i !' V> m s aumKir^ ifWiV-; 224 ANDREWS REPORT ON 'i s s CO •S2 'J 00 ^ 'w s %1 « ^ '^ (^ ■a s fcfl o ^--s 4j ^ rs h. -ts S i: s^ « o • C01> 'f 05 • tX) 2 IS jA O © ■1" eoQ to 00 i- «J O ,£t l-^ irToT *--* -H~— 'cTt-'^ • i-'to »— 1 to o* ^t C5 •i^CJ CO (?> ■ XCO CO 1 u kl 3 CO rt to to .TO to •* w^ 1 < M «5 cidpH GO^ i 1 oo St • O 3> 1- o gj 1 O l-C>» C5 u^ • UO CO C» CO S « n 1 T ^ CO o c» 1- -r ^ r ^ O-H ■Xj J- ■X •fl" 1 o tfS •' •^ 1 o. 3 C5 CO ■*?■ CO E i.1 '-' . « n t— 1 u ^ ■ >fl CO ■ -»• COS ■* 1- t- o c» CJ CO — -^ P 3 f • CO B C> JO CJ CJ » X ! 3 • •-H «D r- TZ ^ ^ CI Q ^ -^ C- 'J" to 1.0 ?f , 1 ti 1 e^ <£) ir^ irj I ( :3§'«g > 1- 3 ^ CTlCTl : = gi' • (ff !oir 3 ~ e-i to • d K X) « • T C erj 1 §. "^ «r 1 L^ ^H • 1- •C -* c» . Ifl • r^ ^H f « ' u) M B •^ -H < CO o 1 S -Q 1 3 , o to f» ■ r5 -^ to ■* I- 3 CO CO 1 1 u tn C5 55 •>»■ • « Z) "T CO « 3 CO lO ' ta-l Ui %J Xl -H . ■» (?» o — 1- e> .X C; j H o •cJ !ci-^cfcJs TJ-H • -1 POfO CO C» 1 " 1 1m J2 S • o • to : S t! o • »r -r ^ -= a. •* • T- : g; 1 0, - - »-i p— • u- 1 1 1 «-* 4 d 1 J« B. ' ka i"! o 13 &> C I o '5 Q •^ is £ . t - -5 ii .5 -- c c fs c >• s. c _> at a S c ^ I- ■si C •1 C r c 1 1 1 i? t, > « c 15 d '5! a If c . 1 ; >t c e c2 C e ;£ i: ^ r ? ^ \^ :S u at 3 O U o » o ♦J o tS » 3 O o a. t -a •a u •-» B 3 o u u at o 2i3 o o be'' ^ ti • 5 ^ COLONIAL AND LAKE THADE. 225 «, 3 H 5 o 9 o flu o a. s 5 K U H u 3 If •4 ir. !fl •A '— -r 1- *» IS o o a. 3 as o a. •o I- i- ^J I. — "' -"5 .S o ' 1 - ifS ■ I- Cll- ' T&'cf '.a' X a^ •n' X, C5 '^ au 11^ I- r^ 'T< W 3 W ff) — < !0 rx ■ O O -HO i-i • O O •X 10 p • • -N i": s; Ti • • c^ -ri "o — . . c^ • Tl 8 C-: I- 2S? ' -r • o T. -T 7. ^. -r X . Pt < - 't -^ re -o -r • c '-a 21 f5 s: ?) S • 0»i- X •'t = T •' ■ -r — c^ '^ '* "^ o • re cc -T -a Ti o x' ! tF— — :r /. I - I - • I - CI §s (?« s . * ii a j2 ^ - 'J * . w c - s- ■ : ^5>-? Il% i^ =^ '■-•- I— = h O 5 ;. 16 CI c» CI or. ?{ X „• I j^ '' i^ Iii1 226 Andrews' report on f a ^ J3 i^P' • 5f . 10 2P • , , § ^ -r o • c^ • 'fj • • 1"^ 1- !. ... 1, -r 'J ifS • to • ' 2; a l-H ■ i- ' o "o -^ £? cSI ^ ^ • I- X « X • -r ft en 3 • 5!2 *r 2 C = x- i-_ ^ .s to «^ 1^ »r'cr -f fS) T< Irt ?> -| - ?^?r, : ?? : 1 \ fi : 1 ts o a. t -* : — O ; » : ; ; (5 • *\ O (M . 1- • 'o' • '/ ji c a; : CI ; . . . •o <2 ----- —^ ' ' ' .'. . ,' '^. • "'1 1^ • ~ ■f T-. • 1 - • s = tr n -f • • •- X on l-T O S?l '73 2 s ■ -^ lO ; l.-t K ,5 O 1- x -^ • "0 3 1^ u ag : ; • ^^ CO • CI 00 i « K C? 1— » ■*» • l,-^ » 1 • i 'T, h< "w t- C^ O • « • • • * « £. 1 :• -ri ; 'O ; ; ; ; ^^ 1 •^ t ^ J ^ ^ n' ; cf ; . . a s "w •. - . — _ _ - ™ r ; ; • Xj — -J • :'. r-. --x lO ■/3 X 3 -« • "^ J rt C ~ 1 toi JL K 3 ! '. i, . • . . X f; -" u eg . • • • • H — - V • •J 5 • -.n 2 !!- X • ^ . . . s% ■i^ c- • 1- V s '•> , 1.^ « : ~ •T » ;^ . . . • tf c c "n • • • . , . • • 1 'O c 2; : - ,^ — * • ' • ^J I 0) " : : \ , 3 ^ , • • , , . . • • a. , •.•>«>'. : : VI • 1 s a — y, ' J^ t: >" "^ > Q 5 =1= ^^^'V.;' 2 = ? 'J.-/: ?• 2 t I. rt ? a. •_ # ■- r > O C ;,;; !c;:>= '.25 a. ■ ^ i? nS it COLONIAL AND LAKE TRADE. 227 ^ ^ I 01 s JS O a w ^ W H H u H U Ik o u o Bi a "(3 -J 5 • a ns « —I «5 ■ M O CU ha o Oh s 3 o o. a. B g. e o ex K w c o t a «£ ■3 s a. '»« -r CI C5 W Tire ST, l/J 3 ' I- I- < I- ' I'- ;?? : : ■ I- •00 ■X. t ' -1" ■ (?» S a. s i| i i ^ :g : : 1,416 2.404 8 50 §1 : :g : iiiiii ^:i T§ i : : :S§^g • • c; S-. c^ cv 1 • —1 ;3 • • • • O '.T M M "" ■ n • CI " • • — ' lO • I- -» • • o ^0 o c» Cj" n o :§ igi'cli ' i.-S • I- ~ " CJ ' — X I- i", ' cc ST. 1"; •* — — 10 S «s i a. : :g : • 1- (MI9 006 . . CI • . . !0 • ; ; • • • CI ifl . . CI • .^ • o cr I- to" CI :■¥'> ■to>t : : : : 1^ > r* u u k. »£ ^ -JJ «''- c >• >• >* . = fc« li s S' c |4 o C 4) C J2 41 i) i) <» y.^ a 2 2 o o o M o o ;? sQ Pu, o cc S c «; j)^ •- 'o 1)=: s CO 1= S"* •^ >*C *^ ^^ o n u 13 u I o c K B (4 O E «6 i! !'■ if « I fil! ^ -c 9 a C o Eh I Eh < H CO o n H u t> fi o tt to I- u s h o m H u to a o « I J a ■fe M rt o o 5 ANDKEWS UEPORT ON 5 o a. S 5 c2 3 a. 9 o a. f^ 3 2 a o a. 3 2i u a. o a. 3 3 3 e ,3 g S 1^ 5» i/S - * ^':^^- -* too Vr.' I. cs ■!)■ 5d ^ s ^ g ? a- r OiOQ rt 5 be? ,-= 22 C ^ 4, iOO.i.i''-' - o ?* s = a. £?n> - c; 1; t = S 2 i2 ._' ^ X w ■• X 5 ;: ^ J u H Bi U ti: H O -a a 01 u h. a o g. o g. s o o a, i o a. E i ;3 o & H g. o n^ a no -H ^ M o in ■ It r; 'A ' t-i.'S Q CI -•> — -J O O 1 - ■-= -r X fl s ic en VS M — • I- « 5s ^ " c^ S.=: S ?:_8:CC.2|5;''^;S lE'^^f-'i =' - 2 gP 4) a, i 0) £ £„'rt c-"? -S S 2 -*' S "1 2 S O. :,' ? ~ n -C £ >-, H Id -M i! — . .5 SI 2 CO S I- si n ao' c» 'X) o n o iX to o a. U B SI o n'; COLONIAL AND LAKB TRADE. 231 PART IV. KAIMIOADS AND CANALS OK TIIK UNITKD STATKS. As u report ujum ilic itilarid comtncrcc ot' tin- United SinU's, or of nny iiuportimt nortion of it, would l)e iniperH'cl without ret'erenee to IIk; various works coiislilutiii;^ its eliiiiiiicis, to which in some decree it owes its direction, the lidlowini^ notice of the riiihoiids and canals of the United Slates has heen pr«'pared. The jx'ciiliar cliaracterislics of this country, in regard to its <,'(M)- grapliical and topographical feattnes and to tiu^ industrial condition and relations of the people of the age of twenty-one years he had crossed the mountains, and die subject of a canal from the tide-waters ol"th(5 Chesapeake to the waters of the Ohio received his careliil altcMition. At suljsecpient periods he visited the Ohio valley, and presented the n^suhs of his examination and observa- tion to the House of Burgesses of Virginia, tiom which body he received a vote of ihaidvs. Tiie plan ol" a can;d pro})osed by him was (>iigerly embraced, and has now so lf)ng remained a liivoritc; object that its im- portance and ultimate ci)nsummati<»n have become traditional ideas with the people of \'irginia. The merits ol'a general [)l;in li»r a (tonmiercial channel, by which to connect the East ami West, suited to the wants ol' tlu^, two diftlnent sections of the country, were not involved in the (juestion ol" route. Virginia, prior to the Hevolulion, was the richest, most populous, aiul most central of the colonies, anil her tide-waters most nearly approached the navigable waters of tlu; Ohio, it was lak( n ibr granted that the appropriate luute t()r such a wt)rk lay through lilbrf, necessarily involves a description of them, as its ftiture channels. It is also important that the uses, objetMs, and influences of public works in developing the resources, in stinndating and in giving new din;ctions to the commerce of the (country, should Ik; thoroughly under- stood, both as lending to correct h\gislation in conmiereial aflairs and as securing to these enterjjrises that degree ol' public confidence to which they are entitled. As herelotbre stated, at least $80,000,000 are now annually re(iuired to carry f()rward works in progress, and to me«'t the demand of new ones as they may arise. Of this sum, $50,000,000 are borrowed tilher of the eapitalisls of this country or of Eurc^pe, at rates ot interest averaging troin to 10 percent, per animm f()r M seiies ol years. A large sum is in this luainier added to the cost of these works, which might be saved were the public mind j)roperly eidighltiHd as to lh(>ir productiveness, as iinesttnents of capital, and as to their inlliK'iiee in in(.'reasiiig national wealth and prrn;d commerc(i. As soon as the hikes were reached, the line of na\ igable water was extended through them n(\'irly one thousand miles fiirthcr into the in- terior. The w( stern St;it''s immediatelv connnenced the construction of similar works, l(>r the purpose of opening a commuiiie.ilion irom the more renio'.' portions of their territories with this great water-line. All these woiks took their direction and ehiiraclrr liom the Erie canal, which in this niMimcr bcciinie the outlet l(»r nlniost the greater part of the West. It is diliieult to estimate the influence which this canal lins exerted upon the commer<'e, growth, .-ind prosj)erity of the whole country, tor it is impossible to iniagiiu^ what would have been the stale ot things without it. lint l()r this work the West would have held out tew in- ducements to til*' settler, who woidd have li.ive been without a market f()r bis most im[)ort;Mit j)roducts, and consei|uentlv without the means of supplying many f>f his most <'ssentiMl wants. Thiit portion of the countiy would have remained comparatively «uisettled up to the pres- ent time; imkI, where now exist rich and populous connnunities, we COLONIAL AND LAKE TRADE. 235 m- as m- er, should find an uncultivated wilderness. The East would have beca equally without the elements of growth. The canal has supplied it with cheap food, and has opened an outlet and created a market for the products of its manufactures and commerce. The increase of com- merce and the growth of the country have been very accurately mea- sured by the growth of the business of the canal. It has been one great bond of strength, infusing life and vigor into the whole. Com- mercially and politically, it has secured and maintained to the United States the characteristics of a liomogeneous people. It will be seen, by the following tabular stntement, that the growth of the city of New York in population, wealth, and commerce, has nearly kept pace with the increase of the business of the Erie canal antl the progress of the western States. The tables show the intimate relation of this great work to the commerce and prosperity of the coun- try, and that to maintnin a large foreign commerce it is necessary that a city should have a large domestic trade. They also indicate the annual tonnage of the canal ; the value of produce and merchandise passing tf) and trom tide-water ; the tonnage and value of produce received at HufUdo and Oswego from the western States; the number of annual locknges on the canal; the foreign arrivals at, and tonnnge of, tlie ports of Boston, Nc^w York, Philadelpliia, and Baltimore; the value of exports and imports of each of these cities, their inci in wealth and population, and also the increase of the popula- tiou ,, le western Stales since 1820. '« m n I. H ! 236 ANDREWS REPORT OV ^1 » 1— 1 1 ? o §^:^. 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(/ a y 1/ J ./^ V J j^^ or 1/ :r i/ j5 J I: #4 238 r o & Jl « -o i: Qi tt 3 H o 4 5 ■a a C a) s S n u O C4 a a ANDREWS REPORT ON J. c4 -3 ■a I en a S s a 1 i S 3 :8 ffl 'M K7 -f o» ci ^ 71 = o — /) M — I- 1/ -fs -p o> -- -f ei ,-1 -t -M 5> -■ -+ i-5 'C '/■■ ■^ ^ •* t- .ri -r -- -f ■z' »<; ^5 1 - T -ft -- -r » r- ^ I- -f c» r * '/ '/' -^ ».^ I- »-« Ci ri ^- -t --i r 'W ■^l -xi -4 ^ ^ ''■t "f '^' -^s* '^' *?' = 75 '*■' I V. ,0 f ' '■ S.C f, iC * c a c i ew York T ^ V t 1 ''^ 1 %h. B ' i ■i; 1 S U ° ?^ ^ « 1 1 is 1 1 «j to e K g. g e i ^ -r O ^1 «? r m5 T" !-• ^ C? '/) -M '/> - 'T) C5 h- tS r ~ -ji M :c o a> *• 4.- -"-I i ?.r X t - — •© I* '-r.M'c'rc^''-'''5» »-»'■?»' ^'»-i ^r?i ?r^ *< w ?o « »* ».1 --^ -4 ':t T" ^ "^ " -* c^ ^ •- ^"^» ^ rr -< S ^ ** ht Tl •+ * - I- »- 04 t/ — — ^ 3> ^< »- Ok 7t "I i. Ci c '£ 1 1 - r - - -i - C Oi X — ?*•?» ^ »- fc^ T -M — -^ r- / •>» »- "^ 5* 71 ■>! *i (>» 9^ '?» 71 t *i cc flf « ^ « cc oc 00 ■?: COLONIAL AND LAKE TRADE. 239 in ■«.- I / ■>i ■M "T O ^3 (U 4) 3 4 C r/j •.-< TS G O O u ^ ^ IS o :5 ^c •3 I I 1 1 1 ^ ! :c '?! - w CO « -x) 'is « i5 »?5 o4 ^ « «^ 3 ■» '* ^ o> X «5 -r 5 i xt- ^ 81- <6 » v. :{ 2" w 4 ~ — I- * w S <« r- -7 iri c« u} o> -* • * 'n •+ *; wi o> Vj (^ 1 . i« t. d» I* ''/> i- ^- 1- CO '/) o» o ?i ri tx o -M 9; 'M - q6 fh " ^ o M) -f o ^ I. -jO ■^ I- -f •r 1- t; ^ o» I- 3» ^i ^ f>i « r/> 'X ^ d» -p -f -T 5> »'; CC T* ^ ..; 'M O O 10 3i 't' »ft -f O) ^ i ^ O Tj 0> 0> t- O 1" ^ »- I- -f 'M O tC «> X ^ I- l» «0 a* I* /) Ci 00 !•• c/i !• I- :3 :; C: 'Jl -t iX ^ — «C e iri 5 « C- ^ O-l n- o -t r- — < e. M w e o ^ ° s a ft 5-c ■ a u o, .2 O -O •-* ^ O ^ ^ »- O 1— ti^ fM -* iri O ^1 ?f t- O « (Tl i-< iC OS 'M •-' T' ""/^ »-* ^> <0 0> « 1— — »-• « 1^ c> (51 •« I - '— k"; I- ti CO I- 1-H lo fo JO ""t CJ «o X .-« c-i ic ^ c- »- ^ ^ t' »rs -' it' *" ift" '/T t-r" orT ^^ cr' 1 - 1--*" irT ic *' 'n'" "-I^ ■=' <— ' Mt' ► - •^ » M 5» I- vj « ^ H" ts «i «c <(t 01 ■?! 05 -4 Ci *i *c 00 f-r 'X I- o k*: »-- 1— :. CO o> -^ -^'" 't'" ■-/ ■' >>* 'f -¥ N.' wS -? f — ' t - -ri i.^*" -f t^' -*' (J r vf r^ t7 'm'" i'y'^ «© oT •-? ■"a' '^ -t '■'^ .rt tt) (o ed o» I- 1- •- ?i — 'r"M Oi I- « o "I" to ?: w c: «- 1-H o ;;■ Ml- /; o n o> ?? •— / -M '/ 'Tt ^ -t 'C »- t- r- oj rft ir; I- « i / — (?i ^ - :; --o o *> -f '-' s-i — CO s z t* '^1 ■- c •* r- t.t -t ?» -t"M ci c -r «c r- Oi "f o ^1 o a» •*'3>'-?r^' -r.'yJ— *"—*" I -'rf.r;'" o' —'/'£)' -o -' tri 'C y ji -^ -^i 'il r:' *-^ '^ r' ^ z^ t;;; O f* b- J3 a. 1- »- X t£» to a» C> - ^ « h- "rt Oi k* C; -Jl g. ■^ i ^ ^ >» -+« -r I- = ■ 5 5 .7 5 ^ ? * ift 5 ti * 5 5 5 * 5 ^ ■'•j r> - Ci I- a> I- '^t rr tc to 4j ; A iS »6 »S o A i^ to ri -r c i 5 ^ i 3 .(^ - 5i = =r t- r: ^ o r; ct> o> © . tJ't.H-'i.'iJ'i .'i.'-^r^'f .' c'c*»^'c' ~' ='»--' '^r'l';':t'?i c'r- -*■ *I -m'— ''-s o ■ to 5? r* X w w X ? I *-* r *! /■ ^ -f f -»!■ •x -r: *.- c o x r: 1 - v: « '/ -m »-« ■'TCI- ■tit CO ■tib o I > ! . . . -o ■ — t?. " T -r «• f I - — cc 't^ r — = o =r 'c '/ I- r .- te t- -t? to rtj ■ • r- ■ r> ■>* :< tj -. ^ — ■/ — r ti o 'f " — ^» ~ ■ - rf — " n -m Ci — rt • ■ -J ■ I- 5;. », :. o ^1 tc •-. ..-: t- r*- X o -t .- ^^ -, c i r: T :^ - _ -^ « • • • k^ ■ r- « c.'x o * *! t-* r* x'-— '»-* ri^^rW •*' ti ff*' *''/* ^i' -M* *»' H-' h'T* '/J . . ■ , . ■■-.-" r -7 - r» •♦■ i ^ -*•.■:'/ ?^ e^ r -M '£ rr fc* »-» — r r- . . _ • »r ^1 - r t^i *i ?: f fct I- o »- ^ /. ji »- >y -M Ci ri ji ^ r- *-» - ^ • • ■ m' • I- -ri "f — 'rt'o' 'O-i"*^"* r'C!r':^''-ti'»r''M'— 'r.'cj'o'c»'-r'i- •t •-? t«' o^ ■ • ■ r • i — •- — ^i ■?: ■^ w / — i" ti' t- 'o o o r" -M '^7 x -^ -• k-t t-: r fi ■ • ■ • ^-i •-* I-- « — t-« f- ^ ri 5J CC C^ ;* Cl ^^ 31 2-1 ^ i^ i?4 ?l Tl Jl i?l ?» 93 B s 53^-2 C'-'^i'ir^ifttci-TO* T^ — ^ix^O***- '"C* r — '^J7?•*lOtc^-■^o*c••- Vi -T ■» f/' X '/) -x -/J r df) f 'Z y / r/ (rZt^^ / >r. cr ir- • cr .■»> r/ -jr> (^j ^ l 240 ANDREWS llEPORT ON The foroi show, th Ih )fHrihi ivnnco ilv Slil statements IMiihulelphia have made a raj comiiierci' lias remained ve years, jjroNUig most coni-hisivf-ly tluii a lnviiv Jhnigii comuietrc ean only be uiaintjiiiied by a city th;it is able to make liersclt'the depot of the domestic prodiii-ts oi'the eonnliy. Th(! Erit! (Miiid seemed to the city of New York llie trade of the interior, bee.'iusc it oeeupied the only route pr.'ietieable li)r siieh a work. So lonij, theret()re, as canals continued tiie most npproved of known modes of" tr;insp(»rtalion, the superior position of tliat city in rclerenee to the inlern.d trade oi* the country remiiined unciucstioncMl. Such is now no lonu;er the case. For travel, nnd li)r the transport- ation of certain kinds of merchimdisc, the supriioiity of r;iilro;ids is admitted. It is also clnimed tlint th(>y i-an succes;-(ully compete with the canal in he;ivy frciulils. Jlo\sevcr this niiiy be, th(; correctness of the assumjjtion is admitted by the construction ol' railroiids parallel to all the caiic'ils, l()r the purpose of (ompr liiiu; fr the business of the lat- ter. The conviction is now almost uiiivirsal, lh;il commerciiil supiem- aey is to be secured nnd maintiiined by this new agency, which neu- tralizes, to a great extent, tlx- advantages nrising from the accidents of position; and that the cohuik rt-e ot' the country is >tiil a prize tor the competition of all cities whii-h may (;hoose to enter the lists. In- fluenced l)y these views, all the great commercial towns have either comphncd. or are constructing, stupendous lines of railroad, with the i;onlid(Mit expectation ol" securing to nuli a portion ot' the trade which. up to the present tii/ie. has been almost entirely monoj>olized by mu. It is proper to .-talc, that tin- people of New Voik. in view ot' the competition and rivalry with which they are threatened, have (let(T- mined to eoniplett; the enlargeinenl oi'the Erie canal within the shortest practicable period. Jt i> cakailated that this enlingement can be com- pleted within //ovf years after it shall be undertaken. The enlarged can d will allow the of boats of 22-1 tons burdeii, or three times the capacity oi" those now i uiployed ; and will, it is estimated, reduce tl cost of transporting a barrel of Hour I'rom Bufliilo to Albany to twenty- ive cents, aiK lotl ler men hand ise m lik )ro|)ortion. pro] is the eaiiii 1 is abuntlanlly suj)plicd with water, the only limit lo its capacity is the time retphred li)r pasning boats through the locks. It is calculated that an average of :J(), 1)00 boats can be locked each wav during the busi- ness seas(tn. Allowing each bout to be fullv loadtd, the total loiniag(; capacit" of the enlarg<'d canal would e(|ual I l,()-h"^,000 tons. Hut as the |)roi)f)rtion of down to ui) tl«'i''lils is as linn" to one, the avc rar bS-Ol, at .1-10 tons tin- each boat, which, titr r>2,000 boats, would gi\e innual movement ol' 7, '2-50, 000 tons as the total eapaeitv of the an canal, or .O.iS'J-J.OOO ton,- down, and l,40fi, 000 tons up freight. It is esti- mated that upon the enlaiged canal the cost r the pur- pose of diverting a portion of the trade of the St. Lawrence at that point, and it is reasonable to suppose that all the roads named will, in time, be{;ome, in conn(!xion with the lakes and canal, important out- lets l()r western traih'. They promise to open not only clu^ap, but ex- peditious routes, which, in a press of business, must be well patronized. It may be staled here, that the proposed ship-canal from Caughnawaga to Lak(^ (!)haiiiplain will open a |)ra(;ticable route li)r the largest class oi" vessels from the upi)er laki-s to Whiti'hall, within seventy-live milei of tide- water. As the route of the proposed canal is remarkably favorabh% and aa it cati b'' ti'd froi'n the St. Lavvreiu^e, and built at a moderate expense, it is believed that it must be constructed at no distant day. Ilailronds of New York. Hdilroadu from AVmvy to Biiffulo. — The first continuous line of rail- road lo coiuicet lh(! lakes and tide-water was that from Albany to Bullido, fbllnwing very nearly the route otllu^ canal. As it was a pri- vate ent(!i prise, and catrK! into tlirect competition with the Slate works, tlie canal tolls were imposed upon the carriage of all freight, in addition to the cost of transportation. From this source the State has dt>rived a large revenue. This tax has had a tendency to confine the business of the road to the less bulky and mor(! valuable articles of freight, and to those of a perishable nature. Th(> tax was removed on the lirst of D(;ceml)er, bSOl, by an act of the legislature ; hence the road is novr brought into tree comjtetition with the canal, and has, during the pres- ent season, carried Hour i'rom liuHiilo to Albany for sixty eeiUs per barrel, which is nearly fifty cents bcilow the average price by canal f()r nearly twenty years subseciuent to its opening. The (piaiuily of freight is still restricted fi)r the want of sufficient equipments and suitable accommodations f()r receiving and storing it, particularly at Albany. This fact operated as a serious drawback on the past winter's oper- ations. Till! necessary facilities f()r business will soon be' supplied, and th(!re can be no doubt that the railroad will (>ngage in a Luge car- rying business in direct competition with the canal. Tlie abov(! road will soon have practically a double track l()r iti whole line. It already has such from Albany to Syracuse. From the latter place a new road is nearly compU;ted to the Niagara river, couv- I)osed of the straight line between Syracuse and Rochester, and the Iwchester aiid Niagara Falls road. Its capacity for business will, 16 :::^(l 242 ANDREWS REPORT ON ! ? theref()ro, be unlimited. It connects with Lake Erie nt Buflalo; and with Lake Ontario, tluniigii brMuclies already in operation, at Saekett's IL-ir- bor. Cape Vincent, (Iswego, and Levviston; and, by lines in progress, at Great and Little kSodus bays, and at Rochester. By presenting numerous points of contact with western trade, it will eseapf; all tlu; inconv('ni(>nce3 of too great a concentration of business at anyone point, and will be en.uhlcd to ofI(.'r great facilities tijr the ch<;ap and easy transport of freight. At Albany, it will connect with the Hudson river and Harlem roads, the t!)rmer of which will be a doable track road. In eonnrxion with these a d;>uble track will bn fluiiKHl from Xcw York to Bnlliilo, and to various points upon Lake Ontario. At lki(};ilo this line is carried l()r- ward to the roatls of Ohio by the Lake Shore road. Tlie gnat western roads of Canada, now in progress, will llirin a {(uniexion widi Detroit, by way of the north shore of LMk(^ Kii{ . From Detroit, the Michigan Central railroad is eomplcti'd to Cliicai^o; ns is the Michigan Southern from Monroe; so that by January, 1851, Nv.w York will have two par- allel lines of railroad to Chicago, each <»f which will be about one thousiuid miles long. From Chicago to the Mississippi river two im- portant roads are in progress — ihc (Jaleiia and (Miicago, and the lloek Island and Chicago, both of which will be conn>lcted in the course of 18.>3. The length of these lines will be about one hundred and eighty miles each. Although the earriag(> of liciglit has been denied to the above line, except on payiuent of canal tolls, wliicli ainounls to a virtual proliibilion oi' many artieirs, it has exerted an iiilliience on tlx- growth and pros- perity ol New York second only to that exerted, by the Krie canal. In connexion with the great lakes and the western lines ol in)pro\ement, it commanded, as soon as opened, the travel between the Atlantic States and the West and S(»uthwest, and concentrated this travel uj)on that cit}', which in this manner became a necessary point in tlx; route of every western or southwestern merchant, visiting the eastern States. The resvdt was, the introduction to merchants of that city of a larg(; class ofcountr}' traders, who would (Otherwise have continued to pur- chase at j)oints where they had been })reviously accustomed to trade. By passing through New York, the whole business jtopulation of the country established business relations more or less iutimati; in that city. Eric raihoml atid i(s branches:. — The Krie ri.ilroad, unlike the Central line, was planned and has been executed with special reli'reiiee to the acconnnodatif in C)f the trade between New York and tlai West. It is the gr(^atest work ever altemj)ted in this country, and its construction is the greatest achievement of the kind yet realized. The road .and all its structures are on the most couiprehensive scale, and its facilities lor business are fully ecjual to the magnitude and object of the work. As the lake, on the one hand, and the Hudson river on the other, are approached, the road spreads out into a number of indej)endent lines, t()rming at each terminus a sort oi' delta, to accommodate its im- mense business. Its outlets to tidi'-watc^r are at Newburgh, I'ier- mont, and Jersey City. At the two Ibrmer places the company COLONIAL AND LAKE TRADE. 243 tiiulc. of tlio in llml Contral V lo the . It is I ruction 1 :uk1 all lilies li)r U. i(> other, "pcndciit (; its ini- rb, Pier- coinpfiny have extensive grounds for the rrerption, storing, and forwarding of inorcliandise. With only one terminus, it would ho impossible to uccornmodatc its immense business without great confusion and delay, and greatly increased cost. On the western portion of the line, as soon as the Susquehanna val- ley is reached, important lines radiaU; from the m.iin trunk, striking the lakes at all the pomfs above niuned, and at Dunkirk in addition. The more im[)ortant of tlies(? branches nre the Syracuse and Ijinghampton, in coiniexion with the Syriicnse and Oswego road ; the Cnyuga and Sus- quehaiuia, in connexion with the L:ikc Ontiirio, Auburn, and Ncsv York road; tlu^ Can;indaigua and Corning, in eoniuixion with the Canandai- gua iuid Niagara Falls road; the liidlido. Corning and New York, and ihe IkilJido and New York City rjiilroads. By mea, s of all these f'cders, the trade of the West will be inter- ce[)ted at iilm(»st every important [)oint on Lake Erie and Ontario, arul collected and l()r\varded to the; great truidi line. iSIcaiures are nlso in progress to connect the Erie road widi Erie, Pennsylvania, by a line running direct from liittle Yalley; and with Pittsburg by means of the Allegheny Valley railroad. It is haidly possible to conceive a road with more liivorable directioi and comiexions, possessing capacities f<)r a more extensivcr business, or one tli;it is di'stnied to bear a more im- portant relation to the commerce of the whole country. This road was o[)ened l(»r business only on tiie lirsl of June, 1851. It has not, therelbre, been in o{)eration a sullicient length of time lo supj)ly any salisfictory statistics as to ils ()robal)le inllnence upon west- ern connnerce. So far as its business and revenues are concerned, it has exceeded the most sanguine expectations. In this comu'xion it may be stated that another v(>ry important out- let from the Erie road to tide-waler, the AUkhdj aiul Si;s(ju(hn>iii(i rail- road, is about to be conniictu'cd ; the nu aiis to construct which have tdready been secured. The distance from Binghampton to Albany by this route will be l\'i miles, again>t 2'2i to New York by the Erie road. From Binghampton, going east, i-onunence the most (lillicult antl ex- jiensivc portions of the Erie road, involving high grad<'s, short curva- tures, and a much greater cost of o{)era ing the road per mile than the portion oft he line west of that point. I'rom Binghampton to Albany the route is very direcl, and the grades tavor.able ; and there can hr no doubt that a considerable portion of western frt'ighls, thrown upon the Eric road, will iind its way to tide-water over the Albany and Susciue- harma road. Such, particularly, will be the (;ase with treighl which is designed tor an eastern market. The large number of railroads con- verging upon the Susiinehanna valley renders the Albany and Sus(jue- hanna road highly necessary, to relieve the lower portions of tlu; i()rmer from the inmiens(! volume ot' business that will be collected u})on the main trunk from all its tributaries. Th(! best commentary on the importance of the last named project is to be t()und in the action of the city of Albany, which very recently, in her corporate ca[)acity, made a subscription to its stock to the amount of $l,000,()()t), in addition to large private subscripti(»ns. The lidlowing table will show the cost of the oublic works of New :'■■ H 244 ANDREWS* RBPORT ON York wliicli luivo been constructed, or nni i;. ./fttpfroM, wifli ii viow to their becoming avenues of iIjc trade between tlu: Kuat and l\\r West : Erie nnd Cli.implniM eun-'ds $2(;,(HH),()0n Ainoutil estinuited l(>r eoniphiliim of Erie canal !),()()(), ()()() Hudson river railroad 12,()()(),()()() Ilarletn railroad 4,S7.'},.'}17 Utiea and Sclieneetady railroad 4, I4'},1)1S Albany and Sflieneetadv railroad 1,740, 41!) Syracuse! and Utiea railroad 2,.'j7(),8J) F Itoeliester and Syracuse railroad, (both lines) (),4(I4..'J()2 Ilullldo and Uoclie-sler railroad 2.2-v'.S,i)76 Roeheslrr and Niagara Falls railroad l,(;()0,()()0 Oswego and Syracuse railroad /jSS,7()8 Uoine and Watertown railroad l,.'j()0,()()0 SaeUett's Harbor and Ellisburg railroad ;i.')(),()0() New York and Erie railroad..' 2(),()()(),()()() Canandaigua and Niagara Tails railroad 3JA)0.(H)0 liuflJdo, Corning atid New York railroad 2,()()(l,()l)0 KuHido and New York city railroad l.rjOl),!)!)!) Albany and Suscjueliaiina railroa^i 4,<'irj(),()()0 ll(),ll(),()Sl Note. — The cosf of the Sodus bay and Southern, and lli(> Lake On- tfirio, Auburn and New York railroad.-), cannot, in the present stage ol" their alliiirs, hr estiniaf<(l with sulli.-liail aeeuiacy to give iIk in a place in the above tabk-. The cost of the Itoeliester and Syracuse road is estimated. Railroads f/om the citij of New York to MnvtrciiU Caniida. — The roads that make u|) tin; lint" iiom the city of New York to Montreal consti- tute a very important route of commerce and trav(4. Tlu' city ot Mon- treal is \.\iv commercial emporium of the Canadas, and is a large ;iii(l flourishing lowti. It lies very nciarly north, and at a distance ot about lijur luindicd miles from New York. Tlu; roads which (MHineci thes(? (tilies li(; in th(! gorge; which divides in two the great mountain raiigc! extending, unbroken, except in N(!W York, neaily from tlu; (iulf of Mexico lo the (julf of St. Lawrence. This basin, or gorge, is occu- pied by the Hudson river, Lake Champlain, and tlu; outlet of the latter lo the St. Lawrence — the river Sorel. The route, as will be seen, is remarkably direct and liivorable, as far as its j)hysical characteristics are concerned ; and as it coimects the comuiercial metropolis of this continent with the great city oi'the St. Lawrcince, and traverses a con- stant succession ol" large and (iourishing towns, its importance will be readily appreciated. This great route is made up, l()r a large portion of the distance, of two distinct lines. The first link, froui New York to Albany, is com- posed of the Hudson river and Harlem roads; the second, from Albany to Itutland, Vermont, is made up of the Troy and Boston, and Western Vermont roads, and the Albany and Northern, and Rutland and Wash- ington roads. From Rutland only one line is in operation, composed COLONIAL AND LAKB TRADK. 245 cf ilio Tfiitlfind nnd Biirlinpton, Vormnnt nnd Ciinndii, nnd Clinmnlnln find St. I,;i\vr('li(' of about sixty miles, and a comparatively short link only if< wantiiii; to eonstitnle a new and independent route between New York and the St. liawniiee river; which there is every reason to believe will soon be suj)pli('d. The ab tvo lini; of road, thoni,'h recMMilly opened, already comnvi^ds nn anioiuit of travel fully etpial lo tln^ iin[)ortan<"e of the conncx '■n\\ it sustains. Its through-freight business is not so larg(! as its passen- ger travel, fiir the; reason that a large portion of the; line I'oUows the imtnediate bank of an excellent iiav igable wa T-line, which, in tlu* ftunnnir season, conunands tlu; heavy freight. In the winter it will l»ecome the <'hann(d of trade ns well as of travel. As a pleasure route it presents nnconiinon attractions, which will seciu'c t * it a largo lousiness in the dull season l()r Ireight. 'I'he inli..id line in Verr mt n.'d New NOik, however, traverse sections of country capable of p- plying a very large local tratlic both from th(;ir agricultural iw^ ) nn- cral resources. Among the most remarkable topograj)liical i'eatiu'es -:' ^^is eountry is the severance of the great Alleghany range by tin Jludson and Mohawk rivers, on the one hand, and Lake (Jhamplain on the other. Ho deep are these indentations that the "A*//o- A(v7" of seventy miles on the canal, occupying th(^ sunnnit of the ridge which divides the waters running into jjake Ontario from those flowing into the Hudson river, and which coresponds to the crest of the A llegliiinics, is nearly one hundred ii-et below the surl'ace of Lake Krie, and might, witli some additional expense, have been ll'd from that source Lake C'iiamplain is only eighty-seven ft:et above the oc(>an, and the sunnnit between it and the Hudson is only otie hundred and liTty- s<'ven feet above tide-water, and oidy twenty-three tt'ct above" the latter where the ('hamplain canal intersect. :' In approaching New York liom the interior, which is in the dn-.-'hon of the heavy trade, the above mutes are the most favorable to economical transit, nothing being lost in overcoming adverse grades. It is these fai'ts that con- stituti! thesi" routes keys to an imporlaut |)()rtion of the commeree of the country, and have rendered New York the connnercial metropolis. They are as well adaj)te(l to railroads aslo canals; and as these de- pressions are bounded by high ranges of hills, the basin at the head of navigation on the Hudson must be regarded as one of the most impor- ant interior points iti the railroad system of the country. All)any and Troy are the cities of the eastern States, lying upon tide-water, the mo.st accessible from the interior, and are con.s<>nt. The tni/iks of these to tide-water are the Hudson river and Harlem n)a(ls, which bear the same relation to the roads occupying the routes above described, as does the Hudson river to the Erie and Cliamplain canals. These facts .H' 246 ANDREWS' RKFORT ON ' 4 \ ■ are a sufficient illustration of the important relations borne by the Hudson river and Harlem roads to the raihoad system of the country. Railroads from LuJce C/iampta'm to the Si. Lawrence. — The Champlaiu and St. Lawrence, and the Plaltsburg and Montreal railroads nave already been briefly described. The; third and most important line of road uniting the above wati^rs is tlie Northern, connecting the lake with the river St. Lawrence, at Ogdensburg, a point above the falls on tiiat river. This road, though in the State of New York, is properly a Boa- ton work, as it was planned and the means liirnishcd li)r its construc- tion by that city. It is regnrded as the key which opens to the roada terminating there the navigable waters of the lakes. An important extension of 'lis road is under contract from its south- ern angle, near Potsdam, to Sackett's Harbor, on Lake Ontario. The completion of this link will form a complete chain of railroads through the northern portions of New \brk, connecting Lake Chaniplain with all the important ports on the eastern shore of Lake Ontario. Tiie three leading lines already described constitute, with their branches, the great routes of railway travel and commerce in the State of New York. In addition to the through business, tiiey all traverse routes capable of supplying a lucrative local traflic ; particularly the lines in western New ^'ork. The description of the trunk lines will convey a sufficiently accurate idea of the objects and characteristics of their respective branches without a special notice of tlic latter. The most considerable line of road, not particularl}' alluded to, is the Long Llniul road. This was one of the earliest works of the kind in the Slate, and was constructed chit lly tt) acconmodate the travel between the cities of New York and Boston. It is a somewhat remark- able liiet that the pioneer work slujuld be now entirely abandoned as a route of travel between the above cities. It is now only used to ac- commodate the local business ujxh. its line, and consequently cannot be regarded as a work of much importance. Iklamirc and Hudson canal. — This work was constructed for the purpose of opening an outlet t()r the northern Pennsylvania coal-field. It extends from lloundout to Ilonesdale, in Pennsylvania, a di.staiict! of 108 miles, and is ctamected at that j)laee with the coalfields by a rail- road. It is a well-constructed work, of large caj)a(ily, and has proved a very useful one, not only on account of" its coal trade, whence its chief revenue, but from its local traffic. Measures are also in progress l()r the construction of two eonsid(;ra- ble Hnc.'s in the western portion of the State — one from the city of Rocheste-r, li)llo\ving the valley of the Oenesei! river, toOlean; and the other lioin Bulliilo, f»robably to the same point. The (jbjects in- ducing the construction of these roads, independent of local considera- tions, are tlu; connnunieations which they promise to open through the Alleghany valley road with Pittsburg and the coal-fields of iioitlu;rn IVnnsylvania. Both routes traverse districts of great fi;rtility, vvhi'^h cannot fiiil to afflml a good business. The value of a railroad con- nexion between BuflFido and Rochester, tlie two most important cities of western New York, and Pittsburg, which is at the head of navigation on the Ohio, will be readily appreciated. An examination of the accompanying map will show how coniplcle *l )lcle I! i; r COLONIAL AND LAKE TRADE. 247 is the system of public works in New York, constructed with a view of commnnding the trade of the interior of the country. As previously stated, a large portion of this trade naturally falls upon the great lakes, from the liicilitics they offer tor reaching a market. The importance of this great water-line is still farther increased from the fact that most of the leading works of the West, designed to be routes of commerce, rely on it as a base. The commercial or business outlet for the lakes, as well as of the works connected with them, has been tiie Erie canal. That work comes in contact with the lakes at only two points, Buffalo and Oswego. The railroad, on the other hand, by the greater facility of its construction, opens as many outlets from the lakes to tide-water as there are harbors upon the former accessible to its commercial marine. New York is now profiting to the utmost by lier advantages in retiirfnce to western trade. Nearly every good harbor, as well oa Lak(? Erie as on Ontario, either is or soon will be connected with tide- water by railroads, actually constructed or in progress. Already such conn(^xions are li)rmed with the harbors of Cape Vincent, Sackctt's Hfirbor, and Lewislon, on Lake Ontario ; and roads are in progress from (Jroat and Little Sodus bays and Charlotte, with similar objects. On Lake Eric, roads already ext( iid Ironi Tonawanda, Black Rock, Bulfilo, Dunkirk, and Erie, Pennsylvania, to tide- water; so that in- stead of only luo outlets tor the trade of the West, at Buffalo and Os- wego, there are to be at h.-ast six times that number in New York alone. The tacilities given to tin; commerce of the country by all these lines must prove not only of utility to this coumieree, but to the trade and prosperity of the Stat(! and city of New York. The additional avenues lo marki't, already opened and in progress, will, by a healthy competitioa, reduce th(^ cost of transportation to the lowest possible point, and stimulate the niovenient of property and merchandise to an extraordinary deure<\ While every region of the United kStates is making extraordinary exertions to turn to theiusi'lves the interior trade of the country, New York is preparing ii)r the most t()rmidable compe- titiort with her rivals, and makes the most of the m(^ans within her reach to maintain her prest^nt j)re-eminence. RAILllOADS OF NKW ENGLAND. 737,- mls to Staff ^y*3f/.v,sy/r//;w//.s-.— Population in 18;30, 010,408; in 1840, JOO; in IS50, i)l)4,5l4. Area in square miles, 7,800; inhabits iijuare mile, V21.V.). State of Va-mnnt.—Vo\)x\\AUin\ in 1830, 2S0,(;o2 ; in 1840, 291,948; 1850, 314,120. Area in s([uare miles, 10,212 ; inhabitants to square in mil'', 30.7b State of SvM- Uampslnrc.—Voy^uVnum in 1830, 209,328; in 1840, 28-1,574; in 1850, 317,970. Area in square miles, 9,280; inhabitants to square mile, 34.20. 248 ANDREWS REPORT ON The Massachusetts Si/stcm. Under this head will bo embraced a notice of the rfiilronds of ther States ofMassiichusetts, New Hampshire, and Vermont, lis the lines of these States constitute one general system, and have been constructed by means furnished chiefly by the city oi' Boston. Western railroad, — No sooner had the people of this country Ix^come acquainted with the part tliat railroads are cajiable of ])('rti)rming in commercial affiiirs, than the city of Boston conceived the bold idea of securing to ilself the trade of the inUTior, fi-om which it iiad pr(;viously been cut off by the impossibihty of opening any suitable eomnuinica- tion by water. It was this idea that gave l)irtli to the JVesUrn railroad project, the most important which has yet been consunniviled in New England, and one of ihe most so in the United States. Tliis work h:i3 probabh' exerteil a wider influence, as the b(\st illustra \oi! of what railroads accomplish f()r the advancement and welfare oi' :■. jx nplc, than atjy similar work in the eoiuitry. Fron\ the largelle^•s oftlf- ( nlcrpriset the early period of our railroad history in which it was iai.icrl:ik(Mi. and the diffuMiltics in \hv way of its conslruelion, it is j)':')pcr', •/ rcfi'itcd to as a tilting monument of the sagacity, skill, and j)('rsiv( ';mi(h; of the merchants of liostoii. The eomplotioM of this ro.ul may h- eonsidt red as eslahlishitjg the raih'oad interest of this country upon .: ti)in basis. It showed what could \h; accomplislied, and the iiillnfiiee such W(»rks- were calcuhited to exert uj)on thi; course of" trade, and in promoting the prosptMity of all classes. It imparted a new impulse lo the iulernal- nnprovement tieling of the country, uiuh-r which our railroad enlc^r- prises have moved fluward, with increasing ttrength anil vigor, to the present time. 'rill! Western r.-.'ilroad, when its objects, direction, and the olvstacles in th(; way oi ils eonstruetion are considered, is cerlaiulv a remarkable work. Through it the city of" Jiosion projxjsed to draw to herself the trade and produce of the West, from the very harhor of" New York, (ti)r the Albany basin can only he regarded as a portion of her harbor;) and to open in the same direclion an outlet l!>r the product of her man- ufactures, and of" her f()reign commerce. It is well known that these efl(>rts ha\(' been .mi far siieeessfid as to secure to liosLon a large amount ol' westrt II trade, which* otherwise would have gone to Nt!\v York, and to r( nder thi Western road her channel of couununicaliorj between the f()rnK r eify and the West. Jt was only when menacod by this work, that New York successfullv resumed tlie construction of the Erie railroad; ami it is not too much tosav, that hut for tlifM(>rmer, the Krie road would proftably have been ahandoned, even alter lluj ex[)enditure of" many millions of" dollars, aiid the Hudson Kivcr railroad pn»ject remained uiilouehed up to the j)resent time. The Western railroad, though constructed at immense ctist, has proved to be one of the most productive works in the United States, paying an annurd dividend of eight per cent., b(>sides accumulatiug a large sinking fund, it has been the chief instrument of" tlu; extraordi- nary progress of Massachusetts in popjilation, wealth, and conjtiiercial greatness, from 1840 to 1800. It supplies the Slate with a large por- tion of many of the most important articles of iJjod. It opened au out- COLONIAL AND LAKK TRADE. 249 S* let In thn protliicts of her mfinufncturin;^ estnblishmonts and her foroign comnn^'cc, and stimulated every industrial pursuit to an extraordinary degree, and, fronn the results that have ibllowed its opening, forced all our leading cities to the construction of similar works, with similar objects. Rail roaih from Boston to Lalce Chnmflain and the St. Lftwrencc. — The Western r.'iilroad, though accomplishing greater results, and exerting a wider inlluence upon the varied interests of the State, than either were or could, with reason, have been anticipated, secured to tlie city of Boston oidy a small portion of the westcun produce reaching Albany. As the canal, which has been the avcniu! l()r this produce, is in opera- tion only during the period of navigation on the Hudson river, it is fiaind that this produce can be iiirvvarded to New York by water much chcafXT than to Boston by railroad. Cost of transportation always de- tcjrniincs llu; route. At the dullest season of the year l<)r Ireighls, flour is often sent from Albany to Liverpool at a cost not exceeding twenty- five cents per i)arrel, which is only e(]ual to the lowest rate charged from Albany to iioston. 1'lic Western railroad, tliere(i)re, though a convenient ehannt.'l through whu-h the people of lioslon and of Ma»!,sa- chusetts draw their domestic supplies of t()od, is t()und unable to com- pete with the Hudson river as a route for procled to accomj)lish its object. Jt was li'lt that a route farther reiiiovetl from tlui iulluenc(! of the New York system of public works must he selected, and this conviction led to the project of a direct line otrailroad from JJoston to the navigable waters of Lake On- tario, passing to the north of Lake C'hamplain. 'J'his line, freed from all inuiiediale competition, and iioin the attractive inlluence^ of other great cilies, would, it was believed, secure to Boston the proud pre- eminence of becoming the (exporting port of W(>stern jiroduce, and, as a necessary coMse(jueuee, the emporium of the country. This great line has been conipleted ; but it has too recently come into operation to predict, with any certainty, the result. From liosion to Lake ('hamj)lain it is composed of two j)arallel lines: one made; up of the lioston and Lowell, Nashua and Lowell, C'oncord, Norlhern (New Hampshire,) and Vermont Central; the other of lh<> Fitchburg, a part ol the Yerniont and Massachusetts, Cheshire, and Kutland roads. From Ibnlingtoii, on Lake Chamiilain, these roads are carried ti)rward upon a conuiion trunk, (-(jinposed ot" the Vermont and Canada, and Ogdensbnrg (northern New \'ork) roads, to Ogdensburg, on the St. Lawrence, alxtvi; the rapids in that river, thus f()rining an uninter- rujited line from the navigable waters of the great basin to the city of Boston. The low(>r portions of these lines in Massachusetts and New Hamp- shire were, in the outset, constructed chicUy with local objects in view. It was not until the State of V^ermont was reached, that more compre- hensive sheines began to give direction and character to the railroad enterprises in that (juarter. The Vermont CeiUral, the Kutlaml, and the Ogdensburg roads were commenced nearly simultaneously. The 250 ANDREWS REPORT ON leading object in their construction was that to which we have already adverted. Only with sucii objects to be realized in the future, and not during the progress of the works', could they have been accom- plislied. Men were called upon to make — and they contributed under a conviction that they were ranking — great present sacrifice's t()r a fu- ture and prospective good. The constancy with which these works have been sustained and carried forward under circumstances the most discouraging, and under an unejc^'.-npled pressure in the money market, reflects high credit upon the people of Boston, by whom the money for them has* been chiefly furnishi d, a^id is the best possible evidence of the value of the prize sought to be gained. By means of the line above described, a railroad connexion is opened with Montreal, through which that city now receives a large amount of her foreign imports, both from the United States and Gre.it Britain. This trade has already far exceeded expectation; and as the city of Boston is a convenient winter port f()r Montreal, the latter will, un- doubtedly, continue to receive a large amount of her winter supphes of merchandise tiirough the fi)rmer, giving rise to a large and profitable traffic, both to the railroads connecting tlie two, and to the cities them- selves, and tending to strengdien tiie position of each, as far as its hold upon the trade of the country is concerned. Should the line otraihoiid connecting Ogdensburg and Boston prove unable to compcLe successfully with the New York works, in the car- ri.'iiie of W(!stern produce, so far as the ccporl trade is concerned, it will, undoubtedly, supply the demand f()r domestic consumption, and in this way not only secure a profitable traffic, but j)rove of great utility to the manufacturing and conimerciid districts of New England. For the articles of flour, corn, and euretl provisions, the New Enghnid Stales depend |)riiieipally uj)oii the West. To supply thesi; articles in a cheiip, <'X[)editiou^, and convenient iniinner, the above line is well adiipled. It not only traverses many of the most important points of coiisum|)tion, but connects with other roads penetrating every imptjrlant portion of New Engl.-uid. Were those immediately interestgd in the above roads to derive no other advantnge th;m that of receiving their supplies ofwestern |)ro- ducts, and l()r\vanling over them in return those ot' their own fiietories, they W(juld be fully com])cnsate(l f()r all their outlay. The unexampled progress of New England in pf)j)ulation and wealth, in spite of all her disadvantiiges of soil tuid climate;, proves, most conclusively, the wis- dom and li)resiglit of her peoj)le in constructing their numerous lines of railroad, which ally them to the more fertile, and proiluclive portions of the (.'ountry. The distance from Boston to Ogdensburg is about four hundred and twenty-five miles. The rates charged f!)r the tran.-*portatioii of ;i barrel of flour between the two have ranged from sixty to seventy-five cenits per barrel, which is less than the cost on the Erie canal f()r the same artich; from Buffalo to AlbiUiy, (a distance of three hundred and sixty- three miles,) fi)r many years after its openmg. Upon a considerable portion of the above line the grades are somewhat unfavorable, but not more so than upon otlier lines of road that aspire to a largo through- traffic. y COLONIAL AND LAKK TRADE. 251 Talle showing the cost of the various lines of public improvemejits constructed for the purpose of securing to Boston the trade of the basin of the St. Lam- rcnce and the West. Western railroad, including Albany and West Stockbridge . $9,953,758 Boston and Lowell 1,945,640 Lowell and Nashua 651,214 Concord 1,485,000 Northern 2,768,000 Vermont Central 8,500,000 Fitehburg 3,612,486 Vermont and Massachusetts 3,450,004 Cheshire 2,777,843 Rutland 4,500,000 Vermont and Canada 1,500,000 Ogdensburg or Northern 5,200,000 46,343,951 Althf ugh only a portion of the Vermont and Massachusetts road is used in the above line, the total cost of llu' road is included, as it is proposed to make this road a part of a new line to the West, to be ellected by tunnelling the Iloosac mountains. In addition to the roads aiming at Lake Champlain, there are two important lines, the Connecticut and I'assumpsic, and the Boston, Concord, and Montreal roads — the l()rmer in Vermont, and the latter in N(>w Hampshire? — having a general northerly direction, whicli are de- signed to be ultimniely extended to Montreal. The ii)rmer has reached St. Johusl)ury, a distance of two hundred and thirty-eight miles from Boston, and tiiree hundred and thirty-two from New York — a higher point than any yvX attained by any New England road, with the exception of the Atlantic and St. Lawrence and the Vermont and Canada roads. The latter is nearly completed to Wells river, where it will Ibrm a junction with the Connecti(;ut and Passum|)sic road. The former will undoubtedly be soon extended about thirty miles farther north, to Island Point, which is the point of junction of the Atlantic and St. Lawrence and St. Lawrence and Atlantic railroads, through which it will have a railroad connexion both with Montreal and (Que- bec. The Boston, Concord, and Montreal railroad is now being ex- tended to Littleton, a distance of twenty miles farther north, and will undoubtedly be continued up the valley of the Connecticut, fi)r the pur[)ose of Ibrming a junction with the Atlantic and St. Lawrence road near Lancaster. Tiie Boston and Worcester road, next to the Western, is the most im- portant {)roj(>ct in the Slate. With the tt)rmer, it makes a part of the through line to Albany, previously noticed. It is the only channel of com- munication between the city of Boston and the central portions of the State, and counnands a large local revenue in addition to its through- traffic. It is one of the m(iSt expensive, and at the same time one of the most profitable works of the kinc! in the country. The Boston and Lowell, the Fitehburg, and the Lowell aud Nashua r ;!l ^ii'' Vi \SltHi*a^!K n ,1 I it If 252 ANDREWS REPORT ON roads, have alroady hccn bricily ii< ti(;efl in describing the groat lines ol' wliie'li tlicy severally lorni llie tru'iks. All these possess a very large and lucrative local business, independent of what they derive liom in- tersecting roads. They deservedly rank among the leading roads of the State, and the former was a pioneem'ork of the kind in tiiis country. Of the roads radiatirti (iom Boston in a southcsrly direction, the lead- ing line is tlje Boston and Provide ;icc, whieh derives es[)eci:i] inipftrt- ance from coniuM;Ung the two larj^ st cities in N(!W England- If also forms a part of one of the ti;nst popular routes to New York, .iiid h.oids a cons{)icuons position fronj the necessarily intiinate (elation ii bca'.-" to one of the great routes of commi rce and i;av( !. TI'C n<'Xt most im- portant road ill the southern part of ^fassac'iiu-iUts is iSie Fali iJiver road, which connects Boston with Fill! River, a largo nianufactuiing town, -nid constitutes a portion of aiioioer throiigli-roule to New York. Thi' other roads in this portion of Massachusetts, thniigh o*' .'onsider- able locji) consecpience, d>» not, (i)r the want of cohiieciing lim .-, pos- sess a.iv (.Dosidcrable interest *()r the public. Rdihitiiils frmn B"" roads, connc' t Jioston with th(> t^tatc of Maiiie, traversing tli(^ norfhcafji-n. portion o!" Massachusetts and \\h' soutiieast- ern portion (jf New llt'i,/ -hire. Thev t!»rm a junction so(»r) alifr cnt(^r- ing .Maiii(\ and an- ciirr;,', i liirwiird by the Portland, Saco. and I'orts- uioutii railroad to roiihiiid. Tlic two tormcr run thronu'i an almost continued succession of huge mannliicturing towns, which ;ii!ord a very lucrative tralHc to both lines. These roads are daily becwioing more im|H»rtant tiori the ra[)id extension of railroiids in Maine, and the prob- able construction of the European and North American railroad, con- j.ecting the Maino system of roads with iSl. .lolin and Halifax, in the lowf-r British provinces, which is destined to beeonif a great rout<' of tra\( 1 bet ween the OKI World and the Nvw. The ahove-nanii'd lines have ii ready a very large (hroiiir/i as well as local trallic, and occupy a conspiraious j)osition as a j)art of our great coast-line of railroads. There are several lines ot'road traversing the State oi' Massachus of the United States. The w(!stern portion of the State is also traversed from north to south by a line composed of the Housatonic and a branch of the Western road, extending to the town of North Adams. There are, too, in addi- tion to these, numerous local works in the State, whii-h do not call for particular notice. Jn the State of New Hampshire then; is but one work having tor its object the concentration within itself of tlu; trad<' of the State — the Purtsinoidh and Concord railroad. The princip;d motive in the con- struction of this road was to open a communication with the tratle of the interior, and prevent its being drawn off'to Boston on th(3 one hand, and Portland on the other. This work secures to the city of Ports- COLONIAL AND LAKK TRADE. 253 mouth nil the advantnges of a connexion with the line already described, by which the city of Boston proposes to (h'aw to herself the trach; of the West, and will undoubtodly contribute much to sustain ihc trade and commercial ini[)ortance of the f()rmer. The hno of road trav('i.:-itig the Coiaiecticut valley is briefly de- scribed under the " llailroad.s (jf Connecticut," and those traversing the western part of Vermont are embraced in the notice of the New York system. CONNKCTICUT AND RHODE ISLAND. Conncctiruf.—Vopuhihon in 1830, 290,675 ; in 1840,300,978; in 1850, 370,701. Arear in s(iuare miles, 4,074; inhabitants to square mile, 70.33. Wuxlr /v/^/h/.— Popuhition in 1830, 07,100; in 1840, 108,830 ; ia 1850, 117.545. Area in .sijuare miles, 1,306; inhabitants to .s(juare milc!, 112.97. The railroads of Connecticut and Rhode Island, though numerous, and some of llicm important, derive their chief conseciucaice from the rehitions they sustain to the works of other States, in connexion with whicli they eonsliluti; parts of several main routes of travel. The most prominent of these is the great line connecting Boston and New York. The portion of this line in Connecticut is made up of the New Y'oik and New ILtrcn, and tiit; Ncio ILiven, llartfurd, (Did Spring- field roads. These roads, in connexion with the Western and lio.ston and Worei^ster, constitute tlar great travelled land ront(^ ctaineeling New England with New York, wliicli justly raid\s with tlu; most ini])')rtanl pa.sseng(;r roads in the United Slates, as it is one of the most prolilable. The travel between N(!W York and Boston has also given birth to other projects, claimed to b(^ still better adapted l()r its aeeommoda- tion. The most prominent of these is the Air-Line road, designed to l()llow a nearly straight route betwt^en Nt;w Haven and Boston. Although this scheme has been long before the public, it has not been commi need, but there now a{)j)ears to be a strong probability that it will be .'jueeessfully undertaken. To open this route will only nvjuire the construction of that [)ortion of it lying in Connecticut, as tlu; Massa- chusetts link is already provided for by the Norl()lk county road. Another road, construeted j)artly with a view to giving a new route betwe(!n Boston and New York, is the New London and New Haven road, recently opened to the public. This rojxd is to be extended east, both to Stonington and Norwich, to form a connexion at the t()rmer place with the Norwich and Worcester, and at the latter with tlu^ Stoning- ton, roads. By these connexions, two new routes would be tlirmed be- tween Boston and New York, one of which would take the iin{)ortant city of Providence in its course. It is, therefore, probable that at no distant day there will be four independent land rbutes between New York and Boston, in addition to the three lines now in operation, partly by water and partly by railroad. r :i|l 254 Andrews' report on By far iho grrntor pnrt of the trnvol, jind no inconpidnrnMn portion of the trade, bftwron Boston and New York, is carried ovrr the routes last named, which are known as iht- Fall Uivrr, S(nnh)(rton and Nnr- wkh and JVoiccsfrrnmU's ; the lirsl is eotnposcd of the Fa// River road; lh(! second of the Boston and Prondrmw, and Stouiiig/nn ; and the third, of th(^ Boston and fVorccnter, and Nonrich and ff'oircsfrr, and tiieir corresponchnu; hues ol" steamers. All these routes an* jnstly celo brated ii)r t le eoniliirt and el(\u:aii( e of their aeeon)modatioiis ; the ease, sall'ty, and dispnteh with which their trips are pert(»rmcd ; and are coti,-e(|U('iitlv th(> liivorite routes of tin veiling!; by ;i laruc portion of iho business and travelling pui)lic. The distance between Boston and New York, by tliese nnitcs, is about 2'3() miles. The other leaibnir lines in C'onneclient a'-e the Jlnisitfouir, cNtending from IJridgi'port to the St.ile (»!' Mnssachiisetts, aiul coiniecting with the roads in the western pari of that ^UWc ; the NdUiralud-, exfendinfi; lidm Sliatliii'd lo Wiiisled, a dislance of aboni (10 miles ; and the Cnunl railroad, exleiidinif liom New ll,iv( n and liillowinu; the ronle ol tin- Old Farminuton canal to the northern part of the Stiife, whence it is to be carrier! f()rward to Notthiimptun, in Massachusetts. An important lini! of road is alsi* in |)roLnc'ss from Providence, centrally thronuh the Htafes of Wliode Ishind and (^onnectieut, to Fishkill, on the JIndson river, taking the city of II nlliird in its rster. The B'stiinand Vroridcncc railroad. King partly in Hhode Island, is fihcady sulliciently described in the notice of the Massachusetts rail- roads. Another im[»orlant line of railroads, not particularly noticed, whicli may be embraced in the description ot' the "railroads of Connecticut," is the great line li)llowing the Connecticut valley. This line, though comr)osc( 1 of geneous iin* It I iii(;t works, is in all its characteristics a homo- raetiv(» scA'cral disi ravcrses the most flalile, T)ictm-csf|ue, aia P q" (1 att portion of Xew Kiigland, and is important both from the large trafKc ind the pleasure-travel it commands. No line (tf e(jual extent in the Unit ed Stales presents superior attractu )n^ It has alrcadv rc^acihcd St. Johnsbury, Vermont, a distanc(^ (tf nbout '530 miles lrf)m New York, and 254 from N«;w Haven. Measures are now in j)rogress to secure its extension about 30 miles fiirtlier north to Island roint, there to form a junction with the St. Lawrence ;ind Atlantic railroad, in coiniexion with which a new, direct, and conveni(.-nt route will be opened lie- rOLONTAL AND LAKE TRADE. 255 twern New York and 'he New Eiigliind Stiites, and iho cities ol Mon- treal utid Quebec. ilCtl i MAINE. Popubtion in 1830,390,155; in 1840, 501,708; in 1850,583,109. Anil ill sciiinn? inil(!.s, 30,000; inli;il)il;iiits to s(|ii;ire mile, 10.44. Willi tilt' exception ot"tli(! Stsitcs of iMiiine jiiul ( 'oiinecticiit, tiio rnil- rond svflfJMii of New Kntilnnd rcfits upon Boston ns n coniiiiDM cenli,; ; l)y the cjipitiil of which it h;is \n'vn ni;iiiily constructed. The ro;ids of Miiiiic ImIoiiu; to an indcpciuh'iit system, townrd which the city of I'oilliiiid heiirs the satnc i( lution as docs Boston to tli(^ wori\S ahcady de.scril)ed. The le.idiiiir road in IVI;iin<' forms a part of the hue connectin^r ^Nlon- treal and I'orliand, made up of th(-' Atlantic and St. Lawrence in the Uniled States, and the St. Ijawrenee and Athintic in Canada. This great work was first proposed to ihe j)eopIe of i'ortlaiid as a moans of recoveiinL' flu' jiisilion tliev had lost from the overshadowing inlhience of their great rival, Boston, and of seciiring to themselves a portion ot the trade of ih(( West, which is now exerting such marked intlnenee in the progress of all our great commercial towns. I'orliand possesses some advanli'ges over any other city east of New York, in heing nearer to ISIontrcal, the ein[)oriuiii of the (Janadas ; and in possessing a much more tiivorahle route l()r a railroad from the Atlantic coasi to the St. I^awrence basin than any oilier, east of the (Jrecn Mniintaiii range. Tin; city of Montreal, heing acccssihle from (dl the great lakes hy the largest craft navigating these waters, is the eniiNcnicnt depot ii)r the produce collected upon them. When onct; on ship-hoard, this produce may he taken to Montreal at slightly increased rates over those charged to Jiulliilo, Oswego, or Ogdenshnrg; but the want of a winter outli-t from Montn^d to lide-wat(M' has se- riously retarded the growth and jtrospcrity of that city, and prevented her (rom reaping all the advantages irom her connexion, by her niagniliceiit canals, with tlu; tradi' of the W^'St, which she would have secured by a convenient winter outlet. Formerly large amf)unts of w^estern produce were usually collected there during the autumnal months, and warehoused till spring, and then shipped to England. Shipments by this route involved the necessity of holding produce received late iu the season some l()ur or five months. The inconve- niences and losses arising from these causes, aided by the repeal of the English corn laws, were among the prominent rt-asons which led to the conunfMcial arrangements by which colonial produce and merchan- dise are allowed to pass, in bond, through tiie territories of tlu' United States. This arrangement had a lend(Micy to divert a large trade from Montre:d, and threatened the most disastrous coiiseiiuences to its trade and |)rosperity. in view of this state of things, its citizens <'sj)onsed and prosecMteil the railroad to Portland with great energy and zeal. The whole work is far advanced toward comphnion on botfi sides of the line. 'J'ho portion within the United States will be linished 256 ANDREWS' RBFORT ON duriii;^ the present yenr, and the Cinudifui portion by the 1st of July, 1853. It occupies the shortest pnielifable route between the Si. Ljiw- renci! river and tlie Atliinlie coast, its jj^riides are favor.ibh't nowhere exceeding lil'ty ieet to the niih; in the threction of the heavy trallic, or sixty feet on the opposite course. The gauge of th(! whoU; roiid is to be live and a halt !eet. As no transhiptnent will be nccessiiry upon this road, and as its operations can Ix; placed substantially under one tnanngernent, it is believed thiit produce can be transjjorted over it at much lower r;it(;s than tlu; ordinary charges upon railro.ids. As l)('l()ri' stilted, the plan of a railroad from I'orthind to the St. Law- rence originiited in the idea of the possibility of making that city the Atlantic terminus of a portion of the trade of the St. Lawrence imd the great lakes. The city of New York had so long been in the exclusive possession of this trade, as to create the idea that she held it by a sort of natural and inalienable right. When the idea was proposed ol' turn- ini; this trade; thronuh anew channel, and of brit), but without success. The inducements held out W(!re not reg.irded sulli- cient to warrant the necessary outlay. • It was oidy by assuming that the people of Portland held within their grasj) the tradt; of one of the most important chaniuds of commerce in the whole country, that they could be induced to make the ellbits aiid sacrifices necessary to suc- Tliesf! elK)rts and sacrifices have biten made. The project is on cess. the eve of realization, and the wisdom in which the seheriu! was con- ceived, and the skill and abihty displayed in its execution, giv(! the most satisfactory assurance of (•omplete sucet.'ss. The length of this line, the construction of which devolved upon the peo[)lended in construction, and was sulHcicnt to open the first division, which, running through an ex- cellent country, at once entered into a lucrative trallic. The city of Portland then obtained, by two several acts of the legislature, permis- sion to pledge its credit to the road to the amount of $2,000,000. These sums, with some further additions to its stock, furnished a cash capital COLONIAL AND LAKE TBADE. 257 of over .f 3,000,000 to the woi The ncccssnry brilnncf; lina been r.'iisrd upon stock sdb.scriptions , coiitrac-tors and company bonds. In this tniiinicr has a ci(y of 20,000 inhabitants sccnrcd ihc constiiuMion of u (irst-clrtss railroad, connecting it with the St. Jiawrcnco by the shortest rotitc practicable f(>r a raihoad from any (»f our seaports. The amoiuH, aciiially paid in to ihe project by th(! people of I'ortland will exceed ^-W in cash to each individual, m addition to $\()0 to each, represented by iUccrtdifs that have been extended. It is believed that no belter nionuuient exists iti this country of the eneruv and enterprise <»f our pcopl*', afid tiu; succ<\ssful t;o-operalit)n of one community in tlic <'X(!cution of a creat enterprise! by which all an;, relatively speaking, to be eijually benelitted. It is an example which cannot be studied innl imitated without proiil. I'rior l(» tJie coustiuclio»i of llie Atlantic and St. Lawrence railroad, th(! only railroad of importance in the Stale; was the Portland, Saeo and Portsnjouth roiid, wliiih connected its comuiercial nxtropolis with the railroad system of IMassa that Maine Viisiiiilthe j)re)pe'r theatre li)i such eaite'rp' i-e-s, e)r, it it were*, the- |)ee)ple felt their mr:uis iuk <|eial to tin ir ce)nstruc tion, anel it was kne)wn tluit no ibie-ign aiel unidd be> hael. All such pre>jee'ls, therele)re', came- to be regarded with c(im[)arative' inelillere-nce'. In this ce)ndition of the' public mind tin* Atlaiitie- anel Si. Lawre'tie-e- selu'iiu' was preipeisenl, aael with it u systean e»f railre)aels inele'pe'nelent of the' re'St e)f the Ne-w England States, which she)uld e'e)nce'ntrate' within her own It rriteny her capital anel eriernie ;, anel which she)ulel ne»t e)nlv plaee' hc< in :i ce)nunaiuling posiliein in retereiice lei the- traele; of the' West, but. at the same; time, place.' her en ruud e»f the gre^at line e)f travel bet wee n the Old anel New Worlds — a pe)sitie)n ceimhining all the advantages of the ine)st faveirable cotnie'xie)ns with the; de)me'sti(; traele of the ce)unlry anel with le)reign conunerce' anel travel. These pre)pe)sitie)ns cenistitute an era in the his- te)ry e)f the Slate'. A new lile was infused into the public nu'nd, and objects e)f the- highe.'St value* helel out as the- rewarel of new elJbrts. The ellect npein the; petlicy and public sentiment of the- State has been magical. The; whole people felt and saw that they have rights and interests le) maintain anel vindicate, and that Maine, instead e)f be- ing a re'inevte anel isolated State, removed from parlicip iliem in the- pro- jects and schemes which are ettecting changes so marvellous upein the face of se)cietv, could be brought by her own eflbrls into the ve-ry tiicus 17 III 1 ;l p I ' ' I 1 258 ANDREWS HEPORT ON of tlic pjcnt nuxlcrn movomnnt. A nrw destiny wns ofwnrd Scfow her. To this call she lias nobly n'sjiondcd, and the Slal(! is (il;'-^^ v^-ah projects that promise, in a few years, to Heeiire to every portion of it all necessary railroad accommodations, with the results which alwavs foil. ow m their tram. irt of the great route ol" travel helwccn thi" Old World and tin; Nvw. ndiM" the above lith^ is embraced the line j'Xtendinu; from lianqor. N(^xt in importiuice to the Atlantic nnd St. Lawrence rnilroad is thr Kuiopran nnd Stiilh Aiiirr'inin projrcf, which is di^sitjiied to h«'conH Maine, to H.ililax, Nova Scotia, taking St. John, New Brunswick, in its route. From Hangor west, tla* line is to be made u|) of (he Tenol)- flcot and Kennebec road, now in progress; ih(^ Androscoggin and \\v\\- nebec rf»ad, with :i portion of the Atlantic and St. Jiawrence, now in operation. When the whole line* shall be ompleted, it is claimed that the transatlantic travel will pass over this road to and from Halifax, and that through Maine will 1h^ the great uvcmie of travel betwtien Europe and America. Widiout expressing any opinion as to the Hound- ness of such claims, their correctness is at present assumed, and is made the basis of action on the part of the people of the Stale, and, to a cer- tain extent, gives cliaractm |'(»itland to Water- ville, a distanc<' ot" ciLjhly-two miles, is aheadv provided |i»r by a por- tion of the Atlantic and St. Ijawrcncc, and the Androscoggin and Ken- nebec railrojids. The portion from Waterville to fVingor, something over Ht'ty miles, is in progress. From IVingor to the bciundary lin(> ol" New lirunswick, no delinite jtlan has been agreed upon; although the iubjcct is receiving the careful consideration ot" the parties having it in charge, and no doubt is expressed that such measures will be taken as shall secure complete and early success to the measure. The New Brunswick ])orti(»n of it is already provided ii>r by a contract with a company of eminent FiUglish contractors, who, it is Iwlieved, will also uud'rtake the Nova Seotia division. Of the realization of ijiis seheme at the earliest day there can be no doubt. The plan meets with as hearty ajiproval in th(! provira-cs, and in (Ireat Britain, as it does in Maine; and on both sides of tlu; water are the n-sults clainu'd fully conceded. Such l)einLj the liict. jineign capital will be certain to sup- ply, and is, indeed, now supplying, whatever may be lacking in lliis country. Anf)tlier l(^•lding road in Maine is the Kenn(diec and Portland, ex- tending from Portland to Augusta, upon the Kennebec river, a dis- tance of over sixty mih's. This road it is proposed to extend, to f()rni a juiuMion with the IVnobscot and Kennebec, by which it will become a convenient link from Portland east in the great European and North American line already relerred to. An im]>ortant line of road is also in progress, toextenrm a junction with the Boston and Maine road — thus f()rming two independent lines of railroad between Portland and Jloston. A portion of this line is in operation, and the whole under contract, to be completed at an early day. A proj(X't of considerable importance is also at the present time engrossing the attention of the jjcoplu of liangor — thi^t of a railroad I COLONIAL AND LAKB TRADE. S.W (\ Sofore ivo with ii>n (if it always ;i(l if* the •fcoiuf n lie New. Il;inu;(>r, <\vi('k, in r iN'nol>- )nil K(>ii- •, now ill iii)'(l ttiiit IJalifiix, l)('twnl time a railroad following; tlio IVnobacot river un to Fiiiicohi, ii dislnncr, of uhont filly rnilcs. As thc^ route is n'tnarkahly Hivoruhie, iitid easily within the means of the city of Bangor, its speedy cotislruction may he .s( t down as certain. It is iniieh needed to aeeotnmodate the important himher- ing interest on that riv«!r. From llangor to Oldlown — a «listanee of twelve niilc'8 — a ruilroad ulreatly exists, which will t()rin a part of the ahove line. The j)roje(;lfl eniitii(!rat<'d «'mhrace a view of nil the pro[)o»cd works in Maine, of especial puhlic interest. NKW JKIIHKY. Population in 1830, -31>(),S'2;}; in IMIO, ;i7:j,;5(l(;; in 1S5(), -ISO.-'/A Area in sonare miles, (S,.'}'J(); inhahitatits to stpiare mile, .'i.S.!S4. The railroads of New Jersey, as do tliosc of llie Slate of (Joiineeti- <"nt, derive their chiet* inip«irtanee from their etuiiiexioii \^ilh tiie routes of commer(;e and travel of otluT kStales. The most iiriportatit roads in the State air those niiiliiiu; New York and IMiiladrlpliia, tiie i'ltimlni and ^linlinij :iiid the S( ir Ji:ri(i/ railroads, in eonn(^xi(»n with tin* Phitadelphia mid Vnninii road, lyinij; within the State of Pennsylvania. Upon these roads are tlirown not only the travel hi Iween the two largest cities in the I'liiled Slates, hut hetween the two great divisions of the eoinitiy. As might he expi'cted from such relations, they command an immense passenger triilhc, and rank among our m »st successful and productive works of the kind. They tir(! much more important as routes of travel than of commerce, as the Uaritan canal, wliicli has the same general direction and connexions, is a hetter medium li>r heavy lraiis[)ortatiou. Another impoitant work is the \rir Jasii/ (^rff/>v//, which traverses the 8tat<' from east to west. At Kli/alntlitown it conin>ets with the New Jersey road, thus liirmiiig a direct railroad connexion hetween New York and Iviston, on tlie Delaware river. This roail, though locally important, is still more so liom its prospective connexions with other great lines of road, eitln r in pi(tgress or in operation. It is j)roposed to extend itupthe valley of the Lt^higli, and through the mountain range lying hetween tlie J)elaware and Sus(|nehaiina rivers, to Catawissa, on the latter, from which it will he carried to Williamsport, to t()rm a coiniexion with the tSinifjunj und Erir roail, which is ahout to l)C com- menced. Upon the completion (»t these, the Central would not only form a very important avenue hetween the city of New York and the coal-fields ot" Pennsylvania, from which tliat city draws its sup()Iies of fuel, but would unite the city with Lake Erit-, opening a m-w and di- rect line tor the trade of the West, and j)lacing New York in very tiivor- ahle relations to the proposed Sunhury and Erie lin(\ Frtm Easlon to Sunhury a large amount has alrearly been (>xpended ti)r \.\n\ purpose of opening the ahove communication, and no doubt is expressed that this project will be speedily realized. A road is also in progress iioin Trenton, designed to toUow the Del- aware up to the Water CJap, ior the purpose of connecting with the ^' 1 ii r 260 ANDREWS REPORT ON Hi ■I proposed road from the Lackawanna valley to that place, and of open- ing an outlet for the latter in the direction of Philadelphia. This road has already been completed to Lambertville, and is in progress beyond that point. Another important road in this State, possessing similar characteris- tics with the Central, is the Morris and Essex. This road is now ir» operation to Dover, a dist.'ince of about forty miles irom New York, and is in progress to a point on the Delaware river, opposite tiic Water Gap. JVom the Water Gap a road is proposed extending to the Lacka- wanna valley, at Scranton, the centre of very extensive deposiles of iron and coal. The imporiiiM'je of a continuous line of railroad from the co:il-(ields of I'en'ijiylvania to New York bus already Ixien adverted to. The extension of the Morris and Essex line into the Liiekawanna vnlley is of the first c'O'.biMpience, from the connexion it would there tbrm. Till- viuley is a. eady connected with western New York and the great lakes, and will be the li)cal point of a large number of ro.ids, constructed ibr ih(> purpose ol' becoming outlets for its coal in a noith- erly direction, lly the opening of a railroad from ihis valley to New York, a new and important route would be formed between th;il city and the lakes, which could not fail to l)eeome a valuable one, lK)th li)r commerce and travel. Through the northern piirt of the Stale, the Erie railrond is now brought to Jersey City by m(!ans of what is now called the Union rail- road, composed of" two short roads, previously known as the Valersun and the Fatcrson and llama pn ; \\\v track of this will be relaid, ■^^^ ;is to correspond to the Erie giiiige. Through this road the Erie is brought directly to tlie Hudson, opj)osite New York — a mailer of great import- ance so far as its j)iisseng beyoiiil ractoris- n nf)w in tv York, c Water ; Lacka- osiles ot ad from itlvertcci vawaniKJ lid tlu;ro fork and of roads, a noilli- - to New that city lx)tli lor I is now n'fon rail- Valerson , &o as to i Iwou^lit I iui))ort- ib leased lelphia, ver:?e tho e u ;4reat tate — the rk of the ,vn, a dis- 7 at tho 110 feet )eks pass Delaware anal con- s, and is vitli coal, fork and running ice to the :oal, and ■ as affording a convenient channel of communication with Philadelphia. It is also an important work in a national point of view ; as, in con- nexion with the Chesapeake and Delaware and the Dismal Swamp canals, it forms an internal navigable water-line, commencing with Long Island sound, and extending south, and by way of the cities of New York, Philadelphia, Baltimore, and Norfolk, to the south part of North Carolina. This fact was regarded of great consequence to the commerce of the country, prior to the construction of railroads, as it would have enabled our people to maintain an uninterrupted commu- ni(!alion between the different portions of the country in the event of a war with a fi)reign power. Morria ami Essex canal. — This work extends by a circuitous route from Jersey City to the Delaware river, at Easton. Its length is about one hundred miles. Its revenues are principally derived fiom the local traffic of tjje country traversed, and the transportation of coal, which is brought to Easton hy the Lehigh canal. Its relations to the com- merce of the country are not such as to call tor particular notice. PKXNSYLVANIA. Population in 1830, 1,348,233; in 1840, 1,724,033 ; in 1850, 2,311,- 78(). Area in s(jiian! miles, 4(),000 ; inhabitants to square mile, .50.25. The attention of the people of Pennsylvania was, at an early period in our history, turned to the subject of internal improvements, with a view to the local wants of th(' vState, and for the purpose of opening a water communication between the Delaware river and the navigable waters of the Ohio. It was not. however, till stimulated by tiie exam- ple of Ni!W York, and the results which her great work, th Erie canal, was achieving in devf-loping and secuning to the former tlie trade of the West, that th(! State of Pennsylvania commenced the eonstrucaion of various works which make up the elaborate system of that State. The great Vniiisijtvonia line of improvement, ext<'U(ling from Philadel- phia to J'ittsburg, was commenced on the 4th of July, 182G, and was linally eoniph^led in March, 1834. It is made up partly of railroad and partly of canal, the works that conip()S(> it being the Columbia railroad, extending from Philadelphia to Colambia, a distance of 82 miles ; the cast( rn and Juniata divisions of th(^ I'eiuisylvania canal, extending from (/oUunbia, on the Susquehanna river, to Hollidaysburg, at the liMse of the Alleghiuiy mountains, a distance of 172 miles ; llie Portage railroad, extenthng from Hollidaysburg to Johnston, a distance of 3(5 miles, and by which the mountains are surmounted ; and the wciern division of the Peruisylvania canal, extending from .Tohnston :o Pittsburg, a dis- tance r»f 104 miles; making the entire distance irom Phila{lel|)hia to Pittsburg by this line 394 miles. The canals are 4 tint dej^p, 28 fi-et wide at the bottom, and 40 at the water-line. Its locks are 90 leet long, and from 15 to 17 li'et wide. The AUegliar.y mountains arc passed by a summit of 2,491 feet, and the eastern division of the canal attains a height of 1,092 tJ'ct above tide-water. The Portage road consists of u Bcries of inclined planes, which are worked hy stationary engines. ' .. ! u :i J li i 262 ANDREWS REPORT ON The cost of this great line up to the present time has been about $15,000,000. The eastern division of the canal has an additional outlet, by means of the Tide-water canal, (a private enterprise,) which extends from Columbia to Havre de Grace, on the Chesapeake bay, in Maryland. It forms an important avenue between both Philadelphia and Balti- more and the interior of the State, as the boats that navigate it are, after reaching tide-water, conveniently taken to either city, as the case may re(iuirc. The line of improvement we have described was constructed with similar objects, and bears the same relation to the city of Philadelphia as docs the Erie canal to the city of New York. It has not, iiowever, achieved e{\iui\ results, partly from the want of convenient western coiHK'xioiis, from the unfavorable cliaracter of tl)e route, and partly tVom the fact that the line is made up of railroad and canal, involving greater cost of ir.insporlalion than upon the New York work. It has, Iiowever, proved of vast utility to the city of Philadelphia and to the k'^tatr, and lits enabled ihc ll)rmer to maintain -i very large trade which she Would li.ivc lost but ii)r the above line. The comparatively heavy cost of transportation over this route has not enabled it to compete with the New York improvements, as an outlet for the ehe;ip and bulky products ot" the West; but so fiir as the return movement is coDccrned, It enjoys some advantages over the liamer, the most important of which is the longer period during which it is in operation. At th(> connnence- niont of the season it op»'ns fi)r business alxiut a month earlier than the Erie canal — a fact wiiirij secures to it and to the city of lMiila(lelj)hia a very large trade long beli)re its rival comes into o{)eration; so that, although it may not have realized the expectations ti)rmed from 'c as an outlet ilir western trade, it has been the great suj){)orl (»f Philadel- phia, without which her trade must have succumbed lo the superior advantages of , New York. - •, It would be a matter of nnieh interest could the movement of pro- perty, u[)on the two lines ol improv( incnl from tide-water to the navi- gahle waters of tht- West, be compared, l)oth in toi»nagt> and value. The r( turns of the Pennsylvania works, however, do not furnish the neci ss;n V diifa t()r such a comparison. There are no melhoils ol dis- tinguishing accurately the local iioui the through-toiaiiige, nor the (juantity or value of properly received Iroin other St.'ites, as is shown upon the New York works. The returns of the business on the l()rmer, however, show only a small movement east over the l'oit;ige road, which must indicate pictly correctly the tlnoinjfh movement. In the opposite direction the amount, both in value and toiniage, is nuicli larger. A better idea, prot)ably) can he l()rmed of the value and amount of this trallie Iroin the »'Xtent of the jobbing trade of I'hiladel- phia, a very consider;d)le portion of which nnist piiss over the above route. I'l)il;id«'lphia, though it docs not possess a huge lt)reign com- merces if, one of the great distributing points of merchandise in the L'nion ; and the large jntpulation and the very rapid growth of that city, in the absence of the j'ortign trade enjoyed by New York, proves conclusively the immense ilunnstir. commerce of iIk^ l()rmer. Another great line of improvement undertaken by the Slate is com- COLONIAL AND LAKE TRADE. 263 [1 about r means Js from iryland. 1 Balti- it are, the case cd with idelphia owever, western 1 piutly uvolviiig It lias, d to the ](" which ly heavy compete ml bulky nccrnetl, of which mneiice- tlian the adelphia so that, loni 'c as I'hiladel- superior It of" pnv the uavi- ikI vidiie. riiish the Is oi did- , nor the is shown le i()riner, ige road, . In tlie is uiiicli ahic and I'hihulel- hc ahove 'ii»n com- isc ill ihe ill of that k, proves Ic is com- posed of the Susquehanna division of the Pennsylvania canal, extending liom the mouth of the Juniata to Northumberland, a distance of 39 miles, and the North Branch canal, extending from Northumberland to the State line of New York, a distance of 162 miles, where it will connect with the New York State works and tlie numerous proposed lines of railroad centring at Elmira. Of this last-named canal, 112 miles, extending from the mouth of the Juniata to Lackawannock, have been completed, at a cost of nearly $3,000,000, and the remain- der of the line is in rapid progress. As the lower part of this canal will connect with the Pennsylvania, and through this with the Tide- water canal, a great navigable water-line will be constructed, extt^nd- ing through the central portions of the State from north to south. This line will, lor a considerable portion of its distance, traverse the anthra- cite coal-fields of the State, from which a large traffic is anticipated. A large trade is also expected from the New York works in such articles as Philadelphia and Baltimore are better adapted to supply than New York. Another important work, so far as the coal trade of the country is concern(>d, is the Ddairnrc (livision of the Poausijlvania canal, extianee of s' venly-two miles, is a work of much local im- portance, UH it traverses a region very rich both in soil aJid mini>rals. The above constilnte the leading work^ which belong to the Slate syst( ui, as it may be t rmed. There are a liu other works of minor im[)orlaace, which do not call f(>r particular notice. So fin- as their income is concerned, the various works undertaken and executed by lh<; Stale have not proved productive, though llu^y iiavc been of vajsl utility, aad have exerted a great iniluence in dcvel- >. .) II 264 ANDREWS REPORT ON oping the resources of the State. The usefulness of the great Central line has been seriously impaired b}"^ the compound and irtconvenient character of the work, n)ad(! up partly of railroad and partly of canal. The mountains are overcome by inclined planes, which are now re- garded as inconjpatible with the profitable operation of a railroad, mid which are to he avoided on the route by works now in progress. The other works described, not having been carried out according to the original plan, have failed to make the connexions conienipiated, and conse(]uently have not realized the results predicted. Th(j State of Pennsylvania, however, possesses within herself elements which, pro- perly developed, are fitted to render her, probably, the first State in the Uiiion in pn])ulati(>n and wealth. This has, to a gn>at extent, been aln^ady fffeeted by tlii> works dcvscrilH'd, which have in this way added to the various iiilcresls of the State a value tenibld gr( iter than the cf;.-:: ; and her prople e;in much betler afford to pay iIm; ii-ini.n.H^ sums which these works have cost, than renmiu unprovidtid \^idi .uich im- p'ovemciits, ev(Mi with cnliic ii-eedom from debt. Annexed is a tabsjlar sla?einent,.sliowiivg the lengUi ai.il co6t of the various Slate work^^ above described. Tabuldv Sftifcinrfif xlifwhfg- (he Ic/ti^lh, cost, to.'ni ifrr/htr, tnii} r.r/ienditures (>/' the public trunks of Veuiifijlmnui u^i to .hininsnj 1, i8;.ci. Li IK'S. Columbia ami Miil:ul<'!j>liia railway. KasttTii division of canal Juniata liivisum ot'caiwil Allcirliany I'ortaijc rail\v;iy Western ilivisiim dl' canal ToUl main lino. Delaware division of canal.. . . Susqiiolianiia division ofcanal. North Mranch divisron of canal 'Wc^l I'.iauili division of caual. Frcncli Creek division of canaf. Bcavur divisitm ofcanal hfnc;tli. Cost. Revenue-. Kii.pendiiures. Miles. 43 130 3G 105 $4,791,548 91 l,737,',>:tti 97 3, .070. on; 'J9 l,s(i(t.7.'c> 76 3,09(i.5±2 .30 ■{17. 483 ,395 53 •J,6»;i.00S (15 l,37l,94fi .v.) 2.9,si,769 10 2,523,979 59 J5. 105,058 3!> 762,'.W1 3I» 1,760,583 19- 3.161,327 2f> 1.197,182 83 396 CO 39 7:) '•1 15,056,077 i23 I,. 3^14,6(16 96 K 17, 160 .V2 l,:i!W.37;>' .35 1,S3'2,0M3 ^'^ 17,026,100 ti6 2,2.38,694 75 40->.7';!l 15 1,003.017 5n 449.058 19 11,987,132 97 1.117,716 7IF .V)4..K{5 22 753,6(J2 17 73M,470 58 640 •i0,768,'JO7 34 817,775) T4 51>2.3(iO 05 21,119,ft-(> 53 5,8(9 67 38.312 29 I5,151,«l7 64 143,911 94 210,360 00 710 22,098,447 13 21,1(^1,812 49 15,506,089 58 70,782 6G TJnfiniHiicd Iniprovf incuts.. ..... Hoard ot'Canal ( 'nmiiiissioncrs. . . Hoard of Appniisers Collectors, \vei;r|iniast(.'r.i,und lofk- kec|,crK , J ' 1 ,.3'»8,3S4 14 Exploratory surveys 157,731 14 ' 314 i 7, 7 1 2.. 131 69 70.7f^2 67 17,584 93 ToUl I,(ja4 [30,057,077 56 21,163,812 49 , 16,925,256 38 i- 1,: Prir(1, and Stiite of eh, pro- Stiitc in lit, b(;on y ntliled bill! the »e sums uch iin- jt of llie mifitiires enditures. 105, nSH 3'> tilt,ii83 19 IGI,U:27 2f> 1117, IH-J H3 Jd7,l3:i U7 injlfi 7(? ,.):(, GU-i 17 ;:)s,47() "irt i:)l,Hl7 (!4 113,911 94 ji(i,3H(i (K) :)0G,U'S9 r>a 70,782 6(i :v>8.:hi u U:>:.,-i5fi 38 I ilroftd is ami iht) intorlnr — nno more in hnrmony with the works in prnirross^ind onora- tioii in olhor States than the great line aheady d("scribed. The latter is not only poorly adapted to its objccis, bnt is closed a considerable jortioa of the year by frost. The mercantile classes of Philadelphia jav(! long ielt the necessity of a work better adapted to their wants, and fitted to become a great route of travel as well as commerc(^ tiom the intimate relation that the one bcuirs to the other. It is by this in- terest that the above work was proposed, and by which the means have been furnished for its construction. The convietiojp of which we have spoken has been instrumental in procuring the money for this Erojeet as fast as it could be economically expended. The work has een pushed forward with extraordinary energy from its commence- ment. Aheady a great portion of the line lias been brought into operation, and the whole will soon be completed. Thr IV-nnsylvania railroad commences at Harrisburg and extends to Piilsburg, a distance of two hundred and fifty miles. The general route of the road is fiivorable, with the exception of the mountain di- vision. The summit is crossed at about 2,200 fi-et above tidowater, involving gradients of ninety-five feet to the mile, which are less than those resorted to on the Bahimore and Ohio railroad, and not much exceeding llios(! profital)ly work(Ml on the Western railroad of Massa- chusetts. The rout(^ is grjided, and the structures are prepared li)r a double track, whic^h will be laid as soon as possible* al'u-r the first shall be opened 'i'lu^ cost of the road, f!)r a single track, is estimated at $12,r;()(),()(J0, of which $i),750,0()0 have be(>n alreary resjiect, and is constructed in .a manner fitting the great avenue between IMiiladelphia and the western States. As a t/inwfrfi route, [)oth f()r trade and travel, th(M-e is hardly a work of the kind in the United States [)oss(>ssing greater advantagi^s or a stronger position. Its western terminus (Pitlshurg) is already a cil} of nearly 100,000 inhabitants, and is rapidly incn^ising. That city is tli(! seat of a large manufacturing interest, and the c<'ntre of a con- siderable trade; and a road (ronneeting it with the commercial me- tropolis of the State cannot tiiil to command an immensi; and lucrative trallie. The western connt^xions which this road will make at Pittsburg arc of the most favorabh; charai-ter. It.alreiidy has an outlet to Iiaki> Krie through the Oliitt and Pennsylvania and tht> Clevi land and Wellsville roads. The fiirmer of these is regarded as the appntpriate extension of the Pennsylvania line to the central and western portions of Ohio. Through the Pittsburg and Steubenville road (a work now in progress) a connexion will be optnied with the Steubenville and Indiana railroad, which is in jirogress from Steub(>nville to Columbus. These; lines, in conii(>xion with the Pennsylvania road, w'ill constitute one of the short- est iiracticable routes between Phihidelphia and C(Mitral Ohio. At Greenburg, 25 miles east of I'ittsburg, the Hempfield railroad will form a direcJt and convenient connexion with VVh(>eling, which has already become an important point in the railroad system of the coun- try. At that city, by means of the Hempfield line, the l*cnnsylvania i i It. I, 2G6 ANDREWS REPORT ON road will he connoctcd with the central Ohio and with the northern extension of the Cincinnati and Marietta roads ; and through all the ahovc-named linos the former will be brought into intimate and conve- nient relations with every portion of the western States. The Pennsylvania road must also become a route for a considerable portion of the travel between the western States and the more northern Atlantic cities. J^om New York it will constitute a shorter line to central Ohio than any offered by her own works. It will, lor such travel, take Philadelphia in its course — a matter of much importance to the business community. The route occupied by tlie rof d is one of the best in the country for local traffic, possessing a fertile soil and vast mineral wealth in its coal and iron deposites. From each of these sources a large business in;.y he anticipated. The whole road cannot fail, in time, to become the seat of- a great manufacturing interest, lor which th(^ coal and iron upon the route will (lirnish abundant materials. The Pennsylvania road, though only partially oj'.ened for bus^inesa, has demonstrated its immense^ importance tf) the trade of Philadelphia. i( was the means of securing to that city during tli« prescni. year a very large spring trade, wliieh otherwise would have gone to New York. Tl? ,: Ivanlages already secured are but an earnest, it is claimed, of what the above work will achieve when fully competed. Il is eonli- dently expected by its jjrojectors th Jt tlie work will be lollowed by the same results in J'hiladt'lpliia that the Erie canal secured to the cnty of New York. However this may be, then; can be no doubt of iL6 be- cf)ming tlie channel of an extensive commerce, and e:?e calculated to promote, in an e/ninent degree, the prosp<'rity of the city of Philadel- phia, as well as that of the whole Slate. Tli«' next most itiiportant work in the State, and one of great(M- local iniplds to tide-water. On this ac- count it hears a most intimate relation to most of the great intere.-ls ot the eoinitrv. Its length is about ninety miles, and its total cost about S17.()(MI, ()()(), It is one ol the most ex[»ensive and l)est-built roaeriod, proved a profitable one to tla^ stockholders; but it is coniidenlly expected that li»r the I'ulun il will yield a lucrative income. r/il/ddi/jt/iiii, Wilmliiirton, and litihimorc mi/road. — This woik lies partly in tli(> three States of PemisylvaPiJi, Defiwaie, and Ma: viand, but may be approj)riali ly described with the iViuisylvania roads. Its income is chielly derived liom its passenger tralhe. It is one of the most irnjxirtant trunks In the gn-at coast-line of ri.iho.ids between the North and the South, and would hr supposed to be one of the best routes in th(! country li)r a lucrative irallic. its liMigth is ninety-eight nnh'S, and it has cost something over $G, 000,000. It has been an expensive vork to construct and maintain, and has not, conse(juenlly, proved very COLONIAL AND LAKE TRADE. 267 profitable to stockholders, though its value in this respect is rapidly in- creasing. Its position is such as to monopolize the travel between its termini and between the northern and southern States. Among the other railroads in operation in the State may be named, 1st, the Philadelphia and Trenlon, one of the links of the principal line of road connecting Philadelphia with New York, and for this reason an important work. This is one of the leading routes of travel in the country, and commands a very profitable traffic. 2d, the Horrisfmrg and Lancaster road, which forms a part of the great line through the State. 3tl, the York and Cumberland road, which is to form a j)art of the line through central Pennsylvania, of which the Susfjuchanna road is to be an important link. 4th, the Cvmhcrland Valley road, extending from Harrisburg to Chambersburg. 5th, the Laclnwanva avd Wratern road, conncx'ting the northern coal mines of Pennsylvania with thf^ New York improvements. 6tli, the Fhiladclphia, GirmanUmin., and Norris- lown road, of which it is proposed to t<)rm the base of a line extending from Norristown to the Delaware river. 7lh, the Franklin railroad, extending from Cliambersburg to Hagerstown, Maryland. 8tli, the Northeast. 9lh, the Franklin Canal road, extending tioni Erie to the Ohio State line. Thes(! two last t()rin the onlv existins; link between thf railroads of the Mississippi valley and of the easlt^rn States, and will. Iron) their favorable relations, coniniand an immense business. Tlu- Lackawanna and Western will soon become a part of another throurrh route from western New York to the city. Already are roads eillitr in progress or in operation fiom New York to the Watt r Gap. The completion of these will have only about Ibrty-live miles of new line, to open a new and shorter rout(! from Great Bend, on tht; Erie road, to the city of New York than i)y that line. There are also in the eastern part of llie State numerous coal roads, the most important of which is the Pennsylvania Coal Company's road, extMidiug Irom the Lackawanna valley, n distance ol" something over Ibrtv miles, to the Delaware and Hudson canal. With the above ex- ception, the coal roads are short lines; as they are purely local works, a description of them is not aj)propriate to this report. There are several very impoitant works, proposed and in progress, in the State. Those in the eastern part of it are: the road iVoni Norris- tcnvn to till Di'laware river, which is to be extended to the Water Gap, tor the purpose of tl)rming a connexion with the proposed road to the Lackawanna valley ; the Cafaii-issa, fVillidmsiiort, and Erie road, which is the viitual extension of the Reading road into the Susciuehannu vallev ; and a road extending from Easton, lollowliig up the valley ol the Lehigh, to a junction with the road last named. The first o{' tlicse is m progri'ss. The Calawissa road was partially gradeil son)' years since, and ctlbrts are now making to securi' its completion. The road up tl'.c vaUey of the Lehigh is regartied as the virtual extension of the New Jersey Ct^ntral road into the valley of the Susquehanna, where a coinxxion will be ti)rmed with the Sunl)ury aad Erie road, thus open- ing a din ct communication between the latter and Niw York, and placing that city in as favorable connexions with the proposed fine to I^ake Erie !)s Philadelphia. An iu)porlant fine of road is soon to be commenced, extending Ironi n flW l 268 ANDREWS REPORT ON Hfirri^!?nir;i!tiinoic project, iind is sudicictitly dcscrilx'd in corinrxi(HJ with llic iJallitiiore uiid Sust i'ittshurg, hy placing th;it cily on one (»t the shortest nnih's between tbe East and W«'st. At Steuhenville it will connect with the Stcuhriinllf: and liidinnn road, now in progress iroin that cily to Colum- bus, the i ipital (»f ( )hio. Tim- fwoposed Sn/ihunj ntid Kiic railroad is intended to bear the same relation to Pfiiiadelphia, in reference to the trade of Lake Erie and the W(!st, as does the Erie railroad to New York. Its length will he about two hurijrdred and l()rty miles. Active m<'asures are in j)rogress to se- cure tfie necessarv means ll)r this work, which promise to he success- ful. The whole distance by lliis route, from IMiiladelphia to liake Erie, will h(! about four hundred and twenty miles, somewhat less than that from New Y'ork. There arc a number of canals in the State owned by private com- panies, the most importaiit of which are the Sckwjlkdl and Lehigh ca- COLONIAL AND LAKE TRADE. 2G9 nnls, wlii(!li havn been constructed for tlu; purpose of affi)r(ling oulI(;t.s for the anthracite coal-fields of that Stale. They derivj; (heir chief consecjuenco from their connexion with the coal tradt^ allhonu;li tlicy have a large traffic in addition, 'i'hese works, though of great ulihty and importance, fiom the relations they susli»iii to the varied inleresls of th(! country, in supplying them with I'uel, are of a local character, and do not form portions of any extended routfis of commer(;(>. The Tidowater canal lias becMi hriefiy alluded to in the notice of the •^Stati! works," to whirli it supplies a communication with ('hes'ipeake bay, and with the; cities of liallimore and Pliiladelj)hia, by u contiim- ons water-line. It is a valuable? imj)rovement, and lorms the oullct ll)r a large and important section of the Slate, and iijr a portion of the com- merce [jassing over the Slate works. It is a work of larg«; capacity, and is in possession ol" an extensive trade. It is also a cliannel through which a large (luanlity of coal is sent to market. DKLAWAUE. P;)pulation in 1830,70,748; in 1840, 78,08.'3 ; in .1850, 01, •'332. Area in s(juare miles, 2,120; inliahitiMits to stpiare mile, 43.17. TlKM)iily road lying entirely in this State \^l\n) Nnvcustle tniil French- town, connecting the Delaware; witli ('hesapeake bay, by a line of 16 miles. This road was once of" considerable importance, as it l()riiie(l a part of the route ol' travel belWiMMi ihe East and West, wliieli has since been su])erseded by tlu! IMiilad-'lphia, Wilminulon, and IJalti- more railroad. It mav now be n^uarthH dy seonenci; <1 ClivMipciikc and Dvlmvarr. atnnl. — 'IMie oidy improvement ol any con- siderable importance! in Delavare is the Cliesa{)eake and Dtdaware canal, connecting the above-named bays. This work is VM miles long, (50 ti'cl wide, 10 feet deep, with two lift and two ti(ii;-loeks. It cost nearly S3, 000, 000. A very considerable; p(irtie)n e)f its ee)st was fur- nished by tlie> general gove'rnment, in elonalie)ns e)f lanel. This work be;ars a similar r(latie)n te) the' ce)nnne're'e> e)f the; country with ihe Itiui- tan canal, and makes u]) a part e)l' the' same syste-m e)f intt rnal wate-r navigatie)n. It is also the channe'l of a large trade be;twee>n Chesa- peake- bay and IMiiladelpliia anel Ne-w York. The Ph'dtiddphia, WilnHngton, and JiaUimnrc railroad lie's partly withm the; Slate of Delaware-, and has bo'Ui suUiciently described un- der the head of "Pennsylvania." com- f/i ca- MARYLAND. Population in 1830, 447,040; in 1840,470,019; in 1850, .583.035. Area in sejuare miles, 9,350; inhabitants te) square mile, 02.31. Infiuenccd by similar objects to those which actuated the people of Philadcdphia, New York, Be)ston, and the eastern States, in their immense 1,1 270 ANDREWS REPORT ON expenditures for works tli.U facilitate transportation, tho people of Marv- liind, at an early period, eomtncnced two very itnportatit works, the ChrstifKdkc and Ohio cnnal ind the lialtimorc and Ohio railroad, for the purpose of attracting 1 1 Irade of the interior, and of placing them- selves on the routes of eomuKTce hetween the two grand di^ !arest [iroximity to the Mis3i.ssip[)i Vall(!y in the {States of Mary hind and Virginia, 'lo this is to be ascribed the fact, that beli)re the use of railroads, the principal routes (tf travel between the East and the West wen; from the waters of that ba}' to the Ohio river. The great National road, established and constructed by the general government, commenced at the Poto- mac river, in Maryland, and its direction was made to conlbrtn to the convrnicnt route of travel jit f/iat time. No sooner had experience demonstrited (he superiority of rail- roads to ordinary roads, than the people of Baltimore assumed the a{la[>tation of them to their routes of eommunicalion, and innnediateiy <"ominenced the construelion of th;it great work, thi; Ihdliinorc and Ohio railroad, which, after a struggle of fwcnfij-Jirr. years, is now on the t!Ve of completion. This road was commenced in 18'2S, and was one of the first ro;ids brought into use in the United Slates. At the early period in which it was connnenced, the dilliculties in th(^ way of construction were not uppreciated. These obstructions, now h.ippily overci>me, for a long time proved too li)rmidjiMe to Ik; surmounted by the; engineering skill and ability, the ex|!' rii.Ko in railrond construction, and the; limited amount ot capital mih'S. Its estimateil cost is Ji?l 7, iSf)3, !()(>. It cross(>s the Alleghany mountains at an elevation of 2,()t2() ieet above tide-water, and 2,0:28 feet above low water in the Ohio riser, at Wh(;eling. In ascending the mountains from tla; east, grades ol" IJG fi-et to the mile are i;ncountered on one plane, li)r ab.)ut lifteeii miles, and t(»r about nine miles in an opposite direction. (Jrades of over 100 feet to the mile, fijr over ten mil(>s, are met with on other portions oi"ilie line. These grades, which only a fi-w y«\-irs since were regarded as entirely beyond tla; abilit}' of the locomotivt; engine to ascend, are now worked at nearlv the ordinary speed of trains, and are f()und to oiler no serious obstat le to a j)rofitable traffic. Occurring near to each (Jllier, they are arranged in the most convenient manner for their economical working, by assistant power. With thi; above exception, the grades on this road will not compare unfavorably with those on similar works. Tin; road is now open lo a point about 300 miles from Baltimore, and will be completed on or befijre the first of January next. Whatever doubt may have existed among the engineering profes- sion, or the public, as lo the ability of this road, with such physical dilliculties in the way, to oarry on a profitable traflic, they havo been COLONIAL AND LAKE TRADE. 271 (Irs of 116 ['( uv. iiKJji;- romnvrd by its succrssful opcrution. That tlu! mile, for miiny inilos, had to ho rosorl* d to, i.s lull proof ol nitudc of the obstacles encourilored. Its success in the fliec; of ail these, (tf.'i faulf'^' mode of (construction in the oulset, and of great linai»- cial embarrassment, reflects tlif! very liif,'licdt credit upon the company, ntid upon the people of lialtimore. As l)e(()re stated, ifie first route of travel between tli<" Kast and the West was between the waters of the Chesapeake and tlu; Ohio. The o[)enin,i,' of the Erie canal, and, subseipienlly, of tlx; railroads Ix'lween the Hudson river and Lake Eri'", diverted this travel t(» this more north- ern and ('ireuitous, but mon^ eonvenicrr route. This diversion seriously nffeeted \\iv. business of Haltinior(^ arit^ mr'^erinlly lessened the revenues of the Baltimore and Ohio railroad, s opcnioL,' to (number land. All this lost ground tlu; jieopleof 13a rl lo n-gaiii ; and with it, to draw themselves a large trad. ' iistonted to pass to the more northern cities. Assuming the c<. ,i is[)ortalion on a railroad lo be measured by tlniof distance, IJaltiinwr. rrtainly occupies ii very fiivorable position in reterence to western inide. To ('inciniiati, the great city of tli(! West, and the commercial dej)ot of southern Ohio, the shortest route from all the great northern cities will probably Ix; by way of IJallimore, and over the Baltimore and Ohio railroad. To strengthen her j)osition still farther, the j)eople of this city have already commenced the construction of the Sortliivcslnn railroad, extending from the southwestern angle of the liallimitre and Ohio railroad to Paikers- burg, on the Ohio river, in a direct line towards Cinciiuiati. The dis- tance from Baltimore to I'arkersbutg, by this route, will be about 395 miles, and about 680 to Cincinnati, by the railroads in progress through southern Ohio. From Wheeling the main trunk will be carried to the lakes by the Chvelin.diind fVcllsrille r.nWinui, now comi)leted to lf'i//sil/lr, 100 Ujiles, and in jnogress from VVellsville to Wheeling, '!>G miles ; and through central Ohio to Columbus, by tin; Central Ohio railroail, now in opera- lion from that place to Zanesville, a distance of about (it) miles, and in progress east to Wheeling, about 82 miles. When the Ohio, thereti)re, IS reached, Baltimort? will be brought into immediate conn(>xion with all the avenues of trade and travel in the West and will be in a strong position to contend l()r the great [)rize — the interior commerce ol" the country. Th(! local trafKc of this road assum(;s a gr(\it importance from the immense coal trade which nmst pass over it from the (>xtensivc mines situated near Cumberland. The superior iiuality of this coal will always secure l()r it a ready tnarket, and there can be no doubt that the demand will always be ecjuai to the capacity of the road. Already has this trade been a source of lucrative tratlie, and contributed not a little to tlu; success of the road bet()re the western connexions, upon which complete success was predicaltnl, could be l()rme(l. But for tliis traliic the credit of the company could have iiardly l)e(>n main- tained, at a point necessary to secure the re(iuisite means ii)r its prose- cution to the Ohio river. Ihiltimore and Susrji/ekanJia rnihnad and its connca'ions. — The next great line of public improvement in Maryland is the Ballimorc and IMAGE EVALUATION TEST TARGET (MT-3) {./ ^.% .V^ 1.0 !^i^ 1^ I.I 1.*^ 1^ 1.25 1.4 m V .> Ta Photographic Sciences Corporation 23 WEST MAIN STREET WEBSTER, N.Y. USSO (716) •72-4S03 I % A ^ 1^ \ sS^ < xS^ 4 ^ ^ ^ ► -J ~% ■ 1 272 Andrews' report on ( 3 : l' ! -^ Susquehanna railroftd, by which that city secures a communication with the country lying to the northwest, and with the public woiks of the State of Pennsylvania, as she will ultimately with those of New York. As Hir as distance is concerned, the city of Baltimore occupies as favorable a position in reference to the public works of Pennsyl- vania, and the various hnes of improvement connecting with them, as does the city of Philadelphia; the former being only 82 miles from Harrisburg, while the latter is 107 miles. Such being the fact, Balti- more is making the most vigorous efforts to perfect and extend the works by which these important communications are maintained. She is esj)ecially occupied in pushing a line up the Susquehanna river, with a view to its extension to Elmira, the most considerable town on the Erie railroad between Lake Erie and the Hudson. This town is also connected with all the railroads running through central New York, with Lakes Erie and Ontario at various points, and by a water-line with the Erie canal. By reaching this point, the Baltimore lines of improvement will be brought into direct connexion with the New York system of public works, which have thus far monopolized the interior trade of the country. To divert this trade frou) its accustomed chan- nels, and to turn a portion of it at least to Baltimore, is one great object that induces her to lend her aid to the Susquehanna road in Pennsyl- vania, through which this object is to be effected. The trunk of this great line is the Baltimore and SusquehannaraWroacif which extends from Baltimore to York, Pennsylvania, a distan(;e of 56 miles. In its original construction it received important aid from the State. It has not been a successful work, in a pecuniary point of view, owing to a fiiully mode of construction and to tlie want of suitable con- nexions on the north. But these drawbacks to its success have been removed, and its business prospects are now rapidly improving. From York it is carried forward to Harrisburg, by means of the York and Cumberland road. Beyond this point no railroad has been constructed up the Susquehanna valley. It is the construction of this link that is occupying the especial attention of the city of Baltimore, an;l toward which, in addition to private subscriptions, she has extended aid in her corporate capacity to the amount of $500,000. The distance from Harrisburg to Sunbury, the route occupied by the Suscjuehanna company, is about 50 miles. From Williamsport to Elmira tlie dis- tance is about 75 miles. A portion of this last-named link is in opera- tion ; and should the road from Williamsport to Ralston be adopted, as a part of the through route, it will require only the construct ion of" some 20 miles to complete the last-named link. Vigorous measures are in progress for the commencement of operations upon the unfinislied por- tion of the above line, and the whole will be completed, as soon as this can be done, by a prudent outlay of the means that can be made applicable to the work. When the works in which the city of Baltimore is now engaged shall be completed, she will occupy a favorable position, as far as her jfrox- itnity to the great interior centres of commerce is concerned. She will probably be on the shortest route between the great northern cities and Cincinnati — she will be nearer to Buffalo than even New York or Bos- ton. She expects to realize in results the strength of her position in the COLONIAL AND LAKE TRADE. 273 lunicntion woiks of 3 of New occupies Ponnsyl- lliem, as liles from 3ct, Balti- xtond the r)tHl. She river, with \vn on the wn is also Sew York, WiUcr-line re fines of New York li(! interior irned chan- jreat object n rcnnsyl- waraihoad, :an(re of 56 id I'roni the int of view, jitablo con- have been !\n*^. From ? York and constructed link that is ami toward iidid aid in stance from us(iuehanna lira the dis- is in (»pera- adopled, as ilionof some isures are in inished por- 1, as soon as ;an be made ngaged shall as Ijer I'^^o^' d. She will •in cities and York or Bos- osiiion in the abstract. Assuming cost of transportation to be measured by lineal distance, how far the result will justify her expectations remains to be seen ; at all events, she is certain to be amply repaid for all her efforts, by the local traffic of the country traversed by her lines of railroads, which will increase largely her present trade, by developing the re- sources of the section of country legitimately belonging to her. The next most important line of road in Maryland is the Washington branch of the Baltimore and Ohio railroad. -This forms a part of the great coast line, extending from the eastern boundary of Maine to Wil- mington, North Carolina. Its traffic is chiefly derived from passengers. It is, besides, situated too near the navigable waters of the Chesapeake to command much more than local freight. As a connecting link m the great national line referred to, it occupies a position that must always secure to it a profitable traffic. Chesapeake and Ohio canal. — This gi'eat work was projected with a view to its extension to the Ohio river at Pittsburg. The original route extended from Alexandria, up the Potomac river, to the mouth of Wills cieek, thence by the Youghiogeny and Monongahela rivers to Pittsburg. Its proposed length was 341 miles. It was commenced in 1828, but it was only in the past year that it was opened for business to Cumberland, 191 miles. Towards the original stock $1,000,000 was subscribed by the United States, $1,000,000 by the city of Washington, $250,000 by Georgetown, $250,000 by Alexandria, and $5,000,000 by the State of Maryland. From the difficulties in the way of construction, the idea of extend- ing the canal beyond Cumberland has long since been abandoned ; and though when originally projected, it was regarded as a work of national importance, it must now be ranked as a local work, save so far as it may be used in connexion with the Baltimore and Ohio railroad, as a portion of a through route to the Ohio. In this manner it bids fair to become a route of much general importance. As a very large coal trade must always pass through this canal, the boats will take return freights at very lov/ rates, in preference to returning light. It is pro- posed to form a line of steam propellers from New York to Baltimore, for the transportatioh of. coal; and it is claimed that the very low rates at which freights between New York and Cumberland can be placed by such a combiniition, wilt cause the canal, in connexion with the Baltimore and Ohio railroad, to become a leading route between New York and the West. The canal is a work of great capacity, having six feet draught of water, and allowing the passage of boats of 150 tons burden. As it commands the whole water of the Potomac river, it will always be abundantly supplied with water. This canal has encountered so many discouraging revcses as to cause a general distrust as to its ultimate success. It is believed, how- ever, that it will not only become very important as a carrier of the celebrated Cumberland coal, but that it will, in time, work itself, in connexion with the railroad, into a large through-business between the eastern and the western States, in the manner stated. 18 if I i I 'erf' "iiP I ! f , I 274 ANDREWS' REPORT ON VIRGINIA. Population ill 1830, 1,211,405; in 1840, 1,23^797; in 1850, 1,421,661. Area in square miles, 61,352; inhabitants to square mile, 23.17. The State of Virginia is the birth-place of the idea of constructing an artificial line f()r the accommodntion of commerce and travel between the navigable rivers of the interior and tide-water. It is now nearly one hundred years since a definite plan tor a canal from the tide-waters of Virginia to the Ohio was presented by Washington to the House of Burgesses of Virginia, and ever since tliat time the realization of this project has been the cherished idea of the State. The central position of Virginia, her unsur[)asscd commercial advan- tages, afforded by the deep indentations of her numerous bays and rivers, and the near approach toward each other, in her own territory, of the Ohio and the navigable waters of the Chesapeake, all pointed out this State as the appropriate ground tor a connection between the two. To the apparent facihty with which this could bo formed, and to the advantages anticipated from it, is to hr, attributed the hold which this project has always maintained upon the public mind of the State. James River and Kanmvha Canal. — The great work by wliich this connexion has been sought to be accom[)lished is the James river and Kanawha canal, to extend liom Richmond to the navigable watns of the Great Kanawha, at the mouth of the Greenbrier river, a di; lance of about 310 miles. This work is now c(mipleted to Buchanan, in the valley of Virginia, a (hstance of 196 miles, and is in progress to Cov- ington, a town situated at the base of the great Alleghany ridge, about thirty miles iarther. It was commenced in 1834, and has cost, up to the present lime, the sum of $10,714,306. Tiie extension of this water line to the Ohio is still considered a problem by man}', though its friends cherish the original plan with unfaltering zeal. The work thus far has scarcely realized public expect *-')n, from the difficulties en- countered, which have proved far grca han were anticipated in the outset, and have materially delayed ti (. progress of tfie work. The canal t()llows immediately on the bank of the river, \vhich has a rapid descent, and after entering the Allegiiany ranges, assumes many of the characteristics of a mountain stream. This tiict has compelled the construction of numerous und costly works, such as dams, culverts, and bridges, and subjects the canal to nil the dangers of sudden and high Hoods, from which it has at several times suffered severe losses. But, so fiir as the canal has been carried, all obstacles have been sur- mounted. The various works upon it have now acquired a solidity that promises to resist all the trials to which they may hereafter be subjected. The crossing of the crest of ih(^ Alleghanies, the most diffi- cult portion of the whole line, has not iHien commenced. The summit at the most fiivorablt; point of crossing is 1,916 teet above tide-water, or 1,352 (eel iil)ove the highest point upon the Erie cmfd, which is at the lake at Buffalo. Elaborate surveys and calculations have been mad(! lor the purpose of determining whether a sufficient ijuantity of water can be obtained \'or a supply at the summit, and the result seems to favor an affirmativ(^ opinion. Could this canal be carried into the Ohio valley, with a sufficient COLONIAL AND LAKE TRADE. 275 ,421,661. L7. _ ucting an [ between w nearly dr-vvaters House of ,on oi" tliis iiil advan- bays anil 1 territory, ill pointed Btween the ned, and to liold which ■ the State, which this ics river and e watrrs ot* a
  • completed at the earliest practicable mo- ment. plished less e take into sity for such inaction has a large com- 3 centre of a the capital, Imington and 1 traversing 1. This is a lling public, )y an impor- irativcly low y a lucrative character of c South, and SOUTH CAROLINA. Population in 1830, 581,185; in 1840, :)1,398; in 1850, 668,507. Area in square miles, 24,500 ; inhabi^nts to square mile, 27.28. So^ith Carolina Railroads. This State furnishes a good illustration of the correctness of the pre- vious retnarks, in reference to the influence of a commercial capital in promoting and giving character to works of internal improvement for the country dependent upon it. Large cities collect together the sur- plus capital of the surrounding country, and a mercantile life trains men up for the management of enterprises calling for administrative talent, and involving large moneyed operations. No sooner had the people of this country commenced the con- struction of railroads, than the city of Charleston entered upon the great work of that State — the South Carolina railroad. This was one of the first projects of the kind undertaken in this country, having ■■(i I 1 : .1 i K^ f:!! '. f fi I 280 ANDREWS' REPDRT ON been commonccd in 1830. Its ninin tiiiiik cxtciids from Charles- ton to Hamburg, on the Snvantifih river, opposite Augusta, (Jeorgia. It has two branches; one extending to Cohnnbia, the pohtieal i-apital of the State, and the other to Camden. The entire length of the roay the first capital of ss towanl inns of the iiitgomery. Mexieo on 1, Charles- rleston and aiown. It cial einpo- ' the lower oad, under ible, to the interest in 1 southern sums were le now see ui, to have As lar as concerned, e ai)ility of L'he termini \v, between I the means xl; and, as . The dil- ir as means nks, having cd that the Louisville, re now pro- •ess. From line will be m Nashville Mf)w in pro- icl. Louis- he Louisvilk ami Lr.rtngtnn nnd the Omn^tnu and Lctinfftnn railroads. The l!»rnier is in operation; the latter will be completed next year; and the <'ily of Charleston, without any expenditure other than that recjuisite Kir the construction of roads within her territory — excepting a small loan to the Nas/iviUe and C/tattavniiga- road — sees the great project, l!)r which she so zealously labored, on the eve of aceomplishinent. A more direct, and ap[)arently appropriate, line, llian that ubrtve de- Scribed, is one traversing the entire* length of the State of South Caro- lina, in a northwesterly direction, crossing the northeastern corner of Georgia and the western portion of North Carolina, running down the Litth' and up the Great Tennessee rivers, to Knoxville; thence by the Cumberland (Jap, or some practicable pass in its vicinity, through Danville and Lexington, Kentucky, to Cincinnati. The only portions of this line for which the means ar<' certainly provided, are those ex- tending from Charleston to Anderson, in South Carolina, a distance of 248 niil(;s, and from Cinciruiati to Danville, a distance of 128 miles, making in all 371 miles, and leaving about 3fA) miles to be nrovided l()r. That this direct line will be accomplished cannot be doubted. A considerable portion of the country traversed can provide sutficienl means for its construction, and the "necessary balances will be supplied by comiecting lines and by private interests. For that portion of the link, unprovided l!)r, between Anderson and Knoxville, it is believed that the legislature of the State of South Carolina will extenil liberal aid. The Soiifh Carolina and the Gnaivillc and Cohmbia roads, f()rm- iiig the lower portions of this great chain, are also expected to render efhcient support. That portion of it through the State of Tennessee will undoubtedly receive the benefit of the recent internal improvement act of that State, which appropriates $8,000 per mile to certain leading lines — a sum suHicient, with what private means can l)e obtained, to secure its construction. The link from Danville, Kentucky, to the boundary line of Tennessee, traverses a region of" vast mnioral re- sources. It is believed the amount lacking to complete this link, be- yond the means of the people upon it, will eventually be liirnished by parties interested in the tcholc as a timntgh route. Active measures are in {)rogress upon the entire route to secure the necessary surveys, to provide the means of construction, and to awaken the minds of the people to tho i'-iportance of the work. The other important projects in South Carolina are the Gncnvillcand Cohmbia, the Charlotte and South Carolina, the Wilmington and Man- chester, and the Northeastern road, extending from Charleston to a junc- tion with the Wilmington and Manchester road. The Charlotte and South Carolina and the Wilmington and Manchester roads lie partly in North Carolina, but they are appropriately described as a portion of the South Carolina system. The Greenville and Columbia road extends liom Columbia, the termi- nus of the Columbia branch of the South Carolina railroad, to Green- ville, a distance of about one hundred and twenty-three miles. It has two branches — one extending to Pendleton, and the other to Anderson court-house. The leading objects in its construction are of a local char- acter; though, as before stated, it is intended to make it a portion of a through hue to the Mississippi Valley. The road traverses one of the .M. i "i m •f I il 282 ANDIIKWS UUI'URT ON boAt p()rtif)ni« of llic Stiito. Ft Iifis Imtii Ixiilt nl ii low coHt, owiii^ to tlic liivoriiblc iiatiiro oltlic comilry tiiiv« rscd, mid ilu* (iiU'rpriMc prom- ises to hr liiglily rcmiiiirrativ*'. A cinisidcrahlc portion of this lino is in operation, and tlut whole will bo (•onjpl('t«'s long. It is an important link iMtwec^n tin; other roads of the States, and, with them, between those of the northern, southern, and southwest<'rn States. Its local business will bo lucrative, as it traverses ii rich country without suitable avenues to market. Like most of the southern roads, it has been constructed nt a low cost. It is nearly completed, and will be shortly opened. Coiuiected with this road, at ('hester, is a branch road, called "the AVw^'a Mountain railroad, in operation and extendin^u to Yorkville, u distance of about twenty-five miles. IFi/mlngtnn and Manchrstvr llalhoad. — The chief object of this line is to supply the link l()r the connexion of th(^ roads of the Slates of South Carolina and Georgia with thosi of tlu; north. It is this object which gives it general importatice, though its principal revemies will undoubt- edly bo derived from local traffic, which th(> country traversed will I)rol)al)ly supply. The road is about one hundred and sixty-two miles f»ng. its construction is essential to the convenience of the travelling public, and will add largely to the traffic of all the connecting lines. A glance at the accompanying map will well illustrate its relations to other roads. Although a first-class road, it is constructed at the mini- mum cost of southern roads. The whole line is under contract and well advanced; some portions of it are opened, and the whole is in progress to completion with all practicabh* dispatch. The only project of any considerable public importance, not already noticed, is the Northeastern road, extending from Charleston to the Wil- mington and Manchester road, at a point between Marion and Darling- ton. The object of this road is to secnr(; to Charleston a more direct outlet, and to place her in a line of travel between the North and the South. Without such ii work, the tendency of the Wilmington and Manchester road would b(> to div(Tt the through travel from that city, and would conse(|uently threaten her with the loss of a portion of her business and public considerjiUon. To f()rtify her position, this city also proposes to construct a railroad dired to Savannah, liy these works she will place herself on the convenient line of travel between the extremes of th(^ country. The length of this lirst-named line will be about one hundred miles. Its cost will be between $1,500,000 and $2,000,000. The work is light, the only diflicult point being the crossing of the Santcc river. The route is now under survey, and will be commenced as soon as practicable. The road may be regarded as a Charleston project, and that city will contribute largely to its construction. , owing to risr protn- liis lm(t in 'V- ;nitu(lo <'X- lly iiIIihUmI ■II ill wcsl- itiii, iitui is ik ImIwccii lost; of tlio (•S;4 will l)G [ivcnups to ruclod nt a (•filled "the I'orkvillc, a this liiif is Los of Soutli )icct which ill muloubt- vcrscd will yr-two miles travelling acting lines. relations to It the inini- •ontrael and whole is in not jilreiidy 1 totlieWil- md Darling- uion; direct irtli and tlu; 'iningtnn and m that city, Drtion of her m, Uiis city 1. By these ivel between indrcd miles. The work is Santce river. 1 as soon as I project, and COLONIAL AND LAKE TRADF:. (JKOIIGIA. 283 Population in 1830, 51(5,823; in 1841), HOI, 3f)2; in 1850, OO.'i.iMJl). Area in s(|uare miles, 58,000; inhahitnnts to scjiian^ mile, 15.()2. The State of (Jeorgia has distinguished herself fi)r the extiMit, exccd- Uriiee and succ(!S3fiil management of her railroads. In these respects she ranks first among tin; southern States. Her success is mainly owing to the fact, that her gr(;at lines of railroad W(M-e completed 'withiti a comparatively brief p(^riod after they were nndertakiMi. From the sparse po])nlation in the South, and the absence ot" l.irge towns in the inttsrior, the com|)letion of a road is necessary to success. Until the c()nii(!xions proposed are formed, the work is gen(>rally unprofitable. Sue(!essiv'e links, as they are opened, do not yield a large revenue, as is the case with many northern liiuvs, which find between two neigh- boring villages a renmnerating traffic. To this fiict is, in some degree, to be attributed the failure in the South of many of the projects of 183G and 1837. Portions only <>f the lines of railroad commenced at that period wvvv eoinijleled. The commercial revulsions which li>l- lowed checked their lurlher prosecution. The several links brought into use were lujt of sufHeienf length or importance to develop and command a remunerative business; and, in some instances, projects wen* abandoned even after a i)ortion of their lines h ' been opened l()r l)usiiu!ss. The reverses which have been alluded to, were chiefly con- fined to the projects of the newly-settled southern and western States. These States were then a wilderness as compared with their present condition. At that period success was impossible, not only from the lack of capital ade<|uale to the enterprises, but of those (piahties neces- sary to sujx'rintend and carry out these enterprises, and which can only result from experience. The efli'ct of the reverses sustained, was to discourage for a lime all attempts to construct railroads. But the long j)eriod which has since elapsed has brought with it greater means; a wider experieiiec ; tin; sucei\«*sful examples of other States; more distinct and better- defined objects; and a more intimate act|uaintance, and hearty co-operation among people interested in such. works. The operation of time has settled our commercial depots, and established the convenient channels of commerce and travel. At .'Hi earlier period these were assumed in the projects undertaken, and the results fre- (juenlly proved these assumptions to be wide of the truth. New lights have arisen as guides to renewed efforts. The southern peoj le are again inspired with confidence and hope; and the movement now going on throughout the southern Stiites, finmded upon a pi()[)er knowledge of" their wants and abilities, and guided by wider experience and more comnetent hands, is* destined to achieve the most satisfactory results. The success of the Georgia roads, as already stated, was owing to the ftict that, after a severe struggle, her leading lines were coAipleted without great delay. As soon as they were brought into use they at once commenced a lucrative business, yif^lding a handsome return upon the cost, and have proved of inestimable benefit to the people of the State. Their roads have not only enabled them to turn tlieir resources to the best account, but have done much to develop that spirit of enter- i T II lif 284 ANDREWS' REPORT ON prise and activity tor which the people of Georgia are particularly dis- tinguished. The leading roads in operation in Georgia constitute two great lines,, representing, apparently, two different interests. The first extends from Savannah, the commercial capital of the State, to the Tennessee river, a distance of 434 miles, and is made up of the Georgia Central, Macon and Western, and Western and Atlantic roads. The latter, hy which the railroad system of the State is carried into the Tennessee valley, is a State work. The second line traverses the State from east to west, crossing the other nearly at right-angles, and is made up oi" the Georgia and the Atlanta and La Grange railroads. This line may be considered as an extension, in a similar direction, of the South Carolina railroad, and rests on Charleston as its commercial depot, as does the former on Savannah. To a certain extent the West- ern and Atlantic link may be said to be common to both lines. The first described line, however, has important branches, which con- nect it with a much larger portion of the State than the latter. At Macon it receives the SoutJnccstcrn railroad, an important line, alrcadj' constructed to Oglethorpe, which will be continued to Fort Gaines, on the Chattahoochee. A branch of this line is in progi-css to Columbus, an important town on that river, and the principle depot of trade tt)r western Georgia and eastern Alabama. Upon the completion of these roads the Central line will extend to the northern and western bound- aries of the State, and will receive an important accession to its already flourishing traffic. The tiiree great roads of the State, which have been in operation for a comparatively long period — tiie Central, the Georgia, and tlie Macon and Western — havt^ tor many years past, been unil()rmly suc- cessful, and take high rank among our best managed and best paying roads, averaging, lor a series of years, eight per cent, dividends. Notwithstanding their imperfect mode of construction, which has required repairs equal to an entirely new superstructure, their cost per mile is less than the average of roads throughout the country. This is owing in part to the favorable character of the country fi)r sucli enterprises, and the prudent and skilful manner in which they have been constructed and managed. All these have proved profitable works, chiefly from liieir local traffic. Tiie rapid extension of connecting links, which must use the above as their trunk lines to market, must, in tiie ordinary course of busi^ss, add very largely to tiieir present considerable revenues. Among the most important roads in progress in the State, may be named the Waijne.ifjoro\ the Southivestern, tiie Muscogee and the Atlanta and La Grange. The .object of the Wayncshord' road is to effect a communication, by railroaS, between Savannah and Augusta, tlie latter the terminus of the South Carolina and Georgia railroads, and situated at th<,' head of naviQ:ation on the Sav.innah river. A portion of this line is aheadv in operation, and the whole is nearly completed. It is an important con- necting link between other roads, and will greatly atld to the liieilities of business anfl travel in the southeiisteni portionof the State. The Southivcstcrn road will provide an outlet for the rich planting COLONIAL AND LAKE TRADE. 285 ■V ally dis- at lines,, extends ennessee , Central 1 'after, by ennessee from east de up of line may he South al depot, le Wcst- )th lines, lich con- itter. At , already Jaines, on 'olumbus, trade for n of these n bound- ts already operation ',, and the [)rmly suc- gst paying dividends. ,vhich has lir cost per itry. This y ti)r such they have »ble works, connecting rket, must, eir present ite, may be the Atlanta iiication, by terminus of the head of already in portant con- LJie facilities Le. ich planting district of southwestern Georgia, one of the best cotton-growing regions in the South. This road has already reached Oglethorpe, and is to be extended to the Chattahoochee. It will then have an outlet in each direction of trade. The proposed extension of the road is regarded as the appropriate line to supply railroad accommodation to the south- western portion of the State. The Southtvcstcrn is already in posses- sion of a large revenue irom local traffic alone. This will be materially increased by the farther extension of its own line, and of connecting roads. The Miiscogec road extends from the city of Columbus, eastward, to its junction with the SouthivesfcrJi, a distance of 7.1 miles, striking the latter about Fort Valley, 28 miles Irom JNIacon. It traverses a rich planting country, and is an important work, both as a through and local road. At Columbus it will ultimately form a connexion with the roads now in progress and operation in Alabama. Its through traffic, derived from the business centring at Columbus alone, will gonstitute a valuable source of revenue. It is nearly completed, and its opening is regarded as an event of considerable importance to other roads in the State. The Atlanta and La Grange bears pretty much the same relation to the Georgia as does ilie Mmcngee to the Central line. It extends liom Atlanta, the terminus of the Georgia and Western and Atlantic roads, to West Point, the eastern termnius of the Mantgomcry and West Point road, a distance of 86 miles. A portion of this road is already in operation, and the whole is well advanced. Its completion will ex- tend the Georgia system of roads to Montgomery, Alabama. As a connecting link, it is justly regarded as a work of much public utility. It traverses a very beautitiil and highly cultivated portion of the State, and cannot tail to have, with all the roads of the State, a lucrative local traffic. The only important road in Georgia already in operation, and not particularly noticed, is the Western and Atlantic, extending from Atlanta to the Tennessee river. To th(^ State of Georgia must be awarded the honor of first surmounting the Great Alleghany or Appa- lachian range, and of carrj-^ing a continuous line of railroad from the seacoast into the Mississipjn valley, t'roin the difficulties in the way of such an achievement, it must always be regarded as a crt)wning work. Wherever accomplished, the most important results are certain to follow. The construction of the Western and Atlantic road was the signal t()r a new movement throughout all the southern and south- western States. By opening an outfet to the seaboard for a vjist sec- tion of country, it at once gave birth to numerous important projects, which arc now making rapid prqgrcss, and which, when completed, will open to the wiiole southern country the advantages of railroad transportation. Among the more imi)ortant of these may be named tlie Memphis a7id Charleston, the East Tennessee and Georgia, and the Sashville and Chattanooga, roads, already referred to. The former will open a direct line of railroad from Memphis, an important town on the Tennessee river, to the southern Atlantic ports of Charleston and Savannah, and will become the trunk for a great number of im- portant radial branches. The Nashville and Chattanooga, traversing (I n \ n^ ;m r ! i I' 1 286 ANDREWS REPORT ON the State of" Tennessee in a northwesterly direction, has given a new impulse to the numerous raihoads which are springing into life, both in Tennessee and Kentucky. These railroads will soon form connexions with those of Ohio, Indiana, and Illinois, and thus all the northern and western States will be brought into intimate business relations with the southern cities of Charleston and Savannah. Through the East Tennessee and Georgia road a connexion will be formed with the line traversing the United States from north to south. The influence of sucii a connexion upon the growth and prosperity of these cities, as well as of the country brought into communication with them, can hardly be estimated. A r.'iilroad is also proposed from St. Simon's sound, on the Atlan- tic — said to be a good harbor — to Pensacola, in Florida. One object in the construction of this road is to build up the town of Brunswick upon that sound. As this road would connect two good harbors, one upon the Atlaryiic coast and the f)lher upon the gulf, it will prove an import- ant work. It would also open an extensive territory at present but slightly develoj)cd, lor the want of a suitable outlet. A railroad is contemplated from Savannah to Pensacola. Its object is to open a communication between that city and the southern portion of the State, and to attract the trade of a large section now threatened to be drawn off" by rival works. The project has its origin in the sup- posed benefit it would confer upon the city of Savannah, which is ex- pected to aid largely in its construction. PLOUIDA. Population in 1830, 34,730 ; in 1840, 54,477 ; in 1850, 87,401. Area in square miles, 59,2G8 ; inhabitants to square mile, 1.47. In another part of this report full notice is given to this State, em- bracing tfie works of internal improvement therein, whether constructed, in progress, or contemplated to be made, and also those heretofore made and now abandoned. It would be su|)erfluous to repeat that notice here. Reference is made, lhere{()re, to th(! communications of citizens of this State, contained in the Appctidlx at the end of this re- port, to the documents accompanying the same, and to comments of the undersigned, prefixed thereto, for full inf()rmalion on these and other subjects respecting this State. A paper respecting the " Gulf of Mexico" and the " Straits of Florida," prepared from notes fiirnished by a distinguished and intelligent engineer olfieer of the United States, is likewise inserted in the Apimndix, and contains important matter relating to this Slate. I ALABAMA, MISSISSIPPI, AND LOUISIANA. The roads of these States belong to a general class, from tlie similar- ity of their direction and objects, and from the intimate relations exist- COLONIAL AND LAKE TRADE. 287 1 a new , bolh in inexions ern and ms with the East the hne ucnce ot" ;itics, as lem, can le Atlan- object in rick upon one upon n import- csent but Its object rn portion hrentenecl n the sup- lich is ex- 401. Area State, em- ;onstructc(l, heretofore repeat that lications of 1 of this re- Dniments of 3e and other ^ *'Gulf of cs finiiishcd lited States, tant matter 1 the simihir- lations exist- ing between many of their important hues. As already stated, the greal ' c^s are tlie radial points of the internal improvement system of this c try. In conformity with this fact we find, that onreachingthe Gulf <),' Mexico the general direction of the grent lines extending into the interior gradually changes, m harmony with this fact, and that those arising from the Gulf of Mexico are at right angles both to this and our great northern lake boundary. \n examining the cliaracter and prospective business of roads running at right angles to the parallels of latitude, compared with those follow- ing the same parallels, some marked points of difference are found. In the latter case, where there is no variety of pursuits, and where the whole population is engaged in agriculture, there can be little or no local traffic. The products being identical, all the surplus is the same- in kind. But upon a route following a meridian of latitude, an entirely different rule prevails. Such routes traverse regions abounding in a diversity of {)roducti()ns, all of which are regarded as essential to the wants of every individual in the community. Such lines may be said to coincide with the natural routes of commerce, over which a large traffic nuist always pass, although the territory traversed may be en- tirely dt^'oted to agriculture. The grains, provisions, and animals of the north are wanted by the so-jthern States engaged in the cul- ture of cotton, rice, sugar find tobacco ; and these last-named products are received by the pt^ople of the north in exchange lor what they have to sell. In this country, therel«)re, the routes running cast and west may be t(;rnu>d the artljicial, those running north and south the natural routes of commerce. It is this fact that gives particular importance to the great line of communication which it is proposed to extend from the Gulf of Mexico to the lakes, thus uniting a country the extremes of which abound in the fruits of the tropics, and in the products of high northern latitudes. A railroad extending from the Gulf of Mexico constitutes a great national route of t;oininerce, and furnishes a channel of distribution over llu^ wliol(j country, li)r the vast variety' of products of the regions tra- versed, and at the same time constitutes an outlet for such surplus as may not be recjuired f()r domestic consumption. Such are the extent and range of human wants, that they require the whole aggregate pro- duction of every variety of soil and climate f()r their supply. Owing to the variety of climatr, this country is capable of producing nearly livery article used in ordinary consumption, and an abundance of all that are of primary im|)ortance. Upon tlu; completion of a railroad from the (julf of Mexico to Lake Michigan, a pei^on living midway between the two will be enabled to have his table daily supplied with the luxuries of b:)th (!Xtremes — the delicious fruits of the tropics, and the more tem[)ere(l but etjually valuable products of northern latitudes. The differences of climate will then, practically, cease to exist. The speed of" the railway train will scatter over the whole countr}', firshly plucked, the liuils of every latitude^ and one climate will practically exist fi)r all, in the possession of an abundance of the products oi' each. Extended lines of railroads are ecpially important in another point of •view. It aUvays happens that while in the aggregate there is an .abundance of production for the wants of all, there will be failures of ^1 ' H : ; hU r r ANDREWS* REPORT ON ; !' crops in different portions of the country. Such must be the case in a country of so vast an area as our own. With ordinary roads only, it is found impossible so to distribute the surplus produced as to secure abundance at points where production has tailed. The hmit to economical transportation over the ordinary roads is measured by a lew miles. The greatest extremes of want and abundance, therefore, may exist in adjoining States. All these evils are remediable by railroads, so that they will not only secure to us a practical uniformity of cHmate, but of seasons also, giving to us the greatest variety, and at the same time the greatest certainty, of uniform supply. ALABAMA. Population in 1830, 309,527; in 1840, 590,756; in 1850, 671,671. Area in square miles, 50,722; inhabitants to square mile, 15.21. Mobile and Ohio railroad. — The first of the great works of the character we have described is the Mobile and Ohio railroad, extend- ing from Mobile, on the Gulf of Mexico, to the mouth of the Ohio river, a distance of 594 miles. From Mobile it will be extended down Mobile bay to a point where a depth of 20f feet of water is reached at low tide, making the whole length of line 609 miles. The route traversed is remarkably favorable. There are no grades in the direc- tion of the heavy traffic exceeding 30 feet to the mile. The highest point of elevation above the gulf is only 505 feet. No bridges are required above 130 feet long. The estimated cost of the road, with a liberal outfit, is $10,000,000. Of the whole line, 33 miles are already in operation ; but the work is in progress upon 279 more, and the balance will be immediately placed under contract. It is intended to have the whole line completed within three years from the present time. The company are fast securing ample means for its construc- tion, which are materially strengthened by a recent liberal donation of land by the general government. That portion of the line through the State of Tennessee is provided for by the recent internal improvement act of that State. The work is under the most efficient management, and its completion within the shortest practicable period is unques- tioned. The importance of this work, both to the city of Mobile and the whole soulh(>rn country, can hardly be over-estimated. By means of it the produce of the^outli may, with the greatest expedition, be brought alongside of ships drawing 20J feet water. The route traversed is nearly equidistant from the navigable waters of the Tombigbee river on the one hand, and the Mississippi on tlie other. It traverses a region deficient in any suitable means of transportation — one of the richest portions of the United States. Flanking, as it will, a very large por- tion of the •best cotton lands in the country, it must secure to Mobile a large supply of this article, ordjnarily sent to New Orleans. From the ease and cheapness witii which the planter will be enabled to for- ward his staple to market, the road will stimulate the production of cotton to an extraordinary extent. It will also develop numerous other COLONIAL AND LAKE TRADE. 289 ase in a only, it > secure limit to jy aibw re, may lilroads, climate, he same 671,671. Jl. Ls of the , cxtend- the Ohio Lied down I readied rhe route the dircc- \\e highest ridges are oad, with re already and the iitended to le present J construc- onation of irough'the provement nagement, is unques- le and the means of it be brought •avcrsed is ligbee river ;cs a region the richest large por- to Mobile ms. From diled to for- roduction of [icrous other resources now lying dormant, and will give rise to a greater variety of pursuits, so essential to the best interests of the South. This work cannot fail to give extraordinary impulse to the growth of Mobile, and to secure to it a prominent rank among the principal commercial cities. Another great line of railroads commencing in Alabama, though at present resting upon the Alabama river at Selma, to be eventually car- ried to Mobile, is the Alabama and Tennessee River railroad. The line of this road extends from Selma to the Tennessee river at Gunter's Landing, a distance of 210 miles. The more immediate object of its construction is to accommodate the local traffic of the route traversed, although a large business is anticipated from the connexions hereafter to be formed. It is proposed to extend this road from Jacksonville to Dalton, Geor- gia, to connect with the great line already described, traversing the entire country, and passing through northern Georgia, eastern Ten- nessee, and central and western Virginia, and to which the above road will Ibrm the soutlicrn trunk, and connect this great line with the Gulf of Mexico. The Alabama and Tennessee railroad will also form a link in another important chain of roads, extending from the gulf to the great lakes. From Gunter's Landing, its northern terminus, it will be carried forward to the Nashville and Chattanooga road at Winchester, by the Winchester and Alabama road, now in progress. From Winchester to Nashville the Nashville and C/iat.tanooga road is now in operation. From Winches- ter two routes are proposed— one by way of Nashville and Louisville, a portion of which is in operation, and the balance amply provided for ; and the other by way of McMinnville and Sparta, Tennessee, and Dan- ville and Lexington, Kentucky. From Winchester to McMinnville a road is in progress, as is one from Cincinnati to Danville, on the north- ern portion of the line. The link unprovided tor is about 250 miles long. The Tennessee portion of this is embraced in the internal im- provement act of that State, and vigorous measures are in progress to secure the means requisite to the work, both in Tennessee and Ken- tucky. When these connecting lines shall be completed, the Alabama and Tennessee road will sustain the relation of a common trunk to all. The Alabama Central railroad, commencing in the State of Missis- sippi, and extending to Selma, is the appropriate extension, east, of the Mississippi Southern railroad, designed to traverse the State of Mississippi centrally from west to east. This line has been placed under contract from the State Une to Selma. It is proposed to extend it still farther eastward, so as to form a connexion at Montgomery with the Mont- gomery and West Point road. By the completion of the above work and its connecting lines, a direct and continuous railroad would be formed, extending from the Atlantic ports of Charleston and Savannah to the Mississippi river at Vicksburgh, and traversing, for a greater portion of the distance, a region of extraordinary productiveness. Its importance as a through line of travel will be readily appreciated from an examination of the accompanying map. The whole of this great line, with the exception of the link from Selma to Montgomery, which will, for the present, be supj)lied by the Alabama river, is in progress. Another line of very considerable magnitude is the proposed road ij i-;| 290 ANDREWS* REPORT ON B fi from Girard, a town upon the Chattahoochee river, opposite ColumbuSt to Mobile, under the title of the Girard railroad. A portion of the eastern division of this road is under contract. Its whole length is about 210 miles. It traverses, for a considerable part of its length, a rich planting region, only sparsely settled, for the want of suitable avenues. This line would form a very important extension of the Muscogee and the Georgia system of roads. Of its eventual construc- tion there can be no doubt, though the means applicable to the work may not secure this result immediately. The line occupies a very important through route, and the project will be likely to receive the attention of other parties interested in its extension, so soon as they shall be released Irom their present duties, by the completion of the works upon which they are now occupied. The Memphis and Charleston railroad, the line of which traverses the great Tennessee valley in Alabama from east to west, has already been briefly noticed. It commences at Memphis, the most important town upon the Mississippi between New Orleans and St. Louis, and !)assing through portions of Tennessee, Mississippi, and Alabama, brms a junction with the Nashville and Chattanooga road in the nortii- eastern portion of the last named State. Its length is 281 miles ; the whole line is under contract. Its estimated cost is about $3,000,000. Nearly the whole cost of the road is subscribed in stock; and, as ample means for construction arc already provided, the work will be urged forward toward completion with all practicable dispatch. The above line includes two of the old railroad projects of 1837, the Lagrange and the Ttiscumbia and Decatur. The former of these was abandoned after its line was nearly graded ; the latter was com- pleted with a jlal rail, and has for late years been worked by horses as the motive-power. The original object of the last nan.jd road was to serve as a portage around the *' Muscle Shoals," which in low water are a complete obstruction to the navigation of the Tennessee river. Both of the above roads have been merged in the Memphis and Charles- ton road, and are now portions of it. and their direction coincides with that of the great line. Their adoption will diminish largely the cost of the latter. The Memphis and Charleston road, as part of a great line connecting, by a very direct and favorable route, the leading southern Atlantic cities, Charleston and Savannah, with the Mississsippi river, may be urged as of national importance, and must become the channel of a large trade and travel. Its western division will form a convenient outlet to the Mississippi river, for that portion of the Tennessee val- ley ; and will save the long circuit at present made by way of the Tennessee, Ohio, and Mississippi rivers. For the eastern part of this great valley, it will afford a convenient outlet to the Atlantic ports. It will, when completed, form a part of the shortest practicable line of railroad between the Mississippi and the Atlantic — a fact in itself suflficient to establish its claims to public consideration. For the greater part of its length it traverses the "Tennessee valley," one of the most fertile districts in the United States. This road will add largely to the commercial importance of Charleston and Savannah, by securing to COLONIAL AND LAKE TRADE. 291 W umbus, of the ;ngth is ength, a suitable 1 of the :on9truc- ,he work I a very :eive the as they an of the verses the is already important ,ouis, and Alabama, the north- miles; the 3,000,000. I, as ample II be urged ts of 1837, er of these r was corn- el by horses ;d road was n low wfiter essee river. and Charles- incides with y the cost of p connectinj^, em Atlantic iver, may be :hannel of a a convenient ennessee val- way of the part of this itic ports. It ticable line ot fact in itself •or the greater e of the most largely to the ay securing to them a portion of a large trade now drawn off to the Mississippi for want of an eastern outlet. The only considerable work in operation in Alabama is the Montgo- mery and WeM Point railroad. This being one of the early projects of the South, was unfortunate in its original mode of construction, and has conLcquently been unproductive till within a few years. Under its present efficient management the road has been completely reno- vated; and now properly talces rank among the leading southern pro- jects. It traverses a fertile and productive region, and has a large local business. It occupies an important position to the great through line of travel between the North and the South. Travellers from Mo- bile and New Orleans can reach Montgomery by steamboat, at nearly all seasons of the year. From that point the line of travel is carried forward to the Boundary line of Georgia, by the above railroad. From West Point to the Georgia roads the distance is less than 100 miles ; and this link will shortly be supplied by the Atlanta and Lagrange railroad. The route of the Montgomery and West Point railroad is identical with that of a great line of travel, and is already in possession of a large through business, which will be much increased by the pro- gress of southern railroads. It may be here staled, that it is proposed to connect the last portion of this road with Columbus, so as to Ibrm a junction with the Muscogee railrorwl. Such an improvement would constitute the Montgomery and West Point road the trunk of two great eastern lines. It is also propositi to extend a line of railroad liom Montgomery to Mobile. Altlujugh there can be no doubt of the ulti- mate realization of this last project, it is not j^ct sufficiently matured to demand further notice. MISSISSIPPI. Population in 1830, ]36,G21; in 1840, 375,651; in 1850, 600,555. Area in square miles, 47,156; inhabitants to square mile, 12.86. The only important work in operation in Mississippi is the Southern railroad, extending from Vicksburg to Brandon, a distance of about sixty miles. This, like the Montgomery and West Point railroad, was one of the early projects of ih(; South, and has experienced a similar history. By the original pl.in it was proposed to make this part of a line extending through the States of Mississippi and Alabama to Geor- gia, and, ig connexion with the roads of that State, to the Atlantic. As was the case with so many southern roads, the scheme proved a failure. It is, however, reviving under circumstances tliat promise full success. As already seen, a greater part of the Alabama portion is either completed or in progress; and operations are about to be commenced upon the unfinished Mississippi section. When com- pleted, this line will prove a work of great public utility. There is none in the country tiir which there is greater apparent necessity. The whole route traverses one of the richest planting districts in the south ; and as the people on its line can readily furnish the necessary means, its early construction is not to be doubted. t; Mi 292 Andrews' report on i ! Of the proposed linos in this State the most important is the Nno Orleans, Jackson, and Northern, by menus of which the city of New Or- leans aims at opening a communication with the roads in progress in the southern and western States. The proposed northern terminus of this great work is Nashville, the capital of the State of Tennessee. The lengili of the road will be about five hundred miles. It is regarded with especial favor by the people of New Orleans, and is one of the great works by whicli that city proposes to restore to lierself a trade which has in a measure been lost ; to turn again the tide of western commerce in her favor; and to develop the immense resources of an extensive region of country, to the commerce of which she may justly lay claim. The magnitude of this project is well suited to the great- ness of the objects sought to be accomplishry rich and productive planting district. The line of the Memphis find C'ha.rlestm road will also traverse a small portion of the northeast- ern corner of the ^ate. LOUISIANA. Population in 1830, 210,739; in 1840, 352,411 ; in 1850, 517,739. Area in square miles, 40,431 ; inhabitants to sipiare mile, 11.15. Tlie Stati! of Louisiana, having in the Missis.-^ippi river a convenient ■fiianncl not only ti)r the trade and travel of its own people, but tor opening to tlu-m tlie interior eonnneree of tiie country, "iis neither at- tempted nor aecomplishe'd much in works of artificial improvement. Bel(M-e railroads were brought into use, the river atl()rded the best known mode of transportation, both for persons and property, and long habit had produced a conviction that it couhl not be superseded by any other channels or routes of commerce. No representations could awaken the people of New Orleans to a sense of the importance of fol- lowing the example of other cities, and of strengthening their natural position, by artificial works, till a tliminished trade — the result of the works of rival connnunities — rendered the necessity of undertaking similar improvements too apparent to be h>nger delayed. Although tlie projects of the northern and eastern States, by whicli they sought to reach the trade of the Mississippi basin, had been only partially ac- complished, yd the influence which they exerted, even in their infancy, in diverting the commerce of that great valley tiom its luitural and ac- customed channels, has been so marked and decided, that, lor a few years past, the trade between New (^rleiuis and the distant portions of "the great valley has diminished — at least has not incre;ised — notwith- standing the rapid increase of the W(!3t in population and production. Such a fact was too startling not to arouse the whole community to a sense of the necessity of taking the proper steps to avert a calamity threatening the h)ss of their trade and commercial importance ; and the people of New Orleans are now taking the most efheient measures to repair the cons(M[uences of their neglect, and are busily engaged in the prosecution of two ^rcat works, by means of which they propose to reestablish and retaui the hold they once had upon the trade of the Mississippi valley. The leading pnyect now engaging the attention of the people of Loui- siana, and particularly those of New Orlemis, is the AVw Orkans and NashviUe railroad, by constructing which they propose to connect them- selves not only directly with a region of country capable of supplying the largest amount of trade, but with the numerous railroads now in progress in the south and west. The length of this road will not be iiir from 500 miles. It will traverse, as is well known, a very fertile r :!> ,' m i ■■! ^:i ■i- i J 1 294 ANDREWS REPORT ON and productive region, and at its northern terminus will be brought into comniunicntion by railroad with every portion of the country. It is believed that this road will exert a strong counteracting inlluence to the efforts now made to draw off the trade ol' the Mississippi valley to- ward other cities. The whole line is now under survey, and will be placed under contract as soon as practicable, when the work of con- struction will be urged forward with the greatest possible dispatch. Tiie other leading project, dividing the attention of the State with that described, is the jVtw Orleans and Opclousas railroad. The object of this road is to accommodate the trade and travel of the country traversed, and eventually to fi>rm the trunk of two other great lines ; one extending into Texas, with the expectation that it will eventually bo carried across the continent to the Pacific ; and the other in a northerly direction, through Arkansas, to St. Louis. These extensionsr however, form no part of the present project, which is limited to the territorj' of the State. Tiic route of this road traverses the groat sugar-producing district of Louisiana, from which transportation to a market, on account of the impossibility of tnmstructing gocKl earlli-roads, involves a heavy ex- pense and great delay. For the immense products of this portion of the Stale, the road will constitute a suitable outlet in the convenient direction of trade. The work of construction will be commenced im- mediately, as ample means are prepared tor this purpose. The above are the two leading works of the Slate, and alone require particular description. Most of the projects that will be constructed within the vStatc, l()r some years to come, will probably be based upon the above lines. The influence which railroads are calculated to exert upon the com- merce, and in this manner upon the public sentiment of a community, has be(!n remarkably illustrated in the present condition of the trade of New Orleans ; and in the extraordinary revolution which a conviction of the necessity of these works, as a means of n).'iintaining their pros- perity and commerce, has effected in the politcal organization of that city and the State. So long as commerce was confined entirely to natural channels. New Orleans occupied a position jxjsscssing greater advantages than any other city on this continent. She held the key to the commerce of its hirgest and most productive Ixisin, watered by rivers which aff)rd 50,001) miles of inland navigation. This basin is now the principal producing region of those articles which fijrm the basis of our foreign and donrtestic commerce. Tiie ability, therefore, to monopolize this trade, will Ik; the test of commercial supremacy among numerous competitors. Before the con- struction of artificial cnannels, NewOrh^ans enjoyed anaiural monopoly of the trade of the Mississippi valley. But it has already been demon- strated that in the United States natur lUcy to- will be of con- atch. jito with ic object ! country at lines ; lv(>ntuully llicr in a strnsinnSt letl to the district of unt of the heavy ex- portion of :onvenient lenced im- )nc require lonstructed >ased upon m the corn- community, the trade of 1 conviction tiieir pros- tion ol' tliat entirely to sing greater d the key to watered by his basin is ich ll)rm the <> the test of tore the con- ■al monopoly been dcmon- )mmercc sire racter. The upon a trade, sed they had trade is to bo .red to its old is wants thaa the Mississippi river and its tributaries. As already stated, the people neither of New Orleans, nor of the State, could b(! induced to act till the danger to be averted became innninent. But us, in the southern States, works of the miignitude proposed cannot be executed by private enterprise, it was found, so liir as Louisiana was cfmcerned, that neither the credit of the State, nor that of the city of New Orleans, could be made availid)le to the works proposed; that of the State from a consti- tution-d inhibition, and that ol the city because it had already been dis- honored. Under these circumstances, it was felt that the lirst step to be taken was to remove the disability on the part of the State, and to restore; the credit of the city to a ])oint at which it could be made avail- able l()r the carrying out of plans designated to promote its growth and prosperity. Both objects have already been accomplished. The con- stitution of the State has been remodelled, so as to permit extension of aid to railroad projects. A much great»'r change has been ettected, as far as N(!W ()rli;an.s itself is concerned. Up to a recent period that city was divided into three municiiHtUtlcn, each having a distinct political organization. Each of these municipalities luul contracted large (lel)ls, the [)ayment of which had Inien dishonored. Their credits, of course, could not be made available f()r any works of improvement. It was seen that tlu; proper and only course l()r the accomplishment of the results aimed at, was to consojidate the diilerent organizations into one body, and pay olF old liabilities by new lo;ms resting upon the credit of the irhuli- city. All this has been eflected. The result has been magical. The credit of the city has been completely restored. The new loan, to pay off outstanding liabilities, conmiiuuled a handsome premium, and tlu; city is now in a position to extend elKcient aid to her pro|X)se(l works. As the loss of her business and her creen too recently settled to allow time for the construction of extensive lines of railroc'id. It must, however, soon become an active theatre for the progress of these works, which are ■)i hi 1 I 4, i Qoe ANDHEWS' REPORT ON 1 not only very much nrrdrd, hut fr)r which the fopo^Tiiphicnl (I'aturr* of the Stfitc arc fiivorahh". The surface of llie ^'leatcr part of it con- sists of level, ()j>eti prairies, which eati he prepared |I»r ihe sii|M'r«truc- lure of railroads at a sli^dit expense. The soil isof ^Mcat li-rtilify, capa- ble of produein;Lr lar^'c (|i.aniities of sugar and cotton, which must ulti- innlely he forwarded over railroads to market, from tin* alweoce of navigahle rivers. The most prominent projec^ts, at the present time, occupying the atten- tion «)ftlie people of this f^tate, are the proposerms tla; northern honndary of the Slate. It V II he about f()ur hundri'd iTiiles long. Through its whole length i. tr;iverses a li'rlile region, well adapted U) tlu; culture of cr)tl(in. Till* lorlion of Texas is entirely wanting in any natiu'al ontlet tor its p? .«hicu. It already contains a large and thriving population, capab.e of :!i|'ply- ing a lucrative irallic to a road. 'I'owards this prnje(\ i^k i-i hO ha» made a grant of lands ecpial lo -OjOOO aeres per mile ol nxid, and will, if necessary, extend farther aid. These lands nr( a gratuity Ut the company coiistruetiiig the road. Measures are now in progress which will probably result in placing llu; wlM)le oi" this impoii;mt work luider contract. When conijjleted it will prov<' of great benefit to the jx.'oplo upon its route, and to northern Texas; will aild a large area to the ovdilahlc cotlon-prodiieing district «)f the South, and will grnitly iiHTcase the commercial importance of Galveston, the juincipal stN'iport of the Slate. The other work rtlerrr-d to traverses tin' State from east lo west, connei'ting at its cistern lerminus with the }svw Orlrans and Oini<>usa» road. The above is projK)se{l, not only as an outlet l!»r tin; trjide and commerce of the central portion of the State, but as part of a great line of railroad connecting the (julf of Mexico with the I'acific. It is claimed that through Texas is to be l()und the appropriate line t()r such a work. Shonld such prove to be the fact, the proposed line; will coin- cide with the mate of the mttional road, as far as tln' lerritorA- of 'i'exas is concerned, .\part, howev(»r, from all considerations of its becoming a portion of lh(.' Pacific project, the ncce- -ity li)r a railroad traversing the State from east t" west is so urgei. , \\v ilr speedy construction may Ih; considered certain. No State in the (Inion is making mr:- ■ ^ id |>rogrPss man Texas, and the lapse of time will surely bring with it all the imi)rovementswe find in older States. The value of such works is fully aj)j)reciated, and tljcre is every disposition to encourage their construction by liberal ^:" Us r.f land, (/f which the State holds vast bodies. The oidy re- .•-iaiuir.' work ' \ progress in the State is the Bujjalo, Bdijou, Brazos, oftd Colorado .'oad, extending from Ilarrisburg, on Buflido bayou, lo the Br i cos river, .\ distance of thirty-two miles. The object of this road is to divert the trade of that river lo Galveston bay. This trade has already become important, and the above work will open lor it an out- let in a convenient direction to the principal seaport of the State. There are numerous other projects engaging the attention of the peo- H iiturr* I ron- siruc- Ai ulti- !if:e of attcn- ston to / (/;;«- V«'Ht()U rivers, tc. It ngtli "l T !.,,-> xllU I.-. Mivply- 11(1 will, V to liic s wliicli k under > |M;oplc a to tlie iiK-reiiftc rt of tlie to west, Op(loHltU» rade ami i»reat liiie ic. It is « tor sueli will eoiii- ot Texas |)ee()ir»ing raver»iiig ijslruclion in Tf'xns, •mentswe preciuled, by liberal c only re- tf, Braznsy y(jvi, to tiie this road 1 trade has it an oul- ;ate. jf the peo- COLONIAL AND LARB TIIADE. 207 pie in varioilM portions of tlie Stiite; bnt tlirre lire none, exerpf those (ieserihed, of wL > h llu^ direclidn find objects are .snfheietiily de- fined, to fiill within the aeopc! of this notice. When tlir; ^rent area of Tex.-is, llie DivoniMe clrir;ieter of its territory l(»r the eoii-n «)f railroads, its resoii s nnrl iln ^'one fxipnhition it will -;oon eMiti.jiu, are tiiken into coiis^iderjilion, tliere (an oe no donl)t tli.it it will, t're lonjr, become iin '-live iIk aur of riiilroiid ent(>rjMise and snctvii*. In Jiddiiion to tli(»se named, tli( following projects are attracting more or less fitlention tlwuglioiit the 8tat<', viz: 1. The Tiritx Western rnilrond, to run from Corpus Lhristi to such points on the Itio Grande ns may be dt«eined exjHjdient, in the direction of Kl Piiso. 2. The (inliiul and Aronittis ftotj railroad. 3. The Lifi'iira railroad, to run up (Juadahipc vnllev. 4. Tin' San Atitnnio and Miirintn (iiilf LulnMd, i(» run from somif* ]>tint on th(! coast betw(;cn (lalve.ston and I'mpus Christi to San Au tonio. />. 'Che linizdH and Colorado railrfnid, fn im Aostin to ('!rdve>«|( n l)ay. 0. The Ilrnihrson and lh/r/,i'i/lr road, rnari Uuikville to Hende son. 7. 'i'lie Virl(sliiir^ and Ausl'in Citij road. 8. The Vickshiirg and Kl Paso road in about 22° latitude. ARKANSAS. PopuIali(.n in 1830, (Ten itory,) 30,-388; in 1 -10, 07,r>7 1 ; in 1850, 200. (J3J), Area in s(|uare miles, 52,108; inhabi'iints to sipiare mile, 4.01. This State has heretoli)rc been regarded as too r- mote, and too ijjiuly settled, to become! the theatre of railroad ent(>rj)rises. A mimber of important pnjjects, however, are now attracting i,'r(vit attention and interest am(»ng her people. The leading of thcM' an* the proposed road from Litih^ Rock to the Mississippi river, opp'-^ite Memphis, with a branch to II(>l(e put said to have given birth to most of the important projects in progress in the central portion of the State. It constitutes the channel of com- COLONIAL AND LAKE TRADE. 299 s con- of ihe use ilic lly ac- to the :tion of • mile, lat the lg(^S of Mty, as ill the ga and ' Nash- 'iiiphis lio, the 6t Tt'Il- aiul the c, about '. part of projects c use of ) savo a I re corn- I munication with other roads, and supplies them with necessary outlets and connexions ; without wliich there would be no sufficient induce- ment to warrant their construction. It has been prosecuted with vigor and energy, and its affairs have been managed with an ability that lias contributed not a little to raise the confidence of the southern people in their capacity to undertake and prosecute successfully railroad enter- prises. Railroads in East Tennessee. — The eastern portion of the State of Tennessee has no geographical connexion witn the rest of the State, and its railroad projects make up no part of the general system. The most important of these projects arc the East Tennessee and Georgia, and East Tennessee and Virginia roads. Together they traverse the entire State from north to south, by a line of about 240 miles, of which 15 miles lie within the State of Georgia. East Tennessee and Georgia llailroad. — This road commences at Dalton, and is completed to Loudon, on the Tennessee river, a distance of 80 miles. It is in progress to Knoxville, its northern terminus, a farliier distance of 30 miles, making the whole length of its line 110 miles. This was one of the early projects of tlie South, under the title of tiie Hiwasscc railroad, wiiicii broke down after the expenditure upon it of a large sum. A few years since it was recommenced under new auspices, and lias been carried Itjrward successfully to its present termination. East Tennessee and Virginia llailroad. — The line of this project com- mences at Knoxville, where it will form a junction with ilie road above described, and extend in a northeasterly course to the Virginia State line, a distance of 130 miles. Here it will meet the Virginia and Ten- nessee railroad. The entire line of the former is under contract, to be ready ior the iron as soon as the connecting roads shall be opened. The line of the East Tennessee and Virginia road could not be brought into profitable use, and would, in iiict, hardly be accessible without the opening of the connecting roads above referred to. In addition to the general provisions of the State, in aid of railroads, tlie sum of S300,000 was granted to this road fijr tiie purpose of building several expensive bridg(?s. It is believed that the work will be completed within three years iiom the present date. The above roads traverse a very fertile, but (comparatively secluded portion of the country. In addition to its agricultural resources, it is rich in the most valuabk; minerals. Its great distance from market has proved a serious obstacle to its prosperity; but, with the avenues which the above; roads will supply, it must soon IxH'ome one of the Hourishing portions of the country, and the seat of a large manufacturing, as well as an agricultural interest. 'JMie above roads derive their chief public consideration from their con- nexion with the great national line which has been already described, and of which they ff)rm an important link. This great line will tbrra the shortest and most direct route between Mobile and New Orleans, anil the North ; and must consequently become one of the most im- portant routes of travel in the whole country. The lower pmt of this line will undoubtedly be connected with Chattanooga by a short branch, giving connexion with tlie roads intersecting at that point. ill- iP :i|i I , ! ■f, i. 'W f KMfHnKKaEBEca'A, I ■■t 300 ANDREWS REPORT ON The Tennessee find Alabama road is a work of much consequence, as it will be connected with the Nashville and Chattanooga road at Winchester, with the Memphis and Charleston at Huntsvillo, and with the Alabama and Tennessee at Gunter's Landing. From Winchester to Huntsville the distance is about 46 miles. For this distance the whole line is under contract, and well advanced towards completion. From Winchester a road is also in progress to McMinnville, a distance of about 35 miles. From this point it is proposed to extend a railroad northerly, through Central Tennessee, by wa}"^ of Sparta, lor the pur- pose of forming a junction with the southern extension of the Lexing- ton and Danville railroad by way of Burkesvillo, Kentucky. This is a project entitled to State aid. It will be seen that, with its connexions, It would form a direct route for a railroad bdween the northern and southern States. Another proposed line, radiating from Nashville, is the Nashville and Northwestern railroad, extending from that city to the Mississippi river, near the northwestern angle ot', the State. This project also is entitled to State aid, and is regnrded as essential to the system whicii Tc niiessee has proposed for herself. Its line traverses an excellent region of country, and would furnish an outlet for it in the direction either of Nashville or of the Mississippi river. The portion of this line towards Nashville is an expensive one ; and this fact may, ior the present, delay the com- mencement of the work. The internal improvement act of the State contemplates the con- struction of (hrce roads extending Irom Nashville in southern and south- western directions — the Nashville and Southern, the Nashville and Southwestern, and the Nashville and Memphis roads. Of these the first-named has made the most progress, its route being under survey prej)aratory to placing it under contract. It is intended to make this road a portion of the New Orleans and Nashville line. Its line tra- verses one of the best portions of the State, able to supply abundant means for the work, and its construction may be regarded as beyond any reasonable doubt. The Niishville and Southwesteiu road will probably extend from Nashville to the bend of the Teiniessee river. P^or a portion of" the distance, this and the Nashville and Southern may be united in one trunk line. At the Tennessee river the above road will form a junction with the Mobile rind Ohio road, and, through this, with the Memphis and Charleston roiid. By means of these conn(^xions continuous lines of railroad will be formed, uniting Nashville with Memphis, New Or- leans, and Mobile. The Nashville and Memphis road will tnke a more westerly direc- tion than either of the two last named. Its obj.'ct, in addition, to the accommodation of the local traffic upon its route, is to open the shortest practicable communication between the capital of the State and its principal commercial town. The construction of this road is believed to be demanded on the considerations ahove stated. Its proposed line traverses a very excellent section, capahle of affording a large trade ; and the city of Memphis must always remain the entrepot of a large portion of the merchandise imported into the State, and the point to COLONIAL AND LAKE TRADE. 301 ice, at vith ster the n. ■which must be forwarded a large amount of its surplus products de- signed for exportation. The Nashville and Louisville road is a very important work, and will be more particularly described with the roads of the State of Kentucky, a comparatively small portion only of the line of this road being in Tennessee. For this project sufficient means for construction have been provided, and the work is to be immediately placed under contract. The line of the Mobile and Ohio railroad traverses Western Ten- nessee from north to south, and will supply valuable accommodations to that portion of the State. This road may be regarded as an Alabama project, and has been particularly described in the notice of the roads of that State. The Tennessee division is immediately to be placed under contract, and as it runs through a rich planting district, abundant means can be readily raised for its construction, in addition to the State appropriation. The proposed Memphis, Clarksville, and Louisville railroad is another important project in West Tennessee. It will probably intersect the Louisville and Nashville road at Bowling Green, Kentucky. In con- nexion with the latter, a very direct line of road will be formed be- tween Memphis and Louisville, which will constitute a convenient avenue from the former city, in a northeasterly direction, and which will become a leading route of travel in the southwestern States. It traverses a fertile section of country, capable of supplying a lucrative traffic. It is probable that this road may be constructed as a branch of the Louisville and Nashville road. 1 i ■ I KENTUCKY. Population in 1830, 687,917 ; in 1840, 779,828 ; in 1850, 982,405. Area in square miles, 37,380 ; inhabitants to square mile, 20.93. This State commenced, some years since, a system of improvement founded principally upon the plan of rendering navigable her principal rivers — the Green, Licking, and Kentucky. Although large sums were expended upon these works, they have, with the exception of the im- provements on the Green river, proved of little value. They are almost entirely unremunerative, as far as their tolls are concerned ; although the Green river improvements have been of great advantage to tiie country traversed by it, in the outlet they have opened to a market. As a system tliey have proved a lailure, and all idea of the prosecution of works of a similar kind has long since been abandoned. • .1! Railroads of Kentucky. Louisville and Lexington railroad. — The only railroad in operation in the State is the line from Louisville to Lexington — made up of the Louisville and Frankfort and Frankfort and Lexington roads. These roads were commenced at an early period in the railroad history of the country : and it has been only after repeated efforts and failures that J 302 ANDREWS' REPORT ON ■if they have been recently completed. The projects shared the fate of all the pioneer western roads, having been abandoned, and their com- pletion postponed for many years alter they were commenced. The length of these roads is 93 miles, and the cost about ?^2,500,000. The disastrous results which attended the enterprises referred to exerted a most injurious effect upon the public mind of the State. Discouraged by the failures wiiich had been sustained, the people became almost indifferent to the subject of internal improvements, except so far as the construction of Macadamized roads was concerned, for the number and excellence of which the State is justly celebrated. When the public mind of the West was again turned to the subject of railroad construc- tion, it was with the utmost difficulty that the people of Kentucky could be convinced of the importance of these works, or induced to take any steps toward their construction. The losses suffered on ac- count of the Louisville and Frankfort, and Frankfort and Lexington railroads, were fresli in mind ; and the people distrusted the success of the ncic pr()jects from experience of the o/d. Tiie example of the neighboring States, whose success in their recent efforts demonstrated the capacity of the West not only to build railroads, but to- supply a lucrative traffic to them, nnd the rapid progress of those regions of country enjoying the advantages of these works, gradually inspired confidence, and aroused the pc.'ople to action ; and the State of Ken- tucky is now one theatre of the most active efforts to secure the con- struction of railroads. Every part of the State is fully alive to the subject, and its surface will soon be as thickly checkered with lines as are the States of Ohio and Indiana. The leading lines in the State, now in progress, are — 1. The Louisville and Nashville railroad. — The line of lliis road will be about 180 miles long. Its routicuous connecting link l)etween the roads of the two extremes of the confed- eracy. The road is to be placed immediately under contract ; and as ample means arc already provided for this purpose, its construction, at the earlic^st practicable period, may be set down as certain. A ver}"^ important branch from the above road — exceeding in length even the main trunk — is the proposed Memphis, Clarksvillc, and Louis- ville road, which has already been described under the head of " Ten- nessee." This road will probably leave the Nashville and Jiouisville road at Bowling (ireen. It will be seen that the two would form a very direct line between Louisville aud Memphis. The Memphis extension is regarded with great favor by the people of Louisville, and by the friends of the Louisville and Nashville projects. As a large portion o the proposed extension is embraced in the State of Tennessee, it will come in for the State aid; and as it traverses a rich section of country, and will receive the efficient support of Louisville, there can be no doubt of its speedy construction. Another line of road proposed, for the purpose of connecting Cin- I i COLONIAL AND LAKE TRADE. 303 the cinnati with Nashville, and attracting much attention in central and southern Kentucky, is composed of the Covington and Lexington line, through the towns of Bowhng Green, Kentucky, and Gallatin, Ten- nessee. A reference to the annexed map will at once show the import- ant relation it bears to the railroad system of the whole country. The city of Nashville is to be the centre of a great southern system of rail- roads radiating in every direction toward all the leading southern cities situated on the Atlantic coast and the gulf. In a few months this city will be in direct communication, by railroad, with the cities of Savan- nah and Charleston. Roads arc also in progress to Mobile and New Orleans, to various points on the Mississippi, and to other portions of the State. The city of Louisville will be no less favorably situated, with reference to the railroads of the northern and eastern States. On the north and west, the New Albany, and Salem and Jeffersonville roads, will open a communication witli the roads of Ohio, Indiana, and Illinois, and with the leading cities of all these States. On the east, the line of railroad to Lexington will connect with all the railroads radi- ating from that point, some of which will open outlets to the eastern States, and to the great Atlantic markets. The cost of this road will amount to about $5,000,000. Sufficient means have been already provided to warrant its construction. The city of Louisville has subscribed to its stock to the amount of $1,000,000, and the counties on its line have taken stock with equal liberality. The route traversed bv this road runs throuyh one of the most iertile and densely settled portions of the State. The, Covlnrrfnn and Lexington, and Danville and Na,9hvilh. — The two first links, having an aggregate length of 13G miles, are already in progress. Active measuies are in progress to secure the necessary means t(>r the last. This route will pass through Glasgow, an import- ant town in southern Kentucky. The upper portion of this line may be made the trunk of two important branches, one extending nearly direct in a southerly course through the State of Tennessee, (taking the towns of Sparta and Winchester in its route,) to Hnntsville, Alabama, where it will U)rm a junction with the Memphis and Charleston road; thence it will be extended to Gunter's Landing, in order to connect with the Alabama and Tennessee river road. The portion of this line from Winchester, south, is already in progress. The Tennessee division is embraced in the general facility bill. At Winchester, this line will have a southeasterly outlet, by means of the Nashville and Chattanooga railroad. The other branch referred to is the proposed road to be constructed through southeastern Kentucky and eastern Tennessee, to Knoxville, there to connect with the lines of railroad centring at that point. The importance of this route, lor a railroad, has always been recognised, and that section now under discussion formed a part of the; old Cin- cinnati and Charleston project, which attracted so much attention through the southern and weste-n States many years since, and which has l)een referred to in another part f)f this report. Measures are in progress to secure the means t()r this line. The great obstacle in the way of its immediate construction is the scanty population and want of means on the line of the route. The importance of this link, how- i I ,.? ,■ IH ■ i ■■ ' i ■ ll I 'i ANDREWS* REPORT ON ever, to the connexion lines, now on the eve of completion, must se- cure to it such foreign aid as shall be necessary to its success. The next line in order is the Maysville and Lexington railroad. This, though started as a local project, is now proposed as a part of a great through line, connecting the most remote portions of the country. At Lexington it will form a junction with all the lines centring at that point. From its eastern terminus, Maysville, the Maysville and Big Sandy railroad will carry it forward to Portsmouth, on the Ohio river. From the latter place the Scioto and Hocking Valley railroad is in pi ogress, which pursues, l{)r some fifty miles, the same general direction with the connecting Kentucky line, till it forms a junction witli the Hillsboro' and Cincinnati, and Cincinnati and Marietta roads, the former of which is to constitute the extension, westerly, of the Baltimore and Ohio, and the latter oi the Pennsylvania Central road. To the mouth of the Big Sandy river, the Maysville and Big Sandy railroad will connect the former with the Virginia Central road, which it is proposed to carry across the mountains, terminating on tlie Ohio, at this point. These combinations will secure to the Maysville and Lexington road an im- portant place in a great line of railroad, traversing the country from one extremity to the other, in the convenient direction of business and travel. With the exception of the Maysville and Big Sandy road, all the links necessary to this great line are in progress. The Maysville and Lex- ington railroad will probably be opened lor business during the year 1853. Lexington arid Big Sandy railroad. — This proposed road is attract- ing much attention in Kentucky, particularly that portion of the State to be traversed by it. By reference to the accompanying map, it will be seen that it would form a convenient portion of the great line of road just referred to. Measures are in progress to raise the means neces- sary for its construction, with good promise of success. As a local work, it will prove to be of great benefit to the country traversed, de- prived as it is of suitable and convenient avenues to market. Henderson and Nashville railroad. — This line is the legitimate exten- sion, southward, of the Wabash Valley railroad. As a connecting link between other roads, a reference to the annexed map will give a better idea of its importance than any description. The southern shore of Lake Miciiigan will attract to itself all the lines of railroad running from the Gulf of Mexicj) in a northerly direction. Between this lake and the cities of New Orleans and Mobile, the great route of travel will prob- ably always be by way of Nashville. The route will, apparently, be the shortest, and most convenient and agreeable to the traveller, whether for business or pleasure. It coincides with the great route through the Wabash valley, and has the advantage of taking in its course the lead- ing commercial towns in the interior of the country. These facts must always attach particular importance to the Henderson and Nashville railroad as a through route, and in this respect it can hardly be ex- ceeded by any road of equal length in the United States. In a local point of view the road is important, and its prospects flattering, as it traverses a region of great fertility, and already distinguished tor the extent and value of its productions. A road is also in progress from Louisville to Shelbyville, which may COLONIAL AND LAKE TRADE. 306 eventually be extended to Frankfoit. A road is also proposed from Harrodsburg to Fraiikfort. Another is projected from Paris, on the Maysville and Lexington road, via Georgetown, to connect with the Louisville and Frankfort railroad, for the purpose of cutting off the de- tour by way of Lexington. The only project remaining to be noted is the Louisville and Cincin- nati road, which is now beginning to attract much attention, not only in the State, but in the above cities. The necessity of the road is daily becoming more and more apparent. Cincinnati and Louisville are soon to become central points m widely extended and distinct systems of roads, extending to the great lakes on the one hand, and to the Gulf of Mexico on the other. The public convenience and the wants of commerce require that this connecting link should be supplied. The travel between the above cities is already great, and is cairied almost entirely upon steamboats. The time now occupied by a trip is about twelve hours. The distance by river is 150 miles. By the proposed road it would be reduced to ninety-five miles, and the' time to four hours. Active measures are now in progress to provide the necessary means for this work, and to place it under contract. OHIO. Population in 1830, 937,903; in 1840, 1,519,467; in J 850, 1,980,408. Area in square miles, 39,9(34; inhabitants to square mile, 49.55. In considering the works of improvement projected in the interior, for the purpose of opening outlets lor products, a marked difference is found between such and works constructed by our Atlantic cities for the pur|K)se of sccurinff to themselves the interior trade of the country. Although these mst were designed to reach and accommo- date this trade, they took their character and direction rather from the supposed advantage they were to secure to the cities which mainly fur- nished the means l()r their construction, than from that to the country traversed. As far as practicable, they aimed at a monopoly of all the trade within their reach ; but, with roads projected in the interior for the purpose of opening outlets to a market a diflferent principle prevails. The ruling motive in such a case is, so to shape the project as to secure the cheapest acas^ to the best market, or to a choice of markets, and to escape the monopoly which the markets themselves sought to impose. The leading improvements projected in the interior, therefore, often have a mon? national character, and are constructed with more refer-- ence to the wants of the whole community, than those of the East. The value of works facilitating and cheapening transportation can be fully estimated only when they are considered in reference to that portion of our population residing in the interior. As already stated, we have few markets,and those far removed from the great producing regions. The early settler in the western States of necessity engaged in agriculture, and so long as he was without means of fi)r warding his surplus to a market, the gratification of his wants was limited to what his own hands could supply. The time had not arrived for a diversity ■ !|: i ANDREWS* REPORT ON of pursuits in his own neighborhood, and he was too remote to avail himself of those of the older States. The cost of transportation placed it beyond his means to purchase from abroad, and his surplus was, iherelbre, comparatively worthless after the supply of his own imme- diate wants. Thirty years ago, the West offered but few inducements to the settler, as he was compelled to sacrifice all the social and many of the physical comforts afforded in the less fertile, but better settled and richer States of the East. Without variety of industrial pursuits, and without commerce, no amount of surplus could add much to his wealth or his means of enjoyment. This portion of the country there- fore advanced very slowly, until the construction of the Erie canal, by which a market was thrown open, and its vast productive capacity ren- dered available. An instantaneous and mighty impulse was imparted to it, under the influence of which all its interests have moved forward with constantly accelerating pace up to the present time. The completion of the Erie canal, in connexion with the great lakes, gave a navigable water line from New York to Chicago, a distance of 1,500 miles, and opened a market to the whole country within reach of this great water line. In order to profit by this outlet, the western States lying upon the lakes immediately commenced the construction of similar works to connect with it the more remote portions of their territory. At that period, canals were regarded as the most approved mode of transportation. Hence the system of internal imjjrovement in the West almost exclusively embraced the construction of canals. The early projects of the States oi" Ohio, Indiana, and Illinois, were, with a very lew exceptions, of this character, though their i'urther progress haa since been entirely superseded by railroads. In reviewing the public works of the West, the State of Ohio, in some respects, constitutes an appropriate starting point, as she was the first to enter upon, and the orlv one to execute, what she originally pro- posed. After a severe strn e, her great system of canals was com- pleted, and the result 1_ .en to place her immeasurably in advance of all her sister States in wealth, in population, and in general pros- perity. The rapidity of her progress has been the marvel of the coun- try. In a very few years she rose from obscurity to the first rank among her sister States in population, in wealth, in credit, and in con- sideration both at home and abroad. Canals of Ohio. Ohio canal. — This work was commenced in 1825, and was com- pleted in 1832. It extends from Portsmouth, on the Ohio river, to Cleveland, on Lake Erie, a distance of 307 miles. It ascends the val- ley of the Scioto nearly to Columbus, when it takes an eastern direc- tion, striking into the valley of the Muskingum, passing through the towns of Hebron, Newark, Coshocton, New Philadelphia, and Massil- lon, in this valley. Crossing the summit of Akron, it falls into the val- ley of the Cuyahoga river, which it pursues to Cleveland. The highest point in the canal at Akron is 499 leet .above the Ohio r'ver at Ports- mouth, 405 above Lake Erie, and 973 above the Atlantic ocean. I avail ;)laced was, imme- jments many settled irsuitSt to his there- nal, by ity ren- iparted oiward t lakes, Lance ot n reach western truction of their pproved Mnent in 3. Tiie ;, wilii a ;ress haa Ohio, in was the lally pro- ,',18 com- advance ral pros- die coun- irst rank id in con- wras com- ) river, to Is the val- ;ern direc- irough the id Massil- to the val- 'he highest • at Ports- itic ocean. COLONIAL AND LAKE tllADE. 307 Tlie canal is 4 feet deep, 40 wide, has 147 locks, and an aggregate lockn^e of 1,220 feet. This canal has several branches or navigable fenders, of which the following are the principal: The Columlms bianch. — This branch extends from the point at which the canal leaves the Ohio valley to Columbus, a distance of 10 miles. The Lancaster branch. — This is a lateral branch, extending from the main trunk southerly to the town of Lancaster, the capital of Fairfield t!ounty, a distance of 9 miles. The Alliens extension or Hocking canal is a prolongation of the Lan- caster branch. It has a southeastorly course through the counties of Fairfield, Hocking, and Athens, to the town of Athens, a distance of about 56 miles. The Zancsrille branch, extending from the main canal to the town of Zancsville, on the Muskingum river, a distance of 14 miles, connects it with the Muskingum improvement, by means of which another channel is opened to the Ohio river at Marietta. 1 he Walhonding branch extends from the main canal, near Coshoc- ton, upon the WaThonding river, a distance of 25 miles. The Miami canal. — This work extends from Cincinnati to Lake Erie, at Manhattan, a distance of 270 miles. The principal towns through which it passes are Hamilton, Dayton, Troy, Sidney, Defiance, and Toledo. This last town is generally considered as the northern termi- nus of the canal, although it is carried to Manhattan, 4 miles below it. This canal was commenced in 1825, and completed in 1832. It has a width of 40 and a depth of 4 leet; its summit-level is 510 feet above Cincinnati, and 411 feet above Lake Erie, and the number of its locks is 102. This canal, from Lake Erie to the Indiana State line, forms the lower trunk of the Wabash and Erie canal, extending to Evans- vill(>, on the Ohio river. There are also connected with this canal in Ohio branch lines measuring 45 miles in length. The following table shows the length and cost of the Ohio canals constructed by the State : L«n^. Co«t. The Ohio canal and branches 340 $4,695,203 The Walhonding canal 25 607,268 The Miami canal and branches 315 7,454,726 The Hocking Valley canal 56 975,480 The Muskingum improvement 91 1,627,318 827 miles. 15,359,995 In addition to the above works, owned by the State of Ohio, are the following private works : The Sandy and Beaver canal. — ^This work corrimences at BoUvar, on the Ohio canal, and extends to the Ohio river, at the mouth of the Beaver river, a distance of about 76 miles. The cost of this work was about $2,000,000. A portion of it is in the State of Pennsylvania. The Mahoning canal. — This canal commences at Akron, pursues the left bank of the Cuyahoga river, running through the town of Ravenna, thence into and along the valley of the Mahoning to its confluence with %. : I 308 ANDREWS REPORT ON ^i ■ i- i- 1; the Beaver canni, in Pennsylvania, a short distance from the State line. The length of this canal is ahout 77 miles, and its cost sametliing like $2,000,000. It was, In^forc the construction of railroads in Ohio, and still is, an important channel of communication between Pittsburg and Cleveland and the interior of Ohio, and supplies the latter city with the important article of coal, which is found in the greatest abundance and of the best quality in the Mahoning valley. In the vast number of railroad projects which have sprung up in Ohio within a few years, and which are absorbing public attention, the canals of the State have sunk into comparative insignificance. The former have, however, been the great cause of its unexampled prosjierity, as they supplied the demand of its people for a cheap and com|):iratively expeditious route to market, and enabled them to turn to immediate account their large resources. It is probable that they miiy still con- tinue to be the carriers of the more bulky and less valuabh; kinds of property, and in this manner prove of utility, though of smaller com- )aralive importance. Although railroads may take from the canals a arge portion of their traffic, the l()rmer will probably develop a still larger trade in artieh's of merchandise, f()r wnich \.\/ I '! \ \ , 1 f AMOR8WS RSPOBT ON The works mori? recently commenced rest on a very diflferent Tounda- tion. They were constructed, and are adapted, to supply wants which actually exist. An unsound policy has given place to one jxjrfectly healthy and legitimate, following requirements, and controlled by wants, the extent and nature of which are well understood and dcHned. The railroads in progress and opt^ration in Ohio at the present lime make an aggregate length of line of about 3,000 miles; the face of tlie country favoring their construction in ev<;ry part of it. These projects arc pretty uniformly distributed over the State. Tlierc are no lines oi' pre-eminent importance, because travel and commerce are not, as in some other States, forced into particular channels by the natural con- figuration of the country. So homogeneous arc the physical characteris- tics of the diflcrent portions of the westc-i States, tliat a detailed de- flcription of one line of road will serve to give a distinct idea of all. In this region, local considerations are a sufficient inducement to the con- struction of numerous and important lines, and frcijuently a through route is made up by a combination of what were in the outset entirely distinct and separate projects. In noticing the roads of Ohio, therel()re, an effort will be made rather to give a clear idea of the whole system, than to burden the report with similar details of different projects. In addition to the roads of exclusively local character, there are nu- merous great lines traversing the entire State from north to south and from east to west. These great lines or routes are composed as follows : Through-lines running from north to lauth. 1. Composed of the Cincinnati, Hamilton and Dayton, and Mad River and Lake Eric railroads. 2. Composed of the Little Miama, Columbw, and Xema, and Clcve- la7id and Columbus railroads. 3. Composed of the Mansfield and Sandusky, Columbus and Lake Erie, and Scioto and Hocking Valley railroads. 4. Cleveland and Wcllsville railroad. 5. A fifth line will soon be added to the above, formt)d by the Cin- cinnati, Hamilton and Dayton, and the Dayton and Michigan roads, now in progress from Dayton to Toledo. o. An additional line will probably be formed without much delay ; the lower portion of it composed of the Cincinnati, Hamilton and Day- ton, or the Little Miami, the central portion of the Springfuld, Mount Vernon and Pittsburg, and the northern division of the Cleveland and Pittsburg, and Akron Branch railroads. It is proposed to extend this branch so as to form a junction with the Ohio and Pennsylvania roads» probably at Wooster. It is also probable that a railroad will be constructed in a short period firom Cleveland to Zanesville, and ihence southward to the Ohio river, either at Marietta or Portsmouth. Measures are also in progress to construct a road from Columbus, down the valley of the Scioto to its mouth. The above roads would form two additional north and south lines. Efforts are also making to construct a road from Dayton to Cior COIX>NXAIi AND LAKH TRADE. 3J1 lunda- which fleetly «;<1 by )d und nt lime i of the wojccta lo linoft t, us in ul con- acteris- ilud de- ull. In ho con- throuch cnlirdy lerelore, system. |c:ts. are nu- utli and •used as tad River nd Clcvt- iike Erie, the Ci»- ads, now ;h delay ; ii7ul Day- i, Mount eland aiid (.lend this lia reads, 1 a short the Ohio 1 progress ;ioto to its and south on to Cin- I cinnati, Ix'twccn the LitU Muimi and the Cvicinnati, Udmiltou and Dayton. Should they prove suceesal'ul, u portion of another ihrougl*- line will be ibimed. Tfirovgh'Unes running from ea»t to vmt. 1. Com[)o.s(!d of the Cleveland, Painemlh ami Anhtahula, nrul tho Juth lion railroads. This line will follow tin; lake slioro l()r its whole distunee. From Cleveland it will be earried westward by another line eompo8('(l of a portion of the C/ci7c///n(Z ««^/ Cat uinh ii s , nwd Toledo, Nor- walk and Cleveland. The whole of this last named line will be in operation during the present year. 2. Composed of the Ohio and rennsyhuinia, and the Bellr/onfaine , and Indiana roads. Both of these are well advaneed towards com- Sletion, and it is intended to have them in operation by the first of anuaiy n(!Xt. 3. Composed of the Ohio and Penmylmnia, and the Ohio and Indiana, extending from the western terminus of the former to Fort Wayne, Indiana. 4. Composed of the Stucbcnvillc, Indiana and Columbus, and the Colum/ms, riqua, and Indiana roads. These will f()rm a continuous line of railroad through Ohio, and also from Philadelphia and Baltimore, Ui the Mississippi river, having a unil()rm guage throughout. From Columbus an additional line will be l()rme(l by means of the Columljus and Xmia, the Dayton and London, and the Dayton and Wcxt- ern roads. 6. Composed of the Ohio Central and Columbus, and Piqiia and In- diana roads. An additional line from Columbus, by the line running through Dayloii, is described above. G. Comjxised of the Ohio Central, and the Cincinnati, Wilmington and Zonesvdlr ro.'ids. 7. Cindnnati and Mnrrirtta railroad. It is also contemplated lo ex- tend this road to Wheeling, ilius fiirming a continuous line from Cincinnatli to Wheeling under one charter. 8. Ilillsboro^ and Cincinnati railroad, extending from the Ohio river, opposite Parkersburg, is proposed as the direct continuation of ihe Baltimort! and Ohio railroad to Cincinnati. From the latter place all the roads terminating there will be carried to the Indiana Slate hne, by the Ohio and Mississippi railroad. The great iint-s which have been thus briefly described embrace the most imi>ortant projects in the State. All of ihem present the same general characteristics. Th<.' results achieved by the lines in operation may be safely predicated of those in progress ; and these so well illus- trate the value of such works to the community, and as investments of capital, that a detailed account of their objects, cost, and prospective revenues, is unnecessary. Reference to the annexed mi:ps will, taken in connexion with the history of the roads in operation, convey a suffi- ciently correct idea of the various projects that compose the system above described. ;• I I ,, Il' il If I 312 ANDREWS REPORT ON !* I There are many roads in progress not particulnrly connected with the above lines, the objects oi wliich require a brief notice, viz : Ohio and Mississippi railroad ; the leading object of which is the connexion of Cincinnati and St. Louis, the two great cities of the Mis- sissippi v;ill(^y, by tiie shortest practicable line. A glance at the map will sufficiently demonstrate the value of such a work to the commerce and travel of the country. At the present time the communication between these cities is carried on by means of the Ohio and Missis- sippi rivers, and it is well known that the navigation of these is always seriously obstructed and often totally suspended at certain seasons of the 3'ear. At best, the route is tedious and expensive, and un- comf()rtable at all times, and often very unhealtliy. The distance by water is more than twice as great as l)y land. A direct line of railroad between these great cities is one ranking first in importance among our leading works. It is easy to see that the principal routes of travel must be those connecting great cilies by the siiortest lines, since the travel, whether of business or of pleasure, necessarily tends from one to another of these. Familiar illustrations of ilie fact will readily occur to every read(;r. In going westward, Cincinnati is a necessary point in the route of every traveller. That city, also, is consequently a con- verging pouit of the great lines of road leading westward from the east- ern cities of Boston, New York, Philadelphia, and Baltimore. After reaching Cincinnati, another leading point toward which travel is attracted is St. Louis. Hence the necessity of the above road, and the important relations it bears to the railroad system of the country, and to the great routes of travel. The length of this road will be about three hundred and thirty miles. For the greater part of this distance the route is very favorable to cheap construction. Through its whole length it traverses a fertile and productive region, without any outlet except that f()rmed by the Wa- biish river, which the above road crosses at Vincennes. In addition to its through-travel, this road will be the channel of a vast local traffic ; and these, when combined, cannot fail to yield a lucrative income. The whole road is under contract t()r completion within two years from the first of January, 1853; and the work of construction is in rapid progress. The project has received the hearty co-operation and support of the cilies of Cincinnati and St. Louis, the former having subscribed !$OUl),UOO, and the latter $500,000, to the work, in their cor- porate capacities, in addition to large private subscriptions. By the people of Baltimore, the above work is regarded witli hardly less favor than by Cincinnati and St. Louis. By liie llirmer, it is re- garded as the direct extension westward of their great line, which is to be carried t()rward to Cincinnati by the Hillsboro' and Marietta roads. It will be seen that these three roads make up one grand and symmet- rical line, of about nine hundred miles, extending from tide-water to the Mississippi river. The Hnmilton and Eaton road, extending from Hamilton to Rich- mond, Indiana, though a valuable local work, derives its chief import- ance from the fact that it constitutes the trunk of two extensive lines in progress, the Indiana Central and the Cincinnati and Chicago roads, both of which connect with it at llichmond. This roud has just been COLONIAL AND LAKE TRADE. 313 cd with is the tlic Mis- ihc map minerce nication I Missis- always seasons and un- lancc by railroad iiong our oi' travel lince the )m one to ily occur iry point ly a con- thc east- 3. After travel is , and the utry, and rty miles, orable to [31 tile and the Wa- (Idition to il traffic ; ome. wo years :tion is in ation and ;r having their cor- tli hardly r, it is re- hich is to tta roads, symniet- !-water to to Rich- )i' imporl- isive lines ic;() roads, just been opened for travel. The connecting lines above-named arc in progress — tlie f()riner for its entire length, and the latter as far as the Wabash river, to Logansport. The Greenville and Miami road extends from a point on the Dayton and Western road, about fifteen miles west of Dayton, to Union, the eastern terminus of the Indianapolis and Bellefontaine road. It occu- pies at present a conspicuous position, from the I'act that il is the first Ohio road to form a connexion with those of Indiana. It is already in operation to Greenville, from which point the work is in rapid progress ; so that the simultaneous completion of this and the Indianpolis and Bellefontaine road, as far as Union, may be expected by the first of December next, giving an outlet by railroad from Jeffersonville, (oppo- site Louisville, Kentucky,) Terre Haute, Lafayette, Madison, and nu- merous oilier important points in Indiana, to the railroads of Ohio, and, consequently, to those of the eastern States. The Iron railroad is a short road, connecting the numerous iron manu- facturing establishments of southern Ohio with the river. This road will probably be extended northward, to form a connexion with the Scioto and Hocking valley railroad. By the Cleveland and Mahoning road, it is proposed to open a new channel of communication between Cleveland and Pittsburg, through the valleys of the Mahoning and Beaver rivers. One of the principal objects in its construction is to open a new outlet for the coal-fields of the Mahoning valley, from which Cleveland is now chiefly supplied with coal. Measures arc in progress to place this work immediately under contract. A line of road of considerable importance is also proposed, com- mencing near Mansfield, and extending in a generally northeasterly direction, through Warren to the Ohio State line, to be continued through Pennsylvania to the Erie road at or near Olean, constituting a new line of communication between the railroads of Ohio and those of the East. INDIANA. Population in 1830, 343,031 ; in 1840, 685,8GG ; in IS.OO, 988,416. Area in square miles, 33,809 ; inhabitants to square mile, 29.23. The Stjite of Indiana, in emulation of the example of her sister States, commenced, in 1836, the construction of an elaborate system of internal improvement, of which a comparatively small portion only has been accomplished. It consisted partly of canals, and partly of rail- roads. The canals proposed wfre the Wabash and Erie, the Central, the White Water, the Terre Haute and Eel River, and a canal from Fort Wayne to Michigan City. The railroads proposed to be con- structed by the State were the Madison and Indianapolis, and the Lafiiyelto and Michigan. The Wabash and Erie canal is the most important of the works of public improvement undertaken in the State. It commences at the Ohio State line, and extends to Evansville, on the Ohio river, a distance of three hundred and seventy-nine miles, and four bundled and sixty- seven miles from Toledo, on Lake Erie. When completed, it will ■ . if 314 ANDREWS REPORT ON V "i form one of the longest lines of canal in the world. From Toledo to Fort Wayne it has a depth of four feet, and a width of sixty. Below this point, it is only three feet deep and forty-five wide. Its locks admit boats of a capacity of about sixty tons. It is to be opened tor traffic through its whole length in the ensuing spring. This work was completed by the Stale as far as Lafayette, a dis- tance of two hundred and thirty miles from Toledo, and two hundred and forty-nine from the Ohio. When the State became, from the em- barrassment of its affairs, unequal to its farther construction, a condi- tional agreement was made with the bondholders of the State for its completion ; the latter reserving the right to resume the work, upon the payment of the sum which the bondholders had agreed to receive in addition to the cost of completing it. It is believed that the canal will again pass into the hands of the State, by the ultimate payment of the whole of her debt. Although the construction of the canal was one of the causes of the financial embarrassments of the State, the work has proved one of the efficient means by which she has recovered from them and reached the high position she now holds as a leading State in the confederacy. As far as excellence of soil is concerned, no State possesses superior resources. The canal opened an outlet lor her pro- ducts, and gave her the use of means, which up to its opening lay dor- mant, from the difficulty and cost of reaching a market. Tlie rapid increase in the exports of Indian corn will illustrate the value of im- provements which facilitate tra?isportation. The exports of this article from the Wabash valley, from insignificance, rose to millions of busliels in a very few years alter the opening of the canal ; and Toledo, its terminus on Lake Erie, is now the chief port of export for this article. Railroads in Indiana. r- 'I ill The failure of the State to carry out her proposed system of public improvements, and the financial troubles in which she became involved, put an end for a time to all enterprises of the kind, whether of a public or private character. Some years were re{|uired to make good the losses resulting from the great expansion of 1836-37, and to allow the public mind to recover from the discouraging influence of the reverses sustained. As in Ohio, lapse of time brought greater means, a more enlarged capacity to superintend and execute works of magnitude, bet- ter defined objects, and a traffic necessary for the support v>i" extensive lines of improvement. The system proposed by the State was, in fact, in advance of the conditions recjuired to sustain it. It anticij)ated a state of things which did not exist. In commencing the new move- ment, which has resulted so successfully, her people have followed anrl not anticipated their wants. They have taken up only such enterpris<;s as were sanctioned by the clearest evidence of their necessity, antl which could command sufficient support to insure success. The result has been uniformly favorable ; and the Stale of Indiana, which but two or three years since had hardly a mile of railroad within her limits, now takes rank with our leading railroad Slates, and is soon to be third or fourth in the extent of her works. Her credit and means have ad- COLOMIAX. AND liAKE TRADE. 315 oledo to Below ts locks ened tor ;e, a dis- hundred the em- a condi- te for its upon the eceive in [inal will nt of the as one of work has red from r State in no State her pro- 2; lay dor- L'lie rapid j(5 of im- lis article if bushels oledo, its is article. of public involved, )f a public good tli<^ allow the ; reverses IS, a more itwde, bet- extensive as, in fact, lieipated a lew move- llowcd and enterprises 'ssity, and The result ch but two her limits, to be third 3 have ad- vanced with e(^ual pace, and, though one of the new States, she already occupies a prominent position in the confederacy. There is no State in the Union that presents so symmetrical a system of railroads as Indiana. Nearly all her great lines radiate from the geographical centre and capital of the State. By this means they are all brought into intimate business relations with one another, an arrange- ment which must promote to a great degree the advantages of each. Indianapolis is soon to be the point of intersection of eight important roads, viz: the Jeffersonville, Madison and Indianapolis, Lawrenceburg and Indianapolis, Central, Bellefontaine, Peru, Lafayette, Terre Haute, and the New Albany and Salem roads. All these roads will be carried, in their respective directions, to the boundary lines of the Slate. Their focus is in the great lines of railroad running Irom the eastern States to the Mississippi river, and from the Ohio to the great lakes. It is impos- sible to conceive a system better devised for the promotion of the inter- ests of the people of the State, or of the railroad companies. All of these great lines, while they have their appropriate and ample belts of fertile, productive, and well-settled territory for local traffic, occupy important routes for througli business and travel. The Jeffer- sonvdle opens a communication between the central portions of the State with Louisville, the second city of the Ohio valley ; the Madison and Indianapolis forms a similar connexion with Madison, an important town, favorably situated on the Ohio river for commanding the trade of the interior ; the Lawrenceburg forms the connecting line between Indianapolis and Cincinnati ; the Central is the direct extension, west- ward, of the leading lines running through central Ohio ; the Indiana- poUs and Bellefontaine opens the outlet to the great lakes and the lines of road traversing northern Ohio ; the Peru connects the capital and central portions of the State with the Wabash canal, which is now the great couimeroial avenue for the State ; the Lafayette connects the most important town in the northwestern part of the State with the central portions, and will soon constitute a link of the great line extending to Chicago ; the Terre Haute is the connecting line between the railroad system of the State and St. Louis and the railroads of Illinois; the New Albany and Salem will connect the cities of Louisville and New Albany, and the lower portions of the State, with the interior, by a line lying to west of the Jeflersonville road, and will also constitute an unbroken line of some two hundred and eighty-five miles between Lake Michigan and the Ohio river. With the exception of the New Albany and Salem, all the above roads having the same general direction may be said to be complements of each other. The Central and the Terre Haute roads constitute, in a business and commercial point of view, one line ; so with the Lawrence- burg and Lafayette, and the Jeflersonville and Peru. In this manner, a system of railroads will be found adapted to promote the highest good of all the members to it, and to develop to the utmost the wealth and resources of the State, and at the same time fitted to become a portion of a still wider system embracing the whole country. The system we have described occupies an area in the central por- tions of the State about one hundred and fifty miles square. In length of line and relative importance, there is great uniformity in the various f I t !i Mii 316 ANDREWS REPORT ON i I r roads that compose it. They nil occupy favorable routes ; are all cal- culiited to benefit each other ; and will be rivals lor the same trade in a sligiit degree only. The northern and southern portions of the State will also be well supplied with railroad accommodations. In the southern portion, tlie most important road in progress is the Ohio and Mississippi, which traverses it from east to west. This work has already been sulHciently noticed under "the railroads of Ohio." The south- western corner of the State is traversed by the Evansville and Illinois road, which is already completed to Princeton, and is in progress to Terre Haute. When this last point is reached, a connexion will be formed with the Central system, whicii will bo brought into communi- cation with Evansville, the most important and flourishing town upon the lower Ohio, and also with a railroad now in progress leading fioin Henderson, upon the opposite bank of the river, in Kentucky, to Nash- ville, Tennessee, in order to connect with the roads terminating in that city. The New Albany and Salem road is an important work for southern Indiana. At or near Orleans it will form a connexion with the Ohio and Mississippi railroad, and will thus constitute a convenient and direct route between the cities of New Albany, Louisville, and St. Louis. This road will also supply railroad accomodations to an extensive and important, but comparatively isolated portion of western Indiana. In the northern part of the State, it will perform a still more important office in opening, and that shortly, a communication between the cen- tral and northern portions of Indiana and the city of Chicago. The line of this road extends from New Albany to Michigan City, (with a branch to Indianapolis) and thence to Chicago, making its entire length about three hundred and fifteen miles. A part of this line will be composed of the Cra\vf()rdsville and Wabash road, which has been merged m the former. Three distinct portions of it are in operation, viz: fiom New Albany to Orleans ; from Crawf()rdsville to Ijafayctte ; and from Michi- gan City to Chicago. The unfinished portion is well advanced, and much of it will be finished before 1853, when the whole will be com- pleted. An important work in the northern part of the State is the Indiana Northern road, and which will be noticed with the Michigan Southern road, of which it forms a part. Tliese two roads constitute a leading line, as they unite the most southerly portions of Lakes Erie and Michi- gan, two important points in the geography and commerce of the country. The great lakes occupy a basin extending 500 miles from north to south, and oppose an insuperable barrier to the direct extension westward of the lines from the northern States. All these arc deflected southwardly, to avoid Lake Michigan. Such is the fact with a large number of roads in reference to Lake Erie ; consequently, a line con- necting the southern shores of these lakes cannot fiiilto be a work of the first importance, not only to the travel and commerce of the country, but to its business and revenues. The great favor with whicli this pro- ject is regarded by the public is undoubtedly due in part to the above considerations. The Northern Indiana road traverses a portion of the State celebrated for its fertility, which will secure to it a large local, as well as through traffic. i COLONIAL AND LAKE TRADK. 317 all cal- rade in e State In the )io and ilrcady south- Illinois Among the proposed roads, probably the most important is thr^ Wa- bash Valley line, which is to extend to Toledo, Ohio, to the bounditry line of Illinois. A glance at the accompanj'ing map will convey a better idea of the value ot" such a work, and the intimate relation it will bear to the commerce and travel of the country, than any attempted description. It will be seen that Toledo is the most salient point on Lake Erie for all the country lying to the west and southwest of it. It has already become a place of great commerce, by means of the Wabash canal, and must always be a leading point in the routes both of business and travel. A line of railroad connecting Toledo and 8t. Louis would coincide for a loi;g distance with the course of the Wa- bash river. The valley of this river is celebrated f()r its fertility, and is filled with large and flourishing towns, which owe their existence and traflic to the canal, and are the depots of trade ff)r the surrounding country. In this manner an ample business has been already devel- oped tor the support of a first-class railroad. Another important project is the projected road from Fort Wayne to Chicago. This is proposed as the legitimate extension of the Ohio and Indiana railroad, which has already been noticed under the roads of Ohio. These roads would constitute a direct line between the great city of the Northwest and the railroads of central Ohio. The importanct^ of such an avimue must be apparent upon the slightest examination of the probable routes of trav{>l and trade in the West. The great tide of emigration which is flowing thither from the middle States and Ohio is directed upon Chicago, which is the great point of its distribution over the unoccupied lands of the new States. This city must also become an iinoortant business and conunercial point f()r all the western Slates. The above line is also regarded as the appropriate extension to Cliicago of the great Philadel[)hia and Balliuiore lines, which will be extended to the eastern terminus of the f()rmer, in central Ohio. An important road is in progress, commencing at Richmond, the western terminus of the Dayton and Western, and Hamilton and Katon roads, and extending to the Wabash river, at Logansport, which it is intended ultimately to carry li)rward to Chicago. As a through-route, its object is to connect Cincinnati anti Chicago. Locally, it may be regartled as a Cincinnati road, penetrating a very rich and productive section of the State. It is under contract from Richmond to the Wa- bash, by way of Newcastle. It will be seen that, for the country tra- versed, it will constitute a very direct and convenient outlet to its great market, Cincinnati ; and it is so situated as to command, to a great ex- tent, the tralhc of the territory lying to the north of its line. 'JMie route C reposed by this road, it is believed, will constitute the shortest route etwecn Cincinnati and Chicago. It is also proposed to construct a branch from the Jeffersonville road, commencing at or near Columbus, and extending as flu north as Union, the eastern terminus of the Indianapolis and Bellef()ntaine road, and probably to Fort Wayne. This extension is favored by the city of Louisville, Kentucky, as affording means of connecting herself with the roads running east and west through Ohio, and of securing a por- tion of their trade and travel, which otherwise would be drawn to Cin- ciimati. 1 ;. fii 318 ANDREWS REPORT ON The branch to Fort Wayne would probably run through Muncie, on the Bcllefontaine road, and in this manner a connexion would be formed between Fort Wayne and Indianapolis. The route for such a road has been surveyed and found favorable, and active measures are in progress to raise the necessary means for its construction. The above are the leading projects of tlie State. There are several others of minor consequence, among which may be named the Shelby- ville, Knightstown, and Rushville branches. There are others pro- posed, but not sufficiently advanced to call for particular notice. MicmoAN. I , U: ? Population in 1830, (Territory,) 31,639; in 1840, 212,267; in 1850, 397,654. Area in square miles, 56,243 : inhabitants to square mile, 7.07. The StiUe of Michigan, so early as 1836, while in her very infancy, matured and commonced an elaborate system of internal improvements, by means of railroads and canals. Of the latter none have been con- structed : in fact, they were hardly commenced. Of the great lines of railroads, two, the most important, have been completed, with some de- viation from the original plans. 1. The Michigan Central railroad commences at Detroit, and runs generally in a western direction, to Lak^ Michigan. It is then de- flected southward and carried around the southern shore of Lake Michigan to Chicago, the whole length of line being 282 miles. It was completed to Lake Michigan, at New Buffalo, two or three years since, but was extended to Chicago within a few months only. This work is in every point of view most important, saving the necessity ot a long and expensive detour by way of Mackinaw, in travelling from east to west, and having proved of great convenience to the travelling and. business public. This road was commenced by the State of Michi- gan, under whose auspices about 125 miles of the eastern portion of it were constructed. The State becoming embarrassed in consequence of the injudicious management of her affairs, the road was sold to a private company in the latter part of 1846, by whom the work of con- struction was immediately resumed, and prosecuted with great vigor to its termination, at Chicago. Since its completion it has proved very productive. Its importance as a great through-link between the East and the West will be greatly increased by the consti uction of the great Western railroad ot" Canada, which will be completed during the coming year. When that road shall be opened, a direct route, in connexion with the above roads, will be afforded to the travel from the eastern States to Chicago, the great central point of the northwestern trade and travel. 2. Michigan Southern Railroad. — Like the Central road, the Michigan Southern was tormerly a State work, and as such was opened to Adrian, 36 miles from Monroe, its eastern terminus. On the failure of the State, its farther progress was abandoned ; but alter a lapse of some years it was sold to a private company, by whom it has, in connexion with the COLOmAL AND LAKE TRADB. 319 lO- Indiana Northern road, been recently extended to Chicago. The dis- tance between the termini is 243 miles. It was originally intended to carry this road through the southern tier of counties to New Bufliilo; but this plan was abandoned by the present company, and, alter run- ning about 130 miles in Michigan, the line was deflected into Indiana, and on this portion constructed under a charter granted by that State. This road is also connected with Toledo, on Lake Erie, und will be shortly connected with the railroads otOhio; and it may be confidently expected that by the first of January next a continuous line of railrond will exist from New York to Chicago, a distance of nearly 1,000 miles. The Michigan Southern and Indiana Northern may both be regarded as belonging to one interest, and as forming in fact one line. Though re- cently o[)ened lor business, its prospects are very ihvorable. In the hands of its p/esent managers, it has been prosecuted with energy and success; and, as the general direction of its line coincides with the southern shores of Lakes Erie and Michigan, it is difficult to find a more important line of road. Its success since its opening fully justi- fies the sagacity and foresight of the parties by whom its extension was planned and executed. The local trade both of the Central and Southern roads is supplied by an ample belt of fertile, well-settled and highly productive country, which alone would yield sufficient support, entirely independent of through traffic. Both are intended to l()rm important parts of inde- pendcsnt through-routes from Boston and New York to Chicago — one on the north, the other on the south shore of Lake Erie — and must become intimately identified with important routes of commerce and travel. A railroad from Green Bay to Lake Superior is an important pro- ject, and will prove of great convenience to the riiining districts on the southern shores of the latter, which for a considerable portion of the year are inaccessible. This work is indispensable to the proper devel- opment of the vast mineral resources of that great region. Its route is the best that could be adopted for immediate exigencies. The line of the road is under survey; and it is believed that its construction will be "mmediately commenced, an amount of business being already de- veloped on its northern terminus sufficient to furnish a considerable traffic. A road is also proposed, and will, undoubtedly, in a lev/ years be constructed, extending from Detroit to Toledo, with a view to enable the Great Western railroau ol Canada to form a connexion with the lines of the United States. ILLINOIS. Population in 1830, 157,445; in 1840, 476,io3, in 1850,851,470. Area in square miles, 55,405; inhabitants to the square mile, 15.36. There is a remarkable similarity between the histories of the Slates of Indiana and Illinois, so far as their respective systems of internal improvements are corcorned. Both systems were conmienced about 320 ANDREWS* REPORT ON I the same period ; both States hccnmo involved in similar financial em- barrassments ; and both abandoned the prosecution of their respective works — most of which have been either discontinued entircd}', or have passcid into private hands. While this parallel exists between the two, Illinois labored under the disadvantage of being a much newer State, possessing smaller means, and consequently requiring a longer time to recover from her embarrassments. As in her first efforts she imitated the examples of Ohio and Indiana, so she is again following closely in their footsteps, in the new career upon which she has just entered. The lUinoix and Michigan Canal. — This canal is almost the only im- provement which Illinois has to show flir the vast debt she has incurred for her public works. It has passed into the hands of her bond-holders, and lias been completed by them in a manner very similar to its kindred work, th(^ Wabash and Erie canal. It extends from Chicago to Peru, at the head of navigation on the Illinois river. It was commerced in 1836, and completed in 1848. It is 60 feet wide, and feet deep. The locks have a capacity for boats of 150 tons. Its length is 100 miles, and its summit-level is 8 feet only above Lake Michigan. The original plan was to feed it directly from the lake; but as this involved a very largo expenditure, it was abandoned. The canal was opened in the fall of 1848, since which time it has done a successful business. Like the Wabash canal, its direction coin- cides with the usual route of commerce and travel. It is hardly possi- ble to conceive a more favorable route for such a work. It connects the lakes with the navigable waters of the Mississippi at their nearest approach to each other. Between these great water-courses an im- mense trade must always exist. The former penetrates high northern regions, and the latter traverses a country abounding in many tropical productions. With the canal they constitute a natural route of com- merce ; and as the eastern are the great markets for the products of the western States, this work must form one of the leading channels of commerce between these two divisions of the country. All that was wanting to secure a large portion of the products of the Nortlnvest to the lake and Erie canal routes was an outlet for them. This the Illi- nois canal first supplied. The effect of its opening has been, in fact, to turn an immense tide of business from its old channel, by the Missis- sippi rivfr, to the new one by the lakes. The inffuenceof this work is already seen in the impulse it has given to the growth and trade of Chicago; in the change it has eflJjcted in the direction of the products of Illinois^ and other western States, to market, and of merchandise imported into the same sections of country. Were its capacity equal to the business which will soon be thrown upon it, and were the Illinois and Mississippi navigable at all seasons of the year, there can be no doubt that the canal Would be able to en- gross a large portion of the trade of the country west and southwest of Lake Michigan, and north of the Ohio and Missouri rivers. As it is, it is preparing the way for a great diversion of that trade to the lakes and the northern route. The railroads now in progress in Illi- nois will soon come to its aid, and supply the want of an uninterrupted navigation in the western rivers. COLONIAL AND LAKE TRADE. 321 Railroads in Illinois. The system of Improvcmonts first proposed by tlic State in ei,uiit(;en hundred iind tliirty-six contenij)l;ited a very lur^e number of rail- roads, traversiiiir every portion of the Stale. The more important of these were thn, the largest and most commercial town in Iowa, antl ruiuiing to Peoria, on the Illinois river. Th(! distance; between tlu; two points is about 80 miles. From Peoria it is proposed to extend this road easterly, striking the Wabash valley at Lafayette, or at Logansport, or at both these places. The first division only of this great line, extending from the Mississippi to the Illinois, is in progress. But when the importance of the proposed ex- tension is considered, and the relation it will sustain to the railroads of the States lying eastward, no doubt can be entertained of its commence- ment and construction at no distant day. Northern Cross railroad. — This name is usually applied to the line of road commencing at Quincy, on the Mississippi river, extending to the Indiana State line near Danville, Illinois, and running through Naples, Springfield, and Decatur. This is one of the projects embraced in the State system of improvements ; and upon it a nnich larger amount of work was done than upon any other line. The work executed by the State has since passed into the hands of private companies, by one of which the portion of the line extending from Springfield, th(; capital of the State, to the Illinois river, and connnonly known as tlie Spring- field and Mercdosia railroad, has been (•omi)let((l. The poilion of the alM)\(; lin(! from (^uiney 1i> ihe Illinois is also in proLiri'SS, by aiioilier eompiiiiy. From Spiinglield e;isl\\;iiil, ihe work ol' eoiislnie- tion is also about to be resunjcd. From Uecalur, two branches will :m 324 ANDREWS REPORT ON j)n)l)iil)ly ho cnnstructrd, our extending to Tcrrc Iliiuto, nnd the otiior in a more noillicily direction towards lialiiyette It may he stated, that th(! westerly division of this road, extending from (^niney !•> (May- ton, will torn) thf! h;is(! ot" the liiK^ of railroads now in prognss to Clii(M!fo, nnder the liih; of the Central Military Tract and Aurora Jiraneli railroads, already n-ierred to. Alton (tiid Siiiiiramon nii/rotnl. — This important line of railroad ex- tends from Alton to »Sj)rin;j[lield, tlu! eapital ol" the Stiite, a distanei; of 72 mill's. It has heen recently opiuied i()r husint.-ss. It lianis an U[»proj)riate outlet from the central portions of the State to the Missis- sip[)i river. Its local eonsctpicnei^ is greatly increased hy tlie prospect of its hecoming a link in the line of railroad lidm C'liicau;!) t(t Alton and St. Louis. ]ly relerenec; to the annexed map, it will h(? seen tiiat Sprinufield lies very nearly on a direct line helween the ahove cities. 'J'lie division of this line from ^^^jringficld to iUoomington is already under contract, from whence it will he carried direct to (Chicago, or unite with the IJock Ishmd road at Morris. 'I'lii.s connexion would f«»rm a very direct and cr)nvcnient route hetween the termini named. The cities of Chicago and iSl. J^onis will prohahly always reni;iii (with the exception of (Mnciiniaii) tla^ great cities of the West ; and the line that will connect them possesses, to a certain extent, a niitional im- j)orlance. The lact that it connects Lak(; Michigan with the Missis- sippi on a great and t'onvcnient route of travel helween them, cannot lad to give it rank among our leading works. In the central portion of Illinois are several lini's having a general eastern and western direction. Among iIk; more iniporliint ot' tliest; may he named the Western and Atlantic, the Terre Haute and Alton, and a road liom Terre Haute to Sjiringfield, the capital of the State. The Atlantic and Mississippi road is now the only link wanting in a great chain ol' railroads extending ir(»ni Si. Louis lo the Atlantic. Its hne is identical with the convenient route hetween that iind all tin; leading caslern cities. It m;iy he reuarded as the }fississiiijii trunk of all the loads in central Otiio and Indiana running east and wi'st. The iniporianc(^ of this road to the general system of the counlry is well shown hy the accomjianying map. Tiie city of St. Louis is one oi the grcMt depots ol" trade in the interior, hetween which and the Athintic^ cities tlieie exists a va>t conimer(;e and travel. As a through-route, there is none in the eoiiiitry oilt'ring hetter prosi)cets of ;i hu;rativ can he no donhl th;it its slock will he eiigeily sought hy e.islcrn capitalists. The whole line will he plac(.'d immediately under contract l()r comple- tion, within the shortest practicahle period. The ccuiitry tr;iversed hy the roiid is a very (i'llile portion of tla^ State, and will supply the usual amount of local trallic titr a western road. Tcrrfi Htiutc and Alton roifroad. — This j)roject has tin; same general direction and ohjeit with the one l.'ist dcscrihed. One of the h ading ohjeeis in its construction is to promote the increasi! of the city of Alton, its Mississippi terminus. It traverses a iirlih^ and well cultivated por- tion of the State, and is suniciently removed Iroin the Mississij)pi and All nilic to command a lari^e local trade. The whole line of this road r COLONIAL AND LAKE XnADE. 325 is under coiiirnrt (<)r cotunlclioii within tliri-r ycnrs from this time, and scvcrid portions of it imc ni j)ro<,rrs,s. 'I'lir proposed roiid from I'erre H.nite to Springfield, it will he seen, is iin inipoit.iiit link to eonneet the ronds of Indi.ni.'i with the (^entrnl Illinois :nid wilh the Northern ('ross ro.ids. Mensnres nre in pro<. This road will proha- bly he extended to l*rineetown, Indiana, in order to iiirm a coimexion with the Kvansville and Illinois road. The Ohio and Mississippi roareed to Icc.d its credit (in two yreat lines of rail- road: till' Piuijic road, conuuencing at St. Louis, and runninn; to the wc i liiM" f)f the State, on tlii^ south side of the Missouri river; and tlio I[nnnt/f:l and Si. Jtiscph's rtr.id, vWt \H\\i\}i, i'rom the Mississippi to the Missoi*ii, on the north side of the latter, ',\n(\ conueclin^ tlie places n;inier which the latter lioKls a lien upon the road and all the property of the companies. The State aid will probably l)e increased to nieet one-half the cost of both roads. Although local considerations are the primary motive in the construction of the above roads, the pro- j(>ctors look to their ultimate extension to the Pacific ocean. Although their eastern termini are somewhat widely separated, th(\v approach each other as they proceed westward, atul would meet beyond the Missouri river, if prolonged in their general directions. As local roads, they are of great importance. They will, when completed, add much to the convcnienc(^ of the emigrant and pioneer, by materially reducing the long and tedious journey on foot from the Mississippi to the western 326 ANDREWS* REPORT ON 11 boundary of our settled territory. In connexion with the great lines of railroad lying to the east, they would form a part of a line across the continent, from one ocean to the other. Every mile we advance west- ward, is so much gained toward the accomplishment of a work destined to be the crowning achievement of modern energy and science. Pri- vate enterprise will soon have accomplished so much, as to leave the portion that must devolve upon the general government a compnra- tively easy task. If private companies with their unaided means can accomplish more than half of this work, certainly what remains is not of such vast magnitude as to intimidate the collective energies and power of a great nation. Rapid progress is now making in the construction of the above roads ; and there can be no doubt of their speedy completion. In addition to the original object of the Pacific railroad, its eastern portion will probably be made the trunk of a branch extending to the mineral districts of the southwestern portions of the State, which are extremely rich in iron, lead, and copper. These great resources still remain undeveloped, from the want of a suitable outlet, whicli the above road will create ; and measures are now in progress i'or its con- struction. It is also proposed t(} make this branch a portion of a grc^'it line from St. Louis to New Orleans, upon the west side of the Missis- sippi. This latter project is attracting much attention, and ilioiigh the means do not now exist for its construction, the eventual realization of this project can hardly be doubted. WISCONSIN. i Population in 1840, (Territory,) 30,945; in 1850, 305,191. Area in square miles, 53,924 ; inliabitants to stjuare mile, 5.C5. The State of Wisconsin, though in 1840 it liunibered only 30,000 inhabitants, is .already in possession of a (iist-class line, a considerable portion of which is in operation — the Milwaukie and Mississippi rail- road. This line of road commences at MilwniiUie, the leading town in the State, and extends in a westerly direction, rnnning tlirough the capital to the Mississippi, at Prairie du Cliien, a distance (jf about 200 miles. It is already in operation to Whitewater, a distance ot"50 miles, and will be coni[)l('ted to llock river during tlit^ (•(»niing autumn. It was commenced in 1850, and owes its birth and ])rosecution to the enter- prise and capital of the city of Milwaukie. It is the most northerly railroad yet ])roj<,'cted, running from Lake Michigan westward, with the advantage oi'otlliring tiie cheapest outlet li)r all th(! country lying north and west of its teriniiuis on the Mississi|)[)i river. It traverses a most beautiful region of country, and bids iiiir to becotne a successful and lucrative road, as it occupies a favorable rout(^ and will be constructed at low cost. It is distinguished by being constructed at a much earlier period in the history oi" a State than any similar work; and it is cer- tainl}' a wonderful illustration of the ra[)i(l growth of the Western coun- try, that in th(^ short space of t(ni years ii wilderness has been reclaiuK.'d and brought into high cultivation, and been lilled with a thriving and COLONIAI. AND LAKE TRABE. 327 Area f)rosperous people, in possession of all those contrivances in aid of abor and in promotion of social and material advantages, the results of modern science and skill, and of which many richer and older commu- nities have not as yet availed themselves. As the tide of emigra- tion moves westward, it carries with it all the distinguishing character- istics of the eastern States ; so that a person may travel to the very verge of western settlement without being conscious of any change, save in the natural features of the country. Another important line projected in Wisconsin is the Fond du Lac and Rock River Valley railroad, extending from Fond du Lac, on Lake Winnebago, in a southwesterly course to Janesville, whence it takes a southeasterly course to Chicago. The entire length of this road is about 215 miles. It is in course of construction at both ends, and a portion of the line, near Fond du Lac, will soon be in operation. From Fond da Lac, it is in contemplation to extend a branch to the western extremity of Lake Superior, for which a favorable route is said to exist. This ex- tension would even now be of great utility in giving access to the vast extent of fertile country lying west of the great lake, wliich is becom- ing an attractive field for emigrants ; and should Congress favor this proposed line by a grant, its immediate construction would be the re- sult. Such a road will ultimately be found indispensable to the settle- ment of a large portion of the Minnesota Territory, and will probably receive encouragement irom the general government, ti)r the [)urpose of promoting this object and openins? to a market an important and valu- able portion of its domain. The whole route of the Fond du Lac and Rock River Valley railroad runs through an extremely fertile country. One of the objects of the road, from which it will derive lucrative emploj'ment, is in the distri- bution over the State of the lumber which grows upon the rivers flow- ing into Lake Winnebago. Works are now in progress which will soon allow vessels navigating Lake Erie to reach Lake Winnebago, adding much to the business and prosperity of the above road. Works arc also in ])rogress tor uniting the Wisconsin and Fox rivers by a canal, wliich shall admit steambo;its of the capacity of those navigating the rivers. By reference to the maps it will l)e seen that tiiese rivers appro ich each other very nearly, the distance between tlicm being less than two miles, and the separation consisting only of a strip of low land, submerged at liigh water, and allowing the passage of small boats from one to the other. This canal is nearly com- {)leted, and when opened will allow the passage of steamboats Irom the akes to the Mississippi river. A railrt)ad is also proposed from Dubuque, on tlie Mississippi river, to Lake Michigan, passing through the southern tier of counties in the State. Such a roail would make the town of Janesville a point from which it would be carried l()rward, by roads in progress, to the towns of Chicago and Milwaukie. ^m1 328 ANDREWS' REPORT ON IOWA. Population in 1840, (Territory,) 43,112; in 1850, 192,214. Area in square miles, 50,914; inhabitants to square mile, 3.77. No railroad has yet been commenced in Iowa, though several com- panies have been organized for their construction. It will be recollec- ted that some ten years since tiie State had only about 50,000 people. It has now probal)ly about 300,000, most of whom arc settled in the neighborhooil of navigable rivers; and on this account the necessity of railroads has not been so much felt as it would otlituvvisc have been. As Iowa is one of the most fertile States of the West, ranking among the first in extent and natural resources; and as tlie surface of its soil is well adapted to the cheap and expeditious construction of railroads, and the State is filling up with great rapidity, with an enterj)risiug and vigorous people, we cannot expect that she will long be behind her sis- ter States in the construction of works so important to the prosperity and progress of any people. The most important of the proposed roads in Iowa are the lines lead- ing from Rock Island to Council Bluffs; from Dubuque to Keokuk; and from Burlington to the Missouri river. The first of tijcsc extends west upon tlie parallel of the southern shore of Lake Michigan. Rock Island is believed to be the best point for the passage of the Mississippi river, and Council Bluffs f()r that t)f the Missouri. These facts show the pro- spective importance of this line. The object of the Dubuque and Keokuk line is to cut off" the bend in the Mississippi river, and to avoid the rapids, which are a serious ob- struction to navigation. The project fioni Burlington to the Missouri has the samie general object as the Rock Islanil and Council Blutl's road. i\o one of the above [)rojected improvements has been commenced, though measures f(jr the purpose are in progress. f RAILROADS IN TIIK BRITISH PROVINCES. As the prf)vincial railroads arc to be intimately connected with those ot the United States, a brief notice of the f()rmer will be appropriate to this report. A few railroads only have been constructed in the British provinces, for the reason that these works were not particularly refjuired to aid in the improvement of property ; the numerous rivers, lak(\s, and bays supplying cheap and convenient media for this purpose. The principal $«ntlement.s of New Brunswick and Nova Scotia are upon th(! imme- diiite l)orders of navigable tide-water. The narrow b(>lt of arable land to which the population of Canada is confined is traversed f()r its entire length by the lakes and the St. Lawrenct; river. The various water- courses described will continue to hr the prinei[)al channels and routes of commerce, even after the eonstrnetionot" railroads parallel with them. The ro.'ids in progress and contemplated in the provinces, therel()re, are, with one or two exceptions, being constructed chiefly with a view COLONIAL AND LAKE TRADE. 329 ^ to passenger traffic. They are fortunate, however, in the fact that their lines correspond to routes over which already passes a large travel, and which the roads themselves must immensely increase. Of the roads under consideration, the most important, in some re- spects, is the St. Lawrence and Atlantic, extending trom Montreal to the boundary line of tiie United States, a distance of about 130 miles, when it connects with the Atlantic and St. Lawrence railroad, extend- ing to Portland. This work was briefly described in the notice of the roads in tlie State of Maine. The original object in its construction, as far as the Canadas were concerned, was to open a winter outlet lor the trade of Montreal, and in this manner to add to the business of the Canadian canals, by which unbroken navigation from the upper lakes is secured to the city. These works have, to a certain extent, iiiilcd to realize their highest usefulness, or to JQstify public expectation, ibr want of an avenue to the Atlantic coast other than through the Gulf of St. Lawrence. The navigation of the St. Lawrence being closed ihr a considerable portion of the year, the late receipts of produce liave to be held till spring before they can be sent to a market. The losses arising from this delay, embracing the charges f()r Warehousing, interest, in- surance, &c., and the decline in the j)rice of the staple, wiiich is often ruinous to ttie liolder, have tended to turn this trade into other clian- nels, to restrict the business of this route, and to increase that of its great rival, tiie Erie canal. To remedy this evil, by securing an unin- terrupted communication at all times with navigable tide-water, is one great object of this proj)osed road. There can be no doubt that this, or a work similar in character and objects, is necessary to secure all the results anticipated from the canals. The St. LawriMice and Atlantic road is in operation to Sherbrook, a distance ot" 91 miles from Montrcid, and is in a state of such forward- ness that no doubt is entertained of its completion by July next. The (^ui bee and Richmond railroad is a work designed to place the city of Quebec in the same relation that Montreal sustains to the St. Lawrence and Atlantic railroad, and at the same time with the latter, to unite these cities by a continuous railroad line. From the isolated Position of (Quebec in the winter season, this road will prove a great enefit to her commerce, as well as a great conveni<>nce to th(> travel- ling and business community. Its entire line is under contract, to be completed early in 1854. Another proposed work attracting great interest in Canada is the line (txtending from Montreal to Hamilton, l()llowing th(> immediate bank of the St. Lawrence and of Lake Ontario. This road would run parallel with the great route of commerce in the Canadas, is required by the wants of travel, and in the winter season wouhl be the channel of a large trade. It must at all seasons of the year command a lucra- tive traffic from the numerous cities and villages dirough which it would pass. This work has now come to be considered iiulispensable to the interests of Canada, and is to receive such aid from the govern- ment as will secure its speedy construction. It is to be placed under contract without delay. The Great Western railroad, traversing the peninsula of Canada, is one of the most important works in the provinces. It extends from it in: m 11} -n J I 330 ANDREWS REPORT ON Niagara Falls, by way of Hamilton, to Windsor, opposite Detroit, a dis- tance of two hundred and twenty-eight miles. It traverses a country the fertility and productiveness of which is not exceeded by any por- tion of Canada or the United States. Its chief public attractions, how- ever, arc the relations it bears to railroads hi the United States. It will be seen by the accompanying map that f()r the railroads of New England and central New York it cuts off" the long circuit by way of the south" n shore of Lake Eric between the East and the West. On this acco ..t the road has received important aid hom parties in the United States interested in having it opened. Ample means are provided for this work, and it is expected that it will be completed by the first of January, 1854. The Buffalo and Brantford railroad was projected for the purpose of securing to Buffido the trade of the country traversed by the great Western, and with the additional object of placing that city en route of the great line of travel between the eastern and western States. Buf- falo is ilie largest town w.ihin reach of, and affords, probably, the best market lor, the Canadian peninsula, witli which it will be conveniently connected b}^ the above road. This city, too, is a necessary point in the route of nearly every person visiting any portion of the country bordeiing Lake Erie, and it is liighly important that egress should be had iiom it in every direction. The road is in progress, and will be com- pleted simultaneously with the great Western. Tlie chartered line of this road extends to (Joderich, on Lake Huron, to which it will probably be extended soon alter reaching Br:uitt(>rd. The Toronto and Lake Huron road connects Lake Ontario with Lake Huron by the shortest practicable line betvve(Mi the two, and will form for persons g is embraced the pn)])osed road extending from Bangor, Maine, and Halifax, Nova Scotia, a distance of about ffve hundri'ti niih s. The jjrincipal object to be effected by its construction is to constitute it a [)art of l\u'. great line of travel between America and Europe. The distance from New York to Halifax is cfjual to one-third of the entire distance from the former to Liverpool; and as the proj)osed road puisues the same gen- eral direction with the route of tiie steamers, some of which touch regu- larly at Halifax, it is believed that this portion of the route to Europe COLONIAL AND LAKE TRADE. 331 would be made by railway. Ttwus upon this assumption that the above project was proposed. As far as the provinces are concerned, it has met with great favor, as it is believed it will develop the abundant re- sources known to exist within them, and secure those social advantages which arc intimately connected with the pi ogress of comparatively iso- lated districts, in population, commerce, and wealth. Tlie New Bruns- wick portion of the above road is already under contract to a company of eminent English contractors, and the work in progress. Measures are also in progress to the same end as far as the Nova Scotia division is concerned. The greater part of its line through both provinces tra- verses a region much more fertile and productive than any considera- ble portion of our eastern States, from which it is believed a large and profitable business will be secured both to the road and to the cities of Halifax and St. John. A project for a railroad from Halifax to Quebec, skirting the shores of the gulf and river St. Lawrence, has recently attracted much atten- tion throughout the provinces, as well as in England, but this project may now be regarded as abandoned. A portion of the northern end of tills line may be constructed down the St. Lawrence for a distance of about one hundred miles below Quebec. It is also proposed to ex- tend a i)ranch from the European and North American railroad along the Gulf of St. Lawrence to Bathurst. A road is also in progress from St. Andrews to Woodstock, on the river St. John ; but as its importance is mainly locals a particular description is not required. :^ ECONOMICAL VIEW OF THE RAILROADS OF THE UNITED STATES. The first step toward a correct idea of our railroads, as far as their uses, objects, costs, and results, are concerned, is a thorough under- standing of the social and industrial cluiracter of our people, the geo- grapliical and topographical teatures of the country, the uniformity in the pursuits of tlie great mass of our people, and the great distance that separates the consuming from the producing regions. Assuming the occupied area of that portion of our territory east of the Uocky mountains to be 1,100,000 S(|uare miles, at least ], 050,000 are devoted to agriculture, while not more than 50,000 are occupied by the manufacturing and commercial classes. These compose a narrow belt of territory lying upon the seacoast, extending tiom Baltimore to the (^astern part ol" Miune, and are more widely separated from the great producing n-gions than any other settled portion of tlie country. The great pecuharity that distinguishes our own from older countries is, that we have no interior markets. The greater part of our territory has not been long enough settled ti)r the devc^lopment of a variety of in- dustrial pursuits, whicli constitute them. So entirely are our people devoted to agriculture, and so unif()rnily distributed are they over the whole country, that some of our largest States, Tennessee and Indiana ibr instance, had no towns in 1850 containing a population of over 10,000. Tiiis homogeneousness in the pursuits of the great mass of our pco- 332 Andrews' report on pie, and the wide space tliat separates the producing and consuming classes, as they are popularly termed, necessarily implies the exporta- tion of the siiqdus products oi' each. The western farmer has no home demand for the wheat he raises, as the surplus of all his neighbors is the same in Jclnd. The aggregate surplus of tlie district in which he resides has to he exported to find a consumer; and the producer for a similar reason is obliged to import all the various articles that enter into consumolion which his own industry does not immediately supply; and farthr i' the markets for our agricultural products lie either upon the cxtre verge of the country, or in Europe the greater part of our do- mestic commerce involves a through movement of nearly all the articles of which it is composed. In older countries this necessity of distant movement, as will be the case in tiiis, in time, is obviated by the existence of a great variety of occupations in the same district, which supply directly to each class nearly all the leading articles that enter into consumption. It is well known that upon tlie ordinary highways the economical limit to transportation is confined within a comparatively few miles, depending of course upon the kind of freight and character of the roads. Upon the average of such ways, the cost of transportation i^ not far fiom 15 cents per ton per mile, which may be considered as a suffi- ciently correct estimate for the whole country. Estimating at the same time the value of wheat at $1 50 per bushel, and corn at 75 cents, and that 33 bushels of each are ecjual to a ton, the value of llic fi)rmer woukl be equal to its cost of transportation for 330 miles, and the latter 165 miles. At these respective distances from market, neither of the above articles would have any commercial value, with only a common earth road as an avenue to market. But we find that we can move property upon railroads at tiie rate of 1.5 cent per ton per mile, or for one-tenth the cost uj)on the ordinary road. These works theref()re extend the economic limit of tiie cost of transportation of the above articles to 3,300 and 1,G50 miles respec- tively. At the limit of the economical movement of these articles upon the common highway, by the use of railroads, wheat would be worth $44 50, and corn 822 27 per ton, which sums r(v=!pectively would rep- resent the actual increase of vidue created by the interposition of such a work. COLONIAL AND LAKE TRADE. 333 The following table will show the amount saved per ton, by trans- portation by railroad over the ordinary highways oi' the country : Statement showing the value of a ton of wheat, and one of corn, at given points from marJcct, as affected by coat of transportation by railroad, and over the ordinary road. Traiiaportation by rail- road. ! Value at market 10 miles from market. 20 do 30 do 40 do 60 do 60 lo 70 do 80 do 90 do 100 do. 110 do 120 do 130 do 140 do l.'iO do,, KiO do 170 do ...... ., 180 do 100 do 200 do 210 do 220 do 230 do , 240 do , 2r.l) do , 2(i0 do 270 do 2H0 di 2!)0 do 300 do 310 d( 320 d( 33U do Traiispor' ilionhyordi- nary i s^liway. Whoat. #49 49 49 49 48 48 48 48 48 48 48 47 47 47 47 47 47 4G 4C 4t> 46 4(i 46 4(> 4.") 4.5 4r) 45 40 4.'i 45 44 44 44 50 35 20 05 90 75 m 45 30 15 00 85 70 55 40 25 10 95 80 05 50 35 20 05 90 75 (iO 45 30 15 00 85 70 55 Corn. $24 75 24 GO 24 45 24 30 24 15 24 00 23 85 23 70 23 55 23 40 23 25 23 10 95 80 22 65 22 50 35 20 05 21 90 22 22 22 21 21 21 21 21 21 75 60 45 30 15 00 20 85 20 70 20 55 20 40 20 25 20 10 19 95 19 80 Wheat. $49 50 48 00 46 .IO 45 00 43 .50 42 00 40 50 39 00 37 .50 36 00 34 50 33 00 31 50 30 00 2.-! 50 27 00 25 50 24 00 22 50 21 00 19 50 18 00 16 50 15 00 13 M 12 00 10 50 9 00 7 50 6 0(t 4 50 3 00 1 50 Corn, *24 75 23 25 21 75 20 25 18 75 17 25 15 75 14 25 12 75 11 25 9 75 8 25 6 75 5 25 3 75 2 25 75 The vahu^ of lands is afTeotcd by railroads in the same ratio as their products. For instance, lands lyinj.; ujxm a navigable water-cour.^^e, or in ihe iminiuhaU; vicinity ota market, may be W(»rth, for the culture of wheat, §100. Let the average crop be estimated at 22 bushels to the acre, valued at $33, and the (-ost ofc\dtivati()n at $15, tliis would leave $18 per acre as the net profit. This (juantity of wlu;at (two-thirds of a ton) could be transported 330 miles at a cost of 10 cents per mile, or $3 30, which woidd leave $14 70 as the net protit ol" land at that dis- tance! from a mark(>t, when connected with it by a railroad. The value of the land, theretbre, admitting the (]uality to be the same in both cases, would bear the same ratio to tlie assumed value of $100, as the value of its products, $ 14 70 does to $18, or $82 per acre ; which is fin 1 I 334 Andrews' report on actual creation of value to that nmount, assuming the correctness of the promises. The same calcuhition mny, of course, he aj)nli(;(l with ccjual tbrce to any other kind and species of properly. Th(; illustration given estahlishes a principal entirely correct in itself, hut of course liahle to he modified to meet the facts of each ciise. Vast bodies of the finest land in the United Slntes, and lying within 200 miles of navi- gal)le water-courses, are unsaleable, and nearly, if not (juite, valueless tor the culture of wheat or corn for exportation, from the cost of trans- portation, which in many instances far exceeds the estimate; in the above table. Under such circumstances products are often led out to live stock, and converted into higher values which will bear transport- ation, when the former will not. In this manner, lands are turned into account, where their immedinte products would otherwise b(^ value- less. But in such cases, the profit per acre is often very small ; as, in tlie districts best adapted to the culture of corn, it is considered more profhable tx) sell it for 25 cents per bushel tiian to feed it out to animals. it will be seen that at this price thrice its value is eaten u[) by the cost of transportation of 1G5 miles. In this mimner, railroads in this country actually add to the imme- diate nu^ms of our people, by the saving eflc'cted in the ixpcnses of transportiition, to a much greater extent thati cost. We are, tlieretbre, in no (hmger from embarrassment on account of the construi:tion of hnes culled for by the business wants of the community, as these add much more to our active capital than they absorb. Only a very few years arc reepiired to enable a railroad to repay its cost of construction in the manner stated. Kiiilroadri in the United States exert a much greater infhu iK.-e upon tlie value of proixTty, than in other countries. Take England t()r ex- ample. Tlitrc a railrond maybe built without necessarily incrensing the value of property or llu; profits of a particular interest. Every farmer in Eng! id lives in sight of a market. L;irge cities are to be tbuiiil in every part of the island, which (;onsume the products of the; dilllrent portions of it almost on the spot where they are raised. ITailroads aj-e not needed to transport these products hundreds and thousands of miles to market; consequently they nniy be ot" no adviuitagi; to the farmer living upon their lines. So with many branches of mjuui- factures. These establishments may be situated imnu'diately upon tide-water, and as the fabrics are mostly exported, they would not be thrown uj)on railroads in any event. Such works m;iy exist in that country without exerting any perceptible influence in adding to the value of the property of a community. The cases of the two countries would be pMralh'l, were the farmer in the neighborhood of Liverpool eomprlled to send everything he could raise to London for a market, oi wen^ their manuliicturiii": establishments so f"ar from tin; consumers of tiieir "oods, that their vjilue would be sunk l)el()re these could be reached. We have ii! this country wh;it is equivalent to manufiicturing est;il)lislunents in Creiit Britain, in good order and well stocked for i)usiness, a li'rtile soil, tli;il will produce IxMintifiilly llir ye;irs willinut rotiilinn or drcss- in'jf. All tli;il the (;ii'mer li;is lo do is to c.i-:! his si ed tin llic sulj ;iii(l to reup an ab ui idiuit cnij) Tl le on ly ll nnif wantiULi to our hi;ilie.-t COLONIAL AND LAKE TRADE. 335 e upon Ibr cx- injj; the thiiivr )uiul in itlrivnl lilioiids )UsaiKls tago to luaiui- y n\><>n. \ not 1)0 in tluit iv value ri would jUijM'lU'd CIV llu'ir If goods, rd.' We islunents a fntile or dri'ss- • soil :ii'd ir hi':li''->t prosperity is markets, or their equivalents, railroads, which give access to them. The actual increase in the value of landf^, due to the construction o^'railroad-s, is controlled by so n)any circumstances, that an accurate estimate can only be ap])ro.\imated, and nmst in most cases (idl liir short ofiJic fad. Not only are cultivated lands, and city and village lots, lying innncdialely upon the route aficcted, but the real estate in cities, hundreds and thousands of miles distant. The railroads of Ohio exert as nmch inlhience in advancinir the prices of real properly in the dty of New York, as do the roads lying within that Slate. This tiict will show how very imperli'ct every estimate must be. But tfdving only the tanning lands of the particular district traversed by n railroad, where tlu' inlhience of such a work can be more directly seen, there is no doubt that in such case the increased value is many times greater tlian tlu! cost of the road. It is estimated by the intelhgent president of the Nashvilh" .and Chattanooga railroad, that the increased value o<" a belt of land ten miles wide, lying upon each side of its line, is equal to at least $7 ,0() per acre, or !$1)C),0()0 l()r ev(>ry mile of road, which will cost oidy about J?20,000 per miU". That work has already created a value in its inllueuce upon real property alone, e(|ual to about five times its cost. What is true of the Nashville and Chattanooga roaii, is e(|ually so, probably, of the average of roads throughout the country. Jt is Ixlieved that the construction of the thre(.> thousand miles of railrciad ol Ohio will add to thc^ value of the landed pntperty in the State at least live tini(\s the cost of the roads, assuming this to be ^GO,U()(),()()0. In addition to the very rapid advance in the j)rice of fiirming lands, the roads of Ohio are stimulating the growth of her cities with extraordinary rapidity, so that tlier(> is much greater probability that the above estimati.' will be exceeded, than not reaclu d, by the actual iitct. \V(> are not left to estimate in this matter. In the case of the State ol" Massachnsetts, what is conjecture in regard to the new Stall's has with her become a matter of historv. 'I'Ik; valuation of that State went up, from 1840 to 1850, lidin 8x>l)0,(")00,000 to $-080,000,000— an immense increase, and by far the greater part of it duv. to the nu- merous railroads she has constructetl. This increase is in u much greater ratio to the cost of her roads than has been estimated of those oi" Ohio. Wc have considiMcd the elll-et of railroads in increasing the value of property in relt-rence only to lands devoted to agriculture; but such results do not by anv means irive the most tlircible illustration t)f their use. An acie of farming land can at most be made to yield only n small annual income. An acn^ of coal or iron lands, (.n the other hand, may produce a thousand-liild more in value than tlii> t()rmer. These dej)ositcs may be entirely valueless without a railroad. With one, every ton of ore tlu>y contain is worth one, two, three, or f!)ur dollars, Hs the casi' may be. Take- Ibr example the coal-lields of I'ennsylva- nia. 'J'he value of the coal sent yearly from them, in all the agencies it is called upon to perform, is beyond all calculation. I'pon this article are based our niinniliieturinLr establishments, and our iiunent ant me!( IkiiiI •Ic:iiii.--1m|is, renrescnlniL;' values m lueir various n'l;Ulon^ UK II \ ramilicatit)ns, t (jual lo thousands of millions ot" dollars. W ilhoul coal 336 Andrews' report on it is iinpi).s-sible to conceivo the Hpoclaclo tliut wo should have presented as M people, so entirely dilFercMit would it have been from our present condilidu. Neither our eouiinereial uor our manufacturing, nor, conse- quently, our iigrieultural interests, could have l)orn(! any relation what- ever to their present enormous magnitude. Yet nil this result has been nchieved by a li'w railroat.ls and canals in rennsylvauia, which have not I 'ost over Jjfi.OOjOtXI,! )()(). With these works, coal can be brought into the New York market fJ)r about §3 CA) per ton ; without them, it coidd not have been made available either l()r ordinary fuel or as a motive power. So small, comparativelv, are the agencies by which such iinineu.«r results have been elK'cted, that the Ibriner are com- pletely lost sight of in the n)agnitude of the latter. What is true of thi^ I'eiuisylvania eoal-lielils, is equally true of all others to agieater or less extent. The coal-fields of Alabama may be made to bear tht; same relation to the (Jiilf of Mexico and to the marui- factures of the southern States, us litive those of Pennsylvania to the North. Tile dull' of Mexico is to become the seat of a greater com- merce than l\u' world ever yet saw upon any se;t ; and this coimnerce, and all the vast interests with which it will be connected, will to a very great extent owe its devek)pmcnt and magnitude to the coal-fields that sk)pe toward the gulf". INCOME OF OUn RAILROADS. Having shown the influence of our railroads in creating values, •which greatly exceed their aggregate cost, the lu^xt point to be con- sidered is the incomi: of these works. As both the incouje of our roads and the influence which they exert, in increasing values, must bear a close relation to each other, the flicts that have already been established in reli-renee to the latter necessarily involve the idea of ;i largi,' business upon our roads. The value of lands depends uj)()n their capacity to yield a very large; surplus f()r transportation. There is no other country in the world where an e(|ual amount of labor produces an erpial bulk of freight f()r railroad transpt)rtation. One reason is, that tlu; great mass of our products is of a coarse, bulky chruacter, of very low comparative value, and consisting chielly of the products of the soil and fl)rest. We manufacture very tiw high-priced goods, labor being more profitably employed upon wliat are at present more ap()ropriale objects of industry. The great bulk of the articles carried upon railroads is grains, cotton, sugar, coal, iron, live stock, and arlicks of a similar character. The difllnMice bilween the value of a |)ound of" raw and manuliiclured cotton is nK.'asurcd ireciuenlly by dollars, yet both may pay the same amount of freight. Wheat, corn, cattle, and lund)er, all pay a very large sum f()r transportation in pro- portion to their valu( s. Again, t()r the want of domestic markets, the transportation of many of our important products involves a fhrouirh transportation. Take, fi)r instance, a cotton-producing State like Mississippi. Nearly the whole industry of this State is engaged in the cultivation of this article. Of the immense amount produced no part is consumed or used within the W( J)e UI CO ve \H4 IH;') COLONIAL AND LAKE THADE. 337 jnntcd resent uonso- wliiit- s been II liiive rouglit icm, it i)r as a which 3 com- I of all may be ! niatm- [i to tlie [•r coin- iinerce, ill to a jl-iiclds vahic^s, be con- y exert, the faels L'cssarily vahie of rpUis for iiiouiit of )()rtalion. >e, bnlUy lly of the trh- priced I present • iirtieles ivt! stock, the value ucully hy v;it, corn, 1)11 in pro- 1 of many Take, for the whole ■li<;le. Of within the I, State. Tlio entire staple goes abroad ; but as tlie aggregjite iiuhislry of the peopI(! is eondned to the {)roduetioii of one slaplc, it f.llows tliiit all artic:h;s entering into eonsuniiJtion must be importeil ; so iluil, over the channels through which the cotton of this StaU^ is sent to market, an e(jual vahie or toiniage musl be imj)orted, as the ease may be. This necessity, both of an inward .'uid outward mov(.'iuenl, ('(pial to tlie whole bulk of the surplus agricultural product, is peculiar to the United States, and is one of the reasons of the large receipts of our roads. Whih; this is the case, it is equiiUy true that newly selthid sections of conntry will often supj)ly a larger amount of tratlic thiui an older (tne. There can 1)0 no doubt that an cipial amount of labor would produce l()ur times as mu(;h corn and wheat in Illinois as in Massachusetts; conse<|ucntly, a man living in the lijrnicr would contribute ti)ur limes as much busi- ■ lesri to ;i railroad as oik; in tlu; latter. In elenring the; soil, it often h ipjfens that the transportation of lundjcr supplies a larger traliic for two or three years than agricultural products l(»r an e(|ual length of time. It is, thi'ri^tJ)re, a great mistake to suppose that, because a country is new, it cannot yield a large traHic to a railroad. In the southern and western States oii'v one y(\'ir is fre(pi(Mitly re(|niri'd to prepare the; soil t<)r crops, which luiy be renewed, the same in kind, li)r a long si'riesof years. The amount raised, and eons(>(|uently the surplus, is much larger in the more recent than in the longer settled portions of the country. In the more recent, too — the number of inhabitants being the same in both eases — the amount sent to distant markets is greater from the fact that there is no diversity ot" |)ursuils, wliieh in older com- miuiities supply liom a limited i-ircl • nearly all the prime necessaries of lit(! that enter into consumplion. In newly settled districts, all these are often imported Iro.n distant markets at a very heavy cost of trans- ])ortation. Th(! gr-neral views above stated, in ret('rriu'(> to tin; earnings of the railroads in the United States, are fully borne out by the result. In- vestments in these works have probably yielded a belter return, inde- prndently of the incidental advantages connected with them, than the ordinary rales of interest prevailing throughout the country. Such is the case with the roads of Massachusetts, the State in which these works have been carried to the greatest extent, and havi- cost the most l)er mil(>, and amongst which are embraced a number of expensive and unproductive lines. The l()llowing statement, compiled from oilicial returns, shows the cost, «!xpenses, and income of all the railroatis of this State tor t()ur vears previous to January J, 1852: Years. Cost. 1S4H S4ri.777,000 IH-W .'il,SS:),55G 1851 :)t),lllG.UH3 Total 154,7G8,(J4H 22 MxpeuBet!. Income. i,.S.284,i):).'J *(i,067,164 :<,41().;W4 «,. •{()(), G62 4, U( (2,847 7,287,342 i I 10,098,104 j 19,055,168 338 ANDREWS IIEPORT ON Tlic nhovf ifililc includrsi scvrriil fxpcrisive work.'* opciu'tl Uhi n'cciilly Inr lln' (kvcloinncnt ot ii liir«^('r business, iiiid ot'cmiiHc [nT.scnts .1 iiiiicli uvivv imtiivoiiihlr view of llu? prodtictivciu'ss ot" flicsr worlu thnn would he sliowu liy iiu avcni^c tin* ii loii<;('r jx-riod. 'I'lic most prodiiclivc r;iilro;ids in Miissiicliiiscttrt :irc those coiiiicctiiiii; tlio iiiiiMuriicliiriii^ iiiid coiiinifici.'d towns, wliilr iIk; most iiiipiodiiclivr tiro those depctuhii^ upon the rrinilturiil inten'sts tor support. The .'i;j;rieullurc of this Stiilr; supplies iioihirm; ti)r r.riiort ; on the eoiitnirv, thi-re is hiirdly :i town that does not depend upon other .-uid (hstani portions of" the eountrv tor many of th(! mort; important artiehs ol" iood. The small sur|)lus raided is wanted l()r eonsumption in the im- tnechate neighborhood of pnuhu-lion. Where ther(^ an" no maimtiietu- r\uince the opening ot" tluar respective lines, though tin- t()rmer is onlv V-V) miles long afid cost $3, (KM), ()()(), while the latter is J -W miles and cost !<; J 0.1)00,001). Jtailroads in the newly settled por- tions of thr country, as a general ruh , eommiuid a much largi'r tratlic, and ot" course yield a better return upon iheir cost, than those of the older Stales. Assmning the revenues per mile of the roads oi tin' two divisi'ins ot the country to he e<|ual, their ml incoint' will he in the ratio <>i their cost, which may he staled at two to on<.' in favor of western and siaitliern loads. MODli 01' COXSTllLCTIOti. Bv liu" the greater lujmher of our roads in progress are in the interior of" the ('oiiniry — in our agricultural districts, that do not possess an amount o\' 339 rrsr'tits \vorkii iifcting (luclivc I. Thr Diilraryi (listaitt iclts of llic im- iiutiictu- )()n New •livrncss t»'S otliiT duels 11)1 111 iIh- ■ .suii)lu^ or liaus- nciilturi', •, will iu)t »' ralrs ol" upon ill*' ,rs of tin* Surli is 1 a larpT o supply, of llic IV- iNuuicroiis iios of tilt" losr ot' llif li(iii<;h llif • lutur is iitli'd por- (Tcr irallic, nsf of ill'' (.1 till.' two be in lli<^' in favor ot ihc iiilfiior possi'SS all ss adctpialc lo couslriict nilics l(»r iu- lick ill such a very rt'asoii- tliey lind it- I inord f!)r tlii;lr interest, to borrow :i ixirtioii of tlit> amoimi riMpiirrd, tliaii to iiiVfrtf llic wlioli- liU'aiis dircclly in ilic project. 'I'licy <-;iii lirt- ter iill()rd lo secure llie co-operation of l(»r« i^ti capilal, liy olli'riiiij; lii^h pri'niiuins I'or its use, than to ciiibarrnss tlicuiselv<'.s by making,' a jier- inaiu'nt investment of loo lar^c a propoiiion of flidr own imnietliiitc means. Tliese fuels siilliciently e,\[)lain llie rr'asoiiM wliy llie borrowing ol ji considerable portion of the co.-t of our roaiUlian become so univer- sal a I llie. It is only by the co-operation of capitalists residiiitj; ata distance, and liiivin^ no interest in the collateral acfvaiita^i s due to railroads, that the great majority of our works could have been construcled. In the outset, money was fuinislicd slowly and cautiously, and i. n only upon the most nii(|uestionc(l security. As the result be,')<•() to to JS 10,000 per mile. The general custom recjuir s Jiat a sum ecpial to the one sought to be borrowed shall be \'\i naid in, or sec;. d l()r con- struction. A road that will cost $'J0,000 pc i miie is con>i(ierc{l as suf- ficient security liir a loan of S 10,000 per mile; and as the cost of new works will not much exceed the (i)rmer sum, the U\Urv is not, as a general rule, considi red so lartM' ;is to create distrust as to the safety of the investment, on account of the iiiagiiilude ot the loan. This rule, which estalilishcs the proportions to be supplied by those engaged in the coMstriiction, and capitalists, is well calculated to pro- mote the best advantage of both parties. The liii't that the jx-ople on the line of a contemplated road are willing to tiiriiish one-half of the means re(juisite tor construction, and to pledge this li)r an eijual sum to conij>letc the road, is siillicieiit t videiiee that in the opinion of such j)coplc, the construction of such work is justilied by a prospecti\e busi- ness. The int(.-rest they have i:i it also is a suliicient guarantee that its alliiirs will be careliilly and j iudi'iitly managed. The large amount paid in and at stake divests the [H'oject of all s^it.cuhttuc lealiires. Where the advantages and success are merely I'ontingeiit, prudent persons do not usually hazaid large sums. The lender has, therelbre, all the guarantees of sati fy, both from the character of the project and its prospei'fivc income and proper nianagenieiit. it is on this account that the credits furnished by municipal bodies i()r th(3 construction of" railroads should be resorted to only in extreme cases. In lividuai.-. making up the aggregate community may be in- duced to vote the citulils of the latter in aitl of a proji^H, when they by- no means could i)e induced to venture tluMr own ca[)Ual in its success. In this manner projects may be set at()ot the consummation of which are not justili(^d by thesi; commercial and pecuniary c-onsiderations, which are the only safe guides of action in suili cases. Railroads are purely commercial enterprises, and their construction should be made to 340 Andrews' report on depend upon the same rules of conduct that control the building of ships, or the erection of manufacturing establishments. The safety of the securities offered to the public will be readily seen from a comparison of the earnings of .)ur railroads with tlie sum necessary to meet the interest on the loans. Allowing the sum borrowed to equal $10,000 per mile, it would re([uire from $600 to $700, according to the rates, ac'iually, to meet the accruing interest. But tlie net earnings of our new projects more than treble this amount, leaving i()r dividends on stock a sum equal to double that paid on loans. That such will be the result, as far as our new and less expensive works are concerned, for some years to come, till a greater abundanct! of monej'^ shall have lowered the rau'S of interest, and the competition of new works shall have reduced the rates charged ior persons and property, tiiere cannot be a doubt. Below is given a tabh- of the gross and nil earnings of several of our new roads, and of" the same class as those that are now coming into market for money : Roadii Total earniiigs, as per last re- ]>ort. Net earnings. Per mile. •Cleveland and Columbus i §,341 ,680 96 [.ittle Miami i 487,815 W» Columbus and Xcnia 211 ,631 37 Midiiffaii Central 1.. 00, 043 00 380,078 00 Aladisoi) and Indianapolis. ^ $239,969 28 $1,710 297,457 57 3,.'-)41 150,055 58 2,778 461,364 HO 2,116 185,080 60 2,378 For six months only. Cost (if Railroads in the United Statcx. With the exception of those in the States of Massachu.setts and New York, it is dilfieult to get at the exact cost of our roads. The eom- {)anies within the States named are required by law to return to their egislatures the cost of their r(\s|)ective lines. To ascertain the cost of other roads, resort must be had to the published statements of iheir affairs. These statements, though generally to be relied upon, are uniform neither in their character nor in the lime at which they make their appc^arance ; and some of our largest eonipanies make no exhibit of their affiiirs save to their own stockholders. It may be here stated that it is in liie power of the; general govern- ment to supply the lack of inf!)rmatioii wiiieh at present exists in refer- ence to our railroads, by re(|uiring ;dl companies with whom contracts are made for transportation of the mails to return to the Post (>lH(>e Department full and ar;curate statements of their co.>;t, income, debts, expenses, &c., &c. Such returns, made in a jiroper maniuT, would be exceedingly advantageous in many points of view. They would show annually the extent to which these works are carried, their cost, income, expenditures, mod(^ of conducting the various works, &e., &c. The returns of their business operations would afford a great amount COLONIAL AND LAKE TRADE. 341 mile. #1,710 3,541 2,778 t>,llG 2,378 of useful information, in reference to the internal commerce of the coun- try, which could be obtained from no other sources. The great lack of correct statistical knowledge upon this subject is felt and acknowl- edged by all ; and there seems to be no other mode of obtaining this correctly than by the one pointed out. The returns, loo, by collecting all the existing information upon the subject of railroad management, could not fail to exert the most bojneficial influence, by making public whatever is valuable in the experience of each company. The cost of our roads depends very much upon the character of the country through which they are built. Those in the New England States are the most expensive, not only from the greater difficulty of construction, but from the greater cost of right of way, land, &c. The general surtiice of the country is unfavorable. It becomes better adapted to these works on g' ing south, though the roads of all the eastern States, as far south as Maryland, cost much higher, per mile, than those of tiie southern or western States. The difference in the cost between the roads of the two sections of the country is confined princi- pally to the items of grading, bridging, and Innils. In the States of Indiana and Illinois, the cost of these items, upon long and important lin(>s, will not often exceed $5,000 per mile; while in tiie eastern States the average fin' the same is H)ur or five times greater. The Mississippi valley consists of an immense plain, presenting but a few obstacles to the ea.« find in Massachusetts would recjuirc mon; than 60,000 miles. Now, no one aecpKiinted \vii)i the resources nnd wimts of the southwestern Stales, and the ch:u';icler of their people, ean doubt that, in time, :ui ecjual nrca will call f()r :mi t'([iial extent of lines, and thiit the construction of liiese- ro;ids will proceed with e(jual pace with their popuhition. The probable rapid expansion of these works is well shown by a comparison of Georgia with other southern St;itcs. In the l()rm<'r there are about one thousand miles of rotid in o])eralion, ;dl of which are lu- cratively employed. Now, the States of North C;uolin;i, Alabama, Mississippi, Louisiana, Tennessee, and Kentucky will all compiuc ta- vorably v th (Jeorgia in population, in wealth, in extent, and in n;itur;jl resources. Railroads are just as much needed by the former as by the latter. They would cost no more j)er mile. They would pa^'etjually well, and would accomplish as much in improving the condition of their people. But the aggregate length of line oi' ail these St;iti'S is not e(|u;il to tne extent of riiilroad which we find in (Jeorgiii, Here, then, is a field where at least five thousand miles of r.-iilroad are siiown to be needed, li)r no one can doubt that r;iilroads in the States named will be e(|u;dly as useful and productive as those of (Jeorgia. But even Georgia is very [)oorly supplied with r.'iilroad fai-ilities. Not on(!-half of her territory, and hardly one-half of her population, are within reach of them. A very large j)rf)portion of her ])ro(lucts arc wagoned, or sent down her rivers at great ex|)en,H', to inconvenient markets. Her area is at least eight times gnjfiler th;m that of Massa- chusetts. The latter State has «)n(; mile of railroad to every six scpiarc COLONIAL AND LAKE TRADE. 343 miles of territory. The same ratio would give to Georgia 9,600 rniles of railroad, ecjualling two-thirds the wjiolc extent (jf lines in the United States, ynd to the States named, including Gctjrgia, (embrticing an area of 390,000 S(|uare miles,) more than G5,000 miles of railroad. There can be no doubt that, in the States named, ten thousand miles ot rail- road are needed to meet the immediate cf)mmercial w.mtsof the people, and that this extent of roud would find lucrative employment. Tabular statement showing the nnmbcr of )nilrs of juulroad in j)rogrcHs and in operation In the United Slates. MAINE. i-- and why popu- posi- rail- Roads. Androscoggin and Knnnebco.. . . Atlantic and St. Liuvrenco Buckfield branoli Bangor and l'iscata(|uis Kennebec and Portland Bath branch rorl...ind, Saco, and Portanioutli. Calairt and Baring Marliiaa port York and Cinnl>erland Androscoggni Penobscot and Kennebec Total . Miles in operation. Miles in l»rogres8. 05 121 13 12 m 9 51 G n 10 20 3G5 30 43 128 NEW HAMPSHIRE. Boston, Concord, and Mont real 71 28 35 25 14 13 2fi 2G 82 47 25 15 54 23 IG 22 Coclieco Concord Concord and Clareniont Great F'ali.s and Conwiiy IVIanchcstiT and La\v*rence New Hanipsliiri! Central.. Northern Portsmouth and Concord Snlliv''\n Wilton ChcHhire .Ashuelol Eastern Wliito Mountain - 20 Total 500 42 344 ANDREWS' REPORT Oli VERMONT. Roads. Connecticut iind Passuinpsie River Rutland and Burlington > Vermont Central Rutland and Washing -ii Vermont Valley Bennington branch. Western Vermont Total. Miles in operation. Miles in progress. 61 119 164 12 24 6 439 MASSACHUSETTS. ; :■ \ i ■] Berkshire Boston and liowcll Boston and Maine Boston and Providence Stoughton branch Boston and Worcester Cape Cod branch Dorchester and Milton £a°*crn Essex (yaleni to Lawrence) Fall River , Fitchburg Fitchburg and Worcester Jjowell and Lawrence Naslnia and Lowell New Bedford and Taunton Newbiiryport Norfolk County Old Colony (Boston t(. Plymouth). Petersboro' and Shirley Pittsfield and N. Adams Providence and Worcester South Shore Stony Broiik Western (Boston to Albany) Worcester and Nashua Vcrmcjnt and Massachusetts Housatcinic branch South Reading branch Salem and Lowell Grand Junction Harvard branch Lexington and West C;ami)ridge. . . Connecticut River Troy and (ireenfield South R(>ading branch Charles River branch Stockbridire and Pittsfield Palmer and Amherst 21 2H H.l 4 69 28 .'} 58 21 42 67 18 13 1.1 33 l.") 2(i 4:> 23 20 44 II 13 117 46 77 II 9 17 7 1 7 9 42 ii' Total . 1 , 128 ilea in )greBs. COLONIAL AND LAKE TRADE. RHODE ISLAND. 34d Roads. MilcB in operation. Miles in progress. Stoninii'ton .......■>>••>■•••■••■••••*■■■••••■■>••■■■>»•■■•■•■■ 50 Providf*nrf» 1 lartfrinl. and Fishkill >... 32 Total 50 32 CONNECTICUT. Hartford anil New Haven Hartford, Providence, and Fishkill Housatoiiic Middlotown bnincii Naiigatuck New Haven Canal New London, Willimantic, and Palmer. New London and New Haven New York and New Haven Norwich and Worcester (^olllnHvillo branch Air-line Danbury and Norwalk Middlctown branch 62 50 98 10 62 45 66 50 76 66 11 Total. 24 10 630 96 102 198 NEW YORK. 42 12 ' 2.5* 79 \ Albany and Schenectady Albany and West Slockbridtrc... . Attica and liiitValo Butlald and Niagara Falls Cayuga and Sus; i. 53 14 76 6 78 I I 33 143 69 90 45 67 25 76 64 1^ M:m 'xt'^m ANDREWS' REPORT ON NEW YORK— Continued. Miles in oporiition. SackeU's Harbor and Ellnburg Troy and Boston CanandaigUii and Niajarii Falls Syracuse and niir:)iamtoii Sodus Bay and Suiitliern Potsdam, WuS.ertown, and ^Hlutllern. Lake Ontario and Aui)urn Genesee Valley Buflalo and Olean . Lebanon Springs , Total. NEW JERSFV. 32 2 1I8-' Miles in projrrcsH. 17 H <■»■< s> 7;i ih 100 7.'') 874 Belvidcro ind li.i.iware Burlinjjtcr. aiil .Mviinl lloily Ciundcn nr 1 ' -ahoy Morris :t iiti Ls: .i\x N(".v .Terse V New J,rrsoy Central Tronton branch Union Total. l.'i (> G4 .'}.') ."U G4 (i Xi ;2.")4 40 4.'i ri.'i PENNSYLVANIA. ' ■ ''i 'I Alleghany Portage Beaver ^feadow Carbondalc and Honcsdale Columbia and Philadclpiiia Westchester branch Corning and lilossburg Cumberland Valley Hazleton and Lehigh Little Schuylkill pjxtension to Tamenend Mine Hill Mount Carbon Pennsylvania Philadelphia, Reading, and Poltsville Philadelphia and Norristown Germantown branch Philadelphia and Trenton Philadelphia, Wilmington, and Baltimore.. . Schuylkill Valley Summit Hi!" and .Mauch Ciiunk Whitehaven and Wilkcsliarre Williamsport anrl I'^hnira Franklin Dau])hin and Susquehanna Strasburg Lykens Valley Nesquehnning Room Run Chester Valley Lehigh, Delaware, Schuylkill, and Susijueha Pino Grove 36 36 t>4 8-J 9 10 liO 30 7 214 92 17 6 30 !»>( 2r> '2r> 20 21 »2 16 7 16 36 22 40 COLONIAL AND LAKE TRADE. PENNSYLVANIA— Continued. 347 Roads, Beaver Meadow York and Cumberland Sunbury iind Krio Lac-kawuinia and Western Catawissa, Williams|)ort, and Erio. Delaware and Susquelinnna Philiidnlpliia and Westchester Pennsylvania Coal Company Ilnniplield Allegheny Valley Columbia branch Hanover branch York and Wrijjhtsvillo liancaster and llarrisburg Suscpiehanna Pittsburg and Steubenvillc Franklin Canal Northeast Miles in operation. 12 25 50 47 Total. 1!) 13 la 37 DELAWARE. •2G 18 1.215 Miles in progress. 24U 93 48 78 180 50 42 915 New Castle and Frenchtoun , | KJ Wilmington branch | Total ! IG 11 11 MARYLAND. Annapolis and Elkridge 21 Baltimore and Ohio ' 304 Washington branch 38 Frcdcri(;k branch i 3 Baltimore and Susipiehanna I 57 Westminster branch ; 10 Total ! 433 VIRGINIA. Richmond and Danville Richmond and Petersburg , Clover Hill South Side Manasscs Gap Petersburg and Roanoke Seaboard and Roanoke Appomatox Winchester and Potomac , Virginia Central, including Blue Ridge. .. Virginia and Tonnesec Orange and Alexandria Richmond, I'Vedericksburg, and Potomac Greenville and Roanoke , Northwestern Total. 65 22 15 50 60 bO 9 32 104 50 40 76 21 624 60 75 155 50 120 610 ''4 m ■ if ■■> 'it'il 348 ANDREWS REPORT ON NORTH CAROLINA. RoadH. MiloH in upuration. Miles in UrogresH. Oaston and Raloiph 87 1C2 223 25 Totul 249 948 SOUTH CAROLINA. Biiutii riirr)liim (IrctMivillr mill roliimhja. . . . Clmrlotti! iind youth ('iiroliiia King's llouiiliiin LaiiruiiH Spartanburg and Union Wilmington and MuncliPHtnr Total. 341 163 no 15 l(i (il) 117 Mi) 193 GEORGIA. Central Georgia Macon and WcHturn WesttTii and Atlantic Soutliwt'Kterii Rome branch Aliiscognc Atlanta and W('st|)oiiit Milledgevillc Eaton and .Milk'dgevillc Wilkos county Athens branch Waynesboro' Savannah and Pensacola (estimated) . Brunswick and I'cnsacola (estiinatein 191 i7r» 101 140 50 ao 51 52 17 69 21 35 20 18 39 21 I 50 . 300 .! 300 Total. 857 803 FLORIDA. St. Mark's and Tallahossoo. 23 ALABAMA. if m Montgomery and West I'oint. Mobile and Ohio Alabama and Tennessee Alabama f^'entral Memphis and Charleslon Girard Total. 88 33 40 ItJl 30 160 50 28 1 i 220 741i m COLONIAL AND LAKE TRADE. MISSISSIPPI 349 Roads. Riiyinond St. Francis and Woodvillo Vic^liHliurfr and Drnnduii Moliilo and (Jhio klissiraippi Central (^'unton and JankHon Now Orleans, Jackson, and Norlliorn. Total. -Miles in operation. I GO 95 MileH in progress. 273 401) 878 LOUISIANA. Carrolton Clinton and Port Hudson Lake Pontciiartruin Mi'.xir.in (Jiilf •New ()rl(wiiis, .lackson, and Nortliern. New Orleans and Opoioiisas Total. 6 24 G 27 63 • See Mississippi. TKXAS. niifl'alo Hay, Brazos, and Colorado. 180 180 32 TENNESSP^R. Nashville and Chattanooga | 105 VaisI Tennessee and Georgia i 80 East Teiuiesseo and Virginia ! Winchester and lluntsvillo ! Mobile and Ohio I Naslivillo Southern j McMinnrillc branch Total. 185 54 30 130 46 119^ 100 30 5091 Frankfort and Lexington. Louisville and Frankfort. Maysvillo and Lexington. Covington and Lexington. Lexington and Danville.. Louisville and Nashville.. Mobile and Ohio Louisville and Nashville.. f^holbyvillo branch Henderson and Nashville. KENTUCKY. 29 65 ToUl. 94 67 97 36 180 .39 95 18 130 662 :i: 350 ANDREWS REPORT ON MISSOURI. Road*. I'licific llaiinihal and St. JoHopli'a. Total. Milca in operation. Milo* in prujrrvM. 315 am 515 OHIO. Cleveland and Cuiunibus Culiiinbiis niid Lake Hric Diiyton and Springfield branch. Findliiy l)rancti Little Miami Mud river Sandusky and Mansticld Xunia und ColumbiiM liullifuntaine and Indiana Cincinnati and Marietta Clcvcliiiiil and I'itt.tbnr^ Cleveland N. niid 'I'olodo C'eveland F. and Ashtabula.... Colunibus U. und I'iqua Cincinnati VV. and Zunesvillo. . Cincinnati II. and Daytun Dayton and Western Greenville and Miami Hamilton and Katon llillulioru' and Cincinnati Iron 13.') CO a4 ifi y-i 134 54 100 (iO 4'J 'JO 4'J 37 Junction '. Oliio and Indiana '. (Jliio and Mist>istranch Cincinnati and Dayton Carrolton hnt ncli Tuscarawas branch Total. 1,1. '54 MICHIGAN. Central Southern Pontiac Tocumseh branch Erie and Kalamazoo Total 118 265 87 W2 IGU 11 110 131 iiO 51 Hii 1:20 150 IIU 140 .10 30 5'i 'JO 'JO 1,854 COLONIAL AND LAKU TRADE. INDIANA. 351 KoaiU. Milf'H in operation. (i6 Ifi i20 a? Now Albany anil Hnleni, with liriUicli round Lake Michigan { 140 JiMltTHonvillo MadiNori ami Iiiiliaiio|i()lis Simlbyvillt) hianch RuHJiviilo lirunch Kni^htstown hranch Lawrcncobiir^; and Indian(i|>oli!4 Iniiinna (Central Ncwcastlo and Ilichninnd IndiutiopoliM and nullotontaino IVrti and Indianopolin 'lY'rru llaiito and Indi.'ini)|)i)litt Kvanhvilii* and lllinoiH Indiana N'ortlmrn Ohio and MisHiNNippi Lal'ayi'tlc and IndianojioliH WubaHh Vulluy 72 2fi i:ir» i\2 Total. -.5i ILLINOIS. Illinois Central 4 7 Total e9() Miles in projjri'M. 175 90i ' 1 lOU 74" 170 200' 1(31 J 699 ;i5 131 125 H5 145 54 20 ItiS 145 75 17 1,771 WISCONSIN. Milwaukie and .Mississiiipi ¥ou (III Lac and Kock Island \°alU'y. Total .^O 150 240 ! 50 390 362 ANDREWS REPOFIT ON IIKCAIMTIILATION. StutON, Maine Nuw lliiinpHliirc Vermont ■ MdNHtclnlMCttS. , Rlioilu IhIiuuI.. . Connortii'iit. . . . Ni'W York New JcrHtiy I'cnnHylvania.. . . Uclawnro Maryland Virgir Milcaiui. I^oniHiana. . Tenni'SHCD. Kentucky , MiHHouri , , Ohio Michigan. . Indiana. . . IllinoiR. . . . Wiuconsin . 3G5 Til 4 4:)9 \,\'2H M £30 lU 433 ii'24 247 r,>M 8.'i7 iiii \K, 03 IH.'i !)4 MM 4'i7 7.'»5i 290 .'iU Total I 12,«0«} Miloii in ])ro- I an 71) |H9 «74 H5 IH.'i II 75 '24H l!)3 7'J4 (14 li H7rt IHO 47!)^ (>4 'j:<3 1,771 3'JO 1-2, m :i I COLONIAL AND LAKE TUADE. 353 PART V. CANADA. Arcn In.'icrrs: Cntia(IaP:!ist, 128,(>.'i9,(i84; CiinndaWrst, 31,745,635; tolul, 1G(),4()5,219 iicH's. l'()[)uliiii()n in J.S51, 1,M2,2()5. Tlui province! of (yjiiiadji, (Hit! ol' \\\r, most, cxunsivc, populous, and wcallhy oilsliools of a colon i/JU(>[ nntion, liii.s Ix-cii jii.slly tcrincd " tlio brigliti'si j(!\vt4 iti tlu; Crown of Knuhiiul." Tlionyli si retching in longi- tude from tlio centre of the continenl to the hliores of l^ahriidor, atid iu latitude! from the waters which How into the norlhern ocean to the par- allel of IV'iHisylvania, it an;i(l;i West, which emhraces one-half llio coast of th(! most commercial hody of licsh water on the gloln-. Th(! "diversity of produeli(ui" ascribed to (.'anada may at first ap- pear incorrect, inasimich as the name is associated with the rigors of u northern chmate. This mistaken id(.>si originated in the fact that iho eastern or historical portion of ('anada is l()remo.>l in ihi! mind — a part substituted lt)r the! whole; while the we.slern e)r moele-rn se'e;liou e)f tho province is known only te) ae-tual visitors. 'I'he reanaiitic narratives of Jac(|ues Carter anel Champlain, the! early trials and struggle's of tho Jesuit Kalhe-rs, anel of Frontenac, I)c Sales, anel others of the: olel no- blesse of Kiance;, with the stirring incielents of the! wars of the Algoii- (juins and lre)(|uois, have, to the gre'at majority e)f the jjcople of tho Unitse conditions of climate and production give necessarily a commcrc >i and maiiLifacturing chiu'acter to the eastern province, the mild(T climate and more extensive plains of Western Canada aff()rd a field li)r agriculture, horticulture, and pastoral pursuits unsurpassed in some respects by the most tiivored sections of the United States. The peninsula of Canada West, almost surrounded by many thousand square miles of unfrozen water, enjoys a climate as mild as that of Northern New York. The peach tree, unprotected, matures its fruit south and W(>st of Ontario, while tol)acco has been successfully cultivated for years on the peninsula between Lakes Erie and Huron. During the last two years. Western Canada has exported upwards of two millions of barrels of flour, and over tlnee millions of bushels of wheat, and at the present moin(>nt the surplus stock on hand is greater than at any former period. There is probably no country where there is so much wheat grown, in proportion to the population and the area under culti- vation, as in that j)art of Canada west of Kingston. The commercial position of Canada West as a "portage" or "step- ping-stone" between the manufacturing and commercial States on the Atlantic and the agricultural and mineral ones of the northwest, is illus- trated b}^ the Welland canal, th(^ Gri'at Western, and the Ontario and Huron railways. Among the prominent features of Canada, her military position is worthy of notice. She is the most northern power upon this coniinent; and in configuration upon the globe she presents a triangular ti)rm, the apex of whicli f()rms th(^ extreme southing, and pc^ietrates the United Stales frontier; while the base is remote, and rests upon the icy regions of" the north. Flanked by the inhospitable coast of L;d)ra(lor upon the east, and by the almost inaccessible territories of the Hudson's Bay Conij)any on the west, she can oidy be attacked "in front;" when, retiring into more than Scythian fiistnesses on the Ottawa and Saguena}-, anil kee])ing up communication with the strong ti)rtress of" (Quebec, she can maintain prolonged and powerful resistance against fiweign hostile invaders. Viewing Canada as a whole, it may ix; tlescribed as a broad belt of country lying diagonally along the frontier of the United States, from northeast to southwest, from Maine to Michigan, and between the 42d and 49lh parallels of north latitude. The great river St. Lawrence presents itself conspicuously as a leading filature in its physical geo- graphy, traversing, in a nortlieasterly course, the grand valley which it drains in its mighty career to the ocean. "step- on the is illus- COLONIAL AND LAKE TRADE. 355 The very beautiful mnp of the basin of the St. Lawrence hereunto appended, and prepared exprt^ssly for tills report, by Thomas C. Keeier, esq., a civil engineer of high standing and eminent abilities, attached to the Canadian Board ol' Works, may be relied upon lor its accuracy. An attentive consideration of this new and excellent map is respect- fully solicited. It presents many points of interest, exhibiting, as it does, at one view, the mighty St. Lawrence, the chain of "fresh water Mediterraneans," of which it is the outlet, and which are indeed a geo- graphical wonder, as also their position and relation to the States of the West, and the vast and fertih^ valley of the Mississippi, with the various outlets to the sea, of tliis valuable section of North America. COMMERCE OF CAXADA. Before the close of the last century the commerce of Canada had reai^hed a respectable position. Th(^ St. Lawrence was then the only outlet of Canada, and also of that portion of th.o Unitcnl States lying upon and between Liikes Ontario and Champlain; and the port of Quebec reec^ived indilliM-ently Anieiican and Canadian produce for ex- portation to the West Indies and Biitish North American colonies. Ahliough Tipper ('anada then scarcely produced sufficient food to suppoit her own immigration, th(^ lower j)rovince was alread}' a hu-ge exporter of wheat, and continued so until the ravages of the Hessian Ily reduced her to her present position of an importer from the upper province. Mr. Keefer, in his l*riz(^ Essay upon the Canals of Canada, says: "A wise and hberal policy was adopted with regard to our exports pr(>vious to 1822. The products of eithc bank of the St. Lawrence were indilfl'rently exported to the sister colonies, as if of Canailian origin; and those marktMs received not only our own, but a large share of American breadstulls and [jrovisions. Our timber was not only ad- milled Ireely into the Biitish markets, but excessive and almost pro- hibitory duties were impos"d upon imp()itations of this article from the Bahic, t()r th(> purpose of tostering Canadian trade and British ship- ])iiig. The lirilisli marktn was efosed, by prohibition, ag;iinst our wheat luiti! 1814, which was then only admitted when the price in England rose to about two dollars j>er bushel — a privilege in a great measure nugatory; but the West Indies and le.vcr provinces gave a sulficient demand so long as the fiiH" export of American produce was permitted by this route. As early as 1793, our exports of Hour and wIknU by the Si. Lawrence were as I'.igii as l()(),0(tO bairels, and rose in 1802 "to 230,000 barrels. The lierliu and Milan decrees, and Eng- lish orders in council thereon, of 1807 ; President Jeflerson's end)argo of 1808, with increased duties levied u])on Baltic timber, gave an im- pulse to the trade of tlii^ St. Lawrence, so that the tonnage arriving at Quebec in J 810 was more dian ten times greater than in 1800. The ■war of 1812 and 1815 naturally checked a commerce so much de- pendent upon the Americans; and we theretbre find but little increase otthe tonnage arrivi^d in 1820 over that of 1810. In 1822 the Canada Trade Acts of the imperial parliament, by imposing a duty upon Aracr- t iM 356 ANDREWS REPORT ON 1^ ican agricultural produce entering the British American colonies and the West Indies, destroyed one-half of the export trade of the St. Law- rence ; and the simultaneous abundance of the English harvest Ibrbude our exports thither. " As a recompense for the damngc done by the Tr^ide Act of 1822, our flour !ind wheat, in 3825, were admitted into the United Kingdom at a fixed duty of five shillings sterling per quarter. The opening of the Erie and Champlain cnnals at this critical juncture gave a perma- nent direction to those Afierican exports which had l)(;H>re sought Quebec, and an amount of injury was inflicted upon tiic St. Lawrence, which would not have been reached had the British action of J82.3 2>?'c- ceded that of 1822. The accidental advantages resulting from the differences which arose between the tlnilcul Stales and Britain, on ihe scor(> of reciprocal navigation, (which (hlH-rences led to tiic interdiction of the United States export trade to the West Indies, and redu''(>(l it from a value of $2,000,000, in 3826, to less than S2,000 in 1830) re- stored li>r a time our ancient commerce. The trade ot" the St. Law- rence was also assisted by ihf reachnission free in 182G (after l()ur years exclusion) of American timber and ashes for the British niaik( t, and by the reduction of the duty uj)on our flour l()r the West India markt 1, and therel()re rapidly recovered, and in 1830 far surpassed its position of 1820. "In 1831 there was a return to the policy which existed previous to 3822. United States products of the tbrests atid jigrieuhure W(mxcee(Hng the (lour export of J802. This amnnnt, in coiise(|iience of a dennnid nearer home, and the ravages of the llv in Lower Canada, was not again exceeded until 1814. iJe- tw( en 1832 and 1839 a scarcity and a great dematul li)r bicadstuffs arose in the United States, iiikI ihe er(>j>s in England being unusually abundant between 1831 and 1836, the order oi' tilings in the Si. Law- rence was reversed, so that in 1833 wlitiat was shipped fiom Britain to Quebec. A lirther sup|)ly eam(» al.so fiom Arehangd. 'i'liese impi)rt» in JiS35 and 1830 amonnled to abiml 800,000 bushels. A similar demand in 1820 had turned (jur ex[)ortation of breadslulls inland to a very large amount; yet, notwithstanding these fluctuations of our ex- ports, the shipping ;nid commerce ol"the St. Lawrence rajfidly increased jii iniporlanee and value, with no continued relaps(>, down to {\v year 1842. The revulsion in 1842 wasgeneial, being on(; of those; periodical crises which aflict conunerce, but was aggravated in Canada by a re- petition oi" the measures (»f 1822, not confined this time to die p- '\\ sion-trade only, but attacking the great staple of Quebec — tin f •-' The duties on Baltic; timber, in Britain, were reduced, the free imjjor- tation of Am(>rican (lour was stopped by the imposition of a duly thereon, and our trade with the West Inthes annihilated by the reduc- tion of the duty upon American flour l)r(aight into those islands. By 1822, f COLONIAL AND LAKE TRADE. 357 imposing a duty of two shillings sterling per barrel upon American flour imported into Canada, and reducing it in the West Indies from five to two shilhngs, an improvement equal to five shillings sterling per barrel was made in the new position of" American flour exported tiom the Mississippi, Baltimore, and New York. The valu"- of our trade with the West Indies in 1830 (during the exclusion of the Americans) amounted to $906,000 ; and in 184G, It was $4,000. " Our export to the lower provinces (Nova Scotia, New Brunswick, Cape Breton, &c.) was at its highest point in 1836, since which time it has fluctuiited, but never reached its position of that year. It will be remembered that nt that time the Americans were importing bread- stuffs, and could not, therefore, compete with Quebec in the .supply of these provinces. The act of 1842 was nearly as destructive to our trade witli the gulf provinces as with the West Indies; but since the opening of our cannls, ihcre is a marked increase in this trade. In 1841 (before tfie passing of the Gladstone act) our export trade with the lower prov- inces was worth $456,000 annually, which amount fell off" to $204,000 in 1844. In 1845 the enlnrged Welland nnd Beauharnois canals were opened, and since that period it has gradually recovered, so that, since the opening of the enlarged Lachine cnnal, it has exceeded its position •of 1841, and is now increasing every year. As the interruption of our trade with the West Indies by the Canada Trade Act in 1822 was followed in 1825 by the permanent admission of our breadstuffs into the British market, and by the concessions in 1826, so its second interruption, or rather destruction, in 1842, was succeeded in 1843 by the inipoitant privilege of exporting American wheat, received, under a compar;itively nominal duty, as Canadian, without proof of origin, in the British market. This measure was a virtual premium of about fiix shillings sterling per qutirter upon American exports to Britain through the St. Lawrence ; but, Minsmuch as it was an indirect blow at the English Corn Laws, it cohi ined — like abombshell — theelements of its owu destruction. This very partial measure rapidly swelled our <^x[)()rts of flour and vvheiit, s<* that in 1846 over half a million of b;irrcls, ;itid as many bushels, of these two staples were shipped fiom Can;ida by sea. " The injury threntened to the timber trade of the St. Lawn^ice by the act of" 1842 was averted by the subsequent railway demand in England, so that our exports of this article have been greater since that period than l)ef<)re. " In 1846 steps were taken in the British legislature which led to the withdrawal of that preference which the St. Lawrence had so fit- fully enjoyed as the route f<)r American exports to England ; and the n supported the measure as a means of emancipation from the monopoly of their imports by Montreal and (Quebec. Tho repeal (by the abolition of the lirilish Corn Laws) f)f all privi- leo;es in tavor of Canadian breadsluffs in the Jiritish markets, the lios- tile tariff" of the United tSlales, anil the trammelled condition of the St. Lawrence navigation, (yet unlieeil tiom the restrictions of the Dritish Navigation Laws,) ii'U heavily upon the Canadians. The seanty sup- ply of vessels in tht.' St. Fiawrenee, (hitherto a "close borough," lor British ship|)ing only,) and the abuiulaiit supply of outward lieighls afforded by the timber coves of (Quebec, had so enhanced all oilier freifflit outward, that notliiuf' but the rjremiuni offi'red by the British Corn Laws made the route through the St. Lawrence more iavorable than by New York, even with the burden of the Cniled Slates tariff'. When, theref()re, this jniMnium was withdrawn, and the English mar- ket was no longer the most profitable, the exports of Canada West (the surplus-producing section of the piovince) turned toward Ni'W York. The j)roximity of this city to the wheat-exporting districts of Canada, and the facilities of exporting and importing in hond, by New York canal and other internal artificial aveiuies, produced such a di- version of Canadian exports of flour and wheat that thei|uantily so sent to New York in 1800 exceeded, largely, that exported by sea thn)ugh the St. Lawrence. Th(; l()l lowing statemiMit will show the relative export of Canadian flour and wheat inland and by sea : I COLONIAL AND LAKE TRADE. 359 Flour and ivhcat exported from Canada in 1850 and 1851. Exported to and through — Buffalo Oswego Ofrdensbiirg Lake Chainplain. Total cx])orte(l inland , Montreal and Quoboc Total exported. Decrease in inland export to United States Increase in sea export from Canada . 1850. Flour. Wheat. Barrels. Bushels. 19,244 2(;0.H7I ;w,9'j9 90,988 ()(i,0()l 1,094,444 '"'iii-j.iiit! 1851. Flour. Barrels. 10,8G0 2.'-)9,875 ;M),G09 11,940 404,103 280,618 684,721 1,353,. 363 313,284 371,610 1,441,828 684,894 90,819 90,992 Wheat. Bushels. 101,6.'-)5 670.202 18, 195 6-26 790,678 161,312 951,990 72,847 TIu- following stiitomcnt shows the amount of Canadian flour and wlieat imported, the amount bonded for ex|)ortation, and the amount entered tlir consumplion at eaeh port of entry: ladiau Total iinjx FlDur. )rtcd 1851. Wheat. Total bonded 1851. Total duty paid 1851. Ports. Flour. Wheat. J'lour. Wheat. Barrels. Bushels. Barrels. Bushels. Barrels. Mushels. ButValc) 1(1. Mill 2.W>7:i 30,609 •11,940 KH.O.V) 67(1.202 18.1!t5 626 10,763 25'^,6,'-)7 .30,.')S7 11.940 88,316 6(! 1,409 17,773 97 1,218 22 13.. 3.39 Osvvi'ijo t)ir(iensl)iiiir 8.793 422 (;2G At othi'i- ports 313,284 f<8 790,678 5.664 j 311.947 767,498 1,3.37 ^8 23, ISO 5,664 313,382 796,342 311,947 767,498 , 1,425 I 28,844 •From Canada return of exports. It wi4l 1)(^ seen that there is wdrcreaar in tlu> importation from Canadn in 1S5I, and an inerea.se in hi-r exports by sea, which do not, with respect to wheat at least, counterl)alanee the deficiency of inland exports. As the Canadian wheat eroj) ot" 1851 exceedtul that of any tinnier year, (lie presumption is tl.'at the low prices which ruled durinff lust year retained niiicii ol the surplus m the i)rovmc( Pl The iiict, however, that, of the flour exporl<'(l tiom Canada, tiic num- ber of l)arr(>ls which were sent to the United k^tate.-* in IcSoC exceeded the total expoits by sea in tiiat year, and that in 1851 this was reversed, 360 ANDREWS* nSPORT ON is very significnnf, considoring that the Canadians arc nowlrarllng upon equal terms with tlic United Stales in the markets of the mother coun- try and those of other foreign States. To elucidate this, I must refer to the INTERCOLONIAL TRADE. The export of flour from Canachi, hysca, to the British North Ameri- can colonies of Nova Scotia, New Bruns\vii;k, and Nevvl()undland, since 1844, has been as follows : Barrels. 1844 19,530 1845 26,694 1846 35,152 1847 66,195 1848 65,834 1849 79,492 1850 140,872 1851 154,766 The amount exported to these colonies, in boml, through New York and Boston, in 1851, was — New York Boston. Total Flour. BaiTch. 4,.V.t() DI.iiTi) Wheat. Bushels. 6,798 6,758 I i making the total exj)orts to these colonies 246,039 barrels — an increase of over tw(lve-tl)l(l in eight years. The substitution of Canadian fitr American flour in the consumption of the "lov er colonies" has been brought about by the oj)ening of the ship-canals on th(! St. Lawrence, aided by a recij)r()city arrangement between these colonies and Canada ; and because the exclus^ion «)f the latter iioni the American doineslie market has ii)rce(l Canachan flour through the St. Lawrence, to compete in the lijreign markets of the United Statr-s. The articles of wheat and hour hiive been tak(>n, for the sake of con- veiii'-nce, to illustrate tlie export-tnide of" Canada, its direction and dis- tribution. The remarks above, lK)Wt"ver, apply to all other provisions o( which shf,' produces ri surplus. In tile im[)ort-trade, sugar, one of tin; leading artich^s of consump- tion, may be taken to illustrate a change us favorable to Canada as that in the export of flour, in 1849 tfie value of sugars imported from the United States was double that from the lower colonies. In 1851 the value trom the Unit<.'d States was S"J58,848, and (roni the coloni(>s 4^269,300. h\ 1849 neirly one-half of the sugar was imported, inland, from and through the United States — the proportion being 5,152,000 6,758 COLONIAL AND LAKE TRADE. 361 pounds, out of the total imporfatinn of 11,013,000 pounds. In 1850 lli(! iinpnrtntion rose to 15,730,000 pounds, of which the United St.;ito3 furnished 5,522,000 pounds, or a litilo moro than onc-tliird. In J851 the number of pounrls imported was 20,175,040, of which 5,040,000 Imunds were from the United States, and 5,880,000 pounds from the ower colonies. The imports of sugar into Canada in 1851 were: From British colonics $209,300 " United States 258,848 " Olhcr foreign countries 220,316 «' Great Britain ]71,140 925,004 con- With respect to the route of importation, the inland import in 1849, as we have seen, nearly e(]ualled that hy sea; but in 1851 the value of sugars imported by sea was $712,408, against $278,408 by inland rouleiJ. Canadian vessels load at the lake ports with breadstuff's and provisions, which th(;y carry, without transhipment, to Hahfax or St. Joiui, Newli)uiidlan(!, exchanging there iiir a return cargo of sugars, molasses, fish, and oils. This trade is, of course, confmed to British vessels; and as (ish and other products of Nova Scotia and New Bruns- wick, and the flour, provisions, &c., of Canada, arc exchanged duty- free, a direct free-trade between the maritime and agricultural districts of IJrilish North America is now in full operation, from which New- fiiuiidland only is (excluded — the necessities of that govt^niment t()rbid- diiig her from taking off the duty on Canada flour. Her fish and oil are tlu'ref!»re treaunl as foreign in the Canadian ports. The subjoined statement shows the progressive imports into Canada of sugars iiom the British North American colonies: 1849 .£28,710 $114,804 1850 51,317 205,208 1851 07,325 269,300 It appears from the fbr(^going that the comtnerce of Canada is at present in a slati; of transition. No certain j)rediclions can now be ofic-red to show how tiir Ikt efl()rls at commercial independence will be successlui, or what influence she may be enabled to ex<>rt over the gen- eral commerce of the western lakes and adjoining districts. A short review of her [)osition and resources will be the best mode of present- ing this (juestion. THE COMMERCIAL PORTS OF CANADA. Qiichrc. — In latitude 40° 48' north, longitude 71° 12' west. Popula- tion in 1851, 42,052. Quebec is tfie most ancient, as well as the most important, port of Canada, and embraces the outports of (iaspe, N<'w Carlisle, the Mag- dalen Islands, and several in the river Ix low Quebec. The province of Canada extends eastward to the Straits of Beile-lile, embracing the 362 ANDREWS RKPCRT ON i.^lnnd of ^t. Paul, (bot\vt;cu NewtouiKllatid luicl Cupc Bicloii,) llie Mii^-C()ll»'(lor is ;^t;jli()nt'd, who reported some #220,000 worth of ex- ports in 1848; but no return of ini[)ort3 in Uikvn, and no diitie.-*, ijp|x*.- rciilly, iire levied. The other islan(Js arc occupied only i()r H^/ht -houses and rehef stations. The harbor of (Quebec is nf»t unUkc that of New York — the island of Orleans serving as a barrier from a nortlieast sea, and, like Loiig Island, aflordin^ two channels f>f approach. A ti'onf age of about lilieen miles on both sides of the river not only ailbrds the nccess.'iry whaives, but coves of snllicient niagnilndc to lloat some thirty to l()riy millions of cubic fi'ct of tind)er, about eighty millions of superficial feet of deals, b(\=ides staves, lathwood, &(;. Ajhs/i \vaf(>r tide, rising eighteen feet at "s])rings," oIIits no impediment to lheshij)mcnl of timber, the great business ol' the port, the vessels so engaged being anchored in tlu? stream, (which aflbrds good holding-ground.) where their cargoes arc tloaled to them at every tide. The tide e\l( nds ninety miles ab(nr hun- dred miles shorter than Irom \ew York. By using this passage the naviiiable route between the tJ)ot of Lake Ontario and any |)ort in lirilaiii is as t^hort as that Irom New NOrk harbo; to iIjc same port. The middle channel, by which the Atlantic is reached, is about lilty miles wide, and contains St. Paul's island, whiili, with its two hght- houses. adiirds an excell(>nt point of" departuic. By this channi I (Que- bec is brought nearer to any port in Ku!(»pe, Africa, or llie Indian Oiean, than .\e\v York. 'J'he southern passage is known by the name of the dm ol" Canso, and is invaluable to the lishiug, coasting, and \Vivc monopoly by British shij)s of this rout(.' hitherto, the buoyant character of the cargo— timber, the ignorance ot'tlie masters, anil excesses ot the men, have been more fruitful (pauses of disaster tlian the natmal i-oii- tingiiicies of t)i«,' route. ileretol()rc, in many instances, ohl and un- serviceable vessels, coumianded by men whose pay was Kss ilian that of a good mechanic, were sent out in Sept<'nd)er lt>r a cargo of tind»er. A month of dissipation in (Quebec sent the crew to sea diminished in numbera by desertion, with weakened ph^'sical powers, and insullicienl COLONIAL AND LAKE TRADE. 3G3 I clotliing. Whon, ihoreforo, the cold November blnsts in the gulf were encountered, t()r want ofordiiiiny exertions, strength, and intelhgence, the ves.s(^l went ashore. Notwith.stan(Hng, considering that over iialf a milhon of tons of shi|)[)ing annually enter the St. LawrfUice, it will bo tbuiid that tlie pcr-eeiitage of lossf^s lias been no greater than that of the British iind Irish chann(>lrf, or llic keys of Florida.* The toiujage inward and outward, by sea, from Quebec and Mon- treal, {()r 18''31, with the number of disasters within the gulf and river, was as t()llows : INWARD. JUTWAHD. TOTAL. yj V I'orts. 7) > vessels. "5 J. o en 2 e 'o i s "Z i ci 1 o 3 « o o £ o a) '5 1,3!) 4 .58(1, ()!t3 19,300, !>,(i;):i 1, 119,91437, 0f)5 11 Montreal a3i 55,t;tJ0 a.lHl 1!)5 •.il.Mx 1,540| 4-,>(; 93,^i2H| 3,7i>i;... Total 1,53'; 5rt!),4811'J,'J4() 1,589 1 C-J3,G(il •J0,h40' 3,1^'.') 1,213, 14'i 40, 786 11 'I'he disasters at Key West, (br the same year, wen^ about fifty in nnnii)('r, and on tlu; upjx'r St. fiawrenee, betw(>en Lake Superior and Montreal, two hundred and sixty-three; where, says the reporter, "live steamers, ihnt; propelk-rs, and thirty-seven sailing vessels W(mt out of existence entirely." Si\ hundred and eighty-eight sailing vessels, numbering V2h,72(i tons, and l()ur steamers, giving 1,462 tons, tbrm the list of wrecks of vesst'ls belonging to the I'iii;"d Kingdom fi)r ISoO. Such an extt .it of land-lockfd navigation as the St. LawnMice prt^- sents between the pilot-ground (near the Saguenay) ;md the Athiiitic would be, in thick weather, or snow storms, considered hazardous, were it not l(»r the great width ot" beatincj-gn-iind, (now h."rt> less than tweMty-liv(> miles, juid avei.iging over liti\,) the absence ot" all slioals or reels in or near the channel, and the admirable soundings displayed b}' the charts. The trend ot" the Atlantic coasts of Ncwt!)undlan(l and Cape Breton converge u[)on St. Paul's island, a lofty anti [)iciuies(|ue rock, t()r whii'h a vessel may stand bold in a l()g. Inside of St. Paul's a bank, with sixty fithoms, leaci.'. by a dirt^ct lint* on its outer edge, clearing Anlicosti, into llie chops of the St. Lawrence* northward of this line is deej) water; snnthw,»rd, n^gular soundings ; so that, in thick or foggy weath(>r, the lead is an unerring guide. On entering the river the south shore gives uiiiti)rm soundings all the way to the pili>t-ground, the water shoaling so regularlv that a vessel may at any point deter- mine her distance from the shore within a mile by the lead alone, whil(! at all points she may apj)roach this shore within this distance. •See Part X for slatomoiits of timber trade, and tonnage employed. if I ti t :f 364 ANDREWS' nEPORT ON Thn iuIminiMo position of I'mntn drs Monts, (with ii Iip;lit-liou«it ..le liiiiulrcd Ircl iihovo tho wnter.) pnijicliiiu; with ii bold shore e v(;r:il miles I'roin the g(;ri(.'r!il ircind of the north shore, f()rins, with its a .Mior- a^(! oil hoth lies, a conimoii [)oinl of dcpurtunj (or inward and out- ward-hound ssels. Th(! recent opj)li(;ntion of steam to ocean i snmcrcc greatly rn- h;inces the value of this navigatic-n ; ])arlieulir !y with reltTerute toconi- munieation with Britain, the great centre of European sU'arn navigation uikI commerce. TIk; two great drawhaeUs to ocean steam navigation ure, the ([uantity of fuel which must he carried and the resistiuieo which a lieavy sea ofK;rs to progress whether tfu; wind Ix^ liiir or f()ul. Ou the St. Lawrence route these are reduced to a minimum. The distance; from the coast of Ireland to St. John, Newl()un(llaiid, or to the straits of IJ(dle-lsle, is under J, 700 miles; and coal is lituud in al)und;iuee, and of exeell(>nt steaming (|u;ilities, at several p tints in the (Julf of St. Lawrenc". 'J'ho remainder of the voyage; to (iueh'c will he made in compar;, lively smooth water, as the st(;atner will run under the shelter of either shore, according to the direction of the wind. This notice of the position of the port of Quebec with reference to steam nnvigation with Europe Ins been deemed essential at this titne, inasmuch as the; governme^nt of Canada are now rc^eeiving |)roj)os:ds l!)r the establishment of a line of serew-sleamers to ply upon this route during tlu; season of navigation, and to communicate with tlu; termiini3 ol'tlie railroads from Canuda, at Portland, fir the present, and II;dii'ax as soon :.s the schemi; of a grand intercolonial railway from (Quebec to Hdifux >hall have; been carried out. It :'i, y !!)w be proper to allude to the inducements which lead to this couf:!.: — m other words, to the SEA-TRADE OF CANADA. The great staple of Quebec is timber, and hitherto her trade lias been chiefly conlined to this staple, Montreal b'-iug the; point wli(;rG the agricultural exports of the upper province; are exchange'd t()r the supplies of l()reign goods re(|uired l(ir th(> same districts. 'JMie timb(;r is cliielly supplied by the Ottowa riv(M-, (which, with its numerous and important tributaries, drains an area of over ten thousand scpaare miles of the iinest pine-bearing land,) and also iiom the ncjrth shore; of L;d\0 Ontario, which is drained by a remarkiible chain of lakes emptying through the rivers Ottjnabee and Trent, into the Bay of (iuinte, (thus escaping the open water of Ontario,) from which the rafts are floated to (Quebec. Thus, by the simple and inexpensive process of railing, timber is borne by the current, at a cost of three or fi»ur cents per cubic f<)ot, to Quebec, Iiom a distance of six hundred miles — even from the lands (haincd by Hudson's bay and L:ike Huron. The amiual supply varies with the export, but seems ca[)al)le of almost illimitable; e'xte-n- 6ie)n. In 1846 tho sup[)Iy e)f sepiare; tind)er ex<;ee'de'el thirty-seven millieius of cubic feet; that of sawed deals, sixty millions of le-i't, board measure ; besielcs some fifty tlie)usanel Ions of staves, lath-vve)e)ei, &c. ; the whole (at the usual rate of forty cubic feet to the ton) amounting to COLONIAL AND LAKK TIIADB. 305 one million six Imndrcd ;iml filly tlioiisand tons, und worlli, nt llit; ruling [)ii(!rs of lliiil yoar, hctwccn live iiiid six millions ol' dolliirs. Ifcdiuin^ tli(! (;ul)if; to supcrliciid inciisiirc, l()r tli(! s;ik(! of foinpiiiisMn wiili All);iny iind B;in;»;or, the 8nj)[)ly of F(|uiin" timber (ind dtjils (rxclusivo of staves, liitii-wood, &(;.) bron^lit to (^iichcc in tlidt y(';ir exceeded liv(; hundred miiiion.s ol" ticl. 'I'he stock wintered over ex- ceeded t\venty-on(; millions of (;nl)ic feet ol liinln r, ;ind iIk; c.\|) l,4fi7 r.7i>,:n.M 1 I..M!1>.',',",'0 I.'JIO 47D,li'4 i.iiir. 4S!I,HI7 !),(i':(;,44() I.IHS 4.V,',4.')(! l,l'.)4 4.'')7,4;t(l l(),7(iy,ti,i() 1,IH4 4(i.'),0WH j,t.M:j 4HI,l.'i.'7 ll,(i.'l.!l'J() 1,1 !l« 4(;.'>,H04 i.y;:. 4!)»,t)Ul i:).(i4(i,.v:o i,;{U5 533,HX!1 i,a!)4 5»?G,ljy3 16,'J41,(iUO this 'rh(> pening Lake St. Peter is now in progress, with f;iir prospects of success, and in another year or two vessels drawing fift(>en feet water uiiiy come to Montreal. Vessels loading at Montreal are frequently obliged to lighter a por- tion of their cargo through the lake, and are, therefore, re-cleared at Quebec. Again, imj)orts in the larg(! ships which stop at Quebec are lightered up to Montre.il; thus rendering it almost impossible to sepa- rate the commerce of the two ports. Again, by means of the ship-canals, the inland lake and river ports of Caniida carry on a direct tradi^ by sea; and, although the regulations rer[uire their exports to be reported at tide-water, their direct imports are not noticed at Montreal or Quebec, but are piissed up under a "frontier bond," and entered at the j)ort of destiniition. In the following stntement the imj)orts in transit for the United StJites and those under frontier bond li)r ['j)per Canada ports arc in- cluded : i,i scpu- COLONIAL AND LAKE TRADE. 3G7 Gross trade of ports of Montreal and Quebec, — Imjmrts and export /f, ]851. Imports at Quebec j $4,091 ,204 Imports at Montreal ' 9,177,164 Imports direct per inland ports, not reported elsewherp j 3,144,316 Total imports nt and throuj^li Montreal and Quebec j 16,412,684 Exports from Quebec $5, 6-33, 988 Exports from Montreal '. 2,r)U;j,!)lG Exports from inland ports di- I rect, not reported elsewliere J 4,512 Total exports by sea and inland j navigation ; 8,132,416 which ni.'ikos the gross vnlue of the exftort and import trade of Mon- treal aiul Quebec ibr 1851 amount to $24,545,100. Ship-building. There are in Quebec about twenty-five ship-buihling estnblishtnents, and t;ighl or ten th^aliiig docks, capable of rec(!iving liirgest-chiss v<;s- sels. The ehiss of vessels built range from 500 to 1,500 tons and up- wards, and lliere has been lately established a resident " Lloyd's sur- veyor," to inspect and class the ships. The average cost is as follows : Hull and spars S22 to $30 per ton. Complete ti)r sea 32 to 40 " The number built were, iu !S48, 24 scjuare-rigged, 18,G87 tons, ^ 840, 28 " ^"" 23,828 " ! r " 20,184 " f " 38,909 " J 1848 1849 1850, 32 1851, 40 and smaller craft, making, in all Total tons. r 19,909 J 24,396 1 30,387 I 40,507 Trade and tonnage. The tonnage cleared outward to the lower colonies was Year. 1851 , 1850, Quebec. Montreal. Total. 10,021 12,5S8 8,524 9,819 18,. '545 22,4U7 The value of exports to the colonies by sea, and via the United States, and imports therefrom, has progressed as tiillows : Year. Exported by sea. Exported in bond, via the U. S. Total value of exports. Total value of imports. 1849 $116,581 202,194 241,791 $32,3.59 58,487 119,353 $148,940 260,681 361,144 $48,917 96,404 1850 1851 124,350 368 ANDREWS REPORT ON The following is ii summary statement of the sea and inland trade of Canada, contracted for 1861: IMPORTS. EXPORTS. Total imports. Total exports. Sea. Inland. Sea. Inland. $15,324,348 $8,681,680 $8,081,840 $3,259,888 $24,006,028 $11,341,728 Inland expori.s S3,2r)9.888 ; imports, $8,G81,C80. Total, SI i ,941 ,r)G8 Soa exports, $8,U81,84U ; imports, $15,324,348. Total, !|23,4UG,188 Tlu; exports ird;ind are taken from the imports at United Stales cus- tom liou.ses. This mnkes tlie reported value of tfie sea nearly tlouble tliiit of the inland trade, and makes the gross trade of Cjinada, or the value of h(T exp(»rts and imports fi)r 385], amount to $!3.'3,347,7r;(), of which $24,000,1)00 arc imports, and only $ll,OUO,000 exports. In the exports there should he included the value of ships i)uill li)r sale at Quehec, iit least $1,000,000 more in ]8.'31, and l()r underviilu.ition of exports iiitinid a much larger sum; so that a lull estimate of the gross trade of Ciuiada l()r 1851 will not full short of a value of li)rty mil- lions of dollars. The pid)lislied Canadian returns for 1850 contain no statem(Uit, either of im[)()rts in lran^itu for the United Slates, or thos(^ which pass up under tionticsr bond. There are, iherefiire, no m(,'ans of comparing the ahove sLatemenl with lormer years. It has been shown heret()li)rc that, in tin; sta[)le of wheat and llonr, there has b(!en a marked gain l)y the sea at the expense of the iidand trade; yet the importation inland has sensibly increased ovef ' U of 1850. The imports r.iilcred at inland . compared with those entered at Montreal and (Quebec, were as loii(<-.vs: I:/! Ports. Montreal and Quebec Inland porls Total. 1849. $G,.'-)23,Q;12 .'),4!)1,336 12,013,568 1850. $8, 9.') 1,868 8,0.')0,200 16,982,068 1851. $12,5.13,780 |(l,(i.»7,660 23,250,440 The valuoof imports from the colonies and "other foreign countries" was as (()llows: Year. Colonics. Other foreign countries. Total. 1849 $195,668 385,616 497,400 $167,296 365,216 939,976 $362,964 7.50,83a 1,437,376 law 1851 d trade a1 cxportB. ,11,341,728 ,941,5G8 ;,4U0,188 lilies CU3- ly (loul)Ui lii, or the 17,750, of s. Ill the )r s;ili; nt lu;ition of llic gross li)iiy mil- ;i;itcmrnt, •oinpiiriiig licrcloli'rc rUcd giiin oporluiion entered at 1H51. A 1 2, fir.-l, 780 |i),i;.)7,GG0 a;i,:;.'50,440 countries Total. «> COLONIAL AND LAKE TRADE. 369 1851. 47 vessels. 35 do. 21 do. 8 do. 3 do. 2 do. 1 do. do. do. A3G2,964 7r)0,83a 1,437,376 Much of the imports returned as "Irotn other foreign countries" is made through the British North American colonies. The rapid increase of th(! former is, in u great measure, due to the trade with the hitter. Sugars, &c., the growth of the Spanish West Indies, purchased in Hahfax, ar(! reported from "otlier ii)rcign countries," in order to pass the lower invoice. The arrival of foreign vessels at Quebec in 1850 and 1851, the only two years in which they have been permitted to carry to England, has been as li)Uow3 : 1850. Norway 45 vessels. United Slates 24 do. Prussia 19 do. Russia 3 do. Sweden 1 do. Meckletii)urg do. Hanover 2 do. Portugal 1 do. Holland I do. yt) do., 117 do., (making 37,554 tons.) (making 50,716 tons.) The abundance of freight in llu! shape of lumber at Quebec, guar- anteeing a full cargo outward to every vessel entering the port, must produce its eflect on inward Ircighls. Moie than thrce-tburths of the inward tonnage an' now empty; but in railroad iron, salt, and coal, the imports are rapidly iuc:reasing siiu.'e the completion of the canals has let down lak(! vessels to carry these: arlicles inland. The present regu- lations pr('V(!iit American vessels from descending below Montreal, and are injurious to lliis commerci!. Vort of Montreal. Latitude 45^ 31' north, loiigiliuh^ 73^ 35' west; population in 1851, 57,715. This city, at the head of sea navigation proper, is the most popu- lous in British North America. Although not accessible (like Quebec) to the hirgesl (;las.s ot' shipping, its position l()r a varied and extensive commerce is more commanding, inasmuch as it is the centre; of a. more l(.'rtil(! area, more numerous approaches, and [)()ssess(^s within itself every requisite liir the support of a large population. Monlreiil is pictures(iutly situated at the tixit ot" the " Itoyal moun- tain," from which it takes ils name, upon a large island, at the conllu- ence of the Ottawa and St. Lawrence, which, both in lertility and cul- tivation, is jusily considered llu; garden ot'Canada East. Tlu! main branch ot" the Ottawa, whieli is the timber highway to Quebec, passes north of Montreal island, and enters the St. Lawrence about eigiiteen miles ln;low the city. About one-third of its waters are, however, discharged into l^ake St. Louis, luid ioiniiiy:, but not minsr- 24 V\ 370 ANDRKWS' HE PORT ON ling, ill CruighnawMga, the two distinct hodios piis;^ over llie Sault 8t. Louis and tiio Nornian rapids — thn daric w. iters oftlK^ Ottawa washing tile (jiKiys of Montreal, while the l)hie t^t. Lawrence occupies tlie other shore; nor do they lose tlieir distinctive cli.ira(,ler unlil tliey are several miles below Montreal. The (juays of Montreal are unsurpassed hy those of any eity in America : built, of solid hmeslone, and uniting with the locks iind eui- stone wharves of the Lachine canal, they present, liir several miles, a display of continous masonry which has lew parallels. Jjike the h'vces of the Ohio and Missis-?i])pi, no unsightly wai chouses disfigure^ the river-sid(\ A ln-oad terrace, liiccd with gray liinestoni', liic parapets of which art! surmounted with a sul)stantial iron railing, divides the city from the river throughout its whole extent. This arrangement, as well as the subsluntial character olllie (|uays, is a virtue of necessity, arising tiom remarkable local plu iiomena. Montreal being the terminus of man}' miles of broken water, embracing the rapids of the f^l. Lawrence, an e.\tra(>r(linary (]uantily of "anchor" and "bondage" ice is brought down on the approach ol" winter, which is lirst arrested at the delta entering I^ake St. I'eter, iinly miles below thi- city. The surface lune, being covered l)y arrested ice, is (piickly solidilied, against Vvhich the ceaseless Hood of coming ice is checked, drawn under, atul iinally arrested, unlil the whole river, li)r a distance of lifty mil(!S, or more, is filltMl with ice, (as logs fill the boom in a mill- pond,) but packed, and jammed, and tl)ree(l under, so as to (iceupy a consi(ieral)le portion of tlie waier-way ol" the river, which thereupon commences to rise in order to increase its area of discharge. The winter level of water in Montreal harbor remains permanently at a point some ten or litieen li'e; above the summer one, covering the wliarves, which are invisible until tlu; departure of the ice. When the river has become suiKciently elevated to sec-ure a passage l()r its waters, the tioating masses on its surliice are firmly bound together, presenting the rugged aspert of a (juarry ; and, after several convulsive throes, the surfiice attains a state ol' rest. The advent of spring again breaks the calm, when, after some magnilicent displays of hydraulic pressure, the ie(> departs feartully irrt-sistible. Tin; solid crust of ice on the Mirlaee, two or three fi'ct in thickness, is summarilv and suddenlv lilted and iiirced right and left; a field of ice, perhaps ot'several s(]uare miles in ari'a,is set in motion, and, erushinir aiiainst tlie unyielding (|uays, is li)rced up- ward, until It IS pilei mountains 'iiuii ' on the lerrat-e m tioiit ot tin eity. No warehouses can Ix; elected on the water's e(li:e without tir.>I plaeintr an ( ilhrl iial liarner l)t'iween ihem m.i tl le movintf ice aial no cralt of any descri|)tion can b(- laid up for tla; wmti'r in tins hai bor. r COLONIAL AND LAKE TRADE. 371 ;aiilr St. wasliing lir oilier ' sever ill eliy in iiiid eut- mile?, a ic levees miic llie piinipets vides llie le (lUJiys* noiiiena. inlniu-iiiii 'aiiclior" IT, wliieli les below i.s (juiekly cheeked, I (l:.>;1.aiiee ill a iiiill- oei'iipy a tliereupoii -.r... The leiitly at veriiiiT ill*' When llie its waters, )reseiitiii,u: iroes, ihe i-eaks the iressure, ion is re- i(r u|)" on •e-shove" jMwreiiee 'iilary ar- II the river whieh is ', two or iiul tiireed ill area, is oreed up- roiil ofthe itliout tir^l I' ; and uo •3 harbor, which present the uniiiuc spoctaele of a thriving seaport, in which, for nearly live months, not a spar is to be seen. Montreal occupies the centre of an extensive plain, cut in every di- rection by the St. Lawn-nce and Ottawa, with their tributaries, Ibrm- ing several large and fertile islands contiguous to tin; main one occupied by the city. This plain, although nearly one thousand miles by the river from the Alantic, is scarcely elevated one hundred feet above tide-water, and, in the words oi' tlie provincial geologist, " constitutes the valley pro|(er of the St. Lawrence, occupying a breadth of fJirty miles ; the ntituie of die materials of \vhi(;h it is composed (a deep and highly levigated deposite of argillaceous, arenaceous, and calcareous matter) rendering it impossible to conceive ot a region more fitted for the purposes of agriculture." The sea tonnage of the port of Montreal was — Year, iVumbcr. ivwAi.n. Tons. Men. Number. OUTWARD. Tons. Men. 1H50.. .. 211 231 4(1,151) 5J,tiliO 1.944 2,lt^l 207 245 45,954 .%,D98 1.914 185] 2,254 The aggregate tonnage at Montreal and (Quebec is greater than the whole tonnage outward by sea, because- vessels partly laden at Mon- treal are recleared at Quebec. Tiie above return refers only to ves- •sels from and to sea. The tonnages of the pori, repisiered under the imperial act, com- prises 185 vessels, making 20,0(10 tons. The progrj'ssive value of imports and duties collected is — Year. ImportB 1H48 1849 ! 1H50 1 1851 1 $5,925,072 G, 183.892 7,172,792 9,179,224 Duties. $501,916 707,404 1,032,6.% 1,256,760 A new tariff came into operation on the 25lh of April, 1849, in- creasing the duties an average of about thirty per cent, on former rates. The progressive exports have been — Your. By soil. 1848.. $1,288,244 1.610.944 1849 Inliiiid. Total. 1850. 1851. 1,708,044 :3 1,500 $44,490 90,010 89,500 272,416 fl, 332, 740 1,700,960 1,858,204 2,503,916 i' I I 372 ANDIIEWS' REPORT ON Tlio mode orkr»'[)iii;i; tlio pioviiiciiil rrtiiriHdnci? not do jiisticp oithor to llic exports or imports of Moiitrciil. Im[)orls liinded licro liir TorDiito, H;imiltoii, and oilier iiiLiiid ports, arc not entered, but pas.s np inider "frontier bond," and ar(! scattered over tin* inland ports. No a,iie asi:ur- tained at inhuid ports. The nominal vahie passed up under these ♦' frontier bonds," as given at iMontreal lor 1851, was JBI,H0r),140. At Quebec, the value of transit ;,'oods, both llir f()reign and domestic ex- port, is not ascertained. The exports do not includi! produce lightered over the bar in Jjakc St. Peter, or the cargoes o\' foreign vessels \vhicli tnust clear outward from Quebec. Fifty-three thousand barrels of Hour, shi[)ped at Mon- treal, are tlierel()re included in the exports from Quebec l()r 1851. The total value thus taken from INIontrcal Ibr 1861 was S37}),132. The l()llo\ving are tlie countries inijicMted fiom : Great liritain S7,3r>8,!)8{) United States 1,081,372 British North American colonies 252,21)2 Other Ibreign States, viz: West Indies, France, Portugal, Spain, B;:'lgium, Holland, Siitily, Spanish West Indies, and China'; 184,512 Total I). 177, Hi 1 The trade between Montreal and the lower colonies is shown by the ({)llowing statement of tin; value of im|)orts and exports, and mjin- ber ot" barrels ot flour sent in : Year. Tot.il value (j1 iiii|iiirtH. Ttital valiii; of exports. No. of l>l)ls. ot' tlour exported. JleniarkH. 184!» 1850. . . . 1851 . . . . |I29,7f8 23G,^(i4 258,200 1 §.177, 448 4;j5,7;t(; 480,728 .■i5,0M2 77,4(il 90.08!) 2,(i2l in foroi{jn vcsmpIm, and tlicrutori! clcarcil from (iuoljoc. The exports lor 1851, being :dl cleared onlwaid, are much greater than in any ti)rmcr year; but the imj)orts oi 1813 and 1844 w :isc:ur- 1(M- llu'ac 140. At k'sIh; t'X- r in Luke • outward (1 ill Mon- 801. The 7,35S,!)89 1,081,372 •J.W,'J02 184,012 0,177,1()4 shown l)y juid nuni- VCSJicIs, uinl IH.'ll l^MMttT 1844 w.rr niida wtM(! Ijawrcnce liu-d l<> lilt' ividtMl uilli C'lianipl.'iiii, Yoar. Monlrnal. St. John. Total curroncy. Total (lullars IH40 77i2iTo4 : 1, 081. 37a 1 1 $i,ai.'j,(;to 1,477.7^1 l,!)47,45-» .f4.%,4B:i .'■)«>>,47-> 757, aoc 1,745,9.'J3 IHfiO y,y49,8HH 1851... a,oy8,824 Tlic exports were : Year. 184!t. 18,'-)(t. 1851. Total dollars. 1,045,044 1,3»5,.'J96 1,177,692 The ehan;,M' hen' shown in the exports nt St. Jolin was caused chielly hy the movement of" timbiT and himl)er. Ijuriie (juantilies, in 1800, went to the Hudson river market through Lnke Champhiin ; but, in 1801, the (^uehec market was the most pr<»rual)le, and thither a,ll shipments tended. Inland 2>orf.i. Tlie trade of th(! inland j)orts is somewhat eomphcated by the man- ner of m;iking th(> imports. These consist of l()ur classes, viz : Im- |)oils purchased in the United Stat(>s. 2. Imports imported in bond through the [Jnited St;ites. 3. Imports by sea, via Montreal and (Que- bec, under frontier bond; and lastly, imports, coastwise, ot" ])urchiises in Montreal and (inbcc, of whii-h no account is kept. The vahie of imports, as shown by the custom-iiouse, gives an indication of the direct trade only ; none (»!" the im[)ortanee of the consuieption oCthe port. There are about sixty-eigiil i. ': .■ d j)orls, ot' which about thirty are wari'housing ones. Of these the rade ot" the greater mimber is ex- I'lusively with the United States, either in donu.'stic or bonded articles. But the niort! important lake ports are vaj)idly establishing a direct trade by sea with the gull" j)orts and the lower colonies, and very probably will soon engage in the fisheries, fi)r which they can lit out and provision at tiie clu a|)est rates. As lh(! trade between (Janada and the United States is ahuost wholly conducled through the inland ports, a sununary ot" that trade is here given. The imports, as shown by the custom-houses of" each country, are tak(Mi as the true measures i)|"tlie exports ()t"th(> other. The Ibllowing statement shows the imports from, and exports to, Canada for the year 1801: the; United 374 ANDHKWS HE POUT ON Import*. l'uly-|Mi}iiifr. In IhiiiiI Fruo Tot:il... Ainoiiiit. f.l,';-JI.4*i-J i,:(!i;t..Tj» !ll.4til . 'A,'M-J,)iM 1 KxpnrtH. Amount. DtinicMtin KolMijrii lilldlT lidflil . . . . Fiir,f*t;7 ; '-.'(cj.tij!) 7.-.:).;jks i.">;),(i7ii .">(i4,(»S!» 'jii(i,;j(ii •J.OTd.lPJ »4l,tll)(i l.:»17,407 3Glt,(»31 Total I,:j(i4.3;)0 1,(>47,G:»8 1)()G,9!^8 77ll.4.'i() :J,4I0,()-J.S l,(i77,438 [ \ !■ li Stoani, American 1 ,i»77 , s 1 1 {{liliKJi 1 .4(lll,(i7pi Sail, American 'J'.l.'l,.'i.'l7 Hritisli 4(»f<.4(l() 3, 387,. MO r01.!)37 Total inward and outward, tons 4.((H!).4.'»0 Till' (.•()iii]):irativ»' values of cxjioils and imjiorls liavi- Ix'l'Ii- ^ car. InjporlH frunii Kxport» to i Canada, i Canada. 184!> i $3,.')f<'2.0.')9 <;4.i»71,4:]n 18.->(l ' 4,.'')13,7!tti I (l.iV.M.HW) 185] I 3, 31-', ','30 I 8,l»3(;,'J3G Thf dccrca.-Jc in the imports tioiii Cainda lias hccti r.\j)lai[U'tl by tliP increased quantity whieli lias d.seended tlie St. l^awroncc; to ISIontrcal. The principal articles of inijiort lioiii ('anada arc Hour, wlicat, iuiu- bcr, cattle and liorses, oats, barley and rye, wool, butter, and v^;. " n The j)rincij)al cxjiort.s to (Canada are lea, tobacco, cotton and woolh nianul;ietin-es, hardware, suijars, leather and its iiianuliiclnres, colli'C, salt, India-rubber Lroods, hides, niaeliiiiery, liiiils, and wooden ware. (.)! the imports tiotii Canada, Sl,-01Ki,321 worth were received in Cnl.ONIAIi AND LAKE TItADK. 375 Aniount. #:.,4i»:>.H7:) M, 4 to, :<(;.*« nifs may and DUl- lalrs. OiilWiini 1,:U7,407 3G0,(»31 1,G77,438 tl 7t^ 3, 387,. '.19 »7 \- 70K'.)37 . 4,(tH!».4ri(» L)() in Exports to (Ainadu. !) <44.'.)71,4JO ; I r.,;V.t4,H(!() I) I ri,ll3tl,ti3G )laiiiftl l)y wrciicc lo licnt, liiiii- 1(1 (',u,u;j^. nil Nvodllcii res, colH'e, 11 ware, ■(■(•(■ivcd in l)(tn(l, so that tlic valiK! of (laiiada ptodiii-fi wliicli paid duly was only al)i>iit S I, (iO(>,( )()(), wliilr that of doincstic export to (Canada, on whifli dilti.'s wcif levied, was !l!!5,4!).'i,|mliitiuii 'I'otiil viiliio of From tliu UiiiltHi Htiitcii. I ill IHrd. iiiiportH iVoin I uil iiurtH. Toronto .10.775 ^QAm ,!)32 llainilton 14, 1 1'i -J, l!t-^.:iOa !St. .loliii ;), *,'!.'» I.!t4s.4(i(l KhufHton 1 1 ,.')S."» 1 ,()•,'K Uakviilf 'J7, VJ . ,''>3S . hss VJ.(i(t|.<),'<2 i,rj3.(i-j4 i,i'.s3.i:»-j •J. Ills. 31 10 i.-,'i3,(;4it 1.477.7^4 I,!I4S,4(;0 :iH4,li44 4!)!l,ll4ll l.li*ri,4!)'^ l.Mi.-JJtl •,>lls.4.V> y!H2,«3G i(;ii,4ii4 ■J31,!14() t2:w.7ia 31,(t7fi 41,:>(I4 'J 1 -2.844 (;s.4-J4 H7,:244 14-J.376 The principal inland ports upon Lake Krie are Stanley, Dover, T)tK<':s ille, S.iriiia, and Sandwich; on Ontario. Toronto, Hamilton, Kiiiuslon, IJcUeviile, ("ohom'Ui Hope. O.ikville, and Wliithy ; on tho St.. Lawrence, lirockville, I'icscoti, mid (iananoiiue; and in Lower Canad.a, St. John, IMiillipshiiru, and Stanstead. The population of Toronto has donhlcd in the last ten years, and is now -jO^OOO. ILimilton, now eontainintr 11, 000, has heen e(nially pro- irrcssive. The imports show their commercial j)roi,M'ess to have heen ci|iiidly rapid; and there can he little doubt that in Upper C'anada tho exj)orl of produce, and the import and coiisimiplion ot" all the suhstan- tiid and necessary products of civilization, are ;is hiu;h \h-v head as in the hest a_uriciiltural districts ot" the I'niled Slates. There yet remains oik; route ol" importation to l)i> notii'cd, 'iz : via Hudson's hay and Lak(! Superior. iXearly one-halt" ot" the imports at Sault Sic. Marie are by this route. It is impossible to say what may yet be done in this ijuarter. The distance trom the shores ot Su[)erior i Si'/ n 1 r ul t 37G ANDRBWA* RBPOnX Olf to tliosc of Hudson's l)!iy is no jirrc.ifcf tli.in tluit brtwrrn ihr Hudson river, ai Alb;iny, iirid Ii;dv(' Kiic .-it Hiillidu; .-nid the sra-roiilc lo Biit;ijn is sliorlor lliis wny tliati by llir laUrs mid Mittiln-al, New York, or IJoslori. All the supplies and cxporlM of llic Hudson's Hiiy Company nre carried l)y sea; and altliouiili llie season of miviyalion is very limited, yet il embraces an important put olllie year. 'I'lie two l()llo\vin^ tables ar«' imporiani as sliowinj? the imports anil c>x|>or!s inland: Vut'uihir impoit* (iirincipitl artirlis) into Cmiiulu Ivm lit* UniUil SfaUs in J«,01. Articles. Tun Cottiiti iii;iiiiit;ictiirvH. . WuolltMl. . . .(lu l^Iarilwaro.. .!< Hul.'H LpiUlicr (liimicd) Uil (nut pitlrii). .. Tupur Rico 8uiriir .MoluH!t(>4 , Salt GlaH8 Coal FiirB Silk iiiiinufactiirvH. India ruliliur. .do. . Dyf'-sliifl'H Coflbt; Fruit FiHll Uni'iiiiinurati'd. . . . Total valiio ofdutiablo importii from tlio United SlatcN in l^'il. Valiiu. *«!•:<,'.' 11) 4li:<,N>U .')G.'),l:J4 44(>,UUO :MH,M44 53,7:24 4:.',.''.It'^ 47,;iMH l?!),'J04 ia«j,y;w 47,H()4 :ij,'.);)G i!t,;cjo 27H.4tJO 1 !),'.>% 7!),Hl«i l«,H'Jpl ;}H,G.Vi 44,'J(i4 HU,7tiM :>.'!, !ICO la.GHO IKJ.'JSH HI, 144 7,.'i44 ;j,i>a-j,()44 7,y43,3H4 i 1^1 COr.ONIAT. AND LAKR TRADE. 377 Hudson •roiiir lo 'W York, 'otnpiiny is very xirtsi anil (it Sfafes Viilui). j,«!t;»,'Ji!) .'ig;.,1'J4 44(i,'J(iO ;UH,H44 53,7-'4 ^'■.,7(;^^ 4:2,. Wi 47,:iH8 b!),*J04 47,HI)4 2;h.4«() l"J,i>iM) 7!),H|(i IH.H'JN :»H,GW 44,i>(i4 M0,7I)H ri.GHO HI, 144 7,r.44 ;»,!li>-J,(l44 7,y43,3H4 EjciHtrlH (jtrinniiiil arlidrn)J'rovi Caiutda to ihr Uiiital Slatr* in IH/il. Artii'li'^. ArIiin hurrrlti. Liiintirr li'Dt. Hhiiiji{luii (/'uttlu, (il'iill kiiiilN iitiil Ni'/.(M hend. llcirHRH do Wool IXiniKJH. Wlioat IiiimIii'Is. Flour Iiarri'li. liurlcy and ryv biiMlieU, ii(!iiiis mid |)CHH, do, , . OatH do. . . liiittcr <:wt. (ll^ffM lo/rns, Ununiiiiiurutod 1 ^ _ --• — - •—- — . — «, Quantity. Value. y,. '),'■. 1 |(i.'i,!)!)U 7(J«,«i'J8 li;i,4IG 1-J,:t74 !>(»,7;)'J l'J,!IK) 14(1, 17G ;»,747 1H.'>,H4H !(;;<, (>44 4I,W)« 71)8,4110 41)1, 71)0 :)3l.!t78 ].1H1,4H4 14(1.. "i.VJ 7.'i,.'.9« ' K".,'J()(1 4l,.'iHrt 517,4(1.") 13.^,71)8 1 \\,:m) :i8,(i(i4 474, 4H| ;iH,()(w l.7(i.'»,G04 Tiilal vai'ii- of I'Xiiortst Id tlui I'liili'd Ht'ili'H. 4,'Jii;>,084 Tile iilxtvc rcldiii is tioiu Cainuliiiii ciisltiiiis, aiul i'xccc(l.«!, in the gr().><.s value, the .'imouiil of iinporls into llic Uriilid Stairs iVfm) Canada, as shown by tin" IJnitrd Siatt-s customs. In coiiclndin^ tlic notice of the iidand trade, the ti)llo\vinii[ tal)les — showing' tlie nature and extent of the "bonded" export and import be- tween Cinada ;uid other coinilries, made inland via the United States, under the "drawback law" — are snbniitltd: Stutcmnit s/i'iiriiii( Cdiimluin prniliict, ^'c, nci Init in bond nt Stw Yorh and li'Kifon in 1!^6|. Now York. AiiidcH. Moston, Total valuo. tjuaiitity. Viiluo. I tjuantity. i I \'ulup. Wlicat . . . .l(iif.li('ls . I S harrt'Ls.. . . ( I'asi's , I k<'UH , Buttnr.. } tulis , ( liarri'lf. ... Wiiio \v.\ic> , i caHcs , Furs. ■ . . ■] |uiii<'!u'oiis , f caskn iv..s....5|'''7-'? ( Imslicls .. . , UneiiumoratiMt (!:.>. 5«3 ; \:,\ y..wi I Flour barrels L'.">(l,:t.".:] i JiHl(J,814 'JS,7();« {.'.X^'jriG 71-J.4(i:J 481, ','13 i l-l.tiao H.ti>JH •J. (111(1 } i \\ **•'•" <,K..'«sictubH. I 1 "4«''' I li'ii ! 7.(;.')i I I 13 |i 3 1^ «.347 I :» !S f^ \\ 3,m 2.815 I 1,082 j H,()S4 1 3.488 i Vaiiu' ; 1,427,093 nil, 441 4il..'i46,534 The fiiJIowiuL!: .-^tatemenl shows iIk.^ value of u;oods transported in bond lo ('anada trom the same ports: 378 ANDIIEWS REPORT ON Articles. I viirn i-K'iM i . , I Total value. New York, i Hostoii. Dry goods Railroad iron Sugnrt^ Book.s Prcsorvod fniit Wino Ilardwaro Jowrlrv Hides." , Leather niiiiiiitVicturcs . Silks Cijf.irs Unoiiiiincratcd Total , . lti7,(MI) '. 'J7,77(> .! ir,,!s:>(l ,. ]!t,r.l(i ; Kl.du'K .! ]:i,ir)8 I .' 1(1. yo() . 1!»,(I(I7 iir),,vi4 . 548,14:2 I ' |r)i8,:)r)7 ii',(i7r) iCitJ "*i(;',7(i!) ;2s.(i4G :i,i(;;j .'■.GO i:).38S $58.1, 4!>9 It)H,5;j4 107,(149 ij.'{.381 i.>8.7ia 15.820 ;»{).a:jr> ;to,:toi 10.191 13,718 l(i,-JO(> 19,345 l-.'8,932 590,771 I 1,138,913 I Tho grealrr vitluc of \\iv inipoits is miidt tliroutrli Boston ; hul. of tlie exports through New York. Whoiit ;iu(l Hour form the principiil :irticlrs of boiulod export. The t()llo\vinir Hh(.)\v.>; C;ui,'i(liaii wheat and lloiu' r(>ccivr yrar.«i: Received- KxportcJ. Year. Wlicat. Klour. Wlieat. Flcur. I 1 i I ' (Jinntity. Viilue. (liMiitity. i \i»!uc. Quan'it.v. VhIiu-. Qii;inlily. ' Value /;»,./../., r-n-r-h. . r.'tfh.h. , Jlm-.h-. ' IMl) ;VJ(l,.')T4 fj:!2.2.Mi 'Jl", IW . ♦7",'lll> -JitT,::!!)' f2It;,i!«9 | •2aC,:;4:t ' !li7r,7.S91 :<)() 7'JH,.W:! .'iill,7l.'i •J->'.','J'ii l,i«ll,'JI'' , (1(17, 1:)J -U.'),:!!! '.'.V.'.d:'? > !M1(;,,'>49 K,! 712,'Hi;! tsl.'Jl;! • i;:»(i,:l,Vi Mil, -It' .'.Kt.SCJ ;!li1,'j:U 17.%!SI2! 0(l-.',(l>4 Totiil.. l,7.'.6,.'»lil l,2lNl7S T«,0S4 ! 'Ati6(i,tl'^ l,47>,(i(4 1,(i.tt,9H (W8,7'."J j •J,!!:i7,l'24 Articles. Wheat, hiislifis Flour, liirrois .. Val( Totals lit thnr ijiars, Rcoeived. (Quantity. ' Value. lv\|)(irti'(l. (iiiantitv. 1.75(;,.13(; 743,()s.l <.l.-JlH,nrt ;.'.(i(;i),44s 1.478,704 Value, |il,040.914 :>.;W7,1',>4 3.>7-<.(i:i(i The liillowinn; rdiuiis, until |Sli), iiichidc ihr export 1o Canada ; alter whieli ;i separate account w ilh Canada was kept, and ihe last three years relia" only to the lower colonies. Jt willhe observed tjiat sinei; |(Sli) the; *' doineslie" expoii ji.is decreased, while the " l()reign" (that is, Canada lloui' in hond) has increased. 'I'hns it will he seen 4 COLONIAL AND LAKE TRADE. 379 'otal value. $.')Hr.,4!l9 108,534 107,(149 ii3.381 y8.712 15.820 3().925 30,. 301 10.191 13,718 1(;,-J06 19,345 1-28.932 1,138,913 I ; l»ut, of principal he.'Jt ill 1(1 I r.<; : fli.ur. . I Viilue. _i !»7Im . S91 sk;"'., .'>49 2,!W7,1'24 VaiiH'. #1.040.914 2.:)37.1'J4 I ihat. in 1849 ilic United States lunii.slK'd for the consumption of the lower colonics more than three times the quantity of Hour lurnLshed by Canada, and that in two years thereafter Canadian /fowr gained the a.s- cendenc;}'^ ; but, taking wheat and flour collectively, the supply of bread.'^tufls is about eciually divided between tlu; two countries: Export of Jloiir and ivhcat from ihc Unllcd Slates to the British North American, colonics. Tear I'lidiiiif Juno 30 — I84()... 1847... 1848... 1849... 18,'i(»... 1851... Domestic. Flour, libJM. Wli(!at, bu.s, 310,091 •>7l».-J99 l>74.aO(i 294,891 214,934 200, GG 4 .^.45,0(i8 919,0.')8 309.789 ;)05,383 198.319 21G,971 Foreign, (from Canada.)! Total exports. Flour, 1)Ij1s. 7,0.")4 4.311 39.723 79,80G Wheat, l)u;i., Flour, hbls. Wlieat,buB 2,703 24,932 24,259 310,091 272.299 281,GG0 299,202 2.54,G.')7 280,470 545, 0G8 919,0.')8 312,492 305,383 223,251 241,230 Coiniiaratirc cj-port (f Canadian and American jlour to the hirer colonies. Year endiiii; .hiuu .30- AMKItHAN. I 1H4G. 1847. 1848. 1849. 1H50. 1851. Ildrrfh. 310,091 ■J72.299 274.20t; 294, S91 214,931 200. GG4 CA\ADI.\N. T TOTAL. Flour by scii.* Boinidod via I'uitcd States. 1 -ikeu by lower coloiiit's. Hit) rth. :t5,l,VJ liairih. Ihirrels. 345,243 (i(i.l95 :t3S.494 (i5.^3( 79,492 140,^72 154,7GG 7,4.')4 4,311 .39.723 79,fiUG 347,594 :t7s,G94 .394,429 435,2.3G ' Year cndinjj December 31. Year ending June 30. liavinir noticed tli(> sea rmd inland trade .separately, a summary and c()ni|)aralive statement of the trailt> of Canada with all countries tor the last ihree years is submitted. The value of exports tf> the United Slates titr .KSol is here taken from Canadian returns, in order to com- ])ari> with the like values of 18-lLI and 1850, which were taken from the same source. il Canada ; I ihe last ivcd lliat ' ti)r<'iu;n" I be <'{'vn 380 ANDREWS REPORT ON n ! I'.-n r-l o o6 '^ S ^ o a < 2 .2 o a m 01 a I £ o c o a, K O a. o OffJ<£> lOO! 1- (71 o: w O 05 01 M 1- 10 M tD(M cn o cc ^" O 00 C: "■ o to t T O f 00 CI o O t lO w OOI CI O fO ■A 00 te •o' "■ tS 4-. (O ■»r ;o c- O CS T) o» — • CO ^-^rH o C Tj « OtOI- ct '.o n to 1^ fj — M n fr CI l-O « 1^ — • to X 1^ to o to -r ooo TO 3C to C» O 1--; 1 - I - C-. C-. 31 — W f to cc — CI ^ C-. — o CI '.^ p: c^ ■>»• ■* , _ _ ._ CI to M U3 •rr Ui CI •■■» s — -T CO £• CI '"■: c^ H mI^ -rto'x 1 ri ro — ' tn_ TCj 1- Uj o' "T -o ir> 2J?,35 w c C-. « 1 'O — '.O 1- n (- to to -li ^-f to S-. CI <,. - -r o o 00 Tj iZJ O ^!0 (M o i 1 to I- in cr a> I c 1- en T -1 i 2?!?^* OS P5 2 i-iOD C^I- O 2 tO W W>- O S. 00 ft) pC 4-* e f* i.-S to C! iT 00 5 to 00 TC = (75 CI to CI to h ■a n => 1.- o» oi >n roT •O Li -r JO 1 CJ — od' c» S! ffltO-^C c» c; Mto 1 < 1- o n i- r- : xt »o (C i.o -r T ) to 00 o t- to = ! 'O 1-^ to /, T >- ;. '=1 1 crj C^ rJ - < to Uj •— < -^ CO t: ■'* o a, •a ?. o o to -^ " o C* CI CI , 00 « -T tn /: J to 'Tie — 1 to • r • r' t~ 's Vi CI u o 13 i > OD X' to T ■i o O 7J C% « ; to I- — cr. 1- to : c-:--.: d 1 CCi t^ o ^ x CI 1 o 1- c^ - - M i " 1 CJCC -- d I 'a 1 -- — 1 tr JJ 'c o o > ^ tJ • 5 c c rf . H tJ 'u Oj c '^i r- » •" flj r— •- - * W « .:^ S ^ 1 ^%>. c I O ■ — •-' - ••■ c C ~ c u cc c ) 1 COLONIAL AND LAKE TUADE. 381 CO o QO In nono of the foregoing imports is tho value of railroad iron, &c;.' brought via Qurbec, in transit lor the United States, included. Neither do the exports include! the valuo of sliips built at Quebec and sold in England. Tho value of transit goods for the United States in 1851 was $750,000 The value of ships built for sale at Quebec, 3,900 tons, at £9, =£351,000 1,404,000 2,154,000 with wlii(;h addition the gross tradnly Ibrty-one miles of" canal,) having locks two hi}ndred feet in length l)etween th'* gates, and forty-live leet in width, with an main channel in all the rapids a depth of ten leet water, when the whole descenditig trade by steam will keep the river, l(\'iving the canals to the asceiuling craft. The time rc(|uire(l l!)r the descent of a ireiglit-steamer from the head of Lak(; Ontario to Montreal is i()rty-eight hours; the rates of freight have rangeil iVom twelve and a half cents (the lowest) j)er barrel, H)r Hour, to twenty-live cents, including tolls. The upward trip recpiires about sixty hours, and the freight per ton ranges from $1 50 to $3 f()r heavy goods. The ruling freight on railrf)ad iron last year from Montreal to (Ueveland was $2 50 \wv gross ton, and l()r the return cargo of Hour thirty cents per barrel, tolls included in both cases. These rate's are yet lluctuating, as the long voyage is new, and an? 382 ANDREWS REPOBT ON SO niucli inlhicnccd by tho ainount of up-c()0, ;md ils construction is iudispensuble to ])rotect the rev- einies of the St. LawriMici^ c;inal.s from lht> competition ot" the Ogdens- burg iailro;id. Th(^ conslruetion of such a work must produce a cor- responding enlargement of thf i\orth(>rn New York canal, wiiereu[)on there will he a connexion between liake Kri(> anil tide-water on the Hudson, via the St. Lnwrence, which mny be n;ivigiited, without transshipment, dowmi'ttid in four, inul ujucanl in live days. The i-eturns ol" trade on the Canadiim canals give indication ot" de- cided and satisliictory progress in the leading articles of up and down freight. The receipts ti)r tolls upon tlu; Wtdhind canal in 18/51 are thirly-fhree per cent, higher than in 185U. On the St. Lawrence, [dihough toniKiifi' hiis increased, the (nils have not — the revenue being Ikm'c reduced bv rebat(Mn(Mit of toll on cargoes which have passed the Welland. J down I ne toliowmg shows tiie progn\ss ot icjuimg lreii>;ht on the \Velland canal in' 18r>0 and 1851 Doicu Tradi:. Articles. Wl'.fat Imsliols. . Corn do . . . . Fluiir Iiamtiti. . Coiil tons. . IlaiiiN, liird, (ind lard oil |iuuiul.s. . »1> If-tO. ia5i. .'»7.'>. !»',>() ;t'.l(!,4-iO .').().■).•) ;).;)> •JO I 4,:ti>fi.330 w:),i7() H,4cSii(r:ir, iii(d;is,>(s, luul cotl'iio do. , I'l^r :iiid Brrap iruii do. . 7.'i,K);),fJ4() i(;,4.^(i..t()ij i7,;i.'iM,()fso 7.7SI,7(iO (;,G4H,.V20 ir>(;,7^4,:n;il('ns- !(;<• :i <-or- licrt'iipon vr on llii' , williout ion ol (!•"- iind down 1851 are ^awifnce, nne being jassed tlic ;ind down 1851. l,;t2fi.33G i,.'i5:<.Ki(» 5v>.'i,l"ll (i,4(i'J ,4f*5,l:iO ()hniin i()r 111-' I'Mllici inablc. 1.S51. l;.(i,7^^4,:t'JO •j(;,(i;t;<,7(iO 'j»,(i(i4,:)'iO I'.t. :<:.(), njo 14,51'J,G80 COLONIAIi AND LAKE TRADE. 383 The gross lolls roccivcd from the WcUand canal in 1850 were $151,703 Do do do 1851 200,000 .ST. LAWIIKNCE CANALS. 'I'lic i.'omp.irativc niovement of leading articU.'S on tlirsc canals tor 1850 ;iri(l 1851 was as t<)llows: D')W)i trade. Articles. i 1 185U. 1851. Flour ,, , , , bnrrolH. , G4:j,:).vj 415.510 75,480 731,413 Wlioat 054,731 Corn tlo 1 r^2,310 Uj) (nidi . Article 1850. 1851. lluilroiid intii jiouiuls. .' 3'.), 179,840 l'i;is^i'd the .scvfrai ciinalr, during the yciir 1851: IJii/ish. Welland canal St. l.awriMicc canal CliUMihly canal ltiirhn>;tiin It. canal St. Anne 'h luck 15,454 Toanajie. TolU. 3G3,'J-J1 505.197 81,594 3811, G49 99,5Gl =fl,(i-J8 1,447 193 i>30 309 1,430.17:2 3,80a American. Widland canal. St. I.awrcni'u < (lv < anal . anal. liurl St. A merlon nnii's I!. CI lock 'j,3;iG y7t) 210 Gl Tonn Tolls 409,402 ! 21,013 ! !i,147 i 101. 2G1 i 2,^'4G I .f2,43G G4 a7 61 3,420 553, GG9 ,598 :!! • f !il|i ¥ 384 ANDREWS UEPdRT ON Tctnl British and fbrcign— 18,874 vessels; 1,973,841 tons; loll, £G,4()7. Tho total movemcnit on the canals for 1851 iunl tlnco years prcivious is as Ibllows : Wdlaiid canal. TonH PaHSOIlgOIH Tonnago of vessels. 1848. :U)7.Gll :J,4t<7 37a.8:).l 1841). 18:)0. 1851. 3 Jl, ;");)« 46d,410 :u)!i,fii)() I.IKIO .VH.IOO (ii)l,fi37 4,758 77-J.(JJ3 •SV. lAtirrtiii-f canal. 184!?. 1841). 1850 1,^51. Tons Paasenirors Tonniiije of vfissilH. I(i4,fi-J7 ; i!,(t71 I 5,ti48 I i2J:i.i-):j i>(i,!l!)7 5,448 ^.>^^^•,ltl.■l 35,!)3i> ! G.IG!) ' l.")(1.4()() ;j;i,4(i7 li,'J34 Cliambhj canal. 1848. 184i). 1850. 1851. Tons Fa>seMioers_. ToiiiiiiiTO ol" vt'ssels. n.N'i5 77,',M(! 10'.). 040 ' lll).7-J(i • 470 N.43U ',>7S ' l.hdO G5i) : l.'JU4 ^'..•^7H ' 1 . 7-J7 ^ „^.. -_- ^-., J_ _, Tlx' receipts of 1801 w.rc .ilTG.^lO; .xp.nse.s X 12,2.^0. Of the gro.'^.'^ lolls the Wcllniid prnducid i,'48,"J41, ;md the Si. Lawri'iice l\\]i ;i uiM.st decided prnof of ilic sii Erio canal upon lobncoo mr linn- tinirs gro!:> . t if "gniiirr yVom tide-water" than it" "going towanr it, by wliicli |M)licy it is hoped to draw this article from the lower Ohio, Missouri, &c., to the east<'rn States and the seaboard through this canal. This discrim- ination in direction has been al)andoned in respc-et of oilier articles, and will (bllow with tobacco, because no sin)ilar distinctions are made on the Welland. The auditor of the canal department, in his report on the tolls, trade, and tonnage iJ)rliS-0(), bears the tijjlowing evidiiice to the inlluenee of the Welland canal : "The diversion of W(\stern trade from Fjullido to Oswego has also considerably alleeted the revenue. While there has been o(),475 tons less of this tiadc entered the canal at liiiffiilo in J.SoO than in 1849, the western tonnage coming in at Osunro has i/icrcasnl by dl,(i()4 tons." The State engin(>er of New York, in his report of J'' and a half cent per ton per mile, says, "There are lines of eommunic:ation now built, and in progress of construction, which can take freight at fi chctiptr latc;^^ and, alter alluding to the Og- d(Misburg railroad, he says, "lUit there is anotlK-r, and L apj)reheed a still cheaper route, Ay wi/frr to Lake (^ham|)lain, soon to come into competition a/ thr Smlli, which will produce as ch(';i|) oi' elieapiT rates to Doston than the above. The licight by ll)at route alloat on hake Champlain may (ind cheaper trans|)ort to New York than to lioston. It will ni>( pass through the Krie canal, aiul will be diverted irom Al- bany by cheaper routes." Lastly, he says, "Canada and IJoston have not yel peril 'ted all their works. All will soon have their whoh; ma- cliin( ry in motion. Their j)lans art; not the |)roduet oi blindness or I()lly — they are the n'sults of good judgiii' nt and a ju.-t ajjprix'ialion of the great b(toii sought and the best means of attainment." The ellt'ct of the Canadian navigation on the imports of western States is ascertained bv the 5( ,()()() tons of iion (Ami'iican property) imp .rted last year via (jiicbe The laru^c aiiiouu; of tonnage entering Quebec in ballast in (juest of timber will bring in coal, iron, slate, salt, and other heavy articles at about half the rates now charged on these articles to New York. While, tlieretJ)re, oecjm freights inward are so much less than at New York, the abundance of timber enhances all other iieights outward to more than double that from New York. The position of the two |)orts is revers<'d : it is the outward voyage which pays at (Quebec, wliih; at N(-'W York Hour has btnai carried uut l()r six pence sterling per barrel to Liverpool. When the elKict of the rej)cal of the navigation laws brings more vessels into (Quebec than are re(|uire(l t()r timber, outward ireigiits trom the lakes may pour down the St. Jjawrence, and tin; rates of Ireight come down to a slantlard which will make the whole cost of shipincnt from the lakes to Europe via the St. Lawrence as liivorable as via New York. COLONIAL AND LAKE TRADE. 387 ipsgrni >. t ic;li policy li, &c., to s tliscrim- r iuliclcs, nre muclo )lls, trade, lilut-nce of ;o has also ;t;,475 tons 1 1849, the ')\ tons." ii.ry, 1851, ;iys that its \pr that the ys, ''There tnstruetion, ir loilie Og- j)|)rehci'(l a come into iciiper rates III on Lake I to lioston. <(1 from Al- io.Hlon have \vliol(! ma- hlinchiess or )rrfiation ot of western 11 property) ;r entering , slate, salt, ;rcl on these ward are so ■iihanet;s all York. The )vat^e which I out l<)r six )iings more itiglits from of ti-eight of shipment irahle as via THE MAODALEN ISLANDS. This group of islands occupies a prominent position, almost in the centre of tin; (julf of St. Lawrence, and directly in the track of vessels hoiuul up tlu' gulf fi)r Quehijc. Including the Bird and Brion islands, which evidently l<)rnj part of the grou{), the whole length of the range is about fifty-six miles in an east-northeast direction. Amherst island, the most soutlu-rn of the chain, is nearly oval, nearly six miles in length, and three and a half in extreme width. Its harhor is tlu! best in the chain, with a narrow hut straight entrance, over a soft oo/e bar, lor vessels drawing eleven to twelve teet water. This island is eighteen leagues northwest of Cape Breton; the same north- ward of I'riuee Kdward island. It is thirty-six leagues iiom the nearest point of Newtiauidland, seventy-live leagues Irom the French settle- ments at St. I'ierrt! and Mi([uelon, and one hundred and eighty leagues eastward of (^u( bee. Th(^ central portions of the Magdalen islands rise into hills, varying from two hinidied t(» five hundred and eighty ll^et above the sea, their tops are round(Ml. On the sides of lliest; hills are l()un(l stratified de- posites of sandstones and ochreous clays, with gyj)siun iu the hollows and basins, and also occasionally in veins. The water of many springs and rivulets is so salt as to be unfit l()r use; and although rock sail has not yet been l<)Uiid, yet it is believed to exist in these islands. The gypsum l()rms an article of export. On ()n(^ of the group it is found of exceeding fine (juality, and very while, approaching to ala- baster in purity. The principal dependence of the inhabilanls is upon the cod fishery, although they also prosecute the herring and seal fisheries to some extent. There are at present upon these islands about two thousand inhabit- ants, the majority of whom are French Acailians. Till! fisheries around the Magdalen islands are very excellent, and aflord a prolilable return t(» the industry of those who proseeute them. If arrangements wert! entered into by wiiieh our eiti/ens could have the right of selling up fishing stations on these islamls, and of prose- touting the various jaolilie fisheries in tlie surrounding seas, it would be of very great advantage lo lln;m, and open a wide field fitr their energv and enterprise". They would also gain the early and late fisheries, from which they are now debarred, whose advantages have been already mentioned. These islands were; fi)rmerly attached to the government of New- foundland, but at present they are under the jurisdiction of the Cana- dian government. The whole group was granted by the British gov- ernment to Admiral Sir Isaac (yoflin, \i. N., fi)r distinguished services; by him they were becpiealhtMl in strict entail lo his ni-pliew, ('aptain John Townsend C'oHin, R. N., the present propriilor, and to his heirs male lt)rever. The valii(> of the various products of ilu> fisheries exi)orlrd iVom the Magdalen islands iu 1848 was l$J2-l, 000 ; but it is believed that this did not include large (juanlitics of such j)roduct3 curried off iu fishing I ,:' i! I If 388 ANSRBWS' REPORT ON vessels not cleared at the custom-house. But even the amount men- tioned is quite large as compared with the population, and furnishes K roof of the bountiful abundance of the fisheries in the vicinity of the [agdalens, which need only the preserving industry, energy, and skill of our fishermen to be rendered a mine of wealth. 4 * V COLONIAL AND LAKE TRADE. 389 M U o o 1 s J s e2 "• * "Tt a ■-"* '*

    5 w » « >-< M iii^TfT— np t-^t-^i-^ -H if -1^1-^ I- 1 B 9 as s o Eh 1 e o s s kl s C e2 m r- tfi o irt a> •♦ < di ■««• f I'- -< I - -H ( I * rt "T Q r- Tt I- 3 lO II? rt.-5l/SW Q X OO OS I- ffl 5 5s C5 ^ t^ Q " St '5 I- I- TO CI < (M Tl M CO (e-ti-rij-rirt-^rotascis-B?)!- — C5'r-« ic-t»ftei(«»-a> — l'•^-e9c«}l«'^lteo^-'^^»^■ ote'*j(N'-<«o©-"Oioc5©«at~©mi^ i-<"CO«i(n5«*»SicO(M<-ii3wa6(7> « C) © te rt 5} © — IJI -H '?H0«flfB©fl'*»eoxw S o 2 $5 V W O 05 (N r- X "10 05 ■O IN 05 10 ifl 'J' CO O «0 US 1.0 c. I- ?» te iM 01 ig M 00 © "J" iQ •«»■ © I- — < ■— i/s «- UOUSirir-0-" » ^-"x' r-^ '-o pT co" M-'coctSii-iSicoeociMtotet-tor-oiaSo 1-1 C* "I i-H 1-1 « M rt 1-1 f-< ot c» Of c» w us 0>Oi-lCJC0'«»>l(S«0t-X0S®"-l inoxxxaoixxxxxxxdo it ti- f 390 ANDREWS' RBPORT OH ■t i! 1- 1 ■ s 8 51 513 .I r" O "f 9 8 I i " S a ^ / ;^,:/l . : -" f a: 53 r i? :* :.< i '1 3 at 9*1 I ' -— ■>ii;:^^ ir»i « 1 ^ ^ ?S'5 s5l 1 i 1 1 sfrf -'•■ rf h> sir Wi 2 u) 90 S ^ :' i "■'"' a g ^0 fM 41 ';rj?i? ;r:)^' -? tii 2« SSK s c ^ 1 fH fH =0 55 i 25- '^^^ »1 II 2 '^ "S 5'-' t: <»« gj- li i t 2' 8 II i l§ S S^ — vi si *> »o ifr if 5.^ .5 1^ 1' 11 1 ;•' flT*:^ " >^ ^ 1 (/ 1 . ^ C 9) O 5 ii§ 2 I i S 13 1 SS3 25;? ?c " i5 »i ■?! i = 15 £ ^ a 'tis S'°' 3 S^ >:« :(? 2 ^ 83 '* § S S ^ — — •jf.-u if^ " >?' • W • ss 5 |3 8 e*i- r"r Z' tS <*•- .1 i 12 S"§ CO ^■■' 5^ ■ 1 1 ~ a «' ^r' 1 1 !S i ?i^ m 3 r— cc'i-T ►-'■mo' 3 -- i Uf ^^^'Ji i? m m « %% iS i-t ■^ CO r^^ « I* 1 OQ I > I . • • fl o o 55 5 1 • § i4 *>> J" 4» ■ 3|£|£ So sa 3 llli i ■ COLONIAL AND LAKB TRADE. 891 lis I S7 1 tt'* PI .§ 1.^ i! ?.1 ■c a a •£•2 B t 5 £>'. i5 1=.^ WTf'. ?72: " ki(3> IT ^i fc7 •^ ti ^ tn fc'S 2f xfr? 1^ P4 ^ *H 1% i 7*3!: 'SSSiSS '^ <-" X rt *. . '— S". I - #■ fc" « .« / ?l »• X 4127^^2 = = ^ D le etjj "T ■— *- :S u i« r OT M n i; ^1 ^? a •'I I I I a 1 ?» -?» "M *0 C- 'Jl •*"* T T r ■M '/ -- -C - ^ z Vi K t*- -^ I *c lO c I • 5 'i « S 'T S 3 »J ^ I'i ^ r ?i ' ?i 3 ^ ^ a? — *. * * * «^ J' I- S * ini * 2; »i 5, — ; •! r -r e *i « /j i. ?i ri -^ -rt Oii» * '^ r> '^ !.■; H. --- 1- t* I- ^ : 01 ?c "ji T tc . 'Ji -I- r* t— — il:3 * = S * ?i i> ^i-a ■f .1*^ ! a 392 ANDREWS' REPORT ON 3 _C c c O I Eh Z w H H art i o aor- oPO* - es 3.-02 ws ,• > vW 111 ?S5 EC CS9 ii 3 ^00 Si CI 00 £3 CTKN cr m 7* iS>^- tJD '/!' 'JT OC ■?> ^ r* •-"» (C r- — ^ < (X (N ?i Stniiiford Milfonl Boiid I lend Russelltuu-n Total value. 4,784 fii,r)(i4 (57, 044 141,740 80, 100 ]0.^>30 12..51t! ExpoftTED ro- ot. Britain. B. N. Ameri- can colonics. U. Slates. ^i2H,4:t() 27,<)G8 $10,.1!l(! $6,410 4,7^4 61..'ifi4 G7.,.'}76 ; C.4:)r..844 ^ 1,0(J0,.'',44 | 9. 030. 30(1 826,688 The returns of oxpdrls from inland ports to otlior countrio!* llian tlio United States are very (ioul)tt'ul. None are reported from Tiironto, tiio larnoHt inland ]>orf. Witli respect to the route of sihIi ex|>orts, it in premnued they were made via the St. LawrtMiee : in whirh rase thev should he ineliidt'd in those of Montriial orQnehee. Hut as these; exports were ohtaincd fron\ the liead otlieo, it i.s to he interred that they arn direet exports from inh.nd ports not included elsewhere. It is possihie a portion of them may have Iwen cxpurti d inland, in bond, tlir(jui>h the I nited States, although all such exports are said to be reported as " to tlio Lnited States." TIIOS. C. KKEKKll. Mo.srRi*!., .l/i/y 1, 1852 \mh COLONIAL AND LAKE TRADE. 395 No. 5. — Comparative statement of imports inland, via United States, with imports Li/ sea, via St. Lawrence, 1851, distinguishing the principal articles. Other countries. fi 4 4 4 1 » ijil0l,984 44,540 ft 1 T ) 8:26,688 I at OS am very rcspcrt to the in which case iviTc obtained 11(1 porfH not I (I inland, in iirtud aB " to Articles. Tea Tuhacco Cotton nianutactures.. Woolen. . . .do Hardware . .do Wooden ware Machinery Boots and shoes Leather manufactures. Hides Leather, tanned Oils, not palm Paper Rice Siiijar Molasses Salt Glass Coal Furs Silk tiiaiiiir:ictiires. . . . India nililior d(j Dyestiitl's CoflVe Fruit Fish Unenunierated SEA. Montreal and Quebec. Goods in transit for the United States $1. '52,556 18,9:24 2,218,364 1,719,872 1,237,340 11,612 6,764 6,512 26,196 1,164 46,312 135,440 53,180 12,. •196 586,604 60,968 23,792 77,124 101.176 82,116 401,904 156 38,916 13,6.32 .53,.'^i.W 71,260 4,l.V.»..'-)80 11,317,412 755,5S8 Direct at in- land ])ort8 from sea. 12,073,000 $15,528 799,968 581,944 389,868 88 .356 26,960 128 268 12,048 125,804 2,188 1,136 7,916 5,. 588 233,168 752 940.608 Total sea imports. $168,084 18,924 3,018,332 2,301,816 1,627,208 11,612 6,8.'i2 6,868 53,1.56 1,164 46,440 1.35,708 65,228 12,396 712,408 60,968 25,980 78,260 101,176 90,032 407,492 233,. 324 38,916 13,632 54,. 304 71,260 5,100,188 Inland im- JTotal imports ports via > h}' sea and U, States I inland. #893,216 403,860 565,124 439,260 318,844 53,724 85,768 42,592 47,388 89,204 126,232 47,804 32,996 19,600 278,468 19,296 79,816 18,828 38,6.i2 44.264 8(1, 7 6H 53,960 12,680 116,988 81,144 17,544 4,780,372 $1,061,300 422,784 3,.''>83,456 2,741,076 1,946,052 65.336 92,620 49,460 100,544 90,368 172,672 183,512 98,224 32,316 990,876 80,264 105,796 97,088 i:)9.828 134,296 488,260 287,284 51,. 596 130,620 135,448 88,804 9,880,560 3,144,316 14,461,728 I 755,588 3,144,316 15,217,316 8,788,712 I 23,250,440 7.55,588 8,788,712 24,006,028 Tlie larijn amount of " nnenumeMtcd" values renders this statement hut approximate, be- caiisi' the I'tiumcration of sea imports is much fuller than those inland, where, at some jiorts, no enumeration of articles is made. THOMAS c. kki:fi:r. MoNTBEAi., .-Vay 1, 1852. 396 ANDREWS REPORT ON No. 6. — Valtie of direct imports from sea at Arttclei. 1 1 f 1 a a 1 a K 1 •e a i & .2 ! Tea t7,628 Tobacco Cotton manufdcttirp. . . 12,220 4,804 1,172 $804 888,960 269,788 177,866 $782 2,716 44 Woollen niiLnufiicture. . t880 $9,068 6,500 Hardwuro $10,680 Wooden ware Machinerv 12,960 Hides Leather, tanned 6,620 428 Rice t640 200 1,660 68,076 2,288' X tr t- oj r^ Oi ,M »ft tn .« •^ si I' \ a ' S c C^ :^ ,1^ .rj *rt «5 — .-- O / ./) ^ Cl — ■/) OI - C-lO ■r't'T'irc'"— •^'•-5* t- -f r-'i-'^?i ^t-^ r' Ci St r' ^\ '^ >i i:^ ^ '^ C7 ui r^ ./-, ^ -C :■? 21 *■• »* ^ ** •^ '3> •'• ?? *^ '"l T-" I- r- --t '<}• I - is r-. •-■ *f^ f* CC o c '^ ?» "M •* ■" *0 * I- 3u »^ I- ci ' :c -T •? — ■^ "T ?? r -r* ■^•£ t- '7j -N .O ■:» 30 «* *34 CO O f/l h- O C* -^. .C (© ftC C4 -T f-H V C* ;0 C* O «■ V 0> '/J C< 'f o *f r CI ■>» o " -M r fr --r rr '/■■ '-r ^ 't -^ '/■-*" c «c «p ■;■ -t *■ C' o e» c o sr- -^ (5 v: c» ?: t- 31 :c c '^ ■■-'*■ o / -/m- = « 1- c? t os . 1 <^ •' »:? ^ i-i ^ ^ ; nt —■ I- ;i *.■; ji »- 1 - CO CO '— oC"* -r CI •■£ '£> '-- T ■^ *r ^ *i T « c» f/-. ■^ re fT) -f CD ;i c* *i 5. ^ t- — •.' / Ci n ->? u* -I* r '.c e (?i -M — Ci ?! -^ ^ -r ci ri -t - CI 5k ^ ?i = Ti t* — I- I- *- / '^ r: v: 'X .- CC C» *-( •r' ci 'i ip *f A -r I - T '2 .^ _ -f — HHOif £e I- 1- CI CI _ »-• •* I- r fc" CI ^ •?■ — CI '-C -f »c r / ^ ^ ^ ^ r^ ^1 -^ ./ •f I- ^i ./. »*- u-; c *c CI ^ -t c'^'ci' -'— 'rt'-c'— ' r:' =' ^' ..-' -^' «' »c.' /'tc* cc r: — 't' ..-. r :c c. / ji ■/ c « ^ cC' it - -^ k a:m^=i J-r; ;n>-i S »i^ O A^ ii^ £ Z ii 5 2 9 ■ *■ "' ! rr ■ C A »- *J a 3 a o . a rt « — _ C yj D « !> V. t ^ S? 2 a " o on " « " ' o a ■ '- S rt ■ca a " c i; < J r HI'S S C £ ■ « V * i n H « •' t -^ -C " * 3 V V i ■ t; = T i. •»> Ji^ £ i ^ i -3 ■< H — — t; ■s H S' -^ i I I'orts. Amlior»tl)iirB mtli UuUfVille HiirWLlI Oiatlmin Cliippt'wii CobdUi'B Colhornu Credit DiillMiusIc DarllnK'uK Dover UuiMivillu Port Kilo GodiTicli Griiftdii HnmiltKii Ilopo KinK^ton NiuKiii'ii Oiikvilli; Owcn'H SiiiiM.I Vcnrtiinpiii.''hiiie PlcldU Qucfiistoii Koiiik'iui Rowiin Sdiulwlch Hariii I SUiiilcy Torontii W'is CliiriiHivillc KriliKlislmrR Jl.r.fdid llt'Mllllill^^o^d Iluiltillfld>>ll hacdilc Monlriiil I'hilip^llur)( I'ulton St.•iIl^l(■:ld St. Jolm Sutton QiU'lu'C Napancf Hfauci' Kllfiu Wallao ImrK Itnice Mil, en Uaspe New Carlisle Sault Sle. Marie New Ca-lle Htamf.iiil Milfo-il lloiidheiul KurtoelltuWIl ISBO. KxpnrtR. !)ll, 1 12 2ii|,U4ll »l,Mlll 41,«1« Ho, 4ri« 64,.')H4 2a,S, i:i!i 811,112 (111, li:m 1 (IS, (ill) ir.,(i(i4 ■S7,rJ2 l;i,^7■i 4,><:i2 n.VJ,S!»2 l'.'!»,(i'^8 ))5ii,2lrt 11,1'2S 17-i, l:i.'),:i!iO 'JTii.'J'iS M, s76 l;i7,«12 ti, ;iii4 Iraporta. Total value of exiMirtH and imimrts, 4,272 12,.SiH) !!, St'pS 1 1, frill 4. !W2 1«,44S 2:1, 4U1I i.'fWfi' 4, «92 1 1 , (I'Jil 4:t, .')7(l 12, 144 4,41S 1,741,772 22,''s(iU(! 41'), f)72 1,21.'),S 6 fi,'il)i'M'l6fl $2:l,r.72 17,2(111 i»">,(14il 11t,!)ii4 Ml), 22S l,'itl,t)llll b7,244 4,(144 2,ri«s f>7,.')S() KJ.'JSd «;2,(I4S ■Ml, iil»2 r>t,27(i 7, liis 5, KVl l,r>s:), l;i2 .'>s, 2I)(> 4itll, U44 (12, \m 41, .'1(14 1,112 !iS2 it 1,(101 1 2S,S(I4 !I,4SS ls,(l«S fh'i, 7:i« 21,:iilil iiis,4.'i() 2,.VN, -!»2 f), l.'.2 2-','.'i4 2:il,'J4ll 2,2(IS 5, 4tiS 1(1,27(1 ;l:i2 11,42> 2ii,'>.'>(l 27,:i6ii 12, Mil f>7,(ltf(l 7sl 1:!,,V.2 il.ii72 I'J.'.i.VJ 7(111 1(1, (;4S 7,;!% ^;^,^s(| 6,0ii.%, 4ini M», 2S1I V"i,(llt ^7,^44 1,477, 7>4 fi,iN(l 1,970,. V)tl 1S51. 7,(17tl 2, 2411 41', cm 1H!,S2S 7,S7t> .'17,44 4, l:t2 .■^llS 1H.S12 7,(!S4 40,1112 'Jsi/ii'iV 8,(140 l(i.M,HiiO .^!(. H72 2(17, ."iSO 111,720 7s, 144 I'.iu, :!,')() 141, S2S (1, 2.')(i 24(1,7(1(1 H7&, (iy2 S2,(llli 17(1, (Ws 71,(11'(1 !I2, 2(if< 20, !ls(l 9, '.HMi l,n:)(i,ii2l ls7,:!24 Mil, 2!I2 74, 124 220, Ids !!, :t7(l sKl 4."), (1(10 ();!,;i(is ii, >!IG '.11,(172 2'.l, ' :!(> ;i4:),S.V2 2,sii!>, 120 .'iH, :I2S 1(1(1, .V.Kl 8tM,:i:l(i s,,',72 Ti, 4tlS 2o,.'>4s 12, 1^12 J,\2(lli ^i.■.. 1 7(1 ]2,2'.'2 2i», 2.'i2 Si, olid 7sl 17,sss ll.o'W i; 1,11 IS 41.27(1 22.r.>2 1I.S41 l;),,'.so S,(Wo, 172 H14.:t7(i l.\f.44 104,11*! 2, (Ml:!, (120 «,>JSO 7,ltW,ll 2 4,42S 'JSS H,;iis 2,472 ll.SoS 2, 7 IS 11,-12 4s,:ioo Kid, 741) ,S(ij 4 so 1.'),411 K.X ports. .'.,41d 4-'t, 2:12 2, 472 )(7!t, 4sO 21,42S 147,:t(Vs 1:12, :ldO ;;l,lim 7 .'.2S 70112 !)t4 201,s.-,2 )i,"iU, (l72 2!),l)dll l.M,.tii4 S,'>, 1(14 ol,27d «, 2(1^1 !t,'.l'.>2 1 !!n,-,,..'.-)2 loil,4iiS •121, (lid 2,(ISS 122, s-O 77(1 a,7«(i 17, SOS 2S,444 21,2(ls ri:i,4S0 Hi). SKI 4.-.. S44 271, Ud .'J-J7,:lds 22, ss^l 201, llH 70, (148 8,&92 10,2Md vS, S24 4, l;!2 12,014 (1,1120 2t,(ioS 82,U60 6,292 4SS ir,,.2. I.V.' 11, ISO 4.:to.S 27, .'X«) 2,. '.I i;!, 91(5 HS, 9dS Imports, Jl.^iisi 9,:isl 9s, w>\ f).">,71d 61,(19(1 «1-, 1.'.-^ 142,:l7d 7,.MC< t<, .Vid ns, loo i,',,ii,-.() SI, 7(10 110,S4ll .Sd, .MI2 1(I,.»)S0 2,'li's,;!iill 71>.0ld 1,02(1,2112 89, IsO 212, s 10 hid 2,">2 4l,2.-s 7", 17d 12,2:1(1 «o,lH'i> 17:<, 72s 19, (Ids 2il2,(l:!d 2,(li l.iVJS 2, (12 s 81,. Mill 2.i9, 7 12 1,100 Total value cif ('\|iiirlN. ami iiopiirtH, l|9l,Sfl4 :io,sia 21,'>,sihj lss,o76 82;>, (JHO 21:i,'Jt>8 S,4(J0 210,408 4.M, m l.">,916 2:i:i, ItH 19d,0(l4 07, SOS l:i,84-t 8, 99Vi 2, .'.d:i, :>Wi 179.424 1, 147,808 41.203 8:j.'), 720 1 , dlti 8,988 C2,o'J6 «s, 020 8:j, .')()4 SI, 476 21:i,.')64 0-), Wi .'>(l;i, 75'i 2, 929, 89(5 2,\ Wi 2:12, 7«0 81(l,:'.60 4, oaa 40, 12S 9l).'), 270 '.\fi2:V9'V 4:1.190 (1.41« t.7-l 01,, •.(14 07,044 141,740 so, 1. 1(1,220 12, .MS 10,4S0 2:1, 124 2,f>04 9, 740 l.'.,Mi4 0, 4 14 l.'),'J2:S 122,44.S 2SS 17, 2 IS 7,001 2,"'. -20 8,.VI2 1:!.OS,s 7.:;0l 17,9-4 0,177,1(1-1 40, P\S 1 1 , (1:10 97,:!92 l,9t-,40o 4,d7t> 3,8:tt,dld ;;■', l-.'O f). 9,-.(l 1,212 18,212 (1, :!0,l ,'i:l,:!,"i2 .'):l. (ISO 12,121 8, 92s 7.714 l,s70 8;i,8(J0 11,888 18,8711 2s,748 12,074 :i9,986 1.V>, 408 288 28,, MO 7,493 42,116 IS, 984 24,s(19 11,07a 4.1, 4S4 11,0-1,080 l:C>,876 1I,«:16 l:t7,Mrt 2, s5:l, 786 4,076 S, 9.'>9, 004 tV>,81t5 12.872 .'., 996 74,776 74,004 ID,-., I 92 l:i:'.. 780 22.:i44 111, 444 27, 714 212,8.-)6 f>,9'J2 I, 11,901, 7(:8 I 10,9-2,001 i 28,918,772 \ 18,002,870 j •.:t,2."-i,4to &, 992 80,912,816 The exp rl- ■,( iiil.in.l |).irl.s eenipiise mily 111.' vain,- expnileil inlaiiil Id .lie I'nile.l Sl:i(n; ail •■xpnrls from inland imri.- il j.mi Ii,- Si. I.iwr.oee. wliellier to Miiiitc.Ml ami (im liee, oi' lo sea ilii-eel, are tail ri ported, except at llie .seapiiii ■ .'f M.i.it.eal and ()ii. I>; e. TIim r. irola iim li.is, iu a f, w in^lain-,'*, lu -ii inl; iiit.'ed. Ill Itir al.iiV ■ r ■! 1, 'I III,' v.iliii' of (,'.iad< iiiipiirO' I in tr iii-i' I'.ir llu' I'oit.'d st.ilei vi.i Si. I, iwrenee (valued at t7,"i(i,iiilii ill 1- il 1 i> iait inelol.'d, neillii'i- the v iln.' nl' >.liip-< leiilt at tj'i.li a; lor - ih' in Kii^-'aml, v,ilii,.| .at aPout tl,4ol,' (111 III : -M ; wlii.'li itr'HH will i;ive :iii aildiiiim lo Hie trade of liucbec ol $2,20I.I,(.'UU I r ISjl, and of cuurBC Uie name aildi i..:i i,i tlie wliolu trade of Canada for tliut year. MoMliEAi., Miu 1, 1602. TiiOS. 0. KEEVEO. 1 . m f ANDREWS* REPORT ON No. 9. — Comparative statement of exports inland and hy sea from Canada in 1851, showing the jniticipal articles. Article By sea from Montreal and Quoboc. From inland ports. Total. Ashes, pot and pearl Asli timber Birch Deal ends Elm Oak Pine, white Pine, red Staves, standard Staves, other Plank and hoards Spars, masts, and handspikes. Lath and firewood Shingles Cows and other cattle Horses Wheat Flour Indian corn Barley and rye Beans and peas Oats Butter Eargs Wool Copper, iine and pig Cop|)er ore Unenunierated From inland ports direct From Ga8{)e and New Carlisle . $7G.5 14 18 18 1% 1«!) ,.'il8 416 64 aM 9;J7 :>() 32 144 ,4.50 26 40 2 195 ,924 ,896 ,464 ,684 ,420 ,H76 ,.')28 ,2.')2 ,488 ,844 ,480 ,216 ,076 260 40 200 ,184 ,148 ,0.56 440 ,208 ,272 ,728 .3.5 1,359 ,(MN) $65,992 7,836,036 265.924 221,116 8,323,076 14,620 160,884 16,. 524 1,.372 774,116 6,116 .39,800 20,7.32 140,176 185,848 491,760 1,181,484 75,. 596 41, .588 1.35,708 38,004 .38,008 41.896 42,7.52 17,620 1,808.704 5, 339,. 300 5, 339,. 300 A831,916 14,896 18,464 18,684 196,420 204,496 2,095,644 81,012 360,216 1,71 1,-596 .56,:).32 71,876 20,992 140,216 186,048 635,944 2,631,632 26,0.56 76,0.36 81,796 1.37,980 2.33,732 38,008 41,896 42,7.52 .52,620 3,168,076 13, 175,. 336 265,924 221,116 13,262,376 !!' r I' The returns of exports inland are very imperfect, and will not correspond with the United States imports from Canada. It will be seen at the bottom that there is a " direct export " from inland ports, which was neither to the United States nor from Montreal and Quebec. It is to be presumed that this was a cnr^ro sent to sea from inland ports and nut reported at Montreal or Queliec, although such report is compulsory on all inland crai\ proc'ieding to sea. THOS. C. KEEFER. Montreal, May 1, 1852. COLONIAL AND LAKE TRADE. 401 m Canada Total. #831,916 14,896 18,464 18,684 196,420 204,496 2,095,644 81,012 360,216 1,711,596 r)G,:'32 71,876 20,992 140,216 186,048 635,944 2,631,632 26,056 76,036 81,796 137,980 233,732 38,008 41,896 42,752 52,620 3,168,076 13,175,336 265,924 221,116 13,262,376 with the United >ort8, wliicli WM uttiiniod that this iuclMjc, although C. KEEPER. 1 i 'i^ f-W •■5; '^ S « ^^ .1*. 5 o , 1 1 ?! 1 • f)D CO CO — ^ co-r oi CT> CI s> o to s to iTo to ' I • no© to • C! -^ • — iTC to • CO 1- • 1- «»• CO • CO "t 5 'Ti r- 1- » ,s ,o F^irj QD • ^ p^' ^' CO uo -^ to ; • o t- 1- • ci a at i ■c cq CO f" • « (Tt • 11 i i ' '2 :;?; :.. -,^g : 2 :^;J| : CO ; 1- C ; i^ :S2? isss 1 D ; "»• ■• ^H • CO • * CO Cl . -r Cl -^ is I- u o Iff en ^ ! '^ i^-^ : •uos^ ; • • — , . »j '0 CO '0 2 Q."5 '- -o • — — Oi CI -t T 10 — • o • • • c! ci o • o • o» a ^^ • to 10 CO 110 5 CM- CO 1- • '* u i s ST'* * ^ ; CO 1- I- -" ' u d >5| %2 • • •ffi .•N QO .H • : i^'^si i"^ ; c B . O -S . • lO X • to • Cl X. = CI • -f • CI • • • CO • :o C-. -.O CI -10 • Cl • • • ». JJ . « • • — CI • <; S ^^ •1.-5 • . «51 . CO ; to -^ •'•';''';'";:;: • lo" >» • cl • o • • • •Cj •!- •© • • • , • ■ . .^ • . • • oD CI -3 « • "o X CI -r X to to -I- to to CI • X -r to X to to c* • roci— 'T'^oriior— 1-1- •to— xi-i-c« •SMlmt,' pOJIII() O) •^^-rn f • C lO VC 55 CI ^^ Sv -r -r CI CI ; CI -t C = X l-^ 1- fi1.i<"l'<>'J"'">l"'^ i^l'Mi 1 - T» CO -t ;_',,'_; -i 1- =-! -i to' — CO -COS— ci'ci ct • CO 1- OTj — Cl 10 I- CO ■ ijO S CI CI <«t — >- 1-1 CO w « CO - ■«r r-l . O = 1- tc '. to . m S CO T to 1- s to • X CI — •* • 1- — ^ w TD 1.0 1- '^ S '71 CO 71 ?) • 1- lo to CI !n c: X X Cl • — /. Cl /) • O '10 ■ « ; <- cv -r c: to X o rt Cl • 1- to to X . to 1-1 5 o , ,. . JZ m M f«, « f^ 1.0 X ^H — CO KO to • O O (Jl -H • • -^ CO 'ix e . ^ 10 • ~ • T = CI O "0 3 1/0 o • to o Cl 1- • o a d hQ «.! CO iU • t • lO - s s c: CO CO 10 • O lO — Cl • IQ u» t6 Id c a • •— ■ X CO CI T 3 1- Cl rj ; to T CO -r • o -^ 1 ^ 9i O ' • ^ ^21 ;c • to • c» i^' CO 1.0 1.0 :^g5;53 :•- 1 >"• • _ CO • z . (- lO :r -j: • CI = r> t to "0 -< s CI I :: Ci T CO 1 - CI C X ?I — X -< • X Cl 1- • a J * K CO 110 -r r s ?{ -r cv - • lO • t Cl to CO • T u) • — • X • -T -r CO • c« un " rt -O C5 •M t-i - X • fj • »T X • < Id] ; : • • lo' •^' • ci • ~ yj • ai ' • • • • CO — < • -i- -r «c -t • t; C) -t '.i to -r -.o = — C! ■= • to to CI = '.o = c« a.) 'T' — c • ^ lO to — 1 1-3 Y. lO to -r C-. X • lO •— — "» 1 - «T 1.0 M,)j| |)iin o|<|i:i;n|) C. ro 1- 1." • to — -T lO lO 05 0^. 1 - /. 1.0 1.0 ■ 1 - — Cl — 1.0 00 Ol H|i()(hiii juuii[i:A lJ, trxyitn r ) I — 1 lo 1- x' 1 - ic — r to o ! c. c, 110 r^ CI 1 • i.O — CI — X — CO — • -r t- — CO "T 7* "'' . CO -^ rl ; O^ O • • CI • 'to X = • •so -to • • ■«»■ to to • CO • • CO — • CI • • X -r •CO • • Xi It- C-. — to •poijodiui I CO . ; Cl T ; CO • ; Cl to C: BpO()3 ,)i)J( JO on]Ti^\ • i ■ ! x' =' • • t- • • • • • t~ Cl — 1 -^ 1 \ : : " , * * • • •— 4 ) • X TO = CI CI = X to CI X to • •»>■ to -1< • -r -t » > • = O -r ly. — 5 O 10 — = 1 - • CI 3-. X . X C! CI •popoi OD «o C "■ ! ;Ci = r-. XI- =-. -ri- CI = ro • -- x no . ci -< 1 -[0.) Aiii V J" I" noiiiy ' • to to Co' -^ co'ci ~ 10 T — ' I 10 = CI ! o" H. ^,-1 — r-,^ •tO-^tO- • • f^ • 1 f ■^ »r -1 " •r-t-rtCtOTtOiOtO= •tOXCI-'OSC sniii^S (r oc X' IT CO CO CO u" I • to -T to J; 10 r 1- CI -riO X) • 10 CI CO X to X ui 5 ; — ' O T T lO n to C7 X CI 1.0 • 1- 1- CI c: I- 1- d poijiif^ moij njjo Bvodxo JO oniuA [nioj^ o M PQ S a Id o *C s d m •oojj pun ojquiinp ff)JudlU!JO Onl'BA|T!'}OJ^ 'pnijodiin gpooS oojj JO on['n^\ ■popoj -joa Anp JO lunoiuy paiiiiq luojj mjod -uii a((H!j;npjo oti|i!^ o f? 3^ a -r e5 I- rt = CO — Ct >0 : >-H M * -N W iC " c" m >?? I ti -r I- o 1 iflji s > "^ 1- p "* tff 3 1 -. in ^( ^ ^( 1^ 1 wrt "5 5o ;s I- «»» c« ^ !>• f-4 ^M If^ ^H "^ •♦ 3 r~ — o t to I- ttf M l". ei I- »J a> "-iW •-< :3 TDSTgCICJ-r^TC-tTtl''?' • f) ^ 9 o t- 5J — s « o 00 ')• CI w-r 01 E^- w to . 55 •r 05 E2-; ; O ■* •* © S5 :C :» •^ • i-Tirt ^ui cJ li o" ■ -T 10 : (H 1 c ir» 1 C •75 ■ 3 10 •^ < tf 5 (- • to Tl C) 5 — I- w -r 3 = 5no l30«ifS=i"TI- '0 7171 « tC W lO rt tC 1 - 1 - -r 7» I- I- — X 3 — © "* o -r s o *i w 1- X -3 1- Ci I- CJf-^ ^^ d •-^ •—* . lO • »»■ lO X «s x 7j -T -^ 3r 1"; - -» = -T 71 C7 r -r = 7> fO c (5> O 71 05 (- to C W »0 — . I - " ~ 'O I - X T C-. C: 71 71 C 10 lO < •v 05 (?» S CO 05 lO >0 7» 05 -r --C ■» lO 1-c CO 1- >-i X 71 CJ U5 yfi F-< 71 lO -^ •-" CI 05 lO to lO lO I- 1- 'C CO eo •-1 (M "-I to •^ lO i- ts X »»• C, X "»■ toooi-r X 71 71 X fi 0-. — -r CI T r; I -o CO ro — -«• X -r to 71 to ~ -r "T i-. >— 1 71 I -71 71 I- -" CO C to 71 X I- lO 71 iC lO 71 I-" ■» X 7» to © -T to 3 O 71 X w to ■/•_ to to to 2 X toxcofoxsrotCT— iTTii- i. — n n us to I- ffj X eo ■=. o lO CO 1. 05 X o eo — > -r to « I- CO 'S5 'T X -^ « CJ ■ 71 SDCl O C»StOtOSTO(7«OC»tOtOC* .. CO 71 CO S5 7» to 05 ^ 10 ■■-: 10 lO lO ■I o to to 5 71 -»• X X X X CI go ■) = CO lO C CO 71 /. — 71 to CO 36 1- CO 71 05 I- to w to CO ■n' lO T 05 CO i '0 71 — X 7J Oi T 71 lO »6 7J CO CJ O X Oi S lO 7J to — i-i 71 I~ •^ «' -r — to •«»• X CO CO -r'*i-ieo«»'i-ii-7i ciT fi 1-1 r- "^ '>' V s O 3 o o s.^ O Ml ii c :S ■£ ic J2 is ■5 - 'c 3 C 5^ .5 8 I. V. -to; — * h •r 3 ?! a; 5 fA L; fcti a: e COLONIAL ANf UAKE TR. E. lO TITO O X to 5 1 -r 5i -i; -;. e~ . 1— i> * > . 61 o w~t * »',>'. • i. JL 55? in i i-^ ci 1^ -— •^-M T 1- i;: CJ ir. irt « :^ i o JE • ffi sicT : o '/; .-. I X • *' ^ ^ 92 ' (?j c-^ -T c< "rt «S .^ CO "^ 3D W CO , »-< ^ •-< •.-» _o &= p 3 TTn rt .'i 1^ fn ■a cf *-* ha ■^ 1- dS 2 "hlf-S a <^ b. 2 g o > rt v 01 (ii; u [>4 ES OS pi -« & 9) ^8 :S rt ifl T C5 ^ I-' tJ X (Tl 1- iO (?l w X) lo irj — 7D ^ i/l I- 00 cs (O -r -^ ' f p rs • 05 X as « • o ?l 2?S T to (Tl I- C5 ;S5 ■ 111 ' X) :2 • to O f •INX • Xj I- :S3 0 O) — X) '-O -r CI "T — "T I- lO -X I- wv to to :i :S 3 TI 25 X — to or a-, s « o". 31 1- = CI i.T — r-< S iZ— T » CI -»• 1- tOT) lfl^- = t- I- rj rt to «- rt 00 CO C. fC •V to -" 'n to i — Ci Ct CJ c^ x « I- I - -r o >— I- •^ -r 1^ CI o '- CO CI ao c» offs 00 o II S^ 2? to UO to" ?5 -rt03 C-»c»OC*X'!'0C(X)Oto»-r(r»-r to CI ■* o — S X -r CO c» CO fxi O CI <0 X fi C IT. lO — < «t -H CI CO X CO CI »> CO UO «rt«0 1-tOr-CI>«CO©C«(r»i-iCO«Oi-i 1-icO— •■-I r-iOOCOOCl-'^Ci 1-1 C» 00 — — (NOtO^OlM*!^ CO 00 "^ — ** "^ '^ ^'^ W CO s (O to CO ff5 bc B o tt! hJ S (1, a. 02 a3 Ti cy ;« ^w?«0;«;a!;2ia5i^ 3 C ■^ 'A ^1 '^^ •a 0) B ^"3 * rt- ts u « (u 2 ;q r 2v ~ 3 "Win >>. «M ^ ??, V •^ D ■ 5-5 g^..- u 55 ^ i: -^ &> a XtH E- I 3 S n s g.8 1 •A 01 3 4-* «4 J5 w u 3 B bij c r/. u .1 "5 3 4-1 3 0) ^ B 01 JS 13 3 P S: 0) - m 3 •<-> B ^A •ft J3 1 a ^ t ■s *t £ X 2 t- i"? ^ B * rt ^* *». U^ CI ^ »/V V en n JS , s B «-» 2 B. 3 1 in 0) 1 "A X -§ 0) S a «-• « s s ■w 3 (O M 'H f CD g.2 B *cn 1 C ■a c4 « « cd 'P (J Ui is s a> a. blw :: c S tS i T3 "• to B CO CI cd D-tO u E CO s. % .«, 3 T3 -0 t» 1^ U S s h th 3 ■0 B d 10 C K E- i »> 00 o B »M 404 ANDHEW8 REPORT ON I I '] i IS o bo .-00 I 5 = ' to Is s "^ 6 72 ai O O ii 5 a 3 /; 111 00 2?} I t irs X s XI "1" i.T 8 "3 5S5 s = ° 3 tf) ffj COCO tf) ffj CO !• lO ^4 I !* -r CI I — Tl I- I £ a> (« (Ml- • *i -f s c •?» •- on 'P CI -» «o 51 •» CI I'l Ti t- n I- ii * iO Cl (0 10 I - '-S /; >-< lO so r- « ci c» >."s a> H2 o O u 3 -a o 3 tfl 3 a. a. C; 4J u o a = OO'- 1 f fo T CO -»• a> Ci 'T CO fO C» O ft. I - — — ' "^ I" CO — I - '-O CI 1^ .— ^" FiH «»• TD CO ^^ CO "T O S z o o J: -c ; -a -o -o .2 » 3 1 o ■« ?. •a ^J 0)^ (A «1 W g -■^-^ e; a It s s s^ « a ft. a. - - - ^ II E S SS COLONIAL AND LAKE TRADE. 405 !-• *-H Cl O^ ) Tp ct -f «* 2! f 71 '" ~J ic; Q ?l ?, ^ : - <* " I- X m fr M « CI 2 ^ i- . - --B '^^ ^ e<5 1-1 CO "S-Si-^-S-q 3 O O Si - » a «-• ^ t? K _-= E S S S o6 if 1^ 3 1 - ff) - M • CI "» >fl * M "1 -" f fo C< !£ "^i < .-ri.^toifl-.cjiOCi 111 'Jl If s * « W '^ ir^ .1 -T , ■* X « i — t _ I- "t in ''S OS '-'■-' "5 «2I '-« '* n 1.1 '.^ I- « O D <- r^ -I- o 3-- 1- C-. 3 Ci -r — .- -1 — 1^ ■* "O o 10 CJ « I - « M -r S -f -r n = 3 -r 71 1- •«»• I- 3~. S 1- (?» I- « c CI 31 -^ ^ -a 115 >5 I - « Xj lO CI -f < - M * .^ « (Tl « r-« (N l- a t- (« CI ^•cT 5 :t ^ Jk 5 ''- ci r w ic H" rt o -r 5> (p' irj ch I -' o -t Cl CI I - -I « PS I- 111 -1 fXi O 5* I- ■= 10 -" '3 CI 71 s rr s cl X cl CI wci I- I- 5^ CI M 1-1 CM -t 5) -1 3 O 3 -a 4, T3 ■ . -a ■ 0-0 So 0- d -i; 2.^ ._:._: -4 '"J «« _i — — t; ^ a; ^ flj «> X x c ■ EC2C — -'^>*-**'n3 i. • -a • c -Si"? d rt i rt = g Cl O 't X W 95 Cl CJ M f -< <—"•-« Cl ^^ *jp 1^ !■• ;^;^i QO '^ Cl -r 10' Cl •»• iH i"S Cl Cl CJ "? S '5' "T «ff Cl ifl ^ *5 T <2 C X «•. 15 F^CI «j Jj Cl 1 - OV -»• <* ci'x ^'*?t«-gi* I- <2 -< F-* 1-1 o^ W -^ (T. M Cl 'S t 1 - I - y, 5 I - 1 - — • r 'a ift X T X c: O -" "^ 01 n' I ■• ^ X 'fl rt f "^ n'-o = ^D-"•' ^ 3 to ■ X 1-" i! X >.-5 Cl o «•* "T CJ -» r- 01 i« cc n -r Cl _ 3 O O O £ -o -o -o -o i -2 " S -3:5 O 09 br o b •" Cl. o ^■^ o c n -2 £_^'brJa »- jS c .. aj • •" ■ -« •— ■— -—I ._. rj fd u. ^ *^ ■*' (d "^ ffi *j s ■3 o I' 5 ; ■ ! '? M H S II n :■ 406 ANDREWS REPORT ON ■a 3 O 00 O ■^ ■^ t O 3 CD O O -^ ?< ■«)• I— • VO "1 CT C^ 00 ^ o CD -3 rk 0) 3 H C tf ■;3 O c c^ o X u u Dh ^ o ST. M iJ >-J < fi*^ f> Ci) Eh < Q < d 3 c& 1/5 00 TO .Tl 'JD 'M '-S CI cri ""S 3) C^ •n F-. u I- c<5 ^r« •- '■ CO in I- TO CO O O ■» "J* coo O •^ « CJ O CI CO 'M fX) O C< CI iO TO C 3 — I - 3 O". >0 'Q ^ M •* C» C) 'O "^ »r « 1.^ O t I* CO GO TO CJ 00 CO CO CJ Si D Q • c> •* CO -t t TO to s 'ja CI cj CI o CO m X i."5 CO "'■ 3 'O -r '*: C5 1^ i.t co ^- r-l r-i -r o = "rt co vo -^ 'O c»s irs -^ ^ CI CO -t — CO T ■— I -r CJ f- -» ro CO 1— 1 CI CO O t^ 1-^ r-t i-tC* -I'^J- .-I CO o CI — 3 3 1.0 3 CO CO -r -^ '.": 10 n 3 3 -H "l" CO — ro irt 31 1- 110 CO CO I* CO I' •-< I- r> CI m S « = -, I cocoroco — r-r-i-rocMO'rro35 "0 CI 3 -r -^ 1.0 CO CI CI —I CO C. CO -o I- CO 1.0 -r ic I - z) 3 CI CO n CO ro C-. cox— i3i.o©icii-ci— 1>— -f-rco CO CO uO Vj 1 - ?V 1 - CI 1-1 C< CO —4 I— I ^ ^ CT o CO "* 1^ -r >-< CI CJ CI "T —■ CI CO CI ro — — ■ 3 O) 3 lO X CI lO — 5! CO 3 •^ CO lO 1- 10 3 CO — 1.0 CO 3 10 lO 10 3 3 CO ^ -" X I - ?i -^ •— X I - CO c; 1^ CO CO 1'. CO CI -^ •^ CI CO Ct '-O 'T t- ^ "O 1- > i d 3 • rt " — -^ r* " 3 -a o u rf - " 01 Itl o o „ O ". 3 ~ . -o C 3 rf- .•3 .3 :!. be j p^fS: ^ 2 5.2 i";; 3 S « 2 •2r:^-3 SjJ,2 i^Jc^ cj; ~ .if .3 COLONIAL AND LAKE TRADE. 407 O •"^ X -Tj •^ 00 ITI "Xl ■^ o ta CO CO rH ^H -^ to -r 1-^ o •-H -* to TO CI ■xJSo o !gS = n o -r to to O -l- !T» X TD CI TO QD C> -r CT-. ?»: n ci JO vo ci lo = »r 3:1 (M I— ifl CI CJ .-I O "X •♦ CI 'O -t -* TD ■^ X ""T ( to 3 = 3-. I- fc VO CI CI to X ! ^ I- QO -< Ci i-t>-iC»5i-c< ^- ^M IC »"* CO 00 CO «n 3 s « Si ■/. J .2 1: "rt o S u. -f CI -r re r- O CO — "X. 'O ro Ci '" i/> to CI to t o c^ to X — "/- — • to 1.0 CI X = ?i « 10 ••o ■T3 q 15 t^ O •r 1- 1.0 to C5 1.0 CI to CI CI 05 o bo d ■* rt I if li;; \ I! I I I . 4 i 408 ANDREWS' REPORT ON ID 3 C O H w ci E- C o c I to 3 • • o 1 • • • -H ?J • • •r • ■ • GO TT W • • C3_ O 'C ' \ns • • «r • • • ■^ 11^ « -H • • -* 1-^ • • 1— 1 : : : o • • t s • ; ; ; : • • • • (» -i< • t i» • • • .o o ?J • t 1- Cm o lo a> ; "T • • ■ 1— t o • • • • • • 5 "* ; : : : o '^J = c> >o = O f O (W e^ c» o »o OJ CO • a: 'M • . • CM- X OQ 1.-3 no I-' w vc ^^ - ilj O) o . • f-^ to O • • ^ to V ^^ 1-c n 2 « n -H "T »-* %*^ rt ■M -a • . • ^ .■S — , ! — aocj -f 7) ^ '^ * • • -"^s s o CTTJ 1- 1- 00 <-< ? 3^^ 3^ 1- 1- . • . . Ml- ffJ T) 'O -»■ X) o • = -^S :2?; 1 - X' 1 - O -T .» • lO ^ 1- «o-r 0 '5 ^^ -f CI •^ to X. 'l' to <£ -Ti o ■?! i_- 7i 2 S u -; L-t 1 i.' : w 1- ; "• s t- o !^ ft • - Y ^ \ >J^ 7I CI SI 5 ;- • ^^ • • • • • • , • , • ■ . : 5 ■ 03 • ■ * c * • • * : i : ^ ■a • • • !; : : : ^ : : : > 3 ^^ ■• \» d «^ t c* •e <»- " ... c •< ; o -c ... 7 ?• ; I J «•■ : t; o> : : : I- < 3 £ a. : s ' "a s * ^ • 3 a, : : : : ; ^3 * 1 : t 3 .i • i ^ • f^ _r Isl^S \ L •or; jB oSrt^'c^HoS. o ^ .S o £ CLd, * ^ . - - .- r *- — ,t- F- k. L. U k. U W ■'^ ^*: D »: -/T i $ i a $ J %% ■i on « « t ■> C JU M b ,b ^^U u <; i-/""^ ; .; -i -£ — ci uf r Ti "T «r X 5^ 50 I .-! 71 I- CI 5 © - / •-. 71 '-C = = " ~ '- ~ "^ IS ' ' CI SI S T CI 01 tc = to CI C5 — =; — M >c ;z /: I - c - m fc -^ — . CI tC ■n' ■© f. » I- *T I -T T CI — I-. ?> CI s «a TO CI CI vc o ^ -r — - -t TO r. I- C CI C: t - CI T-. S=' tOCJ !0 J3 : : : : J :i» ; Cj ;: O »• H .^ k. ^ Ix u r' i i X a « J ill = 2 s a 5? rt O CI CI CI n — • y; CI CI ■/. -3 TOTJCKritOtOXSC^ -rcoi- — "1i-S(035 T.' -^ M >-< -O » t CI — -^' = ;c « tJ cf ^ sT -r n 1— I (CJ « ■«>• 1- = -r C» -r CI O C» CI to X '^ 'O t ro 'X' c '-I '.T r-. CI — X C! — ■ -J r-. X X •— i-S I- r-^ iC CI CI rc^ CI n r-iMCi;o 1- X-ft-^O-^OX "I X X to to T •»• « T ^, CI u^ CI C-l rx — < CI -r TO : -f = O X CI CI CI — MC re C: CI CI .-r %? CI CI -r — rj — ci -T -T CC 'J IS X i.C CI o.*' (s .i i3 -5 41 4J t :. ' -Q j: — ^ r ESSE? i. n '5, -3 —I "3 tr. ^ O —r !o CJC5 o C( o o o X 000 X o o ■<«> l^ u^ X l- Cl X CI i- x X CI CI -r o to t- c. •» to 05 IC T. C. CI to CI -T ■»r GO r^ 5;:; *' to to X -^ to o cr. -^ =^ to — X Oj to CI 00 C<5 ci to to^ i4 10 to iX CI X ST. CI "-. to X CI Ql « iC 1- X ■J o o IT X X . . - -r.ji. ■f.'^ Tr^ Jr "* XISHQantBi-HMtBOU, tx o o CI -^ l-H •* fC -)<~ CI S) CI . o o 3 ■3 CI X X X tc .X x to -r u^ X to T •r. to CC CI " -< CI = X o — to ffJOD « to Q\ m c CI X — -O X X I- ~ ' I- w = to I. /- -r -T — (x'crmci -r t- to CI ~ to CI CI CI X CC CI ~ C-. ~. iC CI O X CI CI I- -r t^ "!»• Ci >-C -^ CI CJ to to to rv CV r-l -T — X to -r Ci to CI = :•: CI i- -T C". '.O C". CI -r CI CI := = i-c C; I- r. to C! >— -r 1-1 Tj. t~ S) _ :^ = i J; J= rr r > -^ !T^ rn = X) to X — iCI n < o 410 ANDREWS REPORT ON II I ^■1 I- o 3 I Eh Eh C-i 72 c o U y o >- ci (-< C ffi o • •^ ^ CI • CI 93 'r» CI . cl 'h4 ,^ to o = •-* '.■^ «t T^ r-) 3 O u ' : : •fl< 3 j5 U) o o tS a w to o JO u a i-H ,_, o ^^ o ; «0 C! 3 •^ TO = X 3 f -t CI c -f CI tr — -t X C» 'I' c«5--;o TO no -T :o to 3 to n n -r r: tc ci e ?! — Cl . - ^ r« o r-'^ >o I- O lOOT (Tl'~-^ to 1- rH * r- t- K X) i-o to i.T O 00 >* « O (N o 1— ( !» m T ■—1 I—i ^. 1 H f—t f— « 05 1 to (TJOJ CJ '»"0'•": ?> i^ ■o fj i-*^ "f -H -^ ^ O r^ 1.- o >^ to TM - X 1- ifS '^ , X 1- rt CO -r-r-J(--N«j'C^r^— .-TC^-3-^ = >.T ODO *■ r^ Ul »" ^ 1.-5 o CI — ~35-H C5— 7( "* — T 1- cjS fj 'T?» o :t> "Q -< ff< ffj n r-l (/^ •«)' o^ ■^ — to •-I ci -r r> 'J' to -r « o -t o = 'r» -t = CI CI ?! x K TO •o T^J ;o ir: r. 1- -o X) T C! '": X ci i-: cr. re -f to o ci -a- u o ci X — -"r CO — 7 71 (O * •n' ■V ■n* 00 2 l-H T l~- l~ -< T X n 51 — — • t/> •^ X — — < 1-1 to 1- C E < -r ■X ~ X CI 3 -T = -f 1 ^ — . ^> ^ ^ T (O w> -r v: X IT — C! to r • rr» H c ^ 7. /^ .^ ^ , 50 i.C X CJ 7C X o c cc . ^ c^ ,-. -sj c ; tc :3 1*4 (O >0 '-) CI X 30 CI • ,-^ 1- ^ n — CI o jy O o o X 7* i \ r to — -o"^ X QC • • • • • O , * 13 • S • ' • O. • b • -3 i • "t :i c \ ^i) _4 o 1 1 • i • L. 3 1 i -3 » : % : • 0) ! -i « E 1 b . V • . o • i. "3 |i5 •1 • >• » r ■ :! C c i ^ 'S 4 t2 .. 1^ t- 83 .1 'J ■ a. . '.-^ '. . * • 1 w • - ^ ! -3 I 3 « ■ C i ,? \ < • b • 1 • > : c • ll X bli jM 2 « 9 A > O Tl • ' Tl • 1-H • X «?• Tl ■—1 CJ ■fS »«CS * r- r- O m n r-H "!• ;oc» ■X l-lft m CX) C5 r- w^ I- cJS — Tl ■X s -r uu c^ -r 1- X to .'4 ?5 V i- / ji d O COLONIAL AN0 LAKE TRADK. f QOt CI ^ Oi n ^ !r -a OtOO«50»tCTCrX C 15 Tl 55 m O T; O) W 3 i-H ^ »-^ CO ' H ;fl rt p-l lo -rT0O»fW»'«J'OTDT0QD-1" Tl = «! « 'O ■»»■ 50 TJ to (O 00 o t- 'J' -H 1-. 1- -^ G< M cao 0-4^ CO XI o - o ^ i2 u 3 1, w &. 3 O H c a (M TJ to <» f ta TD i-il- 1- « 3 MTI m- « -^X -- 1^ •«• 1-41— C :^* : XT* 01 C — T» -r -T o 1- »r M I- _• 3 5 S3 g ? 0.0 .^ TO TO -r Tl o 00 CO (50 00 o CO CO Tl 00 00 I- 05 {^ 05 CT o o CO Tl © o n n CO OS CO o CO I- 1- ^ -r i- s) lu a. CO ■^ o n 1- C5 •q- ;o ^ t- — i l.'^ »-^ CO o X. Id u 3 a o -o *•* Id u V a 3 S c 3 -3 C Id ■3 O B i4 •r is t. o o-t: 0-.-9 •>* f S 5J X) « -s in s ^ CO CO 11 4H P-2 k. "A"}i a feg. w ui « o j= b - S u C " rfi sj 00 ._ - 4, I—* — -3 *J >r: s ■* ^^ X Id 2 =r> ^ — S '^ CJ CJ CJ rt >- _— OJ a: ^5 '^1 I I i1- i < il ^r 1 !1 ii '.< 412 ANDREWS REPORT ON No. 12. — Sintcmcnt showipsr the value of the Icadtmf dutiahU articles Ports. d Cotton manufact'g. i a a . u o a c a B i i. i 1 6 c .-3 a .J in 3 $2,280 c « u Hi e c c 2 AinlitTstlmi-f? Until »1,412 l,Mn li,;)'20 If20(l * !!'' .ilOd l('2,(:08 *7.1i (US 1,21(1 1,>44 4, .''On 7,;kS8 8,9i,S 1, :.:■_> At\'i . . . $110 »il(i ■J.iii-.t 11 '4 2,921 14(1 182 i'l'iii Biiiwcll Belk'viMi' 1,9:12 10,182 0, 80 1,(iS0!|;7,( I'll 8,484 744 4.47- Mi: 1)1128 204 1 ..'i62 ♦91' 1 72 90S| 1,4 BotKlllCMfl ... ' CliiithiiMi Chippewii Coll nm Coll) urnu Crcdl' 2,!l'i(l ti,;tt)(i 2,(IH(I «,(i9(5 ■;::.. :;:;::i: 4,1 8 o,r.>4 14(1 1,110 7'2il .S4(P 3 4:!2 I5,r)2S 1,14(1 84(1 8,472 8,8sl 12,970 7,.'p90 1,712 ;f,')0 1, 44 448 4' 282 4,(112, 9,480 4 jj 3,0(8 88 ri,i72 1,721 218 9is 0)1 08 2,490, 108 412 1 8,976 1,820 l,7.^2 104 '"ioi 028 i 1,000 HO '24 I2l! 1,448; 812 1 ISO 6(id| '282 Dovir Bni'iivilli' fi,0(i8 0,810 1,4.V2 l,s.'!2 . , 1 1 . Fort Krie Ooilirii'li 1,(196 1,410 7(ii 2,;)('.(i 524 1,4(14 2,892 4,808 l,(im(' mii 80 404 872 ' 1 670 844 188 1'24 2,.V24 208 1'24 108 112^ 62 Ilnniiltou Hope Kini^stoii .... 1W,.M2 14,I(U 71,2ss .'),(il2 2,172 828 1,9S4 4 171,42f 112,792 lis, 12(1 1 8,728 9,4;i2 1,244 1 1 .. . i',r.s» "i(U 1(1,811.1 27,44(1 2,928 8,0:6 024, 804 NiiiRiii'ii kvillo Owen's Siiuiitl 6,oMi ..." l,s6(i 2,1(10 2.20(1 8,428 4 4.(188' 2,468 1 870 1,-2(1 b8 12 1 . . 1,4 io 4 l'4',('l44 |,V> oil 4 ■•i(i4 "61,8 •2.^0 472 i '■'=* IViiftiii t:uisliiiie. .. Piclou Queenstiiti Ron loiiii 7 0,82S Tidd 4,o:i('> 441 ,'j72: '4'.iW2 1.82S '.'.'.'.'''.'.'.['., "am 4.O90 2 7iis 9X1 1,290 1,0.2 1,072 ! 021 1 .. 4,880 80 8,87'2 004 ""f.io '"(Ud Sill (Iwicli tiariih.. 8,i66 .,472 i 2,I'28 li'.M'i :i7(i. 74(1 0,82(1 8,^24 4,092 l,d-d! 72', 90! 1,814 2<» 71'2 080 1,401 8li4 . 1 1.18(1 1 482 ltd 8S Ptiiiilry Toronto .W,296 22,n;Vi 152,v2ll .'i«,472 172 4.n.*>« '^.iHis l.'>,2so 1 18,9 1 '.'9,(104 . ... 12,.'.9J 12,870 2,.'.;t0 1 ' 1 6,900 21.070 4,l!jd 1 1 Wi.'llint!ton Whitby 104 Mt2 'jOo; 82 .Ml 214 90 208 1,080 H2' l,.'>(io 1 970 I4t 4.012 1 1 '28 2d 0') 700 Frookville Maitliintl .Sl,.M'>s 9,7.V2 17,tion 2(1 4S 1,1 Ml M'4 41 'J ;i:12 41) fi("i ir),888 HM'i 8,7.V2 4,ft08 8,780 1 .... 1 ^^i 8 2,808 4,862 2,090 948 2,910 roniwiill 1 ..V.'i 424 .V)2 fiOd 2.'iO 1 84d 382 fl'.' 1 62 Dickinson's LiiikI'i?. WniiiUi' < 444 "O8O 872 "«84 "iVi 72 80 .... ( ••■•oh'::::;; 408 '20 1 Hercloiil llenwtiinj:foi-il )liii]tiiiL'il()n L'H-ollr Montreal I'liilipsliurjr I'olton 1.% H4 2,.'W() M2 .•J4(i 140 ri4,ifisro'(i',i;i2 1„'i(i(i 9(>4 l,4rt4 IV.'il 1>4 1,404 l,Vi 61.' • •■•! 84; 1 fiJt'.iih'i " Cos 1C4| SSO 22,7(14 SI, 044 "'72' V,''72 4.:190 9,'.:'.i2 191,980 so ,'(i4 1 .8 12 4,.'I70 2,'244 1,192 '.^4 840 7',f)08 1 141 112 120 is'.iii'i m .^(ld .... 1,960' 44 . ..1 . 4,892' 60.8 9,884 270 OIS 880 18,208 48 84, t 8 i'i'.'iO'i '28,611 696 ::::::' "•io ::::: 4.890 104 428 67,.')72 18,012 11,101 10 1,410 1,1 4 1,000 0(14 670 H'ansteail St..Iolm i^utton l(i,4So .'>.:)Mi Is.io-, 2:i0..'.-o (i2,7•^>^2(l^,l-4 44(1 mo 472 l«i.s.')2 '20,7s4 l,9- M 2S .'.' 941 I,:«2 ,'),20d l,',,9oi 1 2.'i0 28 4,964 32 &90 ,';32 1 80 •■••^ Quelle!' Napan,... 148 1,214 hi 28 48(1 .'lO 1 Wiilhifiinirff l,r>S4 C2S 2,(iO(i: ido; 770 1,644 641 110^ . ...i 1.0T6 780 164 200 8'2 (tiispf Ni'M CiirlUlc 2("< 4:!2 fid liii • "I 164 1 20 ! 10 4oi 1 1 1 • ' Ni'W ( '-!<•( It' «,. S88 ^T^ 48 •24.S 624 2(Hl • Ptainforil 1 llllforii 12 4 , ■■■;: :::'::i::;::i:....i )65,1'24'' i - Total i 893,216 1 Joa.scHi { i 14}9,26d 1 118.84-! .8,7'24 1 ^,768 42,692 1 47,888 89,204 120,282 47,8(14 .'12,096 1 From till atiove slatenicnt " free pooils" have liien o.xcliiiled as fur lis pructiculile ; in sfverul ports, liowtViT, rcluniintr only tlo' Kcoss values at the dilfereiit rates of duties. Mo.vnihAi., Miiy 1, 1862. ; MO 1 2.^8 ' ' ' f 472 2S M4 ilVi 120 Ko; 712 8S ■'io 09(1; .... I i)4.H 7 CO 2,'JM» S41 882 !>2 .... 52 82o! 4-> 4 08 40S 20 S4 84 1 S I ,292 2;i,Ms ^9fl Hi ... :11M-. HI 14 42'* ,,',72 lM,rtl2 11,K" ,4lti 1,H 4 l.OW (io4 .'>7l'i 164 2(10 82 "io. '.'.'.'..' «,2y2 47,Mi4:i2,Uy« rul port.'t, however, COLONIAL AND LAKE TRADE. 413 imported into Canada from the United Slates, at each port, in 18.31. 1244 8fio 4 fi.S 220 i;ii! ♦H8 I 8,04-» ft, 290 $2ili $tW4 IS4 1,844 204, 8, H8fi , ...... ...I 4ll(i4 800 2S0 M12 . «, ,'i't2 24 Hi:4 l:l,s72 ii.-.2 4, .'.24 II, 1)20 2(14 124 f>7,(i's '. 2,420 8,4(10 , 4,Mio 8,S41 4 :i: 1011 2,912 24 l(fi M 1,11118 l,lss (iji.Jii K! I.OU 2 2, l,ti;I(i 828 40 ♦2S4 7.') 1,80K 3 Vv3 •3 a tl28tl,l'<'>2 mw, ... 701] 4:l2i|ll, 940 4H 1,V2 22ilj 2, 1041 24 (lol l.')2 890, ^Klo 704 824 l,'.'i2 f'.'i 411 2i'8 lf)0 1)480 892 3 o H %Wi 48ii l.'id It 8ii8 8(10' I l,tM 2,084 10 (l.'i(l 2(Hi 700 20 40 20 128 121 (172 20 108 292 018 fH,4S0 »1,'.,8,84 1 , 292 9, 884 10,772 ,'.2,i«54 19,8.')2 98,524 182 2,')2; 8| l,«12j 64 8, >04 280 lit) 72 1 Ifi 52 84' 16 ', 82S! 808 76 I 9, (124 7S4 4,0(18 I9,>:l(l !.. 95(i 2H1 . 10, 3 lo8 72! 4,80> 10, 200 424 2,21(1 82 828 f60 010 20, .■!.'» 61,110 52 280, 280, 2(14 272 110 2,,')90 ....I 88 t . . . . I 82 52 1,510 82 21 50(1 910 soil' ■.90: 801 72 8 '.... ....i I 108 ; I, 150, 782 l,4si) I,9t I l:;0 428i 52 7.'iO, IM 144 24 120 80 .i 24,8.'.2 12,988 . . . I 8(10 952 1 2, 024 '.'.'.\ 0t8 512 280 172 4li 3, 288 ...."^1 870 1,092 ..3. 2, .'>84 172 272 1(10 1 292 7,848 1,914 17,o9> 12 7.10, IS 4,201; 140 1,(1,'>2 2H4! 828 184, 120 1 »()' .... ' •r I 8 282 82 114 82 li'8 100 80 8H0l 1,970 l.'>2 nil 4 lit, 824 ] ' 20 40 1 8(1 28] 472 790 i 2,220; 1,040; 920 1,(181, 9-i| I 152 281 86 , 40 >-4 701 •-■114 140 84 272 412; 20 5,072 8,!« I t 27,228 2,M12 1 2ii' I 8(1 li 0-1 1,12S l.O.Hl 4 52 7.-1 52 50 10 28i 20 82 22.8 82 28 811 1 ISS ■ I I i-^4 ! ; 92 10, 82 . 4 82 32 . 12 66 , 72; . . . 186 21 .3 4, 952, i.!8; 6, .'Hit "780' 481 1:t6 1 87,5(11 ;H:i, 4 102 2^,102 12 4,9-1 811. I 182 . 86 . I......J 5,490 1 224, 4t TO, 52 Mil 6, ISO !tO' H2i '.".'.'."\ 150 1,22; 21 •| 104 60 20 ;i,SS 168 , ...I l,4ol 820 9, 1,')2 IH.TH 14, lOS 2,090 ""41 '.'.'.'.'.'y""'\y "'I (.'.'.'.'.'.('" -n 441' 40 811 908 ,M;8 4^0 i 1 , :)48 25, 8iis 80. 0'^S .'lo, 290 8, S12 i I "772 i.'xl 5.-.(i "!!!!l'6,'480 80 224 l,0'.>2 41 22il; 140' «o| 172. 108 , 5fi 28 . 620 . 92 890 116 . 41.... I .82.... 910'.... 19, ,580 8,42o; 2,450l .50 528 ( I 2il 204 ;!28 810 804 25, 182 15,128 2,2.50 4; 7,880 1,870, 2i 124, 4H 82i 428 148, 2001 12 84, 48 , 416 . 16 24 41 201 24' 48, 100 147,282 49,(1*1, 1,780; ,504 2(1, .580 2,710 10,010 107,220 '.1, 7C.K 8, :19« I '229,711 i,' 2",7sl 7-'li, (170 ls,:i 4, 192 810, .52 18,1:12 17, .M2 2,012 8", 990 12o,:N-i 7,4111 ,4110 ,127,.'>i'8I, HI 2, 12 2o,:;01 :I21 5.510 518 0, 172 4,5'0 1 , l':tO ll,.'iOt 7i,vn L'-i8 7,11.0 1,011 Is, 2iW hSit r 1,2 IS ss.s 1.5.404 31.'., 4' 4 28,101 2, l.T.> 14,09.' 4 .8, 5 IS 1 1 , H.'iO 5i,'-i;s 8. (Ill-, 1,710 0" 8.0.S 8,220i Oil'ij I'i 1,1'S-t; i,i"4; 21,8:10 l."2t 4.8,160 148,044 125,404 7,498 8, 5,56 07,984 14,070 78, 820 110,S40 29, 2.50 10, .530 1149,' 7.56 71,728 748,2:19 8s, 084 40, 700 780 2,52 42, 7.83 4:1,820 1 •-', 286 .80,998 14.s,720 10,008 270,093 , 5'.'5, 620 2, 8.53 20, 4,58 141,5.56 4,53 11,9.53 2,800 7,(i:16 14,,'fc58 0,200 U, '82 71,824 28 S 10,90.S 4, 423 18,2tH 8,5:13 18,089 5, 9.TJ 16,880 887,9,58 80, OU 7,S60 82, 4,53 , 475, (1.53 8,984 141 1, ,504 22. 120 2,440 1,108 18.213 6, 860 1,880 840 1,2:13 8, 928 21,888 1,,5S4 19,920 278,408 19,296 79,810 18,828 88,0.'.2 44,26l.80,768.'fc8,l., ,2, (Wo 110,988 81,141 17,51-» :l, 9(1:1,040,7, 971, 3S0 \ I I I I I I I J I I I I I no cpccliil returns of free go. da wire made. The enamcra;loii h likewise very Imperfect— some lippor'dtit porti TIIOS. C. KEKFKR. t Si' ■J ! I 414 ANDREWS' REPORT ON No. 13. — SinlcmaU shnwlnfr (he (junntihj aiul vnhir nfthr prtncipnl arti AkIics, pot ■mil in'url. Plunk iinrl Ijuiirdii. Shiiiglca. Cents mill other ciillli'. Ilorscg, Wool. Wlii'iit. I'mts. 1 U § ■a 1 a s at a a 1 1 u B 9 1 V, 4J B •a 1- § a s a 3 9 AinliiT.-MiiiiK JUalli n(t'iM.4fiii 1 45,810 «2(i ft,i(is 1 UurwiU .... 2,884 160 I|l4,ls( • t . • • • Urilrvillf (Is 1,9(14 14,.'i7!l 1 10.404 ilV) :::::: i2,728 U(>Ii.IIm;iJ Clmlliiiiii 'Jtl 4t2(l ;. 5,.'i(l(i i'l 070 i,22s 10,170 27,641 Clii|>|if\\:i !i22 l,l-.'il '2,2110 8,012 41| 84 1'i'i Ti!m 38 31 ♦72 2,020 10 41 (5o'< .1 ll!ll 4,lN0, 18,1)1.', C(.)l)'niii lit' ' ' ' ■ CrtMlit l.Oo.') (I(i| 1,1 '."i 9,'.'71 8,090 (>,.V'4 45,28(1 49.(Vi4 0,.%73 18„%9(l 19,997 1,80(1 I)allniu--ic 4,MiS 7,lM .^'.^,.^^o 2.'),S72 Darlington 3.88 ,')(iS 502 730 945 1-1 81 1 ■ ' ■930 DoVlT 5 !1 4,7tm 72 16 "26 i,i40| Jt,sri6 Duiiiivillt' ' "ilVl ' 'l',(M)6 Kort Krir 600 0, 2,42ii 127 8,199 2,^^00 30,072 8 +S(| 12,864 1.M) 8,848 8,518 2,r>(HI 99,828 Niuffai'a 1 ;'. '": Oiikvill.' 2,0;U: I.VS'Jii 1,318 82S Owtll'r* Sn'.JItll 10 !U4 48 51 fill 107 1,611 400 1,312 S4 18,888 Pt,'in'taii>.'iii!»lu'!iL' .... s 1.1 ;s 80(1 4,.V.2 620 211,0(18 1 1 i,iss, !',;!'.: 8,C,U2 45,24;t .')4,902 1 919, 10,224 44| 7ii4 4,NSli 3,^,300 792 Ptunlcv C 144 350 7i2 764 Tiirotiio Wliill.v 805 0,100 4 541 4.^.ilM l,5o2 2'A'ifi i(HI 2,181 400 29,'<(i4 3.86 420 22,' 6h 60,165 9 '"'i7o Uroikvillc It '25 244 Maitliiiiit ; ' CtiriiWiill 289 8,472 57 99 3,2 4> 5,.Vi2 4,8-i4 007 ! 1.8S-, IRs DiektiiMfir;* J^aiiilirg. 13 kh 2118 1.4(10 38 O') 2.'15 1 <■■:*■' l.%6 20 110 2. 2 HO8I ^!< 8 480 250 145 28 232 100 2(HI !1.".0 V(!7 2,411(1 4 Is-. 1 ,2(M1 7,4fi« 1,9.'>0 Maria-l'iir^r 4H 7011 lilo 4&i 5,600 328 882 60(1 5.»t> 7,.')00 112 Kki 21 6! 82 4,460 6,000 4,000^ Kill 970' 1,140 24 ' '260 420 Iltrt'tor.l iic'niiiiiii;;ror 12, .874 211,782 12.9S9 14(1,1 70 lN'.,8»8 Is8,(hl4 41, sort 7(i8,4(Kl N'lri. — Till- ir|iiirt( .1 cxiiurt- fniiii CiMMilii »crvi' liii^liipw from wlial |Hir(.'< tlMMlitTm lit iirticli-iari' M'!it,iiiii| tlu' rcl house stuIeiiiciiiMiii Hie riiid'ii 8tut<.» ti oiitii.'r,iiod tliesiu la,it liuve Ijucii eiiijiluycil 111 iHtiiiiutiiii; the truUv hctwuuu Um Mu.Ml.l..*!., Mil'J 1, lsi2. COT.OMTAL AND LAKE TRADE. 41.0 iicipal arti ool. Wheftt.l a a/ 4S,StO .2,728 iHi^i'iail' 27,M1 111 i,22- ll.'i ltt,47tV ■ • • I . . 46.230 ■• ■ ... 4U,('M ! H,.%73 W,"'»38! iNf-JHI ...I 1S",««7 .1 1,30(1 ml i,i5fii«''»^" lt.9 !1,H4S 3,M8 2,WM1 ,31 S 82S 99,323 " ,Ml\ fi 4: 1.724 1,283 i,h«t< 21,907 lis! 224... i,.V.2 1,1>'< I iCiis 3,1.92 ».'i.243 I . . .M,902 ;: ;::...! I 60,1 (K> l',i2.^j■ 244 9 ;,V.2"V.:i-->;'"'i70l (i(i7 Ifi-'i '"43 H 48(S 14.'. s,72n 1,904 208 .. ft.iym ' 1,140 imi 24 "260 "420 1 1 20,426 :::'.: i 1 ,22(1 fts,.s;?s 9,424' i 8,871 "l9,277 ■' 1(141 »• J 40 1>3,IVM 41,>'9fi7oS,4O0 l,.i jirL-^i'iit.iili'l tluTcl tliu triiJc bciwucii tin cifw CTjinrlol from Caviula tn (he fJniteil States, from rach port, in ISOl. Wheat. F'luiir. BarUy rye. anil lluaiii* and pcaac. Oati. Uutter, KkK"' .1 > I \ U i •a c g c i pi- 1 1 i i •a 1 1 1 "a 1 1 a S & > 1; i c N s 3 > 1 1 $.34,31)0 . . 1 1 ♦42,iWU «79.480 212 ■•)!■- Is 32,2s9 t(l,30S 7,s22 *3..').'i2 1 23,824 ♦0,42s 1-1 21,4'28 1 . 1 12s,|si] 6,440 132,360 2,744 2,.')«U 9,9tis 4,804 1,99611,727, 1 1 6,190 13,803 3,316 2 ♦28 1 147,868 1 16,902 1 1,671 sl2 2,049 1,316 1 77 832 1 12,('i(U, 81,196 ( 1 1. . .1 . . 2,060 12,372 168 7,628 H.ll.'ill !11,7T< .'.24' 1 6ss 1 220 1 71,018 1..".29 770 1 ,32S, Ml 944 27,136 M,4,M1 lll.oii 77, '> 1 272..'i^i 4,IHH l,'..|ii 1 1 1 181,208 37,240 1 i t 2,608 |sS' 7ss: 1 ls.272. 817,206 8,8 14 1 itlliil 404 7,286 2,176 j , 20,900 10,«0O 14,99(1 20 1 9 2,770 7T.;!i-.4.. . 1 1 1.61,404 76,416 ii.(sii f,i!« •:,(! , 1,S4U 6 211 l.'i.l".") S,til4 70 200 36 120 3,600 200 016 32 66 80OJ i,(ilMI^ \vi\ 17,s24; 2,068, 8,992 1 16,992 :,414 29o,ii2o 81.276 8,264 1 ..1 .1. 8,(92 1(17,97(1 8,060 2,44(1 2,00(1 78,062 42,ii7 ir,s(V.'ii 8,(M2 »,><2S' ,',1111' li',7i'9 .12,I'.M', .'1 ;i 3ii«,, (illn 4,ii'.MI C'.iH'' fi„Ms 3,ii;i(i 4,.i;ii 218 ;t4ii ''17(1 1,779 90 82,072 1,800 24 8,496 lai 60 1,081 (i2.s ■■;;;;;, ■■■ii;> H,'2'J6 C.l'. 8.V1,248 1110,408 421.016 s^ • 2,088 1 .'.72 1 122,SS0 ,, S4 770 60 3,736 1 1,4111 17,soft 3,296 2s,444 6,(!iis 21,263 1I1..VJS .'.;!. 4 so I 21„'.92 39,-:i6 \ s.oi.s 46,st4 1 1H,936. 86.304 80,.'',s4l 827,:i68 2S4 ' 22.S84 .1 1.9(V» 2i'1,164 5' 1:1,14S, 70,648 . 1 392 ' 3.692 8,.Vl« ;! 1.-90 i.io.') 89(1 ' 1,270 634 IM 1,662 26 316 124 40 892 8 1 Ill I)'. 2()| 8 9 64 ! 1( i ' i,l40 S, 2s 1,312 6,s.'.« 13,736, 7,376 1 ' ' 296'"..;;. ;;;;. 12,092 7.'is 'j,iM 41111, l.iii'i l.ii.'iM 4.211 7,.V.'.', 'j.-i.Tii- +l..M!ii ir.-.'.iil 2"- Kt .::::;::.::::;!::::::!::•::: 1 , 1 6ti6 421 1 SS' 48 436 1 .4:1'' lol 360 844 (>7 936 III,-.',',' 1,1 'J I02 1.li:t2| H(l4."i 41'.- 29,672 I 7,S(|» 8,3S4 83S 1-141 1.318 178 l,'.'4s,. 41,700 1, ........ ..'. ...1 1.. • .' 111.77:; .'i.s U.7;(rt 1.'>.!I36 2 82 1" ■ 81,736 29,.Mt I,i9.r.'i! 2,4 11 l,2iiil 7^1 Jl'^0 8,010 2,164 1 K Ii'3 :c,ii 491 244 71('. Imi 4'M>| 1,(140 4SII (Viil , : 1 392 22s 7lHI 2118 42s 4,472 7.V2 7 4,(io(ll i,312 4,726 1,1 sn lll,llii(|l 3,7 .2 2,:!;12' .'lOs 27 808 ! 1 • 120 . 1 620 10,'23« 1 8,- '24 i 1 1 1 22 1 1 iNS 112 li'i 24 i.'iii 12 1.960 4 44 1 3 .'iiis 4,132 272 1 ' 1 .373 i'> 16,746 41(1 7,621 1 15,6.3 4,o(')0 lo-l 1,960 4,268 ! 12.944 18N 116 1 ■ ' 1 6n 600 261 :i,liio 274; 'i-OS-Sl 1,;196i 6.:!20 ■ ilil 4T 10,S21 5,42( > >; M2 i 'iM 2.V1 192 1,11(10 7 s.v: 14.(,.'Ml •24,008 32,900 ;;::::;i....;.:i ...:: 1 124 , 1 63 16 4K8 2S( 201 72 100 •J8 24 624 844 6,S2l l,6.S(t 9 8 ' (i.292 1 . 1 1 ».',:( imV 19. 488 ;i9' l,^ 6 1 1 160 140 118! l.,Kl8' .' 8,104 .! 8,25. . ' 632 X 1. •,.',;!■ 16,296 SOC 61 6f 65 I 600 . 7'.'S 46S s i6,4.'.a ■■■■■■■i ,•••••••,■ 1 1 1 2,.60( 11,180 816' 1 6 4' di! 12 1,72(1 ! 19,817 &,6Sb 4,308 1 , , 1 1 1 ■ r.sT 1 .',( 27..'i00 1S,084 11,. '.46 A5SS 1 4 i,-:si 688 i!6 2i'6.r'4o: 272.416 .1 36 10,14( 1 88,068 , i 13'. 2: H 97 2 7ii4j 2,812 19,084 11,63 ■( 667 6 . 276 I 8,36.' 294,80S 80,204 82! 1,03 i' 2.964 8.848 J 10,6'i8 41 1 ,75.'> 3:l,.'>92 .M9,432 : 40.128 1 006,276 1 1,32,%: .',,3( Kl ! ;i;;;;;; ;;;;;;; 6.2!lf 672 4,'.( js 1,112 ; ; 1 67;4iVi ..! 212 ]9,4.%3 .i 13,486 6,&S4 3,031 f, 1.. .., 1 1,484 1,68.' 441 8,46V ) 414 1 166 ! 864 43,106 n 7 6,416 1 1 14, 5| 1,604 1 700 t ! 4,784 1,98< J i;;::;:t!'": 61,564 f . -i II 67,644 724 1 10,'22( ..\ 42f 10,220 11,60 ) \ 41 y i6f 12,51S . .1 2 S . 1 82 ) isa 12, ^ 8S 8.. 4> HAi i',:t .1 K SXJ 1 10,4^0 1 1 ...„i..:::i :.■ .. ..; 6,99V .%,923 ) 33 1,97s 1.1 SI, 4 ' ! ■l < 3,660 38,004 491,76 ^lllo,.^^ : 76„'.a 0S,',,2iiS4l,.'>8.'. ('617,40 ■i 1.1.-.,70J 417,4 h1 ;1s,oiiS 1,716,92 < 5,339,800 »tiveoxpni( tniilr nf il.Hiii'iit purl.'*. Till' roircct iiiiiiiitilii'siiiiil values arc, liowi'vi r.ii.-n ilMinril I'loiu tin- ciisloin- twocouulrks. Tlic 111 i mill imports of each couiiliy arc the only true aieuauro o( the rtspcciiv,' , xiicris o( > ncli. TllOtf. C. KKKFEB. - I ll Ml r 410 ANDREWS* HE POUT ON No. 14. — Kqinrfs of the ini/n ijntf arllchfi of Ciniadum prod urn and AnhoK, p(vt anil pitrl. I'l.'iiik anil lioard<. Cliili(!U'.«. CoWH. llu a ■3 rHuii. i > »nnl. Wheat. I'ortjj. S. S a a) a ■a > •a >. a 1 a K B a 3 |m* 9 a > A ■3 Aiiihvi'Mtburf^. ...... li'i I'i.llH'.' ! 80,000 lliitli m ■i.OltHJl.'.'MS 1 14M7ft s'l,!t7'J 10,(i|s s,',,l-,( l!-'l l.M.'l '82'i ' \-i'ii> 1,(112 U,04il •n iTii 4,671 Durwi-l) Jl IMV2 •1 nil' '»i6 6,i!ns 092 ' '22 29 ndlcvill,' itiW 9,404 92 92 1 0SI2 ♦1,»2S 80,688 60,144 Cliatliiiiii liW H,1U2 1 •'■I'l, yin 42,280 i,i'.M i.i'j-i Mil f.9. SO 41 ♦!i'i'» l.'i'n' tso 2,440 0«,70.-» 0,910 ......I .1 8,040 810 2,719 ColMllllt! Cnllii.iinii' 660 CriMlit 2, tun 1 (..'"< 1 l,nn7 it.iiTil lt:ill «.:ns 7,2><« .M.niH 24.^ l,71(i 1 1 1,'M,068 I)ulll')tlsif 140 H,NH 4! 4 69; OS 1,1 m: 1,412 612 '!« 1 14,986 Darli!i};t n 1 18,042 Dovt r DimtiviMf 6 74 8,7(H 6 40 6 24S rtjOi) l,.'.40 1 -Js 6,470 108 Fort Krir il 4 2,676 24 l.noo :i;tn 11,680 (Jdilcrlcli 8 81 .. ...| 1. ■.'..■. Griifliiii H7H 4, !(!)■.' 4,7{M •M.m\ (l.ii'J7 :n,.ii2 0,111 4n,rtno '4,MH 27, ins 1 H !12(l fin 4-1 817 2,.M2 ■' ftO 4ns 4,9v2 2.'!.7M 406 "Toil MS n96 tm ino 60 'i 42o' .... JIOS' . • ■ . .... ui 200 •••. 40 1,71)4 ::.:..! r :: IliH US Ml! lit 44 !t,7tH ■liK 1,1 MM 4110 l,!W(t "lis 211 ' 1:1,1 'j.'i 1 1,1121 M.il.M .Mil 10,^.-<'i (In.iKHi i.lii.n ,440 47,424 ■.'I0,.')40 7,488 146,8ilO 1,186 Hope Ollkvillr •■;:::i 1 l*t'll)'tilll^MlUIlL'll(> . , . 1 .... 1 PicKlU 60 60 r . \ 6,907 8 ,640 (JIlf'tMldll 1 Kn?liktl 1 849 M,ii76 104 8,2>4 i 1 Kttwati . . 1 . . . . . 42 1!I2 1>'>4 2.1196 '27!1 14,170 V'J.M 41 1,"C4 1,6(K) ' V,680 L'ln r22,82i 80.678 69,000 1:6 1.421 1,410 8,074 HarTiia HO 2,111 '«! lull it-.i il.'i T.lno Sl:iIlli'V "276 1 20 1 240 12 6 {too T(0-OlltM H.l)«2 201 i,rt2 ' 72,niui IT, -12 1 Wi'tlirij/toM . 1 1 1 .... Whilliv i •.»f> A.U4S 2,5:17 2n,29rt 11 i 8' fiO 277 ■'irt 2n .■1-211 24,040 6 877 41MI 22,4.'.2 Hn.c-kvill.' Maitlaini «; iJ,17!i 2,176 1 9.VS 2 ' !trt 82' l'^ 286 1.0 80 21 17, |,fiiKI 6,100 1,818 8,120 Cotfaii clii I,ii' I)irifoH 1 II niniiii|.''i>ril \ 10 ',j(MI j 2,llKI ti.ll.V.' Tliil 1,1 lOS 07 in4 iii'i 65 700 1" 401 ImvMv 1 1 Moiitrt'iil 1 ' '!l',6:.9 17.s:«i iil.f.'S, 1 1 Pliilipshtii'^ Pnlhtll . { lli-i; «,0!lli 4:< 44 llU 800 (A-i 2'<,204 2,.fiin fioo &'iO Qui lice . j 1 ' 14,'.'7rt 2S 194,. '123! 1 1 Ptaii«t.>ail ' 81. Joliri 20l 1 fMII 173,8 'I 81,S!)i; l,t>ss 1,812 ' 6 "wi a»s 1,164 1 12,841 1.2' 276 70,.'>4o 24,140 M,.'„'.(i 1 7,60 88,888 Cia'^pp ' . . . . 4' f),ir.'.i 4nii; '.'no :!ii,:(4,S ■•;:: :::::i:::: :::::l;;::i::::::i::::': :■■:■;:::;:: Milf'l> ls,i! !i,tV«9 il.tillV !'10 ■/,T19 l.'vS.lltlH U.UHS 1S,(14'2 |,M(i ^.■»''0 ' 1118 ■l,H4H ll,ftS«t i ■•i.Ti .» ' ■ ■» ,440 .Mi« «T.4M 7,(ii,(i -JULMO ' 1 T.46« 14ft,Wl» 1,185 ■■•■.I MOT 1 ■ "'ili'i .tun 7. mo \-,,^\l Viifl-i^ ' 1 llo.rtTH 1 tVJ.IHlO 1 1 H'.!l 1.11" ' 1 ' I 97H ;iiiH 1 1,'iW , • (W as ■.■.'.'..' ""14^ ■ ■'■ 1 (Kii 1 ft ; ■ I'i 491 III lull) W Hi ;i,'.m; Rs,h&8 ,„ •^>. 1,T00 ,cji ,'„;,^iM 1,-J0.'i;>»8 I _ I J ,1 ili.il ul,(ml20p«r .IK0V,1. Whciil. Hour. Hurley .ind ryi.. lleimH mill OaU. l;ulti'r. KgC 1. i 1 s it i3 3 3 1 1 a rJ 'i > 1 1 =1 K •a 1 i^ •3 c/ 2,001) 2,1 '24 i "si > u 9 i > a a 3 <3 i -a 1 > 3 |KH,1T2 S,42t ( 100 42 1 1 ♦25,60.1 30 47'1 1,441 i|r>,i6t 10,22;) M.IT'J 2,S79 (1,163 $636 26,496 11.1,792 'i4,ftH yT,Aii8 H,75(l 7.^,ll•.M HI II l,Uli9 1 ,410 124 966 .t.72H 160 827 1 ,StVl 014 161 ■ V,079 ' ' "liaa 60 nm 1,^92 '201940 42M .".9, SSI «'.i,|ii4 1,9.41 .■::.:;i:::::: 9,176' 4!),91iJ 9 1 104 4 12,.')0Si 30,416 'ijo &,71fi •«,!14l 4-18 auo 7,4'24' 5l,f.H() 36 2.21 '2 2,1 Tt! 108,MM HD.IIOO 12 ,01)0 i!7-<,2^i) 4.'.,Ti>S 47,21-l 7,7ii4 2.'17,18'.i 304.t8*i J8,ll'i flU.Mll 460 18,:i,')il 12,111 712 2-S 24;i 96 432, (iO.I.'iO 4,li.VJ 17,l".'i 811 IlK) 20 24 .'^,016 U^SA'l 1()0 'J.sTH \,Mi l.'i.C.iM) tn.Tia! t.;Wii 5.1. '.2 i,496 2,022 686 49 tCo 1.2II8I 11112 11,200 1,52S 1'20 H.OSI H6,:H0 ^,.'^2o ... ..1 - 1 ..' . 6,922 Olio 12,0lli! 2"4 1 4 s32 .ii •J 1 '1,4 16 «i,7|ii 9:1.1 i:<'J 11,716 1.V, !l,172 1,212 .•il4 6,10S 6>S 261) 8,7:16 80,608 111 141 6,9 U 86 4J ii2 l.M) 676 1,.''>oo 6,576 352'. loo 47,11111) 7,ii'.') 1 T2 i'j 6,V3«' 127.924 Ilit.'.tlil 'ii.'M't lt,77«i f>,u61 8^',060i 3SM.II96 ftfjBil 1,'JTii 1 1 ii,r2s 17S.U4rt m,74l| 8,C79 40.) H9 l.W;i 1 «"" ftl sa 4,110 1,096 4 l,0.'>l 2H 72 1 1,2921 2 260 1 4.'4 tl.Oliri 4,T!I3 r>it.i 2,.t56i 3,000 1 7(111 M8 m 64 ' 1 2,2oH Vt.ibi i . 1 i 2,dS4! lU.'iiM) 1 . 1 1 . 1 404 1 ; '" ...i .... ' . :. 12,S* 1 ' U-> 803 1 \ 1 74 44 2,068 8SSj 86 540 7,'249| 7-.S 16,'.'64 ««,oio 2,400 7,:tl6 4| 210 •JOS 12,,'l'.'i) 21 lSo| 3..t ti-jo! 'J id 1 72S, 11 12 ill) , i'i in.22;l' 2.2!il: .'io .\VJ 2,1^36 14.6.1-* i,'2,Ma' 1 1 l.'Uo .l.o-jl 9.ta 1 10 lUJ 1 4 j 1,79-J 1 8;J la t 74 1 2S 2,2 i 9 307 •iio, .12 112| 10 36o: 1 42S 1 . . . . 1 1 964 lo.2'..| fi,,V)H| 28,4-24 . .1 1 1 ::.;..i:.:' IU8 Ui 1 *" ; i ... toy 44 2,'27o 88.s: I oioj .|.i;:t'i 1 i 1 4,9 .41 4,!t>S 404 17 1 "^ j Mix ' 60 1,0110 !l6i HI 2sl 3(11 29'. SOI t,4Sj i!l'. 2,2161 ll.OlKi 601)1 &i 2.')2 [ 1 SO 1 1!» 31 )i 1 9,372 1.1, .'.7ii 1 1 1 1 '.. 3,lo0 12,144 !l;).J , ! 1 i r: 1 ta j ;'j! 4.,'i«7 7IJ ! i 111 4,44^1 1 o.aia 494 11 1 6s,6't6' 1 4i i; 72i 14: 4 1 1 1 1 1 H,7o4 ll>1.243 :ioS j 82( 1,4,M 88S MO 2,.884 1 3'),i.S4 liu>,>72 M'l 1 1 1 1 A'l 6"o 7^ 136 M-l 17,1 1'i 4'.:;)i 4 «:t 12 P \M,\n 4,767 2,12( l.M ■2.^,94^ 1 76 7o| 13,1112 :'.91,o,'i2 ! 1 111 lo8,11i 2 2 2,;w'2 ; ' 9,2'.>4 37'<,495 24,911 ll,(;4.s: f.o,p-i4 •2'J-.',o'2ol,'22"^U 7,9.^6 7.'J,'i6 "r,iHO, " 1,860 4v 1 1 ,9.»( 1 1 970, mi \ 1. . "is.- ! !""9'j ■-.,. ^ "'3-1' 1 1 20> 1,.'>1, 1,1 irJ 44- tl 61 iS 1 4,1 -.'4 ll 37,2^4 1 1 1 1 j 1 414 ■:::::::::::>:;:;■;;: ::::.;i;:::;:i:;::;: ;:;;;; KM ; ■ i 104 ;;:::. !..;...•: ..:..:r. i.. :. ...;.: I'::.' ■.'■■•■i 4,08' ! 4,0 3 1 . ' J ' 1 1 1 ■ 1 193,740 4,'.2,,'>S91,4»l,376 02,591 29,708 56,519 '29,'292 6,')5,0.'}9 157,852 4,712* ___ I I I _ I I _ I I i I _! Mot Bliould ba addud to Uiu above (ur Uia real orer tlia reported cxportH. 27 40,32'^ 847,269 '25,74^ 647,948 5,0o9,440 ^1 ! L__._l Theru lire $o jnan.r ferries and such T110,'4. 0. KKKKKi;. II i II !! 1 ■IIH I i i s ^ 5. IN. "^ ^ El Iff 111.: k c »; pi ' « r \h F O t' , ji a o I flfl u ,' 6 B .1 . 5< c S ' hi -I a © •r I I I I' •: 1 « = i £ 3 -a I 3 a ^ '^:, ANDllMWS lUOPOIlT ON Tl = 3 -r / C-7 'O 71 — « — I- 71 — r-. — .X ~. •' - - ■;s 2! '' ^, 71 = r7 ' • ■ 7J = r7 « *-5 3 7 fc^. 1^ ^ ' • y - u7 Ct 71 7< n 5 ^1 • _ I. Ci « C7 = 7» X 'A .If ■ > 71 I * i-t' 71 n Si . ^ - I IB ■^ JT: '*" * .1. * x: ■" - C O -A - - w w CL Cl. c ■BM i I roi.OMAI. AM) l-AKK TIIADK. 419 ,i i l\ 3 '^ T, •f* >t » t s ^ !o ¥i < Sr< •< ■ > ; < ll V'^ « ■> CI in ffj CI 1 5 r. r I '— f. •» « M : fc : c» 2 : C '■ No. I(). — (hiirral stdtrmciit Hhomiifr imports into the port of Sni' CutH-fe^ ilistrict of (iaxf><\ for tin: ijntr nidinff Jtiinidrij .0, \Hh'2, ilislininii^hinff lliv . I hrituin. From If Mtatuti. I'otroo, trr.-cii cwt. . !•,» 2 'Jl ! Hiijiiir, rtilitud ilo. . .' 1 '-i'i , (itliir kiii''H (In. ..I I"',* (I .'i MojiiHMi's tl').,.' i;)4 I) 17 'I't'll |i(>llllilrt. .' 10. ^^41 Toliiic'''", nmii'it'ai'lurctl ...do...' I.Jj.'ilJ Snii'.r do...: !l;.' Willi' ir^tllii'lM. . ;i.'i Fniit, dried S|li('l'!t \ iiicKiir L;nlloll^. . "I'^'J ('o(()ii iiiid I'hoiiiiiito. . .|ifMmdH. . 1|)t )iii!iii (rulliiiiH, . 4.'>!l ! Turk, iiii'h.; 'Wl, . (i ( Maiiurai t'd ciiiKlk'H | I'oUoii It'.itlii'r IkhiIm • liiirdwar.' liiiL'ii wool articiuH tio* )'iMiiir'i ("..il |)yi'HlMtt's Iron, linr, rod ... Iron, lioiliT jilatc, Iron iiii(i|iH I.nr.i l,«Ml! I'ilili uiul tar liarrcU. . Uo]"' Hrsui add losiii barri'l. . Til Mow Otiirr urtickx nut (Miiiiiiuratod.. . ■■^4 4 •lllli l.dlii ',',744 20 I'J :isj 7G 4 4 :.rjo li,tW4 H4 •J4* l!l:J l(i 'M 9G 7fi ',>->0 .'i44 l.CliH '4H 7(] irifi a 14 lOM I. .'.,IIK4 . I. !»,')(; I. i.itw . :.'.:i40 . •.,iao :. r.,;Vi4 •M ;. I!l'2 ik; 7(i r.i4 4 I Froo goods. . . . Total iiii|KirlH. .•(;«,, '■.(10 •JO, 17(1 •}.'., 'til 4 i;t,;>'>o Free llimit^, j .AniniiilH, pins niitr.lmr. .| Hooks do. . ,' l>rawinKs :)•,» Maiv Soda I'df'l' poiiruls. , Hread cwt . , ('lioi'(dat(' |MiuiidN. . Fioiir liarrcls. . KisI rwt. . Mi list (lilts iiiiiid>er. , < )il. I'lsh iralloiiH. , fork poiiiids. , .^alt Im.-^li.-I^.. Wcxid All the 1,'u'uls iinpii'ttcl liavc ln'fii l)>- so From ItritiKli N.A.roloii'i. ffiGO lOH m ua 4 :i40 $l<)4 M40 '104 LOOK IC 98 8 4 4 140 44 4 124 976 I . l.VJ 48 '24 lf^8 7.'i.W tJ.'25'J .VMlHO .•t'.t.HOH ; :i4o ; I.T..'i08 I J . 1 I" •JOO 1,'Jl.^ 17") :»;.-) ; 4 h^'it! > .•i,:to^ 1)1 . 1.7-Js i-j,(ii-J . :>so . i:;ti '. 1..-..V.) IK) . ;t.:itifi .... i.tiat; '.'. ie 88 'J fil2 1 :t(!(i 1 400 •28 280 136 !.s.(;4U 1 /J.SS 364 440 t i •'').17U ri.ft-.'o 1 ^^252 .1. FUASKH. ViUectQv 420 ANDREWS' REPORT ON No. 17. — Abstract of the trade of the port of Quebec, shoimig the ships aiid tonnitge emidoyed, and the relative value of the. imports, distinguishing foj-- eigii goods from goods (f British produce and manufacture, during the year ended January 5, 1852. Countries from which vessels uuturod. From placo of cniry. United Kinjjdom British North AmoiiiMii colonies, Gibriiltar France Spain Portugal Sicily AniHtcMhun Antwerp Flamhurir Norway MaHona Punton West Indies 88!) i8;j 1(5 .•n 1 1 1 1 6 8 1 1 1.1 Tons. 4U(),7i}8 18,4()I 581 4,(1!)!) Value of imports. Uritisli. $3,.342.87f) 1:34, 4U8 VA Value of fuiulry tjoods ior warc- hiiu»u United ytales )4 1:^!)'.) Ii2!t 212 1 . 4:i() 2i:< HI;) Foreis'n. §340 2;),3(!l) 8,2(i4 G,4-,>8 r),:{(iH 10,728 :kii(M) '.t.OU :i,r,»H 27, ."{H! 145 8(i,r>()4 J :{:i.:m4 .' 12;), 12s Total l.-JOf) ;".:r.,821 2,477,284 2t)4,31() Total. *2 ,342,876 134,408 •13.''), 1.^4 12<),12S 2, 741, GOO •Tl;c value opposite forcii^n places, except tlic I'nited States, is that whirli was entered for homo coiisiiniptiDii. The balance of $')j,;!l-t was placed in Ihf! wareiioiiRii, for \vhich Uo Hcparate dt l.iil was kej)!. Ci'STOM-KoisK, (Ji r.iiKc, Janunr'j, If^iVi. No. 18. — A''Stract (f th'' trade (f thr purl of Quebec, showing the ships and fi'nnagr fmofoi/ed and (hr riht!:re rohir cf thr rxporls. distinguishing foreign grinds finnt gii:ids of British produrr and nianujiic/urt , during the year ruded December 31, 1851. II Countiieii I'or wiii'li llie vrsr.cln ( h'an.'d. V('j<"'!s. No. T(>i."<. United KiiijfJoni Uritish North American i.oloiiicB. Port'iiral (t )portii) W'e^t lii.liM (Tiinidad) Coldin'ii I (l'')rto ('al)i'lli)) United States 1 o Vahie of exportH in dollar.^. Total. 'IJrilisli. ' t'orcijn 1,312 ! .172,7(;o .'),i:t(»,070 171) ii,74H ] :i7i,t;:ii) 2 , 428 : 4.4(;'.» I ' 2;tl I 4,'.»77 212 704 1,:W4 1 5-if),0KJ !),()4s .'),774 .'•.,13'^, 81.3 77, .^19 4.4(i!» 4,!t77 !t,U.',H 2,134 ">,.")2(i,877 I 2l>,U(i-l .'>,;'.4(i,'J;")5 •Thowo'd Uritish is ii %i Si $5 ^ .i ^ ■*o *»i ■^ C s; !:: '^ <^' -»; >»^ • a ^ .^^ "w. '^ c '^ c; •^ ,**^ si i-~ "*; KJ . «. V C s.^ iw ■^ v^ c ^^ ^.- -1 s c 5r o CO "^s *.^ c to ^ ^ ■*«- . ^ K o S! ^ C5 I S . «o .-H I- ■« ^ I— I :S;5 Ex 1—1 I-H ml ,o .^ »»> lO »V.^N __-.— \ ^ S2 s .> 1 t5 is ,o ♦J 3 to "S ■^ c «o oo oo 1 m 1 •»:r Eg > .« i-H ^^ < ■^ » Ss g .Si ^ t5 J- < to ^ 2 -^ O E- < S 13 .ss: th O s 3 rt m "S.a "3 > - - n > "■^ S m vo' ■ — o 5i '* 7* ■i^ >• 3 x> 1- — C! CI e^ "? CJ UC O -J CC O — X ^ -r "iS — — n ;o •»r «- J M > "T 'O ffj 1-1 01 1 « vi -■ 1 - rt Ci -T T -- 1 - lO ^^ '"s (c 71 r* '•■T CI CI - rt *^ *j o _.^ 4 •s rt .- > I -s i ^ I r^ c» to -.r « C- to ifS c o O r-i CI5(M lO Cpr-T -^ CO 1-1 ._ri CT'X) cd IX' T (71 «»■ a O — < CT" lOCM ^_« r— f I« ■*J o H I 5 CO o o -J t • m CU b, K 3 d. E-> 00 CO (?< t- m a Of o o V fl o Id t» a I - *i -a * i! c S s i "a 2 c C 00 - 2 en r>.2 rt^ S d 2 *: i 422 ANDREWS REPORT ON No. 20. — General slatcineiit showing the mpnrts inlo the port of Quebec for the year ending January 5, 1852, distinguishing the countries from whence and the route by which imported. |.i I f^ Ariicles. RVTRUED FOR CONSUMPTION. Coflec, green evvt. . Sugar, rvtiiiud do. . otiier kind.s do. . nioliiHscs do. . Tea lbs.. Tobacco, unniiinutlictured do. . inaiiufucturcd do. . Cigar.": (lu. . SpiriUi, bran0 4,440 346, 1^8 1..300 43.724 95,976 6,712 19,244 1,161 Total val- ue of the wliole. SH 1,896 9,584 114,052 27,064 70,888 15,420 11,216 1,980 17,732 9,732 1,964 1,180 100 31,. 592 7,464 18,824 3,232 8. -.6 6. "'■; 136 28 3,972 976 8 1,068 1.028 40 5,. 504 732 29,144 2,156 14,4,52 25,228 16,. 5.56 49,220 8,004 484 3,. 588 319,8.52 8,536 5,636 407,704 75.6J4 101.K52 9.164 340,. 572 4.440 360,284 l.:t()0 43,724 95,976 6,716 22,548 1,164 \bcc for :s from 'otal val- ue i)f the whole. #ll,H96 9,584 114,05-2 '27,064 70,8«8 15,420 11,216 1,980 17,7:W 9,732 1,964 1,180 100 31,592 7,464 18,824 3,232 8,'i6 G. " It , l\ i2 I .11 i .1)1) I ■-'1 76 12 l\\ 161 136 28 3,972 976 8 l.tUiS 1,028 40 5,504 732 29.144 2,156 14,452 25,228 16,556 49,221) 8,004 484 3.588 319,852 S.:i36 5.636 407,704 75.t;»4 ml. 8.52 '.1.164 340,. 572 4.440 :j60,284 1,300 43.724 95.976 6,716 22,548 1,164 1 COLONIAL AND LAKE TRADE- ST ATEMENT— Conti lued. 423 Articles. Total quniiti- ties. BNTGAED FOR t ONSL'Ml' I'lDN. Junk and oakum cwt . . Lard kegs. . 3,. 528 2 15 448 Lead < Ores of metals | Pitch and tar barrels.] 2, 195 Rope tons...! 618 10 3 Resin and rosin barrels. 2.391 tons.,.' 33 17 22 Steel Tallow All other articles liable to duties . . Pork, mess tons. Leather, boots and shoes 67 13 2 14 Free goods. ' Mai/e barrels. Other free goods 17,461 Total value via the Uni- ted States, inland. $1,812 Total value by sea, via St. Law- rence. Total value of the whole. $12,860 476 72 "*7",6G8 'i,i"808 1,276 200 3,916 97,748 3,324 5,012 15,7.36 5,796 J- 792 GOO 5,744 51,200 $12,860 1,812 1,276 200 4,392 97,748 3,39G 5,012 23,404 5,796 13,808 600 5,744 51,992 Value of sundry other goods entered for the warehouse 93,4.56 I 20.5.']6 ! 2.474,728 746,888 2,. 568, 184 767,424 113,992 3.221,616 I 3,335,608 From (Jreat Hrit;iin ^712,625 From the I'nited States. From Itritisli \ortli American colonies. From other cmiiitrips .39.277 40,882 41.119 833.903 $2, 8.50.. 500 157,108 163,. 528 104,476 3.. 335, 612 NoTR. — (iood.s arriving nt QuelK'c for tnin.shipment tooliior ports are not compri.sed in this return. CuiTOM-iliii:sn, > Ik. ^ ^ ?p • r^ ^ 91 >s s:i • e* •<: -C Cr i-O 0if5 t- 0) g^ 'N •f CI O «0 to 'XHO I?! "!C ■«* r-< ;j I- cv CT) I- >— I- riv O (Tl ' 5 (7} * -r Ol to .)0 ir: — 1 CI m 00 TOu-f sTto'i-^irT rt' "-I CJ o — I 1- 3 to Cl = to t »r lO o lo — -CI t-. ^ t— 1 1— I «^ -i» '^ 2 •S <= ^ _< ^ S g '^ I. ;: ca -a a 5 1X3 . to S CI •a" O -t TO CJ to o o cT. c: cj s> ^ -f O) C'S^ CC tfi —I ifj 7:>ci X Tl 1- = "^ -. =5, ^j CO ^^ ■'/3 -1" C> CI O '/■ to r: cr. 'o '•■l CI •-I C! cPt-r.^' CI -r CI CI X to to to CI -1- -r — ' to (- m cT. 1^ — ' <^ « -r CI ^ "1 CI X T CI to X) IT — CI = — CO no CI rr »* 3 T' CI tP O Tf to »l< -r; CI CI to 7: irj -< ;o -r CO O 31 cc irs c; 00 o lO o -1" lO o ■^ I'* I— i x» >o CI 1-1 oo to to '.} CIC»5 3 to CI 3 to -^ - - -J _. '. ( I ---•-« ^ .o -rr 00 en 00 d O to -i" -f •n' 3 -1 CO • CI X- O CI CI to to • c; r CI CO M CO -< • — -r ir". ro -1- CI 2 p^ ■;: * ■^ r; ~ CI L-S to •» CI to C C! -t 'O CO •-- O r — tr. I - -r CI 3 '.-J O 10 •^ I - CI •— — 3 CI CI c O'lO to r. — I- o C O'TOC'rtociCiCfccito-ropo-rs'C-ciQC-'Eooiteao'X) *to^^^Ji^:coo— •»^-•-•ClCl•^-^■^^coStc^^cilOC»;•^•>l• o CO 1 ~ CO '.0 to CO r^ — 1 'O CO — — — cr. -^ '-'j a> --r to to no ifl c» -T I- (-.^ OT to to c to C» ^5 S CO O ^ X «* -r CI I- CO 3 to t^ CI -» CI CI CO CO to X) — 'o lo o »r 110 lo 3 »-• c. -» CO CO -1 -r 00 s 00 o 8 CO '? CI o - - CO -" CI 'X 1.0 -r to Ti to i^ r- 00 to ~ p :; tr- -^ to I- CI CO I- —• C lO "0 to s p :; —5 Xl CJ = X CI s c to I- 1.0 T r. I- 3 — ' C-. — • 1- to lO — to CI r~. x — o en X — ti- C-. "T I- CI 1- to lO — 3 ' , *. - 1. *r 'f CO I - — X CO to T rj -r T -r o i; • .rj. ^^ ri 3 *r i - »-• :«0C>003500OD0 ' — ' " -c -a -o =: -c tc >- ■£ 'J3 -G O fcU^ o; O C s> (w u « ti2 ^ c c a-B. -g o 1.. ■■" 3 h^ O L» rt J= & = • t«T3 w e t«; o — IffJ CO II ii .11 01 o .2r s B. aO tfc, l« O nf. > ■< COLONIAL AND LAKE TIIADE. 425 • no 00 o )■=> "»« » TO TOTO to to 00 ■vo tOi-.d i-TIMC- 1-1 cfi-icopr O PJ --I toc» 00 o ■ t- Cl 7* ii -< c< -H lo M cT 00-^ 00 oo S CM or; 3 t- OJ iX 5» 00 (M — to ITS ifJCOOO •* s? ■ O CM ■ ■^ CO ■ O Oi • S to — to • ^ lO o*, to CT o CM 00 00 no © OJ to — I- "T 00 o O m OI O "J" t- lO « ff< — ' O Tl O 1" n ui o no 00 00 OJ CO « rH o nO'^ 00 s no O O CM i-^CMI-^ tO'*ocot-'3toto CI eoootoi--oo-"OtO'!rx"(?c»3c? lO rl -H P3 c< ■»■ oi 'O c» C-. n in CM I- 1—1 O CO il t-i ■>5< QCjCIOtOOOOOtOOOC>'*"*'^C»OCMOO 00 f : -"r (^ O w to I- CM CO to CM O CO e» irt 00 If: "I T to (?l ■-• CO 1" O «- O 1— 1 CJ 'T rl o •rf O i-i'j'-Tirsi-iQot^oooico 00 to to on CM 00 CO «o cv I- CO 00 CO to •* CO ^ tO-^OCIOtO-O-OD^StCtO-JS CO TO to t - ao — = to T or . >.■: -■•; =-, •-> '^ CO ;i "T !?> n ■?< o", CO CMt' -^ O CO 1.0 1-1 —I SI Cj • to • i-O • ooo • • -I'M ■ . 00 CJ < CJ OOC)=tOi>00<=tO.»CI»'"*'*0»OCMOO CC CO »r i- O O to 1- CI CO to CM O CO CJ iC oo — •fl'toci — co-*otom — ffj'V "-"O TO i-t-^'TiOi-lXt-OOCsCO ^^ lO i-i CO CO •-• >o -CtOilOtO • •f ■^ -^ -v ff> • CC-. toi-i- . •r i.oo ci'io' '. fOCOCOi-«r ; • 00 O 00 ' 1— ' cTi-^ CM«»>ODOO'»"X"r.cICItOtOtO »r ir>tOOCMO0Dtao-*-«»"Ct.'M0DCJOtOO'«» (T. 'X)00Oat)O!0X)C032i0C0C0 00 QOCO»CJtOOiO-n'-rOO'-''-iSCOCtCOOOO ■- - - O CO -Xr. ».0 to S ir, J3 f- Ol tt C) to O O -* '3' C-l — CM to— i^COCOOtCl-rJO i/J ?» to CO CI c. to 1" lO "T O T cc o o X -r f- t- CI X c= X' •* CO — lO — , — 1 to CO 'H 3 — C". CO CS OL' CJ CO CO CJ 1 • 8 tea 00 to CI -• CMO __ m 2 o • . *** • . * • . a z . ■ ' :&. a. . • • • « ; • • • , w* • I S c d .9 : ■■t^^i - • I o ° k-JS 1 » s CI -HlO • 3 • -a -it o u o I .s o o i« a •a S •; CO 9^ -!3 c a. .* 4* • • £— .. o oc -r CI CJ IS i: 3 . fetS .■a a S o 6 c o (0 -a B -Q O -sss : ! i >• » oJ C J.S& 11^ a s o u < . .A 5 •2-5 5 ^■1 a) > I C3 « ci — ti C-. C<5 i.T -T c^ c» • W VO i.T ifll- irt Cl I— 1 « Ul f> ffl "H US 'S ffj ooo o n 2» *i cj ri 10 35 . ~o -^ 3 Ml?* to "5 'An SI o so r^ o% — • X « en c< o CI ■xcj'-rccs • x«x-^x = c 02 ifl en OI -^ O TJ' 10 W -r X ts f X (x m X i-ooi 3- «to»i'xto-»'xi'T'r«*-*cj'rtx5!rcci r- ST. CI «« oi 'N -r -t T CJ X M 1 - CI o m CJ f5 "s- X '-a m w X en i.n CI i.T X vo cn -< to o © X to »c »r X CJ X X o o rt '— i tij -5 ^ -- — J! ; 3 u O ^ T3 --3 -S " — C! 3 — CI ^ o a "3 3 -3 ~ c S -I O K ^ EC 72 as- 2 C o - _; Ch eS ei 7i h O i : ; 3 : ; 3 • ■ ►- 5 i S »t rt 5 3 £. o SQSDMCQU 00 o o n i Iff )0 _> •«»■ COLONIAL AND LAKE TRADE. o o -; =3 •^ •»»• X *to»»'-r to toTO'TX-ro-^totoxci no •«)" CI -f C-. "T ri - — - !>■ t- •-■ o : :ii- o -H -^ — -H i« rr — X -a o- S S 3 i: S -, C B 3 ^.a ~ _• 7 - ,5 « tf. w c - o * = t- " J too? -r to t X to -c -t o t p O 3 CJ to I- -re: cj—' X O "I" O -fCI to IT. C-. CI — ' « 1- Cl X o -c tor; o ■ to ■n- X to f -«• to r- o r- T >— i T to to 7. -T T CI O I - — cr o r I.-: — c I - — • CI o o T ci ■* CI j; -r X c» c» CI X o s -- Q ■- ■- - ■X -< -! 1_ C -5 '^■' c 'T rt ^ 4j '^ ^ r rt t 0) rt rt a B fcD - C- 2 3 u yQQuiu. u. S *^. «', r^. «". .^. !> o "3 l?« 427 428 Andrews' report on No. 22. — An accmint of ihn sfaplc art'uirn, the. produce of Qmadn, ifc., exported in the yv.ar ended ly^l, as compared xellli the year ended 1850. POUT or tiUEBEC. Description of articlcB. 1851. Quantity. Apples barrels. AkIich, pot do . . . pciirl Id. . . AeIi timber tuns. . Hnrlcy niiiiots. ItattcnH |)ie('i'H, hwW .ti( Unpf barrels. Dircli timber tuns,. jii.'icuit cv\'t . . Ituttor pounds. Deals, pine imd spruce pieces. Klni limber tons. . Flour barrels. Ilnndspikes pieces. f ioooR do. . . I.ard pounds. I.athwood and firewood eords. MaFts pieces. Meal (com and oat) barrels. Oak timber tons . . Oars pieces. Oats bu.^hcls. Pease and beans do . . . Pino timber, red tons. . \vbit(; do. . . Pork barrels. Sliinjrles Iiiindles. Sliinjrles pieces. h pars d Staves M . . . otlior do. . . Tamarack wood tons. . slee()ers pieces. Furs and tikins 71C :«,(IH'i a.dit; l.(M(l 4.HI18 120 .'iG4 •"> y.^j ijao'i 3,H!t,«ll .'l.l.tilf^ 141,143 5,3'J3 Value 4.''..47'J .'■.,. '>07 (i71 2,H;t7 yy.ius il,074 5,H'27 11,543 90,4H8 41(1,(191 'j,(;:i(i 50 44,0()() I) _ o;j'j "23(! .1,^07 431) l!»,7.-)iil *2, Hi, 37, J4, 1, 4, 12(), 5(37, l!t(), .'i7(). 404 <)(l(l 37 -J 9(1(1 4(is 9G(t ,2GH 4(i8 .37 ti 59ri 4WI 124 H7(i 9(10 y,2.)() 32,080 67,100 y,97() 1H9,3(W 4..^3(; 2,27(! H,9()0 45(i,2,32 ,.')()8,:)28 30,424 2,'.0 44,(;40 34.07(i 348, OGi) 2,028 4,0()'^ 12,2(W 1850. Quantity. 4,G71,048 CisTOM-iiOL'SE, Qu,944 r)S4,784 'jao,976 fi43.02H 2,080 200 392 26.2S9 (52.000 H,ri88 2r.l,004 8,720 2,7cn 3,748 4fiH,076 1. ('.').'), oyc 23,788 348 (i4,5H0 r.8,340 263,100 4,676 ri,H08 11,788 3,881,280 No. 23. — An account of the sfap/c articles, (he yroducc of Canada, Sfc., cx- porleJ in the year cmhd f)th January, 1852, as conqiurcd with the year ended 5lh January, 1851. Uencription of ([oodi. POUT OF MONTUR.Mi. Vear ciidcci Jimiiary .■), 18.')2. Acotato of litiiR 38 cnHkn. Applui* j ,'>ir> liiirrols of iVtwlt and 1 Iid.x driud.. . AbIu'h, |iot 21,042 barrels Aiihos, puarl I 6,:i21 b.irrols lUcoii and liaiiis I 4 liliJa. l)aouii; ,'> hiidii., 38 liurrc!)*, and ' 32casks<, nbarrtdw, jj h,irrt!l,3 Iioxch, ! ami 4r>0 lou.so liains; of tiicsi! ;"> lilids. I ttiul 12 looM liariiH loroii,'!!. lialnam ' .'iO ki?gn Canada and 1 box chrrry. Kurlojr j 1> barrtds IJoof : ^'.)8 linrrt's, (i7() iiarrnls,an.") do zmi, I packagi-, and 1 broom. Uuttor I 20,767 k..,'s, Ji)ari(>is and 12 liujfbnr- I rcls, 1()4 firkins and :.'.")1 tidw, 35 niinotH. Cnndles 113 boxes— 10 I!ri;i>b, 3 Can.ida, 100 I inariiil'iiclnred in bond. (.'anl-iron waro ' ]H slovt.s iind H pieces. ♦"'Inx-Nn : 112 tien rs, 77 b.irrels, 4 bo.\(>s, 2 paik- i iigei", I eask, 1 ca^e, 1 eliecsc. Cloekrt : 8. (^)rn, liiJi III .'i4,(J')S biisliels :i;u! 20ll b.i;j< Flour ',':ii», Kill i.,irrels-i-J4,4l);i Canada, 6, lMi;t 1 I'ori'inn. Furniture ' 11 piiek.iges. FufH and akinn ; l.'i p,ukiii,'es, Hi i asks, 8 r;ises, 1 pun. 1 tierre, 1 b.irre!, and 1 b.ile. (ilaiiH ! i;t l)oxe.s and 9' boxe.s. Year ended January 5, 1851. 909 barrcln frcsii. 14,f;J4 barrola. 7,250 barrels. 5 18 packagu.s. 19 harrolrt. 1,8;>3 bands. 65 barrcln and 204 bagn. 1 ,000 bushok. 8,000. 10,015 kegs. 189 boxes. 133 paekagCH. Orel 43 kv OroalM "J'.t liiilf barrels*. I loofH loiH, 'J e\vt. and 5 poundn. Honey 3 boxes. .3 tiiiM, anil 1 II orns ami bon'-s (i,49() |',.ni~i, and .'il ton*, (i ewt. bonei 41,1'.)1 buHbcIs. 12'J,74U barrels. 23 ;>gefl. ;15 tons liornH niid boiio.^. l^ard I -j:!!) b.irr.-ls and !.•*>' kegs; of liiesi", 20(1 ! 4 barrels and 20? kein buirels foreiirn. iindior, viz: ItoardK ' 6,907 p; l)e;ils ' 1,-Jl-J p Itillet:; 7, .187 3,14(i 6 iiulsiiilie.i , II Mapli'". ;) Oars ' M .Suwed lune ....'.. Pi Ml I 1H,I)32. (.) p;urs. l,3(i' 338 1 Walnut 5,0(10 feet. Staves, Ktd. and , 2J2,73'.t [>nee.< std., S,21S barrels. b; rumlie lleadin l/Iiml, Indian. oal. . . . 231,861 piece.s ntd. and bbJa. 292,ls:i i.i.-.-.'s I 375,400 pi 2.(11)0 pieeer< I 1 ,5.31 barrels 1,019 barrels and 12 lialf barrels. If nphtim j 11 caHcu and B canks. 1.4 532 barrels. I : I'arreis ;i M 430 f! Andrews' hepout on No. Q3-I'ORT OF MONTRKAI,— rontiniied. DoMcriplion of jochIh. Oats . . . . Oil ciiko. Your cnilod January !i, lb5!i. Year oiidcd Jummry 5, 1851. Oninna Ores, coppi-r Piiils PvaH Pipes, tobacpo. Pork Salirratiis Seed, viz: Clovor , , , 'riniotliy.. Millet .... Fhi.\ Snap Starch Sdgar, iiiaplc . . , Sirup, ninpii' .. . . Tonguns Viiipirar WlHUt Wliiskov rt'lH. 101) Ixi.xcw ttiul (J5 half l)uiCi. 4ir) bnrri'U. Wooden nmnunicturcH 1,07^ iiiinot!<. i'rt tons, H cwt., 3 qrs 1 1200 turn, T.dOH piei cf, and 'J4 l)arrolM. IfiO harrnln and 24 hufdifls Kr^ barrel.t. 41.') tons, !i cwt, ri.'i do/un, I (ll,47(!ltMslifil8, .')i.TbarrelH,nnd50lwir j !>09,874 bu«liol«nnd <0<) bar- bar ri'l.'<. I tK>X '.i,l',\'2 barrrls, 1 ticrcn, and 4 liaH" bar- rtls; of fhrsc, ],7.'J4 f'oroljfn. 1 |(i bf'Xfs. .11 barn-Is. ritJ barruiif and rii cai'k^. 6 barnrls. I!) barrels and '» and 1 caso piilvi'rizcd. 7 boXi'S. 1 keg and 1 jar. .1.") k8. Oat-mca Paper . . Pork . . . Toliarcii Ht'ive.M, Kiundard j 1 ,4.')1 pi*u:eR. punclii'iii ' 4 .CidO pirrew. .1(1 imrrelH. Wheat 1.0'.?8i)iiHheU. Valu.' j $89,804. 18 baltm "') barrels. '25 bo.xes and 3,14fi pounds foreign. f'l'MOM-mir'E, MoNTnun., Ja^xuary G. 1852. K. H. H.\.M1LT0N, Comptrolltr. 'r : i 432 ANDKKWS' UEPORT OM 00 i ii s s s = o as »« IS <3 <0 6 S5 1 1 . : S e5 .OM • rj & ''. 1 n a : fS : 1 \f M «; .» • •-• 3 fi < : 1 - • 1 1 5 ■ a?^ • 1" S M .0 •r •» 1 r *^ 2 hi — . 1 > |3 >r ; "* Se S3 if ^c. M ■'^ -^ «4 <« ^ — . 1 1-'- .5 5! <•» a '*> • • • S 10 *i CI • • • 2 1- /J ; • ; - i w(fli-'-r • • • 5^ - : : : si S S •J rt 1 -^ -«.« > In* • * _ : S -5 " ; : ".515? "5 • * • .^z — • r e 2 ■ • ■—« 51 < : : '='* 1 tl !» • 1 3 - • ' H^ • > ' 1 1 I 5 <- « '^' * -• i *<« t » • • " 1 > '■J 1 3 * t i H i 8 !-=>= : : : • 1 1 .5 W 1 'JS C-Hoc^ : : . ; ! s s 1 t J -/J « -0 1 _ C-* ~,, : - ' - u i 5 S ? E- S CI '-< T • • ^ • ■5 1- 1 I fS "- :- ^1 1 • !!'!•! • Qj a. • c w -^ - • . i- ; c ^, u, • , x> c ^ s r"" *",'?;-.- %r r "i Ui (L, (^ U, Ui -^ U^ 'i COLONIAL AND LAKE TRADE. 433 ft a a- •H s ^ c \ I "a I £ l4 1 I I It t I r3 c 3 I- a Ex 23 _3 "a If c a tr o . ^ (?! • » « «$?. "i^ 5S§?{ i?7' IN . X ijl (SOW d> "o ;> fc. a -o be 1^ rt • bo 2 K g U 3 rt ^. rt _ . . -~ -= M J XI W i-J X — «T -^ I- »« .^ It 3 8d t3 X O ?" S S ^ '^ W r#^ r, . m r. rt . 1 *r" r . ^ ^^ 28 0,0 ---^ ed'-i 4>.S O -^^ Ot* 0-— ^ - o 3 i 3 m -a o «^ E o a 4 ■a 2 eg SM:!! o a. E « — u o o ft, Id M a o S I -3 99 V5 go ANDREWS REPORT ON ; : !'• .'V i « ^ s-^ ?? I .-^ I bU t • 3 (M • C X X ; X to • to to to to X 00 • tn 'n in M to X cj •IN IN 1 CI • X I- ■ C --M • X '3" in ■ in in \ 7i ■- " ri •ffH- • C5 CS in • tocno • m X C5 ■«>■-"<"• to ■ 01 to 1 3d a^. • »- » r. .^ • ■^ X . -H — 4 l-» • cc 1- c>! to re jn m . en r- 1 X ;^kT(< X . l~ -H "- to • 00 1 1- "(8 -C t; , '. '^ • t-H f-CM »-H > Sec •^ '*J u ^H g 1 E- ! H^ ■rf irs "■'^ c '^ -^ X r. -^ t c( -Tf -M ■/ 1- rx r^ -T t — p 3 (N to 5C i •«■ ** V3 1 ..-OS C3 -n 0-. w I- C! i^ S5 (N 1.-^ -r •»>• i- vr ~: -.r x t. c: to ir; x t- to m -f r aluc nan Stal -r«j;;ff! •^T — r^ — ci — s^r-. — i-r : ^. -r X to TJ- 1- "JO ^. '^' in to — — t- ,^ Tl -=: -- S IS ' '•^■3 ^' — ii rt t^ . — sy — —^ — -^ i — '• — ." — « — ;~~; ." -.-• — . _.^ — -._^ — - — - — -— 1 otlicr coun- aluc. to to to • n> SJi rz c > " fcc - £ £ S £ ,c i-i li,^- -• 1 »• • tJ^-9 ?l - c J •~ r> • in >-^ >. *", S 5J "« X TJ 0) d X T 'X X X -T s X -r = X -r to •» X X -L -rr 7. 'r\ T -^i r, -^ X. eo X to X / •/. M- -* Cf ■^ n 1- c: r-Xl-'*0 7!tO — «xi-(r»^ I'- ei m ~. '^! in ■>»• -r in to c^ >T i. /. C5 to in i i- to 1.- 'i ■~ "5 "^ X — SI rr-T — r^ — ^i — J'lr^ — i-c- C-. m X ~ to »?■ (2 •*. — •/" ?^ "-^ ■"- 5 c c ~w -"-i ,^5 *<«; -J w -r • to X X • • = X to • «?» -T) <^ rt 3 to-r • CO T. C! • • /: -r in • r^ in 1* ^ 75- t, MM Tl T ; r: ■«r u- . • to c*^ ^ • i- X - — JO •- f3 C ^^ — M • '"■' : C-5 • 1- Tl to m c. in ' rt (- .« z. • 1- « m X - a — !TJ "" II •" ^M • • u < O K X U ~ ;> c- E- a. .H K K ^ - - :^ t/ C t. o Q > ?: X o a < I COLONIAL AND LAKE TRADE. 435 (M I- •91 O ' 2 • I ! I 3 ?? 4.-5 1 1- L' "?' 1 is 1- "4 '^1 S ri 1 -' in X) ?a ic s •to ^ ■2 .Si ^ Oi >- ' 1 • -TftO • • ■ • • ••»)<. ■ • • • • 1 S : s . • • ■•r 1- T" .^3 ; ; CM !::;:! "^ ;;;;; ; tf^ 1 ■e 3 r. 1 -"13 • ■ FH ;;:::: ,/i t ;::: : ■J 1 ' I "* ; I I I '. ! '^ ; '. '. I ; '. CO ■— a > rt bfi - i rom foreij tries 1 b, 1 I s-.' .. 1 -f ti I I I I I I ; . I .2 3 S ^•■•««*«*t^ <••••••• ■5 U 3 ■V ■^ cn ■nl e» ^ ::;:::: ; :::::::: S^il 1 1 ± 1 X »r C! (71 = ;.J...LJ:jJ T3 rl to •^ c c>i X X X •n c to « ■f i ~l 1 f~ re *j 1, C3 X cr5 -r 3 "C 10 ■^ K CI ro J^ X 1 w ^ — (C-. X-*l.lC;t-HTr31CCl-CtrXt»5=^tC(M CO ^ 1 t- -^ r-^ f» \o Tj t~ ; • • • — . • I ^ v~4 1 -.^ c • t- c5 • c •- 1 c rt C -■ fC 1 a . is « f 01 (f! -M -JC C: n lO -X C 1 - -r X ^! 'Ti- -t ffj c: c^ X -^ :r = — -r rci- 1- Ci -o X r-5 M ;i «* X 1 C; c>» I 3 1 "ij t- 0» — CJ (^ — 1 C- iC •* n »r — 01 ^! — < •?■ "-'5 "T X ^^ o> n "Ol-cj — 71 I.-; •-='-: i-?j(M C-. -r — cj i • ■ w ^ CJ c< »3 CI »r « —• • • ■^ -*' f Cld ; • Tot '^ii'^ • j -"^ ; =1 = s : ! (- fe T 3 "w — 'c — "7 • p"* u • • . • 8 i .H t < • • • £ • : :^ : ! b. ■ 2 j-r ; • • • • X • • j: • "^ • • i : "H ■ * 5^ • rt ; ; i ; ; ; rt • • ^ t !^ :t 1 i : _2 ; ; 1 1 j I g • '. '.X -0 • $ • k! . g ft. hr, i) „^ C M ! " ~ S; "2 1 2 5 . - - 'i; - -C A -■ i - a -TT ■■ >>^ 5 •- : 3 : ti ■^ ,. ■* ij 1 r 1 3 ■ J c I'^l 3'^ ^ * -; ^£~~ J J a Q w S SJ 436 ANDREWS' REPORT ON ~e: >- i^ s S$ O C^ O QQ S §-8-2 3 o <4 o • o •" c c> • 00 • o > c^ u-f-xT teto^ifft-^ c» i-T ^ e»j s 3 C O . B <" •r^ S U k. fj 02 o o CJCJ !J •* 71 '-C '.C t; T) -r :3 -O 1^ X 35 3-. I - u; o 11 = n CI -r '-^ f. — ■^ l- u? '.'! r. O V3 >T I- CI -^ —c C( CJ —«■«•-. * 71 s. c* of ^2 5-2 H a) 3 i < X o • • ■ • • I- •••.,. ft^ Ct C) to -r c» vs » » X -r o "T « 3-. (- r 31 3-, I- 'O '.a c» c -r »r— — «irti-o'o— ^T— >o<- 17 t'«:' tr o' I- cr -^ -^ c» CI re — -T -^ '*> CI "«• -r -r CI CI •* vc n CI C<5 ifl »t — < CS X 3: 1" -^ 3-. CI I - F-. -™ rc I - Tl « 3V 31 I - — '1 31 — VS CI 3". rt fC 35 -< CI « S • • • ' " • - -r 3v c CI CI c*i -r O CI -I- -T I - /- ^ — « n -fj c-. CI « CIVS'* s 5 5 c T3 -a : 5 o i = T3-a-3-3_c-o-3^ 3 ••••—'• (/i til's 2 o 3 j; • 2 '. '-5 a 1 ^< 8 u lU s c ^ — a. s t 4> -. UcoSE-h toSC^c^ Id a, 9| iS a. c c em t. S ? tS ■3 3 COLONIAL AND LAKE TRADE. 437 OS a \ M a 00 <3 C)CO •fl< is ^«i r" o ^ n 3 J ri > in X I- tn X m m >-i o ci , .< -t- o « w (N •W'-O Tf Q 13 1^ -* I- (N So —I -f O i-i CS I- CO (?Hai-i-^ 51(?J« CD TO— <7«-H CJ "-H C< ffj OCffJCOWOOO'S'OflO Tt "^ 5' rT< ?• S t' ■>? ^ "? CO o c^ X sj ffi C-. CO ^ < mr-IC, \0 T O (N 5D (?} 'f go CI 'fl "^ o C! = ffl 1- O O "I* "5 'O C^ i~i ^ I— 1 9» CO o CO s. OJ • 00 • • -f' -D • I - to -^ X 00 CO rs I- cj X o o ^ I-- CO i« C3 CO xcixx-^-r-r-TO sr I - = -J -J — X = 35 CO 'O '5 '^ 10 10 — c» Tl ^ »f ^ ^ ^ ^ O to X O CO «o Lo X o C-- r-. I- '.O t^ CO — \D ! to f O 71 X I- — /J ir 1.0 — •. .1 CI -r to -r :r to I - -r I - CI to 35 T 3 — ~. 1 - CO X CI JO CI JO CI 5 iC -r O '»• to lO -* — 5 ? CI '3 X uo — CO X CI CI — X -2 CI 1 3-. CO — to CI CO — < : CI to — —• CI CI ! CI " /. I- 1.0 — CI X /. « CI -* -< CI CI CI c c* to CJ ■^ ■r: 35 1.0 'O = CI := CI 1- 5 O -r liO in CO — ' -t — < CI CO CI 35 ^ to" CO ^ r. b Q h. X Pu oti E-* C 438 ANDREWS' REPORT ON ^ -« .*!> S 1 bf) IS •s ^>A .2 'TS el' ^ !-H its e» {ig c3 »*» Sc ■^ , ^ -« s VJ <*^ V s « ■u s^-ss w ^ j^ ^' ^ cc fcr K R i< '^^ "--. C ^ ^ ^ 5 JJ ^ '^ ^. Is, k. ^^ a? Js ;ti be Hl.i a ■- — o_ 2 ■5 & y. c '5 o = ^'"^ i «- = £ « o .t:< m Wo O OC' X TO 'Tf "C -t ta o -M r; -; c; aj «» f^J c. T t in o — I — yj 10 ■%7k 71 . :o 1- ?( S >— I - Ti -f »■": ~ c K ■3 -xT ?!r: — ^'o'j? I- -< — ~' i"S <*, 15 X) 1.-5 —• I - ■ M • CI T • >■: • . — . - 71 • -ri • • •/*.■ • • • ?i -r — c ~ "' ''■- 'J^ '?' '^' ^ "' 1- C t- _ ■' i - T -^ >n -Zi ~ T. —' !Z t-. c t- —^ X. in 'n ' - ^_ "T^ i 35 I ,3 ■ C- m ; . — — 12 : :''-' < o -a 3 tK s S '-fc = i ;d -a -3 2r S L' £ ^- tn M 5r o »- C*. JT *« ^ ■-• iMi >-*,i. : St: ;; : COLONIAL AND LAKE TRADE. 439 No. 30. — Abstract of merchandise received from the frontier districts ad- joining Canada, and re-ioarehoused in the district of Neio York, dunng the year 1851. Articles. Ashes «eef liarloy Butler Cotton and worsted Fire-ongiiie Furs Flour Hams Lciitiicr MoccatiiiiH Oatmeal Peas Skins, dressed. . . . undri.'Hfied.. . Wu.v Wine Packa; 2,5'J3 barrels, 6 cases, 15i barrels lUO tierces 9t<7 bushelH , 1,340 kegs, 23 tubs, 1 barrel , 3 cases , In 5 cases and 1 bundle l.'i cases, 3 pimclioons, 3 casks 2r)0,3.W barrels , IG casks H bales 7 rases < 200 barrels , 2,*13'.l barrels, lG4j barrels, 5,fi41 bushels. 1 case I case 20 bales !)| pipes, 121 half i>ipos, ."S ([uartcrs. Vail m 1 8 1 1 6 846 ,562 GO ,025 oO 354 00 ,791 00 ,105 00 ,230 00 347 00 ,814 00 630 00 519 00 757 00 666 00 ,651 00 316 00 182 00 ,300 00 ...1 7,631 00 Wheat 712, 403 bushel.^ ". .". '. I 481 ,213 00 1,427,093 00 Disrnitr up \kw York, ChlUctor's OMicv, March 22, 1852. No. 31. — Ahstrnrt of mnrhandisr rccd red from the frontier districts ad- jfAiiin0.ves Ilia's, ^-18 cases, and T) packages. , ba(', 20 bales. [\ cases S.V.t Sugars Soap... 1 14 ;i."> :) (I :< 17 ,(100 ;')!» ,4T4 (I 3110 10 :i4o III 43 2 i) 24.-) 37 :i 2!) 3'J OfiO 77 1 o 3^ 1^2 I !HI :>\) 2y,o;t.-< .'i 22 33 .3 74f; 2.4H4 220 oasc, (•*? bale ; uud • v!\ck !;';. ...... ■•afM s, ,'{ bale^. 1 cer. u, ,int! 4 casks.. I ascs, .IO crat'. > , and 2 .:asks case and 1 ivici^i'ge cases iijid 2 boxes ca.sc-i and 100 boxvs Value. cases and 2.'> boxes , . . ca.i'-i and 2 packages, •las:-' hog-^liciuls capi ■ iud 400 demijohns bottii"^ case^' .lid l.'il casks . . . , coils , hides e.ises bars cases, (i casks, .OO jiac'kages, and 30 kegs, bundles cases.. . . , cases and cases liogslieads rases and 1 cask . . kegs and ^* iiarrels. casks and fdl baskets, casks and 1 case . . . . cases 13 boxes, l,.'i71 liarnds, and 0.37 packages..: cases and 10 barrels I box, (free) j cases I bags case bags casks I 111 r s <■•«••••■••••••«■••••••••••••• cases hogslii^ads and 18 oas!'H cases iiiid .3 jiackagcs cases and Ofi Imirs packages, .'»3 boxes, and 220 casi?s . . , hogsheads, GH barrels, and 8 boxes, . , boxes $20, 30f) 00 .3,12 00 1, ;i711 00 4, f<2i) 00 3, .3,'')!» 00 .320 00 1. (•.■>o 00 143 00 044 00 o 344 00 177 00 007 00 47 00 CG,!)12 00 .3 H21 00 1 f^37 00 74 00 i; oi;i 00 no 00 !*-l>< (10 1 (107 00 10 00 '.Ci 00 h34 00 10 00 lit .MO 00 ,s4 00 h; 020 00 007 00 30'.) 00 :> .320 00 1 .20.') 00 • > .2.'),'> 00 • t ,722 00 !:t . l.-.H 00 23X 00 700 00 .) ,^20 00 ,014 00 00 43,') 00 .!ll.-> 00 ,'J7'.t 00 32 00 27 , 770 00 ,320 00 33 00 244 00 .3 .101 00 1 .02*; 00 lOK 00 .330 (H) 103 00 108 ,'..34 00 I.-.4 01) 1 . i.)i 00 10 .200 00 717 00 1!) .(MI7 00 107 ,04;> 00 .100 00 le/ron- /aluo. jo,3or> 00 X}-2 01) i,'.i7;) 00 4,S-«) 00 :i'm 00 :i-jo 00 i,o:)0 00 14:j 00 •>,(i44 00 '2,344 00 177 00 'J'J7 00 47 00 (!G,'.14i2 00 :r,H'21 00 i.Hin 00 74 00 i;,o<;i tio lit; 00 S-iH 00 i,(;(i7 00 10 00 '.t.') 00 KJ4 (to It; ii).:>it; h4 (to ICi.d-J'.t (to 007 00 :}(!',» (to r.,;{-j(i 00 -n\:t (to •j:..') (to ;-i-2 (to l.'irt (10 'J^vt (10 ',M (to ■2.fM 00 i;,(;i4 (to 1.4-7 43: i.oi; l,".t7'.t 00 -.i-i (to •J7,77li 00 i,:fj'.» Value. t|iC47 00 20,05a 00 8,271 00 G46 00 8,197 00 5,907 00 118 00 15.H20 00 10 00 1.4.39 00 548,142 00 No. 33.— PORT OF BOSTON. Abstract of (junnfidj and value of merchandise transported in bond to the frontier districts, to be v.rpoitid to Canada, during the ijear 1801. Articles. Packajjfcs. Value. 9 crates. 2 cases 4S chests 7 cases 2 cases fil5 boxes (1.3 cases, 5 bales, 1 crate, 40 casks 800 cases, 15 bales 0-, ,..,ui.u Itdoks I 52 eases, I hale, 3 chests , Dry fjiMuls 1 ,074 cases, 410 bales. Kartiienwaru ' Plated ware Tea Straw hats I iludls Raisins , Hardware Hides .lewelrv Watclies 2 cases, Tin plates |f*H boxes ('oloirne.. rijrars Sadd|,'.-\ Sheet iron Herring's i.enions (iliiss Saltpetre Nutiiieirs Salts u>'' anniionia Fish, preserved <^ rapes Hair seatinff Seal skins Miisii-al inslrunicnls Plants Pii'tnres Perlninery l'aj)er () cases 3 cases, -.'It boxes. . 2 lases, 3 casks. . , () bales, 3 bundles. .W boxes. 2 boxes. 75 i)airs. . 1 ort (f Boston, to all jiorfs during the i/car 1851. IG.GjiS barrels Canada Hour; value l^l.'iT.DSC No. 35. — Ahtrnct of the fjuantiltj avd viie Yorl /o the British oihinits, cj;;., in 1851 ; Jo to \'i casus Fiiri t'xportcil to oilier i>l;i('fs ii cases, ,'J casks, .') |iutiriieon8 . . Wii\ exported to otlier |>orts 'Jll bales Bru • • VVInat exported to (Jreal liritain .'>(I7,(I44 bushels , . Wheat exported tu liritish |)rovtiices ii,VM bualiulH m Valuo. *40.r.4:> l(i,l)f:G I , i'm 3.(i'J() :i.'.t7r> 1 ,3U(i i.oa.5 ^!W.4l4 ;i44.5fi8 4,0li(} No. 37. — Statement of the value ami (pianlili/ of Canadian four and grain rtceind in bond at the port (f }\\ie York, and the value and ijuanfity exported, during the year J 85]. Artirlos. PackajjcB. Floiii wareliouKod 'J.'>(!,.'J.')2 barrels.. FbiUr cxjKirled 17r>,.'ll'i barrels.. Wheat warehoused TI'J.IO.'l i)ushels , Wheat exported ;')!.'), >4'J bushels Value. $S4fi,8}4 (;()j.(iH4 4''l.:.n.3 ;mo,'^'J4 No. 'd'i^. — Total amount Gt) New V'ork, March Ifi, ld.">"2 cJ from . *rj7,92G -ted from r 18.01. .. #14,9Cl COLONIAL AND LAKE TRADE. 443 No. 30. — A eompnrativc statemrjit of the gross ana net revenue rtvcicr.d from custom duties in Canada., for (he iimrs 1848, 1849, and 1850. 1848. 1849. le.'sn. Orntiti rfirointd ciT •■• a.. $1,;}.3<>,1IG I30,3.S8 *1,77H,188 ri7,->4() $2,46.3,77(5 * 138.248 i,2or),7a4 1,650,948 a,324,i»a8 ' In this iluin iu includud the liuin {if $9,bj>i fur return ilutius. thr jif^rt iliic if all lain, ^f^' Viiliie. <^40,.'i43 1,692 3,69(1 2,975 1 ,300 1.025 ;iii-.>,'.t20 :2'.l.t.U4 U.'iO :i4i.r.68 4,666 mid If rain ,/ iiuaiitity \uhin. - f^^ti V s! St * c r-^ 1-^ N^ '•*^ -^ § s ^ s ^ lo '^ ^. ^ Cl jj* c **>fc **i -•w >> «w sc f^*- <;: ^ ■wS «c ^»w ?> ^' be (^ ■^ ■ "w ■^ ' "»i fcp •*« ^ ^ «^ V W 12 -^ ^ y .''0 ■•^ <;.< Ks^ k. c ^ ■ 2 « J« S -d 3 I-* i? t! r» fX) a »^ ♦i 55 CI fo § £ ^ «2 (4 s 1) » o ,1. -o •d to vo § 00 !? e es «« _; «• a '-^ to , ^. -3 "^ (4 r9 a 1* 3i C ^, 4^ o 1 ^ _a_ s •d -— *■ « _. ^^^ . ^ ha Id 3 s ^i .iS o l.*? .ti ■w a c S 1 u i -d "i' t» is to 1 o "■ n n 1 60 -3 1 !i o 1 e c o s H w -^ 1 i^^si ■ , .— 1 ■= *v « T t ir ! '^, ' 'y ■«' »- i-s -r "T 1- s 7? c^ ■/; C5 •« 5 X^ o ^ vs ,-: 1-. c * 1 . 2 •" c-. o « "5 1 7. tr tr -vS -J = „ ^ '?f K. ;< — ( " 1- I* 7 o ^^ *-:*:-• T 1- u 'r 'X '? i: ^' t: S » V* %C " 2 <=^i6 =- * c~. ■5 «r L-' ^M rt r* r-i 1 > i 1 » • r/ ri 1 ^ ■?.| !^ C - 7 ^ •-< -- "3 • ' 3 — 2 ■« •" .— y- — = i- ■J i: t D IJi^ll N>-^ ' *^ ■s ■5:11s • &^H=5 c i^ f^ ;» •3 3 a o s o a. a 4) c o s u % o o to c rt a. u •a s r) "5 S C to cs B S o ! COLONIAL AND LAKE TKADB. 445 PART VI. NEW BUL'NSWICK. This province is .situnlo hrtwceii Cuiud.i and Nnvri dentin, iiiid abuts on tlic nortlir.istcni hoiiiidar}' of the United t^Uites, upon tli(! line huely esl;d)lislied under llie Aslil)urt(»n treaty. To the southward it is boiindt-d l)y the Bay of Kundy, and is separated from Nova Scotia by fi l)oundary line across the narrow isthmus which connects Nova Scotia with the continent of America. On tlie northeast New Brunswick is bounded by the dull" of St. Lawrence and the Bay of Chah'ur; it is divided from ('anans l(»r twelve miles farther. On tlic lower j)arl of this river a very t( valualile mineral has r( cenllv Ixen disi'overed aiK t tl le seam is now worki ll to consideiable extent. By some this mineral is designati'd "jet coal," and by others il is considered pure aaphallum. It is black COLONIAL AND LAKE TRADE. •H7 \'cr be- ic liay (•(I a» u i(lt(ll>y surliifi! lort pro- tm Wfic 111). I I'X- iinvd lo ImkI Ih.'- h is liiui ;:il)lc Un II iiiiit ly Above (I up ill*' 'r«ii)iiiuf, .liiliu iiro hcsf falls iiioiilli ot igiihlu for rcr is also .a, a Ahx'I it', ami of » thf river , ami pro- iw-ftn ihc (•ii).-s ilus itialKH' lo mill's in liaiid lake coals arc 1 i)t' watt'i in l\v( iiiy- .;ul of llie r (If ill ilie jrllKasltiii ict' as f^l' {' west. umlyi ii'";^'' my >\7.r ti)r V or tiglily "v» r a very am is now (Icsiynali'il ll itT black nnd brilliant, liii»lily iiillaiimiablc, iiml yields a large (|unntily of a'ls of ^reat, illiiinilialiii;n jJoNver. Tlic se;iiii id worked al tour uii.es from llie bunk of Pelieoiliac river, ^vlu re ii is navigable ll»r e .n-yelng ves- sels of larqe elas.s. On ilie ;^ulf-eoast of New Ihim^nviek tlien; are many .mm. ship l.ar- hors, t aeli al the month of a eoiisiderable river; ami lioui ti i« so haibdis inneli line timber is shipped ;umually lo KiiLdand w riic most .sontlh in of these haibors is S/ii:ihttr, which i.-- capaeioiu*. nnd ill) .•ullicieiil depth of waler ii)i vessels drawing eighteen li'cl. (.'ap- ■ii' ot space lor ."-Inppnig, an(t gind Tlw tide Hows si'Vi 11 miles Up tiio tain Uaylield, |{. N., marine surveyor in the (julf of St. Lawrence, says llial Sliediac- harbor is the easiest of access and egress on thi> part ot the eoa.>t, and ihe only harbor ol'IS'c w nrunswiik, ( astward of Miranii- clii, which a vcs.^cls in distress eould SMiily run lt)r in lieavv m rtla i iy gales as a harl)or of rel'uge. Two rivers fall into Slicdua; haibur, which is (list becoming a place of impoitruice. Should the pr('pi'.-((l railway Irom St. John to llaliliix be consirucU'd, ii will loiicli llie gul! at Shediac, which will thus command a large trade as one (W itie gn.ai turuing-jioiiiis of ihe railway. t'lidii^iic /iii/l)'>f is te;i miles by die coast, northwardly, (iom Shcdiat harbor. W'ilhin this harbor, which is al the mouth of a river ol tiu' same name, there is abuiidaiiee anclioiaue in live faihoms water. Coeagne rivi'r. There is much good limber (tii its banks, and ihe j.oii has every tiu-ility li»r ship-buildiug. Ihiitonchr liarhir is at the mouth of the tlreal and Little Buctomho rivers, nine miles by the coast iiorthw;irdly of Cocagtu". ForuK rly lh( re was only twelve li'cl ot' water on the bar al the entrance lo tins harbor, but, owing to some uuexplaiiuil cause, the water has grailually deepened of lai(^ years, and now vessels drawing thirteen fcit liave gone over the bar. There is nna'li valual)le limber on the banks of this rivi r, and vessels uj) lo llfutii hundred tons burden have been built at Huctouche. Twenty miles north of' Bnetouelie is linhUiuctn /uu/i'ir, which is ex- tensive, sati', and commodious. The livcr is navigable ti)r V( sscls of large si>,e upwards of liticeii miles from the gulf, the ehanni'l for that distance being from t()ur to six llithoms in depth. The lidc Hows up the rivcj- twenty-live miles. The sliij)mi'nts of limber and deals frcin th us iiort annua lly ire hecomiii'' verv consiclerabli The extensive harbor of Minnnlc/ti is formed by ihe estuary ot' the beautJiiil riviM- ol' that name, which is two hundred and twc-nty milt s in leiiirth. At its entrance into ihe gulf this river is nine miles in width. Th lerc is a bar al the eutrain;e to Ihe ^Miiaiiiichi ; but uu' river is ot such great size, and pours liaih sia.'ii a volume of waler, thai the bar >f! • ■rs no imjjetlmienis to navigaiion, tiiere hemg suHiiacui (le])ih ot ati'r on it at all lit w tons, or men more mes lor snips ol six liuiKlrt.d ami seven liuiulri ( The lidf Hows nearly t()rty miles up th<' Miramichi from the gulf. The rivi'r is navigable t(>r N'cssels of the lainrst el; full thirt V miles of that distance, there being fn>in live to eight tiithoms waler in ihc channel; but sclujoners and small craft can proce«'d nearly lo the head of the tide. Owing to the size and dc])lh of tlu' 3iiraiuichi, ships can i n 448 ANDREWS REPORT ON load along its banks for miles ; its trade and commerce arc already extensive, and will undoubtedly annually increase. At the northeastern extremity of New Brunswick, just within the entrance of the Bay of Chaleur, is the spacious harbor of Great Ship- pigan, which comprises three large and commodious harbors. Besides Its facilities for carrying on ship-building and the timber trade, Ship- pigan harbor offers great advantages for prosecuting the fisheries on the largest scale. The general dryness of the air on this coast, and the absence of fog within the Gulf of St. Lawrence, are peculiarly favorable to the drying and curing of fish, in the best manner, for dis- tant voyages. Owing to the erection of steam saw-mills at Great Shi|<|»igan, and the extensive fishery establishments set up there by Jersey merchants, there is considerable foreign trade. The dry fish are chiefly shipped in bulk to Messina and Naples, for which markets tliey are w«^ll suited. Litt/c Shippigari harbor lies between the islands of Mescou and Shippignn. It is an exceedingly good harbor, being well sheltered, with safe anchorage in deep water. The main entrance is from the Bay of Chaleur. It is half a mile in width, witii eight fiithoms at low water, which depth is maintained well into the harbor. This is not a place of any trade, but it is greatly resorted to by American fishing vessels which frequent tlie Gulf and the Bay of Chaleur, as it affords them perfect shelter in bad weather. There are great conveniences fin- fishing establishments in this fine harbor ; and it would afford great facilities and advantages to our fishermen if they were permitted to land and cure their fisli upon its shores. Bathurst harbor is within the Bay of Chaleur, which in itself may be considered one immense haven ninety miles in U^ngtli, and varying in breadth fW)m fifteen to thirty miles. It is remarkal>le that within the whole length and breadth of the Bay of Chaleur there is neither rock, reef, nor shoal, and no impediment whatever to navigation. The entrance to Bathurst harbor is narrow; but wiihin, it is a beauti- ful basin, three miles and a half in length and two miles in breiidth, well sheltered from eveiy wind. In \\\v [)riiieipal channel there is about l()urteen f(;ct at low water. Vessels drawing more than foiirteen feet usually take ip part of their cargoes outsi(I(> the bju-, where there IS a safe roadstead, with deep water, and good holding-ground. No less than tour rivers fall into Balliurst harbor, each of which lur- nisfies much good timber. Ship-building is prosecuted in this iiiubor to some extent; and there is a considerable export of timber and deals to England and Ireland. The entrance to the lintigonchr, at the head of the Bay of Chaleur, is three tniles in width, with nine tiitlioms wafer — a noble entrance to a noble river. The main branch of the Rf'stigouche is over two hundred miles in length. Its Indian name signifies " the river which divides like the hand," in allusion to its sej)araiion al)ove the tide into five principal streams, or branches. These drain at least f()ur thousand square niiles of fertih; country, abounding in timl)(;r and other valuable natural resources, the whole of which nuisl find their way to the sea through the port of Dalhousic, at the entrance to the llestigouche. A crescent-siiaped cove in front of the town of Dulhounic is well sheltered, I COLONIAL AND LAKE TRADE. 449 already :hin the at Ship- Besides e, Ship- erics on asl, and jcuharly , for (hs- it Great there by dry fish markets :ou and heltercd, from the IS at low 3 is not a LU fishing it atl'ords cnccs li)r i)rd groat mitted to r may be aryiiig in vithin the her rock, a boauti- brciidth, there is 1 fourteen icrc there il. vhich I'ur- lis h;irl)or and deals Chaleur, iitraiie(> to over two ver which c tide into thousand r vnluable to the sea )uche. A sheltered, and has good holding-ground for ships in nine fathoms water. There are capital wharves and excellent and safe timber ponds at Dalhousie, affording every convenience for loading ships of the largest class. From Dalhousie to Campbellton the distance by the river is about eighteen miles. The whole of this distance may be considered one harbor, there being from four to eight fathoms throughout in the main channel, which is of good breadth. At Campbellton the river is about three quarters of a mile in width. Above this place the tide flows six miles, but large vessels do not go farther up than Campbellton. The country watered by the Restigouche and its branches is yet almost wholly in a wilderness state, and nearly destitute of population ; but its abundant and varied resources, and the size and character of this magnificent river, must hereafter render the northeastern portion of New Brunswick of great consequence. TlliiDE AND COMMERCE OF NEW BRUNSWICK. The present value of the trade and commerce of this large and highly favored colony, as yet but very tiiinly peopled, will be best estimated by the !bllowing tal)les. The vakie of the imports and exports of the whole province, in 1849 and 1850, is thus stated: Countries. 1849. IniportH. Exports. Groat Britiiin ' $1,507,340 i $2,319,070 liritiBh coloiiii's — I West liidifs I 5, SCO r)7,3(;i» Uritisli North America .[ 517,300 1 270,475 Other ('i)i(iiii('H ' I (i.*J()0 United States | 1,3:>'J,810 257,010 Foroicru Slates ' lI4,«*J5j 9(i,"J35 Total. 3,4(J7,H35 , .3,007,;ilO 1850. Imports. E.xports. $1,988,193 11,.")G5 674.085 25,135 1,310,740 67,335 §2,447,755 90,. 350 297,860 8,105 387,000 59,020 4,077,655 3,290,090 The flillowiiig is an account of the ve.'S.'^rls, and their tonnage, which enteretl inward ard cleared outward at ill the ports of New Bruns- wick, in IM!) and 1850 : Countries. Great llritaiii.. . Urilisli ('uh)iiies. United States. . , Foreiiru Stales. , 1849. 1850. Inward. No. ToDH. No DutwiiiJ. Tons. Inward. 325i 140,024 769 Total. 1,213 ^^1.050 1,172 1,;»04 lf^2,007 928 5r 13,106; 25 2,893 416,l87i 2,891 No. 3(K),M)6i 233 6M.097' 1,281 84,742j 1,457 3.769 68 457,4141 3,039 Tons. 95.. 39:) f< 1,424 242.104 17,701 436,622 Outward. No. j Tons. 76H .303,617 1,241 70,155 937 87,925 25 3,826 2.97U 464,983 29 450 ANDREWS REPORT ON The number of new ships built in New Brunswick during 1849 and 1850 is thus stated : Vessels. Tons. In 1849 114 36,534 In 1850 86 30,356 The number and tonnage of vessels owned and registered in New Brunswick in the same years are as follows : At Sf. John At Miriiniichi . . . At St. Andrew's Total , On December 31, 1849. Vessels. 505 90 180 775 Tons. On December 31, 1850. Vessels. Tons. 9.3,192 7,4()4 16,819 117,475 535 92 180 807 99,490 «>,282 16,224 121,996 The tullowing tables and statements are given with the view of showing the trade of the port of St. John, and of the v.-irious other sea- port.>j ot New Brunswick, during the years J 850 and 1851 : No. 1. li III N f iki , /■art of the trade of the port of St. Joha, showing the. ships and tonnage . ipliiijcd, and the relative value of the imparls, distiiiguisliing forcigti goods from goods of British produce and manufacture, during the year Abst evi ending December 31, 1850. From what countries. Vessels inward. Value of imports. Total. Number. Tons ISntish. Foreign. Great Britain and Ireland. . . . United Stales Brilifli \. A. C'oloiiieH Itritiwli VVi'Kt Indies . VXA 694 815 12 19 IH .'•.8,251 14.''>,()95 4.^,1 r.;j 1.514 2.908 6,926 •-'92 Jl..'i4(i,.T.t.'. 196, 4(t.''. :»o4,ii.-. 10,200 S,l26,4,'-.0 877.:).''>0 85.455 $1,672,845 1,073,7.55 ;jM9,.57(i 10,i>00 65,260 4,6.50 20,485 Vori'ltril \V t>*>t IlldU'K. 65,260 ITfiri'itrn I'lUroDO 4,6.')0 20, 4K'. Totals 1,692 260,139 2 082.2.')0 1 f"! '■»i''> 3,236,765 . , ..,.,.,.„ 849 and Tons. 36,534 30,356 . in New r 31, 1850. Tons. 99,490 6,282 16,224 121,996 ! view of other sea- nd tonnage tig foreign g the year Total. $1,672.84.^ 1,()73,7.'')5 3S9,.')70 10,200 6.'), 260 4,6.'-.0 20,48:> 3,236,765 COLONIAL AND LAKE TRADS. No. 2. 451 Abstract of the trade cf the 'port of St. John, showing the ships and tonnage cleared outward, and the relative value of the exports, distinguishing foreign goods from goods of British produce and manyfacture, during the year ending December 31, 1850. To what countries. Vessels outward. Value of exports. Total. Number. Tom. British. Foreign. tJroat Britain and Ireland. . . . British N. A. Colonies United States 457 794 405 37 15 3 1 2 190,215 40,309 45,214 5,141 2, U-iO 466 402 424 $1,547,335 108,015 187,355 54,245 33,455 7,190 3,405 3,855 $9G,055 37,095 106,200 355 $1,643,390 145,110 293,555 British WohI li\dieR... 54,600 Foreign West 1 ndies 33 , 455 Soutli America ,,, 195 840 7,385 4,246 3.8.^5 Australia , British Possessions in Africa . . Totals 1,714 284,321 1,944,855 240,740 2,185,495 No. 3. Abstract of the trade of the port of St. John, showing the ships and tonnage entered inward, and the reJoliiv value of the imports, dift in guishing foreign goods from goods of British irroduce and manufacture, during the year end ing December 31, 1851. From what countries. Vessels inward. Value of imports. Total. ', umber. Tons. British. Foreign. frTp;ii BritJiin utid Ireland. , , . Hritinii N. A. (\)l(nu*^« 1 143 j 64,113 737 42,048 8i 1,750 23 3,342 605 166,9.52 11 1 4,24.1 $1,8.55,270 322, H45 3,705 $87,105 107,485 $1.942. .375 430,330 3 705 l''ori*iffii \\'i*st Irultrfl 105.610 1,1.54,28(( 26,510 105 610 United Sfiitcs F\)riMir!i KnroiH* 303,925 l,4.-)8,205 26 510 Toliii>i l,r.27 282,450 2,485,745 1,480,990 3,966,735 I 452 ANDREWS* REPORT ON No. 4. Abstract of the trade of the port of St. John, showing the ships and tonnngc cleared outward, aiidthc relative value of the exports, distinguishi7>g foreign goods from goods of British produce and manufacture, during the year ending December 31, 1851. Vessels outward. Value of exports. To what countries. Number. Tons. British. Foreign. Total. Great Britain and Ireland. . . . United States 440 359 695 25 21 I 208,889 64,344 42,041 3,472 3,688 1,772 615 $1,915,210 148,270 171,665 21,350 53,105 23,330 4,325 $17,080 164,425 44,720 2()5 1,040 3,735 1,410 $1,932,290 312,895 216,385 21,615 British N. A. Colonies British West Indies Foreign West Indies 54,145 Soutli America. 27,065 Australia 5,735 Totals 1,545 324,821 2,337,455 232,675 2,570,130 From these returns, it is apparent that the imports of St. Jolin de- creased in the year 1851, while the exports increased considerably — thus : 1850. 1851. Total imports S3,9C(),735 $!3,23G,765 Decrease, S729,970 Total exports 2,185,495 2,570,130 Increase, 384,635 The following is an account of tlie timber and lumber cut on Ameri- can terrilor}', and lloatt-d tlown the livcr St. John, whicii was exported to the United States under ecriilicate of origin, in the years 1850 and 3851, with their estimated value : Articles. Boards and scantling, M feet. Clapboards M. . . Sliiiigles do. . . PiiIingH do. . . Harkniatack timber. . . .tons . Latliff M. .. Pine tinilMjr tons.. Siiii>-kiu;cs pioces Spars do... Total value , 1850. Quantity. 2,658 2,599 4,169 40 30 20 1,324 553 28 Value. $27 40 10 ,670 ,(170 ,490 355 \M 20 ,965 400 1851. Quantity. 88,175 2,784 3,^57 6,M)H 113 727 215 565 220 Value. $35,775 95,950 17,030 615 3,635 270 3,955 rr** 985 158,165 I f COLONIAL AND LAKE TRADE. 453 tonv.ngc rforeifrn the year From the foregoing, it will be seen that the export to the United States of American timber and lumber, cut on the upper St. John, and shipped through the port of St. John, has very nearly doubled within the last year, and is understood to be annually increasing. The following is an account of the principal articles of colonial pro- duce, growth and manufacture, exported to the United States from the port of St. John, N. B., during the year ended 31st December, 1851, with their value : Total. ArticleB. *1, 932, 290 312,895 216,385 21,615 54,145 27,065 5,735 2,570,130 John do- Icrably — ^729,970 384,035 on Ameri- cxportcd 1850 and 1831. Value. $35,775 95,!»5() 17,030 615 3,635 270 3,955 JO rr" 985 Boards and scantling M feet Pickets and palings M pieces. . . Laths do Shingles do Clapboards M Hackmatack timber and knees tons Spars pieces . . . Staves M Fire-wood cords ... Lime lihds. ... Gypsum tons.. .. Grindstones pieces . . . Ox liorns hlids and crates Potatoes bushels. . . Coal tons Black lead cwt Potash barrels.... Slieepskins orates,. . . Railway sh-cpcr.s M feet.. . . Pig iron tons Oats bushels. . . Snuikcd licrriiig:< boxes . . . Mackerel barrels. . . Salmon, pr('s('rv(!d ]>ackagcs.. Salmon, fresh No. . . . Shall barrels. . . Alowivcs and herrings do Quantity. Value. 2,997 P7,285 331 1,655 1,009 1,270 383 960 150 3,750 466 2,695 10 50 643 8,035 173 865 238 390 1,652 2,120 65 80 32 330 8,900 6,180 195 900 152 325 32 320 123 5,275 379 2,500 91 3,405 4,800 2,400 1,392 1,865 10 60 766 16,115 4,437 4,440 1W4 1,345 6,892 21,565 Total valuii. 125,080 The total vnhic of the hkc description of articles exported from the port ol" St. John to tlu' Llnitinl States in 1850, was $157,695; showing a decrease of that class of exportalions to the extent of $32,615 in the year 1851. 158,105 ^ i 1 ■! I» I j 1 454 ANDREWS REPORT OPT The following is a statement in detail of tlie various articles, the growth, produce, or manufacture of the United States, imported into the port of St. John during the year 1850, with the value of each de- scription of articles : Articles. Apothecary ware Ashes ' Ale ani porter Bricks Books and stationery Bran Boats Bread Butter and cheese Barilla Broom brush Bark Soap and candles Coifee and cocoa Coal .... Indian corn Canvass Cork Cattle Clocks Cement Combs Copper and yellow metal Cordage Carriages Confectionary Dyewood Eartiienware Furs Fruits and vegetables Pri3d fruits I^eathers Fireworks Furniture Wheat Hour Rye Hour Fire engine Groceries. . . , Glassware Glue Grain, wheat Haberdashery Hay Hair Hemp Hops Hides.. Iron, wrought and unwr<»u|fht. Iron castings Indigo India rubber goods. Jewelry Leather Luml>er Lignumviti>^ Lard Live stock. .....,., Quantity. 1 98 3 30 1 53 30 111 155 10 ,080 ,133 ,148 ,000. ,761 100 4. ,2.'»3 233 (iG ,054 ,6oe ,060 ,050 .3'JI ,nt4 25 J 2 2. 51.5' 16 261 329 20, 11 ,243 70 62 .771 ,140 IH 1 ,214 ,082 ,300 1, 505 ,109 J) 723 576 492 o 118 43, 78, 276 573 168 272 24 1,12H 1.995 55 8,874 1 packages pounds. . . gallons . . packages bags cwt cwt tons pounds . , .do , .do .do tons bushels . , yards. . . , bags head., . . , Itarrels, , . packages cwt packages 1 1 37 14 cwt rwt packages . . ,do. . , , , , ,do. , . . cwt cwt box packages barnls. . . .do 1 193, 1, packages . , ,(lo., , . cases bushels . . . . packages . . tons bags bales .do .do tons pack 's, 752 pieces, and 4,53 cwt... pounds packiigira . . . . .do ...do feel tons pounilH . . , dorse, and 6 coops of poultry . . . Value. $15,761 4,98R 628 195 24,472 50 142 5,892 1,826 1,827 3,85& 3,155 1,592 22,636 7.724 46,391 1,063 191 755 42 481 1,331 5,656 3,742 1,041 181 1,803 1,068 3,115 9,906 9,358 90 14 3,190 180,7.38 44,240 2,0,'n 1,713 4,f<85 205,. 556 24,477 4,857 30 2,165 942 12.310 9,651 7,934 127 8,287 2.125 13,236 155 1,218 931 i 191 olns, the rled into sach de- Value. $15,761 4,98ft ()2H 195 24,472 50 142 5,892 1,826 1,827 3,85G 3,155 1,592 22,63G 7.7:24 46.391 1,063 191 755 42 481 1.331 5,656 3,742 1,041 181 1,803 1.068 3,115 9,906 9,358 90 14 3,190 180.738 44,240 2,o;j7 1.713 4,885 205,. "iSO 24,477 4,857 30 2,165 942 12.310 9,651 7,934 127 8,287 2,125 13,236 l.W 1,218 931 191 COLONIAL AND LAKE TRADE. Imports into the port of St. John — Continued. 455 Articles. Matches Meal Meat, salted Mahogany und rosewood Mats Musical instriiincntH Machinery, (planing, &c.). Molasses Moulding sand Manure Marble Nuts Minerals Naval stores Oil, fish Oil, palm Oars Plaster , Oakum Oysters Prints Rice Paint and putty Quantity. Sugar, refined Sugar, Muscovado. Spirits Spices Sirup Stoves Seeds Shot Scythe and irrain stones Starch Tallow and soap grease Tea Tobacco Timber, locust Timber, ))itch-pin(5 and 22,37t; 116 84 1. 7,952 2 47 19 3,072 41,246 37,484 1,677 .')8,818 2,2:i.'-) 1,625 15,999 4,380 3 2,779 cases .... barrels.. . cwt ft. ,56 pieces, 4 packages packages . . . . .do . . .do gallons . . . tons barrels .... tons. packages package., barrels . . . gallons . . cwt pairs barrels . , . tons barrels packages . . pounds kegs and barrels. . . . cwt cwt gallons . . . . pa(tkages . . gallons pounds and 24 pkg.-J. . cwt packages . . . boxes cwt pounds.. . . ...do tons , .do gallons. . .do . . ...do.. ..do packages . ..do Total value, Value. $170 24,657 86,616 688 370 1,212 2,095 8,295 77 222 808 2,508 10 4,376 4,. 588 685 21 310 1,861 360 100 8,042 690 4,387 20,317 19,442 676 75 25 1,392 12 353 78 22,470 9.558 68,356 142 11,937 972 858 708 1,575 2,922 62 12,. 378 1,120,582 The tullovviiin; is a detMilcd statrniont of the principal articlrs im- ported t'ntai th(^ United States at the port of St. John, in the year 1851, witfi iheir value : ; I I ■■■ 456 ANDIIEWS' KEPORT ON Articlon. Apothcriiries' ware. Alt! and porter. . , . Ashes Biioks II nd stationery. Butter and (^iieuHO. . . . Bread Barilla Broom -straw .... Candlt's and Hoap , Coffee Quantity. 3,506 gallofMi. 1,001 cwt.... Coals Cider and vinegar Cordage Cariiujres Dye wood Ell rt hen and jrlassware Fruit and vcifetables. . Furniture Dried fruit Wheat tloiir Itvi' tloiir Nfusical instrunientsj . . Corn-nioal Wheiit HH cwt 371 fwt ()6 tOHH 159 ewt 15H cwt 1,(M»7 cwt IjHlH tons I'J'A barrels. . . . iil!) puckiifT'^s. ■ Value. jJO 133 rwl. Corn and other grain. Groceries Haherdashery Hides Ilojis Hemp 1, ;».'■) rwl ... (iH,K7H barrels. iJ,()^8...do.... 13 5,5.l!t barrels. 1.''>7,!HI() l>ilsliels, 40, L> Hi... do.... Hardware Wrouifht and cast-iron wares India rubiier goods Leather iiiiinufactures and leather. Salted meats Molasses ^".-1 bales. (Id. .do. . •J17..do.. 500 pnckagcB. ■ Marble and other stone. . . , Cabinet-wood, veneers, &c. Naval stores Oysters Oil.... !).H75 cwt 'J7.(!(I0 jrallons. Plaster Palm oil Rice Seeds Refilled sugar. Brown sugar . , Spirits Tallon Tea Trec'iuils . . . Tobacco .... Wood-waroii I.ignuinvitn;., Wine Copper Hay Paints Pitch-pine timber. Live stock Machinery Printing pri'ss . . . . Firt'-cngincb 1,H4(> barr.ds ::.'.7H, . .do , 12,8.312 irallons.... 4(U; l.ariel.< 'J4 15 cwt 72,82(t gallons.... 4.1w2 cwt 5,25a chests, k4 lbs. each. . 211 M 3,777 cwt 21 tons . . . 3, I.V.I iraihins. .3M cwt 34 tons . . . 15 cwt... . 4.22H tons... 1 bull ToUl value 1,422,930 *27,025 705 5,490 35,045 870 1,840 1,965 1,430 2,050 13,720 fi,345 295 2,640 1,200 655 9,910 11,590 6,775 8,845 297,820 6,890 530 16,780 149,. 325 .34,:K') 8,315 l.W.JiOS 2(1,435 2,(160 8,190 39,600 H,045 12.9.35 45,600 81,9.35 6,610 1,740 4,010 3,.'»00 5,610 465 175 9,630 2,905 10,105 16,010 42,025 36,020 113,315 2,.)80 82,460 13,0.35 2.30 2,400 1,295 335 480 20,990 210 1,375 1,125 1.590 I Value. #27,025 705 5,490 35,045 870 1,840 1,905 1,430 2,050 13,720 f;,345 295 2.640 1.200 ♦;55 (t,!»10 11,. WO «),775 H.H45 '^7,820 0,890 5:«) lfi,78l) 149.. •125 :t4,:K5 H.315 l.^.^ilfS 2(1,4.35 2, (ICO 8,190 39,(i(IO 11.(145 12.9.35 4.'>,(i(tO 81,9.35 (;,(;io 1,740 4.010 3,. WO S.tllO 4f)5 175 9,«>.30 2,905 l(t,105 If), 010 42,025 30,020 113,315 2,. 180 82.400 13,0.35 230 2,4(M) 1,295 335 480 20,290 210 1,375 1 , 125 L.'iOO 1,422,930 COLONIAL AND LAKE TRADE. 467 From the two preceding tables it will be seen that llie value of im- orts from the United States at the port of St. John in 1850 was 1,120,582; and in 1851 was $1,422,930; showing an increase in the latter year of $302,348. An examination of these tables will also show that the imports of coals and limber at St. John from the United Slates, both in 1850 and 1851, fjir exceeded the value of similar articles exported to the United States in those years. The (|iianlily of coals of colonial produce cxijorled to the United States from St. John in 1850 was only 65 tons, while in that year the quantity of coals imported from the United Slatf-s at the same port was 2,321 toius. The coals exported were of the soft, bituminous descrip- tion, wliilc tliose importe(l were anihraeiU!, the use of which in this colony li)r steamboats and ffxindries, and also l()r domestic use, to wiiich they have not yet been applied, would be largely increased if they were importetl free of duty. In 1851 tin; coals exported amounted to 105 toii.s, and the import from the Unitt-d St;it(!S to 1,816 tons. It will also be observed that New Brunswick imj)orts iVom the United Slates large (juantities of pitch-pine and other timber which are in much retpiest l()r ship building and oth(;r ))urposes. In 1851 no less than 4,2'.^S ions of pitch-pine timber, valued vit $20,290, was imported at St. Joini from the United States. The demand t()r pilch-pine, o;d\, locust, hickory, and ])lack walnut, non(^ of which are l()un(l in New Brunswick, would be greatly increased if they were tree of duly; and various oilier descriptions of wood tin* cabinet work would also be sought alter under the like circumstances. The coals and timber of New Brunswick and the United States, dilK-ring, as they do, so widely in character and uses, may he fairly exchanged with each other, each liavnig its own jXH-uliar advantages for certain purposes. The iiuiiilxr of vessels belonging to the United Stales which entered at the p(»ii of Si. John during the year 1851 was 02, of the burden of 37,308 Ions. The largest of these vessels took cargoes of timber and deals iVom Si. Joiai direct to ports in the rniled Kingdom, earning fair freight. The nunilxr so employed in 1851 was 41, ot the burden of 29,831 tons. The remaining 51 vessels, of the burden of 7,477 tons, were em[)loyed in voyages between St. .lolin and the United States. The number and tonnage of new ships built and fitted out at the port of Si. Joliii in 1850 and 1851 are as Ibllows: Year. Nuinl)cr. 18.")(). 1851. 58 74 Tons. 20,377 38,960 Of the new ships built at St. John in 1851, tiiurteen, measuring 10,332 tons, wen; for owners in the United Kingdom, and twenty-one others, of the burden of 11,398 tons, were sold and transtiTred toother ports during the ycai". This amounts to 21,730 tons of shipping ex- ■M 458 ANDREWS REPORT ON ported from St. John during the past year, cstip^'atful at $800,000, whicli does not fi|)pcJir in the export returns. A great improvement in the model and finish y i New Brunswick ')uilt ships lias taken j)lace within a tew years, and thfir value has tiiereby been greatly augmented in the English market. Larch timber, better known by its loeal nam* s <({' haekmatac or tamarack, is now chiefly used in the construction fJ' the New lirunswiek ships; nnd this wood has been so greally a|)proved, that in 18/)0 tin; eonaiiiitee of underwriters at Jj1o\ d's deeidcd to admit haekmatac vessels to the red star class ti)r six years. This year tiie same eommittee has further resolved to a(hnit these vessels to the seven-years class- The restilu- tion runs thus: ' Haekmatac, tamarack, juniper, and larch, of good quality, fre<> from sap, arul not grain-cut, will be allowed in the constructien cf ships in the seven-years class, fi)r the ti)llowing parts: Floors; lirst, second, and third tJx'i-hooks and top-timbers; stem and stern post; transoms, knight-head-, hawse-tinilx-rs, apron, and dea.v3 i.3:t.'i 33 IVlaguguadiirio . . 37 Total «■ :i,\tj:, 103 St. Andrews. .. . ■St. Stephens. .. . .MngHgiiadario . , 1 8 414 l,7«ti 1!) «1 Itritisli West Indie 31 1 I 3,5.3« l.'-)4 337 mi 6 C'ampo Dellu. ... Total St* StopllCIlBt • • . 2 243 13 11 11 3 , 433 113J 33 3,i»l7 11(8 liritisli West IndieH . . . . 3.'i0 la St. StonheriR. .. . Montevideo .... 1 lti7 9 Cunipo Bello. . . . St. Andrews. ... St.StopheiiH.... MagH|riiadiirio . . Cam|>u Uello. . , . Total St. Andrews... . St. Ste|ilH'iis Magugiiadario , . Canipo Uello. .. . Total St. Andrews. .. . St. Stephens.... Magaguadario . . Total Grand total. Island St. Murtit a 3.'i() 13 .... Uritish N. A. Colonies. . 14 (i .'■)73 1,.')44 434 44i 14 117 31) 3h 7 53 33 7.'VI 773 31'." 644 54 HI 24 77 _. 73 3,ii.')3 343, 74 3,3Htt 236 United States lt)3 33 374 M,77."i Hti7 44f| 3S 3ti4; 1 41111 IDN 73* 3.3 l,.'i34 707 'J,l).i7 1,4(m: 96 13 2H4 94 3.'-),;V'14 l.lK^j l(i(» (J,3'.t8 489 United Stales 3:»;t .•|;<,!)0| 3.3H^ l,7(tH 2,()3«: 333 H<|' 33,^Ki ij 1.1.1 1,986 .l.'-l .5 .'■.(i7 31 Sfio 37,!)H7 3,170 344 34,3% -',036 • 733 73,693 3,K=il G6I 71,35H 3,867 ;• The total arnouni of shipping owned at the ixirt of Mirarnichi on the 31st day of l)<'e(inl)er, 1851, was 93 vessels — 7,4(iG tons. During 1851, the numl).«•■■ 42 118 29 13 16,438 10,695 7,512 3,088 95 93 3 6 34,886 4,888 102 501 48 124 38 9 19,017 10,305 9,152 1,512 104 100 6 6 39,146 5,581 Britifth Gnlnnios ...•....>• United States 307 Foreign States .........>• 220 Total 202 37,733 196 40,377 219 39,986 216 45,254 The total value of imports and exports at Miramichi in 1851 is thus stated: Imports, $347,990; exports, $411,700. Of the imports at Miramichi in 1851, goods and merchandise from the United States, of similar descriptions to those imported at St. John, were received to the extent of $47,435. The exports to the United States in 1851 were as follows : Articles. Quantity. Value. Alowives.. 1,337 barrels 458.... do 2. . . .do 3. . . .do 55. ...do 2 do 73,736 pounds 77,000 $4,160 5 715 Salmon. Shad 10 Bass 15 Herrings 155 Mackerel - 15 Preserved salmon 13,050 135 Shingles ........ Total 23,255 In the year 1850 five American ships, of the burden of 2,273 tons, took cargoes of timber and deals from Miramichi to London ; and in 1851, six American ships, of the burden of 2,954 tons, also took car- goes to the United Kingdom from this port, under the provisions of the British navigation laws. At the port of Dalhousie the value of imports in 1851 was $128,570; of exports, $152,015. There were 28,202 tons of pine timber exported to the United Kingdom in 1851. The shipping returns at this port are as follows : Inward, 108 vessels — ^21,774 tons ; outward, 102 vessels— 23,666 tons. At Bathurst the value of imports in 1851 was $77,850 ; of exports, $115,090. Shipping, inward, 89 vessels — 14,065 tons; outward, 79 vessels — 15,991 tons. At Richibucto the value of imports in 1851 was $109,000, and the value of exports, $133,155. Shipping, inward, 106 vessels — 16,780 iramichi utward. Tons. 39,146 5,581 307 2% 45,254 )1 is thus dise from St. John, Value. «4,160 5,715 10 15 155 15 13,050 135 23,255 ,273 tons, II ; and in took car- xma of the $128,570; r exported is port are : vessels — »f exports, itward, 79 0, and the s— 16,780 COLONIAL AND LAKE TRADE. 461 tons; outward, 105 vessels — 18,305 tons. Among the vessels at Richibucto in 1851 were the following vessels not British : Name of veaael. Nation. Whence. Tons. Cargo inward. Wliither bound. Cargo. Urania Norwegian .. Prussian .... Calais, France.. New York 244 860 861 188 846 866 191 8% 828 414 8T4 STO 864 844 Ballast London Hull Deals. Cora ....do ..do. LoUando do Gloucester ....do ..do. Louise French do ..do. do ,...do OhriBtiana do Hull Pacific American.... do New York ....do Belfast, Ireland. Hull. Grimsby do Deals. Florence .... Paladin Prussian .... ....do Deals and spars. Deals. l^ofna Norwegian .. Russian ....do ....do do ..do. Mathllde Helena. Mecklenburg. Prussian .... Norwegian .. Hull Deals and span. Deals. Hevelius Halifax New York British goods... Ballast Cork Marthina Fleetwood ..do. The trade of the colony of New Brunswick for the year 1851 is thus summed up : Imports at St. John $3,749,585 Imports at ports on the Gulf 877,855 Imports at St. Andrews 225,000 Total imports in 1851 4,852,440 Total imports in 1850 4,077,665 Increase in 1851 774,775 Exports from St. John $2,055,130 Exports from ports on the Gulf 1,454,975 Exports from St. Andrews 270,000 Total exports in 1851 3,780,105 Total exports in 1850 3,290,090 Increase in 1851 490,015 Ships inward and outward in New Brunswick in 1851. Great Britain. British Colonies. United States. For'n States. Total. No. Tons. No. Tons. No. Tons. No. Tons. No. Tons. Inward Outward 273 815 113,665 347,757 1,275 1,182 87,965 73,280 1,453 950 274,594 111,772 57 34 12,926 5,719 3,058 2,981 489,150 538,528 !■ '.% if ' it 11 ] Hi I ;' B. !,- ' 1^ «■ M i; Mil' %i 462 ANDREWS* RlBPORT ON Ships and vessels owned in New Brunswick, December 31, 1851. Sailing: vnssels — Under 50 tons. Abuvu .ID tuns . Stoam vcHHcIs — I'ndpr 5ll tons. Above 5U tons. Total. Number. 4.38 340 5 13 Tons. l(t.8.'>7 l()r>,f<.')4 i;«6 1.111 Tot.xl. Nimibor 778 18 TonR. 116,711 1,577 7")6 118,288 Number of 7ietv vensels built in JSew Brumwich- in 1851. St. John.... Miraniic-lii . . St. Andrews Number. Tons. (il) 21 6 28,G28 5,603 109 • ■ . 87 34,350 An :iv(^r;i<;(* of nearly 400 tons to each vossol. The v;ihir of imports into the port of St. Joliu and its outbays from the United States in J 851 was $1,530,900, heiiig an int:rea.se on the prece(hn New Bruns- wick lisheri<'s in the liay of Fundy is from an oHi.ial document, com- pil(>d willi ureal care, in I.SoO, by a gentleman who, in lliat year, was appoinied to visit and inspect the various fishing staiions and establish- ments in the bay : Gnniif MdiKiii. — At this island there are twenty-l!)ur fishing vessels, with two liiiudred and ninely-()ne men ; an«l ninety-fi>ur boats, with two hundred and eighty-two men. The precise (juaiitilits of cod, pollock, hake, haddock, and herrings arc not .stated, but the total catch is esti- mated at $;.J7,500. Campo liillo. — At this island there are eleven fishing vessels, with fitty- two m<'n; fifty boats, with one hundred men; and Uvenly-one weirs, at- tended by on(> hundred www. The catch of all these in 1850 is thus stated : 5,340 (|uintals of pollock, 1,750 quintals of cod, 5,100 barrels of herrings, 480 barrels of mackerel, 150 barrels o\^ pickled haddock COLONIAL AND LAKE TRADE. 1. Ul. TonH. 116,711 1,577 118,288 Tone. 28,028 5,603 109 34,350 bays from so on tlic ports into lie nount >w Biuns- lyear, was Tcslahlisli- hpf vessels, I, willi two II, pollock, ich is esli- with fifty- weirs, at- hO is thus loo barrels haddock 463 and cod, 120 barrels of oil, and 40,000 boxes of smoked herrings. Total valu(>, $40,940. West Isles. — At this group of islands (in the immediate vicinity of the boundary, ni'ar Kaslport) there arc twenty-seven fishing vessels, with one hundred and fifty-six men ; two hundred boats, with five liundred men ; and sr'ven weirs, attended by thirty-fiv(; men. The catch of these hi 18.00 is thus stated: 20,800 (juintals of {)ollock and hake, 3,750 ((uinlals of cod, 3,500 barrels of lieniiiys, 800 barrels of pickled cod and liaddock, 450 barrels of oil, and 5,000 boxes of smoked her- rings. Total valuf!, $51,000. Harhnr of St. John. — In this harbor there are about two hundred boats and five hundred men employed in the fisheries. The catch of 1850 is thus stated: 40,000 salmon, (expr)ried to Boston, &c., fresh, in ice,) 14,000 barrels of alewives, and 1,200 barrels of shad. Total value, $100,000. CumlMiioiid bay. — In the northeastern arm of" the Bay of Fundy, known as Cumberhmd bay, there are two hundred and thirteen fishing boats, with fiv()r of St. John, in the Bay of Fundy, to its source, at the Meijarmiitte portage, in the highlands which separate Maine and Canada, its length, us already stated, is f()ur hundred and fifty miles. From the sea to the Grand Falls, the distance, ms bel()re mentioned, is about two hundnul and twenty-live miles ; up to that point, the river runs exclusively within British territory. Ahout three mih's above the falls, till' (hm north line from the monument at the source! of the St. Croix strikes the river St. Jolin ; from thence the boundary between Maine and New Brunswick is fi)und in the middli' eliaunel or deepest water ot" llu^ river, up to the St. Francis, a (.listauee of seventy-five miles. In this distance the right bank of the St. John is within the Slate of Main(>, and the h ft bank in the province of New Brunswick. From the mouthofthc St. Francis to a point on the southwest branch of the Si. John, where the line run under the treaty of Washington in- tersects that branch, the distance is one hundred and twelve niih's ; and tor that entire distance tlie river St. John is wholly within the State of Maine. From the point just mentioned, to the monument at the source of the river on the Metjarmette portage, the distance is about thirty-eight miles. The right bank of the river only is in Maine, the left bank being within the province of Canada. I 464 ANDREWS' REPORT ON •s I: ' It is therefore apparent that nearly one-half of the extensive river St. John is within the [Jnited States, whose citizens thus become greatly interested in its navigation. Besides the main stream of the St. John, there are also largo tributaries, some of them wholly, and others par- tially, within the State of Maine ; and it has been estimated that there are one thousand three hundred miles of navigable water in the St. John and its tributaries, to be used in common by British subjects and American citizens. The territory watered by the St. John and its tributaries comprises nine millions of acres in New Brunswick, about two milUons in Canada, and six millions in ihe United States. The portion within the United States is covered with timber of the most useful and valuable descriptions. After the settlement of the boundary, by the treaty of Washington, in 1842, it was divided in nearly equal proportions between the States of Maine and Massachusetts, each of which has since sold a number of townships for lumbering purposes, and granted permits for the like object to a large extent. The whole of the timber and lumber cut within this district (with the exception of a small quantity wliich is floated down the Penobscot) finds its way to the seaport of St. John. On being shipped from thence, it has been subject to an export duty, since the 1st May, 1844, at the Ibllowing rates : on every forty cubic feet of white pine timber, twenty cents ; on every Ibrty cubic feet of spruce timber, fifteen cents ; and the same on every t()rty cubic feet of hackmatac, hard-wory to the letter and the spirit of the treaty of Washington, which expressly provides by its 3d article "that aU the produce of the forest, in logs, lumber, timber, boards, staves, or shingles, or of agriculture not being manu- factured, grown on any of those parts of the State of Maini^ watered by the river St. John, or by its tributaries— of which fact reasonable evidence shall, if r. Nova Scotia is one of the oldesr of the Europ'^an settlements in America. Little is known of the voyages of the Northmen, but there is reason to believe that those hardy navigators were the first Europeans that visited these shores. They formed, however, no permanent settle- ments, and hence did nothing towards the civilization of the country. The French navigators, the Jesuit priests, and those adventurous mer- chants and farmers who accompanied them, did much towards the civilization of this continent, and the marks they made in the wilder- ness of the great northern and western regions of this country still are extant in every portion of the country between the mouth of the St. Lawrence river and the great lakes of America, and all along the bor- ders of the mighty Mississippi, from the Falls of St. Anthony to the Gulf of Mexico. Without the use of arms the FVench people comiuered the savages of this continent ; the cross of the Saviour prevailed where muskets and bayonets would have been of little avail. The ardent and devoted priest, fired with an irrepressible zeal, pressed boldly into the camps of the red men of the forest and of the prairie, and overpowered the superstitious savages by a more magnificent display of the rogulia of the Catholic church than had ever been seen by the children of the forest. Overcome by the pomp and show of the ministers of the crosn, the savages bowed before the God of the white men as superior ; *bcir own, in no less degree than the gilded trappings of the French pr osts surpassed the coarse, gingling costumes of their own mystery of modi cine men. It was thus that the French people first were enabled to gain foothold among the Indians of America, and to spread their lan- guage and religion among the aboriginal tribes of the North and Wes't. Their settlements certainly loft monuments which date back as far as to 1606 in Nova Scotia, for the. writer of this notice found an ancient tomb-stone on Goat island, in the Anapolis basin, with the inscription " 1606." It was undoubtedly a memento of the grave of one of the soldiers or sailors of De Ments' fleet, which established the colony of French people at Port Royal, now Anapolis, in Acadie — now Nova Scotia. We refer to the settlements of the French, at this early day, because to them we owe our first knowledge of a few of the minerals of this province. The fleet of De Ments carried back to France many of the minerals of the newly-discovered and newly-settled Acadie. A large amethyst from Cape Split, or Cape Blomidon, in the Basin of Mines, Pi p I i I i 468 ANDREWS* REPORT 0!f wns prrscntpcl to tlic Quern of Frnnce by lliis intrepid nnd intplll^ent n!iviij;;ii<)r on Ills rrtnrn from the province! to his native shores. This stone is siiid still to j'xist mnong the crown jewels ot" Frnnce, though the country which it represents passed long snice into the h.-uids of the; liriti,n Now Engliind colonies ot Oreat Britain — Massachusetts, New Hamp- shire, and Maine. Native copper was also dis(;oV(Ted along the shores of'CapeD'Or; nnd in other places in the trap hrecciaof" the North mountain range ; and the nain«! Cape D'Or leads us to believe thai the brilliant metallic copper seen beneath the waters which bathe the loot of that promontory was niistak<>n, at first, f()r native gold. 'J'lie early French settlers were very attentive in tli(Mr exploration of the mineral wealth of the country, and they manift'sted more skill and discriu)inalion generally in their estimate of tlnMr value, than is to be fl^und among our own pioneers in the wild and uninhabited regions of this continent. We shall have occasion to show, in a subsequent communication, how much the French Jesuits did towards the discovery of the hidden treasures of the shon's of the great lakes of this country, and shall prove that they knew more of tlu^m in 1636 than our own juople knew ni 1843. It must be remembered that the Jesuit fiilhers were men of great learning, and possessed a knowledge of all the sciences of their (lay ; hence it is not incredible that they should have dow much towards a correct knowledge of the natural history of the various coun- tries which they explored. It is natural, also, that they should have recorded the discoveries which they made, and transmitted an account of them to France, in order to induce mon^ of their countrymen to llock to th(? shores of the N(!W World. Did time allow us to ransack the; archives of the Jesuit colleges, there is no doid)t that we should be; able to discover records concerning the mineral wealth of Nova Scotia and of New Brunswick, such as we found concerning the minerals ol Lake Siip(Mior while j)reparing a report on the mines of that wonderful region li)r our governm<'nf a lew years since. It seems to be th(> duty ol the liistorian of mineralogicnl science to s(>arch the records made by the first explorers of the country, as much as it is the duty of the histo- nan of civil and political movements to look back to the origin ot facts and data, and to the actions of his predecessors. Unfortunately, W(; have nor the means at hand to enable us to perf()rin this duty. Lea^ving the ancient history of our mineralogy to be explored at some future time, we hasten to our task of developing what is now known concerning the geolf)gy and mineralo^;y of these nnportant provinces, remarking, at the outset, that it is only proposed to give a synopsis or brief outline of the liicts, without going mto minute detcails of a. techni- cal nature. Nova Scotia is most remarkable peninsula, bearing geological evi- dence of its having, icn formerly an island of the ocean; the low strip of marshy land b( i ween the head of Cumberland bay and Bay Vert appearing to be the silt deposited at the meeting of two counter-cur- rents — one from the present Bay of Fundy, and the other from the St. Lawrence river, and its opposing tidal wave. FiXj)loiing this neck of land farther, we find the underlying rocks I COIX>NIAL AND LAKB TRADE. 469 1 'mfolUgont orrs. Thii* iiicr, though i!iii(l8 of tlir . of the tlicii Vcw Iljiinp- g tlic sliorcft A' ihc North icvo tliMt \\\o. atlic Uh! loot xplornlion of loro skill ivnd tliiin is to bo (.(I regions of mmunicntion, :)f tlir hidden ry, and slndl jx'oplr knnw ! were nu'n ot (MU'cs of their ? done much various eoun- f shouhl have ed an aecounl ynun to llock .() raiisaek ihv we shouhl be • N()va Scotia niin(M-aU ol lat wonderful ) be thr duty »r stems of Sigil- htriit, we find a tliin bed of black shale filled with shells, resembling the genus Dreisscnn, a fresh-water shell ; but they havn cropping out ah)ng the shore ; and the British North American Mining Company has ahiady opened, and is now working, extensive mines in one of these coal beds. This coal is pei'uliarly fitted f<)r forges, and is sought with eagerness by the smiths, both of New Brunswit-k and of Maine. A visit to these mines will well repay tlu; travelliT vho wishes to see the relies of tla; primeval forests which f()rmetl the coal. We have spent hours beniiath the ponderous piles of rocks which f"orm these massive clills, and have beluild with amazement the huge trunks of trees, mostly of the Si^UUiria grou[), spaiming the vault of rocks over our heads — one, flirty feet l(»ng and fiom two to three feet in dianieter, lying directly across the ceiling of shales which forms the nK)f of one of the chambers of the mine. In other places wu walked beneath the spreaf highly bitu- minous coal, containing sixty per cent, of gas-making bitumen and forty per cent, of coke, which yields but half a pound of ashes per hun- dred weight. This coal is in the true coal l«)rmation, and is found in a highly inclined bed running nearly northeast and southwest, with the trend of the enclosing strata. This coal mine is one of the most re- markabh.' in America ; not only on account of its beautiful, eh^an, glossy, and highly bituminous characters, so admirably atlapttnl li)r gas making, lait also on accoimt of the abundance, beauty, and perfection of its li>-*sils, and especially of its embalmed fishes of the Palaonium genus — fishes of the true coal li>rmation of Amt.'rici, and anah)gous to those of the same iiirmation in Europe. Six or more new species of this geims Pahfoinsrus we havf! tlescribed in a printed memoir on this coal mine. Time and labor doubtless will tidd many more to the list, and the Albert county coal mine will become the Mecca of pilgrims in COLONTAL AND LAKE TRADB. 471 80nrch nf finhos of oldon time. Tl>ia conl, ns nlrendy suffprstrd, i<4 a new viiriciy. pnrticuliirly iidiiplcd to the usrs oftlin giis-lioiisc. It liir- nishrs n vriy ricrli gas, highly chiirgcd with ciirhon, consisting mostly nl'olcliiinl gMs; nnd lirtiftsisthc very iniitcriid thiit is wntitrd liyg;is ihmh- ufacturcrs to ctnich the products ot our scnii-biluiniiious coids ot'Miiry- Innd and Virginia. It is not used alone in any gas-works, hut is mixed witli other conis in tlw proportions of from one-filth to one-third, and thus gives the best prothict that can he obtained ; and at tiie same tinu*, it gives greater value lo the coke of our more ash-hearing coals. Tlie ini|M>rtaiion of the Albert cojd into the United (States does not, tlnre- re, in any way interfJ're with tin; sale of our own coals ; but, on thi^ contrary, enables us to use coals that would not otherwise fmd any market lltr gas-making. It also saves much outlay in apparatus re(|uired for making oil-gas from whale and Hsh oils, used to enrich the pale or bluish flame produced by gas from many of the cr)al3 employed at o«jr gas-works. With the progress «)f geological research more s. In Nova Scotia the coal is verv near to her vast beds and veins of iron ores, and to her (-opper-bearing rocks. The slate hills furnish good rooling slates, and are full of ores of the metals. Her trap-rocks are of the same age, and contain the same minerals as those on the south shore of Lakc^ Superior, at Keweenaw Point, on the On- toruigon river, and on Isle Uoyale, which are known to be so rich in mines of native copper and silv(T. Native copper and silver are tiunul in the trap breccia, and amygdaloid of the north mountains of Nova Scotia, in numerous plac<'S from Digby Neck to Cape D'Or ; and there is reason to believe, that when there shall be the same amount of scien- tific labor, and ol" mining skill nnd d in searching tlicse rocks in Nova Scotia, that there has been on Lake Superior, there will be exposed many d<'{)osites of value to the country, aH()r(ling to our provincial brethren new means of extending their trallic with our people. Tliere are beds of sandstone in Nova Scotia which also contain rich ores of copper ; but they have been but little explored, on account of the peculiar condition of mining rights in that province, which are not open to general competition and to private enterprise. Ores of lead are also found near the Sha'binacudic river, and in other 472 ANDREWS* REPORT ON i ''. limestone rocks of that province, which belong to the upper Silurian or to the Devonian groups. Hones of superior quality are furnished from some of the slates of the coal series, where the argillaceous strata have been acted upon by the igfteous trap-rocks. Sandstones suitable for the hearths of iron furnaces arc abundantly obtained upon the borders of Cumberland bay, and ores of manganese are abundant as shore pebbles at Quaco and other parts of the Bay of Fundy, and veins of this ore are liiund in the limestone rocks of the province. Iron ores of the very best quality are abundant near the Basin of Mines, and near Ana polls, at Nictau, and Clements, on Digby Neck, and also near the cold mines of Pictou. These rich iron ores cannot find an American market so long as England furnishes iron to her provinces free of duty, .and no market is otitjred here for Nova Scotia iron except under the same duties as are imposed on that brought from England. We have not described the beautiful agates, amethysts, chalcedonies, jaspers, cairngorms, and the entire group of zeolite minerals which abound ill the amygdaloidal trap of Nova Scotia, and tempt the min- eralogist to wander beneath the frowning crags which overhang his head along the Bay of Fundy, rising in mural precipices of from 100 to COO IL-el in height, and (h'opping, after each winter's frost, large heaps of precious specimens ready for the collector ; Ibr such tilings are not looked upon by every one as mattero of economic value, though they are really such when they induce travel from distant shores into Nova Scotia, and cause the ex])enditure of wealth among the peoj>l(! of the province — the inevitable result of inducing travellers to pass their time among them. They are also valuable beyond what most persons sup- pose, when they add to human knowledge and to the means of instruc- tion in science, lor all parts of science are in some way connected with each other, so that the advancement of what ap{)ears to be at first a useless branch of learning may open the way to more pr()li)und knowl- edge of the laws of the universe, and brings about results not at first anticipated. No one knows how useful a stone, at first sight apparently useless, may become by the; hand of science. What beautiful laws were opened by Sir David Brewster, and others, by the study of the polarization of light by crystals of lh<'se very min- erals, so that these discoveries are now reduced to real pecuniary value in every w«'ll conducted sugar plantation of the world. Again, tl»e polarization of light is now turned to account not only in detecting the Ultimate structure of bodies, so as to learn their nature, however masked, but even the light of a wandering comet, or of the flitting aurora borea- lis, is caught between the polarizing crystals and made to conttjss whether it is intrinsic, or is borrowed from some other source. We NoTK. — We refer to tlio memoir of Messrs. Jackson and Alger on the mineralo(»y and pcolo!,'y of N(»va Scotia, itiiblished in the Aniprican Journiil of .Scionro and of the Arts, for lbQ>*, republished in tlic Traiismlions of the American Academy of Arts and .S(;ienceH, for lb32, for full des(Ti|itions of the intnroHliiig minerals and Kocks of Nova Scotia. Also, to sundry papers piihlishcd in the ti'iarterly Journal of the Gnolotjical Society of liondon, by James Dawson, csc|., of Pictou. Also, to Sir Charles LyeH's Travels in America, and tn sundry communications published by him iii the Quarterly Journal of the Geulu(fical Society of London, fur rcmurka on the geology of parts of this interosting province. ilurian or slates of upon by >uudantly lungiinese ic Bay of ;ks of the near the nents, on I rich iron lishes iron I for Nova It brought Icedonics, als wliich tlie niin- •rhang his from 100 irge heaps 2S are not ough tliey into Nova )|)1(; of the I tlicir time rsons sup- f instruc- ectetl with at first a nd kriowl- iiot at first ippareutly md olliers, very min- iiry value Vgiiiii, tlie ecliug tlic r madkedt )ra borea- to confess iirce. We loraloijy and tlio Art8, for .Sirieiices, for till. y\lso, to f l^utulun, by erica, and to )gical Society COLONIAL AND LAKE TRADE. 473 shall, therefore, claim some attention to the curious minerals of Nova Scotia, though tiicir uses may not be all at once apparent. The topographical features of Nova Scotia are not less remarkable than the geology of that province. We have along the Bay of Fundy a long ridge of mural precipices, excavated by the action of the sea, which wears away the softer amygdaloid and trap breccia lying at the line of junction of the trap rock with the new red sandstone, and forms an overlianging mass of columnar trap rocks in numerous places on that const. This trap ridge runs ENE., and WSW., and extends one hundred and thirty miles in length from Briar's island, at the extremity of Digby Neck, to Capes Split and Blomidon. There cannot be a more picturescjue coast than this. These frowning crags, with their crowded forests of fir and spruce trees, first meet the eye as we cross the Bay of Fundy. Their height serves to protect the interior from the driving logs of the bay, which melt into thin air as they pass up the sides of these mountains and disiippear. Beyond this barrier we come to the rich and beautiful 'valley of the Anapolis river, which takes its rise in the Garden of Acadie, Cornwal- lis, where the teeming soil b(>ars ahundant prodace. Passing this valley as we wend our way across the country, we come to the South mountains, the gr^-nl Silurian ridge of slate rocks, contiiining the ricli iron ores of Nictau and Clements, so remarkable for their abundant Silurinn f()ssils, such as the asaphtis criiptun/s, del- thysis, and other well known f()ssils of the Silurian rocks. Beyond this, we come to the granite rocks which were elevated subsequently to the deposilion of the strata of Silurian slates, and have filled them at a bold angle with the horizon. This is a cross section of Nova Scotia. If now we travel to tlie north- eastward, we soon change the scene and find ourselves on the Permean sandstones near Windsor, and soon ccktic to the gypsum rocks in the coal series of th(^ province, where we wander over extensive hills of' gypsum, and see \.\\v quarries wrought by the busy miner and quar- ryman. Riding over a fine road to Halifax, we come to the fiiiity slates of thiit town, so remarkable fi>r their hard sterility. Travelling north- ward to I'ictou, we traverse extensive beds of Devonian limestone, and soon come to the rich deposites of coal and of iron ore in the district of Pietou, and on the East river, in New Glasgow. This whole region is rich and beautiful, and is settled mostly by Highlanders from Scotland while in other parts of Nova Scotia, as at Hiilifax and in the valley of Anapolis, we have; English and Irish ; and on Digby Neck, Hessians, American refugees, and French. The French population is mostly on tlie other side of St Mary's bay, on Sissaloo river — an old French col- QJiy, the remains of the French neutral colony. Nova Scotia is remarkably temperate, considering its northern lati- tude, the almost insular position of the province, and the proximity of the gult-stream serving to render the climate more mild than that of Canada. The tides of the Bay of Fundy have always attracted much attention, on account of the great ebb and How, and the manner in which the tide enters the narrow bays and runs up the rivers both in New Brunswick and Nova Scotia. It is obvious to the hydrographer, that the great tidal wave enters !he Bay of Fundy at its wide tunnel- 'l ■ i ll i i I r 474 ANDREWS REPORT ON like mouth, and is kept from spreading by its rocky walls, and is forced into a narrow compass as into a tunnel's neck. Hence the impetuous waters, compressed into a narrow space, rise with fearful rapidity, rushing up in what is called a bore, sometimes four or six feet in height at the heads of bays and up the river channels. On the Peticodiac, at the bend of the river, this bore is seen to the greatest advantage. The tides rise, at the highest, to about sixty feet at the head of tlie bay, while the rise is not more than thirty ft3ct at the mouth of the baj'. The fishermen know how to make use of these rapid tides, and always manage to go with the current. Hence the Peticodiac is sometimes called " la;jy-man's river," since rowing is (jiiite unnecessary, the tide bearing the boat whither the boatman wishes, he only having tf) guide her course. Every one knows that the rivers of the Bay of Fundy are full of fine shad and salmon in their season, and the herrings of D'gby are known all the country over for their excellence. Observations ou the geological resources of the -province of New Brwiswiclc. We have alrer.dy given a brief sketch of the valuable mines and quarries on the New Brunswick side of the Bay of Fundy, though much more might have been stated had time been allowed for a minute in- vestigation of that important district. We shall now extend our observations inland, and point out some of the more prominent features of this province, so fiir as our personal observations will permit. Leaving the township of Hillsboro', we travel towards 8l. John, and find rocks of the coal formation, gray sandstones, snowy-white gypsum, and other rocks of that series, which are here and there found resting upon hills of sienite, hornblende rock, and other crystalline aggregates of hypogene origin. On the borders of these ex- tensive rocks we find novaculit(; of a green color, which appears to be an altercKl slate rock and a conglomerate of its broken fragments con- soliilated by an argillaceous cement. Reaching Sussex vale, we come to some of the richest and purest salt springs known in this country, and witness the manufacture of the finest flavored and purest table salt — an article justly prized above any kind of salt made in the country, on ac- count of its Ireedom from deliijuescent salts of lime and magnesia. Now on the borders of the beautiful Kennebckaris river, we l(>llowed its meanderings through one of the most picturesque valleys otthe province, and find on the st('<'p flanks of the hills the continuous oul-eroppiug of red sandstones of the Devtjuian group, whieii su[)port the coal ll)rmation of the more eastern listrict bel()re described. This valley is obviously one (jf denudation, and the deeply scored rocks evince the passage, in olden time, of currents of water and floes of ice loaded with imbedded rocks atid frozen soil. The broad and beautiful Kennebckaris bay spreads bei()re us, and is bordered by limestone rocks of the Devonian group. We next en- ter the city of St. John, the great mercantile entripot of tlie province, where ride large numbers of great ships, lading and unlading, and carrying on an extensive commerce with the mother coinitry. Tlie city of St. John is surroundc.-d by excellent limestones ; and some of the gray sandstones are found to contain large fossil trees, indi- COLONIAL AND LAKE TRADE. 475 rr" minute in- cating that they belong to the rocks not very far below the conl series ; while the slates of the Great Falls, a mile or two from the populous portions of the citv. ^ntain the largest bed of plumbago known in America — a kind aj caching, in some degree, to a metamorphosed coal, but still suffi'-^ iitly pure for the manufacture of lustre, and for the preparation of moulds for iron castings. Masses rtf igneous rocks of the trappean order are seen at Indiantown, a part of St. John citj', and this igneous rock is supposed to underlie the metamorphosed limestones and slates of the town. It is remarkable that no remains of fossils are found in this limestone to denote its geological age. As- cending the river, we find, along its banks, the most curious display of the strata of the country. Red sandstone, slates, and limestone are the common rocks which meet the eye until we reach Fredericton, where the coal formation crosses the river to its southern bank. There is an extensive deposite of the coal-bearing rocks around Grand Lake, on the northern side of the St. John, below Fredericton, and mines have been opened in many places along its borders, from which excel- lent coals have been obtained. They are especially prized for use in the ft)rge, since they are of the coking variety, useful in making u hol- low fire. No spot thus far examined has furnished such beautiful specimens of fossil plants of the coal tbrmation. They are chieHy of the tribe of ferns and of Lepidodendra ; and the perteclion of these remains of ancient vegetation cannot but (excite the admiration of geologists and botanists; lor the substance of the j)lants is perfectly preserved, and is of a perfectly black color, while the shales in whicli they are found iivv of a light neutral tint of gray, giving great relief ^nd distinctness to the conserved and charred foliage. Even the fructification of the terns is perfectly distinct on their f()liage, and every scale and leaf of the Lcpidodcndron is found entire. The beds of coal thus far opened have not been found of much thickness — most of them not being more than from a foot to eighteen inches thick — but some are of greater magnitude ; and wo are informed that new beds of ample dimensions i()r [Mofitable working have been f()und within this district, and are now opened by mines. There is every reason to believe that important coal mines will be f!)und on the borders of this lake, and the time will come when their fiiel will be reijuired in St. John and along th« borders of the river. It will serve admirably t(>r fuel in the furnaces of" steamboats which ply on the waters of this magnificent river. Still ascending the St. John by steamboats, we come to Wood- stock, on the western side of the river; and here, on the borders of the Meduxnekeag river, a f(!W miles above the town, we come to one of the most extensive deposites of red luemalite iron ore — a perfectly in- exhaustible bed. This, though so highly charged with manganese as to make white and brittle cast-iron, resembling antimony in its fractured surface, fur- nishes the very tougliest kind of bar-iron, having eminently the proper- ties required !()r making the finest cast-steel, it lias been t()r many years exported to England for that purpose; but owing to the late re- duction of price in English iron, caused by the glut of the European market, the furnace-fires have ceased at Woodstock tor the presenti i I !l 476 ANDREWS REPORT ON « Si V i ' 1 1 but will probably, as the price is now rising again, soon go into blast for the production of pig-iron to be used in making bar-iron in the pud- dling furnaces of England. Ores of manganese are also found around Woodstock, though they have not yet be(3n sent to market. Still ascending the St. John, we come to the Tobique river, which enters the St. John, on the eastern side, a little below the Aroostook. A few miles from the mouth of the Tobique we find the red sandstone rocks, like those of Nova Scotia, full of excellent gypsum. Springs of salt water are also said to have been tbund therciin. This gypsum will prove valuable to the farmers on both sides of the St. John, and will save the expense of bringing that mineral up the river. A tribe of In- dians still dwell on the borders of the Tobicjue, and have their princi- pal camps at the mouth of the river. They still find occupation in the chase, and even to this time take many beaver, otter, and sable, besides hunting bears, moose, and caribou, in the t()rests. A lew miles more of canoe voyage brings us to the upper falls of the St. John — a magnificent cataract of 70 or 80 feet perpendicular de- scent. This is one of the most picturesque spots on the river, and will in due lime become a favorite place of resort in the summer season. Here the river is closely confined between lofty crags of slaty lime- stone, and makes a sudden turn in its course as it bursts through its rocky barriers. Its beauty is not destroyed by the great saw-mills that were built upon the edge of the falls by the late Sir John Caldwell ; but the business created on the spot has brought a sufficient number of settlers to make the place more cheerful. Above the falls the river ex- pands, and is as tranquil as a placid lake. We tbllowed its windings in our canoe l(>r many days, stopping at night among the hospitable and naturally polite French people who live in humble simplicity on the borders of the river, pursuing their quiet mode of life, undisturbed by the tiiirst for gain that torments dwellers in the great mercantile cities of the coast. The people of Madawaska are descendants of the French neutrals of Acadie, and very much resemble, in their mode of lilis the people of Sissidf>o, on the St. Mary's river. Tney hav(> few wants, and these are easily supplied by means of their own skill in the chase and in aural labor. For forty miles above the falls of the St. John, the French settle- ments of Madawaska are scattered along lM)th sides of the river, the principal settlements being on the provincial side of the river. Some fitty miles farther up, the St. John divides into numerous branches, which extend into Canada on the north and into Maine on the south. The St. Fran9ois is its most important Canadian branch, and the Allagosh, with its numerous lakes, and the Aroostook, ex- tending almost to the northwest angle of Maine, where it nearly reaches the corners of New Ham[)shire and of Canada, are the longest tributaries of this great river. That portion of the river is but little known to this day except to the Indian hunter; and it is not, so far as we can learn, very inviting to the canoe wyagcur. The whole region of country above the falls of the St. John is based upon a blue slaty limestone, probably of the Silurian group of rocks ; but it is not rich in COLONIAL AND LAKB TRADE. 477 nto blast the pud- ugh they 3r, which roostook. sandstone Iprings of isum will and will ibo of In- nr princi- ion in the e, besides alls of the icuhir de- , and will nr season, laty limc- lirough its -mills that Caldwell ; nnmber of ? river ex- indings in itablo and ity on the turbed by ilile cities neutrals le people and these ise and in ich settle- river, the numerous Maine on n branch, stook, ex- it nearly le longest but little so far as ^ region of lue slaty not rich in fosisils or in minerals of value. The soil is excellent all over these rocks, and bears good crops of the cereal grains and large burdens of grass when cleared and cultivated. Having no personal knowledge of the eastern coast of the province, the Bay of Cnaleur, of Miramichi, or of any part of the shores of the Gulf of St. Lawrence, we must leave that portion of the province to be described by others. The province of New Brunswick is known to contain an abundance of the very best kinds of timber for ship build- ing, and tor sawing into boards, plank, and deals. Much of her com- mercial intercourse with the mother country is sustained by this trade. Ships of the largest class of merchantmen are, therefore, nearly as Ire- ouent in the harbor of St. John as in the ports of the United States, f()r this class of vessels is adapted more particularly for llie transportation of bulky timber, spars, and masts. Most of the ships which sail from St. John are built and owned in the province. New Brunswick, as has already been observed, contains some very remarkable deposites of coal, accompanied by a series of most perfect f()ssils. The most remarkable of these deposites is the Albert coal- mine, in Hillsboro', near the banks of the Peticodiac river. This coal- bed is included in shales, with an underlying massof soft slate, equiva- lent to the under-clay of most bituminous coal-beds, and the coal is directly overlaid by strata of liighly bituminous shales, filled with scales of ganoid fishes, and with the entire embalmed remains of beautiful spe(;ics oi" the genus Pahronhain fishes of the ganoid order. These fossils were originally discovered by the writer of this article in the spring of 1851, and descriptions of them were read by him before the Boston Society of Natural History at their second meeting in May of that year; and that paper was subsequently incorporated into a report to the Albert Coal Company, from which report we now extract the ibllowing: *^ Descriptions of the fossil Jishcs of (he Albert Coal Mine. •• PI. I., Fig. 1. This fish is the first one that was discovered by me at the Albert mine. "Description: Fish, f<)ur diameters of its body long; head, obtuse or blunt, as if oblicjuely compressed on upper and front part; whole length, 3i\- inches; width in middle of body, voV inch; fins, one dorsal, opposite anal, small triangular, -i\f of an inch at base, jointed, drooping, as if the fish was dead befi)re it was enclosed in th<; mud, (now shale.) Antil, small, triangular, a little larger than dorsal ; ptVon//, small, com- pressed into mass of scales of body of the fish; (ail, bilurcaled, un- eijual, very long, and tapering in upper division, which extends to a tine point. The scales run down on upper division of tail, and become gradually smaller to tip; cavdal rays come exclusively from under side of upper, and from lower division of tail. Scales of body brilliant, rhomboidal, wavy, serrated on post(Mior margins, color light brown. This fish is embalmed and not petrified. No ridge of bone is seen to indicate the vertebral column ; hence the Iwnes must have been carti- laginous and compressible. The gill plates are tcm confusedly com- pressed to be dissected. I cannot find in any published book any I 478 Andrews' report on •» I figure of a fossil fish identical with this. It is evidently a Paleeonlscus, and is probably a young individual, as seems to be indicated by its small size and the delicacy of its scales. We will name it, provision- ally, PalfP/miscus Alberti, in commemoration of its being the first fossil fish discovered in Albert county, in New Brunswick. " PI. I., Fig. 2. This beautiful fish was Ibund by Mr. Brown, the captain of the mine, subsequent to my first visit to Hillsboro'. It is one of the largest, or full grown species. It was unfortunately broken in the operation of extracting it, but it still is a very valuable specimen. This being the first Ibssil fish found by the chief miner, I have named it Piilitoniscus Brownii. "Descri[)tion: Fish nearly whole. It is one of the largest species yet f<)und, and its length is three times the greatest width of its body; wliolth agree with those ol)served by Sir Philip M. de Egerton. (See Quarterly Jour. Geol. Soc, Lond., 1849.) " Fig. 8. — This specimen was discovered by me in the shale of the new sliaft of the Albert mines. It is peculiarly interesting on account of the entire preservation of its abdominal fui, and also on account of its association with a coprolite which seems to have belonged to this individual. "Description: Fish, entire ; length, 3tV i"t;hes ; width of the body, /;, of an inch ; length of the head, ecjual tot he greatest width of the body ; lish, ii)ur diameters of its body in length ; fins, one dorsal, op- posite anal, situated in the posterior, lliird of body ; anal fin little larger tlian dorsal; abdominal fin small, situated a little in advance of the middle of the body of the fish ; pectoral fin a little larger than abdo- minal; scales, large and brilliant, having a light-brown color striated parallel to anterior margins transversely, and longitudinally in middle, but finer than on anterior margins; tail, more regular than the bel()re- describi'd sj)ecies, but still unccjual; has scales in upper division. This specimen also presents another curious feature ; its tJiil having been amputated by a shift of the strata, and the fracture being polished and recemented a little out of place. Head more acute than any of the bel()re-described species, and very perlix-tly preserved, having the fine markin.Q;s of the gill covers and the stria; and markings distinct, and also what appears to be the im))nvs?ioii of the tongue of the fish. The orbitar ring is also preserved, and is a horn-like circle, or ring, filled with bituminf)us shale or clay. A coprolite under the abdomen of the fish is a cylindrical mass, rounded at each end, to of an inch long, and 1% at strength, covered with a long armor, striated oblicjuely backwards and downwards. Other fins were broken from the spccimt.'n before I rectavedit and lost ; but those want- ing are seen on tig. 4 of this plate, and fig. 1 of IM. II. I'rinls of five of the great dorsal scales distinct in the rock — sca'cs broken off". Scales of body perfect, serrat<'d, and distinctly striated with wavy lines hori- zontally? and slightly curving towards the posterior upper angle of scale. A marked swelling in the ])lace of the stomach shows that the organ is filled with the food of the fish. Color of the fisfi light clove brown, or a little more inclined to cinnamon brown. Tliis fish I propose to name in honor of the enterprising projector of the mine, who presented me with the specimen : VahroithatH AUisnniy in honor of Edward Allison, es(|., of St. John. List of tin Fossil Plants found in tlin shales of the Albert Coal Mim. The fossil fishes already described belong to the genera known to characterize the coal formations of Europe ; but, as might be exj)ected from other analogous facts, the American species are not identical with any known in the Old World, though they closely resemble them. They arc of the same genus, but of new and before undesciibed species. The plants found associated with these fishes concur in proving the formation at the Albert mine to be in the true coal series, and thus set at rest those doubts which were hastily expressed hy other geologists, who made a cursory examination of this mine, who kn(;w not the facts contained in this j)aper. Plate III, Figs. 1 and 2, represent a specimen ni' Lqndodaidt on, i\u- alogous to the L. Gracile of Ad. Brogjjiart, though not identical with that species. Figs. 3 and 3 bis represi'iit the fruit of" the Ijcjudodendron, or Lcpidostrobus, Irmnd in the shale of this mine. Figs. 4, 5, and 8 represent a plant about which some doubt still exists, but which was supposed to be some species of Spheraedra ; but it differs from that plant in several respects, as will be discovered on comparing it with the plate in the work of Lindlev and Hutton. Figs. G and 7 are broad flag-like leaves, supposed to belong to the palm tribe. Fig. 9 is the common calamite of the coal fJirmation, and was f()und in the gray sand-stone below the coal bed at the Albert mine. These plants are similar to those found in the coal mines of Nova Scotia and of other parts u'i New Brunswick, and are like those fiiund in the anthracite mines at Mansfield, Massachusetts, and in the semi-bituminous coal mines of Maryland and of Virginia. Figs. 4, t5, and 8, represent the pn\y plant that 1 have not before diseov(^red in our coal formation. COLONIAL AND LAKE TRADK. 483 A' 11 very ihc same ibly tVoiu suiil with lies ; gill- tlissccU'tl, iiiicl has a th a long ■ Ihis wcro u)sc waiit- iitd of tivo hncs liori- Ic of scale, ic organ is ve brown, )r()joctor ol us Allixoniy This plant is rvidesntly a siiccuh.'ni nntiual, as evinced by its con- lorted nnd (hooping stem, and wm.s prob ibly an amiatie plant, snch as are timnd growing' in niarsliy places or bogs. lis association with fishes indicati's its b(;ing nn acpiatic plant, or one growing on the borders of a lake or river. It is not a Jheoid, as has been alleged, lor it has alternate branches. The Ibllowing is an elcnientiny analysis of the Albert cotd, made by C. T. Jackson : Carbon 75.2 Hydrogen 7.G Oxygen and a little nitrogen 17.2 Totjil 100.0 The coal yields. (50 per cent, of volatile matter. do 40 d(». of coke. Total 1.00 Kil Mim- I known to >e expected [[ atiy iind nil kinds or|))!ii)ts are those ot climate. Tlu; cold ol'long winters limits tlii! giowih of crops to ii ll'w months ; and only those which are hnrdy, and are adapted to the cliiniile, can he raised advan- tageously. W<' have, tli(;n, to inquire what are the crops which expe- rit.'nce has proved to \)r. tluf best lor the countries in (jiiestion. It is knr there aie few farmers in th(> province who caa cultivate more Itian thirty acres of tilled land to advantag*-, and theriilbre (hey hove to keej)the rest of the farm in grass, which it is also advantageous tijr them to do, nu other accounts, as above sptniticd. It is well know-, ♦(•at li'th^ progress has been maile in agriculture in the i)rovinc(>s, i(;r- ''; for' sts, tul- ')f heavy timber trees, tempt the agri- cu hur; portit'i) ol' {\:n v.ommunly to engage in the heavier and more immediately pi* fitaLk entcrpris s of" lumber cutting and sawing. This * Humboldt Isothermal Linos. COLONIAL AND LAKE TRADB. 485 biisinrss, nlflioiigli not m hrnoficinl to tlio flmrjiclrr of tlio people ns tlu! tnorc civilized life of liiiiiiiiir. Ikks its tidvatitii^es, not to lie over- looked. It produces u liardy set ./I men, and encouni^'es, t(» some <'X- tent, the estnUlislinient of nianuliieiiuin)? operations, hy liitniliarizing tlie |)eople with tlu^ niMcliiiiery of i/iills, and with the various mechani- cal operations coimected with the I usi/iess. Thus I'ar the demand tor fliod in thi' pn^yinces is vastly beyond iho supniy raised on the soil, and uu exports ot grnUh or indeed of any agricultural ])r()duce, snvv of potatrol)ably th« only gtaii; th.it wo can expect to receive from t)i(! Lower proviMces. Immf use t)imntiti«?s of flour from the United States find its way to tHuhi .,1 '\ ; iLCs ; but there is now growing up in (Janada West a jK.wt.rlul competilion with us in this trade; tor the soil of ih;it por- li'>n "I Canada is of the same (juality as that of the neight)oriiig State of Now York, and will produce wheat eciually well and of ns good quality. In tla; course of time the j)rovince of Now lirunswick will become more successful in tlu; cultivation of lu-r soil. The imj)rovetnents of science will gradually extend themselves among the I'armers tl re, as they have done, and are still doing, with us ; but still it may b • more advantageous ft)r the people of New Brunswick to obtain their chief snpj)ly of flour and corn from the United States, j)rovided the can furnish, in the course of trade, other products of their own soil, as hey do of their waters and of their liacsts. Mines of coal and of ron they have in abundance; bnilding-stones, grindstones, roofing slates, gypsum, and salt, and manganese, they already export, and can sup- j)ly in as large tjuaiitities as may he reiiuired ; and tlie tim(! will come wlien ores of lead and of" copper will be added to the exports of tfic provinces of N<'W Brunswick and of Nova Scotia. C. T. JACKSON, i\/. IK Asmijcr to the State of Massodnisettx, \c., ^V. It f J m uni •' I COLONIAL AND LAKE TRADE. 487 PART Til. NOVA SCOTIA. The province of" Nova kScofia now includes Cape Breton, which at one period was under a separate government. Nova Scotia proper is a, long peninsula, nearly wedge-shaped, con- nected at its eastern and broadest extremity w'ith the continent of North AiniMica bj^ an isthmus only fifteen miles wide. This narrow slip of land separates the waters of the Bay of Fundy from those of the Gulf of St. Ijawrence. The peninsula stretches fiom southwest 1o north- east, fronting the Atlantic occLin ; its extreme length being about two hundred and eighty miles. The singular and valuable island of Cape Breton lies to the east- ward of Nova Scotia, fiom which it is only separated by the strait of Canso. This strait is in length about twenty miles, and in breadth fibout one mile. Cape Breton is more particularly described under a separate head. The most remarkal)le feature in the peninsula of Nova Scotia is the numerous indentations along its coasts. A vast and uninterrupted body of water, impelled by the tr.tde-wind fiom ttie const of Africa to the American continent, strikes the Nova Scotia shore between 44° and 45° north latitude with great torire. A barrier of lifteen miles only (the strip of huid already mentioned) between the Atlantic ocean and Gulf of St. Lawrence secerns to hrive esciiped such a catastrophe, w^hile a space of one Innulred miles in length, and upwards of f()rty in breadth, has be«Mi swall(»wed up in tlu' vortex, which rolls its tremendous tides of sixty and seventy f«_'et in height up the liay of Fundy. This bay bounds Nova Scotia on its northwest side, and separates it from the continent. The combined influence of the same pov.erful agent and of the At- lantic oceini has producc^d, though in a less striking manner, the same efli'ct upon the southeastern shore. Owing to the operation of these causes, the harbors of Nova Scotiii, on its Atlantic coast, f()r lunuber, capacity, and safi'ty, are [)erhiips unpar;dlelcd in any part of the world. It IS stilted that fxtween III ililax aiu 1 C \\)( C; uiso there are twel ve ports capable of receiving ships-ot-the-liius and fiiurtcen others of suf- ficient depth for merchantmen. A broad belt of high and brctken land rnns along the Atlantic shores of Nova Scotia, liom Capi' Canso to CJape Sable. The breadth of this belt or range varies from twenty miles, in its narrowest part, to fifty and sixlv miles in other places. Its average height is about five hundred li'tt; it is iu<:i>:ed and une\en, ami i' om and [)OSC scd chieilv of jiranite prmiary rocfv The peninsula of N(tva Scotia is supposed to contain 9,534,196 acres; and it is estimated that nearly two-thirds of its entire surface is Mil I !- 1 ji N I 488 andhew.s' REPORT ON , 1 covered by the formation above described. The country is undulating throughout, and abounds with lakes ofail shapes and sizes. The scenery is everywhere beautifully picturesque, owing to the great variety of hill and dale, and the numerous rivers and lakes scattered eveiywhere. The soil of Nova Scotia varies greatly in quality ; some of tlie up- lands are sandy and poor, while the tops of the hills are frequently highly productive. On the Atlantic coa.st the country is so rocky as to be difficult of cultivation ; but, when the stones are removed, the soil yields excellent crops. The portion of Nova Scotia best adapted to agriculturrl pursuits is its northeastern section, which rests upon the sandstones and other rocks of the coal formation. Its most valuable portion is upon the Bay of Fundy, where tiicre mv deep and extensive deposites of rich alluvial matter, thrown down by the action of the extraordinary tides of tliis extensive bay. These deposites have been reclaimed from the sea by means of dikes; and the "diked marshes," as they arc termed, are the richest and most wonderfully prolific portions of British North America. Nothing can exceed their enduring fertility and ii'uitfulness, to which there seems no reasonable limit. Tiie highest land in Nova Scotia is Ardoise hill, which is only 810 feet above the level of the sea. The navigation returns of Nova Scotia present the following state- ment of the ships inward and outward in 1849 and 1850, as the aggregate of all the ports in the collony. Countries. Great Britain. . . Britisii colonies. United States... Foreign States . . Total . Inwari in 1849. Outward in 1849. Siiips. Tons. Ships. Tons. 17ti 1,770 2,8(t6 287 75,843 123,084 259,974 2G,(i85 183 1,9.30 2.(i()»J 102 77,174 148,777 247,1,54 9,749 5,0.39 485,58(J 4,821 483,854 Seamen : inward, 34,210 ; outward, 33,375. The following is a return of shi[)ping for IS-'iO : t\ l\ Countries. In\ Ships. vard. Tons. Outward. Ships. Tons. Great Britain 1.39 1,9()3 2,89(i 254 65,8G4 13(i,992 281,. 340 25,. 509 2.184 2., 595 157 7 1 , 589 British colonies 1(17,915 United States 245 , 72(i Foreijfn States 15,907 Total 5,2.55 .509,705 5,102 501,237 Seamen : inward, 34,475 ; outward, 32,135. ni(lul»iling le scenery cty ot" hill where, of the up- tVequently ocky Jis to xl, the soil pursuits is and other s upon the ites ot" rich linary tides ■d tVoni the ire termed, •itish North Iruitlulness, is only 810 )\VU 8r,o, g State- as the vard ill 1849. s. Tons. (^3 IM) ll-J ^1 77.174 148,777 247,154 9,749 482,854 Uutwiird. Tons. r.4 S4 95 57 71.. 589 ]ti7,915 245,72r> 15,907 02 501,237 COLONIAL AND LAKE TRADE. 489 The aggregate value of the imports and exports of Nova Scotia in the years 1849 and 1850 is thus stated : In 1849. Imports. Great Britain BritiHh colonies — West Indies. . . North America. Elsewhere United States Foreign States #1, 489, 615 68,3.50 852,165 22,035 1,764,785 727,240 Exports. $260,785 951,375 420,140 24,090 894,425 253,920 Total. 4,924,190 : 2,804,735 .In 1850. Imports. $1,892,020 73,115 1,192,605 214,955 1,612,575 295,815 5,281,065 Exports. $262, 945 1,179,590 634,190 53,595 988,06:i 238,045 3,356,430 The following return shows the quantity and value of all articles, the growth, produce, or manufacture of the United (States, imported into the colony of Nova Scotia during the year 1850, as also the rate and amount of duty paid thereon : Articles. A](plcs barrek. Ilutter cwt. . llvcf, du. . . Crackers do. . . Clocks iminbcr. Clocks do . . . Candles poinids. Candles do. . . Cheese cwt . . Chocolate pounds. Flour barrels . Hams cwt . . Lcati)er (sole) pounds. Leather (upi)er) do. . . Lard cwt.. Onions do. .. Pork do... Rum gallons . Sugar (crushed) cwt. . Sugar (refined) do. . . Tobacco ]iounds. Articles paying 2^ per cent. . . . Articles paying t!^ per cent.. . . Articles paying 10 per cent.. . . Articles paying 20 per cent. . . . Quantity. Total , 211 26 6 1.59 141 9 26,13H 4(m KIT 241 62,^191 183 54,914 3,448 3H() 1,208 3,. 330 1,291 44 37 248,540 Value. #G32 336 31 1..59(l 3.'i2 180 3.267 232 1,253 25 314,4.55 1,837 8,008 1,292 3,805 3.021 24,730 968 450 470 46,601 33,6.53 210,847 13,720 1,621 Ilato of duty — ster- Total duty, linff. i 673,376 4s. per barrel.. . . . 8,«. per cwt , 6.'i. per cwt 3s. 4(/. per cwt. . . !)s. each 10s. eacli li^ per pound.. . . 3(/. ])er pound.. . . 5s. per cwt Id. per pound.. . . Is. per barrel .. . . 9s. per cwt 1(/. per pound.. . . 2(1. per pound.. . . Hs. per cwt 2s. 6(/. per cwt. . . 6s. per pound .... Is. 6(f. per gallon 10s. per cwt 14s. per cwt Ihd. per |iound... 2i per cent 6| per cent 10 per cent 20 per cent #211 53 8 132 176 22 544 28 1.33 15,722 413 .143 143 761 755 4,996 483 111 131 7,766 841 13,177 1,372 323 1, 49,464 II ii ll |i;! I! 490 ANDRKWS REPORT ON Tlie following returns give an abstract of the trade of the province of Nova Scoiia during tlie year 1851 : No. 1. — Return shouing the ships and tonnage inimrd, and the value of imjjorts info the province of Nova. Scotia, during the year 1851. From what countries. Groat Britain British Nortii American colonies. British "West Indies United States Foreign West Indies Spain Colonies of France and S])ain , . . Foreign FiUropo Portugal China Guern.sey and Jersey St. Pierre, Newfoundland Foreign States Total Vessels. Value of im- ports. Number. Tons. 1(0 48,988 $2,133,035 1,249 82,613 1,022,415 128 13,565 40,590 1,480 209,304 1,390,965 179 17,542 7.17,565 12 3,497 16,015 3 231 2.520 3 736 1,520 2 191 13,890 3 487 125,000 4 474 21,605 44 3,183 1,110 12 1,291 1,410 3,228 .382,102 5,527,640 No. 2. — Rcttirn showing the ships and tonnage outtvard, a.nd the value of exports from Nova. Scotia, during the year 1851. To what countries. Vessels. Number. ' f Groat Britain — ^ British North Aiperican colonics British West Indies Guernsey and .Jersey , United States of America Foreign West Indies Mauritius Spain Batavia i Pornambuco j Foreign Kurope \ Bra/iis and colonies of Spiiin , South America i French Nortli America j St. Pierre j Total Tons. Value of ex- ports. 75 40 ,164 $142,245 1,258 1 !)7 ,153 1,346,595 355 ! 39,414 Wll,.!.^ 1 , 206 13,200 1,433 ! 121 ,212 736,425 104 10,(K(8 3(t4,080 o 469 12, 155 1 189 8,265 1 1 400 1 1 203 8,930 3 407 16,460 5 1 604 .35,845 1 i 283 1,905 18 . 928 3,925 7 419 925 3,265 311 ,059 3,542,310 ovince nine 'f 1. le of im- torts. 2,133,035 1,022,415 40,590 1,390,965 757,565 16,015 2.520 1,520 13,890 125,000 21,605 1,110 1,410 5,527,640 value of lue of ex- ports. $142,245 1,346,595 13,200 736,425 304,080 12,155 8,265 H/J3d 16,460 :)5,845 1,905 3,925 925 3,. '■.42, 3 10 COLONIAL AND LAKE TRADE. 491 The imports and exports of Nova Scotia for 1849, 1850, and 1851 are shown comparatively as follows : 1849. 18.')0. s 1851. ImportH Exports $4,924,190 2,804,735 $5,281,065 , $5,527,640 3,356,430 1 3,542,310 The various articles of the growth, produce, and manufacture of the United vStates imported into Nova Scotia in 1851 were of the estimated value of $886,940, iuid they paid provincial duties amounting in the aggregate to $64,727. The prineipal articles of eolouial produce, growth, and manufacture exported to ihe United Slates of America in 1851 were of the following description and value: Articles. Quantity, Value. Coala 47,.375c!iaI(lrons Fish — Dried coU 5,571 quintals Mackerel .'i9,750 barrels ^alinuii 4,444 barrels and 238 buxcii, t'lesh.. . Herrings ' 17,499 barrels ' Alewivcs ' 1,490 barrels | Pickled M\ 2,692 barrels Oil \ 6U3 casks and 4,716 gallons ' Frecstuiio | 955 tons I Gypsum 40,592 tons i Hides 2,422 Lumber and plank 257,700 feet and 466 pieces | Oats ' 13,877 bushels i Potatoes ! 1,385 bushels ...j Skins I 4H packages ' Wool ; 51 biiles .j Wood and bark 21,584 cords j Miscellancou.s $145,180 13,800 290,225 46,245 62,140 3,875 16,405 11,715 12,840 28,145 6,860 2,815 2,650 1,580 1.745 2,040 .18,875 17,930 Total . •705,045 See note, end of Part IX. During the year 1851, one iiundred and six American vessels, of the aggregate burden of 15,901 tons, entered inward in the various ports of Nova Scotia, of which numht-r 91 vessels, 13,032 tons, eleared again with cargoes for the United States, and the remaining 15 took cargoes l(»r foreign pctrts. The number of vessels owned and registered in the province of Nova Scotia, on the 31st DeccMiiber, 1850, is thus slated: 2,791 vessels, 168,392 tons. The fisheries on the colonial coasts have been prosecuted to a greater extent by the people of Nova Scotia, except Newfoundland, than by those of any other colony. The following tabl(% compiled from offlfcial ! % 'I n II: li I ^ : il 1 ■«/ % { ■ 9 ' *M I. f'.1 |:. •dj 492 Andrews' report on returns, is of some importance at this time to the fishing interests of the United States. The number of vessels employed in the fisheries of Nova Scotia in 1851 was 812, of the burden of 43,333 tons, manned by 3,681 men. The number of boats engaged was 5,161, manned by 6,713 men. The number of nets and seines employed was 30,154. The catch of the season was as follows : Dry fish 196,434 (juintals. Salmon 1,669 barrels. Shad 3,536 " Mackerel 100,047 " Herrings 53,200 " Alewives 5,343 " Smoked herring 15,409 bo::es. The total value of the above products of the fisheries is stated at $869,080; to which must b^ added 189,250 gallons of fish oil, valued at $71,016. The total valu(^ of the fisheries undoubtedly greatly ex- ceeds a million of dollars. The census taken in this province during the past year (1851) cives the total population at 276,117 souls. In this total are included 1,056 Indians, and 4,90S colored persons. The number of births in 1850 was 8,120; the number oi' deaths 2,802; of marriages 1,710. It appears that there are in the province 1,096 schools, with an ag- gregate of 31,354 scholars. The religious tienominalions are thus classed : ChurcijJof England 36,482 Roman Cadiolics 69,634 Presbyterians — Kirk of Scotland 18,867 Presbvtery of Nova Scotia 28,767 Fref (;iiur<-h of S<;othind 25,280 Baptists 42,243 Methodists 23,596 Congregatioualists 2,639 Universalists 580 Lutherans 4.087 Sandinians 101 Quakers 188 Otiier denominations 3,791 The whole number of churciies in the province is 567. The number ofinhai)itcd houses is staled at 41,453; of uninhabited iiouses 2,028; of houses building 2,347; of stores, barns, and t)uthouses, 52,758. The probable value of real estate is stated by the census return at $32,203,692. It appears that there are in Nova Scotia no less than 40,012 acres of diked huid. This is chiefiy on the upper j)art of the Bay of Fundy, and is celebrated for its enduring fertility. It is estimated to be worth, jts of the :?cotia in (81 men. en. The :;h of the tills. Ms. ;s. stntecl ;it il, vnlued reatly ex- »51) eives led 1,056 of deaths ith an ag- S,482 ,034 ,807 ,707 ),280 >,243 i,rm >,(;;39 r)80 L087 101 188 5,791 .(' number les L',028 ; 7o8. return at 2 acres of f Fundy, be worth, COLONIAL AND LAKE TRADE. 493 on the average, about $60 per acre. The quantity of improved upland is stated at 799,310 ;icres. Tlie (juantity of live stoek is thus stated : Horses 28,789 Neat cattle 156,857 Milch cows 86,856 vSheep 282,180 Swine 51,533 The grain and oilier ciops, in 1850, wore as follows : Wlioi.t bushels. . 297,157 B:.rley do 190,097 llye do 61,438 Oats do 1,384,437 BuckwhcMt do 170,301 Iiuiiiiii corn do. . . . 37,475 Hay tons . . . 287,837 i't'iis ;ind besnis bushels. . 21,638 (irnss seed do. . . . 3,686 I'otJitoes do 1,986,789 Turnips do 467,127 Other loois do 32,325 The products of the diiiry, in 1850, ar(> stated at 3,613,890 pounds of butler ;ind 652,0()9 ])oun(ls ot" cheese. There ar<; 1,153 saw uiills in the province, which emplo}' 1,786 men. There an; also 398 grist-mills, which cn)j)loy 437 mi-n. There are, Ixsides, 10 steam-mills, or failories, 237 tanneries, 9 foundries, yi carding and \V(>;iving estnblishmeiils, 17 breweries iuid distilleries, antl 131 other nianiifactnriug cstJiblishments of vurious kinds. The whole (|u:uitity of conls r;iised in the province, in 1850, is stated at 114,992 chaldrons". There were 28,603 ensks of lime burned and Ncry nearly three (nillions of bricks manufaclured. The (piantity of gypsum in good ;mclior;iL!;e. The entrance to HLilitlix harbor is well lighted, ;uid buoys are pkieed upon all the shoals, A tine, deep channel stretches up behind Halifax called the Northwest Arm, which renders the site ot the city a penin- i if I 'J !' 1 i :;■ 'f. r ) .,(|i 494 Andrews' report on sula. The toNvn is built on the declivity of ii hill, which rises gradually from the water's edue ; its length b nvn\) than two miles, ancl breadth nearly a mile, with wide stre(;ts crossing iMch other at right angles. As the port at which the Cunard luail-steaniers touch, on their voyages to and from Europe, and as th(? proposed terniinus of tlio great railway from (iueb.'c to the Atlantic, hi connexion widi those and other steamers, Halifax bids fair to become a place of very eonsid(M-- able commercial importance. The natur(> and extent of its trade and commerce, at the present time, will be best iindcMstood by the tables which lollow. The value of imports and exports at the port ol" Halifax, in, 1850, is tlius stated : f'o'iiilritN. Viiliio of iin- porlf. fircat Britain tgil ,675. IjO "' ■ 4»,785 I Wc8t Indies Britisli colonies \ British North Aniericft ( Otiicr colonies United States of America Foreign States Total 935,20(1 48.275 l.l(«t,0«() 267,990 Value of ex- imrts. §75,780 790. l.W 124,780 18,94r» 469,00(> 187,960 4,080,400 1,663,615 The ships inward and outward, in 1850, are thus stated : • Inward. OutH Sailing vessels. 1 No. 1 Tong. 1 rurd. Countrief. Sailing voaaels. Stoain vessels. Steam veH9ol^<. No. ; Tons. 1 No. , Ton. No. i Tons. CwTG&t Rrttain. .••••..••! , i 61 ; 28,986 ^81 36,619 2.59 27,518 174 18, 0,t!l 1 36 1 24,834 42 ■ 7,798 .35 .32,768 17 3 «7rt 28 43 39 32,354 8,258 36,249 British colonies United States 674 ! .51 ; 6.59 169 ! 19,273 92 1 10,408 1 Total 1,081 111,204 113 ' 65,400 952 84,218 110 ! 76.861 COLONIAL AND LAKE TRADE. 495. dually ireadth los. u tlu-'ir great ise and )nsid('r- proscut 1850, is 110 of t'X- l)ort!». S75.'i80 7<)ll.l5(> 124,781) 18,it4r» 4« » O "^ • • • • • t ^ • . <£ • • • • ^ 4) M J4 a ^ li^si : I?? : : •• •• : ^ <^ ''':!: j i i I rt is : : : 1 1 Oi • -1 s 3 : : a . . ^ : : o : : ilii:;:: ?[« : : : : : ; 1 1 lO CO .^ 1 1- -1 'J- O 3 • • I- O i ~ 2 « •? — • O U*^ ^ • ' Ft ■^ c^X SCO ; ; , < : ?1 w • ift W O >.'! — • ?i ■ I J ffi £ :j? 2i-S^S :dJi : : : t^i 1 '•'' Sf*^ -^ : : ; : CO : : '^ s • -1 _, * 1 J? ^ f 2 r-. r! M t . « • • • 3 ^ -r C3 ^^ "^ • ^-^ ' . . m &» ^ "e "? ^MCi^w s-^ .to ; • '. "4 o n "i-~wx : I : '. to rt s Tl o ■ . O) 4 I'ooir. tcwcos 5X £1 5 <0 O « 1 ? -o — T» -- S to O - -T Vj Q '5 1 S*'~'^ "" 2 1 ' 1 : * 1 ' * tii * ^ : • V '. '. u9 > '• ' . t '• : J.' " a • • '. i : 'JE i-^ to • • 5 Cl ^ Vi ■" • * :I^5S : : I :l ( • c^ w u O • > ' • > Ti O U. • M • V 't^ ' i : :j=-a 1 :13- n Q 4-) V U > J . a r^ 1 ^ -I" U ^ :< bu'S 5 Is 1 rt ( c COLONIAL AND LAKE TRADB. 497 The following return exhibits the number of ships, nnd their Uiiidivgc, whicli entered iuwnrd nt the port of Halifax during the year 1851, as also the value of imports l)y such vessels, distinguishing British from foreign. This return furnishes a good general idea of the import trade of Halifax as at present existing : From what countrioa. Groat Itritain BritiHli N. AinuruMin coluiiics ItritiHli W(!Ht IridicH United MtatcH , St. I'iorro , Foreign West indies Hpaiii , Purtufral Azores Ilonjr Kon^r Mexico Hollond Total VobsoIr. Number. !)7 528 101 2G4 4 152 9 .'i 3 1 1 1 l,lii4 Tons. 53,920 33,051 ll,3(i(i 60,284 216 14,224 2,157 337 548 186 113 400 176,802 Value of imports. British. <|1,482,095 921,710 45,075 2,448,880 Foreign. $193,255 19,165 1,450 938,985 587,080 29,555 20,600 2,470 48,425 5,550 1,846,535 Total value. $1,675,350 940,875 46,525 938,985 587,080 29,555 20,600 2,470 48,425 4,295,415 I ll T/ic Coal Trade. Besides its staple export arising from the fisheries, the province of Nova Scotia also sends abroad a very considerable (juantity of bitu- minous coal. A notice of the abundant mineral wealth of this colony is given in my t()rmer report to the Tnvisury Deparltnent, publislH-d by order of tlie Senate ; but some portions of this it may hv necessary to repeat at present, in order to point out clearly the existing state of llie coal trade of Nova Scotia. The coal mines at present opened and worked in this colonj' are four in number. 'I'l'C}' are as t()llows : 1st. The Albion mines, near Pietou, on the Gulf of St. Lawrence. 2d and .'3d. The Sydney and Bridgeport mines, in Cape Breton. 4lh. Tlie Cumberland mines at the' head of the Bay of Fundy. Till' mines near I'ictou are about eighty miles by water liom the western extremity of the strait of Canso, which separates Cape Breton from Nova Scotia. Here there are ten strata of coal ; the main coal band is thirty-three feet in thickiK^ss, with twenty-li)ur ii'ct of good eoal. Out otthis only thirteen feet is fit for exportation ; tlu> remaining part is valuable l()r furnaces and t()rges. In consecjuence of a general subsidence of the ground, to the extent of six fl-et, ovt!r all the old workings, new j)its have recently been opened at the Pietou mines, which are only l.'3() fi-et deep; the main coal band being struck at a higher level than in the old pits. The average cost of n)ining coals here is thirty cents per chaldron ; the various expenses of the mines, engines, &c., increase the cost of coals at the pit mouth to sixty-two and a half cents per ton. The cost 32 I 1 V i , if : ■3 : ^ 498 ANDREWS REPORT ON of screening, Irunsnortiiig to the loaditiflf-ground by rnilvvny — n distnncr of" nine miles — with ollu'r irieidcrilal cliurges, iuUIa seventy-livo cents per ton to the cost of the conls. Tiie shipping season comrnenres nt Pi(;tou about tin* first of May, and continues until the middle of November, after which the northern harbors of Nova Scotia are lid/(;n np. At JMelou, coals are deUvered byjhc single cargo at three dollars and thirty cents per chaldron. Purchasers of one thousand chaldrons, or more, obtain a deduction of thirty cents per chaldron. The slack, or fine coal, is delivered on board at one (foliar and a half per chal- dron, with a discount of three per cent. f()r cash payment. The averiige weight of a chaldron of I'ictou loal is S.-l^jO pounds. The average recjuired in the United States is 2,U4U pounds the chal- dron. One hundred chaldrons of coals, Pictou measure, are eipinl to 120 chaldrons, Boston measure. The usual freight from l*ictou to Boston is $2 70 per chaKlron, Boston measure. Pictou is in latitude 45^ 41' north ; longitude 62'^ 40' west ; rise and fall of ti(h' 4 to G li-et. Tlu' Sydney coal field occupies the southeast portion of the island of Cape Breton, and is estimated to contain two hundred and fifty miles of workable coid. The thickness of the coal-bed worked at Sydney is six feet. It is delivered on boird vessels, alter being trans- ported three miles by railway, to the loading-ground, at !?•'] (>() per chaldron, with the same deduction to large purchasers as at Pictou. This coal, as a domestic fuel, is accounted e(jual to the best Newcustlc ; it is soli, close-buriiing, and highly bituminous. Th(! Bridgeport njines are fifteen miles from Sydney. The coal- seam at these mines is nine feet thick, and contains two thin partings of sh:de. The (.-oal is of <'xcellent (piality, of the same description us at Sydney, and not at all inferior. The coals from Cape Breton overrun the Boston measure from 18 to 20 per cent. Sydney is in latitude 40^ 18' north ; longitude GO^ iY west ; rise and fall of the tide G feet. The Ciunberland coal mines are on the coast of C'hignecto, which forms the northeastern terminalion of tin' IV-iy of Kuiidy. These mines hav<' been but recently opened. Tlu^ seam worked is about f()ur and a half feet iti thickness. The coal is bituminous, but is alleged to con- tain more sulphur than any other (leseri[)tion in Nova Scotia. The principal exportation of coals from Nova Si-otia and Cape Breton is to ports in Massachusetts .and ]{|iode Island, with a small quant iiy to New York. Many American vessels in this trade, ('spe- ciallv since the change in the navigation laws, obtain freights fi)r Nova Scotia, Newf()undland, the French islands of St. J'eter, i*rine<' Edward island, and the New Brunswick {)orts on the (JulfOf Si. Lawrence, and load with coals as their return cargo. The inenn price of Sydney and Pictou coal f()r the chaldron, of 48 bushels, weighing 3,750 (nomitially one ton and a (piarier) is $3 10, which is e(|ual to S2 3'2 per clialilron of ']() bushels. The freight to Boston is §52 7.'j per chaldron ; the duty under the tariff of 1840 (tliirty t>:,i distance vc cents of May, northern •0 dollars ■li;ildrons, 'li(^ slnck, per chal- [] pounds, iho chal- ui.l to 120 to Boston and rise { llie island (1 and lilty worked at einn; trans- $:i (>0 per at rielou. S'ewcastle ; Tlie coal- iu partings tniption as roni 18 to west ; rise ;to, whieh icse mines III tl)ur and m'd to con- nnd Cape itli a small rude, espe- is for Nova (•(• Edward vrencc, and (Iron, of 48 i) is m 10, If tici^lit to 1846 (thirty COLONIAL AND LAKE TRADE. 499 per cent, ad mlonm) is seventy cents per chaldron, amounting in all to $.0 77 per ehahhon. To tin's must he added : insinane(>, two per cent., and conniiissioii, two and a half per cent. Tlie price paid ni Uoslon hy actual consumers for this same coal is ahout «'iglit dollars per chahiron. Anthracite coal does not exist in any of the colonics, and they hid fair to hecorne cousuiikms of Pennsylvania anthracite, the importation of which has alreadv connnenced, to some extent, in New IJrunswick for steainhoats and foundries. Under liheral arrangements on holh sides, the consumption of anthracite coals would greatly increase in tluj colonies, and even in Nova iScotia, it heing ti)r many purposes hetter fitted and more; economical than the hituminous coal of that colony. The f()llowing return shows the ,!»32 12,090 10,79(! 1,210 l,f.86 40.1 722 1 ; gi,:jo5 (i2,9.''.4 H 3'>0 IH.'iO 8 'tis Th(^ foregoing return was furnisiied hy the lion. S. Cuiiard, the general agent l<>r all \\u\ mines of Nova Scotia. No return has heen received t()r the year 18')1 ; hut Mr. ('iiiiard slates that the (juanlity fell off ahout twelve thousand chaldrons in that season. CAPE BUKTON. This valuahle island is in shape nearly triangular, its shores in- dented with many line, deep harhors, and hroken with innumerahle coves and inlets. Cape lirelon is almost separated into two islands hy the grc^at inlet called the Bras D'Or, which enters on its east side, fiiciiig Newtt)un(l- land, hy two pa.^sages hereafter deserihed, and afterwards spreading out into a magnificent sheet of water, ramifies in the most singular manner throughout the island, rendering every part of its interior easily ac- cessihle. The liras D'Or (or " Arm of Cold") creates two natural divisions in Cape Breton, which are in striking eonlrasi; tlu' northern portion heing high, hold, and steep; while that to the south is low, intersected by water, diversified with moderatt; elevations, and rises gradually from its interior shore until it presents ahrupt clifls toward the Atlantic ocean. \,Thc whole area of Cape Breton is estimat(>d at 2,000,000 of acres ; its population somewhat exceeds 50,000 souls. In the southern division of Ca[)e Breton, the highest land does not exceed 800 feet ; but in the northern divisi(ni the highlands are higher, III If i ■ I ■i , ■.i I! iil i li I ; -i '«?: 500 ANDREWS REPORT ON bolder, and more continuous, terminating at North Cape, wliich is l,(SOO fbet in height, and faces Cape Ray on the opposite coast ofNew- tbundhmd. Between these two capes, which arc 48 miles apart, is the main entrance to the Gulf of and river St. Lawrence — a pass of great importance. The Bras D'Or appears to liave been an eruption of the ocean, caused by some earthcjuake or convulsion, which admitted the water within the usual bound.-i'y of the coast. This noble sea-water lake is 50 miles in length, and its greatest breadth about 20 miles. The depth of water varies from 12 to (JO fathoms, and it is everywhere secure and navigable. Sea-fisheries of every kind are carried on within the Bras D'Or to a very considerable extent, as also a salmon fishery. (Quan- tities of codfish and herrings are t.aken on this lake during winter through holes cut in the ice. The entrance to this great sea-lake is di- vided into two passages by Boulardrie island ; the south passage is 23 miles long, and from a (piarler of a mile to three miles wide; l)ut it is not navigable tor largt^ vessels, owing to a bar at its mouth. The north passage is 25 miles long, from two to three miles wide, with a free navigation, and above GO lathoms of water. Th(! shores of ihcse en- trances are settled by Scotch Highlanders and emigrants from the Hebrides, who prosecute the fisheries in boats with much success. These fisheries are most extensive and valuable, not exceeded in any part of America; but, liom their iidand })osition, are at pr(\s(Mil wholly maccessible to our citizens, who have never yet participated in tiiem in the least degree. In several of the large bays connected with the Bras D'Or, the large timber ships from England receive their cargoes at 40 and (JO miles distance from the sea. The timber is of good size, luid of excellent (jualily. The rich coal deposiles of Cape Breton occupy not less than 120 S(iuare miles, all containing availal)le seams lt)r working (»!' bitiuninous coal of the best (jualily. The extensive and varitnl fisht>ries; the rich d(>posit(\s of the finest coal, with the best iron ore; the superior (juality of th(; timber, and ex- traordinary liieilities and conveniences li)r ship-building ; the rar(^ ad- vantage ot' inland navigation, bord(;red by go(jd land lia* .igrieullnral purpose's; the exislruee also of abundant salt springs, lofty cliffs of the fx'tl gypsum, and the finest building stone of all kinds; with the geo- graphical situation ol" the island as the key of the St. Lawrence, and the j)ositi()n which coninjands the (;ntir(! connnerce and fisheries ol" the northeastern jxirlion oi' North America — all eond)ine to i( nder Cape Breton one of the mijsl important and most desirahli! possessions of British IS'ortli America. Tile possessi(.'. of Cap(; Breton is of th(Mitmost consecjuenee to Creat Britain. 'I'he naval power of France, it is well known and admitted, began to d( dine ii(tni the tinu; that nation was driven out of" the North American fisheries by th(^ eoiKjuest of Louisburg. It has been said Ijv Mr. .John MacCregor, M. P., late secretary to the I'xiard of Trade, that the possession of (Jape; Breton would be more valuable to our jieoplc, as a nation, than any of the British West India islands ; and that if it were once obtained by them as a fishing station, which is t of New- npjirt, is a pass of he ocean, tlic water er lake is LMk; depth ecure and 1 the Bras T. (iuan- ing winter lake is di- sage is 23 ■ ; hut it is The; north m\\\ a tree ' tlu'S(? en- s (torn the •h success. (lid in any rnt wholly cd in tliem r, tlie huge 1(1 ()() miles excellent s than 120 )iluniinous the linest MT, and (;x- w rare ad- iiiicullural ills of the ill the geo- rt nee, and lies ol" the iidcr Cape isr^sions of cc to Great 1 admitted, the North [ecrelary to Jild he more IWrsl India ling station, COLONIAL AND LAKE TRADE. 501 and a position to command the surrounding seas and neighhoring coasts, the American navy might safhdy cope with that of all Europe. By the treaty of Utrecht, in 1713, France ceded to England the country called "L'Acadie," now known as Nova Scotia and New Brunswick, but reserved to itself the "Isle Royale," since called Cape Breton. In order to maintain their posuion in America, the French took formal possession of the harbor of Louisburg soon after this treaty, and in 1720 commenced there the construction of the fortress of that name, so well known and celebrated in history. Upon this fortress the French nation expended thirty millions of livres — a very large sum in those days. It was captured in the most gallant and extraordinary manner by the forces of New England, in 1745, but was restored to France by the treaty of Aix-la-Chapelle, in 1747, in return for Madras. It was recaptured by the British and colonial ii)rces in 1758; and after the treaty of 1763, by which the French gave up all their North Amer- ican |)ossessions to England, the British govi>rnment demolished the fortifications of Louisburg, at an expense of $50,000, fearing they might fall into the hands of some hostile power. Since then the fiimous liarbor of Louisburg has been deserted; although previously — during its occupation by the French — it exported no less than 500,000 quintals of cod annually, and six hundred vessels, of all sizes, were employed in its trade and lislKM'ies. Cape Breton was f()rm.dly annexed to Nova Scotia, by royal declar- ation, in 17G3; but in 1784, a separate constitution was granted to it, and it remained under the managenjent of a lieutenant governor, coun- cil, and assendtly, until 1820, when it was re-annexed to Nova Scotia. Owing to the returns of trade fiir Cape Breton being niixeil up with those l()r Nova Scotia, it is now difhcult to obtain an accurate account of tJM! value of its products annually. The j)roducts ol the fisheries of Cape Breton, in 1847 and 1848, were as t()llows: 1847. — Dried cod 41,3(54 (juintals. Sealefish, dried 14,948 rickl(>d fish- Mackerel 17,200 barrels. Herrings 2,985 " Salmon 335 " Other pickled fish 12,399 Seal-skins 12,100 in number. Oil of all kinds 415 tuns. The estimated value of the lltregoing articles was $302,016. 1848.— I)ri(>d cod 32,553 (luintals. Sealefish, dried 6,783 Tickled fish- Mackerel 14,050 barrels. Herrings 3,700 Salmon 295 " Other piekh-d fish 18,862 Seal-skins 2,200 in number. Oil of all kinds 543 tuns. The value of the above estimated at $282,772. 1 .ii 1^ 502 ANDREWS REPORT ON There is reason to believe, however, that the above gives but an imperfect idea of the extent of the fisheries at Cape Breton. It ha» been ascerlained that, from the portion of this island within the strait of Canso, the following quantities of fish were exported in the year i I ! . . ' (' :'5 Codfish 28,570 quintals. Herrings 8,750 barrels. Spring mackerel 51,600 " Fall mackerel 7,670 No returns can be procured from the northern and western portions of this island, the fish caught near which being generally carried direct to market from the fishing-grounds by the fishermen themselves, with- out reference to any custom-house. It has been ascertained, however, on good authority, that the quantity of herrings and mackerel caught and cured at Chcticamp, (the western extremity of Cape Breton,) during the season of 1851, was not less than 100,000 barrels. It is alleged that the banks in the vicinity of Cape Breton arc thickly covered with shell-fish, and consequently are the best feeding-grounds for cod Ibund anywhere in those seas ; hence, also, the superior quality of the cod caught and cured there. The total (juanlity of coals raised in Cape Breton, and sold during the year 1849, amounted to 24,960 chaldrons (Newcastle measure) of large coal and 11,787 chaldrons of fine coal; of this quantity, 12,090 chaldrons of the large coal and ],210 chaldrons of fine coal were shipped to the United States in 1849; in 1850 the quantity shipped to the United States was 10,796 chaldrons of large coal and 1,586 chald- rons of fine coal. The entries and clearances of trading and fishing vessels at Cape Breton in 1850 were as follows: Inward in 1850. From what country. At Ariclmt — From Kngland , From British roh)iiics . . From tlie Unitcii Status , From foreign States. . . . Total At Sydney— From England From British colonies . . From the United States, From foreign jiorts Total. Whole number of vessels inward. Vessels. 98 6 21(i 104 Tons. .349 .l.litfi 8,105 l,G(i3 1,859 21,017 10,95G 1,516 Vessels. 157 351 508 Tons. 13,313 35,348 48,Gtil es but an I. It has the strait I the year n portions ried direct ves, with- , however, rel caught an,) during arc thickly ig-ground3 ■ior quality sold during ncasurc) of ity, 12,090 coal were shipped to 586 chald- U at Cape uteiB. Tons. 157 13,313 351 35,348 MS 48,661 COLONIAL AND LAKE TRADE. Vessels outward in 1850. 350 To what country. Vessels. Tons. Vessels. Tons. From Arichat — 1^<\ Crffint Rritnin ......•>•■■>•■•■>•>■•••••••■ 66 339 Tn RritiRh rnlnnifs. .>.>•...>>.......*>»••>>■ 48 14 4 2,961 1,283 633 To tlin ITiiitpfl Sfatpq. Total 4,877 From Sydney — To Great Britain 5 217 69 48 837 20,615 6,883 3,712 To the United States To fbreif n States Total 31,591 Whftlfl ntiinlipr of vpssgIh outwafd. . . 405 36,468 1 The value of imports and exports at Cape Breton, in 1850, is thus stated in the official returns made to Halifax : IMrORTS. From Great Britain From West Indies From Britisli North America. From otiier BritiKli coIonicH. . From United States From foreign States EXPORTI. To Great Britain To British West Iiuiicw To Britisli N'ortii America. To other British colonies. . To United Slates To foreign States Arichat. 1,;J55 23,585 15,695 43,380 1,355 Sydney. Total value. $18,335 "1*6,860' 86,945 38,400 38,620 9,650 35,335 32,475 13,645 1,690 50,530 $137,475 10,8.i0 2,745 119,265 44,470 7,200 154,480 184,5.30 339,010 It is helievod that the foregoing statements do not give a correct account of the whole import and export trade of Cap(> Breton, as much is imported and sent away through Halifax, to and iiom wiiich there is at all times an <'Xtensive coasting trade. Jiut suilicient has been stated to show that Cape Jirelon possesses a very considerable trade, which might be very largely increased with our country under a system of free interchanges, inasmucii as Cape Breton greatly needs, and will always conliiuie to purchase, many products of the (Jnited States, the quantity being limited solely by the power of paying t()r them in the ^ \\ 504 ANDREWS REPORT ON produce of her loresls, mines, and fisheries, the exports fi-om which could be increased very considerable. SABLE ISLAND. '\' !' 'i: This low, sandy island, the scene of numerous and melancholy ship- wrecks, lies directly in the track of vessels bound to or from Europe. It is about eighty-five miles distant from Cape Canso. Its length is about twenty-five miles, by one mile and a quarter in width, shaped like a bow, and diminishing at either end to an accumulation of loose white sand, being little more than a congeries of hard banks of the same. The sum of $4,000 annually is devoted to keeping a superintendent from Nova Scotia, with a party of men, provided with provisions and other nectssaries, for the purpose of relieving shipwrecked mariners, of whatever nation, who may be cast upon its shores. Of late years it has been found that mackerel of the finest quality can be taken in great abundance, quite close to tlie shores of Sable island, during tlie whole of every fishing season ; and this fishing is ev(ny year becoming of greater importance. Several of our enterprising (ishermen have ibund their way there of late, in schooners of about ninety tons, and have succeeded very well. By observations of Captain Bayfield, R. N., the well known marine surveyor, made in the autumn of 1851, the eastern extreme of this island has been found to be in latitude 43° fj9' north, and longitude 59° 45' 50" west. Two miles of tlie w(>st end of the island hav(5 been washed away since 1828. This reduction, and consequent addition to the Western bar, is reported to have been in operation since J 811, and seems likely to continue. Tiiere has been no materi;d change in the east end oi tlie island within tlie meniory of any one ac(|uaint(nl with it. The western bar may be safely approached by the lead, from any direction, with common precaution. The length of tiu' northeast bar, it is said by Captain Bayfield, has been greatly exaggerated ; but still, it is a most formidable d;inger. Its real length is Iburleen miles only, instead of twenty-eight, as heretof()re reported. For thirteen miles from the land it has six iathoins of water, with a line of heavy bn.'akers in bad weatiier ; in the fourteenth mile there is ten fathoms of water, and not far from the extremity of the bar 170 fatiioms, so that a vessel going moderately fast might be on the bar in a few minutes alter in vain trying f()r soundings. Captain Bayfield has recommended to the government of Nova Scotia to establish a light-house on the east end of this island, and measures are now in progress f()r its erection. Sable island lies eighty miles to the southward of Nova Scotia, and in the immediate vicinity of the gull-stream. Throughout nearly its whole h.'iigth of twerity-five miles, sabU" island is covered with natural grass and wild pease, sustaining by its spontaneous production, five hundred head of" wild horses, and many cattle. The Hon. Mr. Howe, prinei[)le secretary of Nova Scotia, visited this island in 1850, and n'ported favorably as to the extent and value of the fishery upon its coast. The superintendent informed Mr. Howe tliat, a lew days before his arrival, the mackerel crowded the coast h» such COLONIAL AND LAKE TRADE. 505 jm which ;holy ship- n Europe. 5 length is th, shaped •n of loose :" the same, tulent from and other arincrs, of quality can blc island, every year f fishermen liiiety tons, w'u marine me of this I longitude linve been athhtion to 3811, and inge in the t(Hl with it. irom any least bar, ; but still, niles only, miles from )reakers in water, and •ssel g«)ing er in vain numbers that they almost pressed each other upon the sands. Mr. Howe himself saw an unbroken shoal, extending from the landing place for a mile, within good seining distance, besides other shoals at various points, indicating the presence, in the surrounding seas, of incalculable wealth. It is believed that a good boat fishery for cod might be carried on here. Seals are numerous all around the island, being very little dis- turbed. Hitherto the government of Nova Scotia, to which this island belongs, has not permitted any fishing establishments to be set up upon it. It has been feared that discipline would not be maintained at tlie govern- ment establishment f()r the relief of shipwrecked mariners, if persons not under the control of the superintendent were allowed to land upon the island, and that the obligations of humanity might be disregarded by mere voluntary settlers, or that the temptation to plunder tin; unfor- tunate might prove too strong to be resisted by such a population when the hand of authority was withdrawn. The natives of Nantucket,* if permitted, would soon build havens imd breakwaters at Sable island, and make what is now but a dreaded sand bank amid the solitudes of the ocean, a cultivated centre of mechanical and maritime industry; and, as population increased, em- ])loyment would be liiund for the iiardy raee which this stern nursery wouUl t()ster and train, to draw wealth from tlie deep. • A writer in that valiiablo work, Hunt's Mercliant's Magazine, thus describes Nantucket, wliich, in many rcKpocts, iH very Niniilar to Sable iHland : " Nantickkt — A HUiall crescent of pebbly soil, just liflinjj itself above the love) of the ocean, surrouiuled by a belt of roaring breakers, and destitute of all shelter from the stormy blasts which sweep over it, there is nothing about it ' but doth sutler a sea change.' Its inhaliitantB know hardly anything but of the sea and sky. Rocks, mountains, trees, and rivers, and the bright verdure of the earth, are names only to them, which have no particuhir significance. They read of these as other people road of angels and demi-gods. There may be such tilings, or there may not. Ihif, dreary and desolate as their island may seem to others, it realizes their ideal of what the world should be; and probably they dream that Paradise is just such another place — a duplicate island, whore every wind that blows wafts the spray of tlie sea in their faces!" 1^ 1 ■'! It of Nova island, and ?eotia, and nearly its 'ith natural iction, five visited this alue of the [)we tliat, a ast in such COLONIAL AND LAKE TRADE. 507 PART VIII. THE ISLAND COLONY OF NEWFOUNDLAND, INCLUDING LABRADOR. In order that a correct opinion may bo formed as to tlic natural re- sources and capabilities of tlio island of Newfoundland, and tlic value of its fisheries, it will be necessary to give a brief notice of the geo- graphical position and physical conffirmation of that island. A brief description will also be given of the Labrador coast, which now tbrms part ol'the government of this colony. Nevvlbundland lies on the northeast side of the entrance into the Gulf of St. Lawrence. J'rom Canada it is separated by the Gulf; its south- west point approaches Cape Breton within about 46 miles ; to the north and nortliwest are the shores of Labrador, liom wliicii it is divided by the Strait of Belleisle ; its eastern side is washed by the Atlantic ocean. Its form is somewhat triangular, but without any approach to regularity, each of its sides being broken into numerous bays, harbors, creeks, and estuaries. Its circuit is not much less than one thousand miles. Its width at the widest part between Cape Ray and Cape Bonavista is about 300 miles; its extreme length from Cape Race to Griguet bay is about li)ur hundred and nineteen miles, measured on a curv(! through the centre; of the island. From th(i sea, Newli)undland has a wild and sterile appearance, which is anything but inviting. Its general character is that of a rugged, and, f()r the most part, a barren com. ry. Hills and valleys continually succeed each other, the l<)rmer never rising into mountains, and the latter rarely expanding into plains. The hills are oi" various characters, forming sometimes long llat- topped ridges, ami bcMiig occasionally round and isolated, with sharp peaks and craggy preeipcies. The valleys also vary irom gently slop- ing de[)ressions to rugged and abrupt lavines. The sea-eliils are tor the most part bold and lofty, with deep wal t close at their ti)ot. Great boulders, or loose rocks, scattered over ihe country, increase the general roughness of its .•ippearance and character. This uneven surface is covered by three diflerent kinils of vegetation, forming districts, to which the names of "woods," "marshes," and "barrens," are respcct- ivelv assigned. The whole occupy imlitterently the sides, and even the sumn^' of the hills, the vaUeys, and the lower lands. They are generally i und, however, ch)lhiiig the sid(\s of hills, or the slopes of valleys, or wherever there is any drainage t()r the surplus water. For the same reason, probably, they occur in greatest abundance in the vicinity of the sea- coast, around the lakes, and near the rivers, if the soil and other cir- cumstances be also favorable. I 1 HI I I I 608 ANDREWS REPOBT ON '. ! Tlio tiTPs of Novvfi^iindliind consist prinri|Killy of pine, sprucp, fir, I'lrcli, (or liiickmatnc,) and I)ircli ; in some districts the nriountain ash, the alder, the; aspen, and a finv others, are also found. The character of the timber varies greatly, according to the nature of the sub-soil and the situation. In some parts, where the woods have been undisturbed by the axe, trees of fiir girth and height may be l()und. These, how- ever, are scattered, or occur only in small groups. Most of the wood is of small and stunted growth, consisting chiefly of fir trees, from twenty to thirty feet in height, and about three or four inches in dia- meter. These commonly grow so close together that thi'ir twigs and branches interlace from toj) to bottom, and lying indiscriminately among I hem are innumerable old and rotten stumps and branches, or newly-fdien trees. These, with the young shoots and brush-wood, form n tangled and often impenetrable thicket. Embosomed in the woods, and covering the valleys and lower lands, arc found open tracts, which are called "marshes." These marshes an> not necessarilv low or even level land, but are frecjnently at a con- siderable height above the sea, and have often an unchdated surface. They are open tracts, covered with moss, sometimes to the de|)th of sevm-al teet. This moss is grc(>n, soft, and spungy; it is bound to- gether by straggling grass, and various marsh |)lanls. The surface is very uneven, abounding in little hillocks and holes, the to|)s of the hil- locks having often dry, crisp moss upon them. A boulder or small crag of rock occasionallv protrudes, covered with red or white liciiens, an(l h«>re and there is a bank, on which the moss has become dry and 3'ellow. The contrast of these colors witli the dark velvety green of the W(>t moss, otien gives a peculiarly rich appearance to the marshes. This thii'k coating of moss is precisely like a great spongt> spread over the countr}-. At the melting of the snow in the spring it becomes thoroughly saturated with water, which it long retains, and which ever}' shower of rain continually renews. Numerous small holes and pools of water, and in the low(>r parts, small sluggish brooks or gulleys, are met with in these tracts ; but the extreme wetness of the marshes is du(^ almost entirely to the spungy nature of the moss, the slope of the ground being always nearly suffici<'nt f()r surface draitiage ; and when the moss is stripped oH', dry ground or bare rock is generally found beneath. The "barrens" of Newfoundland are those districts which occupy the sunmiits of the hills and ridges, and other elevated and exposed tracts. They arc covered with a thin and scrubby vegetation, consist- ing of berry-bearing plants and dwarf bushes of various sorts, liare patches of gravel and boulders, and crumbling fragments of rock, are frequently met with upon the "barrens," which generally are altogether destitute of vegetable soil. These difU'rent tracts are none; of them of any great extent ; woods, marshes, and barrens freciuently alternating with each oth«T in the course of a day's journey. In describing the general features of the country one of the most re- markable iruist not be omitted, namely, the immense abundance of lakes of all sizes, which are indiscriminately called "ponds." These are found everywhere, over the whole fiice of the country, not only in COLONIAL AND LAKE TRADE. 509 uco, fir, iiin ash, [)!inu;t(;r soil iitid isturhcd ?o, liow- lu> wood (\s, Iroin s in diii- .vigs and miiiaU'ly [icIk^s, or sh-WDod, 'or lands, marshes ill a con- l siirfiic'O. (h-plli of lound lo- surlacc is >f ilif hil- or small Lc liclions, ,. (Irv and V irrt'cn ot marshes. Lrcad over It l)('('om(^s nd wliich hoU'S and »r gulU'VS, marslics lO slope of |iafje ; and generally l-h oeeupy Id exposed |n, consist- rts. Bare rock, are [altogether It; woods, lier in the le most re- Indanee ot 1" These liot only in the Vfdlej's but on the higher lands, and even in the liollows of the summits of the ridges, and the very tops of the hills. They vary in siz(^ from pools of filty yards i:i diameter to hikes up- wards of thirty miles long, and t()nr or fiv(! miles across. The numher of those which exceed two miles in (extent nmst, on tin; whole, amount to several hundreds, while those of .mailer size are absolutely count- less. Taken in connexion with this remarkable abundance of lakes, the total absence of anything that can be called a navigabh; river is at first sight (juite anomalous. The broken and gen(Mally undulated character of the country is no doubt ou(^ cause of the absence of large rivers. Each poiid, or small set of ponds, communicates with a, valley of its own, down which it sends an insignilicanl brook, that pursues the nearest eoursi! to tlu; s(ja. The chiet" cause, however, both of the vast abundance of j)on(ls and the genera] scantiness of the brooks, and smallu(>ss of the extent of each system of drainage, is to be t()un(l in the great coating of moss that is spread over the country. On any great accession of moisture, either from rain or melted snow, the chief pf)rtion is absorbed by this large sponge ; tin; remainder (ills the numer- ous ponds to th(^ hrink, while only some portion of the latter ruus oft' by the brot)ks. Great periodical Hoods, which would sweep out and deepen the river channels, are almost im])(tssil)le ; while the rivers have not power at any time to breach the harriers between them, and unite their wat(>rs. In dry wc;allier, when tiom evaporation and drainage the pcttids begin to shrink, they are su[)plied by the slow and gradual (Ir.iii.age of iIk; marshes, where the water has been ke])t as in a reser- voir, to b(^ given off when re(|uire said to extend Irom the lilii(>th to the sixty-lirst degree of north laliludt^ and from longitude 50^ west, on tlu' Atlantic, to 78^, on Hudson's hay. It has a seacoast of about JOO miles, and is i'rc- queiited, during the summer season, by more than 20,l>00 pc^rsons. This vast country, ecpial in extinit to France, Spain and CJerniany, has a resident jiopulation of between 8,000 and 10,000 souls, including the Ks(piimaux aiul Moravians. The climate is very severe, and the sr.mraer of exceedingly short duration. It is beli(>ved that the mean temperature of the year does not exceed the freezing-point. Tiio ice does not usually leave the coast l)el<)re .Iuik; ; and young ice begins to lt)rm again on the pools and sheltered small bays in September, when frosts are very liecjucnt at night. Situate in a severe and gloomy climate, and producing nothing ) v: i I I ll I 'If 610 ANDREWS REPORT ON i ^1 i < |v IPs; 111 ; :■ I I ; ihfit cm support humnn lifo, this is one of the most barren niul desolate countries in the world. But, as it" in comnrnsation lor the stcrihty ot" the land, the sea in its vicinity teems with lisli. There would be little inducement to visit the desolate cojist of Labrador but i<)r its most vahiabh? and prolific fisheries, which excite the enterprist; and reward the industry of thousands of hardy adventurers who annually visit its rugg(>d shores. In general, the main land does not exceed the height of five hundred feet ahove the level of the sea, and is often much lower, as are all the islamls, exce])ting CJreat and Little Mecatina. The main land and islands are of granitic rock, bare of trees, excepting at the heads of b;iys, where small spruce and birch trees an; met with occasionally. When not entirely bare, the main land and islands are covered with moss or scrubby spruce bushes; and there are many ponds of dark bog-water, lieciuented by water-fowl and Mocks ot" the Labrador curlew. The main land is broken into irdets and bays, and fringed with islands, rocks, and ledges, which f"re(juently rise abruptly to within a few feet of the surface, f"rom depths so great as to afl()rd no warning by the lead. In some j)arts, the islands and rocks are so numerous us to form a complete lahyrinth, in which nothing but small egging schooncrH or shallops can find their way. IJut allhougli the navigation is everywhere more or less intricate, yet there are several harbors tit f(>r large v(!s.sels, which may be safely entered, with proper charts and sailing directions. The Strait of Belleisle, which separates Newf()nndland from Labra- dor, is about fifty miles long, and tw«>lve l)road. It is deep, but is not considered a safe passag(^ usually, owing to the strong current which sets ihroNgh it, and the want of harbors. There are no harbors on that part tA' the Newfijundland coast which faces thi3 strait ; and those on the Labrador coast are not considered safe, except the havens near the northern and southern extremities of the strait. During th(> winter meaths the resident population of Labrador does not exceed eight hunilred souls of European descent. Many of" the while men have intermarried with the Indians. The few widely-scat- tered families reside at the establishments f()r seal and salmon-fishing, and ii)r f"ur-tr;iding. Seals and salmon are very plentiful ; the latter are of a larger and belter description than those taken on the coast of" New- foundland. The furs of Labrador are very valuable. There are fi)ur kinds of foxes; with otters, sables, beavers, lynxes, black and while bears, wolves, deer, (caribou,) ermine, hares, and sev(Tal other small animals, all bearing fur of the best description. The Canadian partridge, and the ])iarmigan, or willow grouse, are also i)lentif"ul. A muuber of small schooners or shallops, of" about twenty-five tons, are employed in what is termed the " «\gging business." The i^ggs that are' most abundant and most prized are those of the murr; bul llie eggs of" puffins, gannels, gulls, eider ducks, and cormorants, are also collected, llaliliix is the principal market for th(;seeggs, but lliey have been also carried to Boston, and other ports. One; vessel of 25 ions is said to have cleared $800 by this egging business in a favorable season. COLONIAL AND LAKE TRADE. 611 {IcHolate crility of I bo little its most [1 rnwiird r visit its I hundred re all the liind and iicads ol' jisionally. creel with [S of dark Labrador nged with I witliin a /arning by 'lous as to schooncrH Lricato, yet I be safely om Labra- but is not rent which )()rs on that I those on IS near the lador does my of the idely-scat- )ii-tishing, latter are St of New- ur kinds of lite bears, ill animals, ridj-'e, and y-' -five tons, The eggs r; but the ;, are also t iliey have ' 25 tons is ble season. THE COD-FISHERV. In Newfoundland the term " fish " is generally undersnxid to mean codfi.^h, that Ix-ing tlu; great staphs of tlu; island. Every other deserip- tion of fish is designated by its particadar name. The c()d-(isliery is either prosecuted in large vessels in the open sen, upon the (jratul Bank of Newt()undland, or else in boats or shallops near the coast of the island ; and these modes of fishing are respect- ively designated the "bank fishery," and the "shore fishery." II..! Cirand Bank is th(! most extensive sub-marine elevation yei discovered. It is about six hundred miles in length, and in some places five degrees, or two hundred miles, in breadth. The soundings on it are from twenty-five to ninety-live titthoms. The bottom is gen- erally covered with shell-fish. It is fi-e(]U(>nted by immense shoals of small fish, most of which serve as UmkI t()r the cod. Wher(; th(> bottom is i)rincipally of sand, and the depth of water about thirty fathoms, cod are t()und in greatt'st plenty; on a umddy f>ottom cod are not nu- merous. The best fishing grounds on tiie Cirand Bank are between latitude 42° and 40°. Those perpetual fi)gs which hang over the Banks, and hover near the southern and eastern portions of the coast of Newfoundland, are sup- posed to be caused by the tropical waters, swept onward by the fiulf steam, meeting with the icy waters carried down by the inlluence of the northerly and westerly winds from tin; I'olar seas. This meeting takes place o.. the (jrand Jiank. The difierenee in the temjjerature of the opposing currents, and in their acconipanying atmo.s[)lieres, pro- duces both evaporation and condensation, and hence the continual tog. Tlu^ cod-lisliery on the (Jrand liank begtm a few years after the discovery of Newioundland. in IfjO^, mention is made of several Portuguese vessels having connneiiced this great fishery. In 1517, when th(^ first English fishing vessels ap})earcd on the Banks, there •were then on the fishing ground no less than fifty J^panish, French, and Portuguese ships, engaged in tla; fisheries. Th(! great value of this fishery was not fully appreciated by the English until about KiKS. In twelve years after, liiere were no less than one hundretl and fifty vessels from Devonshire alone engaged in it. At that period England b(\<>:an to supj)ly the Spanish and Italian markets, and then a rivalry in the fishery sprang up between the Eng- lish and French. Its importance to England was manifested by the various acts of Parliament which were passed, and the measures adopted fi)r its regulation and protection. Ships of war were sent to convey the British fishing vessels, and protect them while prosecu- ting the fishery. In 1()7G, some of the large vessels engaged in the Bank fishery crarried twenty guns, eighteen small boats, and from ninety to oiu; hunilred men. This arose from the hostile position as- sumed by Franc(! with retl'renee to tiiis fishery. The English fisher- men had nnich aimoyance and trouble from those of France; notwith- standing which, the British Bank fishery continued to prosper. Owing to the confusion created by the French revolution of 1792, tlaiir bounties on the Newl()un(lland fisheries W(Me discontinued, and diey imnjcdiately fell oil" greatly. In 1777, no less than 20,UU0 French i: !■.: S li 5J2 ANDREWS nEPORT ON '^; sonmrn won rmploycd in tlir Ncwloutidhind fislirrirs ; hut thai num- htT (Iwiiidlrd down to ;},;}!)7 in 171)3. From 17{)-J to 1814, the IJriiish lishrry at N('w(i)undland pn)Hj)cr<'d UfiTjitly. 'I'lir nrico in li)roi;;ii inarkt'is was very liiu;h, and dm vahie of lisli ('xi)oitc(i lioin Ncvvtuiindland in 1814 was (\stiinatc, as also num- bers of the principal fishermen, were wliolly ruined ; and it is stated, on good Mulliority, that i)ills of" exchange on England, to the extent of one million of pounds sterling, were returned protested in the years 181.'3, 181(5, and 1817. So great was tli(> extent of \\u' depression in the liritisn fishi'ri<'S of" Nowii)undland, that it was at one time proposed (o remove llic settled population from the island. This, liowevcT, was not carried out, temporary measures being adopted to relieve the pres- ure which bore with such excessive severity upon the staph; trade of" the country. The bounties granted by France W(M"«' higher even then than at pres- ent, and were so iuranged as to exclude all fish of liritish cat(!h from the French, Spanish, and Italian markets. The cllrct of this has been to break up tli(; fishery on the Clrand liank by British vessels, alto- gether; and that fisluM^v is now prosecuted solely l)y the v(\ssels of France and of" the United States, under the stimulus ot bounties, which have never been given to this fishery by the Britisli. TIIU HilOItE KISilEHY. The irdiabitants of Newli)utidl;md prosecute the shore fishery f()r eod in boats, shallops, and schooners, aceoiding to the ability of those; who fit tliern out. In the small boats the fishery is pursued on the coast by the poorer portion of the inhabitants, who generally abandon it fiir the large-boat fisher}' so soon as they accpiire suflicient means. In the small boats the peoj)le are eontined to their innnediate localities, whether th(! fishing is good or bad : with the larger boats they can avail them- selves of such of the fishing grounds us offer the greatest induce- ments. A (air average catch fJ^r small boats is from forty to fifty (juintals per man f()r each season ; f()r the large l)oats, from eighty to one hundred quintals per man. The ex])cnse of" the large boats is about fifty per J' <• k( lal num- Hi neiirly rung into )y lli(! in- wiis llicn li-oin Buy viis {)n)SO- iic lust to iind Bioik ili(> season t lour tons 3 suildrnW lie Fn-ncli liiny of the also iiuni- it is slaU'il,_ 10 extent ol* u the years 'pression in i(« jiroposetl wevor, was ,'(« the pres- ple, trade of lan al prt^s- cateli from Ills lias been l,.ssels, alto- |- vc^ssels of nties, which icry l<>i- cod If those; who (the coast by Ion it for the jiiis. In the lien, whetlier avail ihetn- It-st induce- (juinlals per ■one hunched l)out lifty per COLONIAL AND LAKE TRADE. 513 ornt. beyond that of the otliers. In the small boats there arc two men only, ntid sometimes but one ; in the large boats, t()ur to six men. At most of the fishing stations on the <'oast of NewliiMndlaiid the cod-lisliery commeiuM-s early in June, and by the lOili of August may bo said to be over, f()r, although the peo|)le eontiiuK^ it l()r two months longer, the f)roeeeds sometimes fail to pay even the expenses. The WaiU of other employment is the |)rineipal reason why it is not abat\- doiicd in August. On sonu; [)arls of tlu; coast, however, the coil-lish- ery is pursued with much suceoss during the whole year. The small boats land their catch every night, when llie fish are s|ilit and salted on shore. The large boats, when fishing near home, gene- rally land their eateh and salt it in tho same way; but when at a dis- tance from home th(>y split and salt on board lioin day to day, until they have completed their fare. Kour times the (luantily of split fish, as compared with the article wlii'ii caught, may be slowed in tiie same space. 'I'he "shore fishery" is the most produetiv*', both of merchantable fish and oil. The cod-fishery being generally the most certain in its residls, has hitherto bccMi fi)llowed as the staph; and prevailing fishery at i\ew- li)UH(llatid ; while the seal, the herring, the salmon, the mackerel, and the whale fisheries, have been prosecuted but a I'omparaiively short time, and to a limited extent, in those loealilic s when; they were first commenced. They are considered of s«ich minor im|)ortauee (with the exception of the seal-lishciy) that no pi rmanent ai rangenieiits havi^ yd bct.'U made tiir their development throughout the whole fishing seas(»n. THH UrCRRTNO I'ISHKRY. (treat shoals of herrings visit the coasts of Newfoundland in the early part of" ever}' season to depositc their spawn, when u sullicient quaiilily l<»r bait only is t ken by thi; resident lislic rmen. On the southern and western ci'i-is of Newliauullaml, liowevt r, tu rrings arc caught to sotne extent tor exnoitalion, but not by any means in such <|nantities as might bvi xpected, considering their wonderful abinuhinee. The inhabitants ilo not pursue the herring fishery as a distinct braucli of business : so many as are retjuired by themselves liir bait in the cod-fishery, and to supply the French "bankt>r>," app' u^ to be about tlic extent A' the always prepared l()r sea, with the necessary e(juipment, in March every year. At that season the various sealing crews combine, and by th(Mr united efl()rts cut the vesstils out of the ice, iti which they have firmly I'rozen during the winter. The vessels then proceed to the field ice, pushing their way through the r>penings or working to windward of it, until the}' meet it, covered witii vast herds of sc'als. The animals are sur- prised by the seal-hunters while sleeping on the ice, and killed either with fir(docks or bludgeons, the latter being the prelii^rable mode, as firing distur[)s and frightens the lu^rd. Tiie skins, with the mass ol" fat which surrounds the bodies, are stripped off together; tlu^-se are carried to the vessels and packed closely in the hold. The sealing vessels during storms of snow and sleet, which at that soasoM they must inevitably ex[)(;rience, are exposed to fl-arful dangers. MaUj V(!ss always every year. th(;ir united lirtnly frozen ice, 'pushing il of it, until Inals are sur- killcd either Lie mode, as the mass of Ir; these arc Ivhicli at that irful dangers. Sous power ol [lances whole The persons connected with this business are — First. The liritish merchant, or owner, residing in some cases in r prosecuting ihe fisheries; these ho. fur- iiisiies to the phintcr. In some instances the planter owns the vessel, atid provides his own outfit. It is his diity in all cases to engage the (•r(!vv and to siiperintt'od iIh; labor of catching and curing. in the seal fishery prosecmted in vessels, one-half the prf)fit of the voyage goes to the inerch.int or owner who provides and ecjuips the vessel, the other half being divided among tlu; crew, jicsides the pro- fits on the extra stores or clothing furnished to the crew. \hc merchant or owner dcducls I'roin each of them lioni six to eight dollars as berth- money. To this ilicre are occasional exceptions in favor of (>xperienced men, who are either charged less, or get their berths free, in conse- qutjnce of being abh; marksmen; and then, by way of distinction, they art; ciiUed "bow-gunners." A^^fishing-servant usually gets from seventy-five to onr hundred dol- 616 ANDREWS REPORT ON lars for the season, commencing with the first of May, and ending with the last of October. These wages are usually paid one-half in money and one-hnlf in goods. The Labrador fishermen are in general shipped or hired on shares, or, as they call it, on "half their hand," being fully found by the planter in everything necessary to prosecute the fishery during the season. This is also the case, in some instances, with the fishermen engaged for carrying on the shore fishery of Newfoundland. The Ibllowing return of the vessels equipped for the seal fishery, from the port of St. John only, and the number of seals taken by them during tlie last ten years, will give some idea of the extent and value of this bran(ch of business in Newfoundland : Year. 1842 1843 1844 1845 1846 1847, 1848, 184!), 1850 1851, No. of ves- sels. 74 106 121 126 141 95 WA 58 71 92 Aggregate ton- nage. 6,035 9,625 11,088 11,863 13,165 9,3.'i3 10,046 5,847 6,728 9,200 Men. No. of seals taken. 2.0.54 3,177 3,775 3,895 4,470 3,215 3,. 541 2,170 2,574 3,480 232, 42» 482,694 347,904 302,363 195,626 334,430 389,440 206,3.38 340,075 382,083 The wliol(? outfit lor the seal fishery from the island of Newfound- land in the spring of the year 1851, amounted to 323 vessels, with an aggregate of 29,545 tons, manned by 11,377 men. The average take of seals in the whole of Newfoundland during the last seven years, is estimated at 500,000 per annum. The Ibllowing is a comparative statement of the qnnntity and value of the staple articles of jiroduce exported from the island of Newfound- land in the years 1849 and 1850 : :, ij: '- i li Articles. Dried flHh quintals. Oils gallons. Svn.1 skins number. Salmon ticrcus. Herrings barrels. 1849. Quantity. Value. 1,175,167 2,282,496 306,072 5,911 11,471 $2,825,894 1,025,961 162,144 51,912 27,220 1851. Quantity. 1,0,^9,182 2, 6.36, 81 H» 44U,W28 4,600 19,556 Value. J2, 558, 251 1,487,6.')4 318,480 44,1(K) 46,939 a Hi COLONIAL AND LAKE TRADE. ll7 with [>ney areSf anter ason. 3d for ihery, them value of scala aken. 232, 42» 482,694 347,fl04 302,363 195,626 334,430 389,440 206,338 340,075 382,083 wfound- with an iring the ul value ^wlbuntl- Value. U2,558,251 1,487,654 318,480 44,U)0 46,939 The total value of the imports and exports of Newfoundland, in the years 1849, 1850, and 1851, was as follows : imports. Exports. 1849. «3, 700, 912 4,207,521 1850. $4,163,116 4,683,696 1951. $4,609,291 4,276,876 Tlie extent of the foreign commerce of this colony is manifested by the statements which Ibllow, showing the numbers, tonnage, and men, of the vessels which entered and cleared at Newfoundland in the years 1850 and 1851: No. 1. — Vessels inward and outward in 1850. Countries. Europo- Gr in Gb .. ••>-/ and Jersey , Gibrultar Ionian islands Spain Portngal Denmark < Germany Italy Franco Madeira America — British Nortii American col Inward. Outward. Number. 196 13 104 81 12 30 14 onies British West Indies. United States Spanish West Indies. . . , Danisii West Indies . . . . St. Pierre Brazils Total . 508 30 130 66 32 4 Tons. 28,446 1,516 Men. Number. Tons. 1,662 102 14,701 870 10,035 602 2,002 104 4,797 252 1,795 116 44,853 4,189 15,622 9,022 1,220 412 838 138,228 2,800 260 787 631 95 50 114 4 8 2 81 76 15,. '597 664 1,152 259 9,371 9,427 Men. 67 1 2 542 75 41 15 I 9,641 89 221 35,536 10,180 3,770 1,915 118 58 11,055 8,333 890 28 50 14 800 647 550 7 14 3,280 62t 241 111 7 609 1,087 108,795 i 7,868 II *■ «i li i ii 518 ANDREWS REPORT ON No. 2. — Vessels inward and outward in 1851. i Countries. Euror. - Great Britain Guernsey and Jerse; ...... Gibraltar Ionian islands Spain Portugal Denmark Germany Italy France Madeira America — British North American col- Inward. Number. 212 11 105 70 6 41 4 onies Britinh West Indies United States Spanish West Indies. . . , Danish West Indies.. . . , St. Pierre Brazils 524 29 131 39 43 7 Tons. 29,994 1,352 14,932 8,825 1,541 6,822 604 Men. 1,660 95 875 548 73 348 37 47,450 3,598 16,481 4,603 675 1,488 Total. 1,222 137,465 2,911 230 869 201 90 75 8,012 Outward. Number, 148 4 11 50 88 1 50 503 70 33 18 51 4 1,034 Tons. 15,731 664 1,132 5,789 11,312 107 6,938 *"'62 55,162 10,135 3,569 20,202 388 10,256 71 141,578 Men. 892 42 67 423 723 7 477 "4 3,172 603 211 130 19 568 1!> 7,356 The ioUowing comparative statement show.s the totiil shipping of Newfoundland inward and outward in 1849, 1850, and 1851: 1849. 1850. 1851. No. Tons. Men. No. Tons. Men. No. Tons. Men Entered 1,1. -ie 1,074 1.32,388 126,643 8,060 7,901 1,220 1MH '-'i?H 8, .331 7,868 1,222 1,034 137,465 141,578 8,012 Cleared 1,087 108,795 7,356 The .ships built in Newfoundland during the period of fi)ur year.s, from 184G to 1850 inelusive, are as follows : I Years. In 1847, In 1848 In 1849, inl85U Tons. 854 794 1,055 1,497 i (t Men hipping nl 1651. Tons. Men 37,465 8,01-2 41,578 7,35G lour years, Tons. 794 1 ,055 1,4 3,m <5 603 »)f) 211 02 130 8rt 19 56 568 71 15 TiS 7,356 COLONIAL AND LAKE TRADE. 519 The population of Newfoundland, by the last census, in 1845, was 96,295 souls. On the 1st of January, 1852, the population was esti- mated at 125,000, of whom 30,000 were engaged directly in the fisheries. In 1845 the number of fishing boats, &c., was as follows: Boats from 4 to 15 quintals 8,092 Boats from 15 to 30 quintals 1,025 Boats from 30 quintals upwards 972 Number of cod seins 879 Number of sealing nets 4,568 The value of the annual produce of the colony of Newfoundland has thus been stated, on an average of four years, ending in 1849, by the British colonial authorities: 949,169 quintals of fith exported $2,610,000 4,010 tierce of salmon 60,500 14,475 barrels of herrings 42,500 508,446 seal-skins 254,000 6,200 tons of seal-oil 850,000 3,990 tons of cod-oil 525,000 Fuel and skins , 6,000 Bait annually sold to the French 59,750 Value of agricultural produce 1,011,770 Fuel 300,000 Game — venison, partridges, and wild fowl 40,000 Timber, boards, house- stuff, staves, hoops, &c 250,000 Fish, fresh, of all kinds, used by inhabitants 125,000 Fish, sailed do do 175,000 Oil consumed by inhabitants 42,500 Total 6,352,020 The average value of property engaged in the fisheries, during the same pericnl, is thus stated : 341 vessels, engaged in the seal fishery $1,023,000 80 vessels, engaged in coasting and cod-fishery 80,000 10,089 boats, engaged in cod-fishery 756,675 Stages, fish-houses, and fiakcs 125,000 4,568 nets, of all descriptions 68,500 879 cod seines 110,000 Vats for making seal-oil 250,000 Fishing implements and casks for liver 150,000 Total 2,563, 175 ; il :li I 1 520 ANDREWS* REPORT ON TRADE BETWEEN NEWFOUNDLAND AND THE UNITED 8TATES. The following statement furnishes a full account of the quantity and value of the staple products of Newfound land, exported from that colony to the United States in the years 1849, 1850, and 1851 : Articles. Quantity Fish, herrings '• <.. tongues and sounds . >... caplin do. ,. , salmon do. . . dried cod quintals. Hides number. Oil, seal tons. . cod do. . . 3kins, seal number. Total . 1849. 686 16 29 3,374 21,428 245 22 Valu |1,690 75 60 34,180 56,935 60U 2 2"0 95,700 1650. Quantity 1,860 37 19 1,192 14,119 1,431 4 29 Value. ft4,04O 45 25 19,055 31,770 3,445 535 4,355 63,270 1851. Quantity 2,329 46 18 4,163 15,431 619 1 19 7.50 Value. A5,510 230 25 41,630 38,495 1,245 15 4,375 560 92,220 i I'Sii I S - -' ! '■■'% The whole of the foregoing articles were exported from Newf()und- land to the United States in British vessels only, no oilier vessels what- soever being employed in their transport. The character and extent of the imports into Newfoundland from the United States is shown thus: Return of (he quantity, value, rate, and amount of duty paid on yrincijial ""'rks, the growth, produce, or manufacture of the United iSfafrs, im- tcd into the colony of Ncufoundland, during the year ending f)th arfirt ported January, 1852. Articles. Arrowroot Apotliecurit's' ware Bacon and hams cwt. . Beef, salted barrels. Beer and alo do. . . Blacking Bran qrs. Bread cwt. Bricks No. Butter cwt. Cabinet ware Candles, tallow pounds. . Chocolate and cocoa cwt. Clocks and watches Cheese cwt. CotTeo cwt. Coloring gallons. Confectionary Corn, ^rain, meal, flour, viz: Indian corn qrs. Indian meal barrels. Flour do. Oatmeal do. Peas qrs. Uatfi do . Quantity. Value. Rate of duty. IHO 2,(t:t8 346 29 5,357 2 524,703 3,633 3 47,920 23 555 2 682 148 284 6,293 87, 4M) 97 36 or. Total duly. $2,370 2,007 l,9S0 24,6'.»0 1,906 5 per cent. . 5 . . .do. . . • 5 ...do 2s. per bbl. . 10 pur cent. 70 25,923 3,895 43,987 715 5,600 350 1,620 4,775 8.325 45 15? 1,650 24,318 475,330 500 405 100 5 per cent. . 3d. per cwt. 5 per cent. . 2.S. per cwt. 10 per cent . 7i per cent. 5». per cwt. 10 per cent. 58. per cwt. 5 per cent. . . , 5. . . .do 5. . . .do 6d. oer bbl . . , Is. bd. per bbl 6tl. per bbl . . , 5 per cent . . , 5. . . .do $118 1(M> 232 1,048 190 3 334 190 1,816 71 420 28 162 693 2 7 82 786 32,778 12 20 5 rES. tity and t colony 851. ty Value. 1)5,510 230 2.'> 41,630 3H,495 1,245 15 4,375 500 ^cwtbund- ssfls what- 1(1 from the m imncipal SiiKis, im- f)th eliding .Total duty. IIM) 232 3 334 I'.IO I.'.'. lj«i»> 71 420 r.: 2"* i«;2 I.".. 693 2 82 ["• 786 [l".bl' 32,778 I'- 1 COLONIAL AND LAKE TRADE. STATEMENT— Continued. 621 Articles. Cotton manufacturcH Earthen and Cliinawaro Feathers cwt. Fish, viz : oysters bushels. Fluid Fruit, viz : Applcfl barrels Raisins, currant! cwt Oranges, loniuns barrels Preserves cwt Ginger, preserved pounds Glassware Grape vines Hardware and cutlery flats dozen . . Hay and straw tons. Hops bales. Iron nianufactuP's Juice, lime and Icinun Lard cwt . Ijoad cwt . Leather nidnufactures Lime busliols. Musical instruments Molasses gallons. Oakum cwt . Onionit butil'ojg. Perfumery PickloR and sauros Pitch and tar barrels. Pork, Huit'jd i)arrcls. Potatoes and vegetablfs bushels. Rice cwt. RoImjs, biitl'alo Rosin barrels. Salt tons . SalicratuH , Slops Seeds Quantity. rutn . . .cwt. do. ,.'>5 525 35 7 14,518 780 54,.')35 925 75 2 12 41 122 15 3,950 15 100 7,69(; 11,7.36 954,266 5 per cent. 5. . . .do. . . . 5. . . .do. . . . D. • . .(Jo. .... I Is. 6d. per bbl, 5 per cent . . . 5. . . .do 5. . . .do 5 do 5. . . .do. . . . 5. . . .do. . . . 5. . . .do. . . . ,5. . . .do. . . < 5. . . .do. . . . 5. . . .do. . . 5. . . .do. . . 5. . . .do 5. . . .do 5. . . .do 5. . . .do 5 do..... rid. per gull. 5 |)er cent. . . free 5 per cent . . 5. . . .do 5. , . .do 3s. per bbl. . . free 5 per cent.. 5 do 5. . . .do fid. per ton .. 5 per cent.. 5. . . .d4> free 5 per cent.. 5. . . .do 9d. per gall.. .') ])er cent.. 5. . . .do 5 do 3d. per lb . . . 2d. do... 2d. do... 5s. per M . . 2s. per cwt. 5 per cent. 5 do.... 5. . . .do. . . . 5. . . .do. . . . 3s. per gall . 5 per rent. . , Is. Gd per ton, 2s. fid. per M, 5 per cent . . , 5. . . .do $23 1 9 15 559 209 38 a 25 1 180 19 7 30 48 14 1 314 4 37 881 53 1 a 166 io,8r)0 93 15 1 1 42 4 100 1,147 26 1 3,211 139 13.714 3,378 15 S 8 1 197 6 384 586 75,665 ls owned or chartered by the jx'ople of New- ll)undland 1 ,2( 10,000 Total *x; ,784,000 The number of fishermen employed on the Labrador coast every g'^ason is liom ten to Hiteen thousand. The salmon fisheries average, annually, about (hirly thousand tierces, not more than two hundred tierc(>s of which titid llieir way to New- foundland. The salmon ( x|)orted from Ni;wti)undland are almost ex- clusively fhe catch of that island. The herring fishery at Labrador is carric^d on by tishermen from Nova Scotia, Canada, Newl()undland, and the United States, and are shi{)ped directly liom the coast to u market. Of the seal-oil, seal-skins, furs, and feathers, a very small share finds its way to Xewjliundlaiid. Merchants and traders on ihe coast buy them in exchange (I)r their goods, b(?ing h-ss bulky and more valuable than fish. The tratling vi-ssels do not buy many cod on the coast, preferring the other commodities named. Since the treaty of I'aris, in 1814, the Labrador fishery has in- creased more than six-li)ld, in consecjuencc! (tf the (isheiinen of New- foundland being ti)rc(>d by French competition from the fishery on tlie Grand Bank, and also driven from the fishing grounds, now occupied almost exclusively by the French, between Cape Kay and Cape St. John. Th(! imports of Labrador have been estimated by the authorities of Newfoundland as of the value of §000,000 per annum. THE PORT OF ST. JOHN, NEWFOUNDLAND. The chief town in Newllamdland is its capital and principal sea- port, St. John, in latitude 47" 34' north, longitude 52^ 43' west. •The total exports are by some persons eatimated at $4, 000, (100, COLONIAL AND LAKE TUADB. 626 in, fresh urs, and r cnn be s of any (•rilimate s. It has ilit)n that 80,000 ^10,000 44,000 180,000 200,^)00 784^)00 oast cvrry md tierces, y lo New- iihuost ex- rinon from cs, and are sliaro finds (•oust buy i(> valuable the coast, I'ly has in- u of Ncw- luiy on t\»e jw occupied Jul Capo St. luthorities of hcipal sea- Lvtst. It is thf most Cfisitern harbor in North Amt rica, only l,n()5 miles f'istfiiit froH' (Jalwjiy. on the west coast of Ireland, l)(iii<,' the .-^liortcst »>ossil)l(' (ILslaiici; hctwccn llie coiilinents of Europe and America. As It lies directly iu the track of the Atlantic steamers betwei-n the United States and Kiiro|)e, public attention ha.M naturally been direct<'d towards its harbor as a posil ion of promineni ;ind .xliikiuu; importance on this side the Allauiic. It therelijre deserves HomeliiiuL; more than a passing notice. It has recently been proposed that St. John should he established ns a port »»l' call l<)r at least one liiK! of Allaiuic stejuners, and that the intelligence hnni^ht by this line from thi; Old World should be thence tjansmitted by telegraph to the whole of North America. Th(! route li)r the line of the jjroposed telegraph t'lom t^t. John to ('ape Itay, the southwestern extremity ot'Ne\\i()undl;ui(l, was cJiplorcd during die latit .• part ol" the season of 1851, in a very energetie and succ-'cssful mannti, by Mr. (lishorne; audit was l()uiid, that beyond the (juesljon of expense, there were no unusual obstacle*; to prevent the eonstructiiiii of the Iin(\ From Cape Uay to Ca[)e N(»rlh, at the noitheastein exncniity of Ca[)e Bretot», the distance is ti)rty-eight miles, across ihe !j;reat entrance to the (Jiilf of St. [iawreiice. It is pr(*posed thai tili graphic.- communication shall be maintained across this passage by a submarine cable, similar to that now successfully in operation between I'lngland and I'^rance. Fioin C.-ape North to the town of Sydney, in (-ape IJreton, the distance is but short ; and Syd- ntjy already conimunicates by telegraph with every place in Amerieii to which the wires are extended. Another proposition is to carry the submarine ( i!»le at once from Cape l{.ay to ihe east cape of l*rince Kdward island; then traversing a portion oil hat i>laiid, to pass across the straits of Northumberland into iNew r.iitiisw iek, theri^ to connect at the fiisi <:onvenicnl station with all the It leu'iaph lines in North America. It is alli g((l thai a fast steamer, lia\iiig on boiird only the small (]uantily ol coals which so short a trip would r( i|uiit', iiiiirlit (M'oss the Atlantic hoin (lalway to St. .Tohn in liv(> (l:iys ; and, if >o, inforniation I'ronj all paits of Kiirope could hr. disseminated o\cr the whole of our Union, even to the Pacific — from Moscow to San Francisco — within six days. The harbor ofSl. .John is one of the b(\pii()n hay to Csipv. Race, is